Relator’s Request for Judicial Notice in 

Support of Opposition Motion to Dismiss 

Exhibit “E” 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 1 of 91
U.S. DEPARTMENT OF TRANSPORTATION 

FEDERAL AVIATION ADMINISTRATION ORDER 

5190.6B 

Change 1 

a •z 

National Policy 

Effective Date: 

November 22, 2021 

SUBJ: Airport Compliance Manual 

1. Purpose 

The Airport Compliance Manual provides guidance to FAA employees on the implementation of 

the FAA's airport compliance program. Under the program, the FAA has the responsibility to 

assure airport sponsors comply with certain obligations that arise from FAA grant agreements and 

from deeds of property conveyance for airport use. 

2. Distribution 

The Airport Compliance Manual is located on the FAA Office of Airports website where it is 

available to all interested parties. See: 

https://www.faa.gov/airports/resources/publications/orders/compliance 5190 6/ 

3. Cancellation 

This Order cancels and replaces the following chapters of the Airport Compliance Manual: 

Chapter 1, Scope and Authority 

Chapter 9, Unjust Discrimination Between Aeronautical Users 

Chapter 10, Reasonable Commercial Minimum Standards 

Chapter 11, Self-Service 

Chapter 23, Reversions of Airport Property 

4. Explanation of Changes 

Since 2009, there have been changes to the laws and policies relating to the Federal obligations of 

airport sponsors and revisions to the procedures for investigating and resolving complaints that 

allege noncompliance. To incorporate any changes and provide the most useful and current 

program guidance to FAA employees, the Office of Airport Compliance and Management 

Analysis is undertaking a review of the Order and will publish updates as the chapter reviews are 

completed. 

The Office of Airport Compliance and Management Analysis is issuing Change 1 to the Airport 

Compliance Manual to address the following: 

• After review of public comments offered on the 2009 update, and subsequent experience 

with using Order 5190.6B as guidance for the airport compliance program, the FAA is 

updating Chapters 1,9, 10, 11 and 23 of the Order. 

• Most of the changes are editorial, based on suggestions in the public comments or 

recommendations from FAA staff for more effective ways of expressing policy guidance. 

In applicable sections of the Order, the revised chapters: 

U.S. DEPARTMENT OF TRANSPORTATION 

FEDERAL AVIATION ADMINISTRATION ORDER 

5190.6B 

Change 1 

a •z 

National Policy 

Effective Date: 

November 22, 2021 

SUBJ: Airport Compliance Manual 

1. Purpose 

The Airport Compliance Manual provides guidance to FAA employees on the implementation of 

the FAA's airport compliance program. Under the program, the FAA has the responsibility to 

assure airport sponsors comply with certain obligations that arise from FAA grant agreements and 

from deeds of property conveyance for airport use. 

2. Distribution 

The Airport Compliance Manual is located on the FAA Office of Airports website where it is 

available to all interested parties. See: 

https://www.faa.gov/airports/resources/publications/orders/compliance 5190 6/ 

3. Cancellation 

This Order cancels and replaces the following chapters of the Airport Compliance Manual: 

Chapter 1, Scope and Authority 

Chapter 9, Unjust Discrimination Between Aeronautical Users 

Chapter 10, Reasonable Commercial Minimum Standards 

Chapter 11, Self-Service 

Chapter 23, Reversions of Airport Property 

4. Explanation of Changes 

Since 2009, there have been changes to the laws and policies relating to the Federal obligations of 

airport sponsors and revisions to the procedures for investigating and resolving complaints that 

allege noncompliance. To incorporate any changes and provide the most useful and current 

program guidance to FAA employees, the Office of Airport Compliance and Management 

Analysis is undertaking a review of the Order and will publish updates as the chapter reviews are 

completed. 

The Office of Airport Compliance and Management Analysis is issuing Change 1 to the Airport 

Compliance Manual to address the following: 

• After review of public comments offered on the 2009 update, and subsequent experience 

with using Order 5190.6B as guidance for the airport compliance program, the FAA is 

updating Chapters 1,9, 10, 11 and 23 of the Order. 

• Most of the changes are editorial, based on suggestions in the public comments or 

recommendations from FAA staff for more effective ways of expressing policy guidance. 

In applicable sections of the Order, the revised chapters: 

25'(5

%

1DWLRQDO3ROLF\ &KDQJH

68%- $LUSRUW&RPSOLDQFH0DQXDO

 3XUSRVH

7KH$LUSRUW&RPSOLDQFH0DQXDOSURYLGHVJXLGDQFHWR)$$HPSOR\HHVRQWKHLPSOHPHQWDWLRQRI

WKH)$$¶VDLUSRUWFRPSOLDQFHSURJUDP8QGHUWKHSURJUDPWKH)$$ KDVWKH UHVSRQVLELOLW\WR

DVVXUH DLUSRUWVSRQVRUVFRPSO\ZLWKFHUWDLQREOLJDWLRQVWKDWDULVHIURP)$$JUDQWDJUHHPHQWVDQG

IURPGHHGVRISURSHUW\FRQYH\DQFHIRUDLUSRUWXVH

 'LVWULEXWLRQ

7KH$LUSRUW&RPSOLDQFH0DQXDOLVORFDWHGRQWKH)$$2IILFHRI$LUSRUWVZHEVLWHZKHUHLWLV

DYDLODEOHWRDOOLQWHUHVWHGSDUWLHV6HH

KWWSVZZZIDDJRYDLUSRUWVUHVRXUFHVSXEOLFDWLRQVRUGHUVFRPSOLDQFHBB

 &DQFHOODWLRQ

7KLV2UGHUFDQFHOVDQGUHSODFHVWKHIROORZLQJFKDSWHUVRIWKH$LUSRUW&RPSOLDQFH0DQXDO

&KDSWHU6FRSHDQG$XWKRULW\

&KDSWHU8QMXVW'LVFULPLQDWLRQ%HWZHHQ$HURQDXWLFDO8VHUV

&KDSWHU5HDVRQDEOH&RPPHUFLDO0LQLPXP6WDQGDUGV

&KDSWHU6HOI6HUYLFH

&KDSWHU5HYHUVLRQVRI$LUSRUW3URSHUW\

 ([SODQDWLRQRI&KDQJHV

6LQFHWKHUHKDYHEHHQFKDQJHVWRWKHODZVDQGSROLFLHVUHODWLQJWRWKH)HGHUDOREOLJDWLRQVRI

DLUSRUWVSRQVRUVDQGUHYLVLRQVWRWKHSURFHGXUHVIRULQYHVWLJDWLQJDQG UHVROYLQJFRPSODLQWVWKDW

DOOHJH QRQFRPSOLDQFH 7R LQFRUSRUDWH DQ\ FKDQJHV DQG SURYLGH WKH PRVW XVHIXO DQG FXUUHQW

SURJUDP JXLGDQFH WR )$$ HPSOR\HHV WKH 2IILFH RI $LUSRUW &RPSOLDQFH DQG 0DQDJHPHQW

$QDO\VLVLVXQGHUWDNLQJDUHYLHZRIWKH2UGHUDQGZLOOSXEOLVKXSGDWHVDVWKHFKDSWHUUHYLHZVDUH

FRPSOHWHG

7KH2IILFHRI$LUSRUW&RPSOLDQFHDQG0DQDJHPHQW$QDO\VLVLVLVVXLQJ&KDQJHWRWKH$LUSRUW

&RPSOLDQFH0DQXDOWRDGGUHVVWKHIROORZLQJ

x $IWHUUHYLHZRISXEOLFFRPPHQWVRIIHUHGRQWKHXSGDWHDQGVXEVHTXHQWH[SHULHQFH

ZLWK XVLQJ2UGHU %DV JXLGDQFH IRUWKHDLUSRUWFRPSOLDQFH SURJUDPWKH )$$LV

XSGDWLQJ&KDSWHUVDQGRIWKH2UGHU

x 0RVW RI WKH FKDQJHV DUH HGLWRULDO EDVHG RQ VXJJHVWLRQV LQ WKH SXEOLF FRPPHQWV RU

UHFRPPHQGDWLRQVIURP)$$VWDIIIRUPRUH HIIHFWLYHZD\VRIH[SUHVVLQJSROLF\JXLGDQFH

,QDSSOLFDEOHVHFWLRQVRIWKH2UGHUWKHUHYLVHGFKDSWHUV

(IIHFWLYH'DWH

1RYHPEHU

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 2 of 91
 %&KDQJH

3DJHLL

o $GG XSGDWHG UHIHUHQFHVWR RWKHU )$$ JXLGDQFH GRFXPHQWV RQWKHVDPH VXEMHFW

ZKHUHDSSOLFDEOH

o 8SGDWHUHIHUHQFHVWR/LJKW6SRUW$LUFUDIW/6$DQGH[SHULPHQWDODLUFUDIWWRUHIOHFW

FXUUHQWSROLF\DQGFDWHJRULHVRI)$$FHUWLILFDWHV

o $GGVSHFLILFUHIHUHQFHVWRHWKDQROIUHHDXWRPRWLYHJDVROLQH

o ,QFOXGHVFLWDWLRQVWR3DUWGHWHUPLQDWLRQVUHODWLQJWRFHUWDLQSROLF\VWDWHPHQWV

x ,QRWKHUFDVHVWKH2UGHUKDVEHHQXSGDWHGWRUHIOHFWSROLF\FKDQJHVDGRSWHGE\WKHDJHQF\

VLQFHWRUHPDLQFXUUHQWZLWK)HGHUDOVWDWXWHV

x :KHQWKH)$$UHYLVHV LWVSROLF\RQ DVSHFLILFFRPSOLDQFHLVVXHRULVVXHVDQHZSROLF\

VWDWHPHQWWRFODULI\WKHDJHQF\SRVLWLRQRQDQLVVXHWKHDJHQF\ZLOOLVVXH DVHSDUDWHSROLF\

VWDWHPHQWDIWHUSXEOLFQRWLFHDQGFRPPHQW

x (GLWV DQG DGGLWLRQVWRWKH UHYLVHG FKDSWHUV DUHLQWHQGHGWR SURYLGH DFFXUDWH DQG XVHIXO

JXLGDQFHRQDLUSRUWFRPSOLDQFHSROLF\IRU)$$$LUSRUWVVWDIIDQGQRWWRDGRSWVLJQLILFDQW

FKDQJHVLQFRPSOLDQFHSROLF\$VFKDSWHUVDUHUHYLVHGDVXPPDU\RIWKHFKDQJHVZLOOEH

SRVWHGRQWKH)$$ZHEVLWH

x (GLWVWR&KDSWHU6FRSHDQG$XWKRULW\LQFOXGH

Page ii 

o Add updated references to other FAA guidance documents on the same subject 

where applicable. 

o Update references to Light Sport Aircraft (LSA) and experimental aircraft to reflect 

current policy and categories ofFAA certificates, 

o Add specific references to ethanol-free automotive gasoline, 

o Includes citations to Part 16 determinations relating to certain policy statements. 

• In other cases, the Order has been updated to reflect policy changes adopted by the agency 

since 2009 to remain current with Federal statutes. 

• When the FAA revises its policy on a specific compliance issue, or issues a new policy 

statement to clarify the agency position on an issue, the agency will issue a separate policy 

statement after public notice and comment. 

• Edits and additions to the revised chapters are intended to provide accurate and useful 

guidance on airport compliance policy for FAA Airports staff, and not to adopt significant 

changes in compliance policy. As chapters are revised, a summary of the changes will be 

posted on the FAA website. 

• Edits to Chapter 1. Scope andAuthoritv. include: 

o Editorial changes; 

o Updated NPIAS information for airports by category and role; 

o Reference to special funding programs authorized by Congress to provide federal 

grants to airports for a specific purpose such as economic development or recovery 

(e.g., American Economic Recovery and Reinvestment Act of 2009 (ARRA); 

Coronavirus Aid, Relief, and Economic Security Act (CARES); 

o Reference to The FAA Reauthorization Act of 2018 (Pub. L. 115-254), Section 

163(a) which narrows the scope of the FAA's authority over airport land uses by 

generally prohibiting the FAA from directly or indirectly regulating airport land 

(Section 163(a) will be more fully discussed in a future update to the Order). 

• Edits to Chapter 9, UniustDiscriminationBetweenAeronautical Users. include: 

o Section 9.2 -New brief discussion of airline incentive programs; 

o Section 9.6 - Expands the discussion of commercial minimum standards; 

o Section 9.7 -Guidance on leasing of general aviation apron constructed with 

Federal assistance (based on language in Order 5190.6A but not included in 

5910.6B); 

o Section 9.8 - Retitle to paragraph 9.8.d. as "Air Carrier Accommodation." 

• Edits to Chapter 10. Reasonable CommercialMinimum Standards. include: 

o Section 10.5 -Guidance on availability of automotive gasoline; 

o Section 10.5 -Guidance on minimum standards for Specialized Aviation Service 

Operators; 

o Section 10.6 -Revised language to reflect recent policy changes regarding services 

provided by flying clubs (81 FR 13719; March 15, 2016); 

o Section 10.7—New section (10.7) discussing illegal air charters. 

11/22/2021 5190.6B Change 1 

Page ii 

o Add updated references to other FAA guidance documents on the same subject 

where applicable. 

o Update references to Light Sport Aircraft (LSA) and experimental aircraft to reflect 

current policy and categories of FAA certificates, 

o Add specific references to ethanol-free automotive gasoline, 

o Includes citations to Part 16 determinations relating to certain policy statements. 

• In other cases, the Order has been updated to reflect policy changes adopted by the agency 

since 2009 to remain current with Federal statutes. 

• When the FAA revises its policy on a specific compliance issue, or issues a new policy 

statement to clarify the agency position on an issue, the agency will issue a separate policy 

statement after public notice and comment. 

• Edits and additions to the revised chapters are intended to provide accurate and useful 

guidance on airport compliance policy for FAA Airports staff, and not to adopt significant 

changes in compliance policy. As chapters are revised, a summary of the changes will be 

posted on the FAA website. 

• Edits to Chapter 1. Scope andAuthoritv. include: 

o Editorial changes; 

o Updated NPIAS information for airports by category and role; 

o Reference to special funding programs authorized by Congress to provide federal 

grants to airports for a specific purpose such as economic development or recovery 

(e.g., American Economic Recovery and Reinvestment Act of 2009 (ARRA); 

Coronavirus Aid, Relief, and Economic Security Act (CARES); 

o Reference to The FAA Reauthorization Act of 2018 (Pub. L. 115-254), Section 

163(a) which narrows the scope of the FAA's authority over airport land uses by 

generally prohibiting the FAA from directly or indirectly regulating airport land 

(Section 163(a) will be more fully discussed in a future update to the Order). 

• Edits to Chapter 9, UniustDiscriminationBetweenAeronautical Users. include: 

o Section 9.2 -New brief discussion of airline incentive programs; 

o Section 9.6 - Expands the discussion of commercial minimum standards; 

o Section 9.7 -Guidance on leasing of general aviation apron constructed with 

Federal assistance (based on language in Order 5190.6A but not included in 

5910.6B); 

o Section 9.8 - Retitle to paragraph 9.8.d. as "Air Carrier Accommodation." 

• Edits to Chapter 10. Reasonable CommercialMinimum Standards. include: 

o Section 10.5 -Guidance on availability of automotive gasoline; 

o Section 10.5 -Guidance on minimum standards for Specialized Aviation Service 

Operators; 

o Section 10.6 -Revised language to reflect recent policy changes regarding services 

provided by flying clubs (81 FR 13719; March 15, 2016); 

o Section 10.7—New section (10.7) discussing illegal air charters. 

11/22/2021 5190.6B Change 1 

o (GLWRULDOFKDQJHV

o 8SGDWHG13,$6LQIRUPDWLRQIRUDLUSRUWVE\FDWHJRU\DQGUROH

o 5HIHUHQFHWRVSHFLDOIXQGLQJSURJUDPVDXWKRUL]HGE\&RQJUHVVWRSURYLGHIHGHUDO

JUDQWVWRDLUSRUWVIRU D VSHFLILFSXUSRVHVXFKDVHFRQRPLFGHYHORSPHQWRUUHFRYHU\

HJ $PHULFDQ (FRQRPLF 5HFRYHU\ DQG 5HLQYHVWPHQW $FW RI  $55$

&RURQDYLUXV$LG5HOLHIDQG(FRQRPLF6HFXULW\$FW&$5(6

o 5HIHUHQFHWR7KH )$$5HDXWKRUL]DWLRQ$FW RI  3XE/  6HFWLRQ

DZKLFKQDUURZVWKHVFRSHRIWKH)$$¶VDXWKRULW\RYHUDLUSRUWODQGXVHVE\

JHQHUDOO\SURKLELWLQJWKH)$$ IURP GLUHFWO\RULQGLUHFWO\ UHJXODWLQJDLUSRUWODQG

6HFWLRQDZLOOEHPRUHIXOO\GLVFXVVHGLQDIXWXUHXSGDWHWRWKH2UGHU

x (GLWVWR&KDSWHU8QMXVW'LVFULPLQDWLRQ%HWZHHQ$HURQDXWLFDO8VHUVLQFOXGH

o 6HFWLRQ±1HZEULHIGLVFXVVLRQRIDLUOLQHLQFHQWLYHSURJUDPV

o 6HFWLRQ±([SDQGVWKHGLVFXVVLRQRIFRPPHUFLDOPLQLPXPVWDQGDUGV

o 6HFWLRQ  ±*XLGDQFH RQ OHDVLQJ RI JHQHUDO DYLDWLRQ DSURQ FRQVWUXFWHG ZLWK

)HGHUDO DVVLVWDQFH EDVHG RQ ODQJXDJH LQ 2UGHU $ EXW QRW LQFOXGHG LQ

%

o 6HFWLRQ±5HWLWOHWRSDUDJUDSKGDV3$LU&DUULHU$FFRPPRGDWLRQ ́

x (GLWVWR&KDSWHU5HDVRQDEOH&RPPHUFLDO0LQLPXP6WDQGDUGVLQFOXGH

o 6HFWLRQ±*XLGDQFHRQDYDLODELOLW\RIDXWRPRWLYHJDVROLQH

o 6HFWLRQ±*XLGDQFHRQPLQLPXPVWDQGDUGVIRU6SHFLDOL]HG$YLDWLRQ6HUYLFH

2SHUDWRUV

o 6HFWLRQ±5HYLVHGODQJXDJHWRUHIOHFWUHFHQWSROLF\FKDQJHVUHJDUGLQJVHUYLFHV

SURYLGHGE\IO\LQJFOXEV)50DUFK

o 6HFWLRQ21HZVHFWLRQGLVFXVVLQJLOOHJDODLUFKDUWHUV

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 3 of 91
 %&KDQJH

3DJHLLL

x (GLWVWR&KDSWHU6HOI6HUYLFHLQFOXGH

Page iii 

• Edits to Chapter 11. Self-Service, include: 

o Section 11.2 - Clarification that activities covered by the right to self-service, as 

well as the airport sponsor's ability to impose reasonable safety regulations, on selfservicing; 

o Section 11.3- Detailed descriptions of the maintenance activities included in selfservice, including maintenance performed on LSA and experimental aircraft, and 

maintenance performed by the holders of certain FAA certificates; 

o Section 11.4 -Guidance regarding when contracting to a third party is and is not 

permitted. 

• Edits to Chapter 23. Reversions ofAirportPropertv, include: 

o Organizational references update and adds an example of a reversion of airport 

property; 

o Identifies requires of environmental due diligence prior to property reversion; 

o Other limited editorial changes. 

In addition to updating the five chapters listed above, the agency has revised several of the 

appendices to Order 5190.6B. The changes update citations and documents to provide current 

versions, delete obsolete references, and include more recent sample documents. Also, Appendices 

E-1,F-3,G-1, and S have been removed. 

— C • ^ 

Kevin Willis 

Director 

Airport Compliance and Management Analysis (ACO-1) 

11/22/2021 5190.6B Change 1 

Page iii 

• Edits to Chapter 11. Self-Service, include: 

o Section 11.2 - Clarification that activities covered by the right to self-service, as 

well as the airport sponsor's ability to impose reasonable safety regulations, on selfservicing; 

o Section 11.3- Detailed descriptions of the maintenance activities included in selfservice, including maintenance performed on LSA and experimental aircraft, and 

maintenance performed by the holders of certain FAA certificates; 

o Section 11.4 -Guidance regarding when contracting to a third party is and is not 

permitted. 

• Edits to Chapter 23. Reversions ofAirportPropertv, include: 

o Organizational references update and adds an example of a reversion of airport 

property; 

o Identifies requires of environmental due diligence prior to property reversion; 

o Other limited editorial changes. 

In addition to updating the five chapters listed above, the agency has revised several of the 

appendices to Order 5190.6B. The changes update citations and documents to provide current 

versions, delete obsolete references, and include more recent sample documents. Also, Appendices 

E-1,F-3,G-1, and S have been removed. 

— C • ^ 

Kevin Willis 

Director 

Airport Compliance and Management Analysis (ACO-1) 

11/22/2021 5190.6B Change 1 

o 6HFWLRQ±&ODULILFDWLRQWKDWDFWLYLWLHVFRYHUHGE\WKHULJKWWRVHOIVHUYLFHDV

ZHOODVWKHDLUSRUWVSRQVRU¶VDELOLW\WRLPSRVHUHDVRQDEOHVDIHW\UHJXODWLRQVRQVHOI

VHUYLFLQJ

o 6HFWLRQ±'HWDLOHGGHVFULSWLRQVRIWKHPDLQWHQDQFHDFWLYLWLHVLQFOXGHGLQVHOI

VHUYLFHLQFOXGLQJPDLQWHQDQFHSHUIRUPHGRQ/6$DQGH[SHULPHQWDODLUFUDIWDQG

PDLQWHQDQFHSHUIRUPHGE\WKHKROGHUVRIFHUWDLQ)$$FHUWLILFDWHV

o 6HFWLRQ±*XLGDQFHUHJDUGLQJZKHQFRQWUDFWLQJWR DWKLUGSDUW\LVDQGLVQRW

SHUPLWWHG

x (GLWVWR&KDSWHU5HYHUVLRQVRI$LUSRUW3URSHUW\LQFOXGH

o 2UJDQL]DWLRQDO UHIHUHQFHV XSGDWH DQG DGGV DQ H[DPSOH RI D UHYHUVLRQ RI DLUSRUW

SURSHUW\

o ,GHQWLILHVUHTXLUHVRIHQYLURQPHQWDOGXHGLOLJHQFHSULRUWRSURSHUW\UHYHUVLRQ

o 2WKHU OLPLWHGHGLWRULDOFKDQJHV

,Q DGGLWLRQ WR XSGDWLQJ WKH ILYH FKDSWHUV OLVWHG DERYH WKH DJHQF\ KDV UHYLVHG VHYHUDO RI WKH

DSSHQGLFHVWR2UGHU%7KHFKDQJHVXSGDWHFLWDWLRQVDQGGRFXPHQWVWRSURYLGHFXUUHQW

YHUVLRQVGHOHWHREVROHWHUHIHUHQFHVDQGLQFOXGHPRUHUHFHQWVDPSOHGRFXPHQWV$OVR$SSHQGLFHV

()*DQG6KDYHEHHQUHPRYHG

.HYLQ:LOOLV

'LUHFWRU

$LUSRUW&RPSOLDQFHDQG0DQDJHPHQW$QDO\VLV$&2

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 4 of 91
 %&KDQJH

3DJHLY

3DUW,%DFNJURXQG

&KDSWHU 6FRSHDQG$XWKRULW\

8SGDWHG1RYHPEHU

 3XUSRVH

 $XGLHQFH

 :KHUH&DQ,)LQG7KLV2UGHU"

 &DQFHOODWLRQ

 ,QWURGXFWLRQ

 6FRSH

 %DFNJURXQG

 &RPSOLDQFH3URJUDP%DFNJURXQG

 6RXUFHVRI$LUSRUW6SRQVRU)HGHUDO2EOLJDWLRQV

 )$$$XWKRULW\WR$GPLQLVWHUWKH&RPSOLDQFH3URJUDP

 6WDWXWRU\/LPLWDWLRQRQ)$$$XWKRULW\

WKURXJKUHVHUYHG

&KDSWHU &RPSOLDQFH3URJUDP

 ,QWURGXFWLRQ

 %DFNJURXQG

 'HWHUPLQLQJLIDQ$LUSRUWLV)HGHUDOO\2EOLJDWHG

 2EMHFWLYHVRIWKH&RPSOLDQFH3URJUDP

 3URJUDP(OHPHQWV

 3ULRULWLHVDQG(PSKDVLV

 5HVSRQVLELOLWLHV

 $QDO\]LQJ&RPSOLDQFH6WDWXV

 &RPSOLDQFH'HWHUPLQDWLRQ

 $LUSRUW1RQFRPSOLDQFH/LVW$1/

WKURXJKUHVHUYH

3DUW,,7\SHVRI)HGHUDO$JUHHPHQWV

&KDSWHU )HGHUDO2EOLJDWLRQVIURP3URSHUW\&RQYH\DQFHV

 ,QWURGXFWLRQ

 %DFNJURXQG

 7KH:DU$VVHWV$GPLQLVWUDWLRQ:$$

 1RQDLUSRUW3URSHUW\

 7KH8VHRI3URSHUW\IRU5HYHQXH3URGXFWLRQ

 +LJKHVWDQG%HVW8VHDQG6XLWDELOLW\IRU$LUSRUW8VH

 7\SHVRI&RQYH\DQFH,QVWUXPHQWVIRU6XUSOXV3URSHUW\

 6SRQVRU)HGHUDO2EOLJDWLRQVIRU6XUSOXV3URSHUW\

 'XUDWLRQRI6XUSOXV3URSHUW\)HGHUDO2EOLJDWLRQV

 5HYLHZRI6SHFLILF2EOLJDWLRQV

 1RQVXUSOXV)HGHUDO/DQG&RQYH\DQFHV

 /DQG&RQYH\DQFH)HGHUDO2EOLJDWLRQV

Page iv 

3-8 

Part I: Background 

Chapter 1: Scope and Authority, 1-1 

Updated November 2021 

1.1. Purpose... 

1.2. Audience. 

1-1 

1-1 

1.3. Where Can I Find This Order? 

1.4. Cancellation 

1.5. Introduction 

1-1 

1-1 

1-1 

1.6. Scope 

1.7. Background 

1.8. Compliance Program Background 

1.9. Sources of Airport Sponsor Federal Obligations 

1.10. FAA Authority to Administer the Compliance Program 

1.11. Statutory Limitation on FAA Authority 

1-1 

1-2 

1-5 

1-6 

1-7 

1-8 

1.12 through 1.14 reserved 1-8 

Chapter 2: Compliance Program 

2.1. Introduction 

2.2. Background 

2.3. Determining if an Airport is Federally Obligated 

2.4. Objectives of the Compliance Program 

2.5. ProgramElements 

2.6. Priorities and Emphasis 

2.7. Responsibilities 

2.8. Analyzing Compliance Status 

2.9. Compliance Determination 

2.10. Airport Noncompliance List (ANL) 

2.11 through 2.15 reserve 

2-1 

2-1 

2-1 

2-1 

2-2 

2-3 

2-5 

2-5 

2-6 

2-6 

2-8 

2-8 

Part II: Types of Federal Agreements 

Chapter 3: Federal Obligations from Property Conveyances 

3.1. Introduction 

3.2. Background 

3.3. The War Assets Administration (WAA) 

3.4. Nonairport Property 

3.5. The Use ofProperty for Revenue Production 

3.6. Highest and Best Use and Suitability for Airport Use 

3.7. Types of Conveyance Instruments for Surplus Property 

3.8. Sponsor Federal Obligations for Surplus Property 

3.9. Duration of Surplus Property Federal Obligations 

3.10. Review of Specific Obligations 

3.11. Nonsurplus Federal Land Conveyances 

3.12. Land Conveyance Federal Obligations 

3-1 

3-1 

3-2 

3-2 

3-3 

3-4 

3-4 

3-5 

3-5 

3-7 

3-7 

3-8 

11/22/2021 5190.6B Change 1 

Page iv 

3-8 

Part I: Background 

Chapter 1: Scope and Authority, 1-1 

Updated November 2021 

1.1. Purpose... 

1.2. Audience. 

1-1 

1-1 

1.3. Where Can I Find This Order? 

1.4. Cancellation 

1.5. Introduction 

1-1 

1-1 

1-1 

1.6. Scope 

1.7. Background 

1.8. Compliance Program Background 

1.9. Sources of Airport Sponsor Federal Obligations 

1.10. FAA Authority to Administer the Compliance Program 

1.11. Statutory Limitation on FAA Authority 

1-1 

1-2 

1-5 

1-6 

1-7 

1-8 

1.12 through 1.14 reserved 1-8 

Chapter 2: Compliance Program 

2.1. Introduction 

2.2. Background 

2.3. Determining if an Airport is Federally Obligated 

2.4. Objectives of the Compliance Program 

2.5. ProgramElements 

2.6. Priorities and Emphasis 

2.7. Responsibilities 

2.8. Analyzing Compliance Status 

2.9. Compliance Determination 

2.10. Airport Noncompliance List (ANL) 

2.11 through 2.15 reserve 

2-1 

2-1 

2-1 

2-1 

2-2 

2-3 

2-5 

2-5 

2-6 

2-6 

2-8 

2-8 

Part II: Types of Federal Agreements 

Chapter 3: Federal Obligations from Property Conveyances 

3.1. Introduction 

3.2. Background 

3.3. The War Assets Administration (WAA) 

3.4. Nonairport Property 

3.5. The Use ofProperty for Revenue Production 

3.6. Highest and Best Use and Suitability for Airport Use 

3.7. Types of Conveyance Instruments for Surplus Property 

3.8. Sponsor Federal Obligations for Surplus Property 

3.9. Duration of Surplus Property Federal Obligations 

3.10. Review of Specific Obligations 

3.11. Nonsurplus Federal Land Conveyances 

3.12. Land Conveyance Federal Obligations 

3-1 

3-1 

3-2 

3-2 

3-3 

3-4 

3-4 

3-5 

3-5 

3-7 

3-7 

3-8 

11/22/2021 5190.6B Change 1 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 5 of 91
 %&KDQJH

3DJHY

 %XUHDXRI/DQG0DQDJHPHQW

 )HGHUDO2EOLJDWLRQV,PSRVHGE\2WKHU*RYHUQPHQW$JHQFLHV

 'XUDWLRQRI1RQVXUSOXV)HGHUDO2EOLJDWLRQV

 5HYHUVLRQ3URYLVLRQV

 $LUSRUW6SRQVRU&RPSOLDQFH

 7KH$3/DQG$JUHHPHQWV

 %DVH&RQYHUVLRQDQG6XUSOXV3URSHUW\

 -RLQW8VHDQG)HGHUDO8VHRI2EOLJDWHG$LUSRUWV

 (QYLURQPHQWDO,VVXHV5HODWHGWR/DQG&RQYH\DQFHV

WKURXJKUHVHUYHG

&KDSWHU )HGHUDO*UDQW2EOLJDWLRQVDQG5HVSRQVLELOLWLHV

 ,QWURGXFWLRQ

 6SRQVRU)HGHUDO2EOLJDWLRQV8QGHU9DULRXV*UDQW$JUHHPHQWV

 7KH'XUDWLRQRI)HGHUDO*UDQW2EOLJDWLRQV

 7KH8VHIXO/LIHRI*UDQW)XQGHG3URMHFWV

 $LUSRUW6SRQVRU&RPSOLDQFH

 )HGHUDO2EOLJDWLRQVXQGHUWKH%DVLF*UDQW$VVXUDQFH5HTXLUHPHQWV

WKURXJKUHVHUYHG

3DUW,,,&RPSODLQW5HVROXWLRQ

&KDSWHU &RPSODLQW5HVROXWLRQ

 ,QWURGXFWLRQ

 %DFNJURXQG

 &RPSODLQWV+DQGOHGE\2WKHU)$$2IILFHVRU2WKHU)HGHUDO$JHQFLHV

 ,QIRUPDO&RPSODLQWVXQGHU

 3URFHVVIRU5HVROYLQJ,QIRUPDO&RPSODLQWV

 5HFHLYLQJWKH&RPSODLQW

 &RRUGLQDWLQJ5HVROXWLRQRIWKH3DUW,QIRUPDO&RPSODLQW

 (YDOXDWHWKH&RPSODLQW

 $WWHPSWWR5HVROYHWKH$OOHJDWLRQ

 'LVSXWH5HVROXWLRQIRU3DUW&RPSODLQWV

 'HWHUPLQDWLRQVRQ3DUW&RPSODLQWVDQG1RWLILFDWLRQWRWKH3DUWLHV

 'LVPLVVLQJD3DUW&RPSODLQW

 1RWLFHRI3RWHQWLDO1RQFRPSOLDQFH

 )ROORZXSDQG(QIRUFHPHQW$FWLRQV

 'RFXPHQWDWLRQWR6XSSRUWWKH)$$¶V'HWHUPLQDWLRQ

 )RUPDO&RPSODLQW&)53DUW

WKURXJKUHVHUYHG

3DUW,9$LUSRUWVDQG$HURQDXWLFDO8VHUV

&KDSWHU 5LJKWVDQG3RZHUVDQG*RRG7LWOH

 ,QWURGXFWLRQ

 $LUSRUW*RYHUQDQFH6WUXFWXUHV

Page v 

3.13. Bureau of Land Management 

3.14. Federal Obligations Imposed by Other Government Agencies 

3.15. Duration of Nonsurplus Federal Obligations 

3.16. ReversionProvisions 

3-9 

3-9 

3-9 

3-10 

3.17. Airport Sponsor Compliance 

3.18. The AP-4 Land Agreements 

3.19. Base Conversion and Surplus Property 

3.20. Joint Use and Federal Use of Obligated Airports 

3.21. Environmental Issues Related to Land Conveyances 

3-10 

3-10 

3-11 

3-11 

3-12 

3.22. through 3.25. reserved 3-13 

Chapter 4: Federal Grant Obligations and Responsibilities 

4.1. Introduction 

4.2. Sponsor Federal Obligations Under Various Grant Agreements 

4.3. The Duration ofFederal Grant Obligations 

4.4. The Useful Life of Grant Funded Projects 

4.5. Airport Sponsor Compliance 

4.6. Federal Obligations under the Basic Grant Assurance Requirements 

4.7 through 4.10 reserved 

4-1 

4-1 

4-1 

4-2 

4-3 

4-3 

4-3 

4-8 

Part III: Complaint Resolution 

Chapter 5: Complaint Resolution 5-1 

5.1. Introduction 5-1 

Background 

Complaints Handled by Other FAA Offices or Other Federal Agencies... 

Informal Complaints under §13.1 

Process for Resolving Informal Complaints 

Receiving the Complaint 

Coordinating Resolution of the Part 13 Informal Complaint 

Evaluate the Complaint 

Attempt to Resolve the Allegation 

DisputeResolution for Part 13.1 Complaints 

Determinations on Part 13.1.1 Complaints and Notification to the Parties 

Dismissing aPart 13.1.1 Complaint 

Notice ofPotential Noncompliance 

Follow up and Enforcement Actions 

Documentation to Support the FAA's Determination 

5.2. 5-1 

5.3. 5-1 

5.4. 5-2 

5.5. 5-2 

5.6. 5-3 

5.7. 5-4 

5.8. 5-5 

5.9. 5-6 

5.10. 5-7 

5.11. 5-7 

5.12. 5-7 

5.13. 5-8 

5.14. 5-8 

5.15. 5-8 

5.16. Formal Complaint: 14 CFRPart 16 

5.17. through 5.21. reserved 

5-8 

5-9 

Part IV: Airports and Aeronautical Users 

Chapter 6: Rights and Powers and Good Title 

6.1. Introduction 

6.2. Airport Governance Structures 

6-1 

6-1 

6-1 

11/22/2021 5190.6B Change 1 

Page v 

3.13. Bureau of Land Management 

3.14. Federal Obligations Imposed by Other Government Agencies 

3.15. Duration of Nonsurplus Federal Obligations 

3.16. ReversionProvisions 

3-9 

3-9 

3-9 

3-10 

3.17. Airport Sponsor Compliance 

3.18. The AP-4 Land Agreements 

3.19. Base Conversion and Surplus Property 

3.20. Joint Use and Federal Use of Obligated Airports 

3.21. Environmental Issues Related to Land Conveyances 

3-10 

3-10 

3-11 

3-11 

3-12 

3.22. through 3.25. reserved 3-13 

Chapter 4: Federal Grant Obligations and Responsibilities 

4.1. Introduction 

4.2. Sponsor Federal Obligations Under Various Grant Agreements 

4.3. The Duration ofFederal Grant Obligations 

4.4. The Useful Life of Grant Funded Projects 

4.5. Airport Sponsor Compliance 

4.6. Federal Obligations under the Basic Grant Assurance Requirements 

4.7 through 4.10 reserved 

4-1 

4-1 

4-1 

4-2 

4-3 

4-3 

4-3 

4-8 

Part III: Complaint Resolution 

Chapter 5: Complaint Resolution 5-1 

5.1. Introduction 5-1 

Background 

Complaints Handled by Other FAA Offices or Other Federal Agencies... 

Informal Complaints under §13.1 

Process for Resolving Informal Complaints 

Receiving the Complaint 

Coordinating Resolution of the Part 13 Informal Complaint 

Evaluate the Complaint 

Attempt to Resolve the Allegation 

DisputeResolution for Part 13.1 Complaints 

Determinations on Part 13.1.1 Complaints and Notification to the Parties 

Dismissing aPart 13.1.1 Complaint 

Notice ofPotential Noncompliance 

Follow up and Enforcement Actions 

Documentation to Support the FAA's Determination 

5.2. 5-1 

5.3. 5-1 

5.4. 5-2 

5.5. 5-2 

5.6. 5-3 

5.7. 5-4 

5.8. 5-5 

5.9. 5-6 

5.10. 5-7 

5.11. 5-7 

5.12. 5-7 

5.13. 5-8 

5.14. 5-8 

5.15. 5-8 

5.16. Formal Complaint: 14 CFRPart 16 

5.17. through 5.21. reserved 

5-8 

5-9 

Part IV: Airports and Aeronautical Users 

Chapter 6: Rights and Powers and Good Title 

6.1. Introduction 

6.2. Airport Governance Structures 

6-1 

6-1 

6-1 

11/22/2021 5190.6B Change 1 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 6 of 91
 %&KDQJH

3DJHYL

 &RQWUROOLQJ*UDQW$VVXUDQFHV

 ,QWHUUHODWLRQVKLSRI,VVXHV

 $VVLJQPHQWRI)HGHUDO2EOLJDWLRQV

 5LJKWVDQG3RZHUV

 7UDQVIHUWRDQRWKHU(OLJLEOH5HFLSLHQW

 7UDQVIHUWRWKH8QLWHG6WDWHV*RYHUQPHQW

 'HOHJDWLRQRI)HGHUDO2EOLJDWLRQV

 6XERUGLQDWLRQRI7LWOH

 1HZ6SRQVRU'RFXPHQW5HYLHZ

 7LWOHDQG3URSHUW\,QWHUHVW

 $LUSRUW0DQDJHPHQW$JUHHPHQWV

 $LUSRUW3ULYDWL]DWLRQ3LORW3URJUDP

 3ULYDWL]DWLRQ2XWVLGHRIWKH$LUSRUW3ULYDWL]DWLRQ3LORW3URJUDP

WKURXJKUHVHUYHG

&KDSWHU $LUSRUW2SHUDWLRQV

 ,QWURGXFWLRQ

 6FRSHRI$LUSRUW0DLQWHQDQFH)HGHUDO2EOLJDWLRQV

 *UDQW$VVXUDQFH2SHUDWLRQDQG0DLQWHQDQFH

 0DLQWHQDQFH3URFHGXUHV

 &ULWHULDIRU6DWLVIDFWRU\&RPSOLDQFHZLWK*UDQW$VVXUDQFH2SHUDWLRQDQG

0DLQWHQDQFH

 $LUSRUW3DYHPHQW0DLQWHQDQFH5HTXLUHPHQW

 0DMRU3DYHPHQW5HSDLUV

 5HTXLUHPHQWWR2SHUDWHWKH$LUSRUW

 /RFDO5XOHVDQG3URFHGXUHV

 2SHUDWLRQVLQ,QFOHPHQW:HDWKHU

 $YDLODELOLW\RI)HGHUDOO\$FTXLUHG$LUSRUW(TXLSPHQW

 3DUWWLPH2SHUDWLRQRI$LUSRUW/LJKWLQJ

 +D]DUGVDQG0LWLJDWLRQ

 8VHRI$LUSRUWVE\)HGHUDO*RYHUQPHQW$LUFUDIW

 1HJRWLDWLRQ5HJDUGLQJ&KDUJHV

 /DQGIRU)HGHUDO)DFLOLWLHV

 )HGHUDO*RYHUQPHQW8VHGXULQJD1DWLRQDO(PHUJHQF\RU:DU

 $LUSRUW/D\RXW3ODQ$/3

 ([KLELW3$ ́DQG$LUSRUW3URSHUW\0DS

 $FFHVVE\,QWHUFLW\%XVHV

 7HPSRUDU\&ORVLQJRIDQ$LUSRUW

 7UDQVSRUWDWLRQ6HFXULW\$GPLQLVWUDWLRQ76$6HFXULW\5HTXLUHPHQWV

WKURXJKUHVHUYHG

&KDSWHU ([FOXVLYH5LJKWV

 ,QWURGXFWLRQ

 'HILQLWLRQRIDQ([FOXVLYH5LJKW

 /HJLVODWLYHDQG6WDWXWRU\+LVWRU\

 'HYHORSPHQWRIWKH([FOXVLYH5LJKWV3URKLELWLRQLQWR)$$3ROLF\

Page vi 

8-3 

6.3. Controlling Grant Assurances 

6.4. Interrelationshipoflssues 

6.5. Assignment ofFederal Obligations 

6.6. Rights and Powers 

6.7. Transfer to another Eligible Recipient 

6.8. Transfer to the United States Government. 

6.9. Delegation ofFederal Obligations 

6.10. SubordinationofTitle 

6-1 

6-2 

6-2 

6-2 

6-4 

6-4 

6-5 

6-5 

6.11. New Sponsor Document Review 

6.12. Title and Property Interest 

6.13. Airport Management Agreements 

6.14. Airport Privatization Pilot Program 

6.15. Privatization Outside of the Airport Privatization Pilot Program 

6-6 

6-8 

6-9 

6-10 

6-11 

6.16. through 6.20. reserved 6-12 

Chapter 7: Airport Operations 7-1 

7.1. Introduction 

7.2. Scope of Airport Maintenance Federal Obligations 

7.3. Grant Assurance 19, Operation and Maintenance 

7.4. Maintenance Procedures 

7.5. Criteria for Satisfactory Compliance with Grant Assurance 19, Operation and 

Maintenance 

7.6. Airport Pavement Maintenance Requirement 

7.7. MajorPavement Repairs 

7.8. Requirement to Operate the Airport 

7.9. Local Rules and Procedures 

7.10. Operations in Inclement Weather 

7.11. Availability ofFederally Acquired Airport Equipment 

7.12. Part-time Operation of Airport Lighting 

7.13. Hazards and Mitigation 

7.14. Useof Airports by Federal Government Aircraft 

7.15. Negotiation Regarding Charges 

7.16. Land for Federal Facilities 

7-1 

7-1 

7-2 

7-2 

7-3 

7-3 

7-5 

7-6 

7-6 

7-8 

7-8 

7-8 

7-8 

7-14 

7-15 

7-15 

7.17. Federal Government Use during a National Emergency or War. 7-16 

7.18. Airport Layout Plan (ALP) 7-16 

7.19. Exhibit "A" and Airport Property Map 

7.20. Access by Intercity Buses 

7.21. TemporaryClosingofanAirport 

7.22. Transportation Security Administration (TSA) Security Requirements 

7-17 

7-18 

7-18 

7-20 

7.23. through 7.26 reserved 7-21 

Chapter 8: Exclusive Rights 

8.1. Introduction 

8.2. Definition of an Exclusive Right 

8.3. Legislative and Statutory History 

8.4. Development of the Exclusive Rights Prohibition into FAA Policy 

8-1 

8-1 

8-1 

8-1 

11/22/2021 5190.6B Change 1 

Page vi 

8-3 

6.3. Controlling Grant Assurances 

6.4. Interrelationshipoflssues 

6.5. Assignment ofFederal Obligations 

6.6. Rights and Powers 

6.7. Transfer to another Eligible Recipient 

6.8. Transfer to the United States Government. 

6.9. Delegation ofFederal Obligations 

6.10. SubordinationofTitle 

6-1 

6-2 

6-2 

6-2 

6-4 

6-4 

6-5 

6-5 

6.11. New Sponsor Document Review 

6.12. Title and Property Interest 

6.13. Airport Management Agreements 

6.14. Airport Privatization Pilot Program 

6.15. Privatization Outside of the Airport Privatization Pilot Program 

6-6 

6-8 

6-9 

6-10 

6-11 

6.16. through 6.20. reserved 6-12 

Chapter 7: Airport Operations 7-1 

7.1. Introduction 

7.2. Scope of Airport Maintenance Federal Obligations 

7.3. Grant Assurance 19, Operation and Maintenance 

7.4. Maintenance Procedures 

7.5. Criteria for Satisfactory Compliance with Grant Assurance 19, Operation and 

Maintenance 

7.6. Airport Pavement Maintenance Requirement 

7.7. MajorPavement Repairs 

7.8. Requirement to Operate the Airport 

7.9. Local Rules and Procedures 

7.10. Operations in Inclement Weather 

7.11. Availability ofFederally Acquired Airport Equipment 

7.12. Part-time Operation of Airport Lighting 

7.13. Hazards and Mitigation 

7.14. Useof Airports by Federal Government Aircraft 

7.15. Negotiation Regarding Charges 

7.16. Land for Federal Facilities 

7-1 

7-1 

7-2 

7-2 

7-3 

7-3 

7-5 

7-6 

7-6 

7-8 

7-8 

7-8 

7-8 

7-14 

7-15 

7-15 

7.17. Federal Government Use during a National Emergency or War. 7-16 

7.18. Airport Layout Plan (ALP) 7-16 

7.19. Exhibit "A" and Airport Property Map 

7.20. Access by Intercity Buses 

7.21. TemporaryClosingofanAirport 

7.22. Transportation Security Administration (TSA) Security Requirements 

7-17 

7-18 

7-18 

7-20 

7.23. through 7.26 reserved 7-21 

Chapter 8: Exclusive Rights 

8.1. Introduction 

8.2. Definition of an Exclusive Right 

8.3. Legislative and Statutory History 

8.4. Development of the Exclusive Rights Prohibition into FAA Policy 

8-1 

8-1 

8-1 

8-1 

11/22/2021 5190.6B Change 1 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 7 of 91
 %&KDQJH

3DJHYLL

 $HURQDXWLFDO2SHUDWLRQVRIWKH6SRQVRU

 $LUSRUWV+DYLQJD6LQJOH$HURQDXWLFDO6HUYLFH3URYLGHU

 'HQ\LQJ5HTXHVWVE\4XDOLILHG3URYLGHUV

 ([FOXVLYH5LJKWV9LRODWLRQV

 ([FHSWLRQVWRWKH*HQHUDO5XOH

 81,&20

 ,PSOHPHQWDWLRQRI3ROLF\

 0LOLWDU\DQG6SHFLDO3XUSRVH$LUSRUWV

WKURXJKUHVHUYHG

&KDSWHU 8QMXVW'LVFULPLQDWLRQEHWZHHQ$HURQDXWLFDO8VHUV

8SGDWHG1RYHPEHU

 ,QWURGXFWLRQ

 5HQWDO)HHVDQG&KDUJHV*HQHUDO

 7\SHVRI&KDUJHVIRU8VHRI$LUSRUW)DFLOLWLHV

 $LUSRUW7HQDQWDQG&RQFHVVLRQDLUH&KDUJHVWR$LUSRUW8VHUV

 7HUPVDQG&RQGLWLRQV$SSOLHGWR7HQDQWV2IIHULQJ$HURQDXWLFDO6HUYLFHV

 )L[HG%DVH2SHUDWLRQVDQG2WKHU$HURQDXWLFDO6HUYLFHV

 $YDLODELOLW\RI/HDVHG6SDFH

 $LU&DUULHU$LUSRUW$FFHVV

 &LYLO5LJKWV

 )$$3ROLF\RQ*UDQWLQJ3UHIHUHQWLDO7UHDWPHQW%DVHGRQ5HVLGHQF\

WKURXJKUHVHUYHG

&KDSWHU 5HDVRQDEOH&RPPHUFLDO0LQLPXP6WDQGDUGV

8SGDWHG1RYHPEHU

 ,QWURGXFWLRQ

 )$$5HFRJQLWLRQRI0LQLPXP6WDQGDUGV

 8VHRI0LQLPXP6WDQGDUGVWR3URWHFWDQ([FOXVLYH5LJKW

 %HQHILWVRI0LQLPXP6WDQGDUGV

 'HYHORSLQJDQG$SSO\LQJ0LQLPXP6WDQGDUGV

 )O\LQJ&OXEV

 ,OOHJDO$LU&KDUWHUV

WKURXJKUHVHUYHG

&KDSWHU 6HOI6HUYLFH

8SGDWHG1RYHPEHU

 *HQHUDO

 5HVWULFWLRQVRQ6HOIVHUYLFLQJ$LUFUDIW

 3HUPLWWHG$FWLYLWLHV

 &RQWUDFWLQJWRD7KLUG3DUW\

 5HVWULFWHG6HUYLFH$FWLYLWLHV

 5HDVRQDEOH5XOHVDQG5HJXODWLRQV

 5HVWULFWLRQV%DVHGRQ6DIHW\DQG/RFDWLRQ

 $FWLYLWLHV1RW&ODVVLILHGDV6HOIVHUYLFH

Page vii 

11-5 

8.5. Aeronautical Operations of the Sponsor 

8.6. Airports Having a Single Aeronautical Service Provider 

8.7. Denying Requests by Qualified Providers 

8.8. Exclusive Rights Violations 

8.9. Exceptions to the General Rule 

8.10. UNICOM 

8.11. Implementation of Policy 

8.12. Military and Special Purpose Airports 

8.13. through 8.18. reserved 

Chapter 9: Unjust Discrimination between Aeronautical Users 

8-5 

8-5 

8-5 

8-7 

8-9 

8-12 

8-12 

8-13 

8-13 

9-1 

Updated November 2021 

9.1. Introduction 9-1 

9.2. Rental Fees and Charges: General 

9.3. Types of Charges for Use of Airport Facilities 

9.4. Airport Tenant and Concessionaire Charges to Airport Users 

9.5. Terms and Conditions Applied to Tenants Offering Aeronautical Services. 

9.6. Fixed-Base Operations and Other Aeronautical Services 

9.7. Availability of Leased Space 

9.8. Air Carrier Airport Access 

9-2 

9-3 

9-3 

9-4 

9-5 

9-7 

9-10 

9.9. Civil Rights 9-11 

9.10. FAA Policy on Granting Preferential Treatment Based on Residency 

9.11. through 9.14. reserved 

9-11 

9-11 

Chapter 10: Reasonable Commercial Minimum Standards 10-1 

Updated November 2021 

10.1. Introduction 10-1 

10.2. FAA Recognition of Minimum Standards 10-1 

10.3. Use of Minimum Standards to Protect an Exclusive Right. 

10.4. Benefits of Minimum Standards 

10.5. Developing and Applying Minimum Standards 

10.6. Flying Clubs 

10.7. Illegal Air Charters 

10.8. through 10.10. reserved 

10-1 

10-2 

10-2 

10-4 

10-6 

10-6 

Chapter 11: Self-Service , 11-1 

Updated November 2021 

11.1. General 

11.2. Restrictions on Self-servicing Aircraft 

11.3. Permitted Activities 

11.4. Contracting to a Third Party 

11.5. Restricted Service Activities 

11.6. Reasonable Rules and Regulations 

11.7. Restrictions Based on Safety and Location. 

11.8. Activities Not Classified as Self-service 

11-1 

11-1 

11-2 

11-3 

11-3 

11-4 

11-5 

11/22/2021 5190.6B Change 1 

Page vii 

11-5 

8.5. Aeronautical Operations of the Sponsor 

8.6. Airports Having a Single Aeronautical Service Provider 

8.7. Denying Requests by Qualified Providers 

8.8. Exclusive Rights Violations 

8.9. Exceptions to the General Rule 

8.10. UNICOM 

8.11. Implementation of Policy 

8.12. Military and Special Purpose Airports 

8.13. through 8.18. reserved 

Chapter 9: Unjust Discrimination between Aeronautical Users 

8-5 

8-5 

8-5 

8-7 

8-9 

8-12 

8-12 

8-13 

8-13 

9-1 

Updated November 2021 

9.1. Introduction 9-1 

9.2. Rental Fees and Charges: General 

9.3. Types of Charges for Use of Airport Facilities 

9.4. Airport Tenant and Concessionaire Charges to Airport Users 

9.5. Terms and Conditions Applied to Tenants Offering Aeronautical Services. 

9.6. Fixed-Base Operations and Other Aeronautical Services 

9.7. Availability of Leased Space 

9.8. Air Carrier Airport Access 

9-2 

9-3 

9-3 

9-4 

9-5 

9-7 

9-10 

9.9. Civil Rights 9-11 

9.10. FAA Policy on Granting Preferential Treatment Based on Residency 

9.11. through 9.14. reserved 

9-11 

9-11 

Chapter 10: Reasonable Commercial Minimum Standards 10-1 

Updated November 2021 

10.1. Introduction 10-1 

10.2. FAA Recognition of Minimum Standards 10-1 

10.3. Use of Minimum Standards to Protect an Exclusive Right. 

10.4. Benefits of Minimum Standards 

10.5. Developing and Applying Minimum Standards 

10.6. Flying Clubs 

10.7. Illegal Air Charters 

10.8. through 10.10. reserved 

10-1 

10-2 

10-2 

10-4 

10-6 

10-6 

Chapter 11: Self-Service , 11-1 

Updated November 2021 

11.1. General 

11.2. Restrictions on Self-servicing Aircraft 

11.3. Permitted Activities 

11.4. Contracting to a Third Party 

11.5. Restricted Service Activities 

11.6. Reasonable Rules and Regulations 

11.7. Restrictions Based on Safety and Location. 

11.8. Activities Not Classified as Self-service 

11-1 

11-1 

11-2 

11-3 

11-3 

11-4 

11-5 

11/22/2021 5190.6B Change 1 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 8 of 91
 %&KDQJH

3DJHYLLL

 6SRQVRU6HOIVHUYLFH3UHURJDWLYHV

 )UDFWLRQDO$LUFUDIW2ZQHUVKLS3URJUDPV

 $LU&DUULHUV

WKURXJKUHVHUYHG

&KDSWHU 5HYLHZRI$HURQDXWLFDO/HDVH$JUHHPHQWV

 ,QWURGXFWLRQ

 %DFNJURXQG

 5HYLHZRI$JUHHPHQWV

 )$$2SLQLRQRQ5HYLHZ

 $JUHHPHQWV&RYHULQJ$HURQDXWLFDO6HUYLFHVWRWKH3XEOLF

 $JUHHPHQWV,QYROYLQJDQ(QWLUH$LUSRUW

 $JUHHPHQWV*UDQWLQJ37KURXJKWKH)HQFH ́$FFHVV

WKURXJKUHVHUYHG

&KDSWHU $LUSRUW1RLVHDQG$FFHVV5HVWULFWLRQV

 ,QWURGXFWLRQDQG5HVSRQVLELOLWLHV

 %DFNJURXQG

 2YHUYLHZRIWKH1RLVH5HODWHG5HVSRQVLELOLWLHVRIWKH)HGHUDO*RYHUQPHQW

 &)53DUW1RLVH6WDQGDUGVIRU$LUFUDIW7\SHDQG$LUZRUWKLQHVV&HUWLILFDWLRQ

 7KH$LUFUDIW1RLVH&RPSDWLELOLW\3ODQQLQJ3URJUDP

 &RPSOLDQFH5HYLHZ

 0DQGDWRU\+HDGTXDUWHUV5HYLHZ

 %DODQFHG$SSURDFKWR1RLVH0LWLJDWLRQ

 &XPXODWLYH1RLVH0HWULF

 *HQHUDO1RLVH$VVHVVPHQW

 5HVLGHQWLDO'HYHORSPHQW

 ,PSDFWRQ2WKHU$LUSRUWVDQG&RPPXQLWLHV

 7KH&RQFHSWRI8QMXVW'LVFULPLQDWLRQ

 3DUW5HVWULFWLRQV,PSDFWLQJ6WDJHRU6WDJH$LUFUDIW

 8QGXH%XUGHQRQ,QWHUVWDWH&RPPHUFH

 8VHRI&RPSODLQW'DWD

 8VHRI$GYLVRU\&LUFXODU$&+

 ,QWHJUDWHG1RLVH0RGHOLQJ

 )XWXUH1RLVH3ROLF\

WKURXJKUHVHUYHG

&KDSWHU 5HVWULFWLRQV%DVHGRQ6DIHW\DQG(IILFLHQF\3URFHGXUHVDQG2UJDQL]DWLRQ



 ,QWURGXFWLRQ

 $SSOLFDEOH/DZ

 5HVWULFWLQJ$HURQDXWLFDO$FWLYLWLHV

 0LQLPXP6WDQGDUGVDQG$LUSRUW5HJXODWLRQV

 $JHQF\'HWHUPLQDWLRQVRQ6DIHW\DQG6\VWHP(IILFLHQF\

 0HWKRGRORJ\

Page viii 

11.9. Sponsor Self-service Prerogatives 

11.10. Fractional Aircraft Ownership Programs 

11.11. Air Carriers 

11-5 

11-6 

11-6 

11.12. through 11.14. reserved 11-6 

Chapter 12: Review of Aeronautical Lease Agreements 12-1 

12.1. Introduction 12-1 

12.2. Background 

12.3. ReviewofAgreements 

12.4. FAA Opinion on Review 

12.5. Agreements Covering Aeronautical Services to the Public 

12.6. Agreements Involving an Entire Airport 

12.7. Agreements Granting "Through-the-Fence" Access 

12-1 

12-1 

12-4 

12-4 

12-5 

12-5 

12.8. through 12.12. reserved 12-10 

Chapter 13: Airport Noise and Access Restrictions 13-1 

13.1. Introduction and Responsibilities 

13.2. Background 

13.3. Overview of the Noise-Related Responsibilities of the Federal Government 

13.4. CFR Part 36, Noise Standards for Aircraft Type and Airworthiness Certification 

13.5. The Aircraft Noise Compatibility Planning Program 

13.6. Compliance Review 

13.7. Mandatory Headquarters Review 

13.8. Balanced Approach to Noise Mitigation 

13.9. Cumulative Noise Metric 

13.10. General NoiseAssessment 

13.11. Residential Development 

13.12. Impact on Other Airports and Communities 

13.13. The Concept of Unjust Discrimination 

13.14. Part 161 Restrictions Impacting Stage 2 or Stage 3 Aircraft 

13.15. Undue Burden on Interstate Commerce 

13-1 

13-1 

13-2 

13-3 

13-5 

13-7 

13-7 

13-7 

13-9 

13-9 

13-11 

13-11 

13-11 

13-12 

13-14 

13-14 

13-15 

13-16 

13-17 

13-17 

13.16. UseofComplaintData 

13.17. Use of Advisory Circular (AC) 36-3H. 

13.18. IntegratedNoiseModeling 

13.19. FutureNoisePolicy 

13.20. through 13.25 reserved 

Chapter 14: Restrictions Based on Safety and Efficiency Procedures and Organization 

14-1 

14.1. Introduction 14-1 

14.2. Applicable Law. 14-1 

14.3. Restricting Aeronautical Activities 

14.4. Minimum Standards and Airport Regulations 

14.5. Agency Determinations on Safety and System Efficiency 

14-1 

14-2 

14-4 

14.6. Methodology 14-4 

11/22/2021 5190.6B Change 1 

Page viii 

11.9. Sponsor Self-service Prerogatives 

11.10. Fractional Aircraft Ownership Programs 

11.11. Air Carriers 

11-5 

11-6 

11-6 

11.12. through 11.14. reserved 11-6 

Chapter 12: Review of Aeronautical Lease Agreements 12-1 

12.1. Introduction 12-1 

12.2. Background 

12.3. ReviewofAgreements 

12.4. FAA Opinion on Review 

12.5. Agreements Covering Aeronautical Services to the Public 

12.6. Agreements Involving an Entire Airport 

12.7. Agreements Granting "Through-the-Fence" Access 

12-1 

12-1 

12-4 

12-4 

12-5 

12-5 

12.8. through 12.12. reserved 12-10 

Chapter 13: Airport Noise and Access Restrictions 13-1 

13.1. Introduction and Responsibilities 

13.2. Background 

13.3. Overview of the Noise-Related Responsibilities of the Federal Government 

13.4. CFR Part 36, Noise Standards for Aircraft Type and Airworthiness Certification 

13.5. The Aircraft Noise Compatibility Planning Program 

13.6. Compliance Review 

13.7. Mandatory Headquarters Review 

13.8. Balanced Approach to Noise Mitigation 

13.9. Cumulative Noise Metric 

13.10. General NoiseAssessment 

13.11. Residential Development 

13.12. Impact on Other Airports and Communities 

13.13. The Concept of Unjust Discrimination 

13.14. Part 161 Restrictions Impacting Stage 2 or Stage 3 Aircraft 

13.15. Undue Burden on Interstate Commerce 

13-1 

13-1 

13-2 

13-3 

13-5 

13-7 

13-7 

13-7 

13-9 

13-9 

13-11 

13-11 

13-11 

13-12 

13-14 

13-14 

13-15 

13-16 

13-17 

13-17 

13.16. UseofComplaintData 

13.17. Use of Advisory Circular (AC) 36-3H. 

13.18. IntegratedNoiseModeling 

13.19. Future Noise Policy 

13.20. through 13.25 reserved 

Chapter 14: Restrictions Based on Safety and Efficiency Procedures and Organization 

14-1 

14.1. Introduction 14-1 

14.2. Applicable Law. 14-1 

14.3. Restricting Aeronautical Activities 

14.4. Minimum Standards and Airport Regulations 

14.5. Agency Determinations on Safety and System Efficiency 

14-1 

14-2 

14-4 

14.6. Methodology 14-4 

11/22/2021 5190.6B Change 1 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 9 of 91
 %&KDQJH

3DJHL[

 5HDVRQDEOH$FFRPPRGDWLRQ

 5HVWULFWLRQVRQ7RXFKDQG*R2SHUDWLRQV

 6SRUW3LORW5HJXODWLRQV

 &RRUGLQDWLRQ

WKURXJKUHVHUYHG

3DUW9)LQDQFLDO5HVSRQVLELOLWLHV

&KDSWHU 3HUPLWWHGDQG3URKLELWHG8VHVRI$LUSRUW5HYHQXH

 ,QWURGXFWLRQ

 /HJLVODWLYH+LVWRU\

 3ULYDWL]DWLRQ

 *UDQW$VVXUDQFH

 )$$3ROLF\

 $LUSRUW5HYHQXH'HILQHG

 $SSOLFDELOLW\RI$LUSRUW5HYHQXH5HTXLUHPHQWV

 )HGHUDO)LQDQFLDO$VVLVWDQFH

 3HUPLWWHG8VHVRI$LUSRUW5HYHQXH

 *UDQGIDWKHULQJIURP3URKLELWLRQVRQ8VHRI$LUSRUW5HYHQXH

 $OORFDWLRQRI,QGLUHFW&RVWV

 6WDQGDUGIRU'RFXPHQWDWLRQ

 3URKLELWHG8VHVRI$LUSRUW5HYHQXH

WKURXJKUHVHUYHG

&KDSWHU 5HVROXWLRQRI8QODZIXO5HYHQXH'LYHUVLRQ

 %DFNJURXQG

 )$$$XWKRUL]DWLRQ

 6HFWLRQDQG*UDQW$VVXUDQFH$LUSRUW5HYHQXHV

 $JHQF\3ROLF\

 5HVSRQVLELOLW\

 'HWHFWLRQRI$LUSRUW5HYHQXH'LYHUVLRQ

 ,QYHVWLJDWLRQRID&RPSODLQWRI8QODZIXO5HYHQXH'LYHUVLRQ

 ,QYHVWLJDWLRQZLWKRXWD)RUPDO&RPSODLQW

 $GPLQLVWUDWLYH6DQFWLRQV

 &LYLO3HQDOWLHVDQG,QWHUHVW

 &RPSOLDQFHZLWK5HSRUWLQJDQG$XGLW5HTXLUHPHQWV

 6WDWXWHRI/LPLWDWLRQVRQ(QIRUFHPHQW

WKURXJKUHVHUYHG

&KDSWHU 6HOIVXVWDLQDELOLW\

 ,QWURGXFWLRQ

 /HJLVODWLYH+LVWRU\

 $SSOLFDELOLW\

 5HODWHG)$$3ROLFLHV

 6HOIVXVWDLQLQJ3ULQFLSOH

Page ix 

17-2 

14.7. Reasonable Accommodation 

14.8. Restrictions on Touch-and-Go Operations. 

14.9. Sport Pilot Regulations 

14.10. Coordination 

14-5 

14-6 

14-7 

14-7 

14.11 through 14.15 reserved 14-7 

Part V: Financial Responsibilities 

Chapter 15: Permitted and Prohibited Uses of Airport Revenue 15-1 

15.1. Introduction 

15.2. Legislative History 

15.3. Privatization 

15.4. Grant Assurance.... 

15-1 

15-1 

15-2 

15-2 

15.5. FAA Policy. 15-2 

15.6. Airport RevenueDefined 

15.7. Applicability of Airport Revenue Requirements 

15.8. Federal Financial Assistance 

15-3 

15-3 

15-4 

15.9. Permitted Uses of Airport Revenue 

15.10. Grandfathering from Prohibitions on Use of Airport Revenue. 

15.11. Allocation of Indirect Costs 

15.12. Standard for Documentation 

15-4 

15-6 

15-8 

15-8 

15.13. Prohibited Uses of Airport Revenue 15-9 

15.14. through 15.19 reserved 15-11 

Chapter 16: Resolution ofUnlawful Revenue Diversion 16-1 

16.1. Background 

16.2. FAAAuthorization. 

16-1 

16-1 

16.3. Section 47133 and Grant Assurance 25, Airport Revenues 16-3 

16.4. AgencyPolicy 16-3 

16.5. Responsibility 

16.6. Detection of Airport Revenue Diversion 

16.7. Investigation of a Complaint ofUnlawful Revenue Diversion. 

16.8. Investigation without a Formal Complaint 

16.9. Administrative Sanctions 

16-3 

16-3 

16-5 

16-5 

16-5 

16.10. Civil Penalties and Interest 

16.11. Compliance with Reporting and Audit Requirements 

16.12. Statute of Limitations on Enforcement 

16-6 

16-7 

16-7 

16.13 through 16.17 reserved 16-7 

Chapter 17: Self-sustainability 

17.1. Introduction 

17.2. Legislative History 

17.3. Applicability 

17.4. RelatedFAAPolicies 

17.5. Self-sustainingPrinciple 

17-1 

17-1 

17-1 

17-2 

17-2 

11/22/2021 5190.6B Change 1 

Page ix 

17-2 

14.7. Reasonable Accommodation 

14.8. Restrictions on Touch-and-Go Operations. 

14.9. Sport Pilot Regulations 

14.10. Coordination 

14-5 

14-6 

14-7 

14-7 

14.11 through 14.15 reserved 14-7 

Part V: Financial Responsibilities 

Chapter 15: Permitted and Prohibited Uses of Airport Revenue 15-1 

15.1. Introduction 

15.2. Legislative History 

15.3. Privatization 

15.4. Grant Assurance.... 

15-1 

15-1 

15-2 

15-2 

15.5. FAA Policy. 15-2 

15.6. Airport RevenueDefined 

15.7. Applicability of Airport Revenue Requirements 

15.8. Federal Financial Assistance 

15-3 

15-3 

15-4 

15.9. Permitted Uses of Airport Revenue 

15.10. Grandfathering from Prohibitions on Use of Airport Revenue. 

15.11. Allocation of Indirect Costs 

15.12. Standard for Documentation 

15-4 

15-6 

15-8 

15-8 

15.13. Prohibited Uses of Airport Revenue 15-9 

15.14. through 15.19 reserved 15-11 

Chapter 16: Resolution ofUnlawful Revenue Diversion 16-1 

16.1. Background 

16.2. FAAAuthorization. 

16-1 

16-1 

16.3. Section 47133 and Grant Assurance 25, Airport Revenues 16-3 

16.4. AgencyPolicy 16-3 

16.5. Responsibility 

16.6. Detection of Airport Revenue Diversion 

16.7. Investigation of a Complaint ofUnlawful Revenue Diversion. 

16.8. Investigation without a Formal Complaint 

16.9. Administrative Sanctions 

16-3 

16-3 

16-5 

16-5 

16-5 

16.10. Civil Penalties and Interest 

16.11. Compliance with Reporting and Audit Requirements 

16.12. Statute of Limitations on Enforcement 

16-6 

16-7 

16-7 

16.13 through 16.17 reserved 16-7 

Chapter 17: Self-sustainability 

17.1. Introduction 

17.2. Legislative History 

17.3. Applicability 

17.4. RelatedFAA Policies 

17.5. Self-sustainingPrinciple 

17-1 

17-1 

17-1 

17-2 

17-2 

11/22/2021 5190.6B Change 1 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 10 of 91
 %&KDQJH

3DJH[

 $LUSRUW&LUFXPVWDQFHV

 /RQJWHUP$SSURDFK

 1HZ$JUHHPHQWV

 5HYHQXH6XUSOXVHV

 5DWHV&KDUJHGIRU$HURQDXWLFDO8VH

 1RQDHURQDXWLFDO5DWHV

 )DLU0DUNHW9DOXH

 ([FHSWLRQVWRWKH6HOIVXVWDLQLQJ5XOH*HQHUDO

 3URSHUW\IRU&RPPXQLW\3XUSRVHV

 ([FHSWLRQIRU&RPPXQLW\8VH

 ([FHSWLRQIRU1RWIRU3URILW$YLDWLRQ2UJDQL]DWLRQV

 ([FHSWLRQIRU7UDQVLW3URMHFWV

 ([FHSWLRQIRU3ULYDWH7UDQVLW6\VWHPV

 ([FHSWLRQIRU0LOLWDU\$HURQDXWLFDO8QLWV

 WKURXJKUHVHUYHG

&KDSWHU $LUSRUW5DWHVDQG&KDUJHV

 5HVSRQVLELOLWLHV

 3ROLF\5HJDUGLQJ$LUSRUW5DWHVDQG&KDUJHV

 $HURQDXWLFDO8VHDQG8VHUV

 'HILQLWLRQV

 3ULQFLSOHV

 /RFDO1HJRWLDWLRQDQG5HVROXWLRQ

 )RUPDO&RPSODLQWV

 )DLUDQG5HDVRQDEOH

 3HUPLWWHG$LUILHOG&RVWV

 (QYLURQPHQWDO&RVWV

 1RLVH

 ,QVXUDQFH

 &DXVDWLRQ

 )DFLOLWLHVXQGHU&RQVWUXFWLRQ

 &RVWVRI$QRWKHU$LUSRUW

 $LUSRUW6\VWHP

 &ORVHG$LUSRUW

 0DLQWHQDQFHRI&ORVHG$LUSRUW

 3URMHFW&RVWV

 3DVVHQJHU)DFLOLW\&KDUJH3)&3URMHFWV

 3URKLELWLRQRQ8QMXVW'LVFULPLQDWLRQ

 6HOIVXVWDLQLQJ5DWH6WUXFWXUH

WKURXJKUHVHUYHG

&KDSWHU $LUSRUW)LQDQFLDO5HSRUWV

 ,QWURGXFWLRQ

 /HJLVODWLYH+LVWRU\

 *UDQW$VVXUDQFH5HSRUWVDQG,QVSHFWLRQV

 $SSOLFDELOLW\

Page x 

17.6. AirportCircumstances 

17.7. Long-term Approach 

17.8. New Agreements 

17.9. Revenue Surpluses 

17.10. Rates Charged for Aeronautical Use 

17.11. Nonaeronautical Rates 

17.12. Fair Market Value 

17-2 

17-3 

17-3 

17-3 

17-3 

17-4 

17-4 

17.13. Exceptions to the Self-sustaining Rule: General 

17.14. Property for Community Purposes 

17.15. Exception forCommunityUse 

17.16. Exception for Not-for-Profit Aviation Organizations 

17.17. Exception for Transit Projects 

17.18. Exception for Private Transit Systems 

17.19. Exception for Military Aeronautical Units 

17-4 

17-5 

17-5 

17-6 

17-6 

17-6 

17-7 

17.20 throughl7.24reserved 17-7 

Chapter 18: Airport Rates and Charges 18-1 

18.1. Responsibilities 

18.2. Policy Regarding Airport Rates and Charges 

18.3. AeronauticalUseandUsers 

18.4. Definitions 

18.5. Principles 

18.6. Local Negotiation and Resolution 

18.7. Formal Complaints 

18.8. Fair andReasonable 

18.9. Permitted Airfield Costs 

18.10. Environmental Costs 

18-1 

18-1 

18-2 

18-2 

18-3 

18-3 

18-4 

18-4 

18-6 

18-6 

18.11. Noise. 18-6 

18.12. Insurance 

18.13. Causation 

18.14. Facilities under Construction 

18-6 

18-6 

18-7 

18.15. Costsof Another Airport 

18.16. AirportSystem 

18.17. ClosedAirport 

18.18. Maintenance of Closed Airport 

18.19. ProjectCosts 

18.20. Passenger Facility Charge (PFC) Projects 

18.21. Prohibition on Unjust Discrimination 

18.22. Self-sustainingRate Structure 

18-7 

18-8 

18-8 

18-8 

18-8 

18-8 

18-8 

18-9 

18.23. through 18.28. reserved 18-9 

Chapter 19: Airport Financial Reports 19-1 

19.1. Introduction 19-1 

19.2. Legislative History 

19.3. Grant Assurance 26, Reports and Inspections. 

19-1 

19-1 

19.4. Applicability. 19-2 

11/22/2021 5190.6B Change 1 

Page x 

17.6. AirportCircumstances 

17.7. Long-term Approach 

17.8. New Agreements 

17.9. Revenue Surpluses 

17.10. Rates Charged for Aeronautical Use 

17.11. Nonaeronautical Rates 

17.12. Fair Market Value 

17-2 

17-3 

17-3 

17-3 

17-3 

17-4 

17-4 

17.13. Exceptions to the Self-sustaining Rule: General 

17.14. Property for Community Purposes 

17.15. Exception forCommunityUse 

17.16. Exception for Not-for-Profit Aviation Organizations 

17.17. Exception for Transit Projects 

17.18. Exception for Private Transit Systems 

17.19. Exception for Military Aeronautical Units 

17-4 

17-5 

17-5 

17-6 

17-6 

17-6 

17-7 

17.20 throughl7.24reserved 17-7 

Chapter 18: Airport Rates and Charges 18-1 

18.1. Responsibilities 

18.2. Policy Regarding Airport Rates and Charges 

18.3. Aeronautical UseandUsers 

18.4. Definitions 

18.5. Principles 

18.6. Local Negotiation and Resolution 

18.7. Formal Complaints 

18.8. Fair andReasonable 

18.9. Permitted Airfield Costs 

18.10. Environmental Costs 

18-1 

18-1 

18-2 

18-2 

18-3 

18-3 

18-4 

18-4 

18-6 

18-6 

18.11. Noise. 18-6 

18.12. Insurance 

18.13. Causation 

18.14. Facilities under Construction 

18-6 

18-6 

18-7 

18.15. Costsof Another Airport 

18.16. AirportSystem 

18.17. ClosedAirport 

18.18. Maintenance of Closed Airport 

18.19. ProjectCosts 

18.20. Passenger Facility Charge (PFC) Projects 

18.21. Prohibition on Unjust Discrimination 

18.22. Self-sustainingRate Structure 

18-7 

18-8 

18-8 

18-8 

18-8 

18-8 

18-8 

18-9 

18.23. through 18.28. reserved 18-9 

Chapter 19: Airport Financial Reports 19-1 

19.1. Introduction 19-1 

19.2. Legislative History 

19.3. Grant Assurance 26, Reports and Inspections. 

19-1 

19-1 

19.4. Applicability. 19-2 

11/22/2021 5190.6B Change 1 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 11 of 91
 %&KDQJH

3DJH[L

 $QQXDO)LQDQFLDO5HSRUWV

 3URFHGXUHVIRU(YDOXDWLQJWKH$LUSRUW2ZQHUV6SRQVRUV)LQDQFLDO5HSRUWLQJ3URJUDP



 6LQJOH$XGLW5HSRUWV

WKURXJKUHVHUYHG

3DUW9,/DQG8VH

&KDSWHU &RPSDWLEOH/DQG8VHDQG$LUVSDFH3URWHFWLRQ

 %DFNJURXQG

 =RQLQJDQG/DQG8VH3ODQQLQJ

 5HVLGHQWLDO8VHRI/DQGRQRU1HDU$LUSRUW3URSHUW\

 5HVLGHQWLDO$LUSDUNV$GMDFHQWWR)HGHUDOO\2EOLJDWHG$LUSRUWV

 5HVLGHQWLDO'HYHORSPHQWRQ)HGHUDOO\2EOLJDWHG$LUSRUWV

WKURXJKUHVHUYHG

&KDSWHU /DQG8VH&RPSOLDQFH,QVSHFWLRQ

 ,QWURGXFWLRQ

 %DFNJURXQG

 (OHPHQWVRIWKH/DQG8VH,QVSHFWLRQ

 5HVSRQVLELOLWLHV

 $XWKRULW\

 /DQG8VH,QVSHFWLRQ*XLGDQFH

 6DPSOH&RUUHVSRQGHQFH

WKURXJKUHVHUYHG

3DUW9,,5HOHDVHVDQG3URSHUW\5HYHUVLRQV

&KDSWHU 5HOHDVHVIURP)HGHUDO2EOLJDWLRQV

 ,QWURGXFWLRQ

 'HILQLWLRQ

 'XUDWLRQDQG$XWKRULW\

 )$$&RQVLGHUDWLRQRI5HOHDVHV

 5HTXHVWIRU&RQFXUUHQW8VHRI$HURQDXWLFDO3URSHUW\IRU2WKHU8VHV

 5HTXHVWIRU,QWHULP8VHRI$HURQDXWLFDO3URSHUW\IRU2WKHU8VHV

 5HOHDVHRI)HGHUDO0DLQWHQDQFH2EOLJDWLRQ

 ,QGXVWULDO8VH&KDQJHV

 5HOHDVHRI1DWLRQDO(PHUJHQF\8VH3URYLVLRQ1(83

 5HOHDVHIURP)HGHUDO2EOLJDWLRQWR)XUQLVK6SDFHRU/DQGZLWKRXW&KDUJH

 5HOHDVHRI5HYHUWHU&ODXVH

 ([FOXVLYH5LJKWV)HGHUDO2EOLJDWLRQVFDQQRWEH5HOHDVHGZLWKRXW5HOHDVHDQG'LVSRVDO

RIWKH3DUFHORU&ORVXUHRI$LUSRUW

 )HGHUDO2EOLJDWLRQV,PSRVHGZLWKWKH$LUSRUW/D\RXW3ODQDQG([KLELW3$ ́

 3URFHGXUHVIRU2SHUDWLRQDO5HOHDVHVRU5HTXHVWVIRU&KDQJHLQ8VH

 5HOHDVHRI)HGHUDO2EOLJDWLRQVLQ5HJDUGWR3HUVRQDO3URSHUW\6WUXFWXUHVDQG)DFLOLWLHV



Page xi 

22-8 

19.5. Annual Financial Reports. 

19.6. Procedures for Evaluating the Airport Owners/Sponsors Financial Reporting Program 

19-2 

19-3 

19.7. Single Audit Reports. 

19.8. through 19.11. reserved 

19-3 

19-4 

Part VI: Land Use 

Chapter 20: Compatible Land Use and Airspace Protection 20-1 

20.1. Background 

20.2. Zoning and Land Use Planning 

20.3. Residential Use ofLand on or Near Airport Property 

20.4. Residential Airparks Adjacent to Federally Obligated Airports 

20.5. Residential Development on Federally Obligated Airports 

20-1 

20-2 

20-5 

20-6 

20-7 

20.6. through 20.10 reserved 20-10 

Chapter 21: Land Use Compliance Inspection 21-1 

21.1. Introduction 21-1 

21.2. Background 

21.3. Elements of the Land Use Inspection. 

21.4. Responsibilities 

21.5. Authority 

21.6. Land Use Inspection Guidance 

21.7. SampleCorrespondence 

21-1 

21-1 

21-1 

21-1 

21-2 

21-13 

21.18 through 21.12 reserved 21-13 

Part VII: Releases and Property Reversions 

Chapter 22: Releases from Federal Obligations 22-1 

22.1. Introduction 

22.2. Definition 

22.3. Duration and Authority 

22.4. FAA Consideration ofReleases 

22.5. Request for Concurrent Use of Aeronautical Property for Other Uses 

22.6. Request for Interim Use of Aeronautical Property for Other Uses 

22.7. Release ofFederal Maintenance Obligation 

22.8. Industrial Use Changes 

22.9. Release of National Emergency Use Provision (NEUP) 

22.10. Release from Federal Obligation to Furnish Space or Land without Charge 

22.11. Release ofReverter Clause 

22-1 

22-1 

22-1 

22-2 

22-3 

22-4 

22-5 

22-6 

22-6 

22-7 

22-7 

22.12. Exclusive Rights Federal Obligations cannot be Released without Release and Disposal 

of the Parcel or Closure of Airport 

22.13. Federal Obligations Imposed with the Airport Layout Plan and Exhibit "A." 

22.14. Procedures for Operational Releases or Requests for Change in Use 

22.15. Release ofFederal Obligations in Regard to Personal Property, Structures, and Facilities. 

22-7 

22-7 

22-7 

11/22/2021 5190.6B Change 1 

Page xi 

22-8 

19.5. Annual Financial Reports. 

19.6. Procedures for Evaluating the Airport Owners/Sponsors Financial Reporting Program 

19-2 

19-3 

19.7. Single Audit Reports. 

19.8. through 19.11. reserved 

19-3 

19-4 

Part VI: Land Use 

Chapter 20: Compatible Land Use and Airspace Protection 20-1 

20.1. Background 

20.2. Zoning and Land Use Planning 

20.3. Residential Use ofLand on or Near Airport Property 

20.4. Residential Airparks Adjacent to Federally Obligated Airports 

20.5. Residential Development on Federally Obligated Airports 

20-1 

20-2 

20-5 

20-6 

20-7 

20.6. through 20.10 reserved 20-10 

Chapter 21: Land Use Compliance Inspection 21-1 

21.1. Introduction 21-1 

21.2. Background 

21.3. Elements of the Land Use Inspection. 

21.4. Responsibilities 

21.5. Authority 

21.6. Land Use Inspection Guidance 

21.7. Sample Correspondence 

21-1 

21-1 

21-1 

21-1 

21-2 

21-13 

21.18 through 21.12 reserved 21-13 

Part VII: Releases and Property Reversions 

Chapter 22: Releases from Federal Obligations 22-1 

22.1. Introduction 

22.2. Definition 

22.3. Durati on and Authority 

22.4. FAA Consideration ofReleases 

22.5. Request for Concurrent Use of Aeronautical Property for Other Uses 

22.6. Request for Interim Use of Aeronautical Property for Other Uses 

22.7. Release of Federal Maintenance Obligation 

22.8. Industrial Use Changes 

22.9. Release of National Emergency Use Provision (NEUP) 

22.10. Release from Federal Obligation to Furnish Space or Land without Charge 

22.11. Release of Reverter Clause 

22-1 

22-1 

22-1 

22-2 

22-3 

22-4 

22-5 

22-6 

22-6 

22-7 

22-7 

22.12. Exclusive Rights Federal Obligations cannot be Released without Release and Disposal 

of the Parcel or Closure of Airport 

22.13. Federal Obligations Imposed with the Airport Layout Plan and Exhibit "A." 

22.14. Procedures for Operational Releases or Requests for Change in Use 

22.15. Release of Federal Obligations in Regard to Personal Property, Structures, and Facilities. 

22-7 

22-7 

22-7 

11/22/2021 5190.6B Change 1 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 12 of 91
 %&KDQJH

3DJH[LL

 $OO'LVSRVDOVRI$LUSRUW5HDO3URSHUW\

 5HOHDVHRI)HGHUDO2EOLJDWLRQVLQ5HJDUGWR5HDO3URSHUW\$FTXLUHGDV)HGHUDO6XUSOXV

3URSHUW\

 5HOHDVHRI)HGHUDO2EOLJDWLRQVLQ5HJDUGWR5HDO3URSHUW\$FTXLUHGZLWK)HGHUDO*UDQW

$VVLVWDQFH

 (IIHFWRIQRW5HFHLYLQJRU5HFHLYLQJD*UDQW DIWHU'HFHPEHU

 5HOHDVHRI(QWLUH$LUSRUW

 3URFHGXUHVIRUWKH$SSOLFDWLRQ&RQVLGHUDWLRQDQG5HVROXWLRQRI5HOHDVH5HTXHVWV

 *HQHUDO'RFXPHQWDWLRQ3URFHGXUHV

 $LUSRUW6SRQVRU5HTXHVWIRU5HOHDVH

 &RQWHQWRI:ULWWHQ5HTXHVWVIRU5HOHDVH

 &RQWHQWRI5HTXHVWIRU:ULWWHQ5HOHDVHIRU'LVSRVDO

 ([KLELWVWRWKH:ULWWHQ5HTXHVWIRU5HOHDVH

 )$$(YDOXDWLRQRI6SRQVRU5HTXHVWV

 )$$'HWHUPLQDWLRQRQ6SRQVRU5HTXHVWV

 )$$&RPSOHWLRQRI$FWLRQRQ6SRQVRU5HTXHVWV

 )$$'HQLDORI5HOHDVHRU0RGLILFDWLRQ

 3URFHGXUHVIRU3XEOLF1RWLFHIRUD&KDQJHLQ8VHRI$HURQDXWLFDO3URSHUW\

 )$$&RQVHQWE\/HWWHURI,QWHQWWR5HOHDVH±%DVLVIRU8VH

 7KH(QYLURQPHQWDO,PSOLFDWLRQVRI5HOHDVHV

WKURXJKUHVHUYHG

&KDSWHU 5HYHUVLRQVRI$LUSRUW3URSHUW\

8SGDWHG1RYHPEHU

 ,QWURGXFWLRQ

 *HQHUDO

 $XWKRULW\WR5HYHUWD3URSHUW\,QWHUHVW

 ,QVWUXPHQWVRI&RQYH\DQFH

 9ROXQWDU\5HWXUQRI3URSHUW\WRWKH86*RYHUQPHQW

 ,QYROXQWDU\5HYHUVLRQ

 ,GHQWLI\LQJWKH)HGHUDO$JHQF\WR5HFHLYHWKH3URSHUW\

 'HWHUPLQDWLRQRI'HIDXOW

 3HUIRUPDQG'RFXPHQWWKH)$$¶V(QYLURQPHQWDO'XH'LOLJHQFH

 1RWLFHRI,QWHQWWR5HYHUW3URSHUW\

 9ROXQWDU\5HFRQYH\DQFHWR&RUUHFWD'HIDXOW

 1RWLFHRI5HYHUWHURI3URSHUW\DQG5HYHVWPHQWRI7LWOHDQG3URSHUW\,QWHUHVWLQWKH86



 5HFRUGLQJ1RWLFHRI5HYHUWHURI3URSHUW\DQG5HYHVWPHQWRI7LWOHDQG3URSHUW\,QWHUHVW

LQWKH86

 &HUWLILFDWHRI,QVSHFWLRQDQG3RVVHVVLRQ

 3RVVHVVLRQ3RVWLQJRU0DUNLQJRI3URSHUW\

 5HYHUVLRQ&DVH6WXGLHV

WKURXJKUHVHUYHG

Page xii 

22.16. All Disposals of Airport Real Property 22-9 

22.17. Release ofFederal Obligations in Regard to Real Property Acquired as Federal Surplus 

Property 22-10 

22.18. Release ofFederal Obligations in Regard to Real Property Acquired with Federal Grant 

Assistance. 22-13 

22.19. Effect of not Receiving or Receiving a Grant after December 30, 1987 

22.20. ReleaseofEntireAirport 

22.21. Procedures for the Application, Consideration, and Resolution ofRelease Requests. 22-15 

22.22. General Documentation Procedures 

22.23. Airport Sponsor Request for Release 

22.24. Content ofWritten Requests for Release 

22.25. Content ofRequest for Written Release for Disposal 

22.26. Exhibits to the Written Request for Release 

22.27. FAA Evaluation of Sponsor Requests 

22.28. FAA Determination on Sponsor Requests 

22.29. FAA Completion of Action on Sponsor Requests 

22.30. FAA Denial ofRelease or Modification 

22-14 

22-15 

22-15 

22-16 

22-16 

22-16 

22-18 

22-18 

22-19 

22-19 

22-20 

22-20 

22-21 

22-21 

22-22 

22.31. Procedures for Public Notice for a Change in Use of Aeronautical Property. 

22.32. FAA Consent by Letter of Intent to Release - Basis forUse 

22.33. The Environmental Implications ofReleases 

22.34. through 22.37. reserved 

Chapter 23: Reversions of Airport Property 23-1 

Updated November 2021 

23.1. Introduction 23-1 

23.2. General 

23.3. Authority to Revert a Property Interest 

23.4. Instruments ofConveyance 

23.5. Voluntary Return ofProperty to the U.S. Government 

23.6. Involuntary Reversion 

23.7. Identifying the Federal Agency to Receive the Property 

23.8. DeterminationofDefault 

23.9. Perform and Document the FAA's Environmental Due Diligence 

23.10. Notice of Intent to Revert Property 

23.11. Voluntary Reconveyance to Correct a Default 

23.12. Notice of Reverter ofProperty and Revestment of Title and Property Interest in the U.S. 

23-1 

23-1 

23-2 

23-2 

23-3 

23-3 

23-3 

23-3 

23-3 

23-4 

23-5 

23.13. Recording Notice of Reverter of Property and Revestment of Title and Property Interest 

in the U.S 

23.14. Certificate oflnspection and Possession 

23.15. Possession, Posting, or Marking ofProperty 

23.16. ReversionCaseStudies 

23-5 

23-6 

23-6 

23-6 

23.17 through 23.21. reserved 23-7 

11/22/2021 5190.6B Change 1 

Page xii 

22.16. All Disposals of Airport Real Property 22-9 

22.17. Release of Federal Obligations in Regard to Real Property Acquired as Federal Surplus 

Property 22-10 

22.18. Release of Federal Obligations in Regard to Real Property Acquired with Federal Grant 

Assistance. 22-13 

22.19. Effect of not Receiving or Receiving a Grant after December 30, 1987 

22.20. Releaseof EntireAirport 

22.21. Procedures for the Application, Consideration, and Resolution ofRelease Requests. 22-15 

22.22. General Documentation Procedures 

22.23. Airport Sponsor Request for Release 

22.24. Content ofWritten Requests for Release 

22.25. Content ofRequest for Written Release for Disposal 

22.26. Exhibits to the Written Request for Release 

22.27. FAA Evaluation of Sponsor Requests 

22.28. FAA Determination on Sponsor Requests 

22.29. FAA Completion of Action on Sponsor Requests 

22.30. FAA Denial ofRelease or Modification 

22-14 

22-15 

22-15 

22-16 

22-16 

22-16 

22-18 

22-18 

22-19 

22-19 

22-20 

22-20 

22-21 

22-21 

22-22 

22.31. Procedures for Public Notice for a Change in Use of Aeronautical Property. 

22.32. FAA Consent by Letter of Intent to Release - Basis for Use 

22.33. The Environmental Implications ofReleases 

22.34. through 22.37. reserved 

Chapter 23: Reversions of Airport Property 23-1 

Updated November 2021 

23.1. Introduction 23-1 

23.2. General 

23.3. Authority to Revert a Property Interest 

23.4. Instruments ofConveyance 

23.5. Voluntary Return ofProperty to the U.S. Government 

23.6. Involuntary Reversion 

23.7. Identifying the Federal Agency to Receive the Property 

23.8. DeterminationofDefault 

23.9. Perform and Document the FAA's Environmental Due Diligence 

23.10. Notice of Intent to Revert Property 

23.11. Voluntary Reconveyance to Correct a Default 

23.12. Notice of Reverter ofProperty and Revestment of Title and Property Interest in the U.S. 

23-1 

23-1 

23-2 

23-2 

23-3 

23-3 

23-3 

23-3 

23-3 

23-4 

23-5 

23.13. Recording Notice of Reverter of Property and Revestment of Title and Property Interest 

in the U.S 

23.14. Certificate of Inspection and Possession 

23.15. Possession, Posting, or Marking ofProperty 

23.16. ReversionCaseStudies 

23-5 

23-6 

23-6 

23-6 

23.17 through 23.21. reserved 23-7 

11/22/2021 5190.6B Change 1 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 13 of 91
 %&KDQJH

3DJH[LLL

$SSHQGLFHV

$SSHQGL[$$LUSRUW6SRQVRUV$VVXUDQFHV

$SSHQGL[%5HVHUYHG

$SSHQGL[&$GYLVRU\&LUFXODUVRQ([FOXVLYH5LJKWVDQG0LQLPXP 6WDQGDUGVIRU

&RPPHUFLDO$HURQDXWLFDO$FWLYLWLHV

$SSHQGL['3ROLF\5HJDUGLQJ$LUSRUW5DWHVDQG&KDUJHV

$SSHQGL[(3ROLFLHVDQG3URFHGXUHV&RQFHUQLQJWKH8VHRI$LUSRUW5HYHQXH

$SSHQGL[)&)53DUWVDQG

$SSHQGL[)3DUW'HFLVLRQV&DVH)LOHV

$SSHQGL[)5HVHUYHG

$SSHQGL[*)RUPDO&RPSOLDQFH,QVSHFWLRQ

$SSHQGL[*6DPSOH$LUSRUW1RQFRPSOLDQFH/LVW$1/

$SSHQGL[+6DPSOH$XGLW,QIRUPDWLRQ

$SSHQGL[,63$5HJ

$SSHQGL[-'R'%DVH5HDOLJQPHQWDQG&ORVXUH%5$&

$SSHQGL[-$LUSRUW-RLQW8VH$JUHHPHQWIRU0LOLWDU\8VHRI&LYLOLDQ$LUILHOGV

$SSHQGL[.3DUW±5HOHDVHRI$LUSRUW3URSHUW\IURP6XUSOXV3URSHUW\'LVSRVDO

5HVWULFWLRQV 

$SSHQGL[/5HVHUYHG

$SSHQGL[05HVHUYHG

$SSHQGL[15HVHUYHG

$SSHQGL[20LQLPXP6WDQGDUGVIRU&RPPHUFLDO$HURQDXWLFDO$FWLYLWLHV

$SSHQGL[36DPSOH$LUSRUW5XOHVDQG5HJXODWLRQV

$SSHQGL[45HVHUYHG

$SSHQGL[5$LUSRUW/D\RXW3ODQ$/3

$SSHQGL[65HVHUYHG

$SSHQGL[76DPSOH)$$/HWWHURQ5HSODFHPHQW$LUSRUW

$SSHQGL[86DPSOH-RLQW8VH$JUHHPHQW

Page xiii 

72 

Appendices 

Appendix A: Airport Sponsors Assurances 

Appendix B: Reserved 

Appendix C: Advisory Circulars on Exclusive Rights and Minimum Standards for 

Commercial Aeronautical Activities 

1 

3 

4 

Appendix D: Policy Regarding Airport Rates and Charges 

Appendix E: Policies and Procedures Concerning the Use of Airport Revenue, 

5 

6 

Appendix F: 14 CFR Parts 13 and 16 7 

Appendix F-l: Part 16 Decisions (Case Files) 

Appendix F-2: Reserved 

Appendix G: Formal Compliance Inspection 

Appendix G-l: Sample Airport Noncompliance List (ANL) 

Appendix H: Sample Audit Information 

8 

9 

10 

30 

32 

Appendix I: SPA Reg. 16 34 

Appendix J: DoD Base Realignment and Closure (BRAC) 

Appendix J-l: Airport Joint Use Agreement for Military Use of Civilian Airfields 

Appendix K: Part 155 - Release of Airport Property from Surplus Property Disposal 

Restrictions 

38 

42 

57 

Appendix L: Reserved 

Appendix M: Reserved 

Appendix N: Reserved 

Appendix O: Minimum Standards for Commercial Aeronautical Activities 

Appendix P: Sample Airport Rules and Regulations 

Appendix Q: Reserved 

58 

59 

60 

61 

62 

65 

Appendix R: Airport Layout Plan (ALP) 66 

Appendix S: Reserved 

Appendix T: Sample FAA Letter on Replacement Airport 

Appendix U: Sample Joint-Use Agreement 

67 

68 

11/22/2021 5190.6B Change 1 

Page xiii 

72 

Appendices 

Appendix A: Airport Sponsors Assurances 

Appendix B: Reserved 

Appendix C: Advisory Circulars on Exclusive Rights and Minimum Standards for 

Commercial Aeronautical Activities 

1 

3 

4 

Appendix D: Policy Regarding Airport Rates and Charges 

Appendix E: Policies and Procedures Concerning the Use of Airport Revenue, 

5 

6 

Appendix F: 14 CFR Parts 13 and 16 7 

Appendix F-l: Part 16 Decisions (Case Files) 

Appendix F-2: Reserved 

Appendix G: Formal Compliance Inspection 

Appendix G-l: Sample Airport Noncompliance List (ANL) 

Appendix H: Sample Audit Information 

8 

9 

10 

30 

32 

Appendix I: SPA Reg. 16 34 

Appendix J: DoD Base Realignment and Closure (BRAC) 

Appendix J-l: Airport Joint Use Agreement for Military Use of Civilian Airfields 

Appendix K: Part 155 - Release of Airport Property from Surplus Property Disposal 

Restrictions 

38 

42 

57 

Appendix L: Reserved 

Appendix M: Reserved 

Appendix N: Reserved 

Appendix O: Minimum Standards for Commercial Aeronautical Activities 

Appendix P: Sample Airport Rules and Regulations 

Appendix Q: Reserved 

58 

59 

60 

61 

62 

65 

Appendix R: Airport Layout Plan (ALP) 66 

Appendix S: Reserved 

Appendix T: Sample FAA Letter on Replacement Airport 

Appendix U: Sample Joint-Use Agreement 

67 

68 

11/22/2021 5190.6B Change 1 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 14 of 91
 %&KDQJH

3DJH[LY

$SSHQGL[96DPSOH'HHGRI&RQYH\DQFH

$SSHQGL[:5HVHUYHG

$SSHQGL[;&)53DUW

$SSHQGL[<6DPSOH1RWLFHRI5HYHUVLRQRI3URSHUW\DQG5HYHVWPHQWRI7LWOHWRWKH8QLWHG

6WDWHV 

$SSHQGL[='HILQLWLRQVDQG$FURQ\PV

5HIHUHQFHV 

,QGH[ 

Page xiv 

Appendix V: Sample Deed of Conveyance 

Appendix W: Reserved 

91 

104 

Appendix X: 14 CFR Part 161 105 

Appendix Y: Sample Notice of Reversion of Property and Revestment of Title to the United 

States 136 

Appendix Z: Definitions and Acronyms 

References 

139 

158 

Index 161 

11/22/2021 5190.6B Change 1 

Page xiv 

Appendix V: Sample Deed of Conveyance 

Appendix W: Reserved 

91 

104 

Appendix X: 14 CFR Part 161 105 

Appendix Y: Sample Notice of Reversion of Property and Revestment of Title to the United 

States 136 

Appendix Z: Definitions and Acronyms 

References 

139 

158 

Index 161 

11/22/2021 5190.6B Change 1 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 15 of 91
 %&KDQJH

3DJH

3DUW,%DFNJURXQG

&KDSWHU 6FRSHDQG$XWKRULW\

8SGDWHG1RYHPEHU

 3XUSRVH7KLV2UGHUVHWVIRUWKSROLFLHVDQGSURFHGXUHVIRUWKH)$$$LUSRUW&RPSOLDQFH

3URJUDP7KH2UGHULVQRWUHJXODWRU\DQGLVQRWFRQWUROOLQJZLWKUHJDUGWRDLUSRUWVSRQVRUFRQGXFW

UDWKHULWHVWDEOLVKHVWKHSROLFLHVDQGSURFHGXUHVIRU)$$SHUVRQQHOWRIROORZLQFDUU\LQJRXWWKH

)$$¶V UHVSRQVLELOLWLHV IRU HQVXULQJ DLUSRUW FRPSOLDQFH ,W SURYLGHV EDVLF JXLGDQFH IRU )$$

SHUVRQQHOLQLQWHUSUHWLQJDQGDGPLQLVWHULQJWKHYDULRXVFRQWLQXLQJFRPPLWPHQWVDLUSRUWRZQHUV

PDNHWRWKH8QLWHG6WDWHVDVDFRQGLWLRQIRUWKHJUDQWRIIHGHUDOIXQGVRUWKHFRQYH\DQFHRIIHGHUDO

SURSHUW\IRUDLUSRUWSXUSRVHV7KH2UGHULQWHUDOLDDQDO\]HVWKHYDULRXVREOLJDWLRQVVHWIRUWKLQ

WKHVWDQGDUGDLUSRUWVSRQVRUDVVXUDQFHVDGGUHVVHVWKHDSSOLFDWLRQRIWKHDVVXUDQFHVLQWKHRSHUDWLRQ

RISXEOLFXVHDLUSRUWVDQGIDFLOLWDWHVLQWHUSUHWDWLRQRIWKHDVVXUDQFHVE\)$$SHUVRQQHO

 $XGLHQFH)$$SHUVRQQHOKDYLQJUHVSRQVLELOLW\IRUPRQLWRULQJDLUSRUWVSRQVRUFRPSOLDQFH

ZLWKWKHVSRQVRU¶VIHGHUDOREOLJDWLRQV

 :KHUH&DQ,)LQG7KLV2UGHU"7KHFXUUHQW2UGHULVDYDLODEOHRQWKH)$$ZHEVLWHDQG

ZLOOEHXSGDWHGHOHFWURQLFDOO\DWWKLVORFDWLRQ

 &DQFHOODWLRQ 7KLV 2UGHU FDQFHOV DQG UHSODFHV WKH IROORZLQJ FKDSWHUV RI )$$ 2UGHU

% GDWHG 6HSWHPEHU   &KDSWHU  6FRSH DQG $XWKRULW\ &KDSWHU  8QMXVW

'LVFULPLQDWLRQ %HWZHHQ $HURQDXWLFDO 8VHUV &KDSWHU  5HDVRQDEOH &RPPHUFLDO 0LQLPXP

6WDQGDUGV&KDSWHU6HOI6HUYLFHDQG&KDSWHU5HYHUVLRQVRI$LUSRUW3URSHUW\

 ,QWURGXFWLRQ 7KLV FKDSWHU GLVFXVVHV WKH VFRSH RI WKH 2UGHU WKH VRXUFHV RI VSRQVRU0F0F



IHGHUDOREOLJDWLRQVDQGWKH)$$¶VDXWKRULW\WRDGPLQLVWHUWKH$LUSRUW&RPSOLDQFH3URJUDPZLWKLQ

WKH)$$2IILFHRI$LUSRUWV$537KH)$$$LUSRUW&RPSOLDQFH3URJUDPLVFRQWUDFWXDOO\EDVHG

DQGLWGRHVQRWDWWHPSWWRFRQWURORUGLUHFWWKHRSHUDWLRQRI DLUSRUWV5DWKHUWKHSURJUDPLVGHVLJQHG

WRPRQLWRU DQGHQIRUFHREOLJDWLRQVDJUHHGWRE\DLUSRUWVSRQVRUVLQH[FKDQJHIRUYDOXDEOHEHQHILWV

DQG ULJKWV JUDQWHG E\WKH8QLWHG 6WDWHVLQ UHWXUQ IRU VXEVWDQWLDO GLUHFW JUDQWV RI IXQGV DQG IRU

FRQYH\DQFHVRIIHGHUDOSURSHUW\IRUDLUSRUWSXUSRVHV7KH$LUSRUW&RPSOLDQFH3URJUDPLVGHVLJQHG

WR SURWHFW WKH SXEOLF LQWHUHVW LQ FLYLO DYLDWLRQ *UDQWV DQG SURSHUW\ FRQYH\DQFHV DUH PDGH LQ

H[FKDQJHIRUELQGLQJFRPPLWPHQWVIHGHUDOREOLJDWLRQVGHVLJQHGWRHQVXUHWKDWWKHSXEOLFLQWHUHVW

LQFLYLODYLDWLRQZLOOEHVHUYHG7KH)$$EHDUVWKHLPSRUWDQWUHVSRQVLELOLW\RI VHHLQJWKDWWKHVH

FRPPLWPHQWVDUHPHW7KLV2UGHUDGGUHVVHVWKHW\SHVRIWKHVHFRPPLWPHQWVKRZWKH\DSSO\WR

DLUSRUWV DQG ZKDW )$$ SHUVRQQHO DUH UHTXLUHG WR GR WR HQVXUH FRPSOLDQFH ZLWK )HGHUDO

REOLJDWLRQV

 6FRSH 7KLV 2UGHU SURYLGHV JXLGDQFH SROLF\ DQG SURFHGXUHV IRU FRQGXFWLQJ D

FRPSUHKHQVLYH DQG HIIHFWLYH )$$ $LUSRUW&RPSOLDQFH 3URJUDPWRPRQLWRU DQG HQVXUH DLUSRUW

VSRQVRUFRPSOLDQFHZLWKWKHDSSOLFDEOHIHGHUDOREOLJDWLRQVDVVXPHGLQWKHDFFHSWDQFHRIDLUSRUW

GHYHORSPHQWDVVLVWDQFH

Page 1-1 

Part I: Background 

Chapter 1: Scope and Authority 

Updated November 2021 

1.1. Purpose. This Order sets forth policies and procedures for the FAA Airport Compliance 

Program. The Order is not regulatory and is not controlling with regard to airport sponsor conduct; 

rather, it establishes the policies and procedures for FAA personnel to follow in carrying out the 

FAA's responsibilities for ensuring airport compliance. It provides basic guidance for FAA 

personnel in interpreting and administering the various continuing commitments airport owners 

make to the United States as a condition for the grant of federal funds or the conveyance of federal 

property for airport purposes. The Order, inter alia, analyzes the various obligations set forth in 

the standard airport sponsor assurances, addresses the application of the assurances in the operation 

of public-use airports, and facilitates interpretation of the assurances by FAA personnel. 

1.2. Audience. FAA personnel having responsibility for monitoring airport sponsor compliance 

with the sponsor's federal obligations. 

1.3. Where Can I Find This Order? The current Order is available on the FAA website and 

will be updated electronically at this location. 

1.4. Cancellation. This Order cancels and replaces the following chapters of FAA Order 

5190.6B, dated September 30, 2009: Chapter 1, Scope and Authority; Chapter 9, Unjust 

Discrimination Between Aeronautical Users; Chapter 10, Reasonable Commercial Minimum 

Standards; Chapter 11, Self-Service and Chapter 23, Reversions of Airport Property. 

Introduction. This chapter discusses the scope of the Order, the sources of sponsor1 

federal obligations, and the FAA's authority to administer the Airport Compliance Program within 

the FAA Office of Airports (ARP). The FAA Airport Compliance Program is contractually based, 

and it does not attempt to control or direct the operation of airports. Rather, the program is designed 

to monitor and enforce obligations agreed to by airport sponsors in exchange for valuable benefits 

and rights granted by the United States in return for substantial direct grants of funds and for 

conveyances of federal property for airport purposes. The Airport Compliance Program is designed 

to protect the public interest in civil aviation. Grants and property conveyances are made in 

exchange for binding commitments (federal obligations) designed to ensure that the public interest 

in civil aviation will be served. The FAA bears the important responsibility of seeing that these 

commitments are met. This Order addresses the types of these commitments, how they apply to 

airports, and what FAA personnel are required to do to ensure compliance with Federal 

obligations. 

1.5. 

Scope. This Order provides guidance, policy, and procedures for conducting a 

comprehensive and effective FAA Airport Compliance Program to monitor and ensure airport 

sponsor compliance with the applicable federal obligations assumed in the acceptance of airport 

development assistance. 

1.6. 

1 A sponsor is any public agency that applies for federal financial assistance, or private owner of a public use airport, 

as defined in the Airport and Airway Improvement Act of 1982 (AAIA), codified at 49 U.S.C. § 47102(26). 

11/22/2021 5190.6B Change 1 

Page 1-1 

Part I: Background 

Chapter 1: Scope and Authority 

Updated November 2021 

1.1. Purpose. This Order sets forth policies and procedures for the FAA Airport Compliance 

Program. The Order is not regulatory and is not controlling with regard to airport sponsor conduct; 

rather, it establishes the policies and procedures for FAA personnel to follow in carrying out the 

FAA's responsibilities for ensuring airport compliance. It provides basic guidance for FAA 

personnel in interpreting and administering the various continuing commitments airport owners 

make to the United States as a condition for the grant of federal funds or the conveyance of federal 

property for airport purposes. The Order, inter alia, analyzes the various obligations set forth in 

the standard airport sponsor assurances, addresses the application of the assurances in the operation 

of public-use airports, and facilitates interpretation of the assurances by FAA personnel. 

1.2. Audience. FAA personnel having responsibility for monitoring airport sponsor compliance 

with the sponsor's federal obligations. 

1.3. Where Can I Find This Order? The current Order is available on the FAA website and 

will be updated electronically at this location. 

1.4. Cancellation. This Order cancels and replaces the following chapters of FAA Order 

5190.6B, dated September 30, 2009: Chapter 1, Scope and Authority; Chapter 9, Unjust 

Discrimination Between Aeronautical Users; Chapter 10, Reasonable Commercial Minimum 

Standards; Chapter 11, Self-Service and Chapter 23, Reversions of Airport Property. 

Introduction. This chapter discusses the scope of the Order, the sources of sponsor1 

federal obligations, and the FAA's authority to administer the Airport Compliance Program within 

the FAA Office of Airports (ARP). The FAA Airport Compliance Program is contractually based, 

and it does not attempt to control or direct the operation of airports. Rather, the program is designed 

to monitor and enforce obligations agreed to by airport sponsors in exchange for valuable benefits 

and rights granted by the United States in return for substantial direct grants of funds and for 

conveyances of federal property for airport purposes. The Airport Compliance Program is designed 

to protect the public interest in civil aviation. Grants and property conveyances are made in 

exchange for binding commitments (federal obligations) designed to ensure that the public interest 

in civil aviation will be served. The FAA bears the important responsibility of seeing that these 

commitments are met. This Order addresses the types of these commitments, how they apply to 

airports, and what FAA personnel are required to do to ensure compliance with Federal 

obligations. 

1.5. 

Scope. This Order provides guidance, policy, and procedures for conducting a 

comprehensive and effective FAA Airport Compliance Program to monitor and ensure airport 

sponsor compliance with the applicable federal obligations assumed in the acceptance of airport 

development assistance. 

1.6. 

1 A sponsor is any public agency that applies for federal financial assistance, or private owner of a public use airport, 

as defined in the Airport and Airway Improvement Act of 1982 (AAIA), codified at 49 U.S.C. § 47102(26). 

11/22/2021 5190.6B Change 1 



$VSRQVRULVDQ\SXEOLFDJHQF\WKDWDSSOLHVIRUIHGHUDOILQDQFLDODVVLVWDQFHRUSULYDWHRZQHURIDSXEOLFXVH DLUSRUW

DVGHILQHGLQWKH$LUSRUWDQG$LUZD\,PSURYHPHQW$FWRI$$,$FRGLILHGDW86&

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 16 of 91
 %&KDQJH

3DJH

*UDQWVDQGSURSHUW\

FRQYH\DQFHVDUHPDGHLQ

H[FKDQJHIRUELQGLQJ

FRPPLWPHQWVIHGHUDO

REOLJDWLRQVGHVLJQHGWR

HQVXUHWKHSXEOLFLQWHUHVW

LQFLYLODYLDWLRQZLOOEH

VHUYHG

 %DFNJURXQG 7KH $LU &RPPHUFH

$FW RI  ZDV WKH FRUQHUVWRQH RI WKH

IHGHUDO JRYHUQPHQW
V UHJXODWLRQ RI FLYLO

DYLDWLRQ 7KLV ODQGPDUN OHJLVODWLRQ ZDV

SDVVHGDWWKHXUJLQJRIWKHDYLDWLRQLQGXVWU\

ZKRVHOHDGHUVEHOLHYHGWKDWDYLDWLRQFRXOG

QRW UHDFK LWV IXOO FRPPHUFLDO SRWHQWLDO

ZLWKRXW IHGHUDO DFWLRQ WR LPSURYH DQG

PDLQWDLQ VDIHW\ VWDQGDUGV 7KH $LU

&RPPHUFH $FW FKDUJHG WKH 6HFUHWDU\ RI

&RPPHUFH ZLWK IRVWHULQJ DLU FRPPHUFH

LVVXLQJ DQG HQIRUFLQJ DLU WUDIILF UXOHV

OLFHQVLQJ SLORWV FHUWLILFDWLQJ DLUFUDIW

HVWDEOLVKLQJ DLUZD\V DQG RSHUDWLQJ DQG

PDLQWDLQLQJ DLGVWR DLU QDYLJDWLRQ $ QHZ

$HURQDXWLFV%UDQFKRIWKH'HSDUWPHQWRI&RPPHUFH DVVXPHGSULPDU\UHVSRQVLELOLW\IRUDYLDWLRQ

RYHUVLJKW

,QWKH&LYLO$HURQDXWLFV$FWWUDQVIHUUHGWKHIHGHUDOFLYLODYLDWLRQUHVSRQVLELOLWLHVIURPWKH

&RPPHUFH 'HSDUWPHQW WR D QHZ LQGHSHQGHQW DJHQF\ WKH &LYLO $HURQDXWLFV $XWKRULW\ 7KH

OHJLVODWLRQ DOVR H[SDQGHGWKH JRYHUQPHQW¶V UROH E\ JLYLQJWKH&LYLO$HURQDXWLFV$XWKRULW\WKH

SRZHUWRUHJXODWHDLUOLQHIDUHVDQGWRGHWHUPLQHWKHURXWHVWKDWDLU FDUULHUVZRXOGVHUYH,Q

3UHVLGHQW)UDQNOLQ5RRVHYHOW VSOLWWKH&LYLO$HURQDXWLFV$XWKRULW\LQWRWZRDJHQFLHVWKH&LYLO

$HURQDXWLFV $GPLQLVWUDWLRQ &$$ DQG WKH &LYLO $HURQDXWLFV %RDUG &$% 7KH &$$ ZDV

UHVSRQVLEOHIRUDLUWUDIILFFRQWURO$7&DLUPDQDQGDLUFUDIWFHUWLILFDWLRQVDIHW\HQIRUFHPHQWDQG

DLUZD\GHYHORSPHQW7KH&$%ZDVHQWUXVWHGZLWKVDIHW\UXOHPDNLQJDFFLGHQWLQYHVWLJDWLRQDQG

HFRQRPLFUHJXODWLRQRIWKHDLUOLQHV%RWKRUJDQL]DWLRQVZHUHSDUWRIWKH'HSDUWPHQWRI&RPPHUFH

8QOLNHWKH&$$KRZHYHUWKH&$%IXQFWLRQHGLQGHSHQGHQWRIWKH6HFUHWDU\RI&RPPHUFH2Q

WKHHYHRI$PHULFD
VHQWU\LQWR:RUOG:DU ,,WKH&$$EHJDQWRH[WHQGLWV$7&UHVSRQVLELOLWLHV

WRWDNHRII DQGODQGLQJRSHUDWLRQVDWDLUSRUWV7KLVH[SDQGHG UROHHYHQWXDOO\EHFDPHSHUPDQHQW

DIWHUWKHZDU7KHDSSOLFDWLRQRIUDGDUWR$7&KHOSHGFRQWUROOHUVNHHSDEUHDVWRIWKHSRVWZDUERRP

LQFRPPHUFLDODLUWUDQVSRUWDWLRQ

,QWKH)HGHUDO$LUSRUW$FWRI$LUSRUW$FW&RQJUHVVJDYHWKH&$$WKHDGGHGWDVNRI

DGPLQLVWHULQJ WKH )HGHUDO $LG WR $LUSRUWV 3URJUDP )$$3 WKH ILUVW SHDFHWLPH SURJUDP RI

ILQDQFLDODVVLVWDQFHDLPHGH[FOXVLYHO\DWSURPRWLQJGHYHORSPHQWRIWKHQDWLRQ
VFLYLODLUSRUWV7KH

Page 1-2 

EF Grants andproperty 

conveyances are made in 

exchangefor binding 

commitments (federal 

obligations) designed to 

ensure thepublic interest 

in civil aviation will be 

served. 

1.7. Background. The Air Commerce 

Act of 1926 was the cornerstone of the 

federal government's regulation of civil 

aviation. This landmark legislation was 

passed at the urging of the aviation industry, 

whose leaders believed that aviation could 

not reach its full commercial potential 

without federal action to improve and 

maintain safety standards. The Air 

Commerce Act charged the Secretary of 

Commerce with fostering air commerce, 

issuing and enforcing air traffic rules, 

licensing pilots, certificating aircraft, 

establishing airways, and operating and 

maintaining aids to air navigation. A new 

Aeronautics Branch of the Department of Commerce assumed primary responsibility for aviation 

oversight. 

In 1938, the Civil Aeronautics Act transferred the federal civil aviation responsibilities from the 

Commerce Department to a new independent agency, the Civil Aeronautics Authority. The 

legislation also expanded the government's role by giving the Civil Aeronautics Authority the 

power to regulate airline fares and to determine the routes that air carriers would serve. In 1940, 

President Franklin Roosevelt split the Civil Aeronautics Authority into two agencies, the Civil 

Aeronautics Administration (CAA) and the Civil Aeronautics Board (CAB). The CAA was 

responsible for air traffic control (ATC), airman and aircraft certification, safety enforcement, and 

airway development. The CAB was entrusted with safety rulemaking, accident investigation, and 

economic regulation of the airlines. Both organizations were part of the Department of Commerce. 

Unlike the CAA, however, the CAB functioned independent of the Secretary of Commerce. On 

the eve of America's entry into World War II, the CAA began to extend its ATC responsibilities 

to takeoff and landing operations at airports. This expanded role eventually became permanent 

after the war. The application of radar to ATC helped controllers keep abreast of the postwar boom 

in commercial air transportation. 

In the Federal Airport Act of 1946 (1946 Airport Act), Congress gave the CAA the added task of 

administering the Federal Aid to Airports Program (FAAP), the first peacetime program of 

financial assistance aimed exclusively at promoting development of the nation's civil airports. The 

The Federal Aviation Act of 1958 (FAA Act) transferred 

the Civil Aeronautics Administration's (CAA) functions 

to a new independent body, the Federal Aviation Agency, 

which had broader authority to address aviation safety. 

The FAA Act took safety rulemaking from the Civil 

Aeronautics Board (CAB) and entrusted it to the new 

Federal Aviation Agency. It also gave the Federal 

Aviation Agency sole responsibility for developing and 

maintaining a common civil-military system of air 

navigation and air traffic control. Seen here, Edward R. 

Quesada, the first Administrator of the Federal Aviation 

Agency, is sworn in by Chief Justice Earl Warren and 

PresidentDwight Eisenhower. (Photo: FAA) 

11/22/2021 5190.6B Change 1 

Page 1-2 

EF Grants andproperty 

conveyances are made in 

exchangefor binding 

commitments (federal 

obligations) designed to 

ensure thepublic interest 

in civil aviation will be 

served. 

1.7. Background. The Air Commerce 

Act of 1926 was the cornerstone of the 

federal government's regulation of civil 

aviation. This landmark legislation was 

passed at the urging of the aviation industry, 

whose leaders believed that aviation could 

not reach its full commercial potential 

without federal action to improve and 

maintain safety standards. The Air 

Commerce Act charged the Secretary of 

Commerce with fostering air commerce, 

issuing and enforcing air traffic rules, 

licensing pilots, certificating aircraft, 

establishing airways, and operating and 

maintaining aids to air navigation. A new 

Aeronautics Branch of the Department of Commerce assumed primary responsibility for aviation 

oversight. 

In 1938, the Civil Aeronautics Act transferred the federal civil aviation responsibilities from the 

Commerce Department to a new independent agency, the Civil Aeronautics Authority. The 

legislation also expanded the government's role by giving the Civil Aeronautics Authority the 

power to regulate airline fares and to determine the routes that air carriers would serve. In 1940, 

President Franklin Roosevelt split the Civil Aeronautics Authority into two agencies, the Civil 

Aeronautics Administration (CAA) and the Civil Aeronautics Board (CAB). The CAA was 

responsible for air traffic control (ATC), airman and aircraft certification, safety enforcement, and 

airway development. The CAB was entrusted with safety rulemaking, accident investigation, and 

economic regulation of the airlines. Both organizations were part of the Department of Commerce. 

Unlike the CAA, however, the CAB functioned independent of the Secretary of Commerce. On 

the eve of America's entry into World War II, the CAA began to extend its ATC responsibilities 

to takeoff and landing operations at airports. This expanded role eventually became permanent 

after the war. The application of radar to ATC helped controllers keep abreast of the postwar boom 

in commercial air transportation. 

In the Federal Airport Act of 1946 (1946 Airport Act), Congress gave the CAA the added task of 

administering the Federal Aid to Airports Program (FAAP), the first peacetime program of 

financial assistance aimed exclusively at promoting development of the nation's civil airports. The 

The Federal Aviation Act of 1958 (FAA Act) transferred 

the Civil Aeronautics Administration's (CAA) functions 

to a new independent body, the Federal Aviation Agency, 

which had broader authority to address aviation safety. 

The FAA Act took safety rulemaking from the Civil 

Aeronautics Board (CAB) and entrusted it to the new 

Federal Aviation Agency. It also gave the Federal 

Aviation Agency sole responsibility for developing and 

maintaining a common civil-military system of air 

navigation and air traffic control. Seen here, Edward R. 

Quesada, the first Administrator of the Federal Aviation 

Agency, is sworn in by Chief Justice Earl Warren and 

PresidentDwight Eisenhower. (Photo: FAA) 

11/22/2021 5190.6B Change 1 

7KH)HGHUDO$YLDWLRQ$FWRI)$$$FWWUDQVIHUUHG

WKH&LYLO$HURQDXWLFV$GPLQLVWUDWLRQ¶V &$$IXQFWLRQV

WRDQHZLQGHSHQGHQWERG\WKH)HGHUDO$YLDWLRQ$JHQF\

ZKLFKKDGEURDGHUDXWKRULW\WRDGGUHVVDYLDWLRQVDIHW\

7KH )$$ $FW WRRN VDIHW\ UXOHPDNLQJ IURP WKH &LYLO

$HURQDXWLFV %RDUG &$% DQG HQWUXVWHG LW WR WKH QHZ

)HGHUDO $YLDWLRQ $JHQF\ ,W DOVR JDYH WKH )HGHUDO

$YLDWLRQ $JHQF\ VROH UHVSRQVLELOLW\IRU GHYHORSLQJ DQG

PDLQWDLQLQJ D FRPPRQ FLYLOPLOLWDU\ V\VWHP RI DLU

QDYLJDWLRQDQGDLUWUDIILFFRQWURO6HHQKHUH(GZDUG5

4XHVDGDWKHILUVW$GPLQLVWUDWRURIWKH)HGHUDO$YLDWLRQ

$JHQF\LV VZRUQLQ E\&KLHI -XVWLFH (DUO:DUUHQ DQG

3UHVLGHQW'ZLJKW(LVHQKRZHU3KRWR)$$

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 17 of 91
 %&KDQJH

3DJH

DSSURDFKLQJLQWURGXFWLRQRIMHWDLUOLQHUVDQG D VHULHVRIPLGDLUFROOLVLRQVVSXUUHGSDVVDJHRIWKH

)HGHUDO$YLDWLRQ$FWRI)$$FW7KLVOHJLVODWLRQWUDQVIHUUHGWKH&$$
VIXQFWLRQVWRDQHZ

LQGHSHQGHQWDJHQF\WKH)HGHUDO$YLDWLRQ$JHQF\ZKLFKKDGEURDGHUDXWKRULW\WRDGGUHVVDYLDWLRQ

VDIHW\ WKURXJK UXOHPDNLQJ DQG HQIRUFHPHQW ,W DOVR JDYH WKH )HGHUDO $YLDWLRQ $JHQF\ VROH

UHVSRQVLELOLW\IRUGHYHORSLQJDQGPDLQWDLQLQJD FRPPRQFLYLOPLOLWDU\V\VWHPRIDLUQDYLJDWLRQ

DQGDLUWUDIILFFRQWURODUHVSRQVLELOLW\WKH&$$KDGVKDUHGZLWKRWKHUV

Page 1-3 

approaching introduction of jet airliners and a series of midair collisions spurred passage of the 

Federal Aviation Act of 1958 (FA Act). This legislation transferred the CAA's functions to a new 

independent agency, the Federal Aviation Agency, which had broader authority to address aviation 

safety through rulemaking and enforcement. It also gave the Federal Aviation Agency sole 

responsibility for developing and maintaining a common civil-military system of air navigation 

and air traffic control, a responsibility the CAA had shared with others. 

In 1966, Congress authorized the creation of a cabinet department that would combine federal 

transportation responsibilities for all public modes of transportation. This new Department of 

Transportation (DOT) began full operations on April 1, 1967. On that day, the Federal Aviation 

Agency became one of several modal administrations within the DOT and received a new name, 

the Federal Aviation Administration (FAA). At the same time, the CAB's accident investigation 

function was transferred to the new National Transportation Safety Board (NTSB). 

The FAA has gradually assumed responsibilities not originally contemplated by the FA Act. For 

example, the hijacking epidemic of the 1960s brought the agency into the field of aviation security. 

That function was later transferred to the Transportation Security Administration (TSA) in 2001 

after the events of 9/11. In 1968, Congress vested in the FAA Administrator the power to prescribe 

aircraft noise standards. The Airport and Airway Development Act of 1970 (1970 Airport Act) 

placed the agency in charge of a new airport aid program funded by a special aviation trust fund. 

The 1970 Airport Act also made the FAA responsible for safety certification of airports served by 

air carriers. In 1982, Congress enacted the current grant statute, the Airport and Airway 

Improvement Act (AAIA), which established the Airport Improvement Program (AIP). The FAA's 

mission expanded again in 1995 with the transfer of the Office of Commercial Space 

Transportation from the Office of the Secretary to the FAA. 

11/22/2021 5190.6B Change 1 

Page 1-3 

approaching introduction of jet airliners and a series of midair collisions spurred passage of the 

Federal Aviation Act of 1958 (FA Act). This legislation transferred the CAA's functions to a new 

independent agency, the Federal Aviation Agency, which had broader authority to address aviation 

safety through rulemaking and enforcement. It also gave the Federal Aviation Agency sole 

responsibility for developing and maintaining a common civil-military system of air navigation 

and air traffic control, a responsibility the CAA had shared with others. 

In 1966, Congress authorized the creation of a cabinet department that would combine federal 

transportation responsibilities for all public modes of transportation. This new Department of 

Transportation (DOT) began full operations on April 1, 1967. On that day, the Federal Aviation 

Agency became one of several modal administrations within the DOT and received a new name, 

the Federal Aviation Administration (FAA). At the same time, the CAB's accident investigation 

function was transferred to the new National Transportation Safety Board (NTSB). 

The FAA has gradually assumed responsibilities not originally contemplated by the FA Act. For 

example, the hijacking epidemic of the 1960s brought the agency into the field of aviation security. 

That function was later transferred to the Transportation Security Administration (TSA) in 2001 

after the events of 9/11. In 1968, Congress vested in the FAA Administrator the power to prescribe 

aircraft noise standards. The Airport and Airway Development Act of 1970 (1970 Airport Act) 

placed the agency in charge of a new airport aid program funded by a special aviation trust fund. 

The 1970 Airport Act also made the FAA responsible for safety certification of airports served by 

air carriers. In 1982, Congress enacted the current grant statute, the Airport and Airway 

Improvement Act (AAIA), which established the Airport Improvement Program (AIP). The FAA's 

mission expanded again in 1995 with the transfer of the Office of Commercial Space 

Transportation from the Office of the Secretary to the FAA. 

11/22/2021 5190.6B Change 1 

,Q &RQJUHVVDXWKRUL]HGWKHFUHDWLRQ RI DFDELQHW GHSDUWPHQWWKDWZRXOGFRPELQH IHGHUDO

WUDQVSRUWDWLRQ UHVSRQVLELOLWLHV IRU DOO SXEOLF PRGHV RI WUDQVSRUWDWLRQ 7KLV QHZ 'HSDUWPHQW RI

7UDQVSRUWDWLRQ'27EHJDQIXOORSHUDWLRQVRQ$SULOO2QWKDWGD\WKH)HGHUDO$YLDWLRQ

$JHQF\EHFDPHRQHRIVHYHUDOPRGDODGPLQLVWUDWLRQVZLWKLQWKH'27 DQG UHFHLYHG DQHZQDPH

WKH)HGHUDO$YLDWLRQ$GPLQLVWUDWLRQ)$$$WWKHVDPHWLPHWKH&$%
VDFFLGHQWLQYHVWLJDWLRQ

IXQFWLRQZDVWUDQVIHUUHGWRWKHQHZ1DWLRQDO7UDQVSRUWDWLRQ6DIHW\%RDUG176%

7KH)$$KDVJUDGXDOO\DVVXPHGUHVSRQVLELOLWLHVQRWRULJLQDOO\FRQWHPSODWHGE\WKH)$$FW)RU

H[DPSOHWKHKLMDFNLQJHSLGHPLFRIWKHVEURXJKWWKHDJHQF\LQWRWKHILHOGRIDYLDWLRQVHFXULW\

7KDWIXQFWLRQZDVODWHUWUDQVIHUUHGWRWKH7UDQVSRUWDWLRQ6HFXULW\$GPLQLVWUDWLRQ76$LQ

DIWHUWKHHYHQWVRI,Q&RQJUHVVYHVWHGLQWKH)$$$GPLQLVWUDWRUWKHSRZHUWRSUHVFULEH

DLUFUDIWQRLVHVWDQGDUGV7KH$LUSRUWDQG$LUZD\'HYHORSPHQW$FWRI$LUSRUW$FW

SODFHGWKH DJHQF\LQFKDUJHRIDQHZDLUSRUWDLGSURJUDPIXQGHGE\DVSHFLDODYLDWLRQWUXVWIXQG

7KH$LUSRUW$FWDOVRPDGHWKH)$$UHVSRQVLEOHIRUVDIHW\FHUWLILFDWLRQRIDLUSRUWVVHUYHGE\

DLU FDUULHUV ,Q  &RQJUHVV HQDFWHG WKH FXUUHQW JUDQW VWDWXWH WKH $LUSRUW DQG $LUZD\

,PSURYHPHQW$FW$$,$ZKLFKHVWDEOLVKHGWKH$LUSRUW,PSURYHPHQW3URJUDP$,37KH)$$
V

PLVVLRQ H[SDQGHG DJDLQ LQ  ZLWK WKH WUDQVIHU RI WKH 2IILFH RI &RPPHUFLDO 6SDFH

7UDQVSRUWDWLRQIURPWKH2IILFHRIWKH6HFUHWDU\WRWKH)$$

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 18 of 91
 %&KDQJH

3DJH

7KH DLUSRUW V\VWHP HQYLVLRQHG LQ WKH ILUVW 1DWLRQDO $LUSRUW 3ODQ LVVXHG LQ  KDV EHHQ

GHYHORSHG DQG QXUWXUHG E\ FORVH FRRSHUDWLRQ EHWZHHQ IHGHUDO VWDWH DQG ORFDO DJHQFLHV 7KH

JHQHUDOSULQFLSOHVJXLGLQJIHGHUDOLQYROYHPHQW1F1F1F



KDYHUHPDLQHGODUJHO\XQFKDQJHGIRUWKH1DWLRQDO

3ODQ RI ,QWHJUDWHG $LUSRUW 6\VWHPV 13,$6 7KH DLUSRUW V\VWHP VKRXOG KDYH WKH IROORZLQJ

DWWULEXWHVWRPHHWWKHGHPDQGIRUDLUWUDQVSRUWDWLRQ

x $LUSRUWV VKRXOG EH VDIH DQG HIILFLHQW ORFDWHG DW RSWLPXP VLWHV DQG EH GHYHORSHG DQG

PDLQWDLQHGWRDSSURSULDWHVWDQGDUGV

x $LUSRUWV VKRXOG EH RSHUDWHGHIILFLHQWO\ ERWK IRUDHURQDXWLFDO XVHUVDQGWKH JRYHUQPHQW

UHO\LQJSULPDULO\RQXVHUIHHVDQGSODFLQJPLQLPDOEXUGHQRQWKHJHQHUDOUHYHQXHVRIWKH

ORFDOVWDWHDQGIHGHUDOJRYHUQPHQWV

x $LUSRUWV VKRXOG EH IOH[LEOH DQG H[SDQGDEOH DEOH WR PHHW LQFUHDVHG GHPDQG DQG

DFFRPPRGDWHQHZDLUFUDIWW\SHV

x $LUSRUWVVKRXOGEHSHUPDQHQWZLWKDVVXUDQFHWKDWWKH\ZLOOUHPDLQRSHQIRUDHURQDXWLFDO

XVHRYHUWKHORQJWHUP

x $LUSRUWV VKRXOG EH FRPSDWLEOH ZLWK VXUURXQGLQJ FRPPXQLWLHV PDLQWDLQLQJ D EDODQFH

EHWZHHQWKHQHHGVRIDYLDWLRQDQGWKHUHTXLUHPHQWVRIUHVLGHQWVLQQHLJKERULQJDUHDV

Page 1-4 

NPIAS Airports by Category and Role (2021-2025) 

31 Medium 

30 Large 

396 Primary 

69 Small 

266 Nonhub 3,304 Existing 

3,244 Public 

60 Private 

92 National 

482 Regional 

1,213 Local 

2,908 Nonprimary 

3,310 

Existing and 

Proposed 

NPIAS Airports 

2,535 General Aviation 

250 Relievers 

123 commercial Service 

893 Basic 

228 Unclassified 

1 Primary 

6 Proposed 

5 Nonprimary 

3 General Aviation 

2 Commercial Service 

The table shown above depicts the extent of the country's public-use airport system. The 

NPIAS reports are available online at 

https://www.faa.gov/airports/planning_capacity/npias/current/. (Graphics: FAA) 

The airport system envisioned in the first National Airport Plan, issued in 1946, has been 

developed and nurtured by close cooperation between federal, state, and local agencies. The 

general principles guiding federal involvement2 have remained largely unchanged for the National 

Plan of Integrated Airport Systems (NPIAS). The airport system should have the following 

attributes to meet the demand for air transportation: 

• Airports should be safe and efficient, located at optimum sites, and be developed and 

maintained to appropriate standards. 

• Airports should be operated efficiently both for aeronautical users and the government, 

relying primarily on user fees and placing minimal burden on the general revenues of the 

local, state, and federal governments. 

• Airports should be flexible and expandable, able to meet increased demand and 

accommodate new aircraft types. 

• Airports should be permanent, with assurance that they will remain open for aeronautical 

use over the long term. 

• Airports should be compatible with surrounding communities, maintaining a balance 

between the needs of aviation and the requirements of residents in neighboring areas. 

2 Extracted from the Report to Congress, National Plan of Integrated Airport Systems (NPIAS) (2009-2013). 

11/22/2021 5190.6B Change 1 

Page 1-4 

NPIAS Airports by Category and Role (2021-2025) 

31 Medium 

30 Large 

396 Primary 

69 Small 

266 Nonhub 3,304 Existing 

3,244 Public 

60 Private 

92 National 

482 Regional 

1,213 Local 

2,908 Nonprimary 

3,310 

Existing and 

Proposed 

NPIAS Airports 

2,535 General Aviation 

250 Relievers 

123 commercial Service 

893 Basic 

228 Unclassified 

1 Primary 

6 Proposed 

5 Nonprimary 

3 General Aviation 

2 Commercial Service 

The table shown above depicts the extent of the country's public-use airport system. The 

NPIAS reports are available online at 

https://www.faa.gov/airports/planning_capacity/npias/current/. (Graphics: FAA) 

The airport system envisioned in the first National Airport Plan, issued in 1946, has been 

developed and nurtured by close cooperation between federal, state, and local agencies. The 

general principles guiding federal involvement2 have remained largely unchanged for the National 

Plan of Integrated Airport Systems (NPIAS). The airport system should have the following 

attributes to meet the demand for air transportation: 

• Airports should be safe and efficient, located at optimum sites, and be developed and 

maintained to appropriate standards. 

• Airports should be operated efficiently both for aeronautical users and the government, 

relying primarily on user fees and placing minimal burden on the general revenues of the 

local, state, and federal governments. 

• Airports should be flexible and expandable, able to meet increased demand and 

accommodate new aircraft types. 

• Airports should be permanent, with assurance that they will remain open for aeronautical 

use over the long term. 

• Airports should be compatible with surrounding communities, maintaining a balance 

between the needs of aviation and the requirements of residents in neighboring areas. 

2 Extracted from the Report to Congress, National Plan of Integrated Airport Systems (NPIAS) (2009-2013). 

11/22/2021 5190.6B Change 1 



([WUDFWHGIURPWKH5HSRUWWR&RQJUHVV1DWLRQDO3ODQRI ,QWHJUDWHG$LUSRUW6\VWHPV13,$6 

13,$6$LUSRUWVE\&DWHJRU\DQG5ROH

7KHWDEOHVKRZQDERYHGHSLFWVWKHH[WHQWRIWKHFRXQWU\¶VSXEOLFXVHDLUSRUWV\VWHP7KH

13,$6UHSRUWVDUHDYDLODEOHRQOLQHDW

KWWSVZZZIDDJRYDLUSRUWVSODQQLQJBFDSDFLW\QSLDVFXUUHQW*UDSKLFV)$$

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 19 of 91
 %&KDQJH

3DJH

x $LUSRUWV VKRXOG EH GHYHORSHG LQ FRQFHUW ZLWK LPSURYHPHQWV WR WKH DLU WUDIILF FRQWURO

V\VWHP

x 7KHDLUSRUWV\VWHPVKRXOGVXSSRUWQDWLRQDOREMHFWLYHVIRUGHIHQVHHPHUJHQF\UHDGLQHVV

DQGSRVWDOGHOLYHU\

x 7KH DLUSRUW V\VWHP VKRXOG EH H[WHQVLYH SURYLGLQJ DV PDQ\ SHRSOH DV SRVVLEOH ZLWK

FRQYHQLHQWDFFHVVWRDLUWUDQVSRUWDWLRQW\SLFDOO\QRWPRUHWKDQPLOHVRIWUDYHOWRWKH

QHDUHVW13,$6DLUSRUW

x 7KH DLUSRUW V\VWHP VKRXOG KHOS DLU WUDQVSRUWDWLRQ FRQWULEXWH WR D SURGXFWLYH QDWLRQDO

HFRQRP\DQGLQWHUQDWLRQDOFRPSHWLWLYHQHVV

$LUSRUWVVKRXOGEHSHUPDQHQWZLWKDVVXUDQFHWKDWWKH\ZLOO

UHPDLQRSHQIRUDHURQDXWLFDOXVHRYHUWKHORQJWHUP

,Q DGGLWLRQ WR WKHVH SULQFLSOHV VSHFLILF WR DLUSRUW GHYHORSPHQW D JXLGLQJ SULQFLSOH IRU IHGHUDO

LQIUDVWUXFWXUH LQYHVWPHQW DV VWDWHG LQ ([HFXWLYH 2UGHU  3ULQFLSOHV IRU )HGHUDO

,QIUDVWUXFWXUH,QYHVWPHQWV -DQXDU\LVWKDWVXFKLQYHVWPHQWVPXVWEHFRVWEHQHILFLDO

LHPXVWKDYHDSRVLWLYHUDWLRRIEHQHILWVWRFRVWV7KH)$$LPSOHPHQWVWKHVHSULQFLSOHVXVLQJ

SURJUDPJXLGDQFHWRHQVXUHWKHHIIHFWLYHXVHRIIHGHUDODLG

$ QDWLRQDO SULRULW\ V\VWHP JXLGHV WKH GLVWULEXWLRQ RI IXQGV ,QIRUPDWLRQ XVHG WR HVWDEOLVK WKH

SULRULW\LVVXSSOHPHQWHGE\VSHFLILFUHTXLUHPHQWVIRUVRPHDGGLWLRQDODQDO\VLVRUMXVWLILFDWLRQ)RU

H[DPSOH LQ FHUWDLQ FDVHV WKH DLUSRUW VSRQVRU PXVW SUHSDUH D EHQHILWFRVW DQDO\VLV IRU DLUSRUW

FDSDFLW\GHYHORSPHQWSURMHFWVWREHIXQGHGXQGHUWKH$LUSRUW,PSURYHPHQW3URJUDP$,3

 &RPSOLDQFH3URJUDP%DFNJURXQG7KH&LYLO$HURQDXWLFV$FWRIDVDPHQGHGDQG

WKH )$ $FW DV DPHQGHG FKDUJH WKH )$$ $GPLQLVWUDWRU ZLWK EURDG UHVSRQVLELOLWLHV IRU WKH

UHJXODWLRQRIDLUFRPPHUFHLQWKHLQWHUHVWVRIVDIHW\DQGQDWLRQDOGHIHQVHDQGIRUWKHGHYHORSPHQW

RIFLYLODHURQDXWLFV8QGHUWKHVHEURDGSRZHUVWKH)$$ZDVWDVNHGZLWKUHJXODWLRQRIDLUPHQ

DLUFUDIWQDYLJDEOHDLUVSDFHDQGDLUSRUWRSHUDWLRQV7KHIHGHUDOLQWHUHVWLQDGYDQFLQJFLYLODYLDWLRQ

KDVEHHQDXJPHQWHGE\YDULRXVOHJLVODWLYHDFWLRQVWKDWDXWKRUL]HSURJUDPVIRUJUDQWLQJSURSHUW\

IXQGVDQGRWKHUDVVLVWDQFHWRORFDOFRPPXQLWLHVWRGHYHORSDLUSRUWIDFLOLWLHV

,QHDFKSURJUDPWKHDLUSRUWVSRQVRUDVVXPHVFHUWDLQIHGHUDOREOLJDWLRQVHLWKHUE\FRQWUDFWRUE\

UHVWULFWLYH FRYHQDQWVLQ SURSHUW\ GHHGVWRPDLQWDLQ DQG RSHUDWHLWV DLUSRUW IDFLOLWLHV VDIHO\ DQG

HIILFLHQWO\DQGLQDFFRUGDQFHZLWKVSHFLILHGFRQGLWLRQV&RPPLWPHQWVDVVXPHGE\DLUSRUWVSRQVRUV

LQGHHGVRUJUDQWDJUHHPHQWVKDYHEHHQJHQHUDOO\VXFFHVVIXOLQ PDLQWDLQLQJDKLJKGHJUHHRIVDIHW\

DQG HIILFLHQF\ LQ DLUSRUW GHVLJQ FRQVWUXFWLRQ RSHUDWLRQ DQG PDLQWHQDQFH 7KH )$$ $LUSRUW

&RPSOLDQFH 3URJUDP HVWDEOLVKHV WKH SROLF\ DQG JXLGHOLQHV IRU PRQLWRULQJ WKH FRPSOLDQFH RI

DLUSRUWVSRQVRUVZLWKWKHLUREOLJDWLRQVWRWKH8QLWHG6WDWHVDQGIRUHQVXULQJWKDWDLUSRUWVVHUYHWKH

QHHGVRIFLYLODYLDWLRQ

Page 1-5 

• Airports should be developed in concert with improvements to the air traffic control 

system. 

• The airport system should support national objectives for defense, emergency readiness, 

and postal delivery. 

• The airport system should be extensive, providing as many people as possible with 

convenient access to air transportation, typically not more than 20 miles of travel to the 

nearest NPIAS airport. 

• The airport system should help air transportation contribute to a productive national 

economy and international competitiveness. 

Airports should beperrnanent with assurance that they will 

remain openfor aeronautical use over the long term. 

In addition to these principles specific to airport development, a guiding principle for federal 

infrastructure investment, as stated in Executive Order 12893, Principles for Federal 

Infrastructure Investments (January 26, 1994), is that such investments must be cost beneficial, 

i.e., must have a positive ratio of benefits to costs. The FAA implements these principles using 

program guidance to ensure the effective use of federal aid. 

A national priority system guides the distribution of funds. Information used to establish the 

priority is supplemented by specific requirements for some additional analysis orjustification. For 

example, in certain cases the airport sponsor must prepare a benefit-cost analysis for airport 

capacity development projects to be funded under the Airport Improvement Program (AIP). 

Compliance Program Background. The Civil Aeronautics Act of 1938, as amended, and 

the FA Act, as amended, charge the FAA Administrator with broad responsibilities for the 

regulation of air commerce in the interests of safety and national defense and for the development 

of civil aeronautics. Under these broad powers, the FAA was tasked with regulation of airmen, 

aircraft, navigable airspace, and airport operations. The federal interest in advancing civil aviation 

has been augmented by various legislative actions that authorize programs for granting property, 

funds, and other assistance to local communities to develop airport facilities. 

In each program, the airport sponsor assumes certain federal obligations, either by contract or by 

restrictive covenants in property deeds, to maintain and operate its airport facilities safely and 

efficiently and in accordance with specified conditions. Commitments assumed by airport sponsors 

in deeds or grant agreements have been generally successful in maintaining a high degree of safety 

and efficiency in airport design, construction, operation, and maintenance. The FAA Airport 

Compliance Program establishes the policy and guidelines for monitoring the compliance of 

airport sponsors with their obligations to the United States and for ensuring that airports serve the 

needs of civil aviation. 

1.8. 

11/22/2021 5190.6B Change 1 

Page 1-5 

• Airports should be developed in concert with improvements to the air traffic control 

system. 

• The airport system should support national objectives for defense, emergency readiness, 

and postal delivery. 

• The airport system should be extensive, providing as many people as possible with 

convenient access to air transportation, typically not more than 20 miles of travel to the 

nearest NPIAS airport. 

• The airport system should help air transportation contribute to a productive national 

economy and international competitiveness. 

Airports should beperrnanent with assurance that they will 

remain openfor aeronautical use over the long term. 

In addition to these principles specific to airport development, a guiding principle for federal 

infrastructure investment, as stated in Executive Order 12893, Principles for Federal 

Infrastructure Investments (January 26, 1994), is that such investments must be cost beneficial, 

i.e., must have a positive ratio of benefits to costs. The FAA implements these principles using 

program guidance to ensure the effective use of federal aid. 

A national priority system guides the distribution of funds. Information used to establish the 

priority is supplemented by specific requirements for some additional analysis orjustification. For 

example, in certain cases the airport sponsor must prepare a benefit-cost analysis for airport 

capacity development projects to be funded under the Airport Improvement Program (AIP). 

Compliance Program Background. The Civil Aeronautics Act of 1938, as amended, and 

the FA Act, as amended, charge the FAA Administrator with broad responsibilities for the 

regulation of air commerce in the interests of safety and national defense and for the development 

of civil aeronautics. Under these broad powers, the FAA was tasked with regulation of airmen, 

aircraft, navigable airspace, and airport operations. The federal interest in advancing civil aviation 

has been augmented by various legislative actions that authorize programs for granting property, 

funds, and other assistance to local communities to develop airport facilities. 

In each program, the airport sponsor assumes certain federal obligations, either by contract or by 

restrictive covenants in property deeds, to maintain and operate its airport facilities safely and 

efficiently and in accordance with specified conditions. Commitments assumed by airport sponsors 

in deeds or grant agreements have been generally successful in maintaining a high degree of safety 

and efficiency in airport design, construction, operation, and maintenance. The FAA Airport 

Compliance Program establishes the policy and guidelines for monitoring the compliance of 

airport sponsors with their obligations to the United States and for ensuring that airports serve the 

needs of civil aviation. 

1.8. 

11/22/2021 5190.6B Change 1 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 20 of 91
 % &KDQJH

3DJH

7KHIHGHUDOREOLJDWLRQVDVSRQVRUDVVXPHVLQDFFHSWLQJ

)$$DGPLQLVWHUHGDLUSRUWGHYHORSPHQWDVVLVWDQFHDUH

PDQGDWHGE\IHGHUDOVWDWXWH

 6RXUFHV RI $LUSRUW 6SRQVRU )HGHUDO 2EOLJDWLRQV 7KH IHGHUDO REOLJDWLRQV D VSRQVRU

DVVXPHVLQDFFHSWLQJ)$$DGPLQLVWHUHGDLUSRUWGHYHORSPHQWDVVLVWDQFHDUHPDQGDWHGE\IHGHUDO

VWDWXWHDQGLQFRUSRUDWHGLQWKHJUDQWDJUHHPHQWVDQGSURSHUW\ FRQYH\DQFH LQVWUXPHQWVHQWHUHGLQWR

E\WKHVSRQVRUDQGWKH8QLWHG6WDWHV*RYHUQPHQWLQFOXGLQJ

Page 1-6 

Thefederal obligations a sponsor assumes in accepting 

FAA administered airport development assistance are 

mandated by federal statute. 

Sources of Airport Sponsor Federal Obligations. The federal obligations a sponsor 

assumes in accepting FAA-administered airport development assistance are mandated by federal 

statute and incorporated in the grant agreements and property conveyance instruments entered into 

by the sponsor and the United States Government, including: 

Grant agreements issued under the various FAA-administered airport development grant 

programs through the years. These include, but are not limited to, the Federal Aid to Airports 

Program (FAAP), the Airport Development Aid Program (ADAP), and the Airport Improvement 

Program (AIP) under 49 U.S.C. § 47101, et seq. This statutory provision provides for federal 

airport financial assistance for the development of public use airports under the AIP established 

by the AAIA. Section 47107 sets forth assurances that FAA must include in every grant agreement 

as the sponsor's conditions for receiving federal financial assistance. (The current version of 49 

U.S.C. § 47107 can be found online.) Pursuant to and consistent with, 49 U.S.C. § 47107(g) and 

(h), the FAA has prescribed some additional assurances or requirements for sponsors beyond those 

specifically enumerated in 49 U.S.C. § 47107. These include requirements set forth in 49 U.S.C. 

§ 47106 and other statutes. 

Occasionally, there are special funding programs authorized by Congress to provide federal grants 

to airports for a specific purpose such as economic development or recovery (e.g., American 

Recovery and Reinvestment Act of 2009 (ARRA); Coronavirus Aid, Relief, and Economic 

Security Act (CARES), etc.). The grant agreements under these programs set forth the conditions 

for receiving the federal assistance and will vary depending on the purpose of the grant. 

Upon acceptance of an AIP grant, the assurances become a binding contractual obligation between 

the airport sponsor and the federal government. 

1.9. 

a. 

b. Instruments of surplus property transfer issued under the provisions of section 13(g) of the 

Surplus Property Act of 1944, as amended, 49U.S.C. §§ 47151-47153. 

Instruments of nonsurplus conveyance issued under section 16 of the 1946 Airport Act, as 

amended; under section 23 of the 1970 Airport Act, as amended; or under section 516 of the AAIA, 

c. 

as amended, codified at 49 U.S.C. § 47125. 

d. Exclusive Rights under section 303 of the Civil Aeronautics Act of 1938, as amended, and 

section 308(a) of the FAA Act, as amended, codified at 49 U.S.C. § 40103(e). 

e. Title VI of the Civil Rights Act of 1964, as amended. 

11/22/2021 5190.6B Change 1 

Page 1-6 

Thefederal obligations a sponsor assumes in accepting 

FAA administered airport development assistance are 

mandated by federal statute. 

Sources of Airport Sponsor Federal Obligations. The federal obligations a sponsor 

assumes in accepting FAA-administered airport development assistance are mandated by federal 

statute and incorporated in the grant agreements and property conveyance instruments entered into 

by the sponsor and the United States Government, including: 

Grant agreements issued under the various FAA-administered airport development grant 

programs through the years. These include, but are not limited to, the Federal Aid to Airports 

Program (FAAP), the Airport Development Aid Program (ADAP), and the Airport Improvement 

Program (AIP) under 49 U.S.C. § 47101, et seq. This statutory provision provides for federal 

airport financial assistance for the development of public use airports under the AIP established 

by the AAIA. Section 47107 sets forth assurances that FAA must include in every grant agreement 

as the sponsor's conditions for receiving federal financial assistance. (The current version of 49 

U.S.C. § 47107 can be found online.) Pursuant to and consistent with, 49 U.S.C. § 47107(g) and 

(h), the FAA has prescribed some additional assurances or requirements for sponsors beyond those 

specifically enumerated in 49 U.S.C. § 47107. These include requirements set forth in 49 U.S.C. 

§ 47106 and other statutes. 

Occasionally, there are special funding programs authorized by Congress to provide federal grants 

to airports for a specific purpose such as economic development or recovery (e.g., American 

Recovery and Reinvestment Act of 2009 (ARRA); Coronavirus Aid, Relief, and Economic 

Security Act (CARES), etc.). The grant agreements under these programs set forth the conditions 

for receiving the federal assistance and will vary depending on the purpose of the grant. 

Upon acceptance of an AIP grant, the assurances become a binding contractual obligation between 

the airport sponsor and the federal government. 

1.9. 

a. 

b. Instruments of surplus property transfer issued under the provisions of section 13(g) of the 

Surplus Property Act of 1944, as amended, 49U.S.C. §§ 47151-47153. 

Instruments of nonsurplus conveyance issued under section 16 of the 1946 Airport Act, as 

amended; under section 23 of the 1970 Airport Act, as amended; or under section 516 of the AAIA, 

c. 

as amended, codified at 49 U.S.C. § 47125. 

d. Exclusive Rights under section 303 of the Civil Aeronautics Act of 1938, as amended, and 

section 308(a) of the FAA Act, as amended, codified at 49 U.S.C. § 40103(e). 

e. Title VI of the Civil Rights Act of 1964, as amended. 

11/22/2021 5190.6B Change 1 

*UDQWDJUHHPHQWVLVVXHGXQGHUWKHYDULRXV)$$DGPLQLVWHUHG DLUSRUWGHYHORSPHQWJUDQW

SURJUDPVWKURXJKWKH \HDUV 7KHVHLQFOXGH EXWDUH QRWOLPLWHGWRWKH )HGHUDO$LGWR$LUSRUWV

3URJUDP)$$3WKH$LUSRUW'HYHORSPHQW$LG3URJUDP$'$3DQGWKH$LUSRUW,PSURYHPHQW

3URJUDP $,3 XQGHU86&  HW VHT 7KLV VWDWXWRU\SURYLVLRQSURYLGHVIRUIHGHUDO

DLUSRUWILQDQFLDODVVLVWDQFHIRUWKHGHYHORSPHQWRISXEOLFXVH DLUSRUWVXQGHUWKH$,3HVWDEOLVKHG

E\WKH$$,$ 6HFWLRQ VHWVIRUWKDVVXUDQFHVWKDW)$$PXVWLQFOXGHLQHYHU\JUDQWDJUHHPHQW

DVWKHVSRQVRU¶VFRQGLWLRQVIRUUHFHLYLQJIHGHUDOILQDQFLDODVVLVWDQFH 7KHFXUUHQWYHUVLRQRI

86& FDQEHIRXQGRQOLQH3XUVXDQWWRDQGFRQVLVWHQW ZLWK86& JDQG

KWKH)$$KDVSUHVFULEHGVRPHDGGLWLRQDODVVXUDQFHVRUUHTXLUHPHQWVIRUVSRQVRUVEH\RQGWKRVH

VSHFLILFDOO\HQXPHUDWHGLQ86& 7KHVHLQFOXGHUHTXLUHPHQWVVHWIRUWKLQ86&

  DQGRWKHUVWDWXWHV

2FFDVLRQDOO\WKHUHDUHVSHFLDOIXQGLQJSURJUDPVDXWKRUL]HGE\&RQJUHVVWRSURYLGHIHGHUDOJUDQWV

WR DLUSRUWV IRU D VSHFLILF SXUSRVHVXFK DV HFRQRPLF GHYHORSPHQW RU UHFRYHU\HJ $PHULFDQ

5HFRYHU\ DQG 5HLQYHVWPHQW $FW RI  $55$ &RURQDYLUXV $LG 5HOLHI DQG (FRQRPLF

6HFXULW\$FW &$5(6HWF7KHJUDQWDJUHHPHQWVXQGHUWKHVHSURJUDPVVHWIRUWKWKHFRQGLWLRQV

IRUUHFHLYLQJWKHIHGHUDODVVLVWDQFHDQGZLOOYDU\GHSHQGLQJRQWKHSXUSRVHRIWKHJUDQW

8SRQDFFHSWDQFHRIDQ$,3JUDQWWKHDVVXUDQFHVEHFRPH DELQGLQJFRQWUDFWXDOREOLJDWLRQEHWZHHQ

WKHDLUSRUWVSRQVRUDQGWKHIHGHUDOJRYHUQPHQW

,QVWUXPHQWVRIVXUSOXVSURSHUW\ WUDQVIHULVVXHGXQGHUWKHSURYLVLRQVRIVHFWLRQJ RIWKH

6XUSOXV3URSHUW\$FW RIDVDPHQGHG86& 

,QVWUXPHQWVRIQRQVXUSOXVFRQYH\DQFH LVVXHGXQGHUVHFWLRQ RIWKH$LUSRUW$FWDV

DPHQGHGXQGHUVHFWLRQ RIWKH$LUSRUW$FWDVDPHQGHGRUXQGHU VHFWLRQ RIWKH$$,$

DV DPHQGHG FRGLILHG DW86&

([FOXVLYH5LJKWVXQGHU VHFWLRQ RIWKH&LYLO$HURQDXWLFV$FWRIDVDPHQGHGDQG

VHFWLRQD RIWKH)$$$FWDVDPHQGHGFRGLILHGDW86&H

7LWOH9,RIWKH&LYLO5LJKWV $FWRIDVDPHQGHG

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 21 of 91
 % &KDQJH

3DJH

 )$$ $XWKRULW\ WR

$GPLQLVWHU WKH &RPSOLDQFH

3URJUDP 5HVSRQVLELOLW\ IRU

PRQLWRULQJ DQG HQVXULQJ DLUSRUW

VSRQVRUFRPSOLDQFHZLWKDSSOLFDEOH

IHGHUDO REOLJDWLRQVLV YHVWHGLQWKH

6HFUHWDU\ RI 7UDQVSRUWDWLRQ E\

VWDWXWH DQG GHOHJDWHG WR WKH )$$

XQGHU &)5

Page 1-7 

Authority 

Administer the Compliance 

Program. Responsibility for 

monitoring and ensuring airport 

sponsor compliance with applicable 

federal obligations is vested in the 

Secretary of Transportation by 

statute and delegated to the FAA 

1.10. FAA to 

£w*m 

under 49 CFR§ 1.83: 

003 

Surplus Property 

Transfers. Surplus property 

instruments of transfer were issued 

a. 

The FAA is also charged with responsibility for monitoring and 

enforcing compliance of federally obligated sponsors with the 

provisions prohibiting exclusive rights set forth in section 303 of the 

Civil Aeronautics Act of 1938, as amended, and in section 308(a) of 

the FAA Act, as amended. The exclusive rights prohibition was 

designed to ensure that airports maintain public access and 

availability to all aeronautical users at airports funded with federal 

assistance. This applies to all commercial and noncommercial 

aeronautical users alike, from private aircraft operators (i.e., 

general aviation) to airlines and all aeronautical ground services. 

by the War Assets Administration 

(WAA) and are now issued by its 

successor, the General Services 

Administration (GSA). However, 

section 3 of Public Law (Pub. L.) 

81-311 specifically vests the FAA 

with the sole responsibility for 

determining 

compliance with the terms and 

conditions of all instruments of 

and enforcing (Photos: FAA) 

transfer by which surplus airport 

property is, or has been, conveyed 

to nonfederal public agencies 

pursuant to the Surplus Property 

Act of 1944, as amended. J 

N789CH J . r, b. Nonsurplus Property 

Transfers. Nonsurplus property 

transfers are conveyances under 

section 16 of the 1946 Airport Act, 

under section 23 of the 1970 Airport 

Act, or under section 516 of the 

m 

AAIA, codified at 49 U.S.C. § 

47125. These are also referred to as 

nonsurplus property conveyances. 

Instruments of property conveyance issued under these sections are also issued by agencies other 

than the FAA. The conveyance instrument, deed, or quitclaim document assigns monitoring and 

enforcement responsibility to the FAA. 

Grant agreements from the FAAP, ADAP, and the ATP programs (e.g., ARRA, 

CARES, etc.). The FAA is vested with jurisdiction over monitoring and enforcing grant 

agreements that the FAA and its predecessor, the CAA, executed on behalf of the United States. 

Exclusive Rights Prohibition. The FAA is also charged with responsibility for 

monitoring and enforcing compliance with the provisions prohibiting exclusive rights set forth in 

c. 

d. 

11/22/2021 5190.6B Change 1 

Page 1-7 

Authority 

Administer the Compliance 

Program. Responsibility for 

monitoring and ensuring airport 

sponsor compliance with applicable 

federal obligations is vested in the 

Secretary of Transportation by 

statute and delegated to the FAA 

1.10. FAA to 

£w*m 

under 49 CFR§ 1.83: 

003 

Surplus Property 

Transfers. Surplus property 

instruments of transfer were issued 

a. 

The FAA is also charged with responsibility for monitoring and 

enforcing compliance of federally obligated sponsors with the 

provisions prohibiting exclusive rights set forth in section 303 of the 

Civil Aeronautics Act of 1938, as amended, and in section 308(a) of 

the FAA Act, as amended. The exclusive rights prohibition was 

designed to ensure that airports maintain public access and 

availability to all aeronautical users at airports funded with federal 

assistance. This applies to all commercial and noncommercial 

aeronautical users alike, from private aircraft operators (i.e., 

general aviation) to airlines and all aeronautical ground services. 

by the War Assets Administration 

(WAA) and are now issued by its 

successor, the General Services 

Administration (GSA). However, 

section 3 of Public Law (Pub. L.) 

81-311 specifically vests the FAA 

with the sole responsibility for 

determining 

compliance with the terms and 

conditions of all instruments of 

and enforcing (Photos: FAA) 

transfer by which surplus airport 

property is, or has been, conveyed 

to nonfederal public agencies 

pursuant to the Surplus Property 

Act of 1944, as amended. J 

N789CH J . r, b. Nonsurplus Property 

Transfers. Nonsurplus property 

transfers are conveyances under 

section 16 of the 1946 Airport Act, 

under section 23 of the 1970 Airport 

Act, or under section 516 of the 

m 

AAIA, codified at 49 U.S.C. § 

47125. These are also referred to as 

nonsurplus property conveyances. 

Instruments of property conveyance issued under these sections are also issued by agencies other 

than the FAA. The conveyance instrument, deed, or quitclaim document assigns monitoring and 

enforcement responsibility to the FAA. 

Grant agreements from the FAAP, ADAP, and the ATP programs (e.g., ARRA, 

CARES, etc.). The FAA is vested with jurisdiction over monitoring and enforcing grant 

agreements that the FAA and its predecessor, the CAA, executed on behalf of the United States. 

Exclusive Rights Prohibition. The FAA is also charged with responsibility for 

monitoring and enforcing compliance with the provisions prohibiting exclusive rights set forth in 

c. 

d. 

11/22/2021 5190.6B Change 1 

6XUSOXV 3URSHUW\

7UDQVIHUV 6XUSOXV SURSHUW\

LQVWUXPHQWVRIWUDQVIHUZHUHLVVXHG

E\ WKH :DU $VVHWV $GPLQLVWUDWLRQ

:$$ DQG DUH QRZ LVVXHG E\ LWV

VXFFHVVRU WKH *HQHUDO 6HUYLFHV

$GPLQLVWUDWLRQ *6$ +RZHYHU

VHFWLRQ  RI 3XEOLF /DZ 3XE /

 VSHFLILFDOO\ YHVWV WKH )$$

ZLWK WKH VROH UHVSRQVLELOLW\ IRU

GHWHUPLQLQJ DQG HQIRUFLQJ

FRPSOLDQFH ZLWK WKH WHUPV DQG

FRQGLWLRQV RI DOO LQVWUXPHQWV RI

WUDQVIHU E\ ZKLFK VXUSOXV DLUSRUW

SURSHUW\LV RU KDV EHHQFRQYH\HG

WR QRQIHGHUDO SXEOLF DJHQFLHV

SXUVXDQW WR WKH 6XUSOXV 3URSHUW\

$FW RIDVDPHQGHG

1RQVXUSOXV 3URSHUW\

7UDQVIHUV 1RQVXUSOXV SURSHUW\

WUDQVIHUV DUH FRQYH\DQFHV XQGHU

VHFWLRQ RIWKH$LUSRUW$FW

XQGHUVHFWLRQRIWKH$LUSRUW

$FW RU XQGHU VHFWLRQ  RI WKH

$$,$ FRGLILHG DW  86& 

 7KHVHDUHDOVRUHIHUUHGWRDV

QRQVXUSOXV SURSHUW\ FRQYH\DQFHV

,QVWUXPHQWVRISURSHUW\FRQYH\DQFHLVVXHGXQGHUWKHVHVHFWLRQVDUHDOVRLVVXHGE\DJHQFLHVRWKHU

WKDQWKH)$$ 7KHFRQYH\DQFHLQVWUXPHQWGHHGRUTXLWFODLP GRFXPHQWDVVLJQVPRQLWRULQJDQG

HQIRUFHPHQWUHVSRQVLELOLW\WRWKH)$$

*UDQW DJUHHPHQWV IURP WKH )$$3 $'$3 DQG WKH $,3 SURJUDPV HJ $55$

&$5(6 HWF 7KH )$$ LV YHVWHG ZLWK MXULVGLFWLRQ RYHU PRQLWRULQJ DQG HQIRUFLQJ JUDQW

DJUHHPHQWVWKDWWKH)$$DQGLWVSUHGHFHVVRUWKH&$$H[HFXWHGRQEHKDOIRIWKH8QLWHG6WDWHV

([FOXVLYH 5LJKWV 3URKLELWLRQ 7KH )$$ LV DOVR FKDUJHG ZLWK UHVSRQVLELOLW\ IRU

PRQLWRULQJDQGHQIRUFLQJFRPSOLDQFHZLWKWKHSURYLVLRQVSURKLELWLQJ H[FOXVLYHULJKWVVHWIRUWKLQ

7KH )$$ LV DOVR FKDUJHG ZLWK UHVSRQVLELOLW\ IRU PRQLWRULQJ DQG

HQIRUFLQJ FRPSOLDQFH RI IHGHUDOO\ REOLJDWHG VSRQVRUV ZLWK WKH

SURYLVLRQVSURKLELWLQJH[FOXVLYHULJKWVVHWIRUWKLQVHFWLRQRIWKH

&LYLO$HURQDXWLFV$FWRIDVDPHQGHGDQGLQVHFWLRQDRI

WKH )$$ $FW DV DPHQGHG 7KH H[FOXVLYH ULJKWV SURKLELWLRQ ZDV

GHVLJQHG WR HQVXUH WKDW DLUSRUWV PDLQWDLQ SXEOLF DFFHVV DQG

DYDLODELOLW\WRDOODHURQDXWLFDOXVHUVDWDLUSRUWVIXQGHGZLWKIHGHUDO

DVVLVWDQFH 7KLV DSSOLHV WR DOO FRPPHUFLDO DQG QRQFRPPHUFLDO

DHURQDXWLFDO XVHUV DOLNH IURP SULYDWH DLUFUDIW RSHUDWRUV LH

JHQHUDODYLDWLRQWRDLUOLQHVDQGDOODHURQDXWLFDOJURXQGVHUYLFHV

3KRWRV)$$

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 22 of 91
 % &KDQJH

3DJH

VHFWLRQRIWKH&LYLO$HURQDXWLFV$FWRIDVDPHQGHGDQGLQ VHFWLRQDRIWKH)$$

$FWDVDPHQGHGFRGLILHGDW86&H

Page 1-8 

section 303 of the Civil Aeronautics Act of 1938, as amended, and in section 308(a) of the FAA 

Act, as amended, codified at 49 U.S.C. § 40103(e). 

Amendment, Modification, or Release of Airport Sponsor Federal Obligations. The 

authority of the FAA to release or modify the terms and conditions of airport sponsor grant 

agreements varies based on the respective types of agreements. Pub. L. 81-311 prescribes specific 

circumstances and conditions under which the FAA may release, modify, or amend the terms and 

conditions of surplus property conveyances. While the FAA has the ability to amend, modify, or 

release an airport sponsor from a federal obligation, the FAA is not required to do so. The FAA 

exercises its discretion when releasing a sponsor from any of its obligations. For additional 

information, refer to chapter 22 of this Order. Releasesfrom Federal Obligations. 

1.11. Statutory Limitation on FAA Authority 

The FAA Reauthorization Act of 2018 (Pub. L. 115-254), Section 163 narrowed the scope of the 

FAA's authority over airport land uses. 

1.12 through 1.14 reserved. 

e. 

11/22/2021 5190.6B Change 1 

Page 1-8 

section 303 of the Civil Aeronautics Act of 1938, as amended, and in section 308(a) of the FAA 

Act, as amended, codified at 49 U.S.C. § 40103(e). 

Amendment, Modification, or Release of Airport Sponsor Federal Obligations. The 

authority of the FAA to release or modify the terms and conditions of airport sponsor grant 

agreements varies based on the respective types of agreements. Pub. L. 81-311 prescribes specific 

circumstances and conditions under which the FAA may release, modify, or amend the terms and 

conditions of surplus property conveyances. While the FAA has the ability to amend, modify, or 

release an airport sponsor from a federal obligation, the FAA is not required to do so. The FAA 

exercises its discretion when releasing a sponsor from any of its obligations. For additional 

information, refer to chapter 22 of this Order. Releasesfrom Federal Obligations. 

1.11. Statutory Limitation on FAA Authority 

The FAA Reauthorization Act of 2018 (Pub. L. 115-254), Section 163 narrowed the scope of the 

FAA's authority over airport land uses. 

1.12 through 1.14 reserved. 

e. 

11/22/2021 5190.6B Change 1 

$PHQGPHQW0RGLILFDWLRQRU5HOHDVHRI$LUSRUW6SRQVRU)HGHUDO 2EOLJDWLRQV 7KH

DXWKRULW\ RI WKH )$$ WR UHOHDVH RU PRGLI\ WKH WHUPV DQG FRQGLWLRQV RI DLUSRUW VSRQVRU JUDQW

DJUHHPHQWVYDULHVEDVHGRQWKHUHVSHFWLYHW\SHVRIDJUHHPHQWV 3XE / SUHVFULEHVVSHFLILF

FLUFXPVWDQFHVDQGFRQGLWLRQVXQGHUZKLFKWKH)$$PD\UHOHDVHPRGLI\RUDPHQGWKHWHUPVDQG

FRQGLWLRQVRIVXUSOXVSURSHUW\FRQYH\DQFHV :KLOHWKH)$$KDVWKHDELOLW\WRDPHQGPRGLI\RU

UHOHDVHDQDLUSRUWVSRQVRUIURPDIHGHUDOREOLJDWLRQWKH)$$LVQRWUHTXLUHGWRGRVR 7KH)$$

H[HUFLVHV LWV GLVFUHWLRQ ZKHQ UHOHDVLQJ D VSRQVRU IURP DQ\ RI LWV REOLJDWLRQV )RU DGGLWLRQDO

LQIRUPDWLRQUHIHUWRFKDSWHURIWKLV2UGHU5HOHDVHVIURP)HGHUDO2EOLJDWLRQV

 6WDWXWRU\/LPLWDWLRQRQ)$$$XWKRULW\

7KH)$$5HDXWKRUL]DWLRQ$FWRI 3XE/6HFWLRQQDUURZHGWKHVFRSHRIWKH

)$$¶VDXWKRULW\RYHUDLUSRUWODQGXVHV

 WKURXJKUHVHUYHG

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 23 of 91
9/30/2009 5190.6B Change1

Page 2-1

Chapter 2: Compliance Program

2.1. Introduction. This chapter is an 

introduction to the Federal Aviation 

Administration (FAA) Airport Compliance 

Program. The basis of sponsor federal 

obligations resides with federal statute, the 

Airport Improvement Program (AIP) grant 

program, land transfer documents, and surplus 

property agreements. It is the responsibility of 

the FAA airports district offices (ADOs) and 

regional airports divisions to advise sponsors of 

their compliance requirements and to ensure 

that sponsors comply with their federal 

obligations.

2.2. Background. The FAA Airport 

Compliance Program enforces contractual 

federal obligations that a sponsor accepts when 

receiving federal grant funds or the transfer of 

federal property. These contractual federal 

obligations serve to protect the public's interest 

in civil aviation and achieve compliance with 

federal statutes. Given the great number of 

federally obligated airports and the variety of 

federal obligations, the compliance program 

primarily focuses on education with the goal of 

achieving voluntary compliance. The program 

supplements this educational approach with periodic compliance monitoring and vigorous 

investigation of potential violations.

2.3. Determining if an Airport is Federally Obligated.

General Information. One source for determining if an airport is federally obligated is 

FAA Order 5190.2R, List of Public Airports Affected by Agreements with the Federal Government, 

published in 1990. The Order contains a listing of all publicly and privately owned public use 

airports that are affected by agreements with the federal government and handled by the FAA.

Line 25 of Form 5010, The Airport Master Record, indicates whether the airport is obligated. Form 

5010 is available online.

Information Codes. In FAA Order 5190.2R and on Form 5010, relevant federal obligation 

data is presented in the form of codes, such as G, R, S or P. Each code represents a particular 

federal obligation type. (Refer to the list of Federal Obligation Codes at the end of this chapter for 

details.)

One source to determine if an airport is federally 

obligated is FAA Order 5190.2R, List of Public 

Airports Affected by Agreements with the Federal 

Government, published in 1990.

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 24 of 91
9/30/2009 5190.6B Change1

Page 2-2

2.4. Objectives of the Compliance Program.

Voluntary Compliance and Enforcement Actions. Most violations of sponsor federal 

obligations are not a deliberate attempt to circumvent federal obligations. Generally, violations 

occur because sponsors do not understand specific requirements or how a requirement applies to 

a specific circumstance. Therefore, the program works to ensure sponsors are fully informed of 

their federal obligations and of the applicability of those obligations to the circumstances at a given 

airport. Informal resolution is the preferred course of action. (See chapter 5 of this Order, 

Complaint Resolution.)

When reasonable efforts have failed to achieve voluntary compliance on the part of the sponsor, 

the FAA may take more formal compliance actions. This may result in withholding federal funds, 

issuing a Notice of Investigation (NOI) under 14 Code of Federal Regulations (CFR) Part 16, or 

initiating judicial action if 

warranted. An option available to 

the and regional airports 

divisions during the informal 

resolution process is to limit AIP 

grant funding to entitlement 

funding only; issuing a NOI or 

initiating formal legal action are 

options exercised by the FAA 

Headquarters Airport 

Compliance Division (ACO100) in accordance with 14 CFR 

Part 16 procedures.

Advisory Services.

Generally, the FAA will not 

substitute its judgment for that of 

the airport sponsor in matters of 

administration and management 

of airport facilities.

However, the FAA is in a 

position to assist airport sponsors 

in achieving voluntary 

compliance through guidance 

and counsel about the nature and 

applicability of federal 

compliance obligations affecting their airports.

Compliance Oversight. Given the approximately 2,800 federally obligated airports, the 

FAA cannot practically conduct compliance oversight with an annual visit or review at each 

airport.

However, periodic monitoring of a certain number of federally obligated airports is necessary to 

identify individual issues and problems that may be indicative of system deficiencies.

In developing priorities for the regional administration of the compliance 

program, FAA personnel should direct attention to those airports with the 

greatest potential for compliance problems and to issues that have the 

largest impact on aeronautical users. Variables such as the number of based 

aircraft and annual aircraft operations are valid indicators of the impact of 

a particular airport. The classification of the airport – such as being a 

reliever airport like the Martin State Airport in Maryland (above) – is 

another valid indicator of the role and the impact a particular airport has in 

the nation’s airport system. (Photo: FAA)

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 25 of 91
9/30/2009 5190.6B Change1

Page 2-3

Uniform Application of 

Remedies. FAA personnel involved 

in compliance should make every 

effort to obtain voluntary 

compliance; enforcement actions on 

nonsafety compliance matters should 

be taken only after exhausting all 

other appropriate measures.

When enforcement action is taken, it 

must be fair and applied in a uniform 

manner. When safety issues are 

identified, expeditious action must be 

pursued.

When safety issues are 

identified, expeditious 

action is expected.

2.5. Program Elements.

Education is the primary tool for 

achieving program compliance.

However, to maintain program 

integrity, FAA personnel must also 

include limited surveillance to detect 

recurring deficiencies, system 

weaknesses, or abuses by sponsors.

Investigation and resolution of 

complaints is the most important tool 

of the compliance program.

When FAA efforts fail to obtain voluntary compliance, enforcement actions must be pursued.

Education. The education of sponsors may take many forms, beginning the sponsor 

receives its first federal grant or transfer of federal property. ADOs and FAA regional airports 

divisions should discuss with first-time sponsors the impact of specific grant assurances and/or 

land transfer federal obligations and let them know that the offices will continue to provide 

advisory services.

At least once every three years, FAA personnel should advise sponsors in writing to review their 

grant or land-transfer federal obligations. Compliance personnel should also provide sponsors with 

information or material to aid sponsors’ understanding of their federal obligations.

Finally, sponsors should be encouraged to conduct or participate in periodic seminars or courses 

for federally obligated airports. In many instances, FAA regional airports divisions host or sponsor 

Consistent with the FAA mission, the most important objective 

in FAA's oversight of the compliance program is to ensure and 

preserve safety at federally obligated airports. Safety includes, 

among other things, maintaining runways, taxiways, and other 

operational areas in a safe and usable condition; keeping 

runway approaches cleared; providing operable and wellmaintained marking and lighting in order to ensure safe aircraft 

operations. (Photo: FAA)

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 26 of 91
9/30/2009 5190.6B Change1

Page 2-4

airport-related events, such as 

conferences, that are good 

opportunities to disseminate 

information regarding airport 

compliance.

Surveillance. Surveillance is 

the process of gathering data on the 

condition or operation of an airport to 

determine the sponsor’s compliance 

with federal obligations. FAA 

personnel routinely gather such 

information during their site visits to 

airports. In addition, information is 

gathered from other sources, including 

other FAA offices, state inspectors, 

airport tenants, and information forms, 

such as FAA Form 5010, Airport 

Master Record.2F2F

3

FAA personnel may also conduct 

surveillance by means of telephone 

discussions or written correspondence 

with appropriate airport officials to 

learn if potential problems exist.

Further follow up through on-site 

surveillance may or may not be 

necessary depending on the 

information obtained. The information 

received should be documented and 

maintained for future reference. Alternately, FAA personnel may provide sponsors with printed 

material that identifies and explains the federal obligations accepted by that sponsor.

Findings from surveillance inspections should be shared 

with other federally obligated airports as an additional 

means of educating sponsors.

Investigations of Complaints. ADOs and regional airports divisions must investigate 

complaints from aeronautical users alleging that an airport is not complying with its federal 

obligations. FAA personnel should complete the investigation in a timely manner and notify the 

complainant in writing of the outcome of any investigation. Informal complaints need to be 

addressed in a timely manner (within 120 days, if possible). When an investigation reveals a 

violation of a federal obligation, ADOs and regional airports divisions should initiate a timely 

3

In many instances, state aviation inspectors gather the data for inclusion in FAA Form 5010 on behalf of the FAA. 

The airport compliance program is administered by the 

Airport Compliance Division (ACO-100) at FAA 

headquarters. As a division of the Office of Airport 

Compliance and Management Analysis (ACO), the Airport 

Compliance Division provides overall guidance and direction 

for conducting the compliance program. Part of the program 

relies on the formal investigative process set forth at 14 CFR

Part 16.

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 27 of 91
9/30/2009 5190.6B Change1

Page 2-5

dialogue with the affected airport and attempt to achieve voluntary compliance as soon as 

practicable.

Safety-related issues may require expedited action on the part of the FAA. Where appropriate, 

airport sponsors should also use an airport safety self-inspection checklist as a means to assist in 

ensuring safe airport operations.

2.6. Priorities and Emphasis. When pursuing remedial or enforcement actions, the FAA 

considers all federal airport obligations important. However, consistent with the FAA mission, the 

most important objective in FAA's oversight of the compliance program is to ensure and preserve 

safety at all federally obligated airports.

Ensuring safe airport operations includes maintaining runways, taxiways, and other operational 

areas in a safe and usable condition; keeping runway approaches cleared; providing operable and 

well-maintained marking and lighting; etc.

In developing priorities for compliance surveillance in the region, FAA personnel should direct 

attention to those airports with the greatest potential for compliance problems and to those issues 

that have the largest impact on aeronautical users.

2.7. Responsibilities.

The Airport Compliance Program is administered by the Airport Compliance Division 

(ACO-100) at FAA headquarters. As a division of the Office of Airport Compliance and Field 

Operations (ACO), the Airport Compliance Division provides overall guidance and direction for 

conducting the compliance program. It conducts evaluations to determine compliance with the 

guidance contained in this Order. It also looks for opportunities to improve the quality of the 

compliance program. The Airport Compliance Division conducts recurrent training and on-request 

training to ADOs and regional airports divisions. Additionally, the Airport Compliance Division 

is responsible for elaborating policy, supporting ADOs and regional airports divisions in 

conducting informal resolution, and resolving formal complaints. The Airport Compliance 

Division also directs the formal enforcement of FAA grant obligations, as well as surplus and 

nonsurplus property conveyances. The Airport Compliance Division prepares generalized 

educational materials for ADOs and regional airports divisions to use in their compliance 

programs.

ADOs and regional airports divisions are responsible for the day-to-day conduct of the 

compliance program in accordance with the direction provided in this Order. This guidance 

establishes the basic requirements and goals to be achieved in the compliance program.

Compliance is an essential component in safeguarding both the federal investment and the public’s 

interest in civil aviation. This also includes ensuring public access to the national system of 

airports.

Only the Director, Office of Airport Compliance and (ACO-1) in FAA headquarters, 

generally through the formal Part 16 process, can order the suspension of primary entitlement 

grants. However, the ADOs and regional airports divisions – in conjunction with ACO-100 – can 

make decisions to suspend discretionary funding, including nonprimary entitlement grants.

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 28 of 91
9/30/2009 5190.6B Change1

Page 2-6

2.8. Analyzing Compliance Status.

Data Analysis. FAA compliance personnel should carefully analyze accumulated data in 

evaluating a sponsor's compliance performance and identifying appropriate actions to correct any 

deficiencies noted. More often than not, when apprised of a deficiency, a sponsor will ask for 

recommendations to correct the problem.

Preliminary assessment. FAA must make a judgment call in all cases as to whether a 

sponsor is reasonably meeting its federal commitments. A sponsor meets its commitments when:

(1). the federal obligations are fully understood;

(2). a program (e.g., preventive maintenance, leasing policies, operating regulations, 

etc.) is in place that the FAA deems adequate to carry out the sponsor’s commitments;

(3). the sponsor satisfactorily demonstrates that such a program is being carried out; 

and,

(4). past compliance issues have been addressed.

Follow-up.

(1). Each ADO or regional airports division should develop a system to follow up and 

ensure that airports take action on any identified compliance deficiencies until the airport 

sponsor achieves compliance. Failing to follow up on compliance issues at the ADO or 

regional airports division level may lead to unnecessary and resource-intensive formal 

complaints.

(2). FAA compliance personnel must initiate action at those airports that are not being 

maintained or operated in accordance with the sponsors' commitments, especially if safety 

is involved. The offices should make an effort to help the sponsor meet these commitments 

voluntarily. When the sponsor has demonstrated an unwillingness to make the corrections 

necessary to achieve compliance, the offices must pursue corrective enforcement and 

document such actions.

(3). FAA may undertake a formal compliance inspection in response to a complaint.

Such an inspection may also take place whenever the FAA has any reason to believe that 

a sponsor may be in violation of one or more of its federal obligations. Appendix G of this 

Order, Formal Compliance Inspection, contains the procedures and form(s) to follow in a 

formal compliance inspection.

2.9. Compliance Determination. FAA personnel must remain aware of which airports are not 

in compliance in their areas of responsibility. Before the ADO can issue a federal airport grant, it 

must make an official determination that the sponsor is in compliance with its federal obligations.

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 29 of 91
9/30/2009 5190.6B Change1

Page 2-7

A determination of compliance is a judgment call based on a review of all available data 

concerning the airport and the circumstances involving its operation. The review need not include 

a formal compliance inspection or a formal compliance determination. It should, however, include 

the properly 

documented review 

of available data on 

hand. At the region’s 

discretion, the ADO 

may rely on a 

sponsor's selfcertification of 

compliance when 

making a compliance 

determination prior 

issuing a grant.

However, it is 

important that all 

data used to support 

this determination, 

including informal 

complaints and 

related materials, be 

analyzed and 

recorded in the 

appropriate files.

Notification.

When the ADO’s 

assessment of the 

sponsor's 

performance 

concludes that the 

sponsor is not 

meeting its federal 

compliance 

obligations, the ADO 

must give the 

sponsor notification 

of apparent 

noncompliance.

Failure to provide 

such notice delays 

the corrective action

and the problem may 

become more 

difficult to resolve at 

a future date. Prompt 

The sponsor will be considered in compliance if the physical condition of paving, 

lighting, grading, runway, marking, etc., meet applicable standards and if the 

sponsor is following realistic procedures to preserve these facilities in an 

acceptable condition. This requirement also applies to federally obligated 

airports in the national systems that were previously military bases. In this 

photograph, we see the ramp of the Naval Air Station Miami in 1943. Today, this 

former Navy base is known as the Opa-Locka Airport near Miami, Florida. 

(Photo: National Archives)

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 30 of 91
9/30/2009 5190.6B Change1

Page 2-8

communication between the ADO and the sponsor about compliance deficiencies is essential to 

solving problems early before they become more difficult to resolve.

Actions Needed to Correct Noncompliance. The ADO notification must clearly spell out 

the actions needed to correct the compliance deficiency. The office should also perform a timely 

follow-up review to ensure completion of the corrective action. 

2.10. Airport Noncompliance List (ANL). As a result of its compliance functions, FAA 

headquarters Airport Compliance Division (ACO-100) issues an Airport Noncompliance List

(ANL) on a regular basis.

The ANL lists those obligated airports with egregious violations where the airport sponsor has 

been informally determined to be in noncompliance with its grant assurances and/or surplus 

property obligations as of a particular date. An airport is placed on the ANL if it falls in one or 

more of the following categories and the violations are so egregious as to preclude additional 

federal financial assistance until the issues are resolved:

Airports with a formal finding of noncompliance under 14 CFR Part 16 if corrective action

has not been taken,

Airports listed in the Airport Improvement Program (AIP) Report to Congress under 49 

U.S.C. § 47131 for certain land use violations,

Airports that are clearly in noncompliance despite FAA requests to the sponsor for 

corrective action, and

Airports where the violations are so egregious as to preclude additional federal financial 

assistance until the issues are resolved.

The ANL lists obligated airports with egregious violations 

where the airport sponsor has been informally determined 

to be in noncompliance with its grant assurances and/or 

surplus property obligations as of a particular date

The Airport Noncompliance List is essentially an internal notification from ACO-100 to other 

FAA Airports offices regarding which airports are not to receive any further discretionary grants 

authorized under 49 U.S.C. § 47115 until corrective action is achieved. The formal findings of 

noncompliance under 14 CFR Part 16 that support the withholding of grants under 49 U.S.C. 

§ 47114(c).

ACO-1 updates the Airport Noncompliance List as changes occur. The listing is automatically 

superseded as soon as a new is issued. Additional information on those airports having land use 

compliance issues may be available under the “Planning Section” of the System of Airports 

Reporting (SOAR) by using the airport identification (ID) function or by generating a Compliance 

Report from the same database. For a generic sample Noncompliance List, refer to Appendix G-1

of this Order.

2.11 through 2.15 reserve

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 31 of 91
9/30/2009 5190.6B Change1

Page 2-9

Federal Obligation Codes

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 32 of 91
9/30/2009 5190.6B Change1

Page 2-10

Sample FAA Form 5010 Airport Master Record

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 33 of 91
9/30/2009 5190.6B Change1

Page 2-11

AIRPORT GRANT ASSURANCE SELF COMPLIANCE CERTIFICATION

I hereby certify that the below named airport is in compliance with all the terms and conditions of existing Federal 

Aviation Administration Grants and other assumed federal obligations with regard to: (Please check or initial each)

a. Exclusive Rights Prohibition.

b. Maintenance of the Airport. Safe operation, control, and maintenance of airport facilities.

c. Protection of approaches.

d. Compatible land use.

e. Availability of facility to all types, kinds and classes of aeronautical activity on fair and reasonable 

terms without unjust discrimination.

f. An approved ALP and Exhibit “A” is on file with the FAA which reflects the current land use of the 

airport.

g. Utilization of Surplus Property is proper.

h. Utilization of section 16/23/516 lands is proper.

i. Sale or disposal of property acquired under FAAP/ADAP/AIP.

j. Utilization and accounting of airport revenues is proper.

k. Fee and rental rate structures which are maintained will make the airport as self-sustaining as possible.

l. Sponsor rights and powers are preserved.

m. To the best of my knowledge, the lease log reflects all major leases on the airport or airport property.

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 34 of 91
9/30/2009 5190.6B Change1

Page 2-12

A Guide to Sponsor Obligations

This guide provides information on various obligations by airport sponsors through federal 

agreements and/or property conveyances. The obligations listed are those generally found in 

agreement and conveyance documents. Sponsors should be aware, however, that older deeds and 

agreements may contain obligations that are different from current standard assurances and deed 

restrictions. Also, some agreements contain special conditions applicable only to that airport. 

Therefore, the actual agreement or conveyance document itself should be reviewed to determine 

the specific obligations that apply.

Sources of Obligations:

a. Grant agreements issued under the Federal Airport Act of 1946 (1946 Airport Act), the 

Airport and Airway Development Act of 1970 (1970 Airport Act), and the Airport and 

Airway Improvement Act of 1982 (AAIA).

b. Surplus airport property instruments of transfer, issued pursuant to section 13g of the 

Surplus Property Act of 1944.

c. Deeds of conveyance issued under section 16 of the 1946 Airport Act, under section 23 of 

the 1970 Airport Act, and under section 516 of the AAIA.

d. AP-4 agreements authorized by various acts between 1939 and 1944. (Note: All AP-4 

agreements have expired; however, sponsors continue to be subject to the statutory

exclusive rights prohibition.)

e. Commitments in environmental documents prepared in accordance with current Federal 

Aviation Administration requirements, which address the National Environmental Policy 

Act of 1969 (NEPA) and the AAIA.

f. Separate written agreements between the sponsor and the FAA, including settlement 

agreements resulting from litigation.

Obligations:

The following is a list of assurances and deed restrictions most commonly encountered in 

compliance cases. Exceptions to the standard duration of the obligations in a grant agreement or 

conveyance document are noted. “Standard” duration means:

(1) Grant agreements for development other than land purchase. Pavement and other facilities 

built to FAA standards are designed to last at least 20 years, and the duration of the 

obligation should generally be assumed to be 20 years. The duration may be shorter for 

grants made exclusively for certain equipment, such as a vehicle, that clearly has a useful 

life shorter than 20 years.

(2) Grant agreements for land purchase. AIP grant agreements for purchase of land provide 

that obligations do not expire, since the useful life of land does not end or depreciate. 

However, FAAP and ADAP grants did not always contain this language, and the grant 

documents should be reviewed to determine whether the obligations expire in 20 years or 

continue indefinitely consistent with statutes. Also, grants to a private operator of a publicCase 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 35 of 91
9/30/2009 5190.6B Change1

Page 2-13

use general aviation airport provide for a defined duration of the obligations attached to the 

grant, and the grant documents should be reviewed to determine the actual obligations that 

apply.

(3) Surplus property deeds and nonsurplus land conveyance documents. Documents conveying 

federal land and property interests for airport use generally have no expiration date, and 

obligations continue indefinitely until the sponsor is formally released from the obligation 

by the FAA. Obligations run with the land and bind subsequent owners.

b. Exclusive Rights Prohibition:

(1) Applies to airports subject to: Any federal agreement or property conveyance.

(2) Obligation: To operate the airport without granting or permitting any exclusive right to 

conduct any aeronautical activity at the airport. (Aeronautical activity is defined as any 

activity which involves, makes possible, or is required for the operation of an aircraft, or 

which contributes to or is required for the safety of such operations; i.e., air taxi and charter 

operations, aircraft storage, sale of aviation fuel, etc.)

(3) Duration of obligation: For as long as the property is used as an airport.

c. Maintenance of the Airport:

(1) Applies to airports subject to: FAAP/ADAP/AIP agreements, surplus property, 

conveyances, and certain section 16/23/516 conveyances.

(2) Obligation: To preserve and maintain the airport facilities in a safe and serviceable 

condition. This applies to all facilities shown on the approved ALP which are dedicated for 

aviation use, and includes facilities conveyed under the Surplus Property Act.

(3) Duration of obligation: Standard.

d. Operation of the Airport:

(1) Applies to airports subject to: FAA/ADAP/AIP agreements and surplus property 

conveyances.

(2) Obligation: To operate the aeronautical and common use areas for the benefit of the public 

and in a manner that will eliminate hazards to aircraft and persons.

(3) Duration of obligation: Standard.

e. Protection of Approaches:

(1) Applies to airports subject to: FAAP/ADAP/AIP agreements and surplus property 

conveyances.

(2) Obligation: To prevent, insofar as it is reasonably possible, the growth or establishment of 

obstructions in the aerial approaches to the airport. (The term “obstruction” refers to natural 

or man made objects which penetrate the imaginary surfaces as defined in FAR Part 77, or 

other appropriate citation applicable to the specific agreement or conveyance document.)

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 36 of 91
9/30/2009 5190.6B Change1

Page 2-14

(3) Duration of obligation: Standard.

f. Compatible Land Use

(1) Applies to airports subject to: FAAP (after 1964)/ADAP/AIP agreements.

(2) Obligation: To take appropriate action, to the extent reasonable, to restrict the use of lands 

in the vicinity of the airport to activities and purposes compatible with normal airport 

operations.

(3) Duration of obligation: Standard.

g. Availability of Fair and Reasonable Terms:

(1) Applies to airports subject to: Any federal agreement or property conveyance.

(2) Obligation: To operate the airport for the use and benefit of the public to make it available 

to all types, kinds, and classes of aeronautical activity on fair and reasonable terms and 

without unjust discrimination.

(3) Duration of obligation: Twenty years from the date of execution for grant agreement prior 

to 1964. For grants executed subsequent to the passage of the Civil Rights Act of 1964, the 

statutory requirement prohibiting discrimination remains in effect for as long as the 

property is used as an airport. The obligation runs with the land for surplus property and 

section 16/23/516 conveyances.

h. Adherence to the Airport Layout Plan:

(1) Applies to airports subject to: FAAP/ADAP/AlP agreements.

(2) Obligation: To develop, operate, and maintain the airport in accordance with the latest 

approved airport layout plan. In addition, airport land depicted on the latest property map 

(Exhibit “A”) cannot be disposed of or otherwise encumbered without prior FAA approval.

(3) Duration of obligation: Standard.

i. Utilization of Surplus Property:

(1) Applies to airports subject to: Surplus property conveyances.

(2) Obligation: Property conveyed under the Surplus Property Act must be used to support the 

development, maintenance and operation of the airport. If not needed to directly support 

an aviation use, such property must be available for use to produce income for the airport.

Such property may not be leased or rented at a discount or for nominal consideration to 

subsidize nonairport objectives. Airport property cannot be used, leased, sold, salvaged, or 

disposed of for other than for airport purposes without FAA approval.

(3) Duration of obligation: Standard.

j. Utilization of Section 16/23/516 lands:

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 37 of 91
9/30/2009 5190.6B Change1

Page 2-15

(1) Applies to airports subject to: Section 16/23/516 conveyances.

(2) Obligation: Property must be used for airport purposes; i.e., uses directly related to the 

actual operation or the foreseeable aeronautical development of the airport. Incidental use 

of the property must be approved by the FAA.

(3) Duration of obligation: Standard.

k. Sale or Other Disposal of Property Acquired Under FAAP/ADAP/AIP:

(1) (Applies to airports subject to: FAAP/ADAP/AIP agreements.

(2) Obligation: To obtain FAA approval for the sale or other disposal of property acquired 

under FAAP/ADAP/AIP, as well as approval for the use of any net proceeds realized.

(3) Duration of obligation: Standard.

l. Utilization of Airport Revenue:

(1) Applies to airports subject to: Any federal agreement or property conveyance.

(2) Obligation: To use all airport revenues for the capital or operating costs of the airport, the 

local airport system, or other local facilities which are owned or operated by the owner or 

operator of the airport, and directly related to the actual air transportation of passengers or

property.

(3) Duration of obligation: Standard for grants and conveyances executed prior to October 1, 

1996. For airports receiving assistance on or after that date, the obligation continues as 

long as the facility is used as a public-use airport.

(4) Special Conditions Affecting Noise Land and Future Aeronautical Use Land: Apply 

interim revenue derived from noise land or future aeronautical use land to projects eligible 

for grants under the AIP. This income may not be used for the matching share of any grant.

m. National Emergency Use Provision:

(1) Applies to airports subject to: Surplus property conveyances (where sponsor not released 

from this clause.)

(2) Obligation: That during any war or national emergency, the government has the right of 

exclusive possession and control of the airport.

(3) Duration of obligation: Runs with the land (unless released from this clause by the FAA, 

with concurrence of the Department of Defense.)

n. Fee and Rental Structure:

(1) Applies to airports subject to: FAAP/ADAP/AIP agreements.

(2) Obligation: To maintain a fee and rental structure of the facilities and services being 

provided the airport users which will make the airport as self sustaining as possible. (Note: 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 38 of 91
9/30/2009 5190.6B Change1

Page 2-16

Fair and reasonable for aeronautical activities and fair market value for nonaeronautical 

activities.)

(3) Duration of obligation: Standard.

o. Preserving Rights and Powers:

(1) Applies to airports subject to: FAAP/ADAP/AIP agreements.

(2) Obligation: To not enter into any transaction which would operate to deprive it of any of 

the rights and powers necessary to perform any or all of the sponsor assurances without 

FAA approval, and to act promptly to acquire, extinguish or modify any outstanding rights 

or claims of right of others which would interfere with such performance by the sponsor.

To not dispose of or encumber its title or other interests in the site and facilities for the 

duration of the terms, conditions, and assurances in the grant agreement without FAA 

approval.

(3) Duration of Obligation: Standard.

p. Environmental Requirements: The AAIA requires that for certain types of project, an 

environment review be conducted. The review can take the form of either an environmental 

assessment or an environmental impact statement. These environmental documents often contain 

commitments related to mitigation of environmental impacts. FAA approval of environmental 

documents containing such commitments has the effect of requiring that these commitments be 

fulfilled before FAA grant issuance or as part of the grant.

q. Other Obligations: The above obligations represent the more important obligations 

assumed by an airport sponsor. Other obligations that may be found in grant agreements include:

− Use of Government Aircraft

− Land for Federal Facilities

− Standard Accounting Systems

− Reports and Inspections

− Consultation with Users

− Terminal Development Prerequisites

− Construction Inspection and Approval

− Minimum Wage Rates

− Veterans Preference

− Audits, Audit Reports and Record Keeping Requirement

− Local Approval

− Civil Rights

− Construction Accomplishment

− Planning Projects

− Good Title

− Sponsor Fund Availability

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 39 of 91
9/30/2009 5190.6B Change1

Page 2-17

Sample Lease Log

LESSEE LEASE DATE TERM AREA

(Acres / Sq. Ft.)

RENTAL 

RATE

Lease rates based on fair market value? Yes ☐ No ☐

All airport revenue credited to airport account? Yes ☐ No ☐

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 40 of 91
 %&KDQJH

3DJH

&KDSWHU )HGHUDO*UDQW2EOLJDWLRQVDQG5HVSRQVLELOLWLHV

 ,QWURGXFWLRQ 7KLVFKDSWHUSURYLGHVDEULHIGHVFULSWLRQRIWKHWKUHH)$$JUDQWSURJUDPV

IRU DLUSRUWV WKH GXUDWLRQ RI IHGHUDO REOLJDWLRQV WKH

XVHIXOOLIH RIJUDQWIXQGHGSURMHFWVDQGWKHOHJLVODWLYHO\

PDQGDWHGVSRQVRU FRPSOLDQFH UHTXLUHPHQWV ,WLV WKH

UHVSRQVLELOLW\ RI WKH )$$ $LUSRUWV 'LVWULFW 2IILFHV

$'2VDQG UHJLRQDODLUSRUWV GLYLVLRQVWRHQVXUHWKDW

WKH VSRQVRUV XQGHUVWDQG DQG FRPSO\ ZLWKWKHLU JUDQW

DVVXUDQFHV

 6SRQVRU)HGHUDO2EOLJDWLRQV8QGHU9DULRXV

*UDQW $JUHHPHQWV 8QGHU WKH YDULRXV IHGHUDO JUDQW

SURJUDPV WKH VSRQVRU RI D SURMHFW DJUHHV WR DVVXPH

FHUWDLQ IHGHUDO REOLJDWLRQV SHUWDLQLQJWRWKH RSHUDWLRQ

DQG XVH RI WKH DLUSRUW 7KHVH IHGHUDO REOLJDWLRQV DUH

HPERGLHG LQ WKH DSSOLFDWLRQ IRU IHGHUDO DVVLVWDQFH DV

VSRQVRU DVVXUDQFHV 7KHIHGHUDOREOLJDWLRQVEHFRPHD

SDUWRIWKHJUDQWRIIHUELQGLQJWKHJUDQWUHFLSLHQWZKHQ

LWDFFHSWVIHGHUDOIXQGVIRUDLUSRUWGHYHORSPHQW

Page 4-1 

Chapter 4: Federal Grant Obligations and Responsibilities 

4.1. Introduction. This chapter provides a brief description of the three FAA grant program

for airports, the duration of federal obligations, the 

useful life of grant funded projects, and the legislatively 

mandated sponsor compliance requirements. It is the 

responsibility of the FAA Airports District Offices 

(ADOs) and regional airports divisions to ensure that 

the sponsors understand and comply with their grant 

assurances. 

Federal Airport Act 

May 13, 1946 

Sponsor Federal Obligations Under Various 

Grant Agreements. Under the various federal grant 

programs, the sponsor of a project agrees to assume 

certain federal obligations pertaining to the operation 

and use of the airport. These federal obligations are 

embodied in the application for federal assistance as 

sponsor assurances. The federal obligations become a 

part of the grant offer, binding the grant recipient when 

it accepts federal funds for airport development. 

Since 1946, the FAA has administered three 

grant programs for development of airports: 

The Federal Aid to Airports Program 

(FAAP) pursuant to the Federal Airport Act of 

1946, as amended, until repealed in 1970. 

4.2. 

P.I- 377, "C Can%rex\ 

60 Stat, no 

49 l-.XC. IIOI 

a. AIRPORT AND AIRWAY DEVELOPMENT ACT 

OF 1970' 

[Act of May 3J1 lSfTOi Sj Stat, 219, oji <an*iui*d by thz Act of Novem­ ber 27. 1971, Hi Stat. *21; Act of June 18, JS73,87 Stat. fiSj and Act of Juiy IS, 11/76, DO Stat, H71) 

TITLE I—ArRPORT AND AIRWAY DEVELOPMENT ACT 

OF 1970 

Part I—Short Title, Etc. 

SECTION I. SHORT TITLE. (/» I/AC. 1791 Nate) 

This titl Act of 107 

sec. t declaration of policy, (fi usjc, iron The Congress hereby finds unci declares— That the Nation's airport and airway sv&em is inadequate to meet the current and projected prowth in aviation. That Mjt«tantiol expansion nnd improvnment of the airport and airway system is required to meet the demands of interstate commerce, the missal service, and the national defense. That tbc annual obhjrational authority during the period July 1. 1070, through September 30, 1080, for tht! artiiuKifjon, establishment, nnd improvement of air naviffationnl facilities under the Federal Aviation Act of 1B5& (40 TJ.S.C. 1301 et Acq.), should Lc no less than 

(1). 

ic may be cited ait the "Airport and Airway Development 0". 

(2). The Airport Development Aid Program 

(ADAP) pursuant to the Airport and Airway 

Development Act of 1970 (1970 Airport Act), 

as amended, until repealed in 1982. 

The Airport Improvement Program 

(AIP) pursuant to the Airport and Airway 

(3). 

Improvement Act of 1982 (AAIA), as amended. (See 49 U.S.C. § 47101, et seq.) 

Assurances Pertaining to Grant Agreements. Each of these FAA administered federal 

airport financial assistance programs required airport sponsors to agree to certain assurances under 

the authorizing legislation of the grant programs. Certain assurances remain consistent from one 

grant program to the next. Other assurances were added by legislative mandate as the grant 

programs developed. Some assurances were superseded over time. In addition, the FAA has 

statutory authority to prescribe additional assurances or requirements for sponsors. (See 49 U.S.C. 

§ 47107(g).) Also, some grant agreements contain special covenants or conditions intended to 

address an airport-specific situation. 

Page 4-1 

Chapter 4: Federal Grant Obligations and Responsibilities 

4.1. Introduction. This chapter provides a brief description of the three FAA grant program

for airports, the duration of federal obligations, the 

useful life of grant funded projects, and the legislatively 

mandated sponsor compliance requirements. It is the 

responsibility of the FAA Airports District Offices 

(ADOs) and regional airports divisions to ensure that 

the sponsors understand and comply with their grant 

assurances. 

Federal Airport Act 

May 13, 1946 

Sponsor Federal Obligations Under Various 

Grant Agreements. Under the various federal grant 

programs, the sponsor of a project agrees to assume 

certain federal obligations pertaining to the operation 

and use of the airport. These federal obligations are 

embodied in the application for federal assistance as 

sponsor assurances. The federal obligations become a 

part of the grant offer, binding the grant recipient when 

it accepts federal funds for airport development. 

Since 1946, the FAA has administered three 

grant programs for development of airports: 

The Federal Aid to Airports Program 

(FAAP) pursuant to the Federal Airport Act of 

1946, as amended, until repealed in 1970. 

4.2. 

P.I- 377, "C Can%rex\ 

60 Stat, no 

49 l-.XC. IIOI 

a. AIRPORT AND AIRWAY DEVELOPMENT ACT 

OF 1970' 

[Act of May 3J1 lSfTOi Sj Stat, 219, oji <an*iui*d by thz Act of Novem­ ber 27. 1971, Hi Stat. *21; Act of June 18, JS73,87 Stat. fiSj and Act of Juiy IS, 11/76, DO Stat, H71) 

TITLE I—ArRPORT AND AIRWAY DEVELOPMENT ACT 

OF 1970 

Part I—Short Title, Etc. 

SECTION I. SHORT TITLE. (/» I/AC. 1791 Nate) 

This titl 

Act of 107 

sec. t declaration of policy, (fi usjc, iron 

The Congress hereby finds unci declares— 

That the Nation's airport and airway sv&em is inadequate to meet 

the current and projected prowth in aviation. 

That Mjt«tantiol expansion nnd improvnment of the airport and airway system is required to meet the demands of interstate commerce, 

the missal service, and the national defense. 

That tbc annual obhjrational authority during the period July 1. 

1070, through September 30, 1080, for tht! artiiuKifjon, establishment, 

nnd improvement of air naviffationnl facilities under the Federal 

Aviation Act of 1B5& (40 TJ.S.C. 1301 et Acq.), should Lc no less than 

(1). 

ic may be cited ait the "Airport and Airway Development 

0". 

(2). The Airport Development Aid Program 

(ADAP) pursuant to the Airport and Airway 

Development Act of 1970 (1970 Airport Act), 

as amended, until repealed in 1982. 

The Airport Improvement Program 

(AIP) pursuant to the Airport and Airway 

(3). 

Improvement Act of 1982 (AAIA), as amended. (See 49 U.S.C. § 47101, et seq.) 

Assurances Pertaining to Grant Agreements. Each of these FAA administered federal 

airport financial assistance programs required airport sponsors to agree to certain assurances under 

the authorizing legislation of the grant programs. Certain assurances remain consistent from one 

grant program to the next. Other assurances were added by legislative mandate as the grant 

programs developed. Some assurances were superseded over time. In addition, the FAA has 

statutory authority to prescribe additional assurances or requirements for sponsors. (See 49 U.S.C. 

§ 47107(g).) Also, some grant agreements contain special covenants or conditions intended to 

address an airport-specific situation. 

6LQFH  WKH )$$ KDV DGPLQLVWHUHG WKUHH

JUDQWSURJUDPVIRUGHYHORSPHQWRIDLUSRUWV

 7KH )HGHUDO $LG WR $LUSRUWV 3URJUDP

)$$3 SXUVXDQWWRWKH)HGHUDO$LUSRUW$FWRI

DVDPHQGHGXQWLOUHSHDOHGLQ

 7KH $LUSRUW'HYHORSPHQW$LG3URJUDP

$'$3 SXUVXDQW WR WKH $LUSRUW DQG $LUZD\

'HYHORSPHQW$FWRI$LUSRUW$FW

DVDPHQGHGXQWLOUHSHDOHGLQ

 7KH $LUSRUW ,PSURYHPHQW 3URJUDP

$,3 SXUVXDQW WR WKH $LUSRUW DQG $LUZD\

,PSURYHPHQW$FWRI$$,$DVDPHQGHG 6HH86&HWVHT

$VVXUDQFHV3HUWDLQLQJWR*UDQW$JUHHPHQWV (DFKRIWKHVH)$$DGPLQLVWHUHGIHGHUDO

DLUSRUWILQDQFLDODVVLVWDQFHSURJUDPVUHTXLUHGDLUSRUWVSRQVRUVWRDJUHHWRFHUWDLQDVVXUDQFHVXQGHU

WKHDXWKRUL]LQJOHJLVODWLRQRIWKHJUDQWSURJUDPV &HUWDLQDVVXUDQFHVUHPDLQFRQVLVWHQWIURPRQH

JUDQW SURJUDP WR WKH QH[W 2WKHU DVVXUDQFHV ZHUH DGGHG E\ OHJLVODWLYH PDQGDWH DV WKH JUDQW

SURJUDPV GHYHORSHG 6RPH DVVXUDQFHV ZHUH VXSHUVHGHG RYHU WLPH ,Q DGGLWLRQ WKH )$$ KDV

VWDWXWRU\DXWKRULW\WRSUHVFULEHDGGLWLRQDODVVXUDQFHVRUUHTXLUHPHQWVIRUVSRQVRUV 6HH86&

 J $OVR VRPH JUDQW DJUHHPHQWV FRQWDLQ VSHFLDO FRYHQDQWV RU FRQGLWLRQVLQWHQGHGWR

DGGUHVVDQDLUSRUWVSHFLILFVLWXDWLRQ

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 41 of 91
 %&KDQJH

3DJH Page 4-2 

t' k n ~ 

* IptS M 

» . 

~ 

The useful life of a federally funded airport development project extends only for the period during which it is 

serviceable and usable with ordinary day-to-day maintenance. Reconstruction, rehabilitation, or major repair of 

a federally funded airport project without additional federal aid does not automatically extend the duration of its 

useful life as it applies to grant agreements. Land, however, has no limit to its useful life. As such, obligations 

associated with land do not expire. (Photo: National Oceanic and Atmospheric Administration (NOAA)) 

Special Project Conditions. This Order generally does not address special conditions 

under which the FAA funded a particular project. An example of a special condition might be that 

funds would be withheld if land for a safety area were not acquired within a prescribed time period. 

Special conditions and assurances are enforced in the same manner as standard assurances. 

The Duration of Federal Grant Obligations. Federal obligations relating to the use, 

operation, and maintenance of the airport remain in effect throughout the useful life of the facilities 

developed under the project, but not to exceed 20 years. In cases where land was acquired with 

federal assistance under AIP, the federal land obligations remain in perpetuity.8 In cases where 

land was acquired with FAAP or ADAP grants, FAA should review the language of such grants 

when it is necessary to determine the status of the sponsor's obligations since most FAAP land 

grants and some ADAP grant documents do not impose a perpetual obligation. For disposal of a 

specific parcel, the sponsor's obligation to reinvest the proceeds may depend on the grant history 

for that particular parcel. (More information about this process is contained in this Order in chapter 

c. 

4.3. 

Note: In cases where any land was acquired with AIP funds, the entire airport is obhgated in perpetuity. 

5190.6B Change 1 9/30/2009 

Page 4-2 

t' k n ~ 

* IptS 

M 

» . 

~ 

The useful life of a federally funded airport development project extends only for the period during which it is 

serviceable and usable with ordinary day-to-day maintenance. Reconstruction, rehabilitation, or major repair of 

a federally funded airport project without additional federal aid does not automatically extend the duration of its 

useful life as it applies to grant agreements. Land, however, has no limit to its useful life. As such, obligations 

associated with land do not expire. (Photo: National Oceanic and Atmospheric Administration (NOAA)) 

Special Project Conditions. This Order generally does not address special conditions 

under which the FAA funded a particular project. An example of a special condition might be that 

funds would be withheld if land for a safety area were not acquired within a prescribed time period. 

Special conditions and assurances are enforced in the same manner as standard assurances. 

The Duration of Federal Grant Obligations. Federal obligations relating to the use, 

operation, and maintenance of the airport remain in effect throughout the useful life of the facilities 

developed under the project, but not to exceed 20 years. In cases where land was acquired with 

federal assistance under AIP, the federal land obligations remain in perpetuity.8 In cases where 

land was acquired with FAAP or ADAP grants, FAA should review the language of such grants 

when it is necessary to determine the status of the sponsor's obligations since most FAAP land 

grants and some ADAP grant documents do not impose a perpetual obligation. For disposal of a 

specific parcel, the sponsor's obligation to reinvest the proceeds may depend on the grant history 

for that particular parcel. (More information about this process is contained in this Order in chapter 

c. 

4.3. 

Note: In cases where any land was acquired with AIP funds, the entire airport is obhgated in perpetuity. 

5190.6B Change 1 9/30/2009 

6SHFLDO 3URMHFW &RQGLWLRQV 7KLV 2UGHU JHQHUDOO\ GRHV QRW DGGUHVVVSHFLDO FRQGLWLRQV

XQGHUZKLFKWKH)$$IXQGHGDSDUWLFXODUSURMHFW $QH[DPSOHRIDVSHFLDOFRQGLWLRQPLJKWEHWKDW

IXQGVZRXOGEHZLWKKHOGLIODQGIRUDVDIHW\DUHDZHUHQRWDFTXLUHGZLWKLQDSUHVFULEHGWLPHSHULRG

6SHFLDOFRQGLWLRQVDQGDVVXUDQFHVDUHHQIRUFHGLQWKHVDPHPDQQHUDVVWDQGDUGDVVXUDQFHV

 7KH 'XUDWLRQ RI )HGHUDO *UDQW 2EOLJDWLRQV )HGHUDO REOLJDWLRQV UHODWLQJ WR WKH XVH

RSHUDWLRQDQGPDLQWHQDQFHRIWKHDLUSRUWUHPDLQLQHIIHFWWKURXJKRXWWKHXVHIXOOLIH RIWKHIDFLOLWLHV

GHYHORSHGXQGHUWKHSURMHFWEXWQRWWRH[FHHG\HDUV ,QFDVHVZKHUHODQGZDVDFTXLUHGZLWK

IHGHUDODVVLVWDQFHXQGHU$,3WKHIHGHUDOODQGREOLJDWLRQV UHPDLQLQSHUSHWXLW\7F7F

 ,QFDVHVZKHUH

ODQGZDVDFTXLUHGZLWK)$$3 RU$'$3 JUDQWV)$$VKRXOGUHYLHZWKHODQJXDJHRIVXFKJUDQWV

ZKHQLWLVQHFHVVDU\WRGHWHUPLQHWKHVWDWXVRIWKHVSRQVRU¶VREOLJDWLRQVVLQFHPRVW)$$3 ODQG

JUDQWVDQGVRPH$'$3 JUDQWGRFXPHQWVGRQRWLPSRVHDSHUSHWXDOREOLJDWLRQ )RUGLVSRVDORID

VSHFLILFSDUFHOWKHVSRQVRU¶VREOLJDWLRQWRUHLQYHVWWKHSURFHHGV PD\GHSHQGRQWKHJUDQWKLVWRU\

IRUWKDWSDUWLFXODUSDUFHO 0RUHLQIRUPDWLRQDERXWWKLVSURFHVVLVFRQWDLQHGLQWKLV2UGHULQFKDSWHU

 1RWH,QFDVHVZKHUH DQ\ ODQGZDVDFTXLUHGZLWK$,3IXQGVWKH HQWLUH DLUSRUWLVREOLJDWHGLQSHUSHWXLW\

7KHXVHIXOOLIHRID IHGHUDOO\IXQGHGDLUSRUWGHYHORSPHQWSURMHFWH[WHQGVRQO\IRUWKHSHULRGGXULQJZKLFKLWLV

VHUYLFHDEOHDQGXVDEOHZLWKRUGLQDU\GD\WRGD\PDLQWHQDQFH5HFRQVWUXFWLRQUHKDELOLWDWLRQRUPDMRU UHSDLURI

DIHGHUDOO\IXQGHGDLUSRUWSURMHFWZLWKRXWDGGLWLRQDOIHGHUDODLGGRHVQRWDXWRPDWLFDOO\H[WHQG WKHGXUDWLRQRILWV

XVHIXOOLIHDV LWDSSOLHVWRJUDQWDJUHHPHQWV/DQGKRZHYHUKDVQROLPLWWRLWVXVHIXOOLIH$VVXFKREOLJDWLRQV

DVVRFLDWHGZLWKODQGGRQRWH[SLUH3KRWR1DWLRQDO2FHDQLFDQG$WPRVSKHULF$GPLQLVWUDWLRQ12$$

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 42 of 91
 %&KDQJH

3DJH

5HOHDVHVIURP)HGHUDO2EOLJDWLRQV%HIRUHFRQFOXGLQJWKDWDVSRQVRU¶VJUDQWREOLJDWLRQVKDYH

Page 4-3 

22. Releases from Federal Obligations.) Before concluding that a sponsor's grant obligations have 

expired, the FAA should review all land grants at the airport to ensure that no land grant contains 

a perpetual obligation. All AIP land grants and most surplus property deeds of conveyance include 

the obligation to operate the airport property as an airport in perpetuity. 

Additionally, there are three assurances for which the obligation continues without limit as long 

as the airport is used as a public use airport: Grant Assurance 23. Exclusive Rights; Grant 

Assurance 25. AirportRevenues; and Grant Assurance 30. Civil Rights. 

Private sponsors have the added requirement that the useful life of federally assisted projects shall 

be no less than 10 years from the date of acceptance of federal aid. (Public sponsors do not have 

this minimum useful life requirement.) The actual grant agreement should be consulted to verify 

the federal obligations sponsors agreed to and to ensure the sponsor is being held to those 

assurances. This Order does not replace reading the obligating documents. 

4.4. The Useful Life of Grant Funded Projects. The useful life of a federally funded airport 

development project extends for the period of time during which it is serviceable and usable with 

ordinary day-to-day maintenance. 

Reconstruction, rehabilitation, or major repair of a federally funded airport project without 

additional federal aid does not automatically extend the duration of its useful life as it applies to 

grant agreements. Generally, improvements are presumed to last at least 20 years because they are 

built to FAA standards. If new grants are issued for reconstruction, rehabilitation, or major repair, 

a new useful life period begins. 

An airport sponsor cannot shorten its obligations by allowing projects to deteriorate. FAA regional 

airports divisions make the determination of when the useful life has expired on a federally funded 

project that needs reconstruction, rehabilitation, or major repair in order to continue serving the 

purpose for which it was developed. See paragraph 4.6.h of this chapter for detailed guidance on 

the duration of grant obligations. 

In cases where land was acquired withfederal assistance, 

thefederal obligations relating to the use, operation, and 

maintenance of the airportgenerally remain inperpetuity. 

4.5. Airport Sponsor Compliance. Legislatively mandated sponsor assurances have varied 

overtime due to statutory amendments and project specific circumstances. Therefore, in assessing 

an airport sponsor's compliance status, the FAA must review each grant agreement entered into by 

the airport sponsor and the FAA in order to determine the airport sponsor's federal obligations 

accurately and to assess the sponsor's compliance with the applicable assurances. 

4.6. Federal Obligations under the Basic Grant Assurance Requirements. This section 

discusses the different assurance lists and airport grant programs. Airport sponsors accept these 

assurances as a condition of receiving grant funds under the AIP for projects that involve airport 

development, noise mitigation, and airport planning. 

9/30/2009 5190.6B Changel 

Page 4-3 

22. Releases from Federal Obligations.) Before concluding that a sponsor's grant obligations have 

expired, the FAA should review all land grants at the airport to ensure that no land grant contains 

a perpetual obligation. All AIP land grants and most surplus property deeds of conveyance include 

the obligation to operate the airport property as an airport in perpetuity. 

Additionally, there are three assurances for which the obligation continues without limit as long 

as the airport is used as a public use airport: Grant Assurance 23. Exclusive Rights; Grant 

Assurance 25. AirportRevenues; and Grant Assurance 30. Civil Rights. 

Private sponsors have the added requirement that the useful life of federally assisted projects shall 

be no less than 10 years from the date of acceptance of federal aid. (Public sponsors do not have 

this minimum useful life requirement.) The actual grant agreement should be consulted to verify 

the federal obligations sponsors agreed to and to ensure the sponsor is being held to those 

assurances. This Order does not replace reading the obligating documents. 

4.4. The Useful Life of Grant Funded Projects. The useful life of a federally funded airport 

development project extends for the period of time during which it is serviceable and usable with 

ordinary day-to-day maintenance. 

Reconstruction, rehabilitation, or major repair of a federally funded airport project without 

additional federal aid does not automatically extend the duration of its useful life as it applies to 

grant agreements. Generally, improvements are presumed to last at least 20 years because they are 

built to FAA standards. If new grants are issued for reconstruction, rehabilitation, or major repair, 

a new useful life period begins. 

An airport sponsor cannot shorten its obligations by allowing projects to deteriorate. FAA regional 

airports divisions make the determination of when the useful life has expired on a federally funded 

project that needs reconstruction, rehabilitation, or major repair in order to continue serving the 

purpose for which it was developed. See paragraph 4.6.h of this chapter for detailed guidance on 

the duration of grant obligations. 

In cases where land was acquired withfederal assistance, 

thefederal obligations relating to the use, operation, and 

maintenance of the airportgenerally remain inperpetuity. 

4.5. Airport Sponsor Compliance. Legislatively mandated sponsor assurances have varied 

overtime due to statutory amendments and project specific circumstances. Therefore, in assessing 

an airport sponsor's compliance status, the FAA must review each grant agreement entered into by 

the airport sponsor and the FAA in order to determine the airport sponsor's federal obligations 

accurately and to assess the sponsor's compliance with the applicable assurances. 

4.6. Federal Obligations under the Basic Grant Assurance Requirements. This section 

discusses the different assurance lists and airport grant programs. Airport sponsors accept these 

assurances as a condition of receiving grant funds under the AIP for projects that involve airport 

development, noise mitigation, and airport planning. 

9/30/2009 5190.6B Changel 

H[SLUHGWKH)$$VKRXOGUHYLHZDOOODQGJUDQWVDWWKHDLUSRUW WRHQVXUHWKDWQRODQGJUDQWFRQWDLQV

DSHUSHWXDOREOLJDWLRQ$OO$,3ODQGJUDQWVDQGPRVWVXUSOXVSURSHUW\GHHGVRIFRQYH\DQFHLQFOXGH

WKHREOLJDWLRQWRRSHUDWHWKHDLUSRUWSURSHUW\DVDQDLUSRUWLQSHUSHWXLW\

$GGLWLRQDOO\WKHUHDUHWKUHH DVVXUDQFHVIRUZKLFKWKHREOLJDWLRQFRQWLQXHVZLWKRXWOLPLWDVORQJ

DV WKH DLUSRUW LV XVHG DV D SXEOLF XVH DLUSRUW *UDQW $VVXUDQFH  ([FOXVLYH 5LJKWV *UDQW

$VVXUDQFH$LUSRUW5HYHQXHVDQG *UDQW$VVXUDQFH&LYLO5LJKWV

3ULYDWHVSRQVRUVKDYHWKHDGGHGUHTXLUHPHQWWKDWWKHXVHIXOOLIHRIIHGHUDOO\DVVLVWHGSURMHFWVVKDOO

EHQROHVVWKDQ\HDUVIURPWKHGDWHRIDFFHSWDQFHRIIHGHUDODLG3XEOLFVSRQVRUVGRQRWKDYH

WKLVPLQLPXPXVHIXOOLIHUHTXLUHPHQW7KHDFWXDOJUDQWDJUHHPHQWVKRXOGEHFRQVXOWHGWRYHULI\

WKH IHGHUDO REOLJDWLRQV VSRQVRUV DJUHHG WR DQG WR HQVXUH WKH VSRQVRU LV EHLQJ KHOG WR WKRVH

DVVXUDQFHV7KLV2UGHUGRHVQRWUHSODFHUHDGLQJWKHREOLJDWLQJGRFXPHQWV

 7KH8VHIXO/LIHRI*UDQW)XQGHG3URMHFWV7KHXVHIXOOLIHRIDIHGHUDOO\IXQGHGDLUSRUW

GHYHORSPHQWSURMHFWH[WHQGVIRUWKHSHULRGRIWLPHGXULQJZKLFKLWLVVHUYLFHDEOHDQGXVDEOHZLWK

RUGLQDU\GD\WRGD\PDLQWHQDQFH

5HFRQVWUXFWLRQ UHKDELOLWDWLRQ RU PDMRU UHSDLU RI D IHGHUDOO\ IXQGHG DLUSRUW SURMHFW ZLWKRXW

DGGLWLRQDOIHGHUDODLGGRHVQRWDXWRPDWLFDOO\H[WHQGWKHGXUDWLRQRILWVXVHIXOOLIH DVLWDSSOLHVWR

JUDQWDJUHHPHQWV*HQHUDOO\LPSURYHPHQWVDUHSUHVXPHGWRODVW DWOHDVW\HDUVEHFDXVHWKH\DUH

EXLOWWR)$$VWDQGDUGV,IQHZJUDQWVDUHLVVXHGIRUUHFRQVWUXFWLRQUHKDELOLWDWLRQRUPDMRUUHSDLU

DQHZXVHIXOOLIHSHULRGEHJLQV

$QDLUSRUW VSRQVRUFDQQRWVKRUWHQLWVREOLJDWLRQVE\DOORZLQJSURMHFWVWRGHWHULRUDWH)$$UHJLRQDO

DLUSRUWVGLYLVLRQVPDNHWKHGHWHUPLQDWLRQRIZKHQWKHXVHIXO OLIHKDVH[SLUHGRQDIHGHUDOO\IXQGHG

SURMHFWWKDWQHHGVUHFRQVWUXFWLRQUHKDELOLWDWLRQRUPDMRUUHSDLULQRUGHUWRFRQWLQXHVHUYLQJWKH

SXUSRVHIRUZKLFKLWZDVGHYHORSHG6HHSDUDJUDSKKRIWKLVFKDSWHUIRUGHWDLOHGJXLGDQFHRQ

WKHGXUDWLRQRIJUDQWREOLJDWLRQV

,QFDVHVZKHUHODQGZDVDFTXLUHGZLWKIHGHUDODVVLVWDQFH

WKHIHGHUDOREOLJDWLRQVUHODWLQJWRWKHXVHRSHUDWLRQDQG

PDLQWHQDQFHRIWKHDLUSRUWJHQHUDOO\UHPDLQLQSHUSHWXLW\

 $LUSRUW 6SRQVRU &RPSOLDQFH/HJLVODWLYHO\PDQGDWHG VSRQVRU DVVXUDQFHV KDYH YDULHG

RYHUWLPHGXHWRVWDWXWRU\DPHQGPHQWVDQGSURMHFWVSHFLILFFLUFXPVWDQFHV7KHUHIRUHLQDVVHVVLQJ

DQDLUSRUWVSRQVRU
VFRPSOLDQFHVWDWXVWKH)$$PXVWUHYLHZHDFKJUDQWDJUHHPHQWHQWHUHGLQWRE\

WKHDLUSRUWVSRQVRUDQGWKH)$$LQRUGHUWR GHWHUPLQHWKHDLUSRUW VSRQVRU
V IHGHUDOREOLJDWLRQV

DFFXUDWHO\ DQGWRDVVHVVWKHVSRQVRU¶VFRPSOLDQFHZLWKWKHDSSOLFDEOHDVVXUDQFHV

 )HGHUDO 2EOLJDWLRQV XQGHU WKH %DVLF *UDQW $VVXUDQFH 5HTXLUHPHQWV 7KLV VHFWLRQ

GLVFXVVHVWKHGLIIHUHQWDVVXUDQFHOLVWVDQGDLUSRUWJUDQWSURJUDPV $LUSRUWVSRQVRUVDFFHSWWKHVH

DVVXUDQFHVDVDFRQGLWLRQRIUHFHLYLQJJUDQWIXQGVXQGHUWKH$,3IRUSURMHFWVWKDWLQYROYHDLUSRUW

GHYHORSPHQWQRLVHPLWLJDWLRQDQGDLUSRUWSODQQLQJ

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 43 of 91
 %&KDQJH

3DJH

:KHQWKHDLUSRUW VSRQVRUDFFHSWVWKH JUDQWWKHDVVXUDQFHV EHFRPH ELQGLQJFRQWUDFWXDO IHGHUDO

REOLJDWLRQVEHWZHHQWKHVSRQVRUDQGWKH)$$ ,WLVWKHUHVSRQVLELOLW\RIWKH$'2VDQGUHJLRQDO

DLUSRUWVGLYLVLRQVWRHQVXUHVSRQVRUVXQGHUVWDQGDQGFRPSO\ZLWKWKHLUDVVXUDQFHV

Page 4-4 

When the airport sponsor accepts the grant, the assurances become binding contractual federal 

obligations between the sponsor and the FAA. It is the responsibility of the ADOs and regional 

airports divisions to ensure sponsors understand and comply with their assurances. 

Standard Sponsor Assurances. FAA uses three separate sets of standard sponsor 

assurances: Airport Sponsors (owners/operators). 

(1). Airport Sponsors (owners/operators). 

(2). Planning Agency Sponsors. 

(3). Nonairport Sponsors Undertaking Noise Compatibility Program Projects (referred 

to as nonairport sponsor assurances). 

b. Types of Grant Programs or Projects. There are five types of airport grant programs or 

projects that include assurances from one of the three sets of standard assurances: 

(1). Airport development programs undertaken by an airport sponsor. 

(2). Noise compatibility programs undertaken by an airport sponsor. 

(3). Planning projects undertaken by an airport sponsor. 

(4). Planning projects undertaken by planning agency sponsors. 

(5). Noise compatibility programs undertaken by nonairport sponsors. 

Groupings. Grant agreements list the assurances in three separate groups: 

(1). Group "A" General, sets forth the basic requirement binding the sponsor to all 

federal grant assurances. 

(2). Group "B" Duration and Applicability, establishes the length of time that 

assurances remain in effect and identifies which assurances apply to the various programs 

or projects. 

a. 

c. 

Group "C" Sponsor Certification., lists all of the standard assurances that the 

sponsor must adhere to under the grant agreement. 

(3). 

9/30/2009 5190.6B Changel 

Page 4-4 

When the airport sponsor accepts the grant, the assurances become binding contractual federal 

obligations between the sponsor and the FAA. It is the responsibility of the ADOs and regional 

airports divisions to ensure sponsors understand and comply with their assurances. 

Standard Sponsor Assurances. FAA uses three separate sets of standard sponsor 

assurances: Airport Sponsors (owners/operators). 

(1). Airport Sponsors (owners/operators). 

(2). Planning Agency Sponsors. 

(3). Nonairport Sponsors Undertaking Noise Compatibility Program Projects (referred 

to as nonairport sponsor assurances). 

b. Types of Grant Programs or Projects. There are five types of airport grant programs or 

projects that include assurances from one of the three sets of standard assurances: 

(1). Airport development programs undertaken by an airport sponsor. 

(2). Noise compatibility programs undertaken by an airport sponsor. 

(3). Planning projects undertaken by an airport sponsor. 

(4). Planning projects undertaken by planning agency sponsors. 

(5). Noise compatibility programs undertaken by nonairport sponsors. 

Groupings. Grant agreements list the assurances in three separate groups: 

(1). Group "A" General, sets forth the basic requirement binding the sponsor to all 

federal grant assurances. 

(2). Group "B" Duration and Applicability, establishes the length of time that 

assurances remain in effect and identifies which assurances apply to the various programs 

or projects. 

a. 

c. 

Group "C" Sponsor Certification., lists all of the standard assurances that the 

sponsor must adhere to under the grant agreement. 

(3). 

9/30/2009 5190.6B Changel 

6WDQGDUG 6SRQVRU $VVXUDQFHV )$$ XVHV WKUHH VHSDUDWH VHWV RI VWDQGDUG VSRQVRU

DVVXUDQFHV $LUSRUW6SRQVRUVRZQHUVRSHUDWRUV

 $LUSRUW6SRQVRUV RZQHUVRSHUDWRUV

 3ODQQLQJ$JHQF\6SRQVRUV

 1RQDLUSRUW6SRQVRUV8QGHUWDNLQJ1RLVH&RPSDWLELOLW\3URJUDP3URMHFWV UHIHUUHG

WRDVQRQDLUSRUWVSRQVRUDVVXUDQFHV

7\SHVRI*UDQW3URJUDPVRU3URMHFWV 7KHUHDUHILYHW\SHVRIDLUSRUWJUDQWSURJUDPVRU

SURMHFWVWKDWLQFOXGHDVVXUDQFHV IURPRQHRIWKHWKUHHVHWVRIVWDQGDUGDVVXUDQFHV

 $LUSRUWGHYHORSPHQWSURJUDPVXQGHUWDNHQE\DQDLUSRUWVSRQVRU

 1RLVH FRPSDWLELOLW\SURJUDPVXQGHUWDNHQE\DQDLUSRUWVSRQVRU

 3ODQQLQJ SURMHFWVXQGHUWDNHQE\DQDLUSRUWVSRQVRU

 3ODQQLQJ SURMHFWVXQGHUWDNHQE\SODQQLQJDJHQF\VSRQVRUV

 1RLVHFRPSDWLELOLW\SURJUDPVXQGHUWDNHQE\QRQDLUSRUWVSRQVRUV

*URXSLQJV *UDQWDJUHHPHQWV OLVWWKHDVVXUDQFHVLQWKUHHVHSDUDWHJURXSV

 *URXS 3$ ́ *HQHUDO VHWV IRUWKWKH EDVLF UHTXLUHPHQW ELQGLQJWKH VSRQVRUWRDOO

IHGHUDOJUDQWDVVXUDQFHV

 *URXS 3% ́ 'XUDWLRQ DQG $SSOLFDELOLW\ HVWDEOLVKHV WKH OHQJWK RI WLPH WKDW

DVVXUDQFHV UHPDLQLQHIIHFWDQGLGHQWLILHVZKLFKDVVXUDQFHVDSSO\WRWKHYDULRXVSURJUDPV

RUSURMHFWV

 *URXS 3& ́ 6SRQVRU &HUWLILFDWLRQ OLVWV DOO RI WKH VWDQGDUG DVVXUDQFHV WKDW WKH

VSRQVRUPXVWDGKHUHWRXQGHUWKHJUDQWDJUHHPHQW

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 44 of 91
 %&KDQJH

Page 3DJH4-5 

d. Group A. The General 

assurance states the basic 

requirement for the sponsor to 

abide by all applicable assurances 

as a condition of accepting a 

federal grant for airport 

development, noise compatibility, 

and airport planning. The general 

assurance requires the sponsor to 

include these assurances as part of 

its grant application. When the 

sponsor accepts the grant offer, 

incorporates these 

assurances into the grant 

agreement. When the sponsor 

accepts, the agreement binds both 

the federal government and the 

sponsor to its terms. 

FAA 

Group B. The Duration 

and Applicability assurance 

identifies those assurances that 

apply to different types of grant 

programs and specifies the length 

of time the assurances remain in 

force. 

The FAA may also award grants to nonairport sponsoring government 

entities for noise compatibility programs. These could include adjacent 

communities to the airport that are impacted by aircraft landing or 

taking off, but which are not sponsors of that airport. The assurances 

for these grants bind the recipients to specific federal obligations. While 

these assurances are similar to the airport sponsor assurances, there 

are differences; they follow a different numbering scheme and exclude 

airport-specific requirements. (Photo: FAA) 

e. 

Group C. As of March 2011, there were 39 numbered assurances in the Sponsor 

Certification group for airport sponsors. All of these assurances apply to airport development 

programs and noise compatibility programs undertaken by an airport sponsor, but only 11 of them 

apply to planning projects undertaken by an airport sponsor. 

Grant Assurance Applicability. 

(1). Airport Sponsor Airport Development and Noise Compatibility. Requirements 

for airport development and noise compatibility programs undertaken by airport sponsors 

are the same. All 39 standard grant assurances for airport sponsors apply. 

(2). Airport Sponsor Planning. Requirements for airport sponsor planning projects are 

different from airport sponsor development or noise compatibility programs. Several of the 

numbered assurances for airport sponsors apply to airport planning projects: Grant 

Assurance 1, General Federal Requirements; Grant Assurance 2, Responsibility and 

Authority of the Sponsor; Grant Assurance 3, Sponsor Fund Availability^ Grant Assurance 

5, Preserving Rights and Powers; Grant Assurance 6, Consistency with Local Plans, Grant 

Assurance 13, Accounting System, Audit, and Record Keeping Requirements; Grant 

Assurance 18, Planning Projects, Grant Assurance 30, Civil Rights; Grant Assurance 32, 

Engineering and Design Services; Grant Assurance 33, Foreign Market Restrictions^ and 

Grant Assurance 34, Policies, Standards, and Specifications. The terms, conditions, and 

g. 

9/30/2009 5190.6B Changel 

Page 4-5 

d. Group A. The General 

assurance states the basic 

requirement for the sponsor to 

abide by all applicable assurances 

as a condition of accepting a 

federal grant for airport 

development, noise compatibility, 

and airport planning. The general 

assurance requires the sponsor to 

include these assurances as part of 

its grant application. When the 

sponsor accepts the grant offer, 

incorporates these 

assurances into the grant 

agreement. When the sponsor 

accepts, the agreement binds both 

the federal government and the 

sponsor to its terms. 

FAA 

Group B. The Duration 

and Applicability assurance 

identifies those assurances that 

apply to different types of grant 

programs and specifies the length 

of time the assurances remain in 

force. 

The FAA may also award grants to nonairport sponsoring government 

entities for noise compatibility programs. These could include adjacent 

communities to the airport that are impacted by aircraft landing or 

taking off, but which are not sponsors of that airport. The assurances 

for these grants bind the recipients to specific federal obligations. While 

these assurances are similar to the airport sponsor assurances, there 

are differences; they follow a different numbering scheme and exclude 

airport-specific requirements. (Photo: FAA) 

e. 

Group C. As of March 2011, there were 39 numbered assurances in the Sponsor 

Certification group for airport sponsors. All of these assurances apply to airport development 

programs and noise compatibility programs undertaken by an airport sponsor, but only 11 of them 

apply to planning projects undertaken by an airport sponsor. 

Grant Assurance Applicability. 

(1). Airport Sponsor Airport Development and Noise Compatibility. Requirements 

for airport development and noise compatibility programs undertaken by airport sponsors 

are the same. All 39 standard grant assurances for airport sponsors apply. 

(2). Airport Sponsor Planning. Requirements for airport sponsor planning projects are 

different from airport sponsor development or noise compatibility programs. Several of the 

numbered assurances for airport sponsors apply to airport planning projects: Grant 

Assurance 1, General Federal Requirements; Grant Assurance 2, Responsibility and 

Authority of the Sponsor; Grant Assurance 3, Sponsor Fund Availability^ Grant Assurance 

5, Preserving Rights and Powers; Grant Assurance 6, Consistency with Local Plans, Grant 

Assurance 13, Accounting System, Audit, and Record Keeping Requirements; Grant 

Assurance 18, Planning Projects, Grant Assurance 30, Civil Rights; Grant Assurance 32, 

Engineering and Design Services; Grant Assurance 33, Foreign Market Restrictions^ and 

Grant Assurance 34, Policies, Standards, and Specifications. The terms, conditions, and 

g. 

9/30/2009 5190.6B Changel 

*URXS $ 7KH *HQHUDO

DVVXUDQFH VWDWHV WKH EDVLF

UHTXLUHPHQW IRU WKH VSRQVRU WR

DELGHE\DOODSSOLFDEOHDVVXUDQFHV

DV D FRQGLWLRQ RI DFFHSWLQJ D

IHGHUDO JUDQW IRU DLUSRUW

GHYHORSPHQWQRLVHFRPSDWLELOLW\

DQGDLUSRUWSODQQLQJ 7KHJHQHUDO

DVVXUDQFH UHTXLUHVWKHVSRQVRUWR

LQFOXGHWKHVHDVVXUDQFHVDVSDUWRI

LWV JUDQW DSSOLFDWLRQ :KHQ WKH

VSRQVRU DFFHSWV WKH JUDQW RIIHU

)$$ LQFRUSRUDWHV WKHVH

DVVXUDQFHV LQWR WKH JUDQW

DJUHHPHQW :KHQ WKH VSRQVRU

DFFHSWVWKHDJUHHPHQWELQGVERWK

WKH IHGHUDO JRYHUQPHQW DQG WKH

VSRQVRUWRLWVWHUPV

*URXS % 7KH 'XUDWLRQ

DQG $SSOLFDELOLW\ DVVXUDQFH

LGHQWLILHV WKRVH DVVXUDQFHV WKDW

DSSO\ WR GLIIHUHQW W\SHV RI JUDQW

SURJUDPVDQGVSHFLILHVWKHOHQJWK

RIWLPH WKH DVVXUDQFHV UHPDLQLQ

IRUFH

*URXS & $V RI 0DUFK  WKHUH ZHUH  QXPEHUHG DVVXUDQFHV LQ WKH 6SRQVRU

&HUWLILFDWLRQ JURXS IRU DLUSRUW VSRQVRUV $OO RIWKHVH DVVXUDQFHV DSSO\WR DLUSRUW GHYHORSPHQW

SURJUDPVDQGQRLVHFRPSDWLELOLW\SURJUDPVXQGHUWDNHQE\DQDLUSRUWVSRQVRUEXWRQO\RIWKHP

DSSO\WRSODQQLQJSURMHFWVXQGHUWDNHQE\DQDLUSRUWVSRQVRU

*UDQW$VVXUDQFH$SSOLFDELOLW\

 $LUSRUW6SRQVRU$LUSRUW'HYHORSPHQWDQG1RLVH&RPSDWLELOLW\ 5HTXLUHPHQWV

IRU DLUSRUWGHYHORSPHQWDQGQRLVHFRPSDWLELOLW\SURJUDPV XQGHUWDNHQE\DLUSRUWVSRQVRUV

DUHWKHVDPH $OOVWDQGDUGJUDQWDVVXUDQFHV IRUDLUSRUWVSRQVRUVDSSO\

 $LUSRUW6SRQVRU3ODQQLQJ 5HTXLUHPHQWVIRU DLUSRUWVSRQVRUSODQQLQJSURMHFWVDUH

GLIIHUHQWIURPDLUSRUWVSRQVRUGHYHORSPHQWRUQRLVHFRPSDWLELOLW\SURJUDPV 6HYHUDORIWKH

QXPEHUHG DVVXUDQFHV IRU DLUSRUW VSRQVRUV DSSO\ WR DLUSRUW SODQQLQJ SURMHFWV *UDQW

$VVXUDQFH  *HQHUDO )HGHUDO 5HTXLUHPHQWV *UDQW $VVXUDQFH  5HVSRQVLELOLW\ DQG

$XWKRULW\RIWKH6SRQVRU*UDQW$VVXUDQFH6SRQVRU)XQG$YDLODELOLW\*UDQW$VVXUDQFH

 3UHVHUYLQJ5LJKWVDQG3RZHUV*UDQW$VVXUDQFH&RQVLVWHQF\ZLWK/RFDO3ODQV*UDQW

$VVXUDQFH  $FFRXQWLQJ 6\VWHP $XGLW DQG 5HFRUG .HHSLQJ 5HTXLUHPHQWV *UDQW

$VVXUDQFH3ODQQLQJ3URMHFWV*UDQW$VVXUDQFH&LYLO5LJKWV*UDQW$VVXUDQFH

(QJLQHHULQJDQG'HVLJQ6HUYLFHV*UDQW$VVXUDQFH)RUHLJQ0DUNHW5HVWULFWLRQVDQG

*UDQW$VVXUDQFH 3ROLFLHV6WDQGDUGVDQG6SHFLILFDWLRQV 7KHWHUPVFRQGLWLRQVDQG

7KH)$$PD\DOVRDZDUGJUDQWVWRQRQDLUSRUWVSRQVRULQJJRYHUQPHQW

HQWLWLHVIRUQRLVHFRPSDWLELOLW\SURJUDPV7KHVHFRXOGLQFOXGH DGMDFHQW

FRPPXQLWLHV WR WKH DLUSRUW WKDW DUH LPSDFWHG E\ DLUFUDIW ODQGLQJ RU

WDNLQJRIIEXWZKLFKDUHQRWVSRQVRUVRIWKDWDLUSRUW7KHDVVXUDQFHV

IRUWKHVHJUDQWVELQGWKHUHFLSLHQWVWRVSHFLILFIHGHUDOREOLJDWLRQV:KLOH

WKHVHDVVXUDQFHVDUH VLPLODUWRWKHDLUSRUWVSRQVRUDVVXUDQFHVWKHUH

DUHGLIIHUHQFHVWKH\IROORZDGLIIHUHQWQXPEHULQJVFKHPHDQGH[FOXGH

DLUSRUWVSHFLILF UHTXLUHPHQWV3KRWR)$$

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 45 of 91
 %&KDQJH

3DJH

DVVXUDQFHVRIWKHJUDQWDJUHHPHQWVKDOOUHPDLQLQIXOOIRUFHDQGHIIHFWGXULQJWKHOLIHRIWKH

SODQQLQJSURMHFW,QDGGLWLRQ*UDQW$VVXUDQFH $LUSRUW5HYHQXHVZLOODSSO\ZKHUHWKH

SODQQLQJJUDQWDSSOLHVWRDVSHFLILFDLUSRUWWRDVSHFLILFDLUSRUW

 1RQDLUSRUW

6SRQVRU 1RLVH

3URJUDPV 7KH

)$$PD\DOVRDZDUG

JUDQWV WR QRQDLUSRUW

VSRQVRULQJ

JRYHUQPHQW HQWLWLHV

IRU QRLVH

FRPSDWLELOLW\

SURJUDPV  7KHVH

ZRXOG LQFOXGH

DGMDFHQW

FRPPXQLWLHV

LPSDFWHG E\ DLUFUDIW

QRLVH EXWZKLFK DUH

QRW VSRQVRUV RI WKDW

DLUSRUW 7KH

DVVXUDQFHV IRU WKHVH

JUDQWV ELQG WKH

VSRQVRUV WR VSHFLILF

IHGHUDO REOLJDWLRQV

:KLOH WKHVH

DVVXUDQFHV DUH

VLPLODUWRWKHDLUSRUW

VSRQVRU DVVXUDQFHV

WKHUH DUH VRPH

GLIIHUHQFHV

6SHFLILFDOO\WKHVHDVVXUDQFHVIROORZDGLIIHUHQWQXPEHULQJVFKHPHDQGH[FOXGHDLUSRUW

VSHFLILFUHTXLUHPHQWV)RUH[DPSOHDLUSRUWVSRQVRU *UDQW$VVXUDQFH2SHUDWLRQDQG

Page 4-6 

assurances of the grant agreement shall remain in full force and effect during the life of the 

planning project. In addition, Grant Assurance 25, Airport Revenues, will apply where the 

planning grant applies to a specific airport.to a specific airport. 

(3). Nonairport 

Sponsor Noise 

Programs. The 

FAA may also award 

grants to nonairport 

sponsoring 

government entities 

for noise 

compatibility 

programs, 

would 

adjacent 

communities 

impacted by aircraft 

noise, but which are 

not sponsors of that 

airport, 

assurances for these 

grants bind the 

sponsors to specific 

federal obligations. 

these 

These 

include 

<6 

The 

5 

Grant Assurance 4, Good Title, requires the airport sponsor to assure that 

good title exists or that the sponsor will acquire good title for any property 

where federal funds will be used. For airport development programs, the 

sponsor must assure that the sponsor, another public agency, or the federal 

government holds good title to the airfield or airport site. If not, the sponsor 

must give its assurance that it will acquire good title satisfactory to the 

Secretary. (Photo: FAA) 

While 

assurances 

similar to the airport 

sponsor assurances, 

there are some 

differences. 

Specifically, these assurances follow a different numbering scheme and exclude airportspecific requirements. For example, airport sponsor Grant Assurance 19. Operation and 

Maintenance. includes a section on operating the airport to serve aeronautical users. This 

applies only to airport sponsors and is not part of the assurance for nonairport sponsors. 

For nonairport sponsors, the comparable assurance on operation and maintenance includes 

only the last section of Grant Assurance 19. Operation and Maintenance, which requires 

the grant recipient to operate and maintain noise compatibility items or noise program 

implementation items obtained with federal funds. Even though the assurances for airport 

sponsors and nonairport sponsors have different numbering and vary slightly, the subjects 

addressed are consistent 

are 

9/30/2009 5190.6B Change 1 

assurances of the grant agreement shall remain in full force and effect during the life of the 

planning project. In addition, Grant Assurance 25, Airport Revenues, will apply where the 

planning grant applies to a specific airport.to a specific airport. 

(3). Nonairport 

Sponsor Noise 

Programs. The 

FAA may also award 

grants to nonairport 

sponsoring 

government entities 

for noise 

compatibility 

programs, 

would 

adjacent 

communities 

impacted by aircraft 

noise, but which are 

not sponsors of that 

airport, 

assurances for these 

grants bind the 

sponsors to specific 

federal obligations. 

these 

These 

include 

<6 

The 

5 

Grant Assurance 4, Good Title, requires the airport sponsor to assure that 

good title exists or that the sponsor will acquire good title for any property 

where federal funds will be used. For airport development programs, the 

sponsor must assure that the sponsor, another public agency, or the federal 

government holds good title to the airfield or airport site. If not, the sponsor 

must give its assurance that it will acquire good title satisfactory to the 

Secretary. (Photo: FAA) 

While 

assurances 

similar to the airport 

sponsor assurances, 

there are some 

differences. 

Specifically, these assurances follow a different numbering scheme and exclude airportspecific requirements. For example, airport sponsor Grant Assurance 19. Operation and 

Maintenance. includes a section on operating the airport to serve aeronautical users. This 

applies only to airport sponsors and is not part of the assurance for nonairport sponsors. 

For nonairport sponsors, the comparable assurance on operation and maintenance includes 

only the last section of Grant Assurance 19. Operation and Maintenance, which requires 

the grant recipient to operate and maintain noise compatibility items or noise program 

implementation items obtained with federal funds. Even though the assurances for airport 

sponsors and nonairport sponsors have different numbering and vary slightly, the subjects 

addressed are consistent 

are 

Page 4-6 

9/30/2009 5190.6B Change 1 

0DLQWHQDQFHLQFOXGHVDVHFWLRQRQRSHUDWLQJWKHDLUSRUWWRVHUYHDHURQDXWLFDOXVHUV7KLV

DSSOLHVRQO\WRDLUSRUW VSRQVRUVDQGLVQRWSDUWRIWKHDVVXUDQFHIRUQRQDLUSRUWVSRQVRUV

)RUQRQDLUSRUWVSRQVRUVWKHFRPSDUDEOHDVVXUDQFHRQRSHUDWLRQDQGPDLQWHQDQFHLQFOXGHV

RQO\WKHODVWVHFWLRQRI*UDQW$VVXUDQFH2SHUDWLRQDQG0DLQWHQDQFHZKLFKUHTXLUHV

WKH JUDQW UHFLSLHQWWR RSHUDWH DQG PDLQWDLQ QRLVH FRPSDWLELOLW\ LWHPV RU QRLVH SURJUDP

LPSOHPHQWDWLRQLWHPVREWDLQHGZLWKIHGHUDOIXQGV(YHQWKRXJKWKHDVVXUDQFHVIRU DLUSRUW

VSRQVRUVDQGQRQDLUSRUWVSRQVRUVKDYHGLIIHUHQWQXPEHULQJDQGYDU\VOLJKWO\WKHVXEMHFWV

DGGUHVVHGDUHFRQVLVWHQW

*UDQW$VVXUDQFH*RRG7LWOHUHTXLUHVWKHDLUSRUWVSRQVRUWR DVVXUHWKDW

JRRGWLWOHH[LVWVRUWKDWWKHVSRQVRUZLOODFTXLUHJRRG WLWOH IRUDQ\SURSHUW\

ZKHUHIHGHUDOIXQGVZLOOEHXVHG)RUDLUSRUWGHYHORSPHQWSURJUDPVWKH

VSRQVRUPXVWDVVXUHWKDWWKHVSRQVRUDQRWKHUSXEOLFDJHQF\RU WKHIHGHUDO

JRYHUQPHQWKROGVJRRGWLWOHWRWKHDLUILHOGRUDLUSRUWVLWH ,IQRWWKHVSRQVRU

PXVW JLYHLWV DVVXUDQFHWKDWLWZLOO DFTXLUH JRRGWLWOH VDWLVIDFWRU\WRWKH

6HFUHWDU\3KRWR)$$

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 46 of 91
 %&KDQJH

3DJH

 3ODQQLQJ$JHQF\6SRQVRUV8F8F



$ SODQQLQJ DJHQF\ VSRQVRU LV D

JRYHUQPHQWDOHQWLW\WKDWKDVSODQQLQJ

UHVSRQVLELOLWLHV IRU DQ DUHD WKDW

LQFOXGHV DQ DLUSRUW EXW LV QRW WKH

DLUSRUW VSRQVRU $ VHSDUDWH VHW RI

VWDQGDUG DVVXUDQFHV DSSOLHV WR

SODQQLQJDJHQF\VSRQVRUV 6HYHUDORI

WKH DSSOLFDEOH DVVXUDQFHV PLUURU WKH

DVVXUDQFH WRSLFV IRU DLUSRUW VSRQVRU

SODQQLQJSURMHFWVEXWWKHODQJXDJHLV

VOLJKWO\GLIIHUHQW

$SODQQLQJDJHQF\

VSRQVRULVDJRYHUQPHQWDO

HQWLW\WKDWKDVSODQQLQJ

UHVSRQVLELOLWLHVIRUDQDUHD

WKDWLQFOXGHVDQDLUSRUW

EXWLVQRWWKHDLUSRUW

VSRQVRU

Page 4-7 

(4). Planning Agency Sponsors.9 

A planning agency sponsor is a 

governmental entity that has planning 

responsibilities for an area that 

includes an airport, but is not the 

airport sponsor. A separate set of 

standard assurances applies to 

planning agency sponsors. Several of 

the applicable assurances mirror the 

assurance topics for airport sponsor 

planning projects, but the language is 

slightly different. 

or 

CENTRAL NEBRASKA 

REGIONAL AIRPORT 

i 

ii' 2 

i 

Jl 

A planning agency 

sponsor is a governmental 

entity that has planning 

responsibilities for an area 

that includes an airport, 

but is not the airport 

sponsor. 

Grant Duration. 

t 

Although not specifically mentioned in the standard grant assurances, the 

accepted useful life for personal property acquisitions, such as aircraft 

rescue and firefighting (ARFF) or snow removal equipment is generally 

less than 20 years. The federal obligations associated with new ARFF 

equipment purchased with AIP funds is ten (10) years unless stated 

otherwise. The normal useful life of a piece of snow removal equipment ||_ 

is about ten (10) years. (Photos: FAA) 

(1). General. Most of the 

assurances remain in effect for the 

useful life of the facilities developed, 

equipment acquired, or project items 

installed in the facilities, not to exceed 

20 years. Some assurances have no 

limit on the duration of terms; they 

remain in effect as long as the airport 

remains an airport. This is true for 

Grant Assurance 23. Exclusive 

Rights; Grant Assurance 25. Airport 

Revenues; and Grant Assurance 30. 

Civil Rights. In addition, under AIP 

grants, the duration of the terms, conditions, and assurances do not expire with respect to 

real property acquired with federal funds (land and appurtenances, when applicable) as 

covered by Grant Assurance 4. Good Title: Grant Assurance 31. Disposal of Land: and 

Grant Assurance 35. Relocation and Real Property Acquisition. 

wem -°rf 

9 See grant assurances for Non-Airport Sponsors Undertaking Noise Compatibility Program Projects. 

5190.6B Change 1 9/30/2009 

Page 4-7 

(4). Planning Agency Sponsors.9 

A planning agency sponsor is a 

governmental entity that has planning 

responsibilities for an area that 

includes an airport, but is not the 

airport sponsor. A separate set of 

standard assurances applies to 

planning agency sponsors. Several of 

the applicable assurances mirror the 

assurance topics for airport sponsor 

planning projects, but the language is 

slightly different. 

or 

CENTRAL NEBRASKA 

REGIONAL AIRPORT 

i 

ii' 2 

i 

Jl 

A planning agency 

sponsor is a governmental 

entity that has planning 

responsibilities for an area 

that includes an airport, 

but is not the airport 

sponsor. 

Grant Duration. 

t 

Although not specifically mentioned in the standard grant assurances, the 

accepted useful life for personal property acquisitions, such as aircraft 

rescue and firefighting (ARFF) or snow removal equipment is generally 

less than 20 years. The federal obligations associated with new ARFF 

equipment purchased with AIP funds is ten (10) years unless stated 

otherwise. The normal useful life of a piece of snow removal equipment ||_ 

is about ten (10) years. (Photos: FAA) 

(1). General. Most of the 

assurances remain in effect for the 

useful life of the facilities developed, 

equipment acquired, or project items 

installed in the facilities, not to exceed 

20 years. Some assurances have no 

limit on the duration of terms; they 

remain in effect as long as the airport 

remains an airport. This is true for 

Grant Assurance 23. Exclusive 

Rights; Grant Assurance 25. Airport 

Revenues; and Grant Assurance 30. 

Civil Rights. In addition, under AIP 

grants, the duration of the terms, conditions, and assurances do not expire with respect to 

real property acquired with federal funds (land and appurtenances, when applicable) as 

covered by Grant Assurance 4. Good Title: Grant Assurance 31. Disposal of Land: and 

Grant Assurance 35. Relocation and Real Property Acquisition. 

"&«/{' warn -°rf 

9 See grant assurances for Non-Airport Sponsors Undertaking Noise Compatibility Program Projects. 

5190.6B Change 1 9/30/2009 

*UDQW'XUDWLRQ

 *HQHUDO 0RVW RI WKH

DVVXUDQFHV UHPDLQ LQ HIIHFW IRU WKH

XVHIXOOLIH RIWKHIDFLOLWLHVGHYHORSHG

HTXLSPHQWDFTXLUHG RU SURMHFWLWHPV

LQVWDOOHGLQWKHIDFLOLWLHVQRWWRH[FHHG

 \HDUV 6RPH DVVXUDQFHV KDYH QR

OLPLW RQ WKH GXUDWLRQ RI WHUPV WKH\

UHPDLQLQHIIHFWDVORQJDVWKHDLUSRUW

UHPDLQV DQ DLUSRUW 7KLV LV WUXH IRU

*UDQW $VVXUDQFH  ([FOXVLYH

5LJKWV *UDQW $VVXUDQFH $LUSRUW

5HYHQXHV DQG *UDQW $VVXUDQFH 

&LYLO 5LJKWV ,Q DGGLWLRQ XQGHU $,3

JUDQWVWKHGXUDWLRQRIWKHWHUPVFRQGLWLRQVDQGDVVXUDQFHVGRQRWH[SLUHZLWKUHVSHFWWR

UHDO SURSHUW\DFTXLUHGZLWK IHGHUDO IXQGV ODQGDQGDSSXUWHQDQFHVZKHQDSSOLFDEOHDV

FRYHUHGE\*UDQW$VVXUDQFH *RRG7LWOH *UDQW$VVXUDQFH 'LVSRVDORI/DQGDQG

*UDQW$VVXUDQFH5HORFDWLRQDQG5HDO3URSHUW\$FTXLVLWLRQ

 6HHJUDQWDVVXUDQFHV IRU1RQ$LUSRUW6SRQVRUV8QGHUWDNLQJ1RLVH&RPSDWLELOLW\3URJUDP3URMHFWV

$OWKRXJKQRWVSHFLILFDOO\PHQWLRQHGLQWKHVWDQGDUGJUDQWDVVXUDQFHVWKH

DFFHSWHGXVHIXO OLIHIRUSHUVRQDOSURSHUW\DFTXLVLWLRQVVXFKDVDLUFUDIW

UHVFXHDQGILUHILJKWLQJ$5))RUVQRZUHPRYDOHTXLSPHQWLVJHQHUDOO\

OHVVWKDQ \HDUV 7KHIHGHUDO REOLJDWLRQV DVVRFLDWHGZLWK QHZ$5))

HTXLSPHQW SXUFKDVHG ZLWK $,3 IXQGV LV WHQ  \HDUV XQOHVV VWDWHG

RWKHUZLVH 7KHQRUPDOXVHIXOOLIHRIDSLHFHRIVQRZUHPRYDOHTXLSPHQW

LVDERXWWHQ\HDUV 3KRWRV)$$

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 47 of 91
 %&KDQJH

3DJH

 ,QWHQGHG3XUSRVH 7KH)$$2IILFHRI&KLHI&RXQVHOKDVLQGLFDWHGWKH)$$PD\

GHWHUPLQHWKHXVHIXOOLIH RIDQDLUSRUWRUDLUSRUWIDFLOLW\KDVH[SLUHGLILWLVQRORQJHUXVHG

RUQHHGHGIRUWKHSXUSRVHIRUZKLFKLWZDVGHYHORSHG

 (TXLSPHQW $OWKRXJKQRWVSHFLILFDOO\PHQWLRQHGLQWKHVWDQGDUGJUDQW DVVXUDQFHV

WKH DFFHSWHG XVHIXOOLIH IRU SHUVRQDO SURSHUW\ DFTXLVLWLRQVVXFK DV$LUFUDIW5HVFXH DQG

)LUHILJKWLQJ $5)) RU VQRZ UHPRYDO HTXLSPHQW LV JHQHUDOO\ OHVV WKDQ  \HDUV 7KH

GXUDWLRQRIWKLVIHGHUDOREOLJDWLRQ IRUHTXLSPHQWZDVJHQHUDOO\RQH\HDULQFDVHVZKHUH

VXUSOXV XVHG SHUVRQDO SURSHUW\ ZDV DFFHSWHGIURP WKH 86 *RYHUQPHQW KRZHYHU WKH

IHGHUDOREOLJDWLRQVDVVRFLDWHGZLWKQHZ$5))HTXLSPHQWSXUFKDVHGZLWK$,3 IXQGVLVWHQ

 \HDUV XQOHVV VWDWHG RWKHUZLVH 7KH QRUPDO XVHIXO OLIH RI D SLHFH RI VQRZ UHPRYDO

HTXLSPHQWLVDERXWWHQ\HDUV 6HH3URJUDP*XLGDQFH/HWWHU $,3(OLJLELOLW\IRU

Page 4-8 

(2). Intended Purpose. The FAA Office of Chief Counsel has indicated the FAA may 

determine the useful life of an airport or airport facility has expired if it is no longer used 

or needed for the purpose for which it was developed. 

(3). Equipment. Although not specifically mentioned in the standard grant assurances, 

the accepted useful life for personal property acquisitions, such as Aircraft Rescue and 

Firefighting (ARFF) or snow removal equipment is generally less than 20 years. The 

duration of this federal obligation for equipment was generally one (1) year in cases where 

surplus used personal property was accepted from the U.S. Government; however, the 

federal obligations associated with new ARFF equipment purchased with AIP funds is ten 

(10) years unless stated otherwise. The normal useful life of a piece of snow removal 

equipment is about ten (10) years. (See Program Guidance Letter 08-04. AIP Eligibility for 

Snow Removal Equipment (SRE), dated April 24, 2008, which is available online. See also 

chapter 23 of this Order. Reversions of Airport Property, for information related to the 

release of personal property federal obligations.) 

(4). Private Airport Sponsors. The requirements for airport development and noise 

compatibility programs undertaken by an airport sponsor apply to both public agency 

sponsors and private sponsors. However, for private sponsors there is an added 

requirement that the minimum applicable duration will not be less than ten (10) years, 

regardless of the useful life. 

Agency Responsibilities. The Airport Compliance Division (ACO-100) deals primarily 

with the set of standard assurances for airport sponsors. The FAA Office of Airport Planning and 

Programming (APP) handles issues involving standard grant assurances for planning agencies and 

nonairport sponsors. The ADOs and regional airports divisions ensure that the sponsor understands 

and complies with the applicable assurances. 

4.7 through 4.10 reserved. 

9/30/2009 5190.6B Changel 

Page 4-8 

(2). Intended Purpose. The FAA Office of Chief Counsel has indicated the FAA may 

determine the useful life of an airport or airport facility has expired if it is no longer used 

or needed for the purpose for which it was developed. 

(3). Equipment. Although not specifically mentioned in the standard grant assurances, 

the accepted useful life for personal property acquisitions, such as Aircraft Rescue and 

Firefighting (ARFF) or snow removal equipment is generally less than 20 years. The 

duration of this federal obligation for equipment was generally one (1) year in cases where 

surplus used personal property was accepted from the U.S. Government; however, the 

federal obligations associated with new ARFF equipment purchased with AIP funds is ten 

(10) years unless stated otherwise. The normal useful life of a piece of snow removal 

equipment is about ten (10) years. (See Program Guidance Letter 08-04. AIP Eligibility for 

Snow Removal Equipment (SRE), dated April 24, 2008, which is available online. See also 

chapter 23 of this Order. Reversions of Airport Property, for information related to the 

release of personal property federal obligations.) 

(4). Private Airport Sponsors. The requirements for airport development and noise 

compatibility programs undertaken by an airport sponsor apply to both public agency 

sponsors and private sponsors. However, for private sponsors there is an added 

requirement that the minimum applicable duration will not be less than ten (10) years, 

regardless of the useful life. 

Agency Responsibilities. The Airport Compliance Division (ACO-100) deals primarily 

with the set of standard assurances for airport sponsors. The FAA Office of Airport Planning and 

Programming (APP) handles issues involving standard grant assurances for planning agencies and 

nonairport sponsors. The ADOs and regional airports divisions ensure that the sponsor understands 

and complies with the applicable assurances. 

4.7 through 4.10 reserved. 

9/30/2009 5190.6B Changel 

6QRZ5HPRYDO(TXLSPHQW65( GDWHG$SULOZKLFKLVDYDLODEOHRQOLQH 6HHDOVR

FKDSWHU  RIWKLV2UGHU5HYHUVLRQV RI$LUSRUW3URSHUW\ IRULQIRUPDWLRQ UHODWHGWRWKH

UHOHDVHRISHUVRQDOSURSHUW\ IHGHUDOREOLJDWLRQV

 3ULYDWH$LUSRUW 6SRQVRUV 7KH UHTXLUHPHQWV IRUDLUSRUW GHYHORSPHQWDQG QRLVH

FRPSDWLELOLW\ SURJUDPV XQGHUWDNHQ E\ DQ DLUSRUW VSRQVRU DSSO\ WR ERWK SXEOLF DJHQF\

VSRQVRUV DQG SULYDWH VSRQVRUV +RZHYHU IRU SULYDWH VSRQVRUV WKHUH LV DQ DGGHG

UHTXLUHPHQWWKDWWKHPLQLPXP DSSOLFDEOH GXUDWLRQ ZLOO QRW EHOHVVWKDQWHQ  \HDUV

UHJDUGOHVVRIWKHXVHIXOOLIH

$JHQF\5HVSRQVLELOLWLHV 7KH$LUSRUW&RPSOLDQFH'LYLVLRQ $&2GHDOVSULPDULO\

ZLWKWKHVHWRIVWDQGDUGDVVXUDQFHVIRUDLUSRUWVSRQVRUV 7KH)$$2IILFHRI$LUSRUW3ODQQLQJDQG

3URJUDPPLQJ$33KDQGOHVLVVXHVLQYROYLQJVWDQGDUGJUDQWDVVXUDQFHV IRUSODQQLQJDJHQFLHVDQG

QRQDLUSRUWVSRQVRUV 7KH$'2VDQGUHJLRQDODLUSRUWVGLYLVLRQVHQVXUHWKDWWKHVSRQVRUXQGHUVWDQGV

DQGFRPSOLHVZLWKWKHDSSOLFDEOHDVVXUDQFHV

WKURXJKUHVHUYHG

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 48 of 91
 %&KDQJH

3DJH

7DEOH*UDQW$VVXUDQFH$SSOLFDELOLW\

Page 4-9 

Table 4.1 Grant Assurance Applicability 

Airport Sponsor Nonsponsor 

Grant Assurance Development Noise Planning Noise Planning 

#1 General Federal Requirements X X X X X 

#2 Responsibility and Authority of the X X X X X 

Sponsor 

#3 Sponsor Fund Availability X X X X X 

#4 Good Title X X X 

#5 Preserving Rights and Powers X X X X X 

#6 Consistency with Local Plans X X X X X 

#7 Consideration of Local Interest X X X 

#8 Consultation with Users X X 

#9 Public Hearings X X 

#10 Air and Water Quality Standards X X 

#11 Pavement Preventive Maintenance X X 

#12 Terminal Development Prerequisites X X 

#13 Accounting System, Audit and Record X 

Keeping 

X X X X 

#14 Minimum Wage Rates X X X 

#15 Veteran's Preference X X X 

#16 Conformity to Plans and Specifications X_ 

#17 Construction Inspection and Approval X_ 

X X 

X X 

#18 Planning Projects X X X X 

#19 Operations and Maintenance X X X 

#20 Hazard Removal and Mitigation X X X 

#21 Compatible Land Use X X X 

#22 Economic Nondiscrimination X X 

#23 Exclusive Rights 

* Standard grant assurances for nonairport sponsors of noise compatibility programs and for 

planning agency sponsors of planning programs are numbered differently and vary slightly in 

language. 

X X 

9/30/2009 5190.6B Changel 

Page 4-9 

Table 4.1 Grant Assurance Applicability 

Airport Sponsor Nonsponsor 

Grant Assurance Development Noise Planning Noise Planning 

#1 General Federal Requirements X X X X X 

#2 Responsibility and Authority of the X X X X X 

Sponsor 

#3 Sponsor Fund Availability X X X X X 

#4 Good Title X X X 

#5 Preserving Rights and Powers X X X X X 

#6 Consistency with Local Plans X X X X X 

#7 Consideration of Local Interest X X X 

#8 Consultation with Users X X 

#9 Public Hearings X X 

#10 Air and Water Quality Standards X X 

#11 Pavement Preventive Maintenance X X 

#12 Terminal Development Prerequisites X X 

#13 Accounting System, Audit and Record X 

Keeping 

X X X X 

#14 Minimum Wage Rates X X X 

#15 Veteran's Preference X X X 

#16 Conformity to Plans and Specifications X_ 

#17 Construction Inspection and Approval X_ 

X X 

X X 

#18 Planning Projects X X X X 

#19 Operations and Maintenance X X X 

#20 Hazard Removal and Mitigation X X X 

#21 Compatible Land Use X X X 

#22 Economic Nondiscrimination X X 

#23 Exclusive Rights 

* Standard grant assurances for nonairport sponsors of noise compatibility programs and for 

planning agency sponsors of planning programs are numbered differently and vary slightly in 

language. 

X X 

9/30/2009 5190.6B Changel 

1$ $LUSRUW6SRQVRU 1RQVSRQVRU

*UDQW$VVXUDQFH 'HYHORSPHQW 1RLVH 3ODQQLQJ 1RLVH 3ODQQLQJ

 *HQHUDO)HGHUDO5HTXLUHPHQWV ; ; ; ; ;

 5HVSRQVLELOLW\ DQG $XWKRULW\ RI WKH

6SRQVRU

; ; ; ; ;

 6SRQVRU)XQG$YDLODELOLW\ ; ; ; ; ;

 *RRG7LWOH ; ; 1R ; 1R

 3UHVHUYLQJ5LJKWVDQG3RZHUV ; ; ; ; ;

 &RQVLVWHQF\ZLWK/RFDO3ODQV ; ; ; ; ;

 &RQVLGHUDWLRQRI/RFDO,QWHUHVW ; ; 1R ; 1R

 &RQVXOWDWLRQZLWK8VHUV ; ; 1R 1R 1R

 3XEOLF+HDULQJV ; ; 1R 1R 1R

 $LUDQG:DWHU4XDOLW\6WDQGDUGV ; ; 1R 1R 1R

 3DYHPHQW3UHYHQWLYH0DLQWHQDQFH ; ; 1R 1R 1R

 7HUPLQDO'HYHORSPHQW3UHUHTXLVLWHV ; ; 1R 1R 1R

 $FFRXQWLQJ 6\VWHP $XGLW DQG 5HFRUG

.HHSLQJ

; ; ; ; ;

 0LQLPXP:DJH5DWHV ; ; 1R ; 1R

 9HWHUDQ¶V3UHIHUHQFH ; ; 1R ; 1R

 &RQIRUPLW\WR3ODQVDQG6SHFLILFDWLRQV ; ; 1R ; 1R

 &RQVWUXFWLRQ,QVSHFWLRQDQG$SSURYDO ; ; 1R ; 1R

 3ODQQLQJ3URMHFWV ; ; ; ;

 2SHUDWLRQVDQG0DLQWHQDQFH ; ; 1R ; 1R

 +D]DUG5HPRYDODQG0LWLJDWLRQ ; ; 1R ; 1R

 &RPSDWLEOH/DQG8VH ; ; 1R ; 1R

 (FRQRPLF1RQGLVFULPLQDWLRQ ; ; 1R 1R

 ([FOXVLYH5LJKWV ; ; 1R 1R


 6WDQGDUG JUDQW DVVXUDQFHVIRU QRQDLUSRUW VSRQVRUV RI QRLVH FRPSDWLELOLW\ SURJUDPV DQGIRU

SODQQLQJ DJHQF\ VSRQVRUV RI SODQQLQJ SURJUDPV DUH QXPEHUHG GLIIHUHQWO\ DQG YDU\ VOLJKWO\LQ

ODQJXDJH

 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 49 of 91
 %&KDQJH

3DJH

7DEOH6WDQGDUG*UDQW$VVXUDQFH$SSOLHGWR$LUSRUW3URJUDPV DQG3URMHFWV

Page 4-10 

Table 4.2 Standard Grant Assurance Applied to Airport Programs and Projects 

Type of Assurance Type ofProgram 

Airport Sponsor Airport Development 

Airport Sponsor Noise Compatibility 

Airport Sponsor Planning Projects 

Planning Agency Planning Projects 

Nonairport Sponsor Noise Compatibility 

9/30/2009 5190.6B Changel 

Page 4-10 

Table 4.2 Standard Grant Assurance Applied to Airport Programs and Projects 

Type of Assurance Type ofProgram 

Airport Sponsor Airport Development 

Airport Sponsor Noise Compatibility 

Airport Sponsor Planning Projects 

Planning Agency Planning Projects 

Nonairport Sponsor Noise Compatibility 

9/30/2009 5190.6B Changel 

7\SHRI$VVXUDQFH 0B7\SHRI3URJUDP

$LUSRUW6SRQVRU $LUSRUW'HYHORSPHQW

$LUSRUW6SRQVRU 1RLVH&RPSDWLELOLW\

$LUSRUW6SRQVRU 3ODQQLQJ3URMHFWV

3ODQQLQJ$JHQF\ 3ODQQLQJ3URMHFWV

1RQDLUSRUW6SRQVRU 1RLVH&RPSDWLELOLW\

 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 50 of 91
 %&KDQJH

3DJH

7DEOH*UDQW$VVXUDQFH'XUDWLRQ

Page 4-11 

Table 4.3 Grant Assurance Duration 

Project Type and Entity Duration 

Public Sponsor Airport Development 

Exclusive Rights, 23 No limit 

Airport Revenue, 25 No limit 

Real Property, 4,31,35 No limit 

Other Assurances, 1-3, 5-22, 26-29, 32­ Useful life not to exceed 20 years 

34, 36-39 

Public Sponsor Aircraft Noise Same as for airport development 

Public Sponsor Planning Life of project 

Grant Assurances 1-3, 5-6, 13, 18, 30, 

32-34 

Same as for public sponsor airport development 

except useful life may be no less than 10 years. 

Private Sponsor Airport Development 

Private Sponsor Noise Same as for public sponsor 

Private Sponsor Planning Same as for public sponsor 

Non Airport Sponsor Noise - General Useful life not to exceed 20 years 

Non Airport Sponsor Noise - Land No limit 

Non Airport Sponsor - Planning Life of project 

Planning Agency - Planning Life of project 

Civil Rights Assurance for any project Specified in the assurance 

9/30/2009 5190.6B Changel 

Page 4-11 

Table 4.3 Grant Assurance Duration 

Project Type and Entity Duration 

Public Sponsor Airport Development 

Exclusive Rights, 23 No limit 

Airport Revenue, 25 No limit 

Real Property, 4,31,35 No limit 

Other Assurances, 1-3, 5-22, 26-29, 32­ Useful life not to exceed 20 years 

34, 36-39 

Public Sponsor Aircraft Noise Same as for airport development 

Public Sponsor Planning Life of project 

Grant Assurances 1-3, 5-6, 13, 18, 30, 

32-34 

Same as for public sponsor airport development 

except useful life may be no less than 10 years. 

Private Sponsor Airport Development 

Private Sponsor Noise Same as for public sponsor 

Private Sponsor Planning Same as for public sponsor 

Non Airport Sponsor Noise - General Useful life not to exceed 20 years 

Non Airport Sponsor Noise - Land No limit 

Non Airport Sponsor - Planning Life of project 

Planning Agency - Planning Life of project 

Civil Rights Assurance for any project Specified in the assurance 

9/30/2009 5190.6B Changel 

3URMHFW7\SHDQG(QWLW\ 'XUDWLRQ

3XEOLF6SRQVRU$LUSRUW'HYHORSPHQW (PSW\

([FOXVLYH5LJKWV 1ROLPLW

$LUSRUW5HYHQXH 1ROLPLW

5HDO3URSHUW\ 1ROLPLW

2WKHU$VVXUDQFHV



8VHIXOOLIHQRWWRH[FHHG\HDUV

3XEOLF6SRQVRU$LUFUDIW1RLVH 6DPHDVIRUDLUSRUWGHYHORSPHQW

3XEOLF6SRQVRU3ODQQLQJ /LIHRISURMHFW

*UDQW $VVXUDQFHV     



(PSW\

3ULYDWH6SRQVRU$LUSRUW'HYHORSPHQW 6DPH DV IRU SXEOLF VSRQVRU DLUSRUW GHYHORSPHQW

H[FHSWXVHIXOOLIHPD\EHQROHVVWKDQ\HDUV

3ULYDWH6SRQVRU1RLVH 6DPHDVIRUSXEOLFVSRQVRU

3ULYDWH6SRQVRU3ODQQLQJ 6DPHDVIRUSXEOLFVSRQVRU

1RQ$LUSRUW6SRQVRU1RLVH±*HQHUDO 8VHIXOOLIHQRWWRH[FHHG\HDUV

1RQ$LUSRUW6SRQVRU1RLVH±/DQG 1ROLPLW

1RQ$LUSRUW6SRQVRU3ODQQLQJ /LIHRISURMHFW

3ODQQLQJ$JHQF\±3ODQQLQJ /LIHRISURMHFW

&LYLO5LJKWV$VVXUDQFHIRUDQ\SURMHFW 6SHFLILHGLQWKHDVVXUDQFH

 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 51 of 91
 %&KDQJH

3DJH

7DEOH7\SLFDO*UDQW+LVWRU\IRUD6SHFLILF$LUSRUW0F&OHOODQG3DORPDU$LUSRUW6DQ

'LHJR&DOLIRUQLD&54

Page 4-12 

Table 4.4 Typical Grant History for a Specific Airport McClelland-Palomar Airport, San 

Diego, California (CRQ) 1983-2005 

Grant 

Number 

FY Description Entitlement Discretionary Total 

001-1983 1983 Rehabilitate Taxiway 0.00 352,258.00 352,258.00 

Groove Runway 

Rehabilitate Taxiway Lighting 

Install Runway Lighting 

Install Apron Lighting 

Conduct Noise Compatibility Plan Study 

Improve Access Road 

Install Perimeter Fencing 

Rehabilitate Apron 

Construct Apron 

Noise Mitigation Measures 

Conduct Airport Master Plan Study 

Acquire Security Equipment 

Expand Apron 

Acquire Aircraft Rescue & Fire Fighting Safety 

Equipment 

0.00 204,010.00 204,010.00 

002-1988 1988 125,000.00 0.00 125,000.00 

175,000.00 0.00 175,000.00 

100,000.00 0.00 100,000.00 

003-1988 1988 0.00 133,220.00 133,220.00 

004-1991 1991 128,000.00 0.00 128,000.00 

37,641.00 0.00 37,641.00 

005-1992 1992 500,000.00 75,000.00 575,000.00 

500,000.00 75,000.00 575,000.00 

006-1992 1992 0.00 390,124.00 390,124.00 

007-1993 1993 0.00 126,000.00 126,000.00 

008-1994 1994 70,000.00 0.00 70,000.00 

33,443.00 0.00 33,443.00 

126,000.00 0.00 126,000.00 

Acquire Security Equipment 

Install Guidance Signs 

Install Apron Lighting 

Extend Runway 

Extend Taxiway 

Extend Runway 

Improve Runway Safety Area 

Extend Taxiway 

Rehabilitate Taxiway 

Groove Runway 

Construct Taxiway 

Groove Runway 

Construct Taxiway 

Conduct Noise Compatibility Plan Study 

Construct Taxiway 

Construct Taxiway 

Construct Apron 

Acquire Land for Development 

Conduct Noise Compatibility Plan Study 

Rehabilitate Taxiway 

Acquire Land for Development 

Acquire Aircraft Rescue & Fire Fighting Vehicle 

Improve Runway Safety Area 

009-1995 1995 205,934.00 0.00 205,934.00 

236,099.00 0.00 236,099.00 

178,246.00 0.00 178,246.00 

100,000.00 0.00 100,000.00 

100,000.00 0.00 100,000.00 

010-1997 1997 605,451.00 0.00 605,451.00 

200,000.00 150,818.00 350,818.00 

200,000.00 0.00 200,000.00 

011-1999 1999 0.00 806,000.00 806,000.00 

363,664.00 0.00 363,664.00 

0.00 144,000.00 144,000.00 

012-1999 1999 18,259.00 0.00 18,259.00 

013-2000 2000 650,000.00 0.00 650,000.00 

014-2001 2001 0.00 200,000.00 200,000.00 

015-2001 2001 805,754.00 43,529.00 849,283.00 

017-2002 2002 298,552.00 0.00 298,552.00 

018-2003 2003 800,000.00 0.00 800,000.00 

1,098,552.00 284,783.00 1,383,335.00 

019-2004 2004 55,071.00 0.00 55,071.00 

209,000.00 0.00 209,000.00 

1,123,238.00 0.00 1,123,238.00 

020-2005 2005 0.00 495,000.00 495,000.00 

0.00 630,000.00 630,000.00 

TOTAL GRANTS: $13,152,646.00 

9/30/2009 5190.6B Changel 

Page 4-12 

Table 4.4 Typical Grant History for a Specific Airport McClelland-Palomar Airport, San 

Diego, California (CRQ) 1983-2005 

Grant 

Number 

FY Description Entitlement Discretionary Total 

001-1983 1983 Rehabilitate Taxiway 0.00 352,258.00 352,258.00 

Groove Runway 

Rehabilitate Taxiway Lighting 

Install Runway Lighting 

Install Apron Lighting 

Conduct Noise Compatibility Plan Study 

Improve Access Road 

Install Perimeter Fencing 

Rehabilitate Apron 

Construct Apron 

Noise Mitigation Measures 

Conduct Airport Master Plan Study 

Acquire Security Equipment 

Expand Apron 

Acquire Aircraft Rescue & Fire Fighting Safety 

Equipment 

0.00 204,010.00 204,010.00 

002-1988 1988 125,000.00 0.00 125,000.00 

175,000.00 0.00 175,000.00 

100,000.00 0.00 100,000.00 

003-1988 1988 0.00 133,220.00 133,220.00 

004-1991 1991 128,000.00 0.00 128,000.00 

37,641.00 0.00 37,641.00 

005-1992 1992 500,000.00 75,000.00 575,000.00 

500,000.00 75,000.00 575,000.00 

006-1992 1992 0.00 390,124.00 390,124.00 

007-1993 1993 0.00 126,000.00 126,000.00 

008-1994 1994 70,000.00 0.00 70,000.00 

33,443.00 0.00 33,443.00 

126,000.00 0.00 126,000.00 

Acquire Security Equipment 

Install Guidance Signs 

Install Apron Lighting 

Extend Runway 

Extend Taxiway 

Extend Runway 

Improve Runway Safety Area 

Extend Taxiway 

Rehabilitate Taxiway 

Groove Runway 

Construct Taxiway 

Groove Runway 

Construct Taxiway 

Conduct Noise Compatibility Plan Study 

Construct Taxiway 

Construct Taxiway 

Construct Apron 

Acquire Land for Development 

Conduct Noise Compatibility Plan Study 

Rehabilitate Taxiway 

Acquire Land for Development 

Acquire Aircraft Rescue & Fire Fighting Vehicle 

Improve Runway Safety Area 

009-1995 1995 205,934.00 0.00 205,934.00 

236,099.00 0.00 236,099.00 

178,246.00 0.00 178,246.00 

100,000.00 0.00 100,000.00 

100,000.00 0.00 100,000.00 

010-1997 1997 605,451.00 0.00 605,451.00 

200,000.00 150,818.00 350,818.00 

200,000.00 0.00 200,000.00 

011-1999 1999 0.00 806,000.00 806,000.00 

363,664.00 0.00 363,664.00 

0.00 144,000.00 144,000.00 

012-1999 1999 18,259.00 0.00 18,259.00 

013-2000 2000 650,000.00 0.00 650,000.00 

014-2001 2001 0.00 200,000.00 200,000.00 

015-2001 2001 805,754.00 43,529.00 849,283.00 

017-2002 2002 298,552.00 0.00 298,552.00 

018-2003 2003 800,000.00 0.00 800,000.00 

1,098,552.00 284,783.00 1,383,335.00 

019-2004 2004 55,071.00 0.00 55,071.00 

209,000.00 0.00 209,000.00 

1,123,238.00 0.00 1,123,238.00 

020-2005 2005 0.00 495,000.00 495,000.00 

0.00 630,000.00 630,000.00 

TOTAL GRANTS: $13,152,646.00 

9/30/2009 5190.6B Changel 

*UDQW

1XPEHU

)< 'HVFULSWLRQ (QWLWOHPHQW 'LVFUHWLRQDU\ 7RWDO

  5HKDELOLWDWH7D[LZD\   

  *URRYH5XQZD\   

  5HKDELOLWDWH7D[LZD\/LJKWLQJ   

  ,QVWDOO5XQZD\/LJKWLQJ   

  ,QVWDOO$SURQ/LJKWLQJ   

  &RQGXFW1RLVH&RPSDWLELOLW\3ODQ6WXG\   

  ,PSURYH$FFHVV5RDG   

  ,QVWDOO3HULPHWHU)HQFLQJ   

  5HKDELOLWDWH$SURQ   

  &RQVWUXFW$SURQ   

  1RLVH0LWLJDWLRQ0HDVXUHV   

  &RQGXFW$LUSRUW0DVWHU3ODQ6WXG\   

  $FTXLUH6HFXULW\(TXLSPHQW   

  ([SDQG$SURQ   

  $FTXLUH$LUFUDIW5HVFXH	)LUH)LJKWLQJ6DIHW\

(TXLSPHQW

  

  $FTXLUH6HFXULW\(TXLSPHQW   

  ,QVWDOO*XLGDQFH6LJQV   

  ,QVWDOO$SURQ/LJKWLQJ   

  ([WHQG5XQZD\   

  ([WHQG7D[LZD\   

  ([WHQG5XQZD\   

  ,PSURYH5XQZD\6DIHW\$UHD   

  ([WHQG7D[LZD\   

  5HKDELOLWDWH7D[LZD\   

  *URRYH5XQZD\   

  &RQVWUXFW7D[LZD\   

  *URRYH5XQZD\   

  &RQVWUXFW7D[LZD\   

  &RQGXFW1RLVH&RPSDWLELOLW\3ODQ6WXG\   

  &RQVWUXFW7D[LZD\   

  &RQVWUXFW7D[LZD\   

  &RQVWUXFW$SURQ   

  $FTXLUH/DQG IRU'HYHORSPHQW   

  &RQGXFW1RLVH&RPSDWLELOLW\3ODQ6WXG\   

  5HKDELOLWDWH7D[LZD\   

  $FTXLUH/DQG IRU'HYHORSPHQW   

  $FTXLUH$LUFUDIW5HVFXH	)LUH)LJKWLQJ9HKLFOH   

  ,PSURYH5XQZD\6DIHW\$UHD   

727$/*5$176

 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 52 of 91
 %&KDQJH

3DJH

([KLELW)HGHUDO$LGWR$LUSRUWV3URJUDP)$$3

<HDU

Page 4-13 

Exhibit: Federal Aid to Airports Program (FAAP) 

Announced 

Allocation 

Number of 

Airports 

Announced 

Allocation 

Number of 

Airports Year Year 

1947-48 66.6 908 I960 57.1 288 

1949 35.1 455 1961 58.8 314 

1950 29.8 314 1962 70.1 327 

1951 24.8 186 1963 74.3 419 

1952 15.0 226 1964 76.0 452 

1953 10.0 169 1965 72.6 413 

1954 (No program) (No program) 1966 84.5 445 

1955 20.4 164 1967 72.5 341 

1956 58.3 524 1968 70.2 386 

1957 51.9 368 1969 74.7 397 

1958 55.0 334 1970 34.1 177 

1959 63.6 358 

Exhibit: Airport Development Aid Program (ADAP) and Planning Grant Program (PGP) 

ADAP: 

Net Obligations 

170.0 

ADAP: PGP: 

Net Obligations 

PGP: 

Grants Issued Year No. of Pro jects 

1971 231 3.6 42 

1972 280.0 464 9.0 180 

1973 206.6 450 9.6 275 

1974 299.7 646 8.2 277 

1975 339.9 643 9.6 286 

1976 & Tran. Qtr. 416.3 525 6.0 122 

1977 506.3 757 11.8 205 

1978 539.8 761 14.0 242 

1979 624.2 858 15.0 241 

1980 639.0 817 10.0 165 

1981 438.5 622 (No program) (No program) 

9/30/2009 5190.6B Changel 

Page 4-13 

Exhibit: Federal Aid to Airports Program (FAAP) 

Announced 

Allocation 

Number of 

Airports 

Announced 

Allocation 

Number of 

Airports Year Year 

1947-48 66.6 908 I960 57.1 288 

1949 35.1 455 1961 58.8 314 

1950 29.8 314 1962 70.1 327 

1951 24.8 186 1963 74.3 419 

1952 15.0 226 1964 76.0 452 

1953 10.0 169 1965 72.6 413 

1954 (No program) (No program) 1966 84.5 445 

1955 20.4 164 1967 72.5 341 

1956 58.3 524 1968 70.2 386 

1957 51.9 368 1969 74.7 397 

1958 55.0 334 1970 34.1 177 

1959 63.6 358 

Exhibit: Airport Development Aid Program (ADAP) and Planning Grant Program (PGP) 

ADAP: 

Net Obligations 

170.0 

ADAP: PGP: 

Net Obligations 

PGP: 

Grants Issued Year No. of Pro jects 

1971 231 3.6 42 

1972 280.0 464 9.0 180 

1973 206.6 450 9.6 275 

1974 299.7 646 8.2 277 

1975 339.9 643 9.6 286 

1976 & Tran. Qtr. 416.3 525 6.0 122 

1977 506.3 757 11.8 205 

1978 539.8 761 14.0 242 

1979 624.2 858 15.0 241 

1980 639.0 817 10.0 165 

1981 438.5 622 (No program) (No program) 

9/30/2009 5190.6B Changel 

$QQRXQFHG

$OORFDWLRQ

1XPEHURI

$LUSRUWV <HDU

$QQRXQFHG

$OORFDWLRQ

1XPEHURI

$LUSRUWV

     

     

     

     

     

     

 1RSURJUDP 1RSURJUDP   

     

     

     

     

   3URJUDP(QGV

([KLELW$LUSRUW'HYHORSPHQW$LG3URJUDP$'$3DQG3ODQQLQJ*UDQW3URJUDP3*3

<HDU

$'$3

1HW2EOLJDWLRQV

$'$3

1RRI3URMHFWV

3*3

1HW2EOLJDWLRQV

3*3

*UDQWV,VVXHG

    

    

    

    

    

	7UDQ4WU    

    

    

    

    

   1RSURJUDP 1RSURJUDP

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 53 of 91
 %&KDQJH

3DJH

&KDSWHU ([FOXVLYH5LJKWV

 ,QWURGXFWLRQ 7KLV FKDSWHU GHVFULEHV WKH VSRQVRU
V IHGHUDO REOLJDWLRQV XQGHU *UDQW

Page 8-1 

Chapter 8: Exclusive Rights 

8.1. Introduction. This chapter describes the sponsor's federal obligations under Grant 

Assurance 23. Exclusive Rights., which prohibits an airport sponsor from granting an exclusive 

right for the use of the airport, including granting an exclusive right to any person or entity 

providing or intending to provide aeronautical services to the public. 

In particular, the sponsor may not grant a special privilege or a monopoly to anyone providing 

aeronautical services on the airport or engaging in an aeronautical use. The intent of this restriction 

is to promote aeronautical activity and protect fair competition at federally obligated airports. 

It is the responsibility of the FAA airports district offices (ADOs) and regional airports divisions 

to ensure that the sponsor has not extended any exclusive right to any airport operator or user. 

8.2. Definition of an Exclusive Right. An exclusive right is defined as a power, privilege, or 

other right excluding or debarring another from enjoying or exercising a like power, privilege or 

right. An exclusive right may be conferred either by express agreement, by imposition of 

unreasonable standards or requirements or by another means. Such a right conferred on one or 

more parties, but excluding others from enjoying or exercising a similar right or right, would be 

an exclusive right.18 

8.3. Legislative and Statutory History. 

General. Through the years, the exclusive rights provision has become a federal obligation 

that applies in cases involving airport development grants, and surplus and nonsurplus 

conveyances of federal property.19 

a. 

Theprohibition against exclusive rights is contained in 

section 303 of the Civil Aeronautics Act of1938 (P.L. No. 

75-706, 52 Stat. 973) and applies to any airport upon which 

anyfederalfunds have been expended. 

1938 to Date. The exclusive rights provision is the oldest federal obligation affecting 

federally funded airports. The legislative background for the exclusive rights provisions began in 

1938. The prohibition against exclusive rights was first contained in section 303 of the Civil 

Aeronautics Act of 1938 (Public Law (P.L.) No. 75-706, 52 Stat. 973 recodified at 49 United States 

Code (U.S.C.) 40103(e)) and applies to any airport upon which any federal funds have been 

expended. 

To develop and improve airports between 1939 and 1944, Congress authorized the Development 

of Landing Areas National Defense (DLAND) and the Development of Civil Landing Areas 

(DCLA) programs. In accordance with these programs, the federal government and the sponsor 

entered into an agreement, called an AP-4 Agreement, by which the sponsor provided the land and 

b. 

18 30 Fed. Reg. 13661, see also AC 150/5190-6. Appendix 1. 

19 The applicable grant programs were the Federal Aid to Airports Program (FAAP), Airport Development Aid 

Program (ADAP), and Airport Improvement Program (AIP). 

9/30/2009 5190.6B Changel 

Page 8-1 

Chapter 8: Exclusive Rights 

8.1. Introduction. This chapter describes the sponsor's federal obligations under Grant 

Assurance 23. Exclusive Rights., which prohibits an airport sponsor from granting an exclusive 

right for the use of the airport, including granting an exclusive right to any person or entity 

providing or intending to provide aeronautical services to the public. 

In particular, the sponsor may not grant a special privilege or a monopoly to anyone providing 

aeronautical services on the airport or engaging in an aeronautical use. The intent of this restriction 

is to promote aeronautical activity and protect fair competition at federally obligated airports. 

It is the responsibility of the FAA airports district offices (ADOs) and regional airports divisions 

to ensure that the sponsor has not extended any exclusive right to any airport operator or user. 

8.2. Definition of an Exclusive Right. An exclusive right is defined as a power, privilege, or 

other right excluding or debarring another from enjoying or exercising a like power, privilege or 

right. An exclusive right may be conferred either by express agreement, by imposition of 

unreasonable standards or requirements or by another means. Such a right conferred on one or 

more parties, but excluding others from enjoying or exercising a similar right or right, would be 

an exclusive right.18 

8.3. Legislative and Statutory History. 

General. Through the years, the exclusive rights provision has become a federal obligation 

that applies in cases involving airport development grants, and surplus and nonsurplus 

conveyances of federal property.19 

a. 

Theprohibition against exclusive rights is contained in 

section 303 of the Civil Aeronautics Act of1938 (P.L. No. 

75-706, 52 Stat. 973) and applies to any airport upon which 

anyfederalfunds have been expended. 

1938 to Date. The exclusive rights provision is the oldest federal obligation affecting 

federally funded airports. The legislative background for the exclusive rights provisions began in 

1938. The prohibition against exclusive rights was first contained in section 303 of the Civil 

Aeronautics Act of 1938 (Public Law (P.L.) No. 75-706, 52 Stat. 973 recodified at 49 United States 

Code (U.S.C.) 40103(e)) and applies to any airport upon which any federal funds have been 

expended. 

To develop and improve airports between 1939 and 1944, Congress authorized the Development 

of Landing Areas National Defense (DLAND) and the Development of Civil Landing Areas 

(DCLA) programs. In accordance with these programs, the federal government and the sponsor 

entered into an agreement, called an AP-4 Agreement, by which the sponsor provided the land and 

b. 

18 30 Fed. Reg. 13661, see also AC 150/5190-6. Appendix 1. 

19 The applicable grant programs were the Federal Aid to Airports Program (FAAP), Airport Development Aid 

Program (ADAP), and Airport Improvement Program (AIP). 

9/30/2009 5190.6B Changel 

$VVXUDQFH ([FOXVLYH5LJKWVZKLFK SURKLELWVDQDLUSRUWVSRQVRU IURP JUDQWLQJDQH[FOXVLYH

ULJKW IRU WKH XVH RI WKH DLUSRUW LQFOXGLQJ JUDQWLQJ DQ H[FOXVLYH ULJKW WR DQ\ SHUVRQ RU HQWLW\

SURYLGLQJRULQWHQGLQJWRSURYLGHDHURQDXWLFDOVHUYLFHVWRWKHSXEOLF

,QSDUWLFXODUWKHVSRQVRUPD\QRWJUDQW DVSHFLDOSULYLOHJHRU DPRQRSRO\WRDQ\RQHSURYLGLQJ

DHURQDXWLFDOVHUYLFHVRQWKHDLUSRUWRUHQJDJLQJLQDQDHURQDXWLFDOXVH 7KHLQWHQWRIWKLVUHVWULFWLRQ

LVWRSURPRWHDHURQDXWLFDODFWLYLW\DQGSURWHFWIDLUFRPSHWLWLRQDWIHGHUDOO\REOLJDWHGDLUSRUWV

,WLVWKHUHVSRQVLELOLW\RIWKH)$$DLUSRUWVGLVWULFWRIILFHV$'2VDQGUHJLRQDODLUSRUWVGLYLVLRQV

WRHQVXUHWKDWWKHVSRQVRUKDVQRWH[WHQGHGDQ\H[FOXVLYHULJKWWRDQ\DLUSRUWRSHUDWRURUXVHU

 'HILQLWLRQRIDQ([FOXVLYH5LJKW $QH[FOXVLYHULJKWLVGHILQHGDVDSRZHUSULYLOHJHRU

RWKHUULJKW H[FOXGLQJRUGHEDUULQJDQRWKHUIURPHQMR\LQJRUH[HUFLVLQJDOLNHSRZHUSULYLOHJHRU

ULJKW $Q H[FOXVLYH ULJKW PD\ EH FRQIHUUHG HLWKHU E\ H[SUHVV DJUHHPHQW E\ LPSRVLWLRQ RI

XQUHDVRQDEOHVWDQGDUGVRU UHTXLUHPHQWVRUE\DQRWKHUPHDQV 6XFK D ULJKWFRQIHUUHGRQRQHRU

PRUHSDUWLHV EXWH[FOXGLQJRWKHUVIURPHQMR\LQJRUH[HUFLVLQJ DVLPLODUULJKWRUULJKWZRXOGEH

DQH[FOXVLYHULJKW17F17F



 /HJLVODWLYHDQG6WDWXWRU\+LVWRU\

*HQHUDO 7KURXJKWKH\HDUVWKHH[FOXVLYHULJKWVSURYLVLRQKDVEHFRPH D IHGHUDOREOLJDWLRQ

WKDW DSSOLHV LQ FDVHV LQYROYLQJ DLUSRUW GHYHORSPHQW JUDQWV DQG VXUSOXV DQG QRQVXUSOXV

FRQYH\DQFHVRIIHGHUDOSURSHUW\18F18F



7KHSURKLELWLRQDJDLQVWH[FOXVLYHULJKWVLVFRQWDLQHGLQ

VHFWLRQRIWKH&LYLO$HURQDXWLFV$FWRI 3/1R

6WDWDQGDSSOLHVWRDQ\DLUSRUWXSRQZKLFK

DQ\IHGHUDOIXQGVKDYHEHHQH[SHQGHG

 WR 'DWH 7KH H[FOXVLYH ULJKWV SURYLVLRQ LV WKH ROGHVW IHGHUDO REOLJDWLRQ DIIHFWLQJ

IHGHUDOO\IXQGHGDLUSRUWV 7KHOHJLVODWLYHEDFNJURXQGIRUWKHH[FOXVLYHULJKWVSURYLVLRQVEHJDQLQ

O 7KH SURKLELWLRQ DJDLQVW H[FOXVLYH ULJKWV ZDV ILUVW FRQWDLQHG LQVHFWLRQ  RI WKH &LYLO

$HURQDXWLFV$FWRI3XEOLF/DZ3/1R6WDWUHFRGLILHGDW8QLWHG6WDWHV

&RGH 86& H DQG DSSOLHV WR DQ\ DLUSRUW XSRQ ZKLFK DQ\ IHGHUDO IXQGV KDYH EHHQ

H[SHQGHG

7RGHYHORSDQGLPSURYHDLUSRUWVEHWZHHQDQG&RQJUHVVDXWKRUL]HGWKH'HYHORSPHQW

RI /DQGLQJ $UHDV 1DWLRQDO 'HIHQVH '/$1' DQG WKH 'HYHORSPHQW RI &LYLO /DQGLQJ $UHDV

'&/$SURJUDPV ,QDFFRUGDQFHZLWKWKHVHSURJUDPV WKHIHGHUDO JRYHUQPHQWDQGWKHVSRQVRU

HQWHUHGLQWRDQDJUHHPHQWFDOOHGDQ$3$JUHHPHQW E\ZKLFKWKHVSRQVRUSURYLGHGWKHODQGDQG

 )HG5HJVHHDOVR$&$SSHQGL[

 7KH DSSOLFDEOH JUDQW SURJUDPV ZHUH WKH )HGHUDO $LG WR $LUSRUWV 3URJUDP )$$3 $LUSRUW 'HYHORSPHQW $LG

3URJUDP$'$3DQG$LUSRUW,PSURYHPHQW3URJUDP$,3

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 54 of 91
 %&KDQJH

3DJH

WKHIHGHUDOJRYHUQPHQWGHYHORSHGWKHDLUSRUW$3$JUHHPHQWVFRQWDLQHGDFRYHQDQWVWDWLQJWKDW

WKHVSRQVRUZRXOGRSHUDWHWKHDLUSRUWZLWKRXWWKHJUDQWRUH[HUFLVHRIDQ\H[FOXVLYHULJKWIRUWKH

XVHRIWKHDLUSRUWZLWKLQWKHPHDQLQJRIVHFWLRQRIWKH&LYLO$HURQDXWLFV$FWRI$OWKRXJK

WKH XVHIXOOLIH RI DOO $3LPSURYHPHQWV H[SLUHG E\ WKH DLUSRUWVWKDW HQWHUHGLQWRWKHVH

DJUHHPHQWVFRQWLQXHWREHVXEMHFWWRWKHH[FOXVLYHULJKWVSURKLELWLRQ$QDLUSRUWUHPDLQVIHGHUDOO\

REOLJDWHGDVORQJDVWKHDLUSRUWFRQWLQXHVWREHRSHUDWHGDVDQDLUSRUW±UHJDUGOHVVRIZKHWKHU LW

UHPDLQVXQGHUWKHVDPHVSRQVRURUQRW

Page 8-2 

the federal government developed the airport. AP-4 Agreements contained a covenant stating that 

the sponsor would operate the airport without the grant or exercise of any exclusive right for the 

use of the airport within the meaning of section 303 of the Civil Aeronautics Act of 1938. Although 

the useful life of all AP-4 improvements expired by 1969, the airports that entered into these 

agreements continue to be subject to the exclusive rights prohibition. An airport remains federally 

obligated as long as the airport continues to be operated as an airport - regardless of whether it 

remains under the same sponsor or not. 

Following World War II, under the provisions of the Surplus Property Act of 1944 (section 13(g)) 

(as codified and amended by 49 U.S.C. §§ 47151-47153), large numbers of military installations 

were conveyed without monetary consideration to public agencies. However, in 1947, Congress 

amended the Surplus Property Act (Public Law (P.L.) No. 80-289 to require the following 

language: 

"No exclusive right for the use of the airport at which the property disposed of is located shall be 

vested (either directly or indirectly) in any person or persons to the exclusion of others in the same 

class. For the purpose of this condition, an exclusive right is defined to mean: (1) any exclusive 

right to use the airport for conducting any particular aeronautical activity requiring the operation 

of aircraft; (2) any exclusive right to engage in the sale of supplying of aircraft, aircraft accessories, 

equipment or supplies (excluding the sale of gasoline or oil), aircraft services necessary for the 

operation of aircraft (including the maintenance and repair of aircraft, aircraft engines, and 

propellers appliances)." 

In accordance with the Airport and Airway Improvement Act of 1982 (AAIA), 49 U.S.C. § 47101, 

et seq., the Federal Aviation Act of 1958 (FAA Act) 49 U.S.C. § 40103(e), and the Airport 

Improvement Program (AIP) 

grant assurances, the owner or 

operator of any airport that has 

been developed or improved 

with federal grant assistance is 

required to operate the airport 

for the use and benefit of the 

public and to make it available 

for all types, kinds, and classes 

of aeronautical activity and 

without granting an exclusive 

right. The same obligation was 

required in previous grant 

programs such as the Federal 

Aid to Airports Program 

I 1 II) iRiiia 

% 1 -—j 

• k r 

r 

(FAAP), in effect between 

1946 and 1970, and the Airport 

Development Aid Program 

(ADAP), which was in use 

between 1970 and 1982. 

Following World War II, under the provisions of the Surplus Property Act 

of1944 (section 13(g)) (as amended by 49 U.S.C. §§47151-47153), large Finally, the exclusive rights 

obligation also exists for 

numbers of military installations were conveyed without monetary 

consideration topublic agencies. (Photo: US Navy) 

9/30/2009 5190.6B Changel 

Page 8-2 

the federal government developed the airport. AP-4 Agreements contained a covenant stating that 

the sponsor would operate the airport without the grant or exercise of any exclusive right for the 

use of the airport within the meaning of section 303 of the Civil Aeronautics Act of 1938. Although 

the useful life of all AP-4 improvements expired by 1969, the airports that entered into these 

agreements continue to be subject to the exclusive rights prohibition. An airport remains federally 

obligated as long as the airport continues to be operated as an airport - regardless of whether it 

remains under the same sponsor or not. 

Following World War II, under the provisions of the Surplus Property Act of 1944 (section 13(g)) 

(as codified and amended by 49 U.S.C. §§ 47151-47153), large numbers of military installations 

were conveyed without monetary consideration to public agencies. However, in 1947, Congress 

amended the Surplus Property Act (Public Law (P.L.) No. 80-289 to require the following 

language: 

"No exclusive right for the use of the airport at which the property disposed of is located shall be 

vested (either directly or indirectly) in any person or persons to the exclusion of others in the same 

class. For the purpose of this condition, an exclusive right is defined to mean: (1) any exclusive 

right to use the airport for conducting any particular aeronautical activity requiring the operation 

of aircraft; (2) any exclusive right to engage in the sale of supplying of aircraft, aircraft accessories, 

equipment or supplies (excluding the sale of gasoline or oil), aircraft services necessary for the 

operation of aircraft (including the maintenance and repair of aircraft, aircraft engines, and 

propellers appliances)." 

In accordance with the Airport and Airway Improvement Act of 1982 (AAIA), 49 U.S.C. § 47101, 

et seq., the Federal Aviation Act of 1958 (FAA Act) 49 U.S.C. § 40103(e), and the Airport 

Improvement Program (AIP) 

grant assurances, the owner or 

operator of any airport that has 

been developed or improved 

with federal grant assistance is 

required to operate the airport 

for the use and benefit of the 

public and to make it available 

for all types, kinds, and classes 

of aeronautical activity and 

without granting an exclusive 

right. The same obligation was 

required in previous grant 

programs such as the Federal 

Aid to Airports Program 

I 1 II) 

iRiiia 

% 1 -—j 

• k r 

r 

(FAAP), in effect between 

1946 and 1970, and the Airport 

Development Aid Program 

(ADAP), which was in use 

between 1970 and 1982. 

Following World War II, under the provisions of the Surplus Property Act 

of1944 (section 13(g)) (as amended by 49 U.S.C. §§47151-47153), large Finally, the exclusive rights 

obligation also exists for 

numbers of military installations were conveyed without monetary 

consideration topublic agencies. (Photo: US Navy) 

9/30/2009 5190.6B Changel 

)ROORZLQJ:RUOG:DU,,XQGHUWKHSURYLVLRQVRIWKH6XUSOXV3URSHUW\$FWRIVHFWLRQJ

DVFRGLILHGDQGDPHQGHGE\86&ODUJHQXPEHUVRIPLOLWDU\LQVWDOODWLRQV

ZHUHFRQYH\HGZLWKRXWPRQHWDU\FRQVLGHUDWLRQWRSXEOLFDJHQFLHV+RZHYHULQ&RQJUHVV

DPHQGHG WKH 6XUSOXV 3URSHUW\ $FW 3XEOLF /DZ 3/ 1R  WR UHTXLUH WKH IROORZLQJ

ODQJXDJH

31RH[FOXVLYHULJKWIRUWKHXVHRIWKHDLUSRUWDWZKLFKWKHSURSHUW\GLVSRVHGRILVORFDWHGVKDOOEH

YHVWHGHLWKHUGLUHFWO\RULQGLUHFWO\LQDQ\SHUVRQRUSHUVRQVWRWKHH[FOXVLRQRIRWKHUVLQWKHVDPH

FODVV)RUWKHSXUSRVHRIWKLVFRQGLWLRQDQH[FOXVLYHULJKW LVGHILQHGWRPHDQDQ\H[FOXVLYH

ULJKWWRXVHWKHDLUSRUWIRUFRQGXFWLQJDQ\SDUWLFXODUDHURQDXWLFDO DFWLYLW\UHTXLULQJWKHRSHUDWLRQ

RIDLUFUDIWDQ\H[FOXVLYHULJKWWRHQJDJHLQWKHVDOHRIVXSSO\LQJRIDLUFUDIWDLUFUDIWDFFHVVRULHV

HTXLSPHQWRUVXSSOLHVH[FOXGLQJWKHVDOHRIJDVROLQHRURLODLUFUDIWVHUYLFHVQHFHVVDU\IRUWKH

RSHUDWLRQ RI DLUFUDIW LQFOXGLQJ WKH PDLQWHQDQFH DQG UHSDLU RI DLUFUDIW DLUFUDIW HQJLQHV DQG

SURSHOOHUV DSSOLDQFHV ́

,QDFFRUGDQFHZLWKWKH$LUSRUWDQG$LUZD\,PSURYHPHQW$FWRIO$$,$86&

HW VHT WKH )HGHUDO $YLDWLRQ $FW RI  )$$ $FW 86&  H DQG WKH $LUSRUW

,PSURYHPHQW 3URJUDP $,3

JUDQWDVVXUDQFHVWKHRZQHURU

RSHUDWRURIDQ\DLUSRUWWKDWKDV

EHHQ GHYHORSHG RU LPSURYHG

ZLWKIHGHUDOJUDQWDVVLVWDQFHLV

UHTXLUHGWR RSHUDWHWKHDLUSRUW

IRU WKH XVH DQG EHQHILW RI WKH

SXEOLFDQGWRPDNHLWDYDLODEOH

IRU DOOW\SHVNLQGVDQG FODVVHV

RI DHURQDXWLFDO DFWLYLW\ DQG

ZLWKRXW JUDQWLQJ DQ H[FOXVLYH

ULJKW7KHVDPHREOLJDWLRQZDV

UHTXLUHG LQ SUHYLRXV JUDQW

SURJUDPV VXFK DV WKH )HGHUDO

$LG WR $LUSRUWV 3URJUDP

)$$3 LQ HIIHFW EHWZHHQ

DQGDQGWKH$LUSRUW

'HYHORSPHQW $LG 3URJUDP

$'$3 ZKLFK ZDV LQ XVH

EHWZHHQDQG

)LQDOO\ WKH H[FOXVLYH ULJKWV

REOLJDWLRQ DOVR H[LVWV IRU

)ROORZLQJ:RUOG:DU,,XQGHUWKHSURYLVLRQVRIWKH6XUSOXV3URSHUW\$FW

RIVHFWLRQJDVDPHQGHGE\86&ODUJH

QXPEHUV RI PLOLWDU\ LQVWDOODWLRQV ZHUH FRQYH\HG ZLWKRXW PRQHWDU\

FRQVLGHUDWLRQWRSXEOLFDJHQFLHV3KRWR861DY\

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 55 of 91
 %&KDQJH

3DJH

DLUSRUWVWKDWKDYHUHFHLYHGQRQVXUSOXV JRYHUQPHQWSURSHUW\XQGHU86& DQGSUHYLRXV

FRUUHVSRQGLQJVWDWXWHV

Page 8-3 

airports that have received nonsurplus government property under 49 U.S.C. § 47125 and previous 

corresponding statutes. 

Governing Statutes. Today, Title 49 U.S.C. subtitle VII, Aviation Programs, contains the 

prohibition against exclusive rights in three locations: 

(1). 49 U.S.C. § 40103(e), No Exclusive Rights at Certain Facilities. 

(2). 49 U.S.C. § 47107(a), General Written Assurances. 

(3). 49 U.S.C. § 47152, Terms of Conveyances. 

An airport remains federally obligated as long as the 

airport continues to be operated as an airport - regardless 

of whether it remains under the same sponsor. 

c. 

Prohibition Applies Only to Aeronautical Activities. When called upon to interpret the 

application of section 303, the Attorney General of the United States affirmed the prohibition 

against exclusive rights. In an opinion dated June 4, 1941, the Attorney General stated . .it is my 

opinion that the grant of an exclusive right to use an airport for a particular aeronautical activity, 

such as an air carrier, falls within the provision of section 303 of the Civil Aeronautics Act 

precluding any exclusive right for the use of any landing area." 

d. 

If an airport sponsor prohibits an 

aeronautical activity without a 

commercial 

coordination with ACO-1 and the 

Office of Chief Counsel is 

necessary. 

component, 

l 

8.4. Development of the 

Exclusive Rights Prohibition into 

FAA Policy. 

Implementation of the 

Federal Airport Act. During the 

immediate post-war years, the Civil 

Aeronautics Board (CAB) was 

simultaneously engaged 

processing the first Federal Aid to 

Airports Program (FAAP) 

development projects and working 

with the military to convey former 

military installations to public 

entities. 

a. 

in 

Granting options or preferences on future airport lease sites to a single 

service provider may be construed as the intent to grant an exclusive 

right. Therefore, the use of leases with options or future preferences, such 

as rights of first refusal, must generally be avoided. This is because a right 

of first refusal could allow an existing tenant to hold a claim on airport 

land at little or no cost that could be used by a competing aeronautical 

entity. It could then exercise the option when there is a prospect of 

competition. (Photo: FAA) 

9/30/2009 5190.6B Change 1 

Page 8-3 

airports that have received nonsurplus government property under 49 U.S.C. § 47125 and previous 

corresponding statutes. 

Governing Statutes. Today, Title 49 U.S.C. subtitle VII, Aviation Programs, contains the 

prohibition against exclusive rights in three locations: 

(1). 49 U.S.C. § 40103(e), No Exclusive Rights at Certain Facilities. 

(2). 49 U.S.C. § 47107(a), General Written Assurances. 

(3). 49 U.S.C. § 47152, Terms of Conveyances. 

An airport remains federally obligated as long as the 

airport continues to be operated as an airport - regardless 

of whether it remains under the same sponsor. 

c. 

Prohibition Applies Only to Aeronautical Activities. When called upon to interpret the 

application of section 303, the Attorney General of the United States affirmed the prohibition 

against exclusive rights. In an opinion dated June 4, 1941, the Attorney General stated . .it is my 

opinion that the grant of an exclusive right to use an airport for a particular aeronautical activity, 

such as an air carrier, falls within the provision of section 303 of the Civil Aeronautics Act 

precluding any exclusive right for the use of any landing area." 

d. 

If an airport sponsor prohibits an 

aeronautical activity without a 

commercial 

coordination with ACO-1 and the 

Office of Chief Counsel is 

necessary. 

component, 

l 

8.4. Development of the 

Exclusive Rights Prohibition into 

FAA Policy. 

Implementation of the 

Federal Airport Act. During the 

immediate post-war years, the Civil 

Aeronautics Board (CAB) was 

simultaneously engaged 

processing the first Federal Aid to 

Airports Program (FAAP) 

development projects and working 

with the military to convey former 

military installations to public 

entities. 

a. 

in 

Granting options or preferences on future airport lease sites to a single 

service provider may be construed as the intent to grant an exclusive 

right. Therefore, the use of leases with options or future preferences, such 

as rights of first refusal, must generally be avoided. This is because a right 

of first refusal could allow an existing tenant to hold a claim on airport 

land at little or no cost that could be used by a competing aeronautical 

entity. It could then exercise the option when there is a prospect of 

competition. (Photo: FAA) 

9/30/2009 5190.6B Change 1 

*RYHUQLQJ6WDWXWHV 7RGD\7LWOH86&VXEWLWOH9,,$YLDWLRQ3URJUDPVFRQWDLQVWKH

SURKLELWLRQDJDLQVWH[FOXVLYHULJKWVLQWKUHHORFDWLRQV

 86&H 1R([FOXVLYH5LJKWVDW&HUWDLQ)DFLOLWLHV

 86&D *HQHUDO:ULWWHQ$VVXUDQFHV

 86& 7HUPVRI&RQYH\DQFHV

$QDLUSRUWUHPDLQVIHGHUDOO\REOLJDWHGDVORQJDVWKH

DLUSRUWFRQWLQXHVWREHRSHUDWHGDVDQDLUSRUW± UHJDUGOHVV

RIZKHWKHULWUHPDLQVXQGHUWKHVDPHVSRQVRU

3URKLELWLRQ$SSOLHV2QO\WR$HURQDXWLFDO$FWLYLWLHV :KHQFDOOHGXSRQWRLQWHUSUHWWKH

DSSOLFDWLRQ RI VHFWLRQ  WKH $WWRUQH\ *HQHUDO RIWKH 8QLWHG 6WDWHV DIILUPHGWKH SURKLELWLRQ

DJDLQVWH[FOXVLYHULJKWV ,QDQRSLQLRQGDWHG-XQHWKH $WWRUQH\*HQHUDOVWDWHG3«LWLVP\

RSLQLRQWKDWWKHJUDQWRIDQH[FOXVLYH ULJKWWRXVHDQDLUSRUWIRUDSDUWLFXODUDHURQDXWLFDODFWLYLW\

VXFK DV DQ DLU FDUULHU IDOOV ZLWKLQ WKH SURYLVLRQ RI VHFWLRQ  RI WKH &LYLO $HURQDXWLFV $FW

SUHFOXGLQJDQ\H[FOXVLYHULJKWIRUWKHXVHRIDQ\ODQGLQJDUHD ́

,I DQ DLUSRUW VSRQVRU SURKLELWV DQ

DHURQDXWLFDO DFWLYLW\ ZLWKRXW D

FRPPHUFLDO FRPSRQHQW

FRRUGLQDWLRQ ZLWK $&2 DQG WKH

2IILFH RI &KLHI &RXQVHO LV

QHFHVVDU\

 'HYHORSPHQW RI WKH

([FOXVLYH5LJKWV 3URKLELWLRQLQWR

)$$3ROLF\

,PSOHPHQWDWLRQ RI WKH

)HGHUDO $LUSRUW $FW 'XULQJ WKH

LPPHGLDWH SRVWZDU\HDUVWKH&LYLO

$HURQDXWLFV %RDUG &$% ZDV

VLPXOWDQHRXVO\ HQJDJHG LQ

SURFHVVLQJWKH ILUVW )HGHUDO $LGWR

$LUSRUWV 3URJUDP )$$3

GHYHORSPHQW SURMHFWV DQG ZRUNLQJ

ZLWKWKHPLOLWDU\WRFRQYH\ IRUPHU

PLOLWDU\ LQVWDOODWLRQV WR SXEOLF

HQWLWLHV

*UDQWLQJRSWLRQVRUSUHIHUHQFHVRQIXWXUHDLUSRUW OHDVHVLWHVWRDVLQJOH

VHUYLFH SURYLGHU PD\ EH FRQVWUXHG DV WKH LQWHQW WR JUDQW DQ H[FOXVLYH

ULJKW7KHUHIRUHWKHXVHRIOHDVHVZLWKRSWLRQVRUIXWXUH SUHIHUHQFHVVXFK

DVULJKWVRIILUVWUHIXVDOPXVWJHQHUDOO\EHDYRLGHG 7KLVLVEHFDXVHDULJKW

RIILUVWUHIXVDOFRXOGDOORZDQH[LVWLQJWHQDQWWRKROGD FODLPRQDLUSRUW

ODQGDWOLWWOHRUQRFRVWWKDWFRXOGEHXVHGE\D FRPSHWLQJDHURQDXWLFDO

HQWLW\ ,W FRXOG WKHQ H[HUFLVH WKH RSWLRQ ZKHQ WKHUH LV D SURVSHFW RI

FRPSHWLWLRQ 3KRWR)$$

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 56 of 91
 %&KDQJH

Page 3DJH8-4 

Interpretations of Aeronautical Activity. 

(1). Airfield. When approving grants for airport development, the CAB (and later the 

FAA) interpreted the exclusive rights prohibition principally in terms of the airfield. 

Accordingly, they considered activities that used the airfield (e.g., air carriers, flight 

schools, and charter service) as subject to the prohibition. All nonaeronautical activities, 

such as restaurants and other terminal concessions, ground transportation, and car rentals 

are excluded from the prohibition. 

(2). Inclusion of Aeronautical Supporting Activities. In 1962, the FAA published its 

Policy on Exclusive Rights in the Federal Register. The policy extended the prohibition to 

all aeronautical activities. Such aeronautical activities are those that involve, make 

possible, or are required for the operation of aircraft; or that contribute to, or are required 

for the safety of such operations.20 The FAA further clarified the application of the 

prohibition in FAA Order 5190.1. Exclusive Rights, on October 12, 1965. 

Current Agency Policy. The FAA has taken the position that the existence of an exclusive 

right to conduct any aeronautical activity at an airport limits the usefulness of the airport and 

deprives the public of the benefits of competitive enterprise. The FAA considers it inappropriate 

to provide federal funds for improvements to airports where the benefits of such improvements 

will not be fully realized by all users due to the inherent restrictions of an exclusive monopoly on 

aeronautical activities. 

b. 

c. 

Advisory Circular (AC) 150/5190-6. Exclusive Rishts at Federally Obligated Airports, provides 

airport sponsors with the information they need to comply with their federal obligation regarding 

exclusive rights. 

Effect of the Prohibition on Airport Improvement Program (AIP) Grants. Federal 

statutory law prohibits sponsors from granting an exclusive right. Consequently, it does not matter 

how the sponsor granted the exclusive right {e.g., express agreement, unreasonable minimum 

standards, action of a former sponsor, or other means). The FAA will not award a sponsor an 

Airport Improvement Program (AIP) grant until that exclusive right is removed from the sponsor's 

airport. The FAA may also take other actions to return the sponsor to compliance with its federal 

obligations. 

d. 

Federal statutory law prohibits sponsorsfrom granting an 

exclusive right. Consequently, it does not matter how the 

sponsor granted the exclusive right - express agreement, 

unreasonable minimum standards, action of a former 

sponsor, or other means. 

Duration of Prohibition Against Exclusive Rights. Once federal funds have been 

expended at an airport, including through a surplus property conveyance, the exclusive rights 

prohibition is applicable to that airport for as long as it is operated as an airport. In other words, it 

e. 

20 AC 150/5190-6. Appendix I, § 1.1(a). 

9/30/2009 5190.6B Changel 

Page 8-4 

Interpretations of Aeronautical Activity. 

(1). Airfield. When approving grants for airport development, the CAB (and later the 

FAA) interpreted the exclusive rights prohibition principally in terms of the airfield. 

Accordingly, they considered activities that used the airfield (e.g., air carriers, flight 

schools, and charter service) as subject to the prohibition. All nonaeronautical activities, 

such as restaurants and other terminal concessions, ground transportation, and car rentals 

are excluded from the prohibition. 

(2). Inclusion of Aeronautical Supporting Activities. In 1962, the FAA published its 

Policy on Exclusive Rights in the Federal Register. The policy extended the prohibition to 

all aeronautical activities. Such aeronautical activities are those that involve, make 

possible, or are required for the operation of aircraft; or that contribute to, or are required 

for the safety of such operations.20 The FAA further clarified the application of the 

prohibition in FAA Order 5190.1. Exclusive Rights, on October 12, 1965. 

Current Agency Policy. The FAA has taken the position that the existence of an exclusive 

right to conduct any aeronautical activity at an airport limits the usefulness of the airport and 

deprives the public of the benefits of competitive enterprise. The FAA considers it inappropriate 

to provide federal funds for improvements to airports where the benefits of such improvements 

will not be fully realized by all users due to the inherent restrictions of an exclusive monopoly on 

aeronautical activities. 

b. 

c. 

Advisory Circular (AC) 150/5190-6. Exclusive Rishts at Federally Obligated Airports, provides 

airport sponsors with the information they need to comply with their federal obligation regarding 

exclusive rights. 

Effect of the Prohibition on Airport Improvement Program (AIP) Grants. Federal 

statutory law prohibits sponsors from granting an exclusive right. Consequently, it does not matter 

how the sponsor granted the exclusive right {e.g., express agreement, unreasonable minimum 

standards, action of a former sponsor, or other means). The FAA will not award a sponsor an 

Airport Improvement Program (AIP) grant until that exclusive right is removed from the sponsor's 

airport. The FAA may also take other actions to return the sponsor to compliance with its federal 

obligations. 

d. 

Federal statutory law prohibits sponsorsfrom granting an 

exclusive right. Consequently, it does not matter how the 

sponsor granted the exclusive right - express agreement, 

unreasonable minimum standards, action of a former 

sponsor, or other means. 

Duration of Prohibition Against Exclusive Rights. Once federal funds have been 

expended at an airport, including through a surplus property conveyance, the exclusive rights 

prohibition is applicable to that airport for as long as it is operated as an airport. In other words, it 

e. 

20 AC 150/5190-6. Appendix I, § 1.1(a). 

9/30/2009 5190.6B Changel 

,QWHUSUHWDWLRQVRI$HURQDXWLFDO$FWLYLW\

 $LUILHOG :KHQDSSURYLQJJUDQWVIRUDLUSRUWGHYHORSPHQWWKH&$%DQGODWHUWKH

)$$ LQWHUSUHWHG WKH H[FOXVLYH ULJKWV SURKLELWLRQ SULQFLSDOO\ LQ WHUPV RI WKH DLUILHOG

$FFRUGLQJO\ WKH\ FRQVLGHUHG DFWLYLWLHV WKDW XVHG WKH DLUILHOG HJ DLU FDUULHUV IOLJKW

VFKRROVDQGFKDUWHUVHUYLFHDVVXEMHFWWRWKHSURKLELWLRQ $OOQRQDHURQDXWLFDODFWLYLWLHV

VXFKDVUHVWDXUDQWVDQGRWKHUWHUPLQDOFRQFHVVLRQVJURXQGWUDQVSRUWDWLRQDQGFDUUHQWDOV

DUHH[FOXGHGIURPWKHSURKLELWLRQ

 ,QFOXVLRQRI$HURQDXWLFDO6XSSRUWLQJ$FWLYLWLHV ,QWKH)$$SXEOLVKHGLWV

3ROLF\RQ([FOXVLYH5LJKWV LQWKH)HGHUDO5HJLVWHU 7KHSROLF\ H[WHQGHGWKHSURKLELWLRQWR

DOO DHURQDXWLFDO DFWLYLWLHV 6XFK DHURQDXWLFDO DFWLYLWLHV DUH WKRVH WKDW LQYROYH PDNH

SRVVLEOHRUDUHUHTXLUHGIRUWKHRSHUDWLRQRIDLUFUDIWRUWKDWFRQWULEXWHWRRUDUHUHTXLUHG

IRU WKH VDIHW\ RI VXFK RSHUDWLRQV19F19F

 7KH )$$ IXUWKHU FODULILHG WKH DSSOLFDWLRQ RI WKH

SURKLELWLRQLQ)$$ 2UGHU([FOXVLYH5LJKWVRQ2FWREHU

&XUUHQW$JHQF\3ROLF\ 7KH)$$KDVWDNHQWKHSRVLWLRQWKDWWKHH[LVWHQFHRIDQH[FOXVLYH

ULJKWWR FRQGXFW DQ\ DHURQDXWLFDO DFWLYLW\ DW DQ DLUSRUWOLPLWVWKH XVHIXOQHVV RIWKH DLUSRUW DQG

GHSULYHVWKHSXEOLFRIWKHEHQHILWVRIFRPSHWLWLYHHQWHUSULVH 7KH)$$FRQVLGHUV LWLQDSSURSULDWH

WRSURYLGHIHGHUDOIXQGVIRULPSURYHPHQWVWRDLUSRUWVZKHUHWKHEHQHILWVRIVXFKLPSURYHPHQWV

ZLOOQRWEHIXOO\UHDOL]HGE\DOOXVHUVGXHWRWKHLQKHUHQWUHVWULFWLRQVRIDQH[FOXVLYHPRQRSRO\RQ

DHURQDXWLFDODFWLYLWLHV

$GYLVRU\&LUFXODU$& ([FOXVLYH5LJKWVDW)HGHUDOO\2EOLJDWHG$LUSRUWVSURYLGHV

DLUSRUWVSRQVRUVZLWKWKHLQIRUPDWLRQWKH\QHHGWRFRPSO\ZLWKWKHLUIHGHUDOREOLJDWLRQUHJDUGLQJ

H[FOXVLYHULJKWV

(IIHFW RI WKH 3URKLELWLRQ RQ $LUSRUW ,PSURYHPHQW 3URJUDP $,3 *UDQWV )HGHUDO

VWDWXWRU\ODZSURKLELWVVSRQVRUVIURPJUDQWLQJDQH[FOXVLYHULJKW &RQVHTXHQWO\LWGRHVQRWPDWWHU

KRZ WKH VSRQVRU JUDQWHG WKH H[FOXVLYH ULJKWHJ H[SUHVV DJUHHPHQW XQUHDVRQDEOH PLQLPXP

VWDQGDUGV DFWLRQ RI D IRUPHU VSRQVRU RU RWKHUPHDQV 7KH )$$ZLOO QRW DZDUG D VSRQVRUDQ

$LUSRUW,PSURYHPHQW3URJUDP $,3JUDQWXQWLOWKDWH[FOXVLYHULJKWLVUHPRYHGIURPWKHVSRQVRU
V

DLUSRUW 7KH)$$PD\DOVRWDNHRWKHUDFWLRQVWRUHWXUQWKHVSRQVRUWRFRPSOLDQFHZLWKLWVIHGHUDO

REOLJDWLRQV

)HGHUDOVWDWXWRU\ODZSURKLELWVVSRQVRUVIURPJUDQWLQJDQ

H[FOXVLYHULJKW &RQVHTXHQWO\LWGRHVQRWPDWWHUKRZWKH

VSRQVRUJUDQWHGWKHH[FOXVLYHULJKW± H[SUHVVDJUHHPHQW

XQUHDVRQDEOHPLQLPXPVWDQGDUGVDFWLRQRIDIRUPHU

VSRQVRURURWKHUPHDQV

'XUDWLRQ RI 3URKLELWLRQ $JDLQVW ([FOXVLYH 5LJKWV 2QFH IHGHUDO IXQGV KDYH EHHQ

H[SHQGHG DW DQ DLUSRUWLQFOXGLQJ WKURXJK D VXUSOXV SURSHUW\ FRQYH\DQFH WKH H[FOXVLYH ULJKWV

SURKLELWLRQLVDSSOLFDEOHWRWKDWDLUSRUWIRUDVORQJDVLWLV RSHUDWHGDVDQDLUSRUW ,QRWKHUZRUGVLW

 $&$SSHQGL[D

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 57 of 91
 %&KDQJH

3DJH

UXQVLQSHUSHWXLW\DWWKHDLUSRUWHYHQWKRXJK\HDUVPD\KDYHSDVVHGVLQFHWKHDLUSRUWUHFHLYHG

LWVODVW$,3JUDQW ,QIDFWWKHUHDUHDLUSRUWVWRGD\ZKHUHWKHRQO\IHGHUDOREOLJDWLRQLVWKHH[FOXVLYH

ULJKWVSURKLELWLRQ

Page 8-5 

runs in perpetuity at the airport even though 20 years may have passed since the airport received 

its last AIP grant. In fact, there are airports today where the only federal obligation is the exclusive 

rights prohibition. 

Grant Assurance 23, Exclusive Rights. Since enactment of the AAIA, sponsor grant 

agreements have included the exclusive rights assurance. The grant assurance applies to public 

and private airport sponsors alike for as long as the airport remains an airport. It also applies to 

sponsor airport development and noise mitigation projects. The assurance does not extend to 

planning projects or to nonsponsor noise mitigation projects. 

8.5. Aeronautical Operations of the Sponsor. The exclusive rights prohibition does not apply 

to services provided by the sponsor itself. The airport sponsor may elect to provide any or all of 

the aeronautical services at its airport, and to be the exclusive provider of those services. A sponsor 

may exercise - but may not grant - the exclusive right to provide any aeronautical service. This 

exception is known as the airport's "proprietary exclusive" right.21 (See paragraph 8.9.a of this 

chapter.) 

The sponsor may exercise a proprietary exclusive right provided the sponsor engages in the 

aeronautical activity as a principal using its own employees and resources. The sponsor may not 

designate an independent commercial enterprise as its agent. In other words, the sponsor may not 

rely on a third party or a management company to provide the services under its proprietary 

exclusive right. These airport sponsors must engage in such activities using their own employees.22 

8.6. Airports Having a Single Aeronautical Service Provider. Where the sponsor has not 

entered into an express agreement, commitment, understanding, or an apparent intent to exclude 

other reasonably qualified enterprises, the FAA does not consider the presence of only one 

provider engaged in an aeronautical activity as a violation of the exclusive rights prohibition.23 

The FAA will consider the sponsor's willingness to make the airport available to additional 

reasonably qualified providers. (See paragraph 8.9.b of this chapter.) 

8.7. Denying Requests by Qualified Providers. 

Conditions for Denial. The assurance prohibiting the granting of an exclusive right does 

not penalize a sponsor for continuing an existing single provider when both of the following 

conditions exist: 

f. 

a. 

(1). It can be demonstrated that it would be unreasonably costly, burdensome, or 

impractical for more than one entity to provide the service, and 

(2). The sponsor would have to reduce the leased space that is currently being used for 

an aeronautical purpose by the existing provider in order to accommodate a second 

21 The airport's proprietary exclusive right, however, may not interfere with an aeronautical users' right to self-service 

or self-fuel. (AC 150/5190-6. paragraph 1.3(a)(2).) Such activity must conform to an airport's minimum standards or 

reasonable rules and regulations. 

22 An aeronautical user exercising its right to self-service or self-fuel is also required to use its own employees and 

equipment. 

23 See 49 U.S.C. §§ 40103(e) and 47107(a)(4). 

9/30/2009 5190.6B Changel 

Page 8-5 

runs in perpetuity at the airport even though 20 years may have passed since the airport received 

its last AIP grant. In fact, there are airports today where the only federal obligation is the exclusive 

rights prohibition. 

Grant Assurance 23, Exclusive Rights. Since enactment of the AAIA, sponsor grant 

agreements have included the exclusive rights assurance. The grant assurance applies to public 

and private airport sponsors alike for as long as the airport remains an airport. It also applies to 

sponsor airport development and noise mitigation projects. The assurance does not extend to 

planning projects or to nonsponsor noise mitigation projects. 

8.5. Aeronautical Operations of the Sponsor. The exclusive rights prohibition does not apply 

to services provided by the sponsor itself. The airport sponsor may elect to provide any or all of 

the aeronautical services at its airport, and to be the exclusive provider of those services. A sponsor 

may exercise - but may not grant - the exclusive right to provide any aeronautical service. This 

exception is known as the airport's "proprietary exclusive" right.21 (See paragraph 8.9.a of this 

chapter.) 

The sponsor may exercise a proprietary exclusive right provided the sponsor engages in the 

aeronautical activity as a principal using its own employees and resources. The sponsor may not 

designate an independent commercial enterprise as its agent. In other words, the sponsor may not 

rely on a third party or a management company to provide the services under its proprietary 

exclusive right. These airport sponsors must engage in such activities using their own employees.22 

8.6. Airports Having a Single Aeronautical Service Provider. Where the sponsor has not 

entered into an express agreement, commitment, understanding, or an apparent intent to exclude 

other reasonably qualified enterprises, the FAA does not consider the presence of only one 

provider engaged in an aeronautical activity as a violation of the exclusive rights prohibition.23 

The FAA will consider the sponsor's willingness to make the airport available to additional 

reasonably qualified providers. (See paragraph 8.9.b of this chapter.) 

8.7. Denying Requests by Qualified Providers. 

Conditions for Denial. The assurance prohibiting the granting of an exclusive right does 

not penalize a sponsor for continuing an existing single provider when both of the following 

conditions exist: 

f. 

a. 

(1). It can be demonstrated that it would be unreasonably costly, burdensome, or 

impractical for more than one entity to provide the service, and 

(2). The sponsor would have to reduce the leased space that is currently being used for 

an aeronautical purpose by the existing provider in order to accommodate a second 

21 The airport's proprietary exclusive right, however, may not interfere with an aeronautical users' right to self-service 

or self-fuel. (AC 150/5190-6. paragraph 1.3(a)(2).) Such activity must conform to an airport's minimum standards or 

reasonable rules and regulations. 

22 An aeronautical user exercising its right to self-service or self-fuel is also required to use its own employees and 

equipment. 

23 See 49 U.S.C. §§ 40103(e) and 47107(a)(4). 

9/30/2009 5190.6B Changel 

*UDQW $VVXUDQFH  ([FOXVLYH 5LJKWV 6LQFH HQDFWPHQW RI WKH $$,$ VSRQVRU JUDQW

DJUHHPHQWVKDYHLQFOXGHGWKHH[FOXVLYH ULJKWVDVVXUDQFH 7KHJUDQWDVVXUDQFHDSSOLHVWRSXEOLF

DQGSULYDWHDLUSRUWVSRQVRUV DOLNHIRUDVORQJDVWKHDLUSRUWUHPDLQVDQ DLUSRUW ,WDOVRDSSOLHVWR

VSRQVRU DLUSRUW GHYHORSPHQW DQG QRLVH PLWLJDWLRQ SURMHFWV 7KH DVVXUDQFH GRHV QRW H[WHQG WR

SODQQLQJSURMHFWV RUWRQRQVSRQVRUQRLVHPLWLJDWLRQSURMHFWV

 $HURQDXWLFDO2SHUDWLRQVRIWKH6SRQVRU 7KHH[FOXVLYHULJKWVSURKLELWLRQGRHVQRWDSSO\

WRVHUYLFHVSURYLGHGE\WKHVSRQVRULWVHOI 7KHDLUSRUWVSRQVRUPD\HOHFWWRSURYLGHDQ\RUDOORI

WKHDHURQDXWLFDO VHUYLFHVDWLWVDLUSRUWDQGWREHWKHH[FOXVLYHSURYLGHURIWKRVHVHUYLFHV $VSRQVRU

PD\H[HUFLVH± EXWPD\QRWJUDQW± WKHH[FOXVLYHULJKWWRSURYLGHDQ\ DHURQDXWLFDOVHUYLFH 7KLV

H[FHSWLRQLVNQRZQDVWKHDLUSRUW¶V3SURSULHWDU\H[FOXVLYH ́ ULJKW20F20F

 6HHSDUDJUDSKD RIWKLV

FKDSWHU

7KH VSRQVRU PD\ H[HUFLVH D SURSULHWDU\ H[FOXVLYH ULJKW SURYLGHG WKHVSRQVRU HQJDJHV LQ WKH

DHURQDXWLFDODFWLYLW\DVDSULQFLSDOXVLQJLWVRZQ HPSOR\HHVDQGUHVRXUFHV 7KHVSRQVRUPD\QRW

GHVLJQDWHDQLQGHSHQGHQWFRPPHUFLDOHQWHUSULVHDVLWVDJHQW ,QRWKHUZRUGVWKHVSRQVRUPD\QRW

UHO\ RQ D WKLUG SDUW\ RU D PDQDJHPHQW FRPSDQ\ WR SURYLGH WKHVHUYLFHV XQGHU LWV SURSULHWDU\

H[FOXVLYHULJKW7KHVHDLUSRUWVSRQVRUVPXVWHQJDJHLQVXFKDFWLYLWLHVXVLQJWKHLURZQHPSOR\HHV21F 21F



 $LUSRUWV+DYLQJD6LQJOH$HURQDXWLFDO6HUYLFH3URYLGHU :KHUHWKHVSRQVRUKDVQRW

HQWHUHGLQWRDQH[SUHVVDJUHHPHQWFRPPLWPHQWXQGHUVWDQGLQJRUDQDSSDUHQWLQWHQWWRH[FOXGH

RWKHU UHDVRQDEO\ TXDOLILHG HQWHUSULVHV WKH )$$ GRHV QRW FRQVLGHU WKH SUHVHQFH RI RQO\ RQH

SURYLGHUHQJDJHGLQDQDHURQDXWLFDODFWLYLW\ DV DYLRODWLRQRIWKHH[FOXVLYH ULJKWVSURKLELWLRQ2F2F



7KH )$$ ZLOO FRQVLGHU WKH VSRQVRU
V ZLOOLQJQHVV WR PDNH WKH DLUSRUW DYDLODEOH WR DGGLWLRQDO

UHDVRQDEO\TXDOLILHGSURYLGHUV6HHSDUDJUDSKE RIWKLVFKDSWHU

 'HQ\LQJ5HTXHVWVE\4XDOLILHG3URYLGHUV

&RQGLWLRQVIRU'HQLDO 7KHDVVXUDQFHSURKLELWLQJWKHJUDQWLQJRIDQH[FOXVLYHULJKWGRHV

QRW SHQDOL]H D VSRQVRU IRU FRQWLQXLQJ DQ H[LVWLQJ VLQJOH SURYLGHU ZKHQ ERWK RI WKH IROORZLQJ

FRQGLWLRQVH[LVW

 ,W FDQ EH GHPRQVWUDWHG WKDW LW ZRXOG EH XQUHDVRQDEO\ FRVWO\ EXUGHQVRPH RU

LPSUDFWLFDOIRUPRUHWKDQRQHHQWLW\WRSURYLGHWKHVHUYLFHDQG

 7KHVSRQVRUZRXOGKDYHWRUHGXFHWKHOHDVHGVSDFHWKDWLVFXUUHQWO\EHLQJXVHGIRU

DQ DHURQDXWLFDO SXUSRVH E\ WKH H[LVWLQJ SURYLGHU LQ RUGHU WR DFFRPPRGDWH D VHFRQG

 7KHDLUSRUW¶VSURSULHWDU\H[FOXVLYHULJKWKRZHYHUPD\QRWLQWHUIHUHZLWKDQDHURQDXWLFDOXVHUV¶ ULJKWWRVHOIVHUYLFH

RUVHOIIXHO$&SDUDJUDSKD 6XFKDFWLYLW\PXVWFRQIRUPWR DQDLUSRUW¶VPLQLPXPVWDQGDUGVRU

UHDVRQDEOHUXOHVDQGUHJXODWLRQV

 $Q DHURQDXWLFDOXVHUH[HUFLVLQJLWVULJKWWRVHOIVHUYLFHRUVHOIIXHOLVDOVRUHTXLUHGWRXVH LWVRZQHPSOR\HHVDQG

HTXLSPHQW

 6HH86&HDQGD

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 58 of 91
 %&KDQJH

3DJH

SURYLGHU ,Q WKH FDVH RI GHQ\LQJ DGGLWLRQDO SURYLGHUV WKHVSRQVRU PXVW KDYH DGHTXDWH

MXVWLILFDWLRQDQGGRFXPHQWDWLRQRIWKHIDFWVVXSSRUWLQJLWVGHFLVLRQDFFHSWDEOHWRWKH)$$

%RWKFRQGLWLRQVPXVWEHPHW 6HH86& D$DQG%

Page 8-6 

provider. In the case of denying additional providers, the sponsor must have adequate 

justification and documentation of the facts supporting its decision acceptable to the FAA. 

Both conditions must be met. (See 49 U.S.C. § 47107(a)(4)(A and B).) 

Demonstrable Need. When the service provider has space in excess of its reasonable 

needs and the sponsor claims it is justified based on the service provider's future needs, the FAA 

may find the sponsor in violation of the exclusive rights prohibition if the service provider is 

banking land and/or facilities that it cannot put to gainful aeronautical use in a reasonable period 

of time and/or the vacant property controlled by the service provider denies a competitor from 

gaining entry onto the airport. 

b. 

A sponsor may exclude an incumbent on-airport service 

providerfrom responding to a requestforproposals based 

on the sponsor's desire to increase competition in airport 

services. That action is not a -violation of GrantAssurance 

22, Economic Nondiscrimination, since the sponsor is 

taking a necessary step to preclude the granting of an 

exclusive right. 

Granting options or preferences on future airport lease sites to a single service 

provider may be construed as intent to grant an exclusive right. Therefore, the use of leases 

with options or future preferences, such as rights of first refusal, must generally be avoided. 

This is because a right of first refusal could allow an existing tenant to hold a claim on 

airport land at little or no cost. Then, when faced with the prospect of competition, that 

leaseholder could exercise its option to inhibit access by others and limit or prevent 

competition. 

(1). 

A sponsor may exclude an incumbent on-airport service provider from responding 

to a Request for Proposal (RFP)by eliminating the provider from eligibility for the RFP 

based on the sponsor's desire to increase competition in airport services. The FAA will not 

consider that action a violation of Grant Assurance 22. Economic Nondiscrimination, since 

the sponsor is taking a necessary step to preclude granting of an exclusive right. 

(2). 

9/30/2009 5190.6B Changel 

Page 8-6 

provider. In the case of denying additional providers, the sponsor must have adequate 

justification and documentation of the facts supporting its decision acceptable to the FAA. 

Both conditions must be met. (See 49 U.S.C. § 47107(a)(4)(A and B).) 

Demonstrable Need. When the service provider has space in excess of its reasonable 

needs and the sponsor claims it is justified based on the service provider's future needs, the FAA 

may find the sponsor in violation of the exclusive rights prohibition if the service provider is 

banking land and/or facilities that it cannot put to gainful aeronautical use in a reasonable period 

of time and/or the vacant property controlled by the service provider denies a competitor from 

gaining entry onto the airport. 

b. 

A sponsor may exclude an incumbent on-airport service 

providerfrom responding to a requestforproposals based 

on the sponsor's desire to increase competition in airport 

services. That action is not a -violation of GrantAssurance 

22, Economic Nondiscrimination, since the sponsor is 

taking a necessary step to preclude the granting of an 

exclusive right. 

Granting options or preferences on future airport lease sites to a single service 

provider may be construed as intent to grant an exclusive right. Therefore, the use of leases 

with options or future preferences, such as rights of first refusal, must generally be avoided. 

This is because a right of first refusal could allow an existing tenant to hold a claim on 

airport land at little or no cost. Then, when faced with the prospect of competition, that 

leaseholder could exercise its option to inhibit access by others and limit or prevent 

competition. 

(1). 

A sponsor may exclude an incumbent on-airport service provider from responding 

to a Request for Proposal (RFP)by eliminating the provider from eligibility for the RFP 

based on the sponsor's desire to increase competition in airport services. The FAA will not 

consider that action a violation of Grant Assurance 22. Economic Nondiscrimination, since 

the sponsor is taking a necessary step to preclude granting of an exclusive right. 

(2). 

9/30/2009 5190.6B Changel 

'HPRQVWUDEOH 1HHG :KHQWKH VHUYLFH SURYLGHU KDV VSDFHLQ H[FHVV RILWV UHDVRQDEOH

QHHGVDQGWKHVSRQVRUFODLPV LWLVMXVWLILHGEDVHGRQWKHVHUYLFHSURYLGHU
VIXWXUH QHHGVWKH)$$

PD\ ILQGWKH VSRQVRULQ YLRODWLRQ RIWKH H[FOXVLYHULJKWV SURKLELWLRQ LIWKH VHUYLFH SURYLGHULV

EDQNLQJODQGDQGRUIDFLOLWLHVWKDWLWFDQQRWSXWWRJDLQIXODHURQDXWLFDOXVHLQDUHDVRQDEOHSHULRG

RIWLPHDQGRUWKHYDFDQWSURSHUW\FRQWUROOHGE\WKHVHUYLFHSURYLGHUGHQLHV DFRPSHWLWRU IURP

JDLQLQJHQWU\RQWRWKHDLUSRUW

$VSRQVRUPD\H[FOXGHDQLQFXPEHQWRQDLUSRUWVHUYLFH

SURYLGHUIURPUHVSRQGLQJWRDUHTXHVWIRUSURSRVDOVEDVHG

RQWKHVSRQVRU¶VGHVLUHWRLQFUHDVHFRPSHWLWLRQLQDLUSRUW

VHUYLFHV 7KDWDFWLRQLVQRWDYLRODWLRQRI*UDQW$VVXUDQFH

(FRQRPLF1RQGLVFULPLQDWLRQVLQFHWKHVSRQVRULV

WDNLQJDQHFHVVDU\VWHSWRSUHFOXGHWKHJUDQWLQJRIDQ

H[FOXVLYHULJKW

 *UDQWLQJ RSWLRQV RU SUHIHUHQFHV RQ IXWXUH DLUSRUWOHDVH VLWHVWR D VLQJOHVHUYLFH

SURYLGHUPD\EHFRQVWUXHGDVLQWHQWWRJUDQWDQH[FOXVLYHULJKW 7KHUHIRUHWKHXVHRI OHDVHV

ZLWKRSWLRQVRUIXWXUHSUHIHUHQFHVVXFKDVULJKWVRI ILUVWUHIXVDO PXVWJHQHUDOO\EHDYRLGHG

7KLVLVEHFDXVHD ULJKWRI ILUVWUHIXVDOFRXOGDOORZDQH[LVWLQJWHQDQWWRKROGDFODLPRQ

DLUSRUWODQGDWOLWWOHRUQRFRVW 7KHQZKHQIDFHGZLWKWKHSURVSHFWRIFRPSHWLWLRQWKDW

OHDVHKROGHU FRXOG H[HUFLVH LWV RSWLRQ WR LQKLELW DFFHVV E\ RWKHUV DQG OLPLW RU SUHYHQW

FRPSHWLWLRQ

 $VSRQVRUPD\H[FOXGHDQLQFXPEHQWRQDLUSRUWVHUYLFHSURYLGHUIURPUHVSRQGLQJ

WRD5HTXHVWIRU3URSRVDO5)3E\HOLPLQDWLQJWKHSURYLGHUIURP HOLJLELOLW\IRUWKH5)3

EDVHGRQWKHVSRQVRU¶VGHVLUHWRLQFUHDVHFRPSHWLWLRQLQDLUSRUWVHUYLFHV 7KH)$$ZLOOQRW

FRQVLGHUWKDWDFWLRQDYLRODWLRQRI*UDQW$VVXUDQFH (FRQRPLF1RQGLVFULPLQDWLRQVLQFH

WKHVSRQVRULVWDNLQJDQHFHVVDU\VWHSWRSUHFOXGHJUDQWLQJRIDQH[FOXVLYHULJKW

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 59 of 91
 %&KDQJH

3DJH

 :KHQDVSRQVRUGHQLHVDUHTXHVWE\DVHUYLFHSURYLGHUWRFRQGXFWEXVLQHVVRQWKH

DLUSRUWEDVHGRQWKHODFNRIDYDLODEOHVSDFHWKH$'2RUUHJLRQDODLUSRUWVGLYLVLRQVKRXOG

FRQGXFWDVLWHYLVLWWRFRQILUPWKDWWKHVSDFHDQGRUIDFLOLWLHVOHDVHGWRVHUYLFHSURYLGHUV

RQO\UHSUHVHQWWKHLUUHDVRQDEOHGHPRQVWUDEOHQHHGDQGDUHQRWEHLQJEDQNHGIRUWKHORQJ

WHUPIXWXUH

 ([FOXVLYH5LJKWV9LRODWLRQV

Page 8-7 

When a sponsor denies a request by a service provider to conduct business on the 

airport based on the lack of available space, the ADO or regional airports division should 

conduct a site visit to confirm that the space and/or facilities leased to service providers 

only represent their reasonable demonstrable need and are not being banked for the longterm future. 

(3). 

* nf P ' •' 

© 

An airport sponsor is under no obligation to permit aircraft owners or operators to introduce fueling 

equipment or practices on the airport that would be unsafe or detrimental to the public welfare or that would 

affect the efficient use ofairport facilities by thepublic. A aircraft hangar is to house an aircraft and related 

equipment, not to be used asgeneral storage space. (Photo: FAA) 

8.8. Exclusive Rights Violations. 

Restrictions Based on Safety and Efficiency. An airport sponsor can deny an individual 

or prospective aeronautical service provider the right to engage in an on-airport aeronautical 

activity for reasons of safety and efficiency if the kind of activity (e.g., skydiving, sailplanes, 

ultralights) would adversely impact the safety and efficiency of another aeronautical activity at the 

airport, typically fixed-wing operations. An aeronautical operator holding an FAA certificate is 

presumed to be a safe operator, and the airport sponsor may not deny access to an individual 

certificated operator on the basis of safety of its aeronautical operations. Any safety concerns with 

an operator would need to be brought to the attention of the FAA. However, the airport sponsor 

may find that an aeronautical activity as a whole is inconsistent with the safety and efficiency of 

the airport and may, therefore, not permit that activity at all, subject to concurrence by the FAA. 

The airport sponsor may also prohibit access by an individual or individual service provider that 

a. 

9/30/2009 5190.6B Changel 

Page 8-7 

When a sponsor denies a request by a service provider to conduct business on the 

airport based on the lack of available space, the ADO or regional airports division should 

conduct a site visit to confirm that the space and/or facilities leased to service providers 

only represent their reasonable demonstrable need and are not being banked for the longterm future. 

(3). 

* 

nf P ' •' 

© 

An airport sponsor is under no obligation to permit aircraft owners or operators to introduce fueling 

equipment or practices on the airport that would be unsafe or detrimental to the public welfare or that would 

affect the efficient use ofairport facilities by thepublic. A aircraft hangar is to house an aircraft and related 

equipment, not to be used asgeneral storage space. (Photo: FAA) 

8.8. Exclusive Rights Violations. 

Restrictions Based on Safety and Efficiency. An airport sponsor can deny an individual 

or prospective aeronautical service provider the right to engage in an on-airport aeronautical 

activity for reasons of safety and efficiency if the kind of activity (e.g., skydiving, sailplanes, 

ultralights) would adversely impact the safety and efficiency of another aeronautical activity at the 

airport, typically fixed-wing operations. An aeronautical operator holding an FAA certificate is 

presumed to be a safe operator, and the airport sponsor may not deny access to an individual 

certificated operator on the basis of safety of its aeronautical operations. Any safety concerns with 

an operator would need to be brought to the attention of the FAA. However, the airport sponsor 

may find that an aeronautical activity as a whole is inconsistent with the safety and efficiency of 

the airport and may, therefore, not permit that activity at all, subject to concurrence by the FAA. 

The airport sponsor may also prohibit access by an individual or individual service provider that 

a. 

9/30/2009 5190.6B Changel 

5HVWULFWLRQV%DVHGRQ6DIHW\DQG(IILFLHQF\ $QDLUSRUWVSRQVRUFDQGHQ\DQLQGLYLGXDO

RU SURVSHFWLYH DHURQDXWLFDO VHUYLFH SURYLGHU WKH ULJKW WR HQJDJH LQ DQ RQDLUSRUW DHURQDXWLFDO

DFWLYLW\ IRU UHDVRQV RIVDIHW\ DQG HIILFLHQF\LIWKH NLQG RI DFWLYLW\HJ VN\GLYLQJ VDLOSODQHV

XOWUDOLJKWVZRXOGDGYHUVHO\LPSDFWWKHVDIHW\DQGHIILFLHQF\RIDQRWKHUDHURQDXWLFDO DFWLYLW\DWWKH

DLUSRUWW\SLFDOO\IL[HGZLQJRSHUDWLRQV $QDHURQDXWLFDORSHUDWRUKROGLQJDQ)$$FHUWLILFDWH LV

SUHVXPHGWR EH D VDIH RSHUDWRU DQGWKH DLUSRUW VSRQVRUPD\ QRW GHQ\ DFFHVVWR DQLQGLYLGXDO

FHUWLILFDWHGRSHUDWRURQWKHEDVLVRIVDIHW\RILWVDHURQDXWLFDORSHUDWLRQV $Q\VDIHW\FRQFHUQVZLWK

DQRSHUDWRUZRXOGQHHGWREHEURXJKWWRWKHDWWHQWLRQRIWKH)$$ +RZHYHUWKHDLUSRUWVSRQVRU

PD\ILQGWKDWDQDHURQDXWLFDODFWLYLW\DVDZKROHLVLQFRQVLVWHQWZLWKWKHVDIHW\DQGHIILFLHQF\RI

WKHDLUSRUW DQGPD\WKHUHIRUHQRWSHUPLWWKDW DFWLYLW\DWDOOVXEMHFWWRFRQFXUUHQFHE\WKH)$$

7KHDLUSRUWVSRQVRUPD\DOVRSURKLELWDFFHVVE\DQLQGLYLGXDORULQGLYLGXDOVHUYLFHSURYLGHUWKDW

$Q DLUSRUW VSRQVRU LV XQGHU QR REOLJDWLRQ WR SHUPLW DLUFUDIW RZQHUV RU RSHUDWRUV WR LQWURGXFH IXHOLQJ

HTXLSPHQWRUSUDFWLFHVRQWKHDLUSRUWWKDWZRXOGEHXQVDIHRUGHWULPHQWDO WRWKHSXEOLFZHOIDUHRUWKDWZRXOG

DIIHFWWKHHIILFLHQWXVHRIDLUSRUWIDFLOLWLHVE\WKHSXEOLF $ DLUFUDIWKDQJDULVWRKRXVHDQDLUFUDIWDQGUHODWHG

HTXLSPHQWQRWWREHXVHGDVJHQHUDOVWRUDJHVSDFH 3KRWR)$$

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 60 of 91
 %&KDQJH

3DJH

KDVQRWFRPSOLHGZLWKWKHDLUSRUW¶VPLQLPXP VWDQGDUGVRURSHUDWLRQVUXOHVIRU VDIHXVHRIDLUSRUW

SURSHUW\

$Q\GHQLDOEDVHGRQVDIHW\PXVWEHEDVHGRQUHDVRQDEOHHYLGHQFHGHPRQVWUDWLQJWKDWDLUSRUWVDIHW\

ZLOO EH FRPSURPLVHG LI WKH DSSOLFDQW RU LQGLYLGXDO LV DOORZHG WR HQJDJH LQ WKH SURSRVHG

DHURQDXWLFDODFWLYLW\$LUSRUWVSRQVRUVVKRXOGFDUHIXOO\FRQVLGHUWKHVDIHW\UHDVRQVIRUGHQ\LQJDQ

DHURQDXWLFDOVHUYLFHSURYLGHURULQGLYLGXDOWKHRSSRUWXQLW\WRHQJDJHLQDQDHURQDXWLFDO DFWLYLW\LI

WKHGHQLDOKDVWKHSRVVLEOHHIIHFWRIOLPLWLQJFRPSHWLWLRQRUDFFHVV

7KH)$$LVWKHILQDODXWKRULW\LQGHWHUPLQLQJZKDWLQIDFWFRQVWLWXWHV D FRPSURPLVHRIVDIHW\$V

VXFK DQ DLUSRUW VSRQVRUWKDWLV FRQWHPSODWLQJWKH GHQLDO RI DSURSRVHG RQDLUSRUW DHURQDXWLFDO

DFWLYLW\ RU DFFHVVLV HQFRXUDJHGWR FRQWDFWWKHORFDO $'2 RUUHJLRQDO DLUSRUWV GLYLVLRQ 7KRVH

RIILFHV ZLOO WKHQ VHHN DVVLVWDQFH

IURP)$$)OLJKW6WDQGDUGV )6

DQG$LU7UDIILF$7WRDVVHVVWKH

UHDVRQDEOHQHVV RI WKH SURSRVHG

DFWLRQ EHFDXVH RI VDIHW\ DQG

HIILFLHQF\ DQG WR GHWHUPLQH

ZKHWKHU XQMXVW GLVFULPLQDWLRQ RU

DQ H[FOXVLYH ULJKWV YLRODWLRQ

UHVXOWV IURP WKH SURSRVHG

UHVWULFWLRQV

6DIHW\FRQFHUQVDUHQRW OLPLWHGWR

DHURQDXWLFDO DFWLYLWLHV EXW PD\

LQFOXGH 2FFXSDWLRQDO 6DIHW\ DQG

+HDOWK $GPLQLVWUDWLRQ 26+$

VWDQGDUGV ILUH VDIHW\ VWDQGDUGV

EXLOGLQJ FRGHV RU VDQLWDWLRQ

FRQVLGHUDWLRQV 5HVWULFWLRQV RQ

DHURQDXWLFDO RSHUDWRUV E\ DLUSRUW

VSRQVRUV IRU VDIHW\ PXVW EH

UHDVRQDEOH ([DPSOHV RI

UHDVRQDEOH UHVWULFWLRQV LQFOXGH

EXW DUH QRW OLPLWHG WR 

UHVWULFWLRQV SODFHG RQ WKH

KDQGOLQJ RI DYLDWLRQ IXHO DQG

RWKHU IODPPDEOH SURGXFWV

LQFOXGLQJ DLUFUDIW SDLQW DQG

WKLQQHUVUHTXLUHPHQWVWRNHHS

ILUH ODQHV RSHQ DQG  ZHLJKW

OLPLWDWLRQVSODFHGRQYHKLFOHVDQGDLUFUDIWWRSURWHFWSDYHPHQW IURPGDPDJH6HHFKDSWHURI

Page 8-8 

has not complied with the airport's minimum standards or operations rules for safe use of airport 

property. 

Any denial based on safety must be based on reasonable evidence demonstrating that airport safety 

will be compromised if the applicant or individual is allowed to engage in the proposed 

aeronautical activity. Airport sponsors should carefully consider the safety reasons for denying an 

aeronautical service provider or individual the opportunity to engage in an aeronautical activity if 

the denial has the possible effect of limiting competition or access. 

The FAA is the final authority in determining what, in fact, constitutes a compromise of safety. As 

such, an airport sponsor that is contemplating the denial of a proposed on-airport aeronautical 

activity or access is encouraged to contact the local ADO or regional airports division. Those 

offices will then seek assistance 

from FAA Flight Standards (FS) 

and Air Traffic (AT) to assess the 

reasonableness of the proposed 

action because of safety and 

efficiency, and to determine 

whether unjust discrimination or 

an exclusive rights violation 

results from the proposed 

restrictions. 

I 

|P]_ 

51, •• 

i •* 

Safety concerns are not limited to 

aeronautical activities but may 

include Occupational Safety and 

Health Administration (OSHA) 

standards, fire safety standards, 

building codes, or sanitation 

considerations. Restrictions on 

aeronautical operators by airport 

sponsors for safety must be 

reasonable. Examples of 

reasonable restrictions include, 

but are not limited to: (1) 

restrictions placed on the 

handling of aviation fuel and 

other flammable products, 

including aircraft paint and 

thinners; (2) requirements to keep 

fire lanes open; and (3) weight 

limitations placed on vehicles and aircraft to protect pavement from damage. (See chapter 14 of 

this Order, Restrictions Based on Safety and Efficiency Procedures and Organization.) 

SB' 

m a 

The fact that a single business or enterprise may provide most or all 

of the on-airport aeronautical ser\>ices is not, in itself evidence of an 

exclusive rights violation. An exclusive rights violation is the denial 

by the airport sponsor to afford other qualified parties an 

opportunity to be an on-airport aeronautical sen'ice provider. The 

airport sponsor may issue a Request for Proposal (RFP)in a 

competitive offering for all qualified parties to compete for the right 

to be an on-airport sen'ice provider. (Photo: FAA) 

9/30/2009 5190.6B Change 1 

Page 8-8 

has not complied with the airport's minimum standards or operations rules for safe use of airport 

property. 

Any denial based on safety must be based on reasonable evidence demonstrating that airport safety 

will be compromised if the applicant or individual is allowed to engage in the proposed 

aeronautical activity. Airport sponsors should carefully consider the safety reasons for denying an 

aeronautical service provider or individual the opportunity to engage in an aeronautical activity if 

the denial has the possible effect of limiting competition or access. 

The FAA is the final authority in determining what, in fact, constitutes a compromise of safety. As 

such, an airport sponsor that is contemplating the denial of a proposed on-airport aeronautical 

activity or access is encouraged to contact the local ADO or regional airports division. Those 

offices will then seek assistance 

from FAA Flight Standards (FS) 

and Air Traffic (AT) to assess the 

reasonableness of the proposed 

action because of safety and 

efficiency, and to determine 

whether unjust discrimination or 

an exclusive rights violation 

results from the proposed 

restrictions. 

I 

|P]_ 

51, •• 

i •* 

Safety concerns are not limited to 

aeronautical activities but may 

include Occupational Safety and 

Health Administration (OSHA) 

standards, fire safety standards, 

building codes, or sanitation 

considerations. Restrictions on 

aeronautical operators by airport 

sponsors for safety must be 

reasonable. Examples of 

reasonable restrictions include, 

but are not limited to: (1) 

restrictions placed on the 

handling of aviation fuel and 

other flammable products, 

including aircraft paint and 

thinners; (2) requirements to keep 

fire lanes open; and (3) weight 

limitations placed on vehicles and aircraft to protect pavement from damage. (See chapter 14 of 

this Order, Restrictions Based on Safety and Efficiency Procedures and Organization.) 

SB' 

m a 

The fact that a single business or enterprise may provide most or all 

of the on-airport aeronautical ser\>ices is not, in itself evidence of an 

exclusive rights violation. An exclusive rights violation is the denial 

by the airport sponsor to afford other qualified parties an 

opportunity to be an on-airport aeronautical sen'ice provider. The 

airport sponsor may issue a Request for Proposal (RFP)in a 

competitive offering for all qualified parties to compete for the right 

to be an on-airport sen'ice provider. (Photo: FAA) 

9/30/2009 5190.6B Change 1 

WKLV2UGHU5HVWULFWLRQV%DVHGRQ6DIHW\DQG(IILFLHQF\3URFHGXUHVDQG2UJDQL]DWLRQ

7KHIDFWWKDWDVLQJOHEXVLQHVVRUHQWHUSULVHPD\SURYLGHPRVWRUDOO

RIWKHRQDLUSRUWDHURQDXWLFDOVHUYLFHVLVQRWLQLWVHOIHYLGHQFHRIDQ

H[FOXVLYHULJKWV YLRODWLRQ$Q H[FOXVLYHULJKWVYLRODWLRQLVWKHGHQLDO

E\ WKH DLUSRUW VSRQVRU WR DIIRUG RWKHU TXDOLILHG SDUWLHV DQ

RSSRUWXQLW\WREHDQRQDLUSRUWDHURQDXWLFDOVHUYLFHSURYLGHU 7KH

DLUSRUW VSRQVRU PD\ LVVXH D 5HTXHVW IRU 3URSRVDO 5)3LQ D

FRPSHWLWLYHRIIHULQJIRUDOOTXDOLILHGSDUWLHVWRFRPSHWHIRUWKHULJKW

WREHDQRQDLUSRUWVHUYLFHSURYLGHU 3KRWR)$$

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 61 of 91
 %&KDQJH

Page 3DJH8-9 

Restrictions on Self-Service. An aircraft owner or operator24 may tie down, adjust, repair, 

refuel, clean, and otherwise service his/her own aircraft, provided the service is performed by the 

aircraft owner/operator or his/her employees with resources supplied by the aircraft owner or 

operator. 

Moreover, the service must be conducted in accordance with reasonable rules, regulations or 

standards established by the airport sponsor. Any unreasonable restriction imposed on the owners 

or operators of aircraft regarding the servicing of their own aircraft may be construed as an 

exclusive rights violation. In accordance with the federal grant assurances: 

An airport sponsor may not prevent an owner or operator of an aircraft from 

performing services on his/her own aircraft with his/her own employees and equipment. 

Restrictions imposed by an airport sponsor that have the effect of channeling self-service 

activities to a commercial aeronautical service provider may be an exclusive rights 

violation. 

b. 

(1). 

An airport sponsor may not prevent an owner or operator of 

an aircraftfromperforming services on his/her own 

aircraft with his/her own employees and equipment. 

(2). An airport sponsor must reasonably provide for self-servicing activity, but is not 

obligated to lease airport facilities and land for such activity. That is, the airport sponsor is 

not required to encumber the airport with leases and facilities for self-servicing activity. 

(3). An airport sponsor is under no obligation to permit aircraft owners or operators to 

introduce fueling equipment or practices on the airport that would be unsafe or detrimental 

to the public welfare or that would affect the efficient use of airport facilities by the public. 

NOTE: Fueling from a pull-up commercial fuel pump is not considered self-fueling under the 

federal grant assurances since it involves fueling from a self-service pump made available by the 

airport or a commercial aeronautical service provider. 

8.9. Exceptions to the General Rule. 

Aeronautical Activities Provided by the Airport Sponsor (Proprietary Exclusive 

Right). The owner of a public use airport may elect to provide any or all of the aeronautical 

services needed by the public at the airport. The airport sponsor may exercise, but not grant, an 

exclusive right to provide aeronautical services to the public. If the airport sponsor opts to provide 

an aeronautical service exclusively, it must use its own employees and resources. Thus, an airport 

owner or sponsor cannot exercise a proprietary exclusive right through a management contract. 

a. 

24 For many purposes, the FAA has interpreted an aircraft owner's right to self-service to include operators with longterm possession rights. For example, a significant number of aircraft operated by airlines are not owned, but are leased 

under terms that give the operator airline owner-like powers. This includes operational control, exclusive use, and 

long-term lease terms. The same is true for other aeronautical operators such as charter companies, flight schools, and 

flying clubs, all of which may very well lease aircraft under terms that result in owner-like powers. If doubt exists on 

whether a particular "operator" can be considered as the owner for the purpose of this guidance, the ADO will make 

the determination. (A listing of ADOs can be found on the FAA website.) 

9/30/2009 5190.6B Changel 

Page 8-9 

Restrictions on Self-Service. An aircraft owner or operator24 may tie down, adjust, repair, 

refuel, clean, and otherwise service his/her own aircraft, provided the service is performed by the 

aircraft owner/operator or his/her employees with resources supplied by the aircraft owner or 

operator. 

Moreover, the service must be conducted in accordance with reasonable rules, regulations or 

standards established by the airport sponsor. Any unreasonable restriction imposed on the owners 

or operators of aircraft regarding the servicing of their own aircraft may be construed as an 

exclusive rights violation. In accordance with the federal grant assurances: 

An airport sponsor may not prevent an owner or operator of an aircraft from 

performing services on his/her own aircraft with his/her own employees and equipment. 

Restrictions imposed by an airport sponsor that have the effect of channeling self-service 

activities to a commercial aeronautical service provider may be an exclusive rights 

violation. 

b. 

(1). 

An airport sponsor may not prevent an owner or operator of 

an aircraftfromperforming services on his/her own 

aircraft with his/her own employees and equipment. 

(2). An airport sponsor must reasonably provide for self-servicing activity, but is not 

obligated to lease airport facilities and land for such activity. That is, the airport sponsor is 

not required to encumber the airport with leases and facilities for self-servicing activity. 

(3). An airport sponsor is under no obligation to permit aircraft owners or operators to 

introduce fueling equipment or practices on the airport that would be unsafe or detrimental 

to the public welfare or that would affect the efficient use of airport facilities by the public. 

NOTE: Fueling from a pull-up commercial fuel pump is not considered self-fueling under the 

federal grant assurances since it involves fueling from a self-service pump made available by the 

airport or a commercial aeronautical service provider. 

8.9. Exceptions to the General Rule. 

Aeronautical Activities Provided by the Airport Sponsor (Proprietary Exclusive 

Right). The owner of a public use airport may elect to provide any or all of the aeronautical 

services needed by the public at the airport. The airport sponsor may exercise, but not grant, an 

exclusive right to provide aeronautical services to the public. If the airport sponsor opts to provide 

an aeronautical service exclusively, it must use its own employees and resources. Thus, an airport 

owner or sponsor cannot exercise a proprietary exclusive right through a management contract. 

a. 

24 For many purposes, the FAA has interpreted an aircraft owner's right to self-service to include operators with longterm possession rights. For example, a significant number of aircraft operated by airlines are not owned, but are leased 

under terms that give the operator airline owner-like powers. This includes operational control, exclusive use, and 

long-term lease terms. The same is true for other aeronautical operators such as charter companies, flight schools, and 

flying clubs, all of which may very well lease aircraft under terms that result in owner-like powers. If doubt exists on 

whether a particular "operator" can be considered as the owner for the purpose of this guidance, the ADO will make 

the determination. (A listing of ADOs can be found on the FAA website.) 

9/30/2009 5190.6B Changel 

5HVWULFWLRQVRQ6HOI6HUYLFH $QDLUFUDIWRZQHURURSHUDWRU23F23F

 PD\WLHGRZQDGMXVWUHSDLU

UHIXHOFOHDQDQGRWKHUZLVHVHUYLFHKLVKHURZQDLUFUDIWSURYLGHGWKHVHUYLFHLVSHUIRUPHGE\WKH

DLUFUDIW RZQHURSHUDWRU RU KLVKHU HPSOR\HHV ZLWK UHVRXUFHV VXSSOLHG E\ WKH DLUFUDIW RZQHU RU

RSHUDWRU

0RUHRYHU WKH VHUYLFH PXVW EH FRQGXFWHG LQ DFFRUGDQFH ZLWK UHDVRQDEOH UXOHV UHJXODWLRQV RU

VWDQGDUGVHVWDEOLVKHGE\WKHDLUSRUWVSRQVRU $Q\XQUHDVRQDEOHUHVWULFWLRQLPSRVHGRQWKHRZQHUV

RU RSHUDWRUV RI DLUFUDIW UHJDUGLQJ WKH VHUYLFLQJ RI WKHLU RZQ DLUFUDIW PD\ EH FRQVWUXHG DV DQ

H[FOXVLYHULJKWV YLRODWLRQ ,QDFFRUGDQFHZLWKWKHIHGHUDOJUDQWDVVXUDQFHV

 $Q DLUSRUW VSRQVRU PD\ QRW SUHYHQW DQ RZQHU RU RSHUDWRU RI DQ DLUFUDIW IURP

SHUIRUPLQJVHUYLFHVRQKLVKHURZQDLUFUDIWZLWKKLVKHURZQHPSOR\HHVDQGHTXLSPHQW

5HVWULFWLRQVLPSRVHGE\DQDLUSRUWVSRQVRUWKDWKDYHWKHHIIHFWRIFKDQQHOLQJVHOIVHUYLFH

DFWLYLWLHV WR D FRPPHUFLDO DHURQDXWLFDO VHUYLFH SURYLGHU PD\ EH DQ H[FOXVLYH ULJKWV

YLRODWLRQ

$QDLUSRUWVSRQVRUPD\QRWSUHYHQWDQRZQHURURSHUDWRURI

DQDLUFUDIWIURPSHUIRUPLQJVHUYLFHVRQKLVKHURZQ

DLUFUDIWZLWKKLVKHURZQHPSOR\HHVDQGHTXLSPHQW

 $QDLUSRUWVSRQVRUPXVWUHDVRQDEO\SURYLGHIRUVHOIVHUYLFLQJDFWLYLW\EXWLVQRW

REOLJDWHGWROHDVHDLUSRUWIDFLOLWLHVDQGODQGIRUVXFKDFWLYLW\ 7KDWLVWKHDLUSRUWVSRQVRULV

QRWUHTXLUHGWR HQFXPEHUWKHDLUSRUWZLWKOHDVHVDQGIDFLOLWLHVIRUVHOIVHUYLFLQJDFWLYLW\

 $QDLUSRUW VSRQVRULVXQGHUQRREOLJDWLRQWRSHUPLWDLUFUDIWRZQHUVRURSHUDWRUVWR

LQWURGXFHIXHOLQJHTXLSPHQWRUSUDFWLFHVRQWKHDLUSRUWWKDWZRXOGEHXQVDIHRUGHWULPHQWDO

WRWKHSXEOLFZHOIDUHRUWKDWZRXOGDIIHFWWKHHIILFLHQWXVHRI DLUSRUW IDFLOLWLHVE\WKHSXEOLF

127( )XHOLQJ IURP DSXOOXSFRPPHUFLDO IXHOSXPSLV QRWFRQVLGHUHGVHOIIXHOLQJ XQGHUWKH

IHGHUDOJUDQWDVVXUDQFHVVLQFHLWLQYROYHVIXHOLQJIURPD VHOIVHUYLFHSXPSPDGHDYDLODEOHE\WKH

DLUSRUWRUDFRPPHUFLDODHURQDXWLFDOVHUYLFHSURYLGHU

 ([FHSWLRQVWRWKH*HQHUDO5XOH

$HURQDXWLFDO $FWLYLWLHV 3URYLGHG E\ WKH $LUSRUW 6SRQVRU 3URSULHWDU\ ([FOXVLYH

5LJKW 7KH RZQHU RI D SXEOLF XVH DLUSRUW PD\ HOHFWWR SURYLGH DQ\ RU DOO RIWKH DHURQDXWLFDO

VHUYLFHVQHHGHGE\WKHSXEOLFDWWKHDLUSRUW 7KHDLUSRUWVSRQVRUPD\H[HUFLVHEXWQRWJUDQWDQ

H[FOXVLYHULJKWWRSURYLGHDHURQDXWLFDOVHUYLFHVWRWKHSXEOLF ,IWKHDLUSRUWVSRQVRURSWVWRSURYLGH

DQDHURQDXWLFDOVHUYLFH H[FOXVLYHO\LWPXVWXVHLWVRZQHPSOR\HHVDQGUHVRXUFHV 7KXVDQDLUSRUW

RZQHURUVSRQVRU FDQQRWH[HUFLVHDSURSULHWDU\H[FOXVLYHULJKWWKURXJKDPDQDJHPHQWFRQWUDFW

 )RUPDQ\SXUSRVHVWKH)$$KDVLQWHUSUHWHGDQ DLUFUDIWRZQHU¶V ULJKWWRVHOIVHUYLFHWRLQFOXGHRSHUDWRUVZLWKORQJ

WHUPSRVVHVVLRQULJKWV )RUH[DPSOHDVLJQLILFDQWQXPEHURIDLUFUDIWRSHUDWHGE\DLUOLQHVDUHQRWRZQHGEXWDUHOHDVHG

XQGHUWHUPVWKDWJLYHWKHRSHUDWRUDLUOLQHRZQHUOLNHSRZHUV 7KLVLQFOXGHVRSHUDWLRQDOFRQWUROH[FOXVLYHXVHDQG

ORQJWHUPOHDVHWHUPV 7KHVDPHLVWUXHIRURWKHUDHURQDXWLFDORSHUDWRUV VXFKDV FKDUWHU FRPSDQLHVIOLJKWVFKRROV DQG

IO\LQJFOXEVDOORIZKLFKPD\YHU\ZHOOOHDVHDLUFUDIWXQGHU WHUPVWKDWUHVXOW LQRZQHUOLNHSRZHUV,IGRXEWH[LVWVRQ

ZKHWKHUDSDUWLFXODU3RSHUDWRU ́FDQEHFRQVLGHUHG DVWKHRZQHUIRUWKHSXUSRVHRIWKLVJXLGDQFHWKH$'2ZLOOPDNH

WKHGHWHUPLQDWLRQ $ OLVWLQJRI$'2VFDQEHIRXQGRQWKH)$$ZHEVLWH

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 62 of 91
 %&KDQJH

3DJH

1RWHWKDWZKLOHWKH SROLF\WHFKQLFDOO\H[WHQGVWR SULYDWH RZQHUV RI SXEOLF XVHDLUSRUWV SULYDWH

RZQHUVPD\QRWKDYHWKHVDPHLPPXQLW\ IURPDQWLWUXVWODZVDVSXEOLFDJHQFLHV $SURSULHWDU\

H[FOXVLYHFDQEHH[HUFLVHGRQO\IRUIXHOVDOHVDQGVXSSRUWVHUYLFHVQRWIRUXVHRIWKHODQGLQJDUHD

LWVHOI

$VDSUDFWLFDOPDWWHUPRVWDLUSRUW VSRQVRUVUHFRJQL]HWKDWDHURQDXWLFDO VHUYLFHV DUHEHVWSURYLGHG

E\SURILWPRWLYDWHGSULYDWHHQWHUSULVHV +RZHYHUWKHUHPD\EHVLWXDWLRQVWKDWWKHDLUSRUWVSRQVRU

EHOLHYHVZRXOGMXVWLI\SURYLGLQJDHURQDXWLFDOVHUYLFHVLWVHOI )RUH[DPSOHLQDVLWXDWLRQZKHUHWKH

UHYHQXHSRWHQWLDOLVLQVXIILFLHQWWRDWWUDFWSULYDWHHQWHUSULVHLWPD\EHQHFHVVDU\ IRUWKHDLUSRUW

VSRQVRUWRSURYLGHWKHDHURQDXWLFDOVHUYLFH 7KHUHYHUVHPD\DOVREHWUXH 7KHUHYHQXHSRWHQWLDO

PLJKWEHVRVLJQLILFDQWWKDWWKHDLUSRUWVSRQVRUFKRRVHVWRSHUIRUPWKHDHURQDXWLFDO DFWLYLW\LWVHOI

LQ RUGHUWR EHFRPHPRUH ILQDQFLDOO\ VHOIVXVWDLQLQJ $LUFUDIW IXHOLQJLV D SULPH H[DPSOH RI DQ

DHURQDXWLFDOVHUYLFHDQDLUSRUWVSRQVRUPD\FKRRVHWRSURYLGHLWVHOI :KLOHWKHDLUSRUW VSRQVRUPD\

H[HUFLVHLWVSURSULHWDU\H[FOXVLYH WRSURYLGHIXHOLQJVHUYLFHVDLUFUDIWRZQHUVPD\VWLOODVVHUWWKH

ULJKWWRREWDLQWKHLURZQIXHODQGEULQJLWRQWRWKHDLUSRUWWRVHUYLFHWKHLURZQDLUFUDIWEXWRQO\

ZLWK WKHLU RZQ HPSOR\HHV DQG HTXLSPHQW DQG LQ FRQIRUPDQFH ZLWK UHDVRQDEOH DLUSRUW UXOHV

UHJXODWLRQVDQGPLQLPXPVWDQGDUGV

Page 8-10 

Note that while the policy technically extends to private owners of public use airports, private 

owners may not have the same immunity from antitrust laws as public agencies. A proprietary 

exclusive can be exercised only for fuel sales and support services, not for use of the landing area 

itself. 

As a practical matter, most airport sponsors recognize that aeronautical services are best provided 

by profit-motivated, private enterprises. However, there may be situations that the airport sponsor 

believes wouldjustify providing aeronautical services itself. For example, in a situation where the 

revenue potential is insufficient to attract private enterprise, it may be necessary for the airport 

sponsor to provide the aeronautical service. The reverse may also be true. The revenue potential 

might be so significant that the airport sponsor chooses to perform the aeronautical activity itself 

in order to become more financially self-sustaining. Aircraft fueling is a prime example of an 

aeronautical service an airport sponsor may choose to provide itself. While the airport sponsor may 

exercise its proprietary exclusive to provide fueling services, aircraft owners may still assert the 

right to obtain their own fuel and bring it onto the airport to service their own aircraft, but only 

with their own employees and equipment and in conformance with reasonable airport rules, 

regulations, and minimum standards. 

Single Activity. The fact that a single business or enterprise may provide most or all of the 

on-airport aeronautical services is not, in itself, evidence of an exclusive rights violation. An 

exclusive rights violation is the denial by the airport sponsor to afford other qualified parties an 

opportunity to be an on-airport aeronautical service provider. The airport sponsor may issue a 

competitive offering for all qualified parties to compete for the right to be an on-airport service 

provider.25 The airport sponsor is not required to accept all qualified service providers without 

limitation. The fact that only one qualified party pursued an opportunity in a competitive offering 

would not subject the airport sponsor to an exclusive rights violation. However, the airport sponsor 

cannot, as a matter of convenience, choose to have only one fixed-base operator (FBO)26 to provide 

services at the airport regardless of the circumstances at the airport. 

b. 

Statutory Requirement Relating to Single Activities. Since 1938, there has been a 

statutory prohibition on exclusive rights (49 U.S.C. § 40103(e)) [independent of the parallel grant 

assurance requirement at 49 U.S.C. § 47107(a)(4)], It currently states, "A person does not have an 

exclusive right to use an air navigation facility on which Government money has been expended." 

(An "air navigation facility" includes, among other things, an airport. See "Definitions" at 49 

c. 

U.S.C. §40102.) 

This prohibition predates the parallel statutory grant assurance requirement enacted as part of the 

AAIA. It is independent of the grant assurance requirement. 

25 The grant assurances do not prohibit an airport sponsor from entering into long-term leases with commercial entities, 

by negotiation, solicitation, or other means. An airport sponsor may choose to select Fixed-Base Operators (FBOs) or 

other aeronautical service providers through a Request For Proposals (RFP) process. If it chooses to do so, the airport 

sponsor may use this process each time a new applicant is considered. This action, in and by itself, is not unreasonable 

or contrary to the federal obligations. 

26 A Fixed-Base Operator (FBO) is a commercial entity providing aeronautical services such as fueling, maintenance, 

storage, ground and flight instruction, etc. to the public. 

9/30/2009 5190.6B Changel 

Page 8-10 

Note that while the policy technically extends to private owners of public use airports, private 

owners may not have the same immunity from antitrust laws as public agencies. A proprietary 

exclusive can be exercised only for fuel sales and support services, not for use of the landing area 

itself. 

As a practical matter, most airport sponsors recognize that aeronautical services are best provided 

by profit-motivated, private enterprises. However, there may be situations that the airport sponsor 

believes wouldjustify providing aeronautical services itself. For example, in a situation where the 

revenue potential is insufficient to attract private enterprise, it may be necessary for the airport 

sponsor to provide the aeronautical service. The reverse may also be true. The revenue potential 

might be so significant that the airport sponsor chooses to perform the aeronautical activity itself 

in order to become more financially self-sustaining. Aircraft fueling is a prime example of an 

aeronautical service an airport sponsor may choose to provide itself. While the airport sponsor may 

exercise its proprietary exclusive to provide fueling services, aircraft owners may still assert the 

right to obtain their own fuel and bring it onto the airport to service their own aircraft, but only 

with their own employees and equipment and in conformance with reasonable airport rules, 

regulations, and minimum standards. 

Single Activity. The fact that a single business or enterprise may provide most or all of the 

on-airport aeronautical services is not, in itself, evidence of an exclusive rights violation. An 

exclusive rights violation is the denial by the airport sponsor to afford other qualified parties an 

opportunity to be an on-airport aeronautical service provider. The airport sponsor may issue a 

competitive offering for all qualified parties to compete for the right to be an on-airport service 

provider.25 The airport sponsor is not required to accept all qualified service providers without 

limitation. The fact that only one qualified party pursued an opportunity in a competitive offering 

would not subject the airport sponsor to an exclusive rights violation. However, the airport sponsor 

cannot, as a matter of convenience, choose to have only one fixed-base operator (FBO)26 to provide 

services at the airport regardless of the circumstances at the airport. 

b. 

Statutory Requirement Relating to Single Activities. Since 1938, there has been a 

statutory prohibition on exclusive rights (49 U.S.C. § 40103(e)) [independent of the parallel grant 

assurance requirement at 49 U.S.C. § 47107(a)(4)], It currently states, "A person does not have an 

exclusive right to use an air navigation facility on which Government money has been expended." 

(An "air navigation facility" includes, among other things, an airport. See "Definitions" at 49 

c. 

U.S.C. §40102.) 

This prohibition predates the parallel statutory grant assurance requirement enacted as part of the 

AAIA. It is independent of the grant assurance requirement. 

25 The grant assurances do not prohibit an airport sponsor from entering into long-term leases with commercial entities, 

by negotiation, solicitation, or other means. An airport sponsor may choose to select Fixed-Base Operators (FBOs) or 

other aeronautical service providers through a Request For Proposals (RFP) process. If it chooses to do so, the airport 

sponsor may use this process each time a new applicant is considered. This action, in and by itself, is not unreasonable 

or contrary to the federal obligations. 

26 A Fixed-Base Operator (FBO) is a commercial entity providing aeronautical services such as fueling, maintenance, 

storage, ground and flight instruction, etc. to the public. 

9/30/2009 5190.6B Changel 

6LQJOH$FWLYLW\ 7KHIDFWWKDW DVLQJOHEXVLQHVVRU HQWHUSULVHPD\SURYLGHPRVWRUDOORIWKH

RQDLUSRUW DHURQDXWLFDO VHUYLFHV LV QRW LQ LWVHOI HYLGHQFH RI DQ H[FOXVLYH ULJKWV YLRODWLRQ $Q

H[FOXVLYHULJKWVYLRODWLRQLVWKHGHQLDOE\WKHDLUSRUWVSRQVRUWRDIIRUGRWKHUTXDOLILHGSDUWLHVDQ

RSSRUWXQLW\WR EH DQ RQDLUSRUW DHURQDXWLFDOVHUYLFH SURYLGHU 7KH DLUSRUW VSRQVRUPD\LVVXH D

FRPSHWLWLYHRIIHULQJIRUDOOTXDOLILHGSDUWLHVWRFRPSHWHIRU WKH ULJKWWREHDQRQDLUSRUWVHUYLFH

SURYLGHU24F24F

 7KH DLUSRUW VSRQVRULV QRW UHTXLUHGWRDFFHSWDOOTXDOLILHG VHUYLFH SURYLGHUVZLWKRXW

OLPLWDWLRQ 7KHIDFWWKDWRQO\RQHTXDOLILHGSDUW\SXUVXHGDQRSSRUWXQLW\LQDFRPSHWLWLYHRIIHULQJ

ZRXOGQRWVXEMHFWWKHDLUSRUWVSRQVRUWRDQH[FOXVLYHULJKWV YLRODWLRQ +RZHYHUWKHDLUSRUWVSRQVRU

FDQQRWDVDPDWWHURIFRQYHQLHQFHFKRRVHWRKDYHRQO\RQHIL[HGEDVHRSHUDWRU )%225F25F

 WRSURYLGH

VHUYLFHVDWWKHDLUSRUWUHJDUGOHVVRIWKHFLUFXPVWDQFHVDWWKHDLUSRUW

6WDWXWRU\ 5HTXLUHPHQW 5HODWLQJ WR 6LQJOH $FWLYLWLHV 6LQFH  WKHUH KDV EHHQ D

VWDWXWRU\SURKLELWLRQRQH[FOXVLYHULJKWV 86&H >LQGHSHQGHQWRIWKHSDUDOOHOJUDQW

DVVXUDQFHUHTXLUHPHQW DW86&D@ ,WFXUUHQWO\VWDWHV3$SHUVRQGRHVQRWKDYHDQ

H[FOXVLYHULJKWWRXVHDQDLUQDYLJDWLRQIDFLOLW\RQZKLFK*RYHUQPHQWPRQH\KDVEHHQH[SHQGHG ́

$Q 3DLU QDYLJDWLRQ IDFLOLW\ ́LQFOXGHV DPRQJ RWKHUWKLQJV DQ DLUSRUW 6HH 3'HILQLWLRQV ́ DW 

86&

7KLVSURKLELWLRQSUHGDWHVWKHSDUDOOHOVWDWXWRU\JUDQWDVVXUDQFHUHTXLUHPHQWHQDFWHGDVSDUWRIWKH

$$,$ ,WLVLQGHSHQGHQWRIWKHJUDQWDVVXUDQFHUHTXLUHPHQW

 7KHJUDQWDVVXUDQFHVGRQRWSURKLELWDQDLUSRUWVSRQVRU IURPHQWHULQJ LQWR ORQJWHUPOHDVHVZLWKFRPPHUFLDOHQWLWLHV

E\QHJRWLDWLRQVROLFLWDWLRQRURWKHUPHDQV $QDLUSRUWVSRQVRUPD\ FKRRVHWRVHOHFW)L[HG%DVH2SHUDWRUV)%2VRU

RWKHUDHURQDXWLFDOVHUYLFHSURYLGHUVWKURXJK D5HTXHVW)RU3URSRVDOV5)3SURFHVV ,I LWFKRRVHVWRGRVR WKHDLUSRUW

VSRQVRUPD\XVHWKLVSURFHVVHDFKWLPHDQHZDSSOLFDQWLVFRQVLGHUHG 7KLVDFWLRQLQDQGE\LWVHOILVQRWXQUHDVRQDEOH

RUFRQWUDU\WRWKHIHGHUDOREOLJDWLRQV

 $)L[HG%DVH2SHUDWRU)%2 LVD FRPPHUFLDOHQWLW\SURYLGLQJDHURQDXWLFDOVHUYLFHVVXFKDV IXHOLQJPDLQWHQDQFH

VWRUDJHJURXQGDQGIOLJKWLQVWUXFWLRQHWFWRWKHSXEOLF

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 63 of 91
 %&KDQJH

3DJH

%RWK VWDWXWRU\ SURKLELWLRQV

FRQWDLQ DQ H[FHSWLRQ WR

SHUPLW VLQJOH )%2V LI LW LV

XQUHDVRQDEO\ FRVWO\

EXUGHQVRPH RU LPSUDFWLFDO

IRU PRUH WKDQ RQH )%2 WR

SURYLGH VHUYLFHV DQG

Page 8-11 

^^ Both statutory prohibitions 

contain an exception to 

permit single FBOs if it is 

gfeC unreasonably 

burdensome, or impractical 

T3 for more than one FBO to 

provide services, and 

allowing more than one FBO 

to provide services would 

: reduce the space leased 

under an existing agreement 

between the airport and 

single FBO. Both conditions 

must be met for the 

exception to apply. 

d. Space Limitation. A 

single enterprise may 

expand as needed, even if its 

growth ultimately results in 

the occupancy of all 

available space. However, 

an exclusive rights violation 

occurs when an airport 

unreasonably 

a qualified 

applicant from engaging in 

an on-airport aeronautical 

activity without just cause or 

fails to provide an 

opportunity for qualified 

applicants to be an 

aeronautical service provider. An exclusive rights violation can occur through the use of leases 

where, for example, all the available airport land and/or facilities suitable for aeronautical activities 

are leased to a single aeronautical service provider who cannot put it into productive use within a 

reasonable period of time, thereby denying other qualified parties the opportunity to compete to 

be an aeronautical service provider at the airport. An airport sponsor's refusal to permit a single 

FBO to expand based on the sponsor's desire to open the airport to competition is not a violation 

of the grant assurances. Additionally, an airport sponsor may exclude an incumbent FBO from 

participating under a competitive solicitation in order to bring a second FBO onto the airport to 

create a more competitive environment. 

A lease that confers an exclusive right will be construed as having the intent to do so and, therefore, 

constitute an exclusive rights violation. Airport sponsors are better served by requiring that leases 

to a single aeronautical service provider be limited to the amount of land the service provider can 

demonstrate it actually needs and can be put to immediate productive use. In the event that 

it 

costly, 

: ' 

sar 

x 

w. 

m 3 

w g . • 

US AIR FORCE, 

<3s> 

P4 

.jf 0 

•=» 

*»*"-

•• ' * I 

Since most federally owned airports are maintained and operated with 

federal funds appropriated for purposes other than the support of civil 

cn'iation (usually to accommodate a military or defense mission), the federal 

government is not subject to the exclusive rights prohibition. Such airports 

do not receive AIP funds and are not subject to grant assurances. 

Consequently, when the base commanders (or other federal government 

entities) grant operating rights to airlines and other aeronautical activities to 

meet their own transportation and civil aviation requirements (such as 

moving personnel and equipment), they are not subject to sponsor federal 

obligations. Similarly, the base commander of an active military base has no 

federal obligation to permit civilian operations at the air base. (Photo: 

sponsor 

excludes 

USAF) 

9/30/2009 5190.6B Change 1 

Page 8-11 

^^ Both statutory prohibitions 

contain an exception to 

permit single FBOs if it is 

gfeC unreasonably 

burdensome, or impractical 

T3 for more than one FBO to 

provide services, and 

allowing more than one FBO 

to provide services would 

: reduce the space leased 

under an existing agreement 

between the airport and 

single FBO. Both conditions 

must be met for the 

exception to apply. 

d. Space Limitation. A 

single enterprise may 

expand as needed, even if its 

growth ultimately results in 

the occupancy of all 

available space. However, 

an exclusive rights violation 

occurs when an airport 

unreasonably 

a qualified 

applicant from engaging in 

an on-airport aeronautical 

activity without just cause or 

fails to provide an 

opportunity for qualified 

applicants to be an 

aeronautical service provider. An exclusive rights violation can occur through the use of leases 

where, for example, all the available airport land and/or facilities suitable for aeronautical activities 

are leased to a single aeronautical service provider who cannot put it into productive use within a 

reasonable period of time, thereby denying other qualified parties the opportunity to compete to 

be an aeronautical service provider at the airport. An airport sponsor's refusal to permit a single 

FBO to expand based on the sponsor's desire to open the airport to competition is not a violation 

of the grant assurances. Additionally, an airport sponsor may exclude an incumbent FBO from 

participating under a competitive solicitation in order to bring a second FBO onto the airport to 

create a more competitive environment. 

A lease that confers an exclusive right will be construed as having the intent to do so and, therefore, 

constitute an exclusive rights violation. Airport sponsors are better served by requiring that leases 

to a single aeronautical service provider be limited to the amount of land the service provider can 

demonstrate it actually needs and can be put to immediate productive use. In the event that 

it 

costly, 

: ' 

sar 

x 

m 3 

w g . • 

US AIR FORCE, 

<3s> 

P4 

.jf 0 

•=» 

*»*"-

•• ' * 

I 

Since most federally owned airports are maintained and operated with 

federal funds appropriated for purposes other than the support of civil 

cn'iation (usually to accommodate a military or defense mission), the federal 

government is not subject to the exclusive rights prohibition. Such airports 

do not receive AIP funds and are not subject to grant assurances. 

Consequently, when the base commanders (or other federal government 

entities) grant operating rights to airlines and other aeronautical activities to 

meet their own transportation and civil aviation requirements (such as 

moving personnel and equipment), they are not subject to sponsor federal 

obligations. Similarly, the base commander of an active military base has no 

federal obligation to permit civilian operations at the air base. (Photo: 

sponsor 

excludes 

USAF) 

9/30/2009 5190.6B Change 1 

DOORZLQJPRUHWKDQRQH)%2

WR SURYLGH VHUYLFHV ZRXOG

UHGXFH WKH VSDFH OHDVHG

XQGHUDQH[LVWLQJDJUHHPHQW

EHWZHHQ WKH DLUSRUW DQG

VLQJOH)%2 %RWKFRQGLWLRQV

PXVW EH PHW IRU WKH

H[FHSWLRQWRDSSO\

6SDFH /LPLWDWLRQ $

VLQJOH HQWHUSULVH PD\

H[SDQGDVQHHGHGHYHQLI LWV

JURZWK XOWLPDWHO\ UHVXOWV LQ

WKH RFFXSDQF\ RI DOO

DYDLODEOH VSDFH +RZHYHU

DQH[FOXVLYH ULJKWVYLRODWLRQ

RFFXUV ZKHQ DQ DLUSRUW

VSRQVRU XQUHDVRQDEO\

H[FOXGHV D TXDOLILHG

DSSOLFDQW IURP HQJDJLQJ LQ

DQ RQDLUSRUW DHURQDXWLFDO

DFWLYLW\ ZLWKRXWMXVWFDXVHRU

IDLOV WR SURYLGH DQ

RSSRUWXQLW\ IRU TXDOLILHG

DSSOLFDQWV WR EH DQ

DHURQDXWLFDOVHUYLFHSURYLGHU $QH[FOXVLYHULJKWVYLRODWLRQFDQRFFXUWKURXJKWKHXVHRIOHDVHV

ZKHUHIRUH[DPSOHDOOWKHDYDLODEOHDLUSRUWODQGDQGRUIDFLOLWLHVVXLWDEOHIRUDHURQDXWLFDODFWLYLWLHV

DUHOHDVHGWRDVLQJOHDHURQDXWLFDOVHUYLFHSURYLGHUZKRFDQQRWSXWLWLQWRSURGXFWLYHXVHZLWKLQD

UHDVRQDEOHSHULRGRIWLPHWKHUHE\GHQ\LQJRWKHUTXDOLILHGSDUWLHVWKHRSSRUWXQLW\WRFRPSHWHWR

EHDQDHURQDXWLFDOVHUYLFHSURYLGHUDWWKHDLUSRUW $QDLUSRUWVSRQVRU¶VUHIXVDOWRSHUPLWDVLQJOH

)%2 WRH[SDQGEDVHGRQWKHVSRQVRU¶VGHVLUHWRRSHQWKHDLUSRUW WRFRPSHWLWLRQLVQRWDYLRODWLRQ

RIWKHJUDQWDVVXUDQFHV $GGLWLRQDOO\DQDLUSRUWVSRQVRUPD\H[FOXGHDQLQFXPEHQW)%2 IURP

SDUWLFLSDWLQJXQGHUDFRPSHWLWLYHVROLFLWDWLRQLQRUGHUWREULQJDVHFRQG)%2RQWRWKHDLUSRUWWR

FUHDWHDPRUHFRPSHWLWLYHHQYLURQPHQW

$OHDVHWKDWFRQIHUVDQH[FOXVLYHULJKWZLOOEHFRQVWUXHGDVKDYLQJWKHLQWHQWWRGRVRDQGWKHUHIRUH

FRQVWLWXWHDQH[FOXVLYHULJKWVYLRODWLRQ $LUSRUWVSRQVRUVDUHEHWWHU VHUYHGE\UHTXLULQJWKDWOHDVHV

WRDVLQJOHDHURQDXWLFDO VHUYLFHSURYLGHUEHOLPLWHGWRWKHDPRXQWRIODQGWKHVHUYLFH SURYLGHUFDQ

GHPRQVWUDWH LW DFWXDOO\ QHHGV DQG FDQ EH SXW WR LPPHGLDWH SURGXFWLYH XVH ,Q WKH HYHQW WKDW

6LQFH PRVW IHGHUDOO\ RZQHG DLUSRUWV DUH PDLQWDLQHG DQG RSHUDWHG ZLWK

IHGHUDO IXQGV DSSURSULDWHG IRU SXUSRVHV RWKHU WKDQ WKH VXSSRUW RI FLYLO

DYLDWLRQXVXDOO\WRDFFRPPRGDWHDPLOLWDU\RUGHIHQVHPLVVLRQWKHIHGHUDO

JRYHUQPHQWLVQRWVXEMHFWWRWKHH[FOXVLYHULJKWVSURKLELWLRQ 6XFKDLUSRUWV

GR QRW UHFHLYH $,3 IXQGV DQG DUH QRW VXEMHFW WR JUDQW DVVXUDQFHV

&RQVHTXHQWO\ ZKHQ WKH EDVH FRPPDQGHUV RU RWKHU IHGHUDO JRYHUQPHQW

HQWLWLHVJUDQWRSHUDWLQJULJKWVWRDLUOLQHVDQGRWKHUDHURQDXWLFDODFWLYLWLHVWR

PHHW WKHLU RZQ WUDQVSRUWDWLRQ DQG FLYLO DYLDWLRQ UHTXLUHPHQWV VXFK DV

PRYLQJ SHUVRQQHO DQG HTXLSPHQW WKH\ DUH QRW VXEMHFWWR VSRQVRUIHGHUDO

REOLJDWLRQV 6LPLODUO\WKHEDVHFRPPDQGHURIDQDFWLYHPLOLWDU\EDVHKDVQR

IHGHUDO REOLJDWLRQ WR SHUPLW FLYLOLDQ RSHUDWLRQV DW WKH DLU EDVH 3KRWR

86$)

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 64 of 91
 %&KDQJH

3DJH

DGGLWLRQDOVSDFHLVUHTXLUHGODWHUWKHDLUSRUWVSRQVRUPD\UHTXLUHWKHLQFXPEHQWVHUYLFHSURYLGHU

WRFRPSHWHDORQJZLWKDOORWKHUTXDOLILHGVHUYLFHSURYLGHUVIRUWKHDYDLODEOHDLUSRUWODQG

7KHJUDQWRIRSWLRQVRUSUHIHUHQFHVRQIXWXUHDLUSRUWOHDVH

VLWHVWRDVLQJOHVHUYLFHSURYLGHUPD\EHFRQVWUXHGDVLQWHQW

WRJUDQWDQH[FOXVLYHULJKW /HDVHVZLWKRSWLRQVRUIXWXUH

SUHIHUHQFHVVXFKDVULJKWVRIILUVWUHIXVDOVKRXOGJHQHUDOO\

EHDYRLGHG

7KHJUDQWRIRSWLRQVRUSUHIHUHQFHVRQIXWXUH DLUSRUWOHDVHVLWHVWRDVLQJOHVHUYLFHSURYLGHUPD\EH

FRQVWUXHGDVLQWHQWWRJUDQWDQH[FOXVLYHULJKW 7KHUHIRUHOHDVHVZLWKRSWLRQVRUIXWXUHSUHIHUHQFHV

VXFKDVULJKWVRIILUVWUHIXVDO VKRXOGJHQHUDOO\EHDYRLGHG

 81,&20 7KH )HGHUDO&RPPXQLFDWLRQV&RPPLVVLRQ )&& DXWKRUL]HV XVH RIVSHFLDO

81,&2026F26F

 IUHTXHQFLHVIRUDLUWRJURXQGFRPPXQLFDWLRQDWDLUSRUWV 7KHSULPDU\SXUSRVHRIWKH

FRPPXQLFDWLRQVVWDWLRQLVWRGLVVHPLQDWH DHURQDXWLFDOGDWDVXFKDVZHDWKHUZLQGGLUHFWLRQDQG

UXQZD\LQIRUPDWLRQ 7KH\DUHXVHGE\DLUFUDIWLQWKHDLUDQGRQWKHJURXQGIRUERWKSUHIOLJKWDQG

SRVWIOLJKW DFWLYLWLHV 6LQFH81,&20LVVXSSRVHGWREHVXEMHFW WRWKHDLUSRUWRZQHU
VFRQWUROLWV

XVHE\WKHDLUSRUWDQGWKHDLUSRUWRQO\GRHVQRWFRQVWLWXWHD JUDQWRIH[FOXVLYHULJKWV WRZKLFKWKH

VWDWXWRU\SURKLELWLRQRIVHFWLRQH ZRXOGDSSO\

7RSUHYHQW FRQIOLFWLQJUHSRUWVWKH)&&ZLOOQRWOLFHQVHPRUHWKDQRQH81,&20VWDWLRQDWWKH

VDPHDLUSRUW +RZHYHUXQOHVVSURSHUO\FRQWUROOHGDOORZLQJDQDHURQDXWLFDOVHUYLFHSURYLGHUWR

RSHUDWH WKH VSRQVRU¶V 81,&20 VWDWLRQ RQ EHKDOI RI WKH DLUSRUW VSRQVRU FRXOG UHVXOW LQ DQ

DGYDQWDJHRYHUFRPSHWLWRUVLQDWWUDFWLQJDHURQDXWLFDOXVHUV :KHQWKHVSRQVRUIDLOVWRUHWDLQWKH

VWDWLRQOLFHQVHLQLWVRZQQDPHDQGWXUQVFRQWURORIWKHOLFHQVHWRDVLQJOHVHUYLFHSURYLGHUWKH

)$$PD\ILQGWKHVSRQVRULQYLRODWLRQRIWKHSURKLELWLRQDJDLQVWH[FOXVLYHULJKWV

7KH)$$ZLOOQRWOLFHQVHPRUHWKDQRQH81,&20VWDWLRQ

DWWKHVDPHDLUSRUW

 ,PSOHPHQWDWLRQRI3ROLF\

Page 8-12 

additional space is required later, the airport sponsor may require the incumbent service provider 

to compete along with all other qualified service providers for the available airport land. 

The grant of options orpreferences onfuture airport lease 

sites to a single service provider may be construed as intent 

to grant an exclusive right. Leases with options orfuture 

preferences, such as rights offirst refusal, should generally 

be avoided. 

The grant of options or preferences on future airport lease sites to a single service provider may be 

construed as intent to grant an exclusive right. Therefore, leases with options or future preferences, 

such as rights of first refusal, should generally be avoided. 

8.10. UNICOM. The Federal Communications Commission (FCC) authorizes use of special 

UNICOM27 frequencies for air-to-ground communication at airports. The primary purpose of the 

communications station is to disseminate aeronautical data, such as weather, wind direction, and 

runway information. They are used by aircraft in the air and on the ground for both preflight and 

post flight activities. Since UNICOM is supposed to be subject to the airport owner's control, its 

use by the airport and the airport only, does not constitute a grant of exclusive rights to which the 

statutory prohibition of section 40103(e) would apply. 

To prevent conflicting reports, the FCC will not license more than one UNICOM station at the 

same airport. However, unless properly controlled, allowing an aeronautical service provider to 

operate the sponsor's UNICOM station on behalf of the airport sponsor could result in an 

advantage over competitors in attracting aeronautical users. When the sponsor fails to retain the 

station license in its own name and turns control of the license to a single service provider, the 

FAA may find the sponsor in violation of the prohibition against exclusive rights. 

The FAA will not license more than one UNICOM station 

at the same airport. 

8.11. ImplementationofPolicy. 

or fails to extinguish - an 

exclusive right voluntarily, the FAA will find the sponsor in violation of the prohibition against 

exclusive rights and its federal obligations. 

Remedies. When the FAA finds the sponsor in violation of the exclusive rights provision, 

and the situation remains uncorrected, FAA may withhold AIP grant assistance. In addition, FAA 

may withhold Facilities and Equipment (F&E) funding, except for equipment needed for safety or, 

generally as a last resort, seek reversion of the airport under the Surplus Property Act. (Chapter 2 

of this Order. Compliance Program. discusses handling of grant assurance violations 

a. Voluntary Compliance. When the sponsor engages in 

b. 

27 UNICOM is a nongovernment air/ground radio communication station. It may provide airport information at public 

use airports where there is neither a tower nor a Flight Service Station (FSS). 

9/30/2009 5190.6B Changel 

Page 8-12 

additional space is required later, the airport sponsor may require the incumbent service provider 

to compete along with all other qualified service providers for the available airport land. 

The grant of options orpreferences onfuture airport lease 

sites to a single service provider may be construed as intent 

to grant an exclusive right. Leases with options orfuture 

preferences, such as rights offirst refusal, should generally 

be avoided. 

The grant of options or preferences on future airport lease sites to a single service provider may be 

construed as intent to grant an exclusive right. Therefore, leases with options or future preferences, 

such as rights of first refusal, should generally be avoided. 

8.10. UNICOM. The Federal Communications Commission (FCC) authorizes use of special 

UNICOM27 frequencies for air-to-ground communication at airports. The primary purpose of the 

communications station is to disseminate aeronautical data, such as weather, wind direction, and 

runway information. They are used by aircraft in the air and on the ground for both preflight and 

post flight activities. Since UNICOM is supposed to be subject to the airport owner's control, its 

use by the airport and the airport only, does not constitute a grant of exclusive rights to which the 

statutory prohibition of section 40103(e) would apply. 

To prevent conflicting reports, the FCC will not license more than one UNICOM station at the 

same airport. However, unless properly controlled, allowing an aeronautical service provider to 

operate the sponsor's UNICOM station on behalf of the airport sponsor could result in an 

advantage over competitors in attracting aeronautical users. When the sponsor fails to retain the 

station license in its own name and turns control of the license to a single service provider, the 

FAA may find the sponsor in violation of the prohibition against exclusive rights. 

The FAA will not license more than one UNICOM station 

at the same airport. 

8.11. ImplementationofPolicy. 

or fails to extinguish - an 

exclusive right voluntarily, the FAA will find the sponsor in violation of the prohibition against 

exclusive rights and its federal obligations. 

Remedies. When the FAA finds the sponsor in violation of the exclusive rights provision, 

and the situation remains uncorrected, FAA may withhold AIP grant assistance. In addition, FAA 

may withhold Facilities and Equipment (F&E) funding, except for equipment needed for safety or, 

generally as a last resort, seek reversion of the airport under the Surplus Property Act. (Chapter 2 

of this Order. Compliance Program. discusses handling of grant assurance violations 

a. Voluntary Compliance. When the sponsor engages in 

b. 

27 UNICOM is a nongovernment air/ground radio communication station. It may provide airport information at public 

use airports where there is neither a tower nor a Flight Service Station (FSS). 

9/30/2009 5190.6B Changel 

9ROXQWDU\ &RPSOLDQFH :KHQ WKH VSRQVRU HQJDJHV LQ ± RU IDLOV WR H[WLQJXLVK ± DQ

H[FOXVLYHULJKWYROXQWDULO\WKH)$$ZLOO ILQGWKHVSRQVRULQYLRODWLRQRIWKHSURKLELWLRQDJDLQVW

H[FOXVLYHULJKWVDQGLWVIHGHUDOREOLJDWLRQV

5HPHGLHV :KHQWKH)$$ILQGVWKHVSRQVRULQYLRODWLRQRIWKHH[FOXVLYHULJKWVSURYLVLRQ

DQGWKHVLWXDWLRQUHPDLQVXQFRUUHFWHG)$$PD\ZLWKKROG$,3 JUDQWDVVLVWDQFH ,QDGGLWLRQ)$$

PD\ZLWKKROG)DFLOLWLHV DQG(TXLSPHQW)	(IXQGLQJH[FHSWIRUHTXLSPHQWQHHGHGIRUVDIHW\RU

JHQHUDOO\DVDODVWUHVRUWVHHNUHYHUVLRQRIWKHDLUSRUWXQGHUWKH6XUSOXV3URSHUW\$FW &KDSWHU

RIWKLV2UGHU&RPSOLDQFH3URJUDP GLVFXVVHVKDQGOLQJRIJUDQWDVVXUDQFHYLRODWLRQV

 81,&20 LVDQRQJRYHUQPHQW DLUJURXQGUDGLR FRPPXQLFDWLRQVWDWLRQ ,WPD\SURYLGHDLUSRUWLQIRUPDWLRQDWSXEOLF

XVHDLUSRUWVZKHUHWKHUHLVQHLWKHUDWRZHUQRUD)OLJKW6HUYLFH6WDWLRQ)66

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 65 of 91
 %&KDQJH

3DJH

8QGHUFHUWDLQFLUFXPVWDQFHVWKH)$$PD\DOVRLVVXHDQ\RUGHUVLWGHHPVQHFHVVDU\ 7KHVHRUGHUV

DUHHQIRUFHGWKURXJKWKHIHGHUDOFRXUWV

Page 8-13 

Under certain circumstances, the FAA may also issue any orders it deems necessary. These orders 

are enforced through the federal courts. 

FAA Exception. Where required for the national defense or deemed essential to national 

interest, the FAA may grant an exception to the remedies above. 

8.12. Military and Special Purpose Airports. 

Applicability to the Federal Government. The federal government is not subject to the 

exclusive rights prohibition. Since most federally owned airports are maintained and operated with 

federal funds appropriated for purposes other than the support of civil aviation (usually to 

accommodate a military or defense mission), such airports do not receive AIP funds and are not 

subject to grant assurances. 

Consequently, when the federal government entity that owns the facility allows operating rights to 

airlines and other aeronautical activities to meet the government's own transportation and civil 

aviation requirements (such as moving personnel and equipment), the government is not subject 

to sponsor federal obligations. Similarly, the base commander of an active military base has no 

federal obligation to permit civilian operations at the air base. 

JointUse Airports. When a civilian airport sponsor obligates itself under FAA grant 

agreements or property conveyance agreements, that entity becomes subject to the same federal 

obligations as other sponsors regardless of whether the facilities are located on federal installations 

or whether they are operated underjointuse agreements with the Department of Defense (DoD) or 

other federal agencies. At jointuse airports, federal grant assurance obligations do not apply to 

areas within exclusive DoD control. 

c. 

a. 

b. 

8.13. through 8.18. reserved. 

9/30/2009 5190.6B Changel 

Page 8-13 

Under certain circumstances, the FAA may also issue any orders it deems necessary. These orders 

are enforced through the federal courts. 

FAA Exception. Where required for the national defense or deemed essential to national 

interest, the FAA may grant an exception to the remedies above. 

8.12. Military and Special Purpose Airports. 

Applicability to the Federal Government. The federal government is not subject to the 

exclusive rights prohibition. Since most federally owned airports are maintained and operated with 

federal funds appropriated for purposes other than the support of civil aviation (usually to 

accommodate a military or defense mission), such airports do not receive AIP funds and are not 

subject to grant assurances. 

Consequently, when the federal government entity that owns the facility allows operating rights to 

airlines and other aeronautical activities to meet the government's own transportation and civil 

aviation requirements (such as moving personnel and equipment), the government is not subject 

to sponsor federal obligations. Similarly, the base commander of an active military base has no 

federal obligation to permit civilian operations at the air base. 

JointUse Airports. When a civilian airport sponsor obligates itself under FAA grant 

agreements or property conveyance agreements, that entity becomes subject to the same federal 

obligations as other sponsors regardless of whether the facilities are located on federal installations 

or whether they are operated underjointuse agreements with the Department of Defense (DoD) or 

other federal agencies. At jointuse airports, federal grant assurance obligations do not apply to 

areas within exclusive DoD control. 

c. 

a. 

b. 

8.13. through 8.18. reserved. 

9/30/2009 5190.6B Changel 

)$$([FHSWLRQ :KHUHUHTXLUHGIRUWKHQDWLRQDOGHIHQVHRUGHHPHGHVVHQWLDOWRQDWLRQDO

LQWHUHVWWKH)$$PD\JUDQWDQH[FHSWLRQWRWKHUHPHGLHVDERYH

 0LOLWDU\DQG6SHFLDO3XUSRVH$LUSRUWV

$SSOLFDELOLW\WRWKH)HGHUDO*RYHUQPHQW 7KHIHGHUDOJRYHUQPHQWLVQRWVXEMHFWWRWKH

H[FOXVLYHULJKWVSURKLELWLRQ 6LQFHPRVWIHGHUDOO\RZQHGDLUSRUWVDUHPDLQWDLQHGDQGRSHUDWHGZLWK

IHGHUDO IXQGV DSSURSULDWHG IRU SXUSRVHV RWKHU WKDQ WKH VXSSRUW RI FLYLO DYLDWLRQ XVXDOO\ WR

DFFRPPRGDWHDPLOLWDU\RUGHIHQVHPLVVLRQVXFKDLUSRUWVGRQRWUHFHLYH$,3IXQGVDQGDUHQRW

VXEMHFWWRJUDQWDVVXUDQFHV

&RQVHTXHQWO\ZKHQWKHIHGHUDOJRYHUQPHQWHQWLW\WKDWRZQVWKHIDFLOLW\DOORZVRSHUDWLQJULJKWVWR

DLUOLQHVDQGRWKHUDHURQDXWLFDO DFWLYLWLHVWRPHHWWKH JRYHUQPHQW¶VRZQ WUDQVSRUWDWLRQDQGFLYLO

DYLDWLRQUHTXLUHPHQWVVXFKDVPRYLQJSHUVRQQHODQGHTXLSPHQWWKHJRYHUQPHQWLVQRWVXEMHFW

WRVSRQVRUIHGHUDOREOLJDWLRQV 6LPLODUO\WKHEDVHFRPPDQGHURIDQDFWLYHPLOLWDU\EDVHKDVQR

IHGHUDOREOLJDWLRQWRSHUPLWFLYLOLDQRSHUDWLRQVDWWKHDLUEDVH

-RLQW8VH $LUSRUWV :KHQ D FLYLOLDQ DLUSRUW VSRQVRU REOLJDWHV LWVHOI XQGHU )$$ JUDQW

DJUHHPHQWVRUSURSHUW\FRQYH\DQFHDJUHHPHQWVWKDWHQWLW\EHFRPHVVXEMHFWWRWKHVDPHIHGHUDO

REOLJDWLRQVDVRWKHUVSRQVRUVUHJDUGOHVVRIZKHWKHUWKHIDFLOLWLHVDUHORFDWHGRQIHGHUDOLQVWDOODWLRQV

RUZKHWKHUWKH\DUHRSHUDWHGXQGHUMRLQWXVH DJUHHPHQWVZLWKWKH'HSDUWPHQWRI'HIHQVH'R'RU

RWKHU IHGHUDODJHQFLHV $WMRLQWXVHDLUSRUWV IHGHUDOJUDQWDVVXUDQFH REOLJDWLRQVGRQRWDSSO\WR

DUHDVZLWKLQH[FOXVLYH'R'FRQWURO

WKURXJKUHVHUYHG

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 66 of 91
 %&KDQJH

$SSHQGL[3DJH

$SSHQGL[&$GYLVRU\&LUFXODUVRQ([FOXVLYH5LJKWVDQG0LQLPXP 6WDQGDUGVIRU

&RPPHUFLDO$HURQDXWLFDO$FWLYLWLHV

$FRS\RI$GYLVRU\&LUFXODU1R([FOXVLYH5LJKWVDW)HGHUDOO\2EOLJDWHG$LUSRUWV

LV DYDLODEOH RQ WKH )$$ ZHEVLWH DW

KWWSVZZZIDDJRYDLUSRUWVUHVRXUFHVDGYLVRU\BFLUFXODUVLQGH[FIPJRGRFXPHQWLQIRUPDWLRQG

Appendix C: Advisory Circulars on Exclusive Rights and Minimum Standards for 

Commercial Aeronautical Activities 

A copy of Advisory Circular No. 150/5190-6, Exclusive Rights at Federally Obligated Airports., 

is available on the FAA website at 

https://www.faa.gov/airports/resources/advisorv circulars/index.cfm/go/document.information/d 

ocumentNumber/150 5190-6. 

A copy of Advisory Circular No. 150/5190-7, Minimum Standards for Commercial Aeronautical 

Activities, 

https://www.faa.gov/airports/resources/advisorv circulars/index.cfm/go/document.information/d 

is available on the FAA website at 

ocumentNumber/150 5190-7. 

Appendix Page 4 

11/22/2021 5190.6B Changel 

RFXPHQW1XPEHUB

$FRS\RI$GYLVRU\&LUFXODU1R0LQLPXP6WDQGDUGVIRU&RPPHUFLDO$HURQDXWLFDO

$FWLYLWLHV LV DYDLODEOH RQ WKH )$$ ZHEVLWH DW

KWWSVZZZIDDJRYDLUSRUWVUHVRXUFHVDGYLVRU\BFLUFXODUVLQGH[FIPJRGRFXPHQWLQIRUPDWLRQG

RFXPHQW1XPEHUB

 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 67 of 91
© Advisory 

Circular 

U.S. Department 

of Transportation 

Federal Aviation 

Administration 

Subject: EXCLUSIVE RIGHTS AT 

FEDERALLY-OBLIGATED AIRPORTS 

Date: January 4, 2007 

Initiated by: ACO-100 

AC No: 150/5190-6 

Change: 

1. PURPOSE. This advisory circular (AC) provides basic information pertaining to the Federal 

Aviation Administration's (FAA's) prohibition on the granting of exclusive rights at federallyobligated airports. The prohibition on the granting of exclusive rights is one of the obligations 

assumed by the airport sponsors of public airports that have accepted federal assistance, either in the 

form of grants or property conveyances. This AC provides guidance on how an airport sponsor can 

comply with the statutory prohibition on the granting of exclusive rights. Section 1 explains FAA's 

policy on exclusive rights, the statutory basis for the policy, and exceptions to the policy. Section 2 

provides an overview of how the FAA ensures compliance with applicable Federal obligations. 

2. CANCELLATION. AC 150/5190-5, Exclusive Rights and Minimum Standards for Commercial 

Aeronautical Activities (Change 1), dated June 10, 2002, is cancelled. 

3. DEFINITIONS. Definitions for some of the terms used in this AC are found in Appendix 1. 

4. BACKGROUND. In accordance with the FAA Airport and Airway Improvement Act of 1982, 49 

U.S.C. § 47101, et seq., 49 U.S.C. § 40103(e), and the Airport Improvement Program (AIP) grant 

assurances, the owner or operator of any airport that has been developed or improved with Federal 

grant assistance is required to operate the airport for the use and benefit of the public and to make it 

available for all types, kinds, and classes of aeronautical activity and without granting an exclusive 

right.1 The Surplus Property Act of 1944 (as amended by 49 U.S.C., §§ 47151-47153) contains parallel 

obligations under its terms for the conveyance of Federal property for airport purposes. 

Similar obligations exist for airports that have received non-surplus government property under 49 

U.S.C. § 47125 and previous corresponding statutes. Airports that have received real property under 

AP-4 agreements remain obligated by the exclusive rights prohibition even though all other 

obligations are considered expired by the FAA.2 

It is FAA policy that the sponsor of a federally obligated airport will not grant an exclusive right for 

the use of the airport to any person providing, or intending to provide, aeronautical services or 

commodities to the public and will not, either directly or indirectly, grant or permit any person, firm, 

or corporation, the exclusive right at the airport to conduct aeronautical activities. The exclusive rights 

The legislative background for the exclusive rights provisions discussed in this AC began as early as 1938 and evolved 

under the Federal-Aid Airport Program (FAAP). Airport Development Aid Program (ADAP), and Airport Improvement 

Program (AIP) and was also adopted in land conveyances. 

2 See FAA Order 5I90.6A (Section 2-18) for additional information. 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 68 of 91
2 

prohibition applies to both commercial entities engaging in providing aeronautical services and 

individual aeronautical users of the airport. The intent of the prohibition on exclusive rights is to 

promote fair competition at federally-obligated, public use airports for the benefit of aeronautical 

users. The exclusive rights prohibition remains in effect as long as the airport is operated as an airport, 

even if the original period for which an airport sponsor was obligated has expired. 

The granting of an exclusive right for the conduct of any aeronautical activity on a federally-obligated 

airport is generally regarded as contrary to the requirements of the applicable Federal obligations, 

whether such exclusive right results from an express agreement, from the imposition of unreasonable 

standards or requirements, or by any other means. Existence of an exclusive right at an airport limits 

the usefulness of the airport and deprives the public of the benefits that flow from competition. 

5. RELATED READING MATERIALS. 

a. Federal Aviation Agency Policy Statement, Exclusive Rights at Airports, Order 5190.1 A, as 

published in the Federal Register (30 FR 13661), October 27,1965. 

b. Rules of Practice for Federally Assisted Airport Proceedings, as published in the Federal Register 

(61 FR 53998), October 16,1996. 

c.FAA Airport Compliance Requirements, Order 5190.6A, October 1, 1989. 

d. Further information can be obtained at the Airports District Office (ADO) in your area. A listing of 

ADOs can be found at http://www.faa.gov/airports airtraffic/airports/regional guidance/. 

DAVID L. BENNETT 

Director, Office of Airport Safety 

and Standards 

AC 150/5190-6 1/4/2007 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 69 of 91
3 

SECTION 1 - EXCLUSIVE RIGHTS 

1.1. OBLIGATION AGAINST GRANTING EXCLUSIVE RIGHTS. Most exclusive rights 

agreements violate the grant assurances contained in FAA grant agreements or similar obligations in 

surplus property conveyances. With few exceptions, an airport sponsor is prohibited from granting a 

right to a single operator for the provision of an aeronautical activity to the exclusion of others. See 

definition of exclusive right in Appendix 1. Accordingly, FAA policy prohibits the creation or 

continuance of exclusive rights agreements at obligated airports where the airport sponsor has 

received Federal airport development assistance for the airport's improvement or development. This 

prohibition applies regardless of how the exclusive right was created, whether by express agreement 

or the imposition of unreasonable minimum standards and/or requirements (inadvertent or otherwise). 

1.2. AGENCY POLICY. The existence of an exclusive right to conduct any aeronautical activity 

at an airport limits the usefulness of the airport and deprives the public of the benefits that flow from 

competitive enterprise. The purpose of the exclusive rights provision as applied to civil aeronautics is 

to prevent monopolies and combinations in restraint of trade and to promote competition at federallyobligated airports. An exclusive rights violation occurs when the airport sponsor excludes others, 

either intentionally or unintentionally, from participating in an on-airport aeronautical activity. A 

prohibited exclusive right can be manifested by an express agreement, unreasonable minimum 

standards, or by any other means. Significant to understanding the exclusive rights policy, is the 

recognition that it is the impact of the activity, and not necessarily the airport sponsor's intent, that 

constitutes an exclusive rights violation. 

1.3. EXCLUSIVE RIGHTS VIOLATIONS AND EXCEPTIONS TO THE GENERAL RULE. 

The following paragraphs address exclusive rights violations and certain exceptions to the exclusive 

rights policy due to circumstances that make an exception necessary. 

a. Exclusive Rights Violations 

1. Restrictions Based on Safety and Efficiency. An airport sponsor can deny a prospective 

aeronautical service provider the right to engage in an on-airport aeronautical activity for reasons of 

safety and efficiency. A denial based on safety must be based on evidence demonstrating that airport 

safety will be compromised if the applicant is allowed to engage in the proposed aeronautical activity. 

Airport sponsors should carefully scrutinize the safety reasons for denying an aeronautical service 

provider the opportunity to engage in an aeronautical activity if the denial has the possible effect of 

limiting competition. 

The FAA is the final authority in determining what, in fact, constitutes a compromise of safety. As 

such, an airport sponsor that is contemplating the denial of a proposed on-airport aeronautical activity 

is encouraged to contact the local Airports District Office (ADO) or the Regional Airports Office. 

Those offices will then seek assistance from FAA Flight Standards (FS) and Air Traffic (AT) to 

assess the reasonableness of the proposed action and whether unjust discrimination results from the 

proposed restrictions on aeronautical activities because of safety and efficiency.3 

3 Here the word efficiency refers to the efficient use of navigable airspace, an inherent FAA Air Traffic Control function. That 

is the reason why FAA Air Traffic (AT) is to be consulted in such cases. It is not meant to be an interpretation that could be 

construed as protecting the "efficient" operation of an existing aeronautical service provider for example. 

1/4/2007  AC 	
150/5190-6 
 !"#$%&'()

!1!12$(33(3('3(#$%&'()1456789@AB6CD8ECFG76

HFE88I8P76DC5AH787G8FEHP7H66BEHP@86@5P7HCP8QCPRFEHP7HFE88I8P765E6CICAHE5SACFH7C5P6CP 6BETAB6TE5T8E7U@5PD8UHP@86VWC7GX8Y89@8T7C5P6`HPHCET5E76T5P65EC6TE5GCSC78QXE5IFEHP7CPFH

ECFG775H6CPFA85T8EH75EX5E7G8TE5DC6C5P5XHPH8E5PHB7C@HAH@7CDC7U757G889@AB6C5P5X57G8E6Va88

Q8XCPC7C5P5X89@AB6CD8ECFG7CPTT8PQC9V@@5EQCPFAU`RT5AC@UTE5GCSC767G8@E8H7C5P5E

@5P7CPBHP@85X89@AB6CD8ECFG76HFE88I8P76H75SACFH78QHCET5E76YG8E87G8HCET5E76T5P65EGH6

E8@8CD8QR8Q8EHAHCET5E7Q8D8A5TI8P7H66C67HP@8X5E7G8HCET5E7b6CITE5D8I8P75EQ8D8A5TI8P7VcGC6

TE5GCSC7C5PHTTAC86E8FHEQA8665XG5Y7G889@AB6CD8ECFG7YH6@E8H78Q`YG87G8ESU89TE866HFE88I8P7

5E7G8CIT56C7C5P5XBPE8H65PHSA8ICPCIBI67HPQHEQ6HPQ5EE8dBCE8I8P76eCPHQD8E78P75E57G8EYC68fV

!1g13(hi$h1cG889C678P@85XHP89@AB6CD8ECFG775@5PQB@7HPUH8E5PHB7C@HAH@7CDC7U H7HPHCET5E7ACIC767G8B68XBAP8665X7G8HCET5E7HPQQ8TECD867G8TBSAC@5X7G8S8P8XC767GH7XA5YXE5I @5IT87C7CD88P78ETEC68VcG8TBET5685X7G889@AB6CD8ECFG76TE5DC6C5PH6HTTAC8Q75@CDCAH8E5PHB7C@6C6

75TE8D8P7I5P5T5AC86HPQ@5ISCPH7C5P6CPE867EHCP75X7EHQ8HPQ75TE5I578@5IT87C7C5PH7X8Q8EHAAU 5SACFH78QHCET5E76VP89@AB6CD8ECFG76DC5AH7C5P5@@BE6YG8P7G8HCET5E76T5P65E89@ABQ8657G8E6`

8C7G8ECP78P7C5PHAAU5EBPCP78P7C5PHAAU`XE5ITHE7C@CTH7CPFCPHP5PHCET5E7H8E5PHB7C@HAH@7CDC7UV

TE5GCSC78Q89@AB6CD8ECFG7@HPS8IHPCX8678QSUHP89TE866HFE88I8P7`BPE8H65PHSA8ICPCIBI 67HPQHEQ6`5ESUHPU57G8EI8HP6VaCFPCXC@HP775BPQ8E67HPQCPF7G889@AB6CD8ECFG76T5AC@U`C67G8

E8@5FPC7C5P7GH7C7C67G8CITH@75X7G8H@7CDC7U`HPQP57P8@866HECAU7G8HCET5E76T5P65Eb6CP78P7`7GH7

@5P67C7B786HP89@AB6CD8ECFG76DC5AH7C5PV

!1p1#$%&'()&$33q#i)('3$'%$1

cG8X5AA5YCPFTHEHFEHTG6HQQE86689@AB6CD8ECFG76DC5AH7C5P6HPQ@8E7HCP89@8T7C5P6757G889@AB6CD8

ECFG76T5AC@UQB875@CE@BI67HP@867GH7IHr8HP89@8T7C5PP8@866HEUV

s1tuvwxy'yx&yvsyx

!1'xyuyx2sxssyuyu1PHCET5E76T5P65E@HPQ8PUHTE56T8@7CD8

H8E5PHB7C@HA68EDC@8TE5DCQ8E7G8ECFG7758PFHF8CPHP5PHCET5E7H8E5PHB7C@HAH@7CDC7UX5EE8H65P65X

6HX87UHPQ8XXC@C8P@UVQ8PCHASH68Q5P6HX87UIB67S8SH68Q5P8DCQ8P@8Q8I5P67EH7CPF7GH7HCET5E7

6HX87UYCAAS8@5ITE5IC68QCX7G8HTTAC@HP7C6HAA5Y8Q758PFHF8CP7G8TE5T568QH8E5PHB7C@HAH@7CDC7UV

CET5E76T5P65E66G5BAQ@HE8XBAAU6@EB7CPC87G86HX87UE8H65P6X5EQ8PUCPFHPH8E5PHB7C@HA68EDC@8

TE5DCQ8E7G85TT5E7BPC7U758PFHF8CPHPH8E5PHB7C@HAH@7CDC7UCX7G8Q8PCHAGH67G8T566CSA88XX8@75X

ACIC7CPF@5IT87C7C5PV

cG8RC67G8XCPHAHB7G5EC7UCPQ878EICPCPFYGH7`CPXH@7`@5P67C7B786H@5ITE5IC685X6HX87UV6

6B@G`HPHCET5E76T5P65E7GH7C6@5P78ITAH7CPF7G8Q8PCHA5XHTE5T568Q5PHCET5E7H8E5PHB7C@HAH@7CDC7U C68P@5BEHF8Q75@5P7H@77G8A5@HACET5E76C67EC@7XXC@8ef5E7G88FC5PHACET5E76XXC@8V

cG5685XXC@86YCAA7G8P688rH66C67HP@8XE5IRRACFG7a7HPQHEQ6eRafHPQCEcEHXXC@ecf75 H668667G8E8H65PHSA8P8665X7G8TE5T568QH@7C5PHPQYG87G8EBPB67QC6@ECICPH7C5PE86BA76XE5I7G8

TE5T568QE867EC@7C5P65PH8E5PHB7C@HAH@7CDC7C86S8@HB685X6HX87UHPQ8XXC@C8P@UV

8E87G8Y5EQ8XXC@C8P@UE8X8E6757G88XXC@C8P7B685XPHDCFHSA8HCE6TH@8`HPCPG8E8P7RCEcEHXXC@	5P7E5AXBP@7C5PVcGH7

C67G8E8H65PYGURCEcEHXXC@ecfC675S8@5P6BA78QCP6B@G@H686V7C6P57I8HP775S8HPCP78ETE87H7C5P7GH7@5BAQS8

@5P67EB8QH6TE578@7CPF7G88XXC@C8P7bb5T8EH7C5P5XHP89C67CPFH8E5PHB7C@HA68EDC@8TE5DCQ8EX5E89HITA8V



Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 70 of 91
4 

2. Restrictions on Self-Service. An aircraft owner or operator4 may tie down, adjust, repair, refuel, 

clean, and otherwise service his/her own aircraft, provided the service is performed by the aircraft 

owner/operator or his/her employees with resources supplied by the aircraft owner or operator. 

Moreover, the service must be conducted in accordance with reasonable rules, regulations or 

standards established by the airport sponsor. Any unreasonable restriction imposed on the owners or 

operators of aircraft regarding the servicing of their own aircraft may be construed as an exclusive 

rights violation. In accordance with the FAA grant assurances: 

(1) An airport sponsor may not prevent an owner or operator of an aircraft from performing 

services on his/her own aircraft with his/her own employees and equipment. Restrictions 

imposed by an airport sponsor that have the effect of channeling self-service activities to a 

commercial aeronautical service provider may be an exclusive rights violation. 

(2) An airport sponsor must reasonably provide for self-servicing activity but is not obligated to 

lease airport facilities and land for such activity. That is, the airport sponsor is not required to 

encumber the airport with leases and facilities for self-servicing activity, and 

(3) An airport sponsor is under no obligation to permit aircraft owners or operators to introduce 

equipment, personnel, or practices on the airport that would be unsafe, unsightly, or detrimental 

to the public welfare or that would affect the efficient use of airport facilities by the public. 

NOTE: Fueling from a pull up commercial fuel pump is not considered self-fueling under the FAA 

grant assurances since it involves fueling from a self-service pump made available by the airport or a 

commercial aeronautical service provider. For the actual definition, see definition "e" Commercial 

Self-Service Fueling in Appendix 1. 

Safety concerns are not limited to aeronautical activities but may include Occupational Safety and 

Health Administration (OSHA) standards, fire safety standards, building codes, or sanitation 

considerations. Restrictions by airport sponsors for safety must be reasonable. Examples of 

reasonable restrictions include restrictions placed on the handling of aviation fuel and other 

flammable products, including aircraft paint and thinners; requirements to keep fire lanes open; 

weight limitations placed on vehicles and aircraft to protect pavement from damage; and other similar 

safety based restrictions. 

b. Exceptions to the General Rule 

1. Aeronautical Activities Provided by the Airport Sponsor (Proprietary Exclusive Right). The 

owner of a public-use airport (public or private owner) may elect to provide any or all of the 

aeronautical services needed by the public at the airport. The airport sponsor may exercise, but not 

grant, an exclusive right to provide aeronautical services to the public. If the airport sponsor opts to 

provide an aeronautical service exclusively, it must use its own employees and resources. Thus, an 

airport owner or sponsor cannot exercise a proprietary exclusive right through a management 

contract. 

4 For many purposes, the FAA has for a long time interpreted an aircraft owner's right to self-service to include operators. 

For example, a significant number of aircraft operated by airlines are not owned but leased under terms that give the 

operator airline owner-like powers. This includes operational control, exclusive use and long-term lease terms. The same is 

true for other aeronautical operators such as charter companies, flight schools and flying clubs, all of which may very well 

lease aircraft under terms that result in owner-like powers. If in a particular case, a doubt exists on whether a particular 

"operator" can be considered as the owner for the purpose of this guidance, please contact the Airports District Office 

(ADO) in your area. A listing of ADOs can be found at http://www.faa.gov/airports airtraffic/airports/regional guidance/. 

AC  150/5190-6 	
 1/4/2007   !"!#$#$%&'(% )!"01234315678093737@931673A1B629C780D1CEFG6D39@123D395F9HD

4H910D10C76I9382G9G93P249I2GI9378012343156D@37P2C9C6I9G93P2492G@93573A9CQB6I912343156

780937@93167373I2GI939A@H7B99G826I39G7F349GGF@@H29CQB6I91234315678093737@931673R

S7397P93D6I9G93P249AFG6Q9470CF469C2014473C1049826I391G701QH93FH9GD39TFH16270G73

G610C13CG9G61QH2GI9CQB6I9123@736G@70G73R0BF0391G701QH939G632462702A@7G9C706I978093G73

7@931673G751234315639T13C20T6I9G93P2420T756I92378012343156A1BQ9470G63F9C1G109U4HFG2P9

32TI6GP27H16270RV014473C1049826I6I9WT31061GGF31049GX

Y`a0123@736G@70G73A1B076@39P9061078093737@931673751012343156537A@93573A20T G93P249G70I2GI9378012343156826II2GI937809A@H7B99G10C9bF2@A906Rc9G63246270G

2A@7G9CQB10123@736G@70G736I16I1P96I9955946754I1009H20TG9H5	G93P2491462P2629G671

47AA93421H193701F6241HG93P249@37P2C93A1BQ9109U4HFG2P932TI6GP27H16270R

Ya0123@736G@70G73AFG6391G701QHB@37P2C9573G9H5	G93P2420T1462P26BQF62G0767QH2T169C67 H91G9123@7365142H2629G10CH10C573GF4I1462P26BRdI162GD6I9123@736G@70G732G07639bF239C67 904FAQ936I9123@736826IH91G9G10C5142H2629G573G9H5	G93P2420T1462P26BD10C Yea0123@736G@70G732GF0C93077QH2T1627067@93A261234315678093G737@931673G6720637CF49

9bF2@A906D@93G7009HD73@3146249G706I9123@7366I1687FHCQ9F0G159DF0G2TI6HBD73C9632A9061H

676I9@FQH2489H5139736I1687FHC1559466I9955242906FG975123@7365142H2629GQB6I9@FQH24R

fghipWF9H20T537A1@FHHF@47AA93421H5F9H@FA@2G076470G2C939CG9H5	5F9H20TF0C936I9W T31061GGF31049GG20492620P7HP9G5F9H20T537A1G9H5	G93P249@FA@A1C91P12H1QH9QB6I9123@736731

47AA93421H193701F6241HG93P249@37P2C93RW736I9146F1HC952026270DG99C952026270q9r7AA93421H

s9H5	s93P249WF9H20T20@@90C2UR

s1596B4704930G139076H2A269C67193701F6241H1462P2629GQF6A1B204HFC9t44F@162701Hs1596B10C u91H6ICA202G6316270vtsuwG610C13CGD5239G1596BG610C13CGDQF2HC20T47C9GD73G102616270 470G2C9316270GRc9G63246270GQB123@736G@70G73G573G1596BAFG6Q9391G701QH9RxU1A@H9G75

391G701QH939G63246270G204HFC939G63246270G@H149C706I9I10CH20T751P2162705F9H10C76I93

5H1AA1QH9@37CF46GD204HFC20T12343156@120610C6I20093Gy39bF239A906G6799@5239H109G7@90y

892TI6H2A2616270G@H149C70P9I24H9G10C1234315667@376946@1P9A906537AC1A1T9y10C76I93G2A2H13

G1596BQ1G9C39G63246270GR

i"!#$#$ &&

` #$!"&"!)!! #)!! # %#$# Y # ! i"&!)!wdI9

78093751@FQH24	FG9123@736v@FQH2473@32P16978093wA1B9H94667@37P2C910B731HH756I9

193701F6241HG93P249G099C9CQB6I9@FQH24166I9123@736RdI9123@736G@70G73A1B9U9342G9DQF6076

T3106D109U4HFG2P932TI667@37P2C9193701F6241HG93P249G676I9@FQH24RV56I9123@736G@70G737@6G67 @37P2C910193701F6241HG93P2499U4HFG2P9HBD26AFG6FG926G7809A@H7B99G10C39G7F349GRdIFGD10 123@7367809373G@70G734100769U9342G91@37@329613B9U4HFG2P932TI66I37FTI1A101T9A906

47063146R

W73A10B@F3@7G9GD6I9WI1G5731H70T62A920693@3969C101234315678093G32TI667G9H5	G93P24967204HFC97@931673GR

W739U1A@H9D1G2T025241060FAQ9375123431567@93169CQB123H209G1390767809CQF6H91G9CF0C93693AG6I16T2P96I9

7@931673123H20978093	H29@7893GRdI2G204HFC9G7@93162701H470637HD9U4HFG2P9FG910CH70T	693AH91G9693AGRdI9G1A92G

63F957376I93193701F6241H7@931673GGF4I1G4I1369347A@1029GD5H2TI6G4I77HG10C5HB20T4HFQGD1HH758I24IA1BP93B89HH

H91G912343156F0C93693AG6I1639GFH62078093	H29@7893GRV5201@13624FH1341G9D1C7FQ69U2G6G708I96I931@13624FH13

q7@931673r410Q9470G2C939C1G6I9780935736I9@F3@7G9756I2GTF2C1049D@H91G947061466I923@736G2G63246t55249

vtw20B7F31391RH2G620T75tG410Q957F0C16I66@X888R511RT7P123@736G1236315524123@736G39T2701HTF2C1049R



Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 71 of 91
5 

As a practical matter, most airport sponsors recognize that aeronautical services are best provided by 

profit-motivated, private enterprises. However, there may be situations that the airport sponsor 

believes would support the airport providing aeronautical services. Examples include situations where 

the revenue potential is insufficient to attract private enterprises and it is necessary for the airport 

sponsor to provide the aeronautical service, or situations where the revenue potential is so significant 

that the airport sponsor chooses to perform the aeronautical activity itself in order to become more 

financially self-sustaining. An example of an airport sponsor choosing to provide an aeronautical 

service would be aircraft fueling. While the airport sponsor may exercise its proprietary exclusive to 

provide fueling services, aircraft owners may assert the right to obtain their own fuel and bring it onto 

the airport to service their own aircraft, but only with their own employees and equipment and in 

conformance with reasonable airport rules, regulations and standards. 

2. Single Activity. The fact that a single business or enterprise may provide most or all of the onairport aeronautical services is not, in itself, evidence of an exclusive rights violation. What is an 

exclusive rights violation is the denial by the airport sponsor to afford other qualified parties an 

opportunity to be an on-airport aeronautical service provider. The airport sponsor may issue a 

competitive offering for all qualified parties to compete for the right to be an on-airport service 

provider.5 The airport sponsor is not required to accept all qualified service providers without 

limitation. The fact that only one qualified party pursued an opportunity in a competitive offering 

would not subject the airport sponsor to an exclusive rights violation. However, the airport sponsor 

cannot as a matter of convenience choose to have only one FBO provide services at the airport 

regardless of the circumstances at the airport. 

(A) Statutory Requirement Relating to Single Activities. Since 1938, there has been a 

statutory prohibition on exclusive rights, 49 U.S.C. § 40103(e), independent of the parallel 

grant assurance requirement at 49 U.S.C. § 47107(a)(4). This statutory prohibition currently 

states, "A person does not have an exclusive right to use an air navigation facility on which 

Government money has been expended." (An "air navigation facility" includes, among other 

things, an airport. See "Definitions" at 49 U.S.C. § 40102.) The statutory prohibition, 

however, contains an exception relating to single activities. Specifically, providing services 

at an airport by only one fixed base operator (FBO) is not an exclusive right if it is 

unreasonably costly, burdensome, or impractical for more than one FBO to provide the 

services, and allowing more than one FBO to provide the services requires a reduction in 

space leased under an existing agreement between one FBO and the airport sponsor. Both 

conditions must be met. See 49 U.S.C. § 47107(a)(4) (A and B). 

(B) The grant assurance relating to exclusive rights contains similar language. 

3. Space Limitation. A single enterprise may expand as needed, even if its growth ultimately 

results in the occupancy of all available space. However, an exclusive rights violation occurs when 

an airport sponsor unreasonably excludes a qualified applicant from engaging in an on-airport 

aeronautical activity without just cause or fails to provide an opportunity for qualified applicants to be 

an aeronautical service provider. An exclusive rights violation can occur through the use of leases 

where, for example, all the available airport land and/or facilities suitable for aeronautical activities 

are leased to a single aeronautical service provider who cannot put it into productive use within a 

reasonable period of time, thereby denying other qualified parties the opportunity to compete to be an 

5 The grant assurances do not prohibit an airport sponsor from entering into long-term leases with commercial entities, by 

negotiation, solicitation, or other means. An airport sponsor may choose to select FBOs or other aeronautical service 

providers through an RPF process, and, if it chooses to do so, it can do it each time a new applicant is considered. This in 

and by itself is not unreasonable or contrary to the Federal obligations. 

1/4/2007  AC 	
150/5190-6 
  !"#!$$$%$"$&%'"("$%) "0""1"$02"213 $4!$0"2#0""%""56$7"0"#(""!31")$%(("$$%$

1" "0"7$) 2)$("$$02%&"$%) "0"589! "% )2")$%7(""

(""0"%)"$"% %)44"%$0""%""%2%""34$("$

$%$$$02"(""$%) "0"#$)$%7(""(""0"%)"$"% $&%4%

(("$$%$($$"$"4$!(""$%) 03" 4%$2"$1"$!"!$"

4%% 3" 4)%%&5%"9! "$4%$$%$($$%&$$02"%"$%) 

"0"7$) 21"44)" %&5@( "("$$%$!3"9""$"3"9 )0"$ $02"4)" %&"0"#4$7%"!3"("&($$1%("$7%4)" %21%&$%$ ("$$"0"("$7%4#1)$% 37(("$7%"! $3""%2"A)!"%%2% $%4$!%"7("$%1 "$) "#"&) $%%2%225

BCEFGHIPQRSFTFSUCV("4(%& "1)%"$"%""!3$02"!$$ $4("$% $"$%) "0"%$#%" 4#"02"%"$4%"9 )0"&(0$ $%5@(% "9 )0"&(0$ $%("2"% 13("$$%$$44$2$("A) 4"2"% $$)%3$1"%$%$"$%) "0"$02"5V("$$%$!3)"

$!"0"$44"%&4$ A) 4"2"$$!""4$("&($1"%$%$"0"

$02"5
V("$$%$%$"A)"2$" A) 4"2"0"$02"7($)

 !$%5V("4($% 3$%"A) 4"23))"2%$$)%3%$!"0"$44"%& 7$) 2%$)1W"("$$%$$%"9 )0"&(0$ $%56$7"0"#("$$%$

%%$!"$4$%0"%"%"($$"$(0"$% 3$%"XY`$02""0"("$

"&2 "$4(")!%"("$5

aQbEScSdSefUgPhdFfPiPGSgPIcSFGHSeEFGHIPQRSFTFSFPpCq%"rs#(""(1""%

)$3$(1$%$%"9 )0"&(#t5q5	5urv"w#%2""%2"%$4(" " 

&%)%""A)"!"%t5q5	5uvwvw5V()$3$(1$%)"% 3 "#x"$%2$"%$(0"%"9 )0"&($)"%%0&$%4 3$%7(( y$0"%!"%!$%"3(1""%"9"%2"25v%x%0&$%4 3% )2"#!$%&$("

(%&#%$5q""x"4%$%t5q5	5u5wV(")$3$(1$%#

($7"0"#$%%%"9"$%" %&$%& "0"5q"4 3#$02%&"0"

%$13$% 3$%"49"21"$"$vXY`w%$%"9 )0"&(4

)%"$%1 3$ 3#1)2"%$!"#$! 4$!$"(%$%"XY`$$02"("

"0"#%2 $7%&!$"(%$%"XY`$$02"(""0""A)""2)$%% " ""2)%2"%"9%&&""!"%1"7""%$%"XY`%2("$$%$5Y$( $%2$%!)1"!"5q""t5q5	5uvwvwv%2Yw5

abV("&%)%"" %&$"9 )0"&($%%!  %&)&"5

CEcRPFiFScSFeGC%& ""%""!3"9%2%""2"2#"0"%4&$7() !" 3 ") %("$)%3$4 0 1 ""56$7"0"#%"9 )0"&(0$ $%$)7("% %$$%$)%"$%1 3"9 )2"A) 4"2 %4$!"%&&%&%%$%$

"$%) 037($)W))"$4 $$02"%$$)%34$A) 4"2 %$1"

%"$%) "0"$02"5%"9 )0"&(0$ $%%$)($)&((")"$4 ""

7(""#4$"9! "# ("0 1 "$ %2%2$4 ")1 "4$"$%) 0"

" ""2$%& ""$%) "0"$02"7($%%$)%$$2)0")"7(%

"$%1 ""$2$4!"#(""132"%3%&$("A) 4"2"("$$)%3$$!""$1"% 
V("&%)%"2$%$$(1%$$%$4$!"%"%&%$ $%&"! ""7($!!" "%"#13 %"&$$%#$ $%#$$("!"%5%$$%$!3($$"$" "XY`$$(""$%) "0"

$02"($)&(%X$"#%2#4($$"$2$$#%2$"(!"%"7 %$%2""25V(% %213" 4%$)%"$%1 "$$%3$("X"2" $1 &$%5




Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 72 of 91
	
   !"#$ !%$ &' %( %#%#)#0#"%1 # 2"345 6%&7#&'#%#)#&# %' %!1%   #$ " 0'2

##!#(&&  ""89 %#%#186!"& !1734501% ! % 2&

!1%

6 

aeronautical service provider at the airport. An airport sponsor's refusal to permit a single FBO to 

expand based on the sponsor's desire to open the airport to competition is not a violation of the grant 

assurances. Additionally, an airport sponsor may exclude an incumbent FBO from participating under 

a competitive solicitation in order to bring a second FBO onto the airport to create a more competitive 

environment. 

A lease that confers an exclusive right will be construed as having the intent to do so and, therefore, 

be an exclusive rights violation. Airport sponsors are better served by requiring that leases to a single 

aeronautical service provider be limited to the amount of land the service provider can demonstrate it 

actually needs and can be put to immediate productive use. In the event that additional space is 

required later, the airport sponsor may require the incumbent service provider to compete along with 

all other qualified service providers for the available airport land. The grant of options or preferences 

on future airport lease sites to a single service provider may be construed as intent to grant an 

exclusive right and therefore, the use of leases with options or future preferences, such as rights-offirst refusal, must generally be avoided. This is because a right of first refusal can allow an existing 

tenant, at little or no cost, to hold a claim on airport land that could be used for a second FBO, then 

lease that land when there is a prospect of competition. 

4. Monopolies Beyond the Airport Sponsor's Control. Certain exclusive franchises exist on public 

airports that are sanctioned by local or Federal law and do not contravene the FAA's policy against 

exclusive rights agreements. One such franchise that exists at most public airports is UNICOM, 

which provides frequencies for air-to-ground communications at airports. 

Communications Commission (FCC), which regulates and authorizes the use of UNICOM 

frequencies, will not issue more than one ground station license at the same airport. Thus, an 

exclusive franchise is created. A legally supported franchise, such as UNICOM, grants the recipient 

licensee an advantage over competitors, but does not result in a violation of the agency's prohibition 

against exclusive rights. In cases such as this, the FAA recommends that the airport sponsor obtain 

the subject license in its own name. Using droplines, the airport sponsor can then make the facility 

available to all fixed base operations on an as needed basis. Regardless of which method the airport 

sponsor uses, control over the facility must be held by the individual or entity that holds the license. 

The Federal 

1.5. THROUGH 1.8. RESERVED. 

SECTION 2. THE ENFORCEMENT PROCESS 

2.1. AIRPORT COMPLIANCE PROGRAM. The FAA ensures airport sponsor compliance with 

Federal grant obligations through its Airport Compliance Program. The Airport Compliance 

Program arises from requirements in the Airport and Airway Improvement Act of 1982, as 

amended, 49 U.S.C. § 47101, et seq., and the airport sponsor's agreement to comply with the 

assurances contained in the grant agreement in exchange for Federal airport development assistance. 

The Airport Compliance Program is designed to maintain a system of safe and properly maintained 

airports that are operated in a manner that protects the public's interest and investment in a national 

airport system. 

a. Under the Airport Compliance Program, any person who believes that an airport sponsor may be 

in noncompliance with a grant assurance may register their concerns with the local FAA Airport 

District Office (ADO). ADO personnel may investigate informally under 14 C.F.R. 13.1 the 

allegations of noncompliance and, in the event that the allegations are confirmed, attempt to persuade 

the airport sponsor to come back into compliance. Should this measure prove unsatisfactory, the 

concerned party may file a formal complaint under 14 C.F.R. Part 16, Rules of Practice for FederallyAC 150/5190-6 1/4/2007  $#" !   &7 2#!&345' %!1!1%  $

$ 1(

"#'!0#6!"# $ 2'@ ""7!#&#'$ 2' &#&9'09

76!"# $ 2'#$ " ( %#%##7#$&78A  2'"### 2"

 !"#$ !%$ &7" 1 &'10"&'#$ !%$ &!&1# 

!""8&#&!7% 11& %&! $#(B'$'&&  "#%! #

A &"9' %#%#18A ' !17#$ !%$ &!1%"2@ ' ""'A" 0 &#$ !%$ �'$ "7" %"&(C'20% #%0!#

0 %"## ## 2"#$ !%$ &187!#&# 2 6!"# $ 2'&'09'#0"##@ '% #0%0!#9#!'# 2'#	0	

0 #0#"91#2""87$ &&(C' # #7!# 2'00 #0#"!""@6 # 2 9" "!#9'"&!" 1 %"&'!"&7#&0#!&3459' "#'"&@'' #%#%!0!1%  (

DEGHIHPHQRSTUSVHIWXYS`RaPHaXbPHITHacTdHIXaHQE 6!"# $0!' ##6 #%7" !

 %#'#! &78"!"3&""@&&!$'3)#%" !82 #

6!"# $ 2'#21#(5#!'0!' #'6 ##1#%7" ! %# #efB5g9

@' !'%$ �A! #0 		2&!11 ! # %#( C'3&"

11 ! #11 ## h3i9@' !'2"#&' p#'#0efB5g 0A! #9@ "" ##1'2&# " !#'#1 %(C'#9 6!"# $0!' # #!&("2""8#%%&0!' #9#!'#efB5g92#'! % 

" !#&$2$!1% #97&##" $ " 0'2!8q#%' 7   2 #6!"# $ 2'#(B!###!'#' #9'3!11&#'' %#%#7  '#7r!" !#  #@1(e# 2&%" #9' %#%#!'1s'0! " 8 $ "7"""0 6&7#% ##&&7# #(t2&"##0@' !'1'&' %

#%###9!"$'0! " 81#7'"&78' & $ &" 8''"&#'" !#(

uEvEwxyxuEEybyE

bdwEwxydGwydbb EuE`yywdG`dyy`GEC'3## %#%#!1%" !@ ' 3&"27" 2 #'2' # %1%" !21(C' %1%" !

21 ##01A 1# ' %& @8B1%$1!0"9#

1&&9e(((9cd(9&' %#%#)#21!1%"8@ ''

##!#! & '221 6!'203&" %&$"%1## #!(

C' %1%" !21 #&# 2&1  #8#10#0&%%"81  &  %#'%& 1'%!#'%7" !)# #& $#1  "

 %#8#1(

e(e&' %1%" !2198%#@'7" $#' %#%#187

 !1%" !@ '2##!182 #' !!#@ ''"!"3 %

f # !500 !hf5i(f5%#"18 $# 2 01""8&(3(t(g('

""2 #0!1%" !&9 '$''""2 #!0 1&91%%#&

' %#%#!17!s !1%" !('"&' #1#%$# #0!89'

!!&%8180 "01"!1%" &(3(t(
9t"#0! !03&""8	 


Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 73 of 91
 	
  ! "#$%&#' #('")#0%1)2(345'6#' 7# #8$' #%

9@	

7 

Assisted Airport Proceedings. In addition, as described in § 16.29(b), the FAA may initiate its own 

investigation. 

b. Complaints filed with the FAA under 14 C.F.R. Part 16 are subject to an administrative review, 

which entails consideration of the complainant's allegations and the airport sponsor's response to the 

allegations. The FAA will make a formal written determination on the complaint. A determination 

against the airport sponsor can result in an FAA action to withhold current and future grant funding 

for the airport. The FAA's final determination under 14 CFR Part 16 may be appealed to the U.S. 

Court of Appeals. 

2.2. THROUGH 2.5. RESERVED. 

1/4/2007 AC 150/5190-6 5B'#CB7334D#	%4%E%!''D)F" '#'5#'887(

73"3#'B" #' # C3" 5B'#'#G'BB$' #'#3'  # G # 3

'BB$' #%H347BB5'I'C 5'B7#5#' # #3" 5B'#%5#' # '$'#3'  # "'#DB#'#4'" # 733 B"D#'#CDD$'#CD##$ C 3' %H34GC#'B5#' #D#	4E!'5'6)''B 3P%Q%

	 D C'B%

R@R@STUVWXTR@Y@U`a`Ub`c@



Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 74 of 91
8 

APPENDIX 1. DEFINITIONS 

1.1. The following are definitions for the specific purpose of this AC. 

a. Aeronautical Activity. Any activity that involves, makes possible, or is required for the 

operation of aircraft or that contributes to or is required for the safety of such operations. Activities 

within this definition, commonly conducted on airports, include, but are not limited to, the following: 

general and corporate aviation, air taxi and charter operations, scheduled and nonscheduled air carrier 

operations, pilot training, aircraft rental and sightseeing, aerial photography, crop dusting, aerial 

advertising and surveying, aircraft sales and services, aircraft storage, sale of aviation petroleum 

products, repair and maintenance of aircraft, sale of aircraft parts, parachute or ultralight activities, 

and any other activities that, because of their direct relationship to the operation of aircraft, can 

appropriately be regarded as aeronautical activities. Activities, such as model aircraft and model 

rocket operations, are not aeronautical activities. 

b. Airport District Office (ADO). These FAA offices are outlying units or extensions of regional 

airport divisions. They advise and assist airport sponsors with funding requests to improve and develop 

public airports. They also provide advisory services to the owners and operators of both public and 

private airports in the operation and maintenance of airports. See the FAA Web site for a complete 

listing of all ADO offices at http://www.faa.gov/airports airtraffic/airports/regional guidance/. 

c. Airport. An area of land or water which is used, or intended to be used, for the aircraft takeoff and 

landing. It includes any appurtenant areas used, or intended to be used, for airport buildings or other 

airport facilities or rights-of-way, together with all airport buildings and facilities located thereon. It 

also includes any heliport. 

d. Airport Sponsor. The airport sponsor is the entity that is legally, financially, and otherwise able 

to assume and carry out the certifications, representations, warranties, assurances, covenants and 

other obligations required of sponsors, which are contained in the AIP grant agreement and property 

conveyances. 

e. Commercial Self-Service Fueling. A fueling concept that enables a pilot to fuel an aircraft from 

a commercial fuel pump installed for that purpose by an FBO or the airport sponsor. The fueling 

facility may or may not be attended. 

f. Exclusive Right. A power, privilege, or other right excluding or debarring another from 

enjoying or exercising a like power, privilege, or right. An exclusive right can be conferred either by 

express agreement, by the imposition of unreasonable standards or requirements, or by any other 

means. Such a right conferred on one or more parties, but excluding others from enjoying or 

exercising a similar right or rights, would be an exclusive right. 

g. Federal Airport Obligations. All references to a Federal grant program, Federal airport 

development assistance, or Federal aid contained in this AC are intended to address obligations 

arising from the conveyance of land or from grant agreements entered under one of the following 

acts: 

(1) Surplus Property Act of 1944 (SPA), as amended, 49 U.S.C. §§ 47151-47153. 

Surplus property instruments of transfer were issued by the War Assets Administration 

(WAA) and are now issued by its successor, the General Services Administration (GSA). 

However, the law imposes upon the FAA (delegated to FAA from The Department of 

Transportation) the sole responsibility for determining and enforcing compliance with the 

terms and conditions of all instruments of transfer by which surplus airport property is or has 

been conveyed to non-Federal public agencies pursuant to the SPA. 49 U.S.C. § 47151(b). 

AC  150/5190-6 	
 1/4/2007 

 "#$%&'

"#"#()0123324567890@01565A526B129A)0BC0D515DCE9C2B021A)5BF

G#HIPQGRSTUGVUSTWTSX#6Y8DA5`5AYA)8A56`23`0Bab8c0BC2BB5d30a295B90eE590@129A)0

2C098A52621859D981A29A)8AD26A95dEA0BA2295B90eE590@129A)0B810AY21BED)2C098A526BFDA5`5A50B

45A)56A)5B@01565A526aD2bb263YD26@EDA0@26859C29ABa56D3E@0adEA89062A35b5A0@A2aA)0123324567f

706098386@D29C298A08`58A526a859A8g586@D)89A092C098A526BaBD)0@E30@86@626BD)0@E30@859D899509

2C098A526BaC532AA9856567a859D981A906A8386@B57)AB00567a809583C)2A2798C)YaD92C@EBA567a809583

8@`09A5B56786@BE9`0Y567a859D981AB830B86@B09`5D0Ba859D981ABA29870aB830218`58A526C0A9230Eb C92@EDABa90C85986@b856A0686D021859D981AaB83021859D981AC89ABaC898D)EA029E3A98357)A8DA5`5A50Ba

86@86Y2A)098DA5`5A50BA)8Aad0D8EB021A)059@590DA9038A526B)5CA2A)02C098A52621859D981AaD86 8CC92C958A03Yd090789@0@8B809268EA5D838DA5`5A50BFDA5`5A50BaBED)8Bb2@03859D981A86@b2@03

92Dc0A2C098A526Ba89062A809268EA5D838DA5`5A50BF

h#TIiPISTpSITUS&qqTUHr&sF()0B0t2115D0B8902EA3Y567E65AB290gA06B526B2190752683

859C29A@5`5B526BF()0Y8@`5B086@8BB5BA859C29ABC26B29B45A)1E6@56790eE0BABA25bC92`086@@0`032C

CEd35D859C29ABF()0Y83B2C92`5@08@`5B29YB09`5D0BA2A)024609B86@2C098A29B21d2A)CEd35D86@

C95`8A0859C29AB56A)02C098A52686@b856A0686D021859C29ABFu00A)0tv0dB5A01298D2bC30A0

35BA56721833wx2115D0B8A)AACf444F188F72`859C29ABy859A98115D859C29AB90752683y7E5@86D0F

U#TIiPIS#6890821386@2948A094)5D)5BEB0@a2956A06@0@A2d0EB0@a129A)0859D981AA8c021186@ 386@567FA56D3E@0B86Y8CCE9A0686A8908BEB0@a2956A06@0@A2d0EB0@a129859C29AdE53@567B292A)09

859C29A18D535A50B29957)AB	21	48YaA270A)0945A)833859C29AdE53@567B86@18D535A50B32D8A0@A)09026FA

83B256D3E@0B86Y)035C29AF

#TIiPIS'iPQpPIF()0859C29ABC26B295BA)006A5AYA)8A5B307833Ya15686D5833Ya86@2A)0945B08d30

A28BBEb086@D899Y2EAA)0D09A515D8A526Ba90C90B06A8A526Ba489986A50Ba8BBE986D0BaD2`0686AB86@ 2A)092d3578A526B90eE590@21BC26B29Ba4)5D)890D26A8560@56A)07986A87900b06A86@C92C09AY D26`0Y86D0BF

H#PHIUTGV'HVq'HIWTUH$RHVTQ#1E03567D26D0CAA)8A068d30B8C532AA21E0386859D981A192b 8D2bb09D5831E03CEbC56BA8330@129A)8ACE9C2B0dY86tx29A)0859C29ABC26B29F()01E03567 18D535AYb8Y29b8Y62Ad08AA06@0@F

q#UVRpTWHTS# C2409aC95`53070a292A)09957)A0gD3E@56729@0d899567862A)09192b 062Y567290g09D5B567835c0C2409aC95`53070a29957)AF60gD3EB5`0957)AD86d0D2610990@05A)09dY 0gC90BB87900b06AadYA)05bC2B5A52621E6908B268d30BA86@89@B2990eE590b06ABa29dY86Y2A)09

b086BFuED)8957)AD2610990@2626029b290C89A50BadEA0gD3E@5672A)09B192b062Y56729

0g09D5B5678B5b5389957)A29957)ABa42E3@d0860gD3EB5`0957)AF

#$HHIGVTIiPIS&hVTGSTPQp#339010906D0BA28t0@09837986AC92798bat0@0983859C29A

@0`032Cb06A8BB5BA86D0a29t0@098385@D26A8560@56A)5B89056A06@0@A28@@90BB2d3578A526B

895B567192bA)0D26`0Y86D021386@29192b7986A87900b06AB06A090@E6@0926021A)0123324567 8DABf

r"s'RIiVRpIPiHISXUSPqVr'sGpGHQH#'##"""#

uE9C3EBC92C09AY56BA9Eb06AB21A986B10940905BBE0@dYA)0v89BB0AB@b565BA98A526 cvd86@8906245BBE0@dY5ABBEDD0BB29aA)0e060983u09`5D0B@b565BA98A526ceudF

f240`09aA)03845bC2B0BEC26A)0tc@03078A0@A2t192b()0w0C89Ab06A21

(986BC29A8A526dA)0B23090BC26B5d535AY129@0A09b5656786@06129D567D2bC3586D045A)A)0

A09bB86@D26@5A526B2183356BA9Eb06AB21A986B109dY4)5D)BE9C3EB859C29AC92C09AY5B29)8B

d006D26`0Y0@A2626	t0@0983CEd35D8706D50BCE9BE86AA2A)0uFgFuFFhcddF

i

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 75 of 91
 	
  !"#$%$% &' () '0 !1$$)2 3456789@A5@95BC8D789E 9BE5@56AF8FBGHA4F97F@IHP@BF8A4F9PA4D85AHDQA4FRFBF89S58CD8AIADQT96

9EF@BFBT96656AFBCPGS5I97F@I5F65@A4FBFUFSDCEF@ADQ9@9A5D@V5BF6H6AFEDQCPGS5I

9

9 

(2) Federal-Aid Airport Program (FAAP). 

administered by the agency under the authority of the Federal Airport Act of 1946, as 

amended, assisted public agencies in the development of a nationwide system of public 

airports. The Federal Airport Act of 1946 was repealed and superseded by the Airport 

This grant-in-aid program 

Development Aid Program (ADAP) of 1970. 

This grant-in-aid program 

administered by the FAA under the authority of the Airport and Airway Development Act of 

1970, as amended, assisted public agencies in the expansion and substantial improvement of 

the Nation's airport system. The 1970 act was repealed and superseded by the Airport and 

(3) Airport Development Aid Program (ADAP). 

Airway Improvement Act of 1982 (AALA). 

(4) Airport Improvement Program (AIP). This grant-in-aid program administered 

by the FAA under the authority of the Airport and Airway Improvement Act of 1982, 49 

U.S.C. § 47101, et seq., assists in maintaining a safe and efficient nationwide system of 

public-use airports that meet the present and future needs of civil aeronautics. 

h. Federal Grant Assurance. A Federal grant assurance is a provision within a Federal grant 

agreement to which the recipient of Federal airport development assistance has agreed to comply in 

consideration of the assistance provided. 

i. Fixed Base Operator (FBO). A business granted the right by the airport sponsor to operate on an 

airport and provide aeronautical services such as fueling, hangaring, tie-down and parking, aircraft 

rental, aircraft maintenance, and flight instruction. 

j. Grant Agreement. A Federal grant agreement represents an agreement made between the FAA 

(on behalf of the United States) and an airport sponsor for the grant of Federal funding. 

k. Proprietary Exclusive. The owner of a public-use airport (public or private owner) may elect to 

provide any or all of the aeronautical services needed by the public at the airport. In fact, the 

statutory prohibition against exclusive rights does not apply to these owners. However, while they 

may exercise the exclusive right to provide aeronautical services, they may not grant or convey this 

exclusive right to another party. The airport sponsor that elects to engage in a proprietary exclusive 

must use its own employees and resources to carry out its venture. An independent commercial 

enterprise that has been designated as an agent of the airport sponsor may not exercise nor be granted 

such an exclusive right. 

1. Public Airport. Means an airport open for public use and that is publicly owned and controlled 

by a public agency. 

m. Public-Use Airport. Means either a public airport or a privately owned airport open for public 

use. 

n. Specialized Aviation Service Operations (SASO). SASOs are sometimes known as singleservice providers or special FBOs performing less than full services. These types of companies differ 

from a full service FBO in that they typically offer only a specialized aeronautical service such as 

aircraft sales, flight training, aircraft maintenance and avionics services for example. 

o. Self-Fueling and Self-Service. Self-fueling means the fueling or servicing of an aircraft (i.e. 

changing the oil, washing) by the owner of the aircraft with his or her own employees and using his 

or her own equipment. Self-fueling and other self-services cannot be contracted out to another party. 

Self-fueling implies using fuel obtained by the aircraft owner from the source of his/her preference. 

As one of many self-service activities that can be conducted by the aircraft owner or operator by his 

or her own employees using his or her own equipment, self-fueling, differs from using a self-service 

fueling pump made available by the airport, an FBO or an aeronautical service provider. The use of a 

self-service fueling pump is a commercial activity and is not considered self-fueling as defined herein 

1/4/2007 AC 150/5190-6 58CD8A6W34FRFBF89S58CD8AIADQV968FCF9SFB9@B6PCF86FBFBGHA4F58CD8A

XFUFSDCEF@A5BY8D789E`XYaDQW

b$% &' (cd"'&1e($%) '0 !1$c$)23456789@A5@95BC8D789E 9BE5@56AF8FBGHA4FRP@BF8A4F9PA4D85AHDQA4F58CD8A9@B58V9HXFUFSDCEF@AIADQ

T969EF@BFBT96656AFBCPGS5I97F@I5F65@A4FFfC9@65D@9@B6PG6A9@A59S5EC8DUFEF@ADQ

A4Fg9A5D@h6958CD8A6H6AFEW34FS9IAV968FCF9SFB9@B6PCF86FBFBGHA4F58CD8A9@B 58V9HiEC8DUFEF@AIADQSp`iaW

q$% &' (r1& 'd1e() '0 !1$r)23456789@A5@95BC8D789E9BE5@56AF8FB GHA4FRP@BF8A4F9PA4D85AHDQA4F58CD8A9@B58V9HiEC8DUFEF@AIADQSpT sWtW	WuTvwyvWT96656A65@E95@A95@5@7969QF9@BFQQ5I5F@A@9A5D@V5BF6H6AFEDQ

CPGS5IP6F958CD8A6A49AEFFAA4FC8F6F@A9@BQPAP8F@FFB6DQI5U5S9F8D@9PA5I6W

2 !" !e($ !e2RFBF89S789@A966P89@IF569C8DU565D@V5A45@9RFBF89S789@A

978FFEF@AADV45I4A4F8FI5C5F@ADQRFBF89S958CD8ABFUFSDCEF@A96656A9@IF496978FFBADIDECSH5@ ID@65BF89A5D@DQA4F96656A9@IFC8DU5BFBW

%2%!& !(' 2GP65@F66789@AFBA4F8574AGHA4F958CD8A6CD@6D8ADDCF89AFD@9@ 958CD8A9@BC8DU5BF9F8D@9PA5I9S6F8U5IF66PI496QPFS5@7T49@7985@7TA5FBDV@9@BC985@7T958I89QA

8F@A9ST958I89QAE95@AF@9@IFT9@BQS574A5@6A8PIA5D@W

2 !e($0 1e(2RFBF89S789@A978FFEF@A8FC8F6F@A69@978FFEF@AE9BFGFAVFF@A4FR `D@GF49SQDQA4Fs@5AFBtA9AF6a9@B9@958CD8A6CD@6D8QD8A4F789@ADQRFBF89SQP@B5@7W

2) '& %(! "%d234FDV@F8DQ9CPGS5IP6F958CD8A`CPGS5ID8C85U9AFDV@F8aE9HFSFIAAD C8DU5BF9@HD89SSDQA4F9F8D@9PA5I9S6F8U5IF6@FFBFBGHA4FCPGS5I9AA4F958CD8AWi@Q9IATA4F

6A9APAD8HC8D45G5A5D@9795@6AFfISP65UF8574A6BDF6@DA9CCSHADA4F6FDV@F86WDVFUF8TV45SFA4FH E9HFfF8I56FA4FFfISP65UF8574AADC8DU5BF9F8D@9PA5I9S6F8U5IF6TA4FHE9H@DA789@AD8ID@UFHA456

FfISP65UF8574AAD9@DA4F8C98AHW34F958CD8A6CD@6D8A49AFSFIA6ADF@797F5@9C8DC85FA98HFfISP65UF

EP6AP6F5A6DV@FECSDHFF69@B8F6DP8IF6ADI988HDPA5A6UF@AP8FW@5@BFCF@BF@AIDEEF8I59S

F@AF8C856FA49A496GFF@BF657@9AFB969@97F@ADQA4F958CD8A6CD@6D8E9H@DAFfF8I56F@D8GF789@AFB 6PI49@FfISP65UF8574AW

"2)"%$% &' (2F9@69@958CD8ADCF@QD8CPGS5IP6F9@BA49A56CPGS5ISHDV@FB9@BID@A8DSSFB GH9CPGS5I97F@IHW

12)"%#$% &' (WF9@6F5A4F89CPGS5I958CD8AD89C85U9AFSHDV@FB958CD8ADCF@QD8CPGS5I

P6FW

e2&%!"%$d%!(%'e d%& !(%'e`$2ttc698F6DEFA5EF6@DV@9665@7SF

6F8U5IFC8DU5BF86D86CFI59SRdc6CF8QD8E5@7SF66A49@QPSS6F8U5IF6W34F6FAHCF6DQIDEC9@5F6B5QQF8

Q8DE9QPSS6F8U5IFRdc5@A49AA4FHAHC5I9SSHDQQF8D@SH96CFI59S5eFB9F8D@9PA5I9S6F8U5IF6PI496

958I89QA69SF6TQS574AA895@5@7T958I89QAE95@AF@9@IF9@B9U5D@5I66F8U5IF6QD8Ff9ECSFW

'2"f#"%e0!e"f# d%2tFSQQPFS5@7EF9@6A4FQPFS5@7D86F8U5I5@7DQ9@958I89QA`5WFW

I49@75@7A4FD5STV9645@7aGHA4FDV@F8DQA4F958I89QAV5A4456D84F8DV@FECSDHFF69@BP65@7456

D84F8DV@FgP5CEF@AWtFSQQPFS5@79@BDA4F86FSQ6F8U5IF6I9@@DAGFID@A89IAFBDPAAD9@DA4F8C98AHW

tFSQQPFS5@75ECS5F6P65@7QPFSDGA95@FBGHA4F958I89QADV@F8Q8DEA4F6DP8IFDQ4564F8C8FQF8F@IFW

6D@FDQE9@H6FSQ6F8U5IF9IA5U5A5F6A49AI9@GFID@BPIAFBGHA4F958I89QADV@F8D8DCF89AD8GH456

D84F8DV@FECSDHFF6P65@7456D84F8DV@FgP5CEF@AT6FSQQPFS5@7TB5QQF86Q8DEP65@796FSQ6F8U5IF

QPFS5@7CPECE9BF9U95S9GSFGHA4F958CD8AT9@RdcD89@9F8D@9PA5I9S6F8U5IFC8DU5BF8W34FP6FDQ9

6FSQ6F8U5IFQPFS5@7CPEC569IDEEF8I59S9IA5U5AH9@B56@DAID@65BF8FB6FSQQPFS5@796BFQ5@FB4F8F5@

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 76 of 91
	
   !""#$%%$ $"&'(%"%#"#)0	0 )%12#"3&)0	&4%"%4%"%"3"

5&0#&$6"3%&&0"#7&7%"33%#&3$5)#6%) "%4%"% 3

$%"%%12&5%&%12)%12#"3&7%5%%1&4%"#%&&0"25%"3&4%

%5

10 

and can be subject to minimum standards. In addition to self-fueling, other self-service activities that 

can be performed by the aircraft owner with his or her own employees includes activities such as 

maintaining, repairing, cleaning, and otherwise providing service to an aircraft, provided the service 

is performed by the aircraft owner or his/her employees with resources supplied by the aircraft 

owner. Title 14 CFR Part 43 permits the holder of a pilot certificate to perform specific types of 

preventative maintenance on any aircraft owned or operated by the pilot. 

AC 150/5190-6 1/4/2007 &0#&$6"3%&&0"#7&#&3%3&$5)#67%"3&# & 55)%6"3%&&0"

#7&'8%")9@A&"B5&$%""33#)%)#"&"%0%""#5&0#&$5%0%"65#0

5&4""%4$%"#6%&&0"#7#&"6"35%)#"'



Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 77 of 91
© Advisory 

Circular 

U.S. Department 

of Transportation 

Federal Aviation 

Administration 

Subject: MINIMUM STANDARDS FOR 

COMMERCIAL AERONAUTICAL 

ACTIVITIES 

Date: August 28, 2006 

Initiated by: ACO-100 

AC No: 150/5190-7 

Change: 

PURPOSE. This advisory circular (AC) provides basic information pertaining to the Federal 

Aviation Administration's (FAA's) recommendations on commercial minimum standards and related 

policies. Although minimum standards are optional, the FAA highly recommends their use and 

implementation as a means to minimize the potential for violations of Federal obligations at federally 

obligated airports. 

2. CANCELLATION. AC 150/5190-5, Exclusive Rights and Minimum Standards for Commercial 

Aeronautical Activities (Change 1), dated June 10, 2002, is cancelled. 

3. BACKGROUND. In accordance with the Airport and Airway Improvement Act of 1982, 49 

United States Code (U.S.C.) § 47101, et seq., and the Airport Improvement Program Sponsor 

Assurances, the owner or operator of any airport (airport sponsor) that has been developed or 

improved with Federal grant assistance or conveyances of Federal property assistance is required to 

operate the airport for the use and benefit of the public and to make it available for all types, kinds, 

and classes of aeronautical activity.' The Surplus Property Act of 1944 (as amended by 49 U.S.C., §§ 

47151-47153) contains a parallel obligation under its terms for the conveyance of Federal property 

for airport purposes. Similar obligations exist for airports that have received nonsurplus government 

property under 49 U.S.C. § 47125 and previous corresponding statutes. 

These Federal obligations involve several distinct requirements. Most important is that the airport 

and its facilities must be available for public use as an airport. The terms imposed on those who use 

the airport and its services must be reasonable and applied without unjust discrimination, whether by 

the airport sponsor or by a contractor or licensee who has been granted a right by the airport sponsor 

to offer services or commodities normally required to serve aeronautical users of the airport. 

Federal law requires that recipients of Federal grants (administered by the FAA) sign a grant 

agreement or covenant in a conveyance of property that sets out the obligations that an airport 

sponsor assumes in exchange for Federal assistance. The FAA's policy recommending minimum 

standards stems from the airport sponsor's grant assurances and similar property conveyance 

obligations to make the airport available for public use on reasonable conditions and without unjust 

discrimination. 

The legislative background for the provisions discussed in this AC began as early as 1938 and evolved under the Federal 

Aid to Airports Program (FAAP), Airport Development Aid Program (ADAP), and Airport Improvement Program (AIP). 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 78 of 91
2 

4. USE OF THIS AC. This AC addresses FAA's policy on minimum standards and provides 

guidance on developing effective minimum standards. This AC describes the sponsor's prerogative to 

establish minimum standards for commercial aeronautical service providers at federally obligated 

airports. Additionally, this AC provides guidance for self-service operations and self-service rules and 

regulation of other aeronautical activities. It does not address requirements imposed on 

nonaeronautical entities, which are usually addressed as part of the airport's contracts, leases, ailes 

and regulations, and/or local laws. The FAA does not approve minimum standards. However, the 

FAA airports district and regional offices will review proposed minimum standards at the request of 

an airport sponsor. The FAA regional and district offices may advise airport sponsors on the 

appropriateness of proposed standards to ensure the standards do not place the airport in a position 

inconsistent with its Federal obligations. 

5. RELATED READING MATERIALS. 

a. FAA Airport Compliance Requirements, Order 5190.6A, dated October 16,1989. 

b. Further information can be obtained at the Airports District Office (ADO) in your area. A listing of 

ADOs can be found at http://www.faa.gov/airports airtraffic/airports/regional guidance/. 

DAVID L. BENNETT 

Director, Office of Airport 

Safety and Standards 

AC 150/5190-7 8/28/2006 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 79 of 91
3 

SECTION 1. MINIMUM STANDARDS 

1.1. POLICY. The airport sponsor of a federally obligated airport agrees to make available the 

opportunity to engage in commercial aeronautical activities by persons, firms, or corporations that 

meet reasonable minimum standards established by the airport sponsor. The airport sponsor's purpose 

in imposing standards is to ensure a safe, efficient and adequate level of operation and services is 

offered to the public. Such standards must be reasonable and not unjustly discriminatory. In 

exchange for the opportunity to engage in a commercial aeronautical activity, an aeronautical service 

provider engaged in an aeronautical activity agrees to comply with the minimum standards developed 

by the airport sponsor. Compliance with the airport's minimum standards should be made part of an 

aeronautical service provider's lease agreement with the airport sponsor. 

The FAA suggests that airport sponsors establish reasonable minimum standards that are relevant to 

the proposed aeronautical activity with the goal of protecting the level and quality of services offered 

to the public. Once the airport sponsor has established minimum standards, it should apply them 

objectively and uniformly to all similarly situated on-airport aeronautical service providers. The 

failure to do so may result in a violation of the prohibition against exclusive rights and/or a finding of 

unjust economic discrimination for imposing unreasonable terms and conditions for airport use. 

1.2. DEVELOPING MINIMUM STANDARDS. 

a. Objective. The FAA objective in recommending the development of minimum standards serves to 

promote safety in all airport activities, protect airport users from unlicensed and unauthorized 

products and services, maintain and enhance the availability of adequate services for all airport users, 

promote the orderly development of airport land, and ensure efficiency of operations. Therefore, 

airport sponsors should strive to develop minimum standards that are fair and reasonable to all onairport aeronautical service providers and relevant to the aeronautical activity to which it is applied. 

Any use of minimum standards to protect the interests of an exclusive business operation may be 

interpreted as the grant of an exclusive right and a potential violation of the airport sponsor's grant 

assurances and the FAA's policy on exclusive rights. 

b. Authority Vested in Airport Sponsors. Grant Assurance 22 Economic Nondiscrimination 

Sections (h) and (i) (see 49 U.S.C. § 47107) provides that the sponsor may establish such reasonable, 

and not unjustly discriminatory, conditions to be met by all users of the airport as may be necessary 

for the safe and efficient operation of the airport. The sponsor may prohibit or limit any given type, 

kind or class of aeronautical use of the airport if such action is necessary for the safe operation of the 

airport or necessary to serve the civil aviation needs of the public. 

Under certain circumstances, an airport sponsor could deny airport users the opportunity to conduct 

aeronautical activities at the airport for reasons of safety and efficiency.2 A denial based on safety 

must be based on evidence demonstrating that safety will be compromised if the applicant is allowed 

to engage in the proposed aeronautical activity. Airport sponsors should carefully scrutinize the 

safety reasons for denying an aeronautical service provider the opportunity to engage in an 

aeronautical activity if the denial has the possible effect of limiting competition. 

The FAA is the final authority in determining what, in fact, constitutes a compromise of safety. As 

such, an airport sponsor that is contemplating the denial of a proposed on-airport aeronautical activity 

2 The word efficiency refers to the efficient use of navigable airspace, which is an Air Traffic Control function. It is not 

meant to be an interpretation that could be construed as protecting the "efficient" operation of an existing aeronautical 

service provider at the airport. 

8/28/2006  AC 	
150/5190-7 
	  "#$ $%$& '&('

"#"#)01#234567897@A89BA979C5C4D475EEF9GE6H5@4D567897@5H744A@9I5P45Q56E5GE4@34

98897@RB6@F@94BH5H46BS9II47S65E5479B5R@6S5E5S@6Q6@64AGF847A9BATC67IAT97S978975@69BA@35@

I44@745A9B5GE4I6B6IRIA@5BD57DA4A@5GE6A34DGF@34567897@A89BA97U234567897@A89BA97VA8R789A4

6B6I89A6BHA@5BD57DA6A@94BAR745A5C4T4CC6S64B@5BD5D4WR5@4E4Q4E9C98475@69B5BDA47Q6S4A6A

9CC474D@9@348RGE6SUXRS3A@5BD57DAIRA@G4745A9B5GE45BDB9@RBYRA@EFD6AS76I6B5@97FU`B 4aS35BH4C97@3498897@RB6@F@94BH5H46B5S9II47S65E5479B5R@6S5E5S@6Q6@FT5B5479B5R@6S5EA47Q6S4

879Q6D474BH5H4D6B5B5479B5R@6S5E5S@6Q6@F5H744A@9S9I8EFb6@3@34I6B6IRIA@5BD57DAD4Q4E984D GF@34567897@A89BA97U9I8E65BS4b6@3@34567897@VAI6B6IRIA@5BD57DAA39REDG4I5D4857@9C5B 5479B5R@6S5EA47Q6S4879Q6D47VAE45A45H744I4B@b6@3@34567897@A89BA97U

234cARHH4A@A@35@567897@A89BA97A4A@5GE6A3745A9B5GE4I6B6IRIA@5BD57DA@35@57474E4Q5B@@9 @3487989A4D5479B5R@6S5E5S@6Q6@Fb6@3@34H95E9C879@4S@6BH@34E4Q4E5BDWR5E6@F9CA47Q6S4A9CC474D @9@348RGE6SUdBS4@34567897@A89BA9735A4A@5GE6A34DI6B6IRIA@5BD57DAT6@A39RED588EF@34I 9GY4S@6Q4EF5BDRB6C97IEF@95EEA6I6E57EFA6@R5@4D9B567897@5479B5R@6S5EA47Q6S4879Q6D47AU234

C56ER74@9D9A9I5F74ARE@6B5Q69E5@69B9C@3487936G6@69B5H56BA@4aSERA6Q476H3@A5BD975C6BD6BH9C

RBYRA@4S9B9I6SD6AS76I6B5@69BC976I89A6BHRB745A9B5GE4@47IA5BDS9BD6@69BAC97567897@RA4U

"#e#'f0) g$ $%$& '&('#

h#ipqrstuqU234c9GY4S@6Q46B74S9II4BD6BH@34D4Q4E98I4B@9CI6B6IRIA@5BD57DAA47Q4A@9 879I9@4A5C4@F6B5EE567897@5S@6Q6@64AT879@4S@567897@RA47AC79IRBE6S4BA4D5BDRB5R@3976v4D 879DRS@A5BDA47Q6S4ATI56B@56B5BD4B35BS4@345Q56E5G6E6@F9C5D4WR5@4A47Q6S4AC975EE567897@RA47AT

879I9@4@3497D47EFD4Q4E98I4B@9C567897@E5BDT5BD4BAR744CC6S64BSF9C98475@69BAU23474C974T

567897@A89BA97AA39REDA@76Q4@9D4Q4E98I6B6IRIA@5BD57DA@35@574C5675BD745A9B5GE4@95EE9B 567897@5479B5R@6S5EA47Q6S4879Q6D47A5BD74E4Q5B@@9@345479B5R@6S5E5S@6Q6@F@9b36S36@6A588E64DU

BFRA49CI6B6IRIA@5BD57DA@9879@4S@@346B@474A@A9C5B4aSERA6Q4GRA6B4AA98475@69BI5FG4

6B@47874@4D5A@34H75B@9C5B4aSERA6Q476H3@5BD589@4B@65EQ69E5@69B9C@34567897@A89BA97VAH75B@

5AAR75BS4A5BD@34cVA89E6SF9B4aSERA6Q476H3@AU

i#&wsxytsfqsqt&tysyy#75B@AAR75BS4 X4S@69BAb3c5BDb6cbA44deUXUUfd	c879Q6D4A@35@@34A89BA97I5F4A@5GE6A3ARS3745A9B5GE4T

5BDB9@RBYRA@EFD6AS76I6B5@97FTS9BD6@69BA@9G4I4@GF5EERA47A9C@34567897@5AI5FG4B4S4AA57F C97@34A5C45BD4CC6S64B@98475@69B9C@34567897@U234A89BA97I5F87936G6@97E6I6@5BFH6Q4B@F84T

P6BD97SE5AA9C5479B5R@6S5ERA49C@34567897@6CARS35S@69B6AB4S4AA57FC97@34A5C498475@69B9C@34

567897@97B4S4AA57F@9A47Q4@34S6Q6E5Q65@69BB44DA9C@348RGE6SU

eBD47S47@56BS67SRIA@5BS4AT5B567897@A89BA97S9REDD4BF567897@RA47A@3498897@RB6@F@9S9BDRS@

5479B5R@6S5E5S@6Q6@64A5@@34567897@C97745A9BA9CA5C4@F5BD4CC6S64BSFUeD4B65EG5A4D9BA5C4@F IRA@G4G5A4D9B4Q6D4BS4D4I9BA@75@6BH@35@A5C4@Fb6EEG4S9I879I6A4D6C@34588E6S5B@6A5EE9b4D @94BH5H46B@3487989A4D5479B5R@6S5E5S@6Q6@FU67897@A89BA97AA39REDS574CREEFAS7R@6B6v4@34

A5C4@F745A9BAC97D4BF6BH5B5479B5R@6S5EA47Q6S4879Q6D47@3498897@RB6@F@94BH5H46B5B 5479B5R@6S5E5S@6Q6@F6C@34D4B65E35A@3489AA6GE44CC4S@9CE6I6@6BHS9I84@6@69BU

234c6A@34C6B5E5R@3976@F6BD4@47I6B6BHb35@T6BC5S@TS9BA@6@R@4A5S9I879I6A49CA5C4@FUA

ARS3T5B567897@A89BA97@35@6AS9B@4I8E5@6BH@34D4B65E9C587989A4D9B567897@5479B5R@6S5E5S@6Q6@F 234b97D4CC6S64BSF74C47A@9@344CC6S64B@RA49CB5Q6H5GE4567A85S4Tb36S36A5B67275CC6S9B@79ECRBS@69BU`@6AB9@

I45B@@9G45B6B@47874@5@69B@35@S9REDG4S9BA@7R4D5A879@4S@6BH@34g4CC6S64B@VV98475@69B9C5B4a6A@6BH5479B5R@6S5E

A47Q6S4879Q6D475@@34567897@U

h

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 80 of 91
	
   !"#$$!$$%&!& ' $($ $)001()2 $%3"!& ' $)00

40 $!5"!$67%008&&$%5!$!0 9@@&"%$A$!#! #1@A2!# 

7 !00172$!$% !!4&!#8%$% B$# 9!$ &$0 9$%' '# $ $

4 

is encouraged to contact the local Airports District Office (ADO) or the Regional Airports Office 

before taking action. Those offices will then seek assistance from FAA Flight Standards (FS) and Air 

Traffic (AT) to assess the reasonableness and whether unjust discrimination results from the proposed 

restrictions on aeronautical activities based on safety and efficiency. 

c. Developing Minimum Standards. When developing minimum standards, the most critical 

consideration is the particular nature of the aeronautical activity and operating environment at the 

airport. Minimum standards should be tailored to the specific aeronautical activity and the airport to 

which they are to be applied. For example, it would be unreasonable to apply the minimum standards 

for a fixed-base operator (FBO) at a medium or large hub airport to a general aviation airport serving 

primarily piston-powered aircraft. The imposition of unreasonable requirements illustrates why "fillin-the-blank" minimum standards and the blanket adoption of standards of other airports may not be 

effective. Instead, in Section 2 of this document, the FAA has provided guidance in the form of 

questions and examples to illustrate an approach to the development and implementation of minimum 

standards. It is important that the reader understand that what follows does not constitute a complete 

model for minimum standards, but rather a source of ideas to which the airport sponsor can turn when 

developing minimum standards. 

d. Sponsor Prerogative to Establish Minimum Standards. When the airport sponsor imposes 

reasonable and not unjustly discriminatory minimum standards for airport operations through the use 

of reasonable minimum standards, the FAA generally will not find the airport sponsor in violation of 

the Federal obligations. Considerations for applying those standards may include, but are not limited 

to, the following: 

(1) Apply standards to all providers of aeronautical services, from full service FBOs to single 

service providers; 

(2) Impose conditions that ensure safe and efficient operation of the airport in accordance with 

FAA rules, regulations, and guidance; 

(3) Ensure standards are reasonable, not unjustly discriminatory, attainable, uniformly applied 

and reasonably protect the investment of providers of aeronautical services to meet minimum 

standards from competition not making a similar investment; 

(4) Ensure standards are relevant to the activity to which they apply; and 

(5) Ensure standards provide the opportunity for newcomers who meet the minimum standards 

to offer their aeronautical services within the market demand for such services. 

Note: There is no requirement for inclusion of nonaeronautical activities (such as a restaurant, 

parking or car rental concession) in minimum standards since those activities are not covered under 

the grant assurances or covenants in conveyance of Federal property. 

e. Practical Considerations. 

agreements with aeronautical service providers. While minimum standards implemented in this 

manner can be effective, they also render the airport sponsor vulnerable to the challenges of 

prospective aeronautical service providers on the grounds that the minimum standards are not 

objective. The FAA encourages airport sponsors to publish their minimum standards periodically. 

Minimum standards can be amended periodically over time; however, a constant juggling of 

minimum standards is not encouraged. Notifying aeronautical service providers that the changes to 

Many airport sponsors include minimum standards in their lease 

AC 150/5190-7 8/28/2006 ! !$!&!$C$4!#!0$D!#00D6

EFHIPIQRSTUVWTUTXYX`abUcbdceFf%#C&'"999$!#! #g$%9$ $!&

# !$$%'! $&! !$ 0$%! !$!&!$C$D!#' !$"C 9$!$$%

! ' $6h99$!#! #%$!& #$$%'0! !$!&!$C$D!#$%! ' $$ 8%%$%D! $4!''@ i!9'&g$8 !!4&$!''&D$%999$!#! #

0 !0i#	4!' !$ 1@p)2!$!9#9 &! "%4! ' $$!" !&!C!$! ' $ C" ' 9! &D'$	'8 #!  !0$67%9'$0 !!4& q 9$&&$ !$8%Dr0&&	

	$%	4&!5s999$!#! #!#$%4&!5$!#'$0$!#! #0$% ! ' $9!D$4

00$C6t$!#gA$0$%#9$g$%@%!' C##"#!$%0 90

q$!#i!9'&$&&$ !$!!'' !%$$%#C&'9$!#9'&9$!$0999 $!#! #6t$9' $!$$%!$$% !# # $!#$%!$8%!$0&&8#$$$$!9'&$

9#&0 999$!#! #g4$ !$% ! 0#!$8%%$%! ' $' !$ 8% #C&'"999$!#! #6

cF`SRUeRdudIdRVbaTPIaRveabwQTexWTUTXYX`abUcbdceFf%$%! ' $' 9'

 !!4&!#$B$&D# 9!$ D999$!#! #0 ! ' $' !$$% "%$%

0 !!4&999$!#! #g$%@" !&&D8&&$0#$%! ' $' C&!$0

$%@# !&4&"!$6# !$0 !''&D"$%$!#! #9!D&#g4$! $&9$# $g$%0&&8"y

''&D$!#! #$!&&' C# 0! !$!& Cg0 90&& C@p)$"&

 C' C# 

t9'#$$%!$ !0!#00$' !$0$%! ' $! #!8$% @ &g "&!$g!#"#!

 $!#! #!  !!4&g$B$&D# 9!$ Dg!$$!!4&g0 9&D!''&# !# !!4&D' $$$%C$9$0' C# 0! !$!& C$9$999 $!#! #0 99'$$$9!5"!9&! C$9$

 $!#! #!  &C!$$$%!$C$D$8%%$%D!''&D!#

 $!#! #' C#$%'' $$D0 89 8%9$$%999$!#! #

$00 $% ! !$!& C8$%$%9! 5$#9!#0 % C6

RaI7%  q 9$0 &0! !$!&!$C$1%!! $! !$g

'! 5" !  $!&2999$!#! #$%!$C$! $C ## 

$%" !$! ! C!$CD!0@# !&' ' $D6

IFudbEaTEbQRUeTcIdbaTRUeFh!D! ' $' ϧ$!#! #$% &!

!" 9$8$%! !$!& C' C# 6f%&999$!#! #9'&9$#$%

9! !400$Cg$%D!& # $%! ' $' C& !4&$$%%!&&"0

' '$C! !$!& C' C# $%" #$%!$$%999$!#! #! $

4B$C67%@ !"! ' $' $'4&%$% 999$!#! #' #!&&D6

h99$!#! #!4!9##' #!&&DC $9%8C g!$!$B""&"0

999$!#! #$ !"#6$0D"! !$!& C' C# $%!$$%%!"$ 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 81 of 91
 	
	  ! !"#$!#%"&"'()#0&""!#1("!%1"#00"!" #&"$2(11 01(""!("!11"$1"#01&3"4!$#!$##!1$!#% "0#!$"!# 1!"%"5#0&"

 ! #"!"&&" ! 1#"#2"!"#2("46#0#"!#!"!"1"$%"

"%!

5 

minimum standards are to improve the quality of the aeronautical service offered to the public can 

facilitate earlier acceptance of changes. An airport sponsor can provide for periodic reviews of the 

minimum standards to ensure that the standards continue to be reasonable. To foster a more receptive 

environment, the FAA encourages airport sponsors to include aeronautical users in the process 

leading to changes in minimum standards. 

f. Factors to Consider. Numerous factors can and should be considered when developing minimum 

standards. Airport sponsors may avoid unreasonable standards by selecting factors that accurately 

reflect the nature of the aeronautical activity under consideration. It is impossible for the FAA to 

present every possible factor necessary for a task, mostly because of the vast differences that exist 

between individual airports. Obvious factors one should consider are: 

(1) What type of airport is at issue? Is it a large airport or a small rural airport? Will the 

airport provide service to only small general aviation aircraft or will it serve high performance 

aircraft and air taxi operators as well? 

(2) What types of aeronautical activities will be conducted on the airport? 

(3) How much space will be required for each type of aeronautical activity that may 

prospectively operate at the airport? 

(4) What type of documentation will business applicants be required to present as evidence of 

financial stability and good credit? 

(5) To what extent will each type of aeronautical activity be required to demonstrate 

compliance with sanitation, health, and safety codes? 

(6) What requirements will be imposed regarding minimum insurance coverage and indemnity 

provisions? 

(7) Is each minimum standard relevant to the aeronautical activity for which it is to be 

applied? 

g. New Versus Existing Aeronautical Service Providers. Airport sponsors are encouraged to 

develop minimum standards for new aeronautical business ventures it desires to attract to the airport. 

Minimum standards may be part of a competitive solicitation to encourage prospective service 

providers to be more responsive in their proposals. Minimum standards can be modified to reflect the 

airport's experience and to be watchful for new opportunities (i.e. such as Specialized Aviation 

Service Operations (SASOs)). Minimum standards should be updated to reflect current conditions 

that exist at the airport and not those that existed in the past. In any case, once an airport sponsor 

receives a proposal for a new aeronautical business, it must ascertain whether the existing minimum 

standards can be used for the new business or new minimum standards should be developed to better 

fit the new business venture. However, in all cases, the airport sponsor must ensure that in changing 

minimum standards for whatever reason, it is not applying unreasonable standards or creating a 

situation that will unjustly discriminate against other similarly situated aeronautical service providers. 

The FAA stands by the principle that once minimum standards have been established, airport 

sponsors must uniformly apply them to all similarly situated aeronautical service providers. Some 

points of consideration are as follows: 

(1) Can new minimum standards be designed to address the needs of both existing and future 

aeronautical business? If not, can a tiered set of minimum standards be developed to address the 

8/28/2006 AC 150/5190-7 #"7&"8"1#!3"!$#!$##!#1( ""!#1("!&"$!#1"

(" 3#1&3" ! 4

9@BCDEFGHEFIFPHQRSG@T"!#01#!1 &#( 2"1# "!" 5&" "%"(#$3  ! 4!$#!$##!)%# !"#2(" ! 2)"("1301#!&11!"() !"0("1&"!"#0&""!#1(1%) "!1# "!#4U$#2("0#!&"8# $!"""%"!)$#2("01#!"1"!)0#!V7#()2"1"#0&"% 00"!"1"&"W

2"5"" % (!$#!4X2%#01#!#"&#( 1# "!!"Y

`abc&)$"#0!$#!"dU(!3"!$#!#!((!!(!$#!dc((&"

!$#!$!#% ""!%1"##()((3""!(%#!1!0#!5(("!%"&3&$"!0#!1"

!1!0 !W#$"!#!5"((d

`ebc&)$"#0"!#1(1%"5((2"1# 1" #&"!$#!d

`fbg#51&$1"5((2"!"'!" 0#!"1&)$"#0"!#1(1%)&) $!#$"1%"()#$"!"&"!$#!d

`hbc&)$"#0 #1"#5((2"$$(12"!"'!" #$!"""% "1"#0

01(2() 3## 1!" d

`ib6#5&"W"5(("1&)$"#0"!#1(1%)2"!"'!" # "#!"

1#$(1"5&"(&7 0")1# "d

`pbc&!"'!""5((2"$#" !"3! 3!1"1#%"!3"  ") $!#%#d

`qbU"1& ! !"("%#&""!#1(1%)0#!5&1"

$$(" d

r@sStuSGHvHwxQHEQPrySGFPCvEQDCSGQDSGFQRSGH@!$#!$##!!""1#!3" # "%"(#$ ! 0#!"5"!#1(2"%"!" "!"#!1#&"!$#!4

 ! )2"$!#01#$"%"#(1##"1#!3"$!#$"1%""!%1"

$!#% "!#2"#!"!"$#%"&"!$!#$#(4 ! 12"# 0" #!"0("1&"

!$#!"W$"!"1" #2"51&0(0#!"5#$$#!"4"41&$"1(" %# "!%1"X$"!#X4 ! &#( 2"$ " #!"0("11!!"1# #

&"W&"!$#! #&#"&"W" &"$4U)1"7#1"!$#!$##!

!"1"%"$!#$#(0#!"5"!#1(2"71"!5&"&"!&""W3  ! 12"" 0#!&""52"#!"5 ! &#( 2" "%"(#$" #2""!

0&""52"%"!"4g#5"%"!7((1"7&"!$#!$##!"!"&1&33  ! 0#!5&"%"!!"#7#$$()3!"#2(" ! #!1!"3

#&5((() 1!"3#&"!(!()" "!#1("!%1"$!#% "!4

6&"8 2)&"$!1$("" ! &%"2"""2(&" 7!$#!

$##!0#!()$$()&"#(((!()" "!#1("!%1"$!#% "!4#"

$##01# "!#!"0#((#5Y

`ab"5 ! 2" "3" # !"&""" #02#&"W3 0!"

"!#1(2"dU0#71"!" "#0 ! 2" "%"(#$" # !"&"




Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 82 of 91
	
   !" #$%&'&%(%)$0%!!"%1#%!%&#'%#&'#0%#(#2%33#456 )$%'0%#1'"17#1"#0"(%#17%17"! "#&%"&"!#0& #0456)$%'0%#1#0 #'8	7#1"#0"(%#1 #'''"1#"'(%% #%"&"!9@

ABC

6 

same type of aeronautical activity but differ significantly in scale and investment (i.e. an FBO 

building large hangars and serving high performance aircraft and a second FBO building and 

only T-hangars and serving only smaller general aviation aircraft)? 

(2) Was the minimum standard created under a lease agreement (with a specific aeronautical 

service provider) so the subject standard may not be reasonable if applied to other aeronautical 

service providers? 

(3) Has conformance to the minimum standards been made a part of the contract between the 

aeronautical service provider and the airport sponsor? 

(4) Has the financial performance of the airport improved or declined since the time the 

minimum standards were implemented? 

1.3. MINIMUM STANDARDS APPLY BY ACTIVITY. 

Difficulties can arise if the airport sponsor requires that all businesses comply with all provisions of 

the published minimum standards. An airport sponsor should develop reasonable, relevant, and 

applicable standards for each type and class of service. 

Specialized Aviation Service Operations. When specialized aviation service operations 

(SASOs), sometimes known as single-service providers or special FBOs, apply to do business on an 

airport, "all" provisions of the published minimum standards may not apply. This is not to say that all 

SASOs providing the same or similar services should not equally comply with all applicable 

minimum standards. However, an airport should not, without adequate justification, require that a 

service provider desiring to provide a single service or less than full service also meet the criteria for 

a full-service FBO. Examples of these specialized services may include aircraft flying clubs, flight 

training, aircraft airframe and powerplant repair/maintenance, aircraft charter, air taxi or air 

ambulance, aircraft sales, avionics, instrument or propeller services, or other specialized commercial 

flight support businesses. Airport sponsors generally do not allow fuel sales alone as a SASO, but 

usually require that fuel sales be bundled with other services. 

a. 

b. Independent Operators. If individual operators are to be allowed to perform a single-service 

aeronautical activity on the airport (aircraft washing, maintenance, etc.), the airport sponsor should 

have a licensing or permitting process in place that provides a level of regulation and compensation 

satisfactory to the airport. Frequently, a yearly fee or percentage of the gross receipts fee is a 

satisfactory way of monitoring this type of operation. 

c. Self-Fueling and Other Self-Service Activities. Since self-service operations performed by 

the owner or operator of the aircraft using his or her own employees and equipment are not 

commercial activities, the FAA recommends that airport sponsor requirements concerning those noncommercial activities be separate from the document designed to address commercial activities. 

Airport rules and regulations or specific language in leases can better address requirements 

concerning self-service operations and other airport activities. 

Self-fueling means the fueling or servicing of an aircraft (i.e. changing the oil, washing) by the owner 

of the aircraft with his or her own employees and using his or her own equipment. Self-fueling and 

other self-services cannot be contracted out to another party. Self-fueling implies using fuel obtained 

by the aircraft owner from the source of his/her preference. As one of many self-service activities that 

can be conducted by the aircraft owner or operator by his or her own employees using his or her own 

equipment, self-fueling, differs from using a self-service fueling pump made available by the airport, 

AC 150/5190-7 8/28/2006 E7%#%$#0"0&"0$#0"'1"#2F%7&%!%&" #$%&'

"(%&" (%0"9 7$)G�"0# )" #)'%!'%0  7"" #$%&'

"(%&" (%0"@

AHCI& #! "#& 7%#%$#0"0)#0" !7& #"&)F#7

" #$%&'"(%&" (%0"#07%" " # "@

APCI7!%##&%'"! "#& !7%" "%" (0 "0&'%#0%#&7%7

%#%$#0"0F"%'#0@

QRHRSTUTSVSWXYU`Ya`WYbbcdedYfXTgTXdR

h%!!%&$'%&#"%%!7%" " # ""i$%"7'')$%#& 'F%7''" (%% # !

7$)'%70%#%$#0"03#%" " # "7 $'00(' " #)'p"'(#p#0 '%&)'#0"0! "&7#0&' !"(%&3

qRWrstuqvuwsxYyuquWsyutsrsquRE7#&%'%0(%% #"(%& "% #

269p %# F#%#1'	"(%&" (%0" "&%'456p' 0 )$%# ## %" "p''" (%% # !7$)'%70%#%$#0"0# '387%%#  7''

6" (%0%#17 "%%'""(%&7 $'0# i$''& 'F%7'''%&)'

%#%$#0"03I F("p#%" "7 $'0# pF%7 $0i$G$%!%&% #p"i$%"7

"(%&" (%0"0%"%#1 " (%0%#1'"(%& "'7#!$''"(%&' 7&"%"%! "

!$''	"(%&4563' !7&%'%0"(%&%#&'$0%"&"!!'%#1&'$)p!'%17

"%#%#1p%"&"!%"!"#0 F"'#"%"%###&p%"&"!&7""p%"% "%"

)$'#&p%"&"!'p(% #%&p%#"$# "" ''""(%&p " 7"&%'%0& "&%'

!'%17$ ")$%#3%" " # "1#"''0 # '' F!$''' #6p)$

$$''"i$%"7!$''))$#0'0F%7 7""(%&3

RTxsrsxsrsqR!%#0%(%0$' " "" )'' F0 "! "%#1'	"(%&

" #$%&'&%(% #7%" "2%"&"!F7%#1p%###&p&39p7%" " # "7 $'0 7('%&#%#1 ""%%#1" &%#'&7" (%0'(' !"1$'% ##0& #% # %!& " 7%" "34"i$#'p"'! "" !71" "&%!%

%!& "F ! #% "%#17% ! "% #3

tRWsvsvuqxdsWsvWsyutsYtuyuusR%#&'!	"(%& "% #"! "0) 7 F#" " " " !7%"&"!$%#17% "7" F#' #0i$%#"# 

& "&%'&%(%%p74"& #07%" " # ""i$%"#& #&"#%#17 # #	 & "&%'&%(%%)"!" 70 &$#0%1#0 00"& "&%'&%(%%3

%" ""$'#0"1$'% # "&%!%&'#1$1%#'&#)"00""i$%"#

& #&"#%#1'!	"(%& "% ##0 7"%" "&%(%%3

'!	!$'%#1#7!$'%#1 ""(%&%#1 !#%"&"!2%33&7#1%#17 %'pF7%#19)7 F#"

 !7%"&"!F%77% "7" F#' #0$%#17% "7" F#i$%#3'!	!$'%#1#0 7"'!	"(%&&## )& #"&0 $ # 7""3'!	!$'%#1%'%$%#1!$' )%#0 )7%"&"! F#"!" 7 $"& !7%7""!"#&3 # !#'!	"(%&&%(%%7

&#)& #0$&0)7%"&"! F#" " " ")7% "7" F#' $%#17% "7" F# i$%#p'!	!$'%#1p0%!!"!" $%#1'!	"(%&!$'%#1$0(%')')7%" "p



Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 83 of 91
 	
	  !"#$%& '#$ ('#) 012 !& 3& %3& '#$ 3! %#4(!5(#&$55 $#%

$"#'#"6)#&"$&#)  )& %33! %#4&) 3# )2  #0

7)

7 

an FBO or an aeronautical service provider. The use of a self-service fueling pump is a commercial 

activity and is not considered self-fueling as defined herein. 

In addition to self-fueling, other self-service activities that can be performed by the aircraft owner 

with his or her own employees includes activities such as maintaining, repairing, cleaning, and 

otherwise providing service to an aircraft, provided the service is performed by the aircraft owner or 

his/her employees with resources supplied by the aircraft owner. Title 14 Code of Federal 

Regulations (CFR) Part 43 permits the holder of a pilot certificate to perform specific types of 

preventative maintenance on any aircraft owned or operated by the pilot. 

1.4. THROUGH THE FENCE OPERATOR. The owner of an airport may, at times, enter into an 

agreement (i.e. access agreement or lease agreement) that permits access to the public landing area by 

independent operators offering an aeronautical activity or to owners of aircraft based on land adjacent 

to, but not a part of, the airport property. However, a through-the-fence operation could undermine an 

airport's minimum standards unless the airport sponsor is careful to apply its minimum standards 

through an airport access agreement, including conditions to protect the airport's ability to meet all of 

its Federal obligations. 

a. No Obligation to Permit Through-the-Fence. The obligation to make an airport available for the 

use and benefit of the public does not require the airport sponsor to permit ground access by aircraft 

from adjacent property. Through-the-fence arrangements can place an encumbrance upon the airport 

property and reduce the airport's ability to meet its Federal obligations. As a general principal the 

FAA does not support agreements that grant access to the public landing area by aircraft stored and 

serviced off-site on adjacent property. 

In some cases, however, the airport sponsor may opt to grant through-the-fence access, but it should 

do so on a case-by-case basis and only when the airport retains its ability to meet its Federal 

obligations. To minimize the possibility of conflict between a through-the-fence agreement and the 

airports' ability to meet its Federal obligations, the airport sponsor must retain the legal right to 

require the off-site property owner or party granted access to the airport to conform in all respects to 

the requirements of any existing or proposed grant agreement or Federal property conveyance 

obligation. This includes requirements to ensure operating safety and equitable compensation for use 

of the airport. Special safety and operational requirements should be incorporated into any access 

agreement to ensure that the through-the-fence access does not complicate the control of vehicular 

and aircraft traffic or compromise the security of the airfield operations area. 

Proposed new agreements granting access to a public landing area from off-site locations should be 

reported to the FAA Regional Airports Division with a full statement of the circumstances and a copy 

of the proposed through-the-fence or access agreement so the FAA can review it for consistency with 

the airport sponsor's Federal obligations and incorporate it into the current Airport Layout Plan 

(ALP). 

b. Access Agreement. Any through-the-fence access should be subject to a written agreement 

between the airport sponsor and the party granted access. The access agreement should specify what 

specific rights of access are granted; payment provisions that provide, at a minimum, parity with 

similarly situated on-airport tenants and equitable compensation for the use of the airport; expiration 

date; default and termination provisions; insurance and indemnity provisions; and a clear statement 

that the access agreement is subordinate to the grant assurances and/or Federal property conveyance 

obligations and that the sponsor shall have the express right to amend or terminate the access 

agreement to ensure continued compliance with all grant assurances and Federal property conveyance 

obligations. 

8/28/2006 AC 150/5190-7 )#"#"& %33! %#48"2 & %3& '#$ $"#'#"# &"2"$9 ( 35 )96"2 #$3"@ 

@#"22#&2 @ 5(%6 &#$%!) &$"#'#"# &&!$2&5#"##48 (##48$% #48) "2 @#& ('#)#4& '#$ "#$3"8('#) )"2 & '#$ #&( 35 )96"2 #$3"@ 

2#&2  5(%6 &@#"2 &!$ &&!((%# )96"2 #$3"@ 01#"% 	A) 3 ) %

B 4!%"#&CBDE"AF( 5#"&"2 2%) 3(#%"$ "#3#$" "( 35&( $#3#$"6( &3

( ' ""#' 5#" $ 6#$3"@ )( " )96"2 (#%"0

GHIHQRSTUVRQRWXWY`WTaWSbQTS012 @ 3#("568""#5 &8 " #" 4 5 "C#0 0$$ &&4 5 "% & 4 5 "D"2"( 5#"&$$ &&""2 (!9%#$%)#4 96 #) ( ) "( "&33 #4 !"#$%$"#'#"6"@ &3#$3"9& )%))c$ "

"89!""("38"2 #("(( "6Hd@ ' 8"2!42"2 3 $ ( "#$!%)!) 5#  #("e&5##5!5&"))&!% &&"2 #("&(&#&$ 3!%"((%6#"&5##5!5&"))&

"2!42#("$$ &&4 5 "8#$%!)#4$)#"#&"(" $""2 #("e&9#%#"6"5 "%%3

#"& ) %9%#4"#&0

fHYgThipqfrpgsrgatuvprQwugxqwyrwtyXtstH12 9%#4"#"5 #("'#%9% 3"2 

!& )9  3#"3"2 (!9%#$) &" !# "2 #("&(&"( 5#"4!)$$ &&96#$3"

35)c$ "(( "6012!42"2 3 $ 4 5 "&$(%$  $!59$ !("2 #("

(( "6) )!$ "2 #("e&9#%#"6"5 "#"& ) %9%#4"#&0&4  %(#$#(%"2 

) &"&!(("4 5 "&"2"4"$$ &&""2 (!9%#$%)#4 96#$3"&" )) & '#$ )33&#" )c$ "(( "60

7&5 $& &82@ ' 8"2 #("&(&56(""4""2!42"2 3 $ $$ &&89!"#"&2!%) )&$& 96$& 9&#&)%6@2 "2 #(" "#&#"&9#%#"6"5 "#"& ) %

9%#4"#&015##5# "2 (&	#%#"63$3%#$"9 "@ "2!42"2 3 $ 4 5 ")"2 

#("&e9#%#"6"5 "#"& ) %9%#4"#&8"2 #("&(&5!&" "#"2 % 4%#42""  !# "2 33&#" (( "6@ ("64" )$$ &&""2 #(""$35#%% &( $"&" "2  !# 5 "&36 #&"#4((& )4"4 5 " ) %(( "6$' 6$ 

9%#4"#012#&#$%!) & !# 5 "&" &! ( "#4&3 "6) !#"9% $5( &"#3!& 

3"2 #("0( $#%&3 "6)( "#% !# 5 "&&2!%)9 #$(" )#"6$$ &&

4 5 "" &! "2""2 "2!42"2 3 $ $$ &&) &"$5(%#$" "2 $"%3' 2#$!%

)#$3""33#$$5(5#& "2 & $!#"63"2 #3# %)( "#& 0

E(& ) @4 5 "&4"#4$$ &&"(!9%#$%)#4 3533&#" %$"#&&2!%)9 

 (" )""2 B 4#%#("&#'#&#@#"23!%%&"" 5 "3"2 $#$!5&"$ &)$(6 3"2 ((& )"2!42"2 3 $ $$ &&4 5 "&"2 $ '# @#"3$&#&" $6@#"2 "2 #("&(&e& ) %9%#4"#&)#$(" #"#""2 $! "#("6!"E% CED0

hHbtbquttvtsrH6"2!42"2 3 $ $$ &&&2!%)9 &!9c $""@#"" 4 5 "

9 "@ "2 #("&(&)"2 ("64" )$$ &&012 $$ &&4 5 "&2!%)&( $#36@2"

&( $#3#$#42"&3$$ && 4" )(65 "('#&#&"2"('#) 8"5##5!58(#"6@#"2 #%%6&#"!" )#("" "&) !#"9% $5( &"#3"2 !& 3"2 #(" (#"# )" ) 3!%")" 5#"#('#&#&#&!$ )#) 5#"6('#&#&)$% &"" 5 "

"2""2 $$ &&4 5 "#&&!9)#" ""2 4"&&!$ &) ) %(( "6$' 6$ 

9%#4"#&)"2""2 &(&&2%%2' "2  ( &*""5 )" 5#" "2 $$ &&

4 5 "" &! $"#! )$5(%#$ @#"2%%4"&&!$ &) ) %(( "6$' 6$ 

9%#4"#&0



Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 84 of 91
	
   !"#$%&'()012(%#$!$3!1%(#($1!3%!$3%#%!1&#(!#% %4'1 $1%#$%3$3!%3%(1 #"#$%!'%0$ !"#$45%#3!$5$%#%$!67$

1#%&!

8 

The access agreement should have a fixed contract period and the airport sponsor is under no 

obligation to accept a proposed assignment or sale of the access agreement by one party to another. It 

is encouraged that airport sponsors expressly prohibit the sale or assignment of its access agreement. 

1.5. RESERVED. 

SECTION 2. GUIDANCE ON DEVELOPING MINIMUM STANDARDS 

2.1. SAMPLE QUESTIONS. As a guide for the airport sponsor, the following series of questions 

are provided to address some of the various types of specific services or activities frequently offered 

to the public: 

a. Fuel Sales. The on-airport sale of fuel and oil requires numerous considerations that include, but are 

not limited to, the physical requirements for a safe and environmentally sound operation. Some 

recommended considerations are listed below: 

(1) Where on the airport will the fuel tanks be installed? Who will control access to the 

fueling site? What parties will be granted access to the site to receive fueling services? 

(2) Will fuel tanks be installed above or below ground? Will fuel trucks be utilized to fuel 

remotely parked aircraft? 

(3) Will the fueling operator have sufficient fuel capacity and types of fuel to accommodate 

the mix of aircraft using the airport? 

(4) How many days' supply of fuel will be available on airport? Are provisions to resupply 

the on-airport fuel tanks sufficient to ensure a continuous fuel supply? 

(5) Will the fueling operator have suitable liability insurance and indemnify the airport 

sponsor for liability for its fueling operation, including fuel spills and environmental 

contamination? 

b. Personnel Requirements. An aeronautical service provider's need for personnel will be dictated 

by the size of the airport and the public demand for aeronautical services. In all instances, an airport 

sponsor will be well advised to ensure that aeronautical service providers have sufficient personnel to 

run their operation safely and meet aeronautical demand for the services in question. Naturally, the 

personnel requirements will vary with the specific aeronautical service being offered. 

(1) How many fully trained and qualified personnel will be available each day and over 

what hours to provide aeronautical services? Will this reasonably meet the demand by 

aeronautical users? 

(2) Describe the training and qualifications of personnel engaged in the services provided 

to aeronautical users. 

c. Airport and Passenger Services. This is a necessary consideration in those instances where the 

airport has aeronautical service providers engaged in handling services for air carrier and/or cargo 

carriers that do not provide their own support personnel on-site: 

AC 150/5190-7 8/28/2006  ($$1!3%!$3%#%!23!'53!%141$$'%!1 #"#$%01$ !"#$6

89@9BCDCBECF9

DCGHIPQR9STIFUQGCPQFCECVPWIQSXIQIXTXDHUQFUBFD R989DUXWVCYTCDHIPQD9 &1(0%!$1!3%!$3%#%!`$0%''%a1# !1%0b&$1%#

!3!%)1(($%((!%"%0$)!1%&$53%03101!)1%!$1)1$10!b&#$'5%00!( $%$3&4'1c

d9efghDdhgi9%#	1!3%!$'%00&'#(%1'!b&1!#&"!%&%#1(!$1%#$$1#'&(`4&$!

#%$'1"1$($%`$351'!b&1!"#$0%!0#(#)1!%#"#$''5%&#(%3!$1%#6p%"

!%""#((%#1(!$1%#!'1$(4'%ac

q8rs!%#$1!3%!$a1''$0&'$#t41#$''(us%a1''%#$!%'$%$

0&'1# 1$us$3!$1a1''4 !#$($%$1$$%!1)0&'1# !)1u

qRrs1''0&'$#t41#$''(4%)%!4'%a !%&#(us1''0&'$!&t4&$1'1v($%0&'

!"%$'53!t(1!!0$u

qwrs1''$0&'1# %3!$%!)&0011#$0&'31$5#($53%00&'$%%""%($

$"12%01!!0$&1# $1!3%!$u

qxry%a"#5(5&33'5%00&'a1''4)1'4'%#1!3%!$u!3!%)11%#$%!&33'5 $%#	1!3%!$0&'$#t&0011#$$%#&!%#$1#&%&0&'&33'5u

q@rs1''$0&'1# %3!$%!)&1$4''141'1$51#&!##(1#("#105$1!3%!$

3%#%!0%!'141'1$50%!1$0&'1# %3!$1%#`1#'&(1# 0&'31''#(#)1!%#"#$'

%#$"1#$1%#u

9WgighBgfggi9#!%#&$1'!)13!%)1(!#(0%!3!%##'a1''4(1$$( 45$1v%0$1!3%!$#($3&4'1("#(0%!!%#&$1'!)167#''1#$#`#1!3%!$

3%#%!a1''4a''()1($%#&!$$!%#&$1'!)13!%)1(!)&0011#$3!%##'$% !&#$1!%3!$1%#0'5#("$!%#&$1'("#(0%!$!)11#b&$1%#6$&!''5`$

3!%##'!b&1!"#$a1'')!5a1$$3101!%#&$1'!)141# %00!(6

q8ry%a"#50&''5$!1#(#(b&'101(3!%##'a1''4)1'4'(5#(%)!

a$%&!$%3!%)1(!%#&$1'!)1us1''$1!%#4'5"$$("#(45 !%#&$1'&!u

qRr!14$$!1#1# #(b&'101$1%#%03!%##'#  (1#$!)13!%)1((

$%!%#&$1'&!6

9UdWdiiggDggi911#!5%#1(!$1%#1#$%1#$#a!$

1!3%!$!%#&$1'!)13!%)1(!#  (1##('1# !)10%!1!!!1!#(%!! % !!1!$$(%#%$3!%)1($1!%a#&33%!$3!%##'%#	1$c



Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 85 of 91
 	
	  !"#$%&"'( )(0$$12"34$5(%5#'$!"6$'78 (0%8 !$%5#8$& 99"5@A(0%(9"&&8$

3 !"#$#8B(0$%$ 5%2("6%&'$!"6$3 !"#$C"56&2#"5@@ 25#3 9$25"('D !$5"@0(

3%E"5@%$%'C( 9"5@$12"34$5(C'(%($'C$4 ($("$# 95%$%'CF%6E'C GB@$5C6 43$''$#

9 

(1) Provide a list of the equipment and services (both above and below wing) that will be 

provided by the aeronautical service provider, including ground power units, over night 

parking areas, towing equipment, starters, remote tie-down areas, jacks, oxygen, compressed 

air, tire repair, sanitary lavatory service, ticketing and passenger check-in services, office and 

baggage handling services and storage space. 

(2) What provisions have been made regarding passenger conveniences and services? 

(a) Access to passenger loading bridges/steps, sanitary rest rooms, boarding hold 

rooms, telephones, food and beverage service, and other passenger concessions. 

(b) Access to concession and ground transportation services for the benefit of 

passengers and/or crewmembers. 

d. Flight Training Activities. On-airport flight training can be provided by the airport sponsor/owner 

or by a service provider. The minimum standards imposed on flight instruction operations should 

take the following information into consideration: 

(1) What type of flight training will the service provider offer? 

(2) What arrangements have been made for the office space the school is required to maintain 

under 14 CFR 141.25? What is the minimum amount of classroom space that the service 

provider must obtain? 

(3) Will flight training be provided on a full-time or part-time basis? 

(4) What type of aircraft and how many will be available for training at the on-airport 

location? 

(5) What provisions have been made for the storage and maintenance of the aircraft? 

(6) What provisions will be made for rest rooms, briefing rooms, and food service? 

(7) What coordination and contacts exist with the local Flight Standards District Office? 

e. Aircraft Engine/Accessory Repair and Maintenance. The applicant for an on-airport repair 

station is subject to several regulatory requirements under 14 CFR Part 145 Repair Stations. 

Depending on the type and size of the proposed repair station, the following questions may provide 

helpful guidelines: 

(1) What qualifications will be required of the repair station employees? Typically, the 

holder of a domestic repair station certificate must provide adequate personnel who can 

perform, supervise, and inspect the work for which the station is rated. 

(2) What repair station ratings does the applicant hold? 

(3) What types of services will the repair station offer to the public? These services can vary 

from repair to maintenance of aircraft and include painting, upholstery, etc. 

8/28/2006 AC 150/5190-7 %"C("$$3%"C'%5"(%B&%!%( B'$!"6$C("6E$("5@%5#3%''$5@$60$6E"5'$!"6$'C ))"6$%5# 8%@@%@$0%5#&"5@'$!"6$'%5#'( %@$'3%6$H

IP0%(3 !"'" 5'0%!$8$$54%#$$@%#"5@3%''$5@$6 5!$5"$56$'%5#'$!"6$'Q

R66$''( 3%''$5@$& %#"5@8"#@$''($3'C'%5"(%B$'( 4'C8 %#"5@0 &#  4'C($&$30 5$'C) #%5#8$!$%@$'$!"6$C%5# (0$3%''$5@$6 56$''" 5'H

S66$''( 6 56$''" 5%5#@ 25#(%5'3 (%(" 5'$!"6$') (0$8$5$)"( )

3%''$5@$'%5#6$94$48$'H

TUVWXY`abcRXdXdYefaXgXaXhiUp5%"3 ()&"@0((%"5"5@6%58$3 !"#$#8B(0$%"3 ('3 5' 95$

 8B%'$!"6$3 !"#$Hq0$4"5"424'(%5#%#'"43 '$# 5)&"@0("5'(26(" 5 3$%(" 5''0 2&# (%E$(0$) && 9"5@"5) 4%(" 5"5( 6 5'"#$%(" 5r

P0%((B3$ ))&"@0((%"5"5@9"&&(0$'$!"6$3 !"#$ ))$Q

IP0%(%%5@$4$5('0%!$8$$54%#$) (0$ ))"6$'3%6$(0$'60 &"'$12"$#( 4%"5(%"5 25#$	stu	s	H
QP0%("'(0$4"5"424%4 25( )6&%'' 4'3%6$(0%((0$'$!"6$

3 !"#$42'( 8(%"5Q

vP"&&)&"@0((%"5"5@8$3 !"#$# 5%)2&&("4$ 3%(("4$8%'"'Q

wP0%((B3$ )%"6%)(%5#0 94%5B9"&&8$%!%"&%8&$) (%"5"5@%((0$ 5%"3 (

& 6%(" 5Q

xP0%(3 !"'" 5'0%!$8$$54%#$) (0$'( %@$%5#4%"5($5%56$ )(0$%"6%)(Q

yP0%(3 !"'" 5'9"&&8$4%#$) $'( 4'C8"$)"5@ 4'C%5#) #'$!"6$Q

P0%(6 #"5%(" 5%5#6 5(%6('$G"'(9"(0(0$& 6%&t&"@0((%5#%#'"'("6(p))"6$Q

hUeXcfcRadYXdheffhiichRXcRdTRXdahdRdfhUq0$%33&"6%5() %5 5%"3 ($3%"

'(%(" 5"''28F$6(( '$!$%&$@2&%( B$12"$4$5('25#$	stu%(	s
bcde

$3$5#"5@ 5(0$(B3$%5#'"f$ )(0$3 3 '$#$3%"'(%(" 5C(0$) && 9"5@12$'(" 5'4%B3 !"#$

0$&3)2&@2"#$&"5$'r

P0%(12%&")"6%(" 5'9"&&8$$12"$# )(0$$3%"'(%(" 5$43& B$$'QqB3"6%&&BC(0$

0 &#$ )%# 4$'("6$3%"'(%(" 56$(")"6%($42'(3 !"#$%#$12%($3$' 55$&90 6%5 3$) 4C'23$!"'$C%5#"5'3$6((0$9 E) 90"60(0$'(%(" 5"'%($#H

IP0%($3%"'(%(" 5%("5@'# $'(0$%33&"6%5(0 &#Q

vP0%((B3$' )'$!"6$'9"&&(0$$3%"'(%(" 5 ))$( (0$328&"6Qq0$'$'$!"6$'6%5!%B ) 4$3%"( 4%"5($5%56$ )%"6%)(%5#"56&2#$3%"5("5@C230 &'($BC$(6H



Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 86 of 91
	
 

 !"##$%& '"&()"'(00%&%" %)#1) '#&" 1#)12%3"0&%$% %"''141)56"%731"

%'#)1 "& "30)184" !")"$"8" '93(' 93!" @A!"81( 10'#&")"B(%)"34%$$6"

3%)"& $C)"$ "3 1 !"$)7"' % "81)%)&)0  16"'")2%&"3(3") !"1#") 1)D') %7E



10 

(4) Can the applicant secure sufficient airport space to provide facilities so work being done 

is protected from weather elements, dust, and heat? The amount of space required will be 

directly related to the largest item or aircraft to be serviced under the operator's rating. 

(5) Will suitable shop space exist to provide a place for machine tools and equipment in 

sufficient proximity to where the work is performed? 

(6) What amount of space will be necessary for the storage of standard parts, spare parts, raw 

materials, etc.? 

(7) What type of lighting and ventilation will the work areas have? Will the ventilation be 

adequate to protect the health and efficiency of the workers? 

(8) If spray painting, cleaning, or machining is performed, has sufficient distance between the 

operations performed and the testing operations been provided to prevent adverse affects on 

testing equipment? 

Skydiving is an aeronautical activity. Any restriction, limitation, or ban on skydiving 

on the airport must be based on the grant assurance that provides that the airport sponsor may prohibit 

or limit aeronautical use for the safe operation of the airport (subject to FAA approval). The following 

questions present reasonable factors the sponsor might contemplate when developing minimum 

standards that apply to skydiving: 

f. Skydiving. 

(1) Will this activity present or create a safety hazard to the normal operations of aircraft 

arriving or departing from the airport? If so, has the local Airports District Office (ADO) or 

the Regional Airports Office been contacted and have those FAA offices sought the 

assistance from FAA Flight Standards (FS) and Air Traffic (AT) to assess whether safe 

airport operations would be jeopardized? 

(2) Can skydiving operations be safely accommodated at the airport? Can a drop zone be 

safely established within the boundaries of the airport? Is guidance in FAA AC-90-66A 

Recommended Standards Traffic Patterns and Practices for Aeronautical Operations at 

Airports Without Operating Control Towers, 14 CFR Part 105 and United States Parachute 

Association's (USPA) Basic Safety Requirements being followed? 

(3) What reasonable time periods can be designated for jumping in a manner consistent 

with Part 105? What experience requirements are needed for an on-airport drop zone? 

(4) What is a reasonable fee that the jumpers and/or their organizations can pay for the 

privilege of using airport property? 

(5) Has the relevant air traffic control facility been advised of the proposed parachute 

operation? Does the air traffic control facility have concerns about the efficiency and utility 

of the airport and its related instrument procedures? 

(6) Will it be necessary to determine the impact of the proposed activity on the efficiency 

and utility of the airport, related instrument approaches or nearby Instrument Flight Rules 

(IFR)? If so, has FAA Air Traffic reviewed the matter and issued a finding? 

g. Ultralight Vehicles and Light Sport Aviation. The operation of ultralights and light sport aircraft 

are aeronautical activities and must, therefore, be generally accommodated on airports that have been 

AC 150/5190-7 8/28/2006 FG%$$'(% 6$"'!1#'#&""H%'  1#)12%3"#$&"01)8&!%" 11$'3"B(%#8" % '(00%&%" #)1H%8% C 14!")" !"41)5%'#")01)8"3@  IG! 81( 10'#&"4%$$6""&"'')C01) !"' 1)7"10' 3)3#) '9'#)"#) '9)4 8 ")%$'9" &E@

PG!  C#"10$%7! %732" %$ %14%$$ !"41)5)"'!2"@G%$$ !"2" %$ %16"

3"B( " 1#)1 "&  !"!"$ !3"00%&%"&C10 !"41)5")'@

QR0'#)C#% %79&$"%791)8&!%%7%'#")01)8"39!''(00%&%" 3%' &"6" 4"" !"

1#") %1'#")01)8"33 !" "' %71#") %1'6""#)12%3"3 1#)"2" 32")'"00"& '1 "' %7"B(%#8" @

STUVWXY`YabTc5C3%2%7%'")1( %&$& %2% CEC)"' )%& %19$%8%  %191)61'5C3%2%7 1 !"%)#1) 8(' 6"6'"31 !"7) ''()&" ! #)12%3"' !  !"%)#1) '#1'1)8C#)1!%6% 

1)$%8% ")1( %&$('"01) !"'0"1#") %110 !"%)#1) d'(6e"&  1f##)12$gEA!"01$$14%7 B("' %1'#)"'" )"'16$"0& 1)' !"'#1'1)8%7! &1 "8#$ "4!"3"2"$1#%78%%8(8 ' 3)3' ! ##$C 1'5C3%2%7h

iG%$$ !%'& %2% C#)"'" 1)&)" "'0" C!p)3 1 !"1)8$1#") %1'10%)&)0 

))%2%71)3"#) %70)18 !"%)#1) @R0'19!' !"$1&$%)#1) 'q%' )%& r00%&"dqrg1)

 !"s"7%1$%)#1) 'r00%&"6""&1 & "33!2" !1'"f100%&"''1(7!  !"

''%' &"0)18ff$%7! c 3)3'dfcg3%)A)00%&dAg 1''"''4!" !")'0"

%)#1) 1#") %1'41($36"e"1#)3%p"3@

t'5C3%2%71#") %1'6"'0"$C&&18813 "3  !"%)#1) @3)1#p1"6"

'0"$C"' 6$%'!"34% !% !"61(3)%"'10 !"%)#1) @R'7(%3&"%f		 uvwxyyvvwvwwvxvxwvx

xxvbxxxcvdefsf) 3g% "3c  "'f)&!( "

''1&% %1D'dgcfghwviuvjvyv6"%701$$14"3@

kG! )"'16$" %8"#")%13'&6"3"'%7 "301)e(8#%7%8")&1'%' " 

4% !f) @G! "H#")%"&")"B(%)"8" ')"""3"301)1	%)#1) 3)1#p1"@

G! %')"'16$"0"" !  !"e(8#")'31) !"%)1)7%p %1'&#C01) !"

#)%2%$"7"10('%7%)#1) #)1#") C@

dFgl' !")"$"2 %) )00%&&1 )1$0&%$% C6""32%'"310 !"#)1#1'"3#)&!( "

1#") %1@q1"' !"%) )00%&&1 )1$0&%$% C!2"&1&")'61(  !""00%&%"&C3( %$% C 10 !"%)#1) 3% ')"$ "3%' )(8" #)1&"3()"'@

IG%$$% 6""&"'')C 13" ")8%" !"%8#& 10 !"#)1#1'"3& %2% C1 !""00%&%"&C 3( %$% C10 !"%)#1) 9)"$ "3%' )(8" ##)1&!"'1)")6CR' )(8" f$%7! s($"'

dRfsg@R0'19!'f%)A)00%&)"2%"4"3 !"8 ")3%''("30%3%7@

bTmnopqnYbrostrYuntvqaXwYbroUxypoz`YqoYyaTA!"1#") %110($ )$%7! '3$%7! '#1) %)&)0 

)"")1( %&$& %2% %"'38(' 9 !")"01)"96"7"")$$C&&18813 "31%)#1) ' ! !2"6"" 

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 87 of 91
11 

developed with Federal airport development assistance. Airport sponsors are encouraged to consider 

some of the following questions: 

(1) Can ultralight aircraft be safely accommodated at the airport? Is guidance in FAA AC-90-

66A Recommended Standards Traffic Patterns and Practices for Aeronautical Operations at 

Airports Without Operating Control Towers and 14 CFR Part 103 being followed? 

(2) Can all types of Light Sport aircraft be safely accommodated at the airport? 

(3) Will this activity present or create a safety hazard to the normal operations of aircraft 

arriving or departing from the airport? If so, has FAA Flight Standards reviewed the matter 

and issued a finding? 

(4) Will an FAA airspace study be necessary to determine the efficiency and utility of the 

airport when considering the proposed activity? If so, has FAA Air Traffic reviewed the 

matter and issued a finding? 

h. Fractional Aircraft Ownership. Fractional ownership programs are subject to an FAA oversight 

program similar to that provided to air carriers, with the exception of en route inspections. The FAA 

has for a long time and under certain circumstances, interpreted an aircraft owner's right to selfservice to include operators. For example, a significant number of aircraft operated by airlines are not 

owned but leased under terms that give the operator airline owner-like powers. The same is true for 

other aeronautical operators such as charter companies, flight schools, and flying clubs, which may 

not hold title to the aircraft, but through leasing arrangements, for example, retain full and exclusive 

control of the aircraft for long periods of time. The same is true of 14 CFR Part 91 Subpart K. 

Fractional ownership companies are subject to operational control responsibilities, maintenance 

requirements, and safety requirements not unlike 14 CFR Part 135 operators. For additional 

information on fractional ownership, contact your local Flight Standards District Office. 

i. Other Requirements. When drafting minimum standards documents, airport sponsors may have to 

take into account other Federal, state, and local requirements. This includes Federal requirements and 

guidance by the Transportation Safety Administration (TSA) and the Environmental Protection 

Agency (EPA), state requirements such as aircraft registration (in some states) and local fire 

regulations. For guidance on matters such as these, please contact the FAA's Airports District Office 

(ADO) in your area and/or state aviation agency. A listing of ADOs can be found at 

http://www.faa.gov/airports airtraffic/airports/regional guidance/, 

regarding state aviation agencies is available at http://www.nasao.org/. 

Information and contacts 

2.2. THROUGH 2.5. RESERVED. 

8/28/2006  AC 	
150/5190-7 
	  !"#$%% $$!&'!%(( (!%')0 $$!('($(%$')1$%2!)'( $

(&3!"3 '241(! '(5

678%'1!$% 2"!% $)$%3!9(%3@%))&&%!%!!"% $$!AB(21 %') '# CDEFGGDHIDIQRSHISTIUVTSWWXEYSRRDTHUSHIYTSERXEDUWFT`DTFHSaRXESbcdDTSRXFHUSR

`XTdFTRUeXRfFaRcdDTSRXHghFHRTFbVFiDTU%'	p#qr%$!	s9 '23A

6t8%'%!@(3u 2"!v$!% $)$%3!9(%3@%))&&%!%!!"% $$!A

6w8x !" (%)!  !@$('!$)$%!%(%3!@"%y%$!!"'$&%$%! '(3% $)$%3!

%$$  '2$%$! '23$&!"% $$!AB3("%(## 2"!v!%'%$($ !"&%!!$

%' ((1%3 ' '2A

68x %'#% $(%)(!1@9')((%$@!!$& '!"33 ) ')@%'1!  !@3!"

% $$!"')'( $ '2!"$(%)!  !@AB3("%(# $$%33 )$ !"

&%!!$%' ((1%3 ' '2A

cd#$%)! '%'$(" $2$%&(%$(19e)!!%'#$( 2"!

$2$%&( & %$!!"%!$ !% $)%$$ $( !"!"f)! '3'$1! '()! '(0"# "%(3$%'2! &%'1'$)$!% ') $)1&(!%')( '!$$!%'% $)$%3!'$g($ 2"!!(3

($ )! ')1$%!$(0#$f%&%( 2' 3 )%'!'1&9$3% $)$%3!$%!9@% $ '(%$'!

'91!%(1'$!$&(!"%!2 !"$%!$% $ ''$ h$(0"(%& (!$13$

!"$%$'%1! )%$%!$((1)"%()"%$!$)&%' (3 2"!()"(%'3@ '2)19(" )"&%@ '!"! !!!"% $)$%3!91!!"$12"%( '2%$$%'2&'!(3$f%&$!% '31%'f)1( 

)'!$3!"% $)$%3!3$'2$ (3! &0"(%& (!$13	p#qr%$!	v19%$!i0

#$%)! '%'$(" )&%' (%$(19e)!!$%! '%)'!$$('( 9  ! (&% '!'%')

$41 $&'!(%'(%3!@$41 $&'!('!1' h	p#qr%$!	s
$%!$(0#$% ! '%

 '3$&%! ''3$%)! '%'$(" )'!%)!@1$)%# 2"!v!%'%$(j (!$ )!k33 )0

lmnocx"'$%3! '2& ' &1&(!%'%$()1&'!(% $$!('($(&%@"%! !%h '!%))1'!!"$#$%(!%!%')%$41 $&'!(0" ( ')1(#$%$41 $&'!(%' 21 %')9@!"$%'($!%! 'v%3!@& ' (!$%! 'pvq%'!"r' $'&'!%r$!)! ' 2')@prrq(!%!$41 $&'!((1)"%(% $)$%3!$2 (!$%! 'p '(&(!%!(q%')%3 $

$21%! '(0#$21 %')'&%!!$((1)"%(!"(%()'!%)!!"#g( $$!(j (!$ )!k33 )

pjkq '@1$%$%%'$(!%!% %! '%2')@0 (! '23jk()%'931'%!

"!!503%%02% $$!(s% $!$%33 )% $$!($2 '%s21 %')0B'3$&%! ' %' )'!%)!(

$2%$ '2(!%!% %! '%2') ( (%% %9%!"!!50'%(%0$20

tttulvwutxlyzyl{y|

		

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 88 of 91
12 

APPENDIX 1. DEFINITIONS 

1.1. The following are definitions for the specific purpose of this AC. 

a. Aeronautical Activity. Any activity that involves, makes possible, or is required for the 

operation of aircraft or that contributes to or is required for the safety of such operations. Activities 

within this definition, commonly conducted on airports, include, but are not limited to, the following: 

general and corporate aviation, air taxi and charter operations, scheduled and nonscheduled air carrier 

operations, pilot training, aircraft rental and sightseeing, aerial photography, crop dusting, aerial 

advertising and surveying, aircraft sales and services, aircraft storage, sale of aviation petroleum 

products, repair and maintenance of aircraft, sale of aircraft parts, parachute or ultralight activities, 

and any other activities that, because of their direct relationship to the operation of aircraft, can 

appropriately be regarded as aeronautical activities. Activities, such as model aircraft and model 

rocket operations, are not aeronautical activities. 

b. Airport. An area of land or water that is used, or intended to be used, for the aircraft takeoff and 

landing. It includes any appurtenant areas used, or intended to be used, for airport buildings or other 

airport facilities or rights-of-way, together with all airport buildings and facilities located thereon. It 

also includes any heliport. 

c. Airport District Office (ADO). These FAA offices are outlying units or extensions of regional airport 

divisions. They advise and assist airport sponsors with funding requests to improve and develop public 

airports. They also provide advisory services to the owners and operators of both public and private airports 

in the operation and maintenance of airports. See the FAA Web site for a complete listing of all ADO 

offices at http://www.faa.gov/airDorts airtraffic/airports/regional guidance/. 

d. Airport Sponsor. The airport sponsor is either a public agency or a private owner of a public-use 

airport that submits to the FAA an application for financial assistance (such as AIP grants) for the 

airport. In accepting an application for financial assistance, the FAA will ensure that the airport 

sponsor is legally, financially, and otherwise able to assume and carry out the certifications, 

representations, warranties, assurances, covenants and other obligations required of sponsors, which 

are contained in the AIP grant agreement and property conveyances. 

e. Commercial Self-Service Fueling. A fueling concept that enables a pilot to fuel an aircraft from 

a commercial fuel pump installed for that purpose by an FBO or the airport sponsor. The fueling 

facility may or may not be attended. 

f. Exclusive Right. A power, privilege, or other right excluding or debarring another from 

enjoying or exercising a like power, privilege, or right. An exclusive right can be conferred either by 

express agreement (i.e. lease agreement), by the imposition of unreasonable standards or 

requirements, or by any other means. Such a right conferred on one or more parties, but excluding 

others from enjoying or exercising a similar right or rights, would be an exclusive right. 

g. Federal Airport Obligations. All references to a Federal grant program, Federal airport 

development assistance, or Federal aid contained in this AC are intended to address obligations 

arising from the conveyance of land or from grant agreements entered under one of the following 

acts: 

(1) Surplus Property Act of 1944 (SPA), as amended, 49 U.S.C. §§ 47151-47153. Surplus 

property instruments of transfer were issued by the War Assets Administration (WAA) and 

are now issued by its successor, the General Services Administration (GSA). However, the 

law imposes upon the FAA (delegated to FAA from The Department of Transportation) the 

sole responsibility for determining and enforcing compliance with the terms and conditions of 

AC  150/5190-7 	
 8/28/2006 

 "#$%&'

"#"#()0123324567890@01565A526B129A)0BC0D515DCE9C2B021A)5BF

G#HIPQGRSTUGVUSTWTSX#6Y8DA5`5AYA)8A56`23`0Bab8c0BC2BB5d30a295B90eE590@129A)0

2C098A52621859D981A29A)8AD26A95dEA0BA2295B90eE590@129A)0B810AY21BED)2C098A526BFDA5`5A50B

45A)56A)5B@01565A526aD2bb263YD26@EDA0@26859C29ABa56D3E@0adEA89062A35b5A0@A2aA)0123324567f

706098386@D29C298A08`58A526a859A8g586@D)89A092C098A526BaBD)0@E30@86@626BD)0@E30@859D899509

2C098A526BaC532AA9856567a859D981A906A8386@B57)AB00567a809583C)2A2798C)YaD92C@EBA567a809583

8@`09A5B56786@BE9`0Y567a859D981AB830B86@B09`5D0Ba859D981ABA29870aB830218`58A526C0A9230Eb C92@EDABa90C85986@b856A0686D021859D981AaB83021859D981AC89ABaC898D)EA029E3A98357)A8DA5`5A50Ba

86@86Y2A)098DA5`5A50BA)8Aad0D8EB021A)059@590DA9038A526B)5CA2A)02C098A52621859D981AaD86 8CC92C958A03Yd090789@0@8B809268EA5D838DA5`5A50BFDA5`5A50BaBED)8Bb2@03859D981A86@b2@03

92Dc0A2C098A526Ba89062A809268EA5D838DA5`5A50BF

h#TIiPIS#6890821386@2948A09A)8A5BEB0@a2956A06@0@A2d0EB0@a129A)0859D981AA8c021186@ 386@567FpA56D3E@0B86Y8CCE9A0686A8908BEB0@a2956A06@0@A2d0EB0@a129859C29AdE53@567B292A)09

859C29A18D535A50B29957)AB	21	48YaA270A)0945A)833859C29AdE53@567B86@18D535A50B32D8A0@A)09026FpA

83B256D3E@0B86Y)035C29AF

U#TIiPISTqSITUS&rrTUHs&tF()0B0u2115D0B8902EA3Y567E65AB290gA06B526B2190752683859C29A

@5`5B526BF()0Y8@`5B086@8BB5BA859C29ABC26B29B45A)1E6@56790eE0BABA25bC92`086@@0`032CCEd35D

859C29ABF()0Y83B2C92`5@08@`5B29YB09`5D0BA2A)024609B86@2C098A29B21d2A)CEd35D86@C95`8A0859C29AB

56A)02C098A52686@b856A0686D021859C29ABFv00A)0uw0dB5A01298D2bC30A035BA56721833xy 2115D0B8A)AACf444F188F72`859C29AB859A98115D859C29AB907526837E5@86D0F

#TIiPIS'iPQqPIF()0859C29ABC26B295B05A)098CEd35D8706DY298C95`8A024609218CEd35D	EB0

859C29AA)8ABEdb5ABA2A)0u868CC35D8A52612915686D5838BB5BA86D0BED)8Bp7986AB129A)0

859C29AFp68DD0CA567868CC35D8A52612915686D5838BB5BA86D0aA)0u453306BE90A)8AA)0859C29A

BC26B295B307833Ya15686D5833Ya86@2A)0945B08d30A28BBEb086@D899Y2EAA)0D09A515D8A526Ba

90C90B06A8A526Ba489986A50Ba8BBE986D0BaD2`0686AB86@2A)092d3578A526B90eE590@21BC26B29Ba4)5D) 890D26A8560@56A)0p7986A87900b06A86@C92C09AYD26`0Y86D0BF

H#PHIUTGV'HVr'HIWTUH$RHVTQ#1E03567D26D0CAA)8A068d30B8C532AA21E0386859D981A192b 8D2bb09D5831E03CEbC56BA8330@129A)8ACE9C2B0dY86uy29A)0859C29ABC26B29F()01E03567 18D535AYb8Y29b8Y62Ad08AA06@0@F

r#UVRqTWHTS# C2409aC95`53070a292A)09957)A0gD3E@56729@0d899567862A)09192b 062Y567290g09D5B567835c0C2409aC95`53070a29957)AF60gD3EB5`0957)AD86d0D2610990@05A)09dY 0gC90BB87900b06A5F0F308B087900b06AadYA)05bC2B5A52621E6908B268d30BA86@89@B29

90eE590b06ABa29dY86Y2A)09b086BFvED)8957)AD2610990@2626029b290C89A50BadEA0gD3E@567 2A)09B192b062Y567290g09D5B5678B5b5389957)A29957)ABa42E3@d0860gD3EB5`0957)AF

#$HHIGVTIiPIS&hVTGSTPQq#339010906D0BA28u0@09837986AC92798bau0@0983859C29A

@0`032Cb06A8BB5BA86D0a29u0@098385@D26A8560@56A)5B89056A06@0@A28@@90BB2d3578A526B

895B567192bA)0D26`0Y86D021386@29192b7986A87900b06AB06A090@E6@0926021A)0123324567 8DABf

s"t'RIiVRqIPiHISXUSPrVs'tGqGHQH#'##"c""cd#vE9C3EB

C92C09AY56BA9Eb06AB21A986B10940905BBE0@dYA)0w89BB0AB@b565BA98A526w86@ 8906245BBE0@dY5ABBEDD0BB29aA)0e060983v09`5D0B@b565BA98A526evFf240`09aA)0

3845bC2B0BEC26A)0u@03078A0@A2u192b()0x0C89Ab06A21(986BC29A8A526A)0

B23090BC26B5d535AY129@0A09b5656786@06129D567D2bC3586D045A)A)0A09bB86@D26@5A526B21



Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 89 of 91
13 

all instruments of transfer by which surplus airport property is or has been conveyed to nonFederal public agencies pursuant to the SPA. 49 U.S.C. § 47151(b). 

(2) Federal Aid to Airports Program (FAAP). This grant-in-aid program administered by 

the agency under the authority of the Federal Airport Act of 1946, as amended, assisted 

public agencies in the development of a nationwide system of public airports. The Federal 

Airport Act of 1946 was repealed and superseded by the Airport Development Aid Program 

(ADAP) of 1970. 

(3) Airport Development Aid Program (ADAP). This grant-in-aid program administered 

by the FAA under the authority of the Airport and Airway Development Act of 1970, as 

amended, assisted public agencies in the expansion and substantial improvement of the 

Nation's airport system. The 1970 act was repealed and superseded by the Airport and 

Airway Improvement Act of 1982 (AAIA). 

(4) Airport Improvement Program (AIP). This grant-in-aid program administered by the 

FAA under the authority of the Airport and Airway Improvement Act of 1982, 49 

U.S.C. § 47101, et seq., assists in maintaining a safe and efficient nationwide system of 

public-use airports that meet the present and future needs of civil aeronautics. 

h. Federal Grant Assurance. A Federal grant assurance is a provision within a Federal grant 

agreement to which the recipient of Federal airport development assistance has agreed to comply in 

consideration of the assistance provided. Grant assurances are required by statute, 49 U.S.C. § 

47101. 

i. Fixed-Base Operator (FBO). A commercial business granted the right by the airport sponsor to 

operate on an airport and provide aeronautical services such as fueling, hangaring, tie-down and 

parking, aircraft rental, aircraft maintenance, flight instruction, etc. 

j. Fractional Ownership. Fractional ownership operations are aircraft operations that take place 

under the auspices of 14 CFR Part 91 Subpart K. This type of operation offers aircraft owners 

increased flexibility in the ownership and operation of aircraft including shared or joint aircraft 

ownership. It provides for the management of the aircraft by an aircraft management company. The 

aircraft owners participating in the program agree not only to share their own aircraft with others 

having a shared interest in that aircraft, but also to lease their aircraft to other owners in the program 

(dry lease exchange program).3 A fractional owner or owner means an individual or entity that 

possesses a minimum fractional ownership interest in a program aircraft and that has entered into the 

applicable program agreements. For additional information, please see 14 CFR 91.1001 Applicability 

at http://www.access.gpo.gov/nara/cfr/waisidx 04/14cfr91 04.html and contact your local Flight 

Standards District Office. 

k. Grant Agreement. A Federal grant agreement represents an agreement made between the FAA 

(on behalf of the United States) and an airport sponsor for the grant of Federal funding. 

1. Public Airport. Means an airport open for public use that is publicly owned and controlled by a 

public agency. 

m. Public-Use Airport. Means either a public airport or a privately owned airport open for public 

use. 

3 A dry lease aircraft exchange means an arrangement, documented by the written program agreements, under which 

program aircraft are available, on an as needed basis without crew, to each fractional owner. 

8/28/2006  AC 	
150/5190-7 
	  !"#$% %# &'()0)! 1! 1$ 1 $1# '$ )&##0$2#'#3$$ 4#3# 1!&05#0#1! !$)#6789@8688A9	
	B&C8

DEFHIPIQRSTUPVWTUQXWQVY`QWaQRbDHTT`Fcd)5 31 $5 "3"# #3&' )#5#0'!3# )#!)$ '$%)#4#3#  1$ 0$%	9e"#3#3e#3 1!&05#0#)#3#2#$1"#$%$(3#'#"$%1!&0 1$ 8d)#4#3# 

 1$ 0$%	9( #1##33!1# #3#3&')# 1$ f#2#$1"#37 $5 " Bf7C$%	8

DgFTUQXWQVhIiISWXbIpVTUP`QWaQRbDThT`Fcd)5 31 $5 "3"# #3 &')#4!3# )#!)$ '$%)# 1$ 3 ('f#2#$1"#0$%	e

"#3#3e#31!&05#0#)##q1$3!&"1 $2#"#$%)#

r$s 1$ '#"8d)#0( #1##33!1# #3#3&')# 1$ 3  ('t"1 $2#"#0$%	BtC8

DuFTUQXWQVvbXQWiIbIpV`QWaQRbDTv`Fcd)5 31 $5 "3"# #3&')#

4!3# )#!)$ '$%)# 1$ 3 ('t"1 $2#"#0$%e9 @8688A9		ewxw8e"5%#3#%%0#$(3#'#"$%

1!&0!# 1$ )"##)#1 ##3%!! ###3$%02# $!08

cHIPIQRSQRpVTYYQRpIc4#3# 5 ! 0#1 $2$()4#3# 5 

5 ##"#$()0))# #01#$%4#3#  1$ 3#2#$1"#0#)5 ##3$0$"1' 0$3# $$%)#0#1 $23#38 ! 0# # #! #3&'!#e9@8688A 9		8

UcHUIPRYIXIQRVWQDHFc0$""# 0&!#5 #3)# 5)&')# 1$ 1$$ $ $1# #$ 1$ 31 $23## $!0# 20#!0)%!#5e)5 5e#3$(3 1 5e 0 % #e 0 %"#0#e%5) !0$e#08

cHQRVUWpRSpIQYUXc4 0$$(# )1$1# $ # 0 %$1# $)#10#

!3# )#!10#$%	947 	6!&1 8d)'1#$%$1# $$%%#  0 %$(# 

0 ##3%#q&')#$(# )13$1# $$% 0 %0!35) #3$ $ 0 %

$(# )18t1 $23#%$ )#"5#"#$%)# 0 %&' 0 %"5#"#0$"1'8d)#

 0 %$(# 1 015)#1 $5 "5 ##$$'$) #)# $( 0 %()$)# 

)25) #3# #) 0 %e&!$$##)#  0 %$$)# $(# )#1 $5 " B3 '###q0)5#1 $5 "C8% 0$$(# $ $(# "#323!$ #')

1$##""!"% 0$$(# )1# #1 $5 " 0 %3))## #3$)#

110 $5 "5 ##"#84$ 33$%$ "$e1####	94	8		bbcdefgdcdxh

)1i(((800#851$85$2 0% (3qj9	90% 	j98)"30$0'$! $045)

63 3f 0k%%0#8

lcQRpVTaQIIbIpVc4#3# 5 5 ##"# #1 ##5 ##"#"3#&#(##)#4 B$&#)%$%)#@#36#C3 1$ 1$$ %$ )#5 $%4#3# %!358

Sc`mSUTUQXWQVcn# 1$ $1#%$ 1!&0!#)1!&0'$(#330$ $#3&'

1!&05#0'8

bc`mSUoYITUQXWQV8n##)# 1!&0 1$ $ 1 2#'$(#3 1$ $1#%$ 1!&0

!#8

3 '## 0 %#q0)5#"# 5#"#e3$0!"##3&')#( #1 $5 "5 ##"#e!3# ()0) 1 $5 " 0 % #2&#e$##3#3&()$!0 #(e$#0)% 0$$(# 8

	

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 90 of 91
	
   !" #$%& !' ()& 0)!' (12%0344567896@A9BCA96DE@FE766CEGH9	

698ICP9Q8@ICR986@86Q9PC7HST56Q98U@8ACEGH966BV7EUWHH698ICP96XYV969B`Q96@UP@AQ7EC96RCUU98

U8@A7UWHH698ICP9ST5CEBV7BBV9`B`QCP7HH`@UU98@EH`76Q9PC7HCa9R798@E7WBCP7H698ICP96WPV76

7C8P87UB6

14 

n. Specialized Aviation Service Operations (SASO). SASOs are sometimes known as singleservice providers or special FBOs performing less than full services. These types of companies differ 

from a full service FBO in that they typically offer only a specialized aeronautical service such as 

aircraft sales, flight training, aircraft maintenance, or avionics services for example. 

o. Self-Fueling and Self-Service. Self-fueling means the fueling or servicing of an aircraft (i.e. 

changing the oil, washing) by the owner of the aircraft with his or her own employees and using his 

or her own equipment. Self-fueling and other self-services cannot be contracted out to another party. 

Self-fueling implies using fuel obtained by the aircraft owner from the source of his/her preference. 

As one of many self-service activities that can be conducted by the aircraft owner or operator by his 

or her own employees using his or her own equipment, self-fueling, differs from using a self-service 

fueling pump made available by the airport, an FBO, or an aeronautical service provider. The use of a 

self-service fueling pump is a commercial activity and is not considered self-fueling as defined 

herein. In addition to self-fueling, other self-service activities that can be performed by the aircraft 

owner with his or her own employees includes activities such as maintaining, repairing, cleaning, and 

otherwise providing service to an aircraft, provided the service is performed by the aircraft owner or 

his/her employees with resources supplied by the aircraft owner. 

p. Through-the-Fence Operations. Through-the-fence operations are those activities permitted by 

an airport sponsor through an agreement that permits access to the public landing area by independent 

entities or operators offering an aeronautical activity or to owners of aircraft based on land adjacent 

to, but not a part of, the airport property. The obligation to make an airport available for the use and 

benefit of the public does not impose any requirement for the airport sponsor to permit ground access 

by aircraft from adjacent property. 

AC 150/5190-7 8/28/2006 7H96bUHCGVBB87CECEGb7C8P87UBA7CEB9E7EP9b@87IC@ECP6698ICP96U@89c7AQH9X

("defg" h!$"de)& 49HU	UW9HCEGA97E6BV9UW9HCEG@8698ICPCEG@U7E7C8P87UB2CX9X

PV7EGCEGBV9@CHbF76VCEGip`BV9@FE98@UBV97C8P87UBFCBVVC6@8V98@FE9AQH@`9967ERW6CEGVC6

@8V98@FE9qWCQA9EBX49HU	UW9HCEG7ER@BV9869HU	698ICP96P7EE@Bp9P@EB87PB9R@WBB@7E@BV98Q78B`X

49HU	UW9HCEGCAQHC96W6CEGUW9H@pB7CE9Rp`BV97C8P87UB@FE98U8@ABV96@W8P9@UVC6V98Q89U989EP9X

6@E9@UA7E`69HU	698ICP97PBCICBC96BV7BP7Ep9P@ERWPB9Rp`BV97C8P87UB@FE98@8@Q987B@8p`VC6

@8V98@FE9AQH@`996W6CEGVC6@8V98@FE9qWCQA9EBb69HU	UW9HCEGbRCUU986U8@AW6CEG769HU	698ICP9

UW9HCEGQWAQA7R97I7CH7pH9p`BV97C8Q@8Bb7EST5b@87E798@E7WBCP7H698ICP9Q8@ICR98XYV9W69@U7

69HU	698ICP9UW9HCEGQWAQC67P@AA98PC7H7PBCICB`7ERC6E@BP@E6CR989R69HU	UW9HCEG76R9UCE9R V989CEXrE7RRCBC@EB@69HU	UW9HCEGb@BV9869HU	698ICP97PBCICBC96BV7BP7Ep9Q98U@8A9Rp`BV97C8P87UB

@FE98FCBVVC6@8V98@FE9AQH@`996CEPHWR967PBCICBC966WPV76A7CEB7CECEGb89Q7C8CEGbPH97ECEGb7ER @BV98FC69Q8@ICRCEG698ICP9B@7E7C8P87UBbQ8@ICR9RBV9698ICP9C6Q98U@8A9Rp`BV97C8P87UB@FE98@8

VC6V989AQH@`996FCBV896@W8P966WQQHC9Rp`BV97C8P87UB@FE98X

st)(ghte'tef0)!' (1YV8@WGV	BV9	U9EP9@Q987BC@E6789BV@697PBCICBC96Q98ACBB9Rp` 7E7C8Q@8B6Q@E6@8BV8@WGV7E7G899A9EBBV7BQ98ACB67PP966B@BV9QWpHCPH7ERCEG7897p`CER9Q9ER9EB

9EBCBC96@8@Q987B@86@UU98CEG7E798@E7WBCP7H7PBCICB`@8B@@FE986@U7C8P87UBp769R@EH7ER7Ru7P9EB

B@bpWBE@B7Q78B@UbBV97C8Q@8BQ8@Q98B`YV9@pHCG7BC@EB@A7D97E7C8Q@8B7I7CH7pH9U@8BV9W697ER p9E9UCB@UBV9QWpHCPR@96E@BCAQ@697E`89qWC89A9EBU@8BV97C8Q@8B6Q@E6@8B@Q98ACBG8@WER7PP966

p`7C8P87UBU8@A7Ru7P9EBQ8@Q98B`X

v

Case 3:20-cv-03678-MCR-ZCB Document 71-5 Filed 11/28/22 Page 91 of 91