APPLICATION UNDER

SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM

DOCKET DOT-OST-2014-0133 

SUMMARY INFORMATION1

All applicants must submit this Summary Information schedule, as the application 

coversheet, a completed standard form SF424 and the full application proposal on 

www.grants.gov. 

For your preparation convenience, this Summary Information schedule is located at 

http://www.dot.gov/policy/aviation-policy/small-community-rural-air-service/SCASDP

A. PROVIDE THE LEGAL SPONSOR AND ITS DUN AND BRADSTREET (D&B) DATA UNIVERSAL 

NUMBERING SYSTEM (DUNS) NUMBER, INCLUDING +4, EMPLOYEE IDENTIFICATION NUMBER 

(EIN) OR TAX ID.

Legal Sponsor Name: 

Name of Signatory Party for Legal Sponsor:

DUNS Number:

EIN/Tax ID:

B. LIST THE NAME OF THE COMMUNITY OR CONSORTIUM OF COMMUNITIES APPLYING: 

1.____________________________________________________ 

2.____________________________________________________ 

3.____________________________________________________ 

4.____________________________________________________ 

C. PROVIDE THE FULL AIRPORT NAME AND 3-LETTER IATA AIRPORT CODE FOR THE 

APPLICANT(S) AIRPORT(S) (ONLY PROVIDE CODES FOR THE AIRPORT(S) THAT ARE ACTUALLY 

SEEKING SERVICE).

1. 2.

3. 4.

 

1 Note that the Summary Information does not count against the 20-page limit of the SCASDP application.
DOES THE AIRPORT SEEKING SERVICE HOLD AN AIRPORT OPERATING CERTIFICATE ISSUED BY 

THE FEDERAL AVIATION ADMINISTRATION UNDER 14 CFR PART 139? (IF “NO”, PLEASE 

EXPLAIN WHETHER THE AIRPORT INTENDS TO APPLY FOR A CERTIFICATE OR WHETHER AN 

APPLICATION UNDER PART 139 IS PENDING.) 

Yes No (explain)

______________________________________________________________________________

______________________________________________________________________________ 

D. LIST THE 2-DIGIT CONGRESSIONAL DISTRICT CODE APPLICABLE TO THE SPONSORING 

ORGANIZATION, AND IF A CONSORTIUM, TO EACH PARTICIPATING COMMUNITY.

1. 2.

3. 4.

E. APPLICANT INFORMATION: (CHECK ALL THAT APPLY) 

Not a Consortium Interstate Consortium Intrastate Consortium

Community currently receives subsidized Essential Air Service

Community (or Consortium member) previously received a Small Community Air 

Service Development Program Grant

If previous recipient: Provide year of grant(s):_______________________________; and, 

the text of the grant agreement section(s) setting forth the scope of the grant project:

_________________________________________________________________________ 

_________________________________________________________________________ 

_________________________________________________________________________ 

_________________________________________________________________________ 

_________________________________________________________________________ 

F. PUBLIC/PRIVATE PARTNERSHIPS: (LIST ORGANIZATION NAMES) 

PUBLIC PRIVATE

1. 1.

2. 2.

3. 3.

4. 4.

5. 5.
G. PROJECT PROPOSAL:

 1. GRANT GOALS: (CHECK ALL THAT APPLY) 

Launch New Carrier Secure Additional Service Upgrade Aircraft

First Service New Route Service Restoration

Regional Service Surface Transportation Professional Services2

Other (explain below)

2. FINANCIAL TOOLS TO BE USED: (CHECK ALL THAT APPLY) 

Marketing (including Advertising): promotion of the air service to the public 

Start-up Cost Offset: offsetting expenses to assist an air service provider in setting up a 

new station and starting new service (for example, ticket counter reconfiguration)

Revenue Guarantee: an agreement with an air service provider setting forth a minimum 

guaranteed profit margin, a portion of which is eligible for reimbursement by the 

community 

Recruitment of Air Carrier: air service development activities to recruit new air service, 

including expenses for airport marketers to meet with air service providers to make the 

case for new air service

Fee Waivers: waiver of airport fees, such as landing fees, to encourage new air service; 

counted as in-kind contributions only 

Ground Handling Fee: reimbursement of expenses for passenger, cabin, and ramp (below 

wing) services provided by third party ground handlers 

Travel Bank: travel pledges, or deposited monetary funds, from participating parties for 

the purchase of air travel on an air carrier, with defined procedures for the subsequent use 

of the pledges or the deposited funds; counted as in-kind contributions only 

 

2 “Professional Services” involve a community contracting with a firm to produce a product such as a marketing 

plan, study, air carrier proposal, etc.
Other (explain below) 

______________________________________________________________________________ 

______________________________________________________________________________ 

H. EXISTING LANDING AIDS AT LOCAL AIRPORT: 

Full ILS Outer/Middle Marker Published Instrument Approach 

Localizer Other (specify)

I. PROJECT COST: DO NOT ENTER TEXT IN SHADED AREA

LINE DESCRIPTION SUB TOTAL TOTAL AMOUNT

1 Federal amount requested

2 State cash financial contribution

Local cash financial contribution

3a Airport cash funds

3b Non-airport cash funds

3 Total local cash funds (3a + 3b)

4 TOTAL CASH FUNDING (1+2+3)

In-Kind contribution

5a Airport In-Kind contribution**

5b Other In-Kind contribution**

5 TOTAL IN-KIND CONTRIBUTION 

(5a + 5b) 

6 TOTAL PROJECT COST (4+5)

J. IN-KIND CONTRIBUTIONS**

For funds in lines 5a (Airport In-Kind contribution) and 5b (Other In-Kind contribution), please 

describe the source(s) of fund(s) and the value ($) of each.
K. IS THIS APPLICATION SUBJECT TO REVIEW BY AN AFFECTED STATE UNDER EXECUTIVE 

ORDER 12372 PROCESS? 

a. This application was made available to the State under the Executive Order 12372 

Process for review on (date) _____________. 

b. Program is subject to E.O. 12372, but has not been selected by the State for review.

c. Program is not covered by E.O. 12372. 

L. IS THE LEAD APPLICANT OR ANY CO-APPLICANTS DELINQUENT ON ANY FEDERAL DEBT?

(IF “YES”, PROVIDE EXPLANATION) 

No Yes (explain)

______________________________________________________________________________

______________________________________________________________________________ 

APPLICATION CHECKLIST

INCLUDED? ITEM

For Immediate Action

Determine Eligibility

New Grants.gov users must register with www.grants.gov.

Existing Grants.gov users must verify existing www.grants.gov account has not expired 

and the Authorized Organization Representative (AOR) is current.

For Submission by 5:00 PM EDT on July 31, 2014

Communities with active SCASDP grants: notify DOT/X50 of intent to terminate 

existing grant in order to be eligible for selection in FY2014 

Complete Application for Federal Domestic Assistance (SF424) via www.grants.gov

Summary Information schedule complete and used as cover sheet (see Appendix B)

Application of up to 20 one-sided pages (excluding any letters from the 

community or an air carrier showing support for the application), to include:

• A description of the community’s air service needs or deficiencies.

• A strategic plan for meeting those needs under the Small Community Program.

• A detailed description of the funding necessary for implementation of the 

community's project. 

• An explanation of how the proposed project differs from any previous projects 

for which the community received SCASDP funds (if applicable). 

• Designation of a legal sponsor responsible for administering the program.

• A motion for confidential treatment (if applicable) – see Appendix D below.
General Wayne A. Downing Peoria International Airport 

Small Community Air Service Grant Application 2014 

DOCKET DOT-OST-2014-0113 DUNS 049139736 

EXECUTIVE SUMMARY 

Peoria and its Central Illinois service area have been adversely affected by changes in the airline 

industry over recent years. Analysis of origin and destination data for the Central Illinois and 

Peoria market areas reveals significant leakage to other airports from the Peoria market area. 

Peoria and the surrounding region is served by the General Wayne A. Downing Peoria 

International Airport (PIA). As the largest city in Central Illinois, Peoria is a critical and vital air 

transportation link for Central Illinois. The Airport Authority has been working aggressively to 

improve connectivity and availability of air service, and is currently revamping its air service 

development program. The Airport Authority is currently updating its Airport Master Plan, 

which includes new aviation activity forecasts. This forecasting effort for the first time includes 

air service development as a major component. This complements the recently completed 

demographics study and route forecast estimate commissioned for an effort to obtain services from 

US Customs and Border Protection to allow commercial airline traffic from international 

destinations. These studies show that over 1.4 million people live within a 70 mile radius of PIA, 

including all or parts of 25 counties. Peoria's core MSA population is over 379,000 within 25 

miles of the General Wayne A. Downing Peoria International Airport. PIA’s market area generates 

approximately 1,220 Passengers Per Day Each Way (PDEW), yet PIA only captures about 58% of 

these travelers. The largest “leaks” are to Chicago O’Hare, Chicago Midway, and St. Louis 

Lambert. 

The current air service climate in Peoria consists of four airlines providing service from PIA to ten 

cities. There is a distinct split in the market between leisure destinations served by Allegiant 

Airlines, and combined business/leisure travel provided by the regional partners of American 

Airlines, Delta Airlines, and United Airlines. 

The Metropolitan Airport Authority of Peoria (MAAP), as the owner and operator of PIA, has had 

some recent successes in developing air service for the Central Illinois region. During 2012, 

MAAP was able to attract service by Allegiant to their new focus city of Punta Gorda, FL, serving 

the Fort Myers market. In addition, PIA used a revenue guarantee to gain service with Delta to 

Atlanta. Atlanta service has been critical to PIA’s success in 2012, since it opened major 

gateways to Europe, Latin America, and Africa for Caterpillar, Inc., which is headquartered in 

Peoria and is the region’s largest single employer. 

MAAP is currently engaged in a process of revamping our air service development program. We 

are conducting market analysis of our current and projected traffic flows to determine the best 

application of a revenue guarantee to restore pricing balance and recapture leaked traffic. We 

anticipate that any of six hubs could be selected as a target for a revenue guarantee. We are 

currently analyzing these targets to determine the best strategic outcome that will result in the 

highest return of leaked passengers with the least negative impact on existing routes or carriers. 

The Airport Authority’s request under the SCASDP will involve completing this market analysis 

with funds for a revenue guarantee to follow. 

 
GENERAL WAYNE A. DOWNING PEORIA INTERNATIONAL AIRPORT BACKGROUND 

The General Wayne A. Downing Peoria International Airport is a Non-Hub Airport with service 

from three legacy carriers (American, Delta, and United) and one LCC (Allegiant). In recent 

years, passenger counts saw a significant reduction during the Great Recession, and have bounced 

back to record highs. Recent records have been the result of a recovering economy, recent service 

additions, and the removal of unbalanced pricing pressure from a neighboring airport resulting 

from the departure from the competing market of Air Tran as the result of the Southwest 

acquisition. 

Passenger totals have rebounded from the Great Recession. From a previous high of 564,988 

passengers in 2008, including both enplaned and deplaned total passengers, the total number of 

passengers using PIA dropped in 2009 to 493,856. The following two years saw small 

recoveries, with 511,513 in 2010, and 513,573 in 2011. New service to Atlanta and Punta Gorda 

(Ft. Myers) in 2012 boosted the airport’s passenger totals to a record high of 580,530. This was 

followed by additional growth in 2013 to 592,101 passengers, a new record year. The passenger 

count at the midpoint of 2014 is currently running over 7.2% higher than the same period in 2013’s 

record year. 

These figures include non-revenue passengers, which results in slightly higher numbers than the 

BTS figures for PIA. (Non-rev passengers make up about between 1.7% to 3.5% of the total, 

depending on the year). Based on these totals, TSA is considering the re-classification of the 

airport from Category III to Category II. The Peoria MSA is home to the world headquarters of 

Caterpillar, Maui Jim Sunglasses, RLI Insurance and many other important economic interests. 

Peoria’s economy is diversifying and includes gains in the medical, retail, finance, and other 

industries. While Caterpillar, Inc. is the largest single employer in the local economy, the 

combined employment of the health care sector actually employs nearly twice as many people as 

does Caterpillar. 

MAAP embarked on a process to improve the airline terminal infrastructure in 2005. This 

process resulted in the construction of a new terminal building which opened in April, 2011. The 

old terminal was partially demolished and converted into a temporary stand-alone Air Traffic 

Control Tower. Design for the new tower us underway, and construction is slated to begin in 

March, 2016. The Airport Authority just opened bids for a replacement Federal Inspection 

Service building to house US Customs and Border Protection staff. Peoria is currently a Port of 

Entry and PIA is a Landing Rights Airport, with a one-person staff. We can currently handle 

aircraft up to 15 passengers in size. The new FIS will handle today’s general aviation traffic, and 

will also allow the airport to handle scheduled and charter service by large air carrier aircraft. We 

are exploring several ways to obtain funding for CBP staffing required to accomplish this. 

In addition, the Airport Authority is working aggressively on retaining and improving air service 

for the community. Recent changes include the following: 

2014 MAAP engages Ailevon/Pacific as an air service consulting firm to assist with Airport 

Master Plan Update and to complete separate air service development projects. Traffic 

levels running over 7% above 2013 record totals. Polar Vortex weather caused extensive 

flight cancellations during January and February, with monthly passenger counts about 

average for those two months. Once the weather calmed down, March, April, May, and 

June set monthly records, with June setting the mark for the all-time busiest month ever 

experienced at PIA. 

2013 Completion of guarantee period for DL flights to Atlanta. Guarantee spent less than the 

total reserved ($900k vs, $1.2M cap). Second DEN flight discontinued due to price 
pressure from nearby Low Cost Carrier. Adjacent airports to the east and west have 

gained service by mainline large aircraft (Airbus), causing price differential pressures. 

Full year of service to ATL and PGD pushed passenger totals to record level, exceeding 

2012 by 2%. 

2012 Addition of second daily flight on United to DEN. Resumption of Atlanta flights on Delta 

(lost during recession in July, 2009) using revenue guarantee. Addition of Allegiant 

flights to Punta Gorda, FL. 

2011 Third Dallas flight on American Eagle. Shift of Delta flights from 2 MSP and 2 DTW to 1 

MSP and 4 DTW (net increase of 50 seats per day. MAAP initiates feasibility study for 

constructing a US Customs Federal Inspection Service facility. April, new terminal opens 

and goes into full operation. 

2008 Construction begins on new passenger airline terminal. 

2007 Secured new non-stop service to Detroit via Northwest Airlines and new nonstop service to 

Denver via United. 

2006 Secured additional service from American Eagle to DFW & additional service and 

increase in aircraft type from United to ORD, both efforts increased the available seat 

capacity for residents and businesses in Peoria and Central, Illinois. 

2006 Secured an additional daily non-stop flight to LAS from Allegiant Airlines. 

2006 Secured new low-fare non-stop service to PIE (a new destination for PIA) from Allegiant 

Airlines. This service regained access to Central Florida for the residents and businesses of 

Peoria and Central Illinois. 

2004 Allegiant Airlines initiates non-stop low-fare jet service to Las Vegas with 5 weekly 

departures. Daily passengers grew from 10 passengers per day in the 4'n quarter of 2003 

(PDEW) to 101 passengers per day (PDEW) in the 2no quarter of 2005. The fare in this 

market decreased 31%. 

2004 American initiates non-stop service to Dallas-Fort Worth, doubling the local PIA-DFW 

passenger demand. 

Existing Service Map, PIA July 2012 
MAAP has conducted a market analysis of air service and passenger flows from PIA using 2013 

data from credit card records. As one would expect, travel patterns at PIA are heavily influenced 

by Caterpillar, Inc. travel patterns. Caterpillar experienced a pull-back due to the recession at the 

end of 2008, which impacted travel until late in 2009. Cat’s travel returned to normal levels in 

2010, and has increased again in 2011 and 2012. In addition, there is a significant split between 

the leisure and business markets in Central Illinois. The leisure market has been thriving and is 

responsible for much of the airport’s success in 2012. Business travel has experienced success 

also, but is much less secure due to price pressures from neighboring airports and reliability factors 

associated with the lack of capacity at ORD and the relatively recent “Tarmac Rule”. 

Air Service Needs or Deficiencies 

PIA has two primary air service deficiencies: fare pricing and reliability of service (completion 

factors). The business traveler cares most about price, convenience (time), and reliability. At 

first glance, airfares at PIA appear to be competitive with other airports across the region and the 

nation. PIA has enjoyed recent successes in air service development for both business and leisure 

travel, but is still being hindered in the growth of business travel by high fares and a perception of 

lower reliability (frequency of cancellations due to issues at the primary hub). 

Reliability is a significant factor impacting air service from PIA. Passengers frequently lodge 

complaints about the reliability of flights to and from PIA, but what they are really encountering 

are cancellations due to the lack of capacity at ORD. PIA’s air service is heavily weighted to 

service through Chicago’s O’Hare Airport. O’Hare is the largest connecting hub for PIA, with 

44,632 enplaned passengers in the first half of 2014, representing about 28% of the total. Atlanta 

is second, with 21,362 enplanements in the first half of the year (nearly 13.5%), followed by 

Dallas-Fort Worth at 20,266 enplanements, for a share of just under 13%. 
PIA Catchment Area Analysis 

When weather systems move through the upper Midwest, the capacity at ORD is significantly 

diminished, and many airports experience delays and cancellations. ORD seems to be more 

impacted by these reductions than other hub airports in the region due to the high level of traffic 

and capacity usage at that airport. This has been exacerbated by construction at ORD. 

An additional factor impacting reliability is the so called “Tarmac Rule”. Airlines cannot afford 

to risk incurring the heavy fines associated with long tarmac delays. When weather systems are 

forecast to move through the Upper Midwest the airlines, especially those operating at O’Hare, are 

cancelling entire an day’s flights more than 24 hours in advance. Since many of Peoria’s 

travelers are flying internationally, and many of the connecting flights to international hubs have 

only one opportunity per day, they are disproportionately impacted. For this reason, many are 

choosing to drive to ORD instead of flying from PIA. This ensures that they’ll make the 

international connection. Due to the short flight and close proximity of PIA and ORD, spot 

cancellations occur more frequently due to adverse conditions at O’Hare as well. Aircraft still on 

the ground are lower priority in FAA’s flow control system than aircraft already flying, so PIA’s 

close proximity to ORD results in more frequent delays and cancellations than for flights to more 

distant hubs. 

PIA Catchment Area Map 

In 2008, leakage from PIA was estimated to be 51.5% to competing airports (21% to Chicago 

Airports), mainly to ORD. We have performed a new leakage study as a part of our Airport 

Master Plan Update, using credit card information to drive the database. This new study has 
shown that leakage in our catchment area is approximately 42%. While some of the difference is 

the result of service improvements, the two figures are not directly comparable because the 

catchment area boundaries are different, with the new study using a smaller area. Leakage to 

ORD remains at 21%, with the second largest attraction for PIA passengers is Bloomington, IL, 

which captures 12% of passengers from PIA’s catchment area. 

Price and class of service are two additional reasons why traffic leaks from the PIA catchment 

area. Currently, PIA’s business market is served almost exclusively by 50 seat regional jets. 

Neighboring airports enjoy service by 70 seat RJs and seasonally, by mainline aircraft (Airbus 

319). As shown on the following table, PIA still experiences higher fares than other airports in 

the region, as well as the nation. 

MAAP is exploring additional service options with all three legacy carriers as well as our 

LCC/leisure oriented carrier. We have targeted six opportunities to explore in detail with the 

carriers and with our consultants to refine further. We propose to use a portion of the requested 

SCASDP funds, along with matching local funds to refine the target and select the city pair that 

has the best chance of supporting long term service. MAAP will use the remainder of the grant 

funds to provide a revenue guarantee for service to the selected city. Cities currently being 

targeted include PIA to PHL and CLT on AA, to JFK and LGA on DL, and IAH and EWR on UA. 
Average Fare Comparison

Comparable Midwestern Airports

PDEW>1, Average Gross Fare, CY 2012

w/o G4

BMI $212 $257

EVV $293 $293

FWA $241 $308

IND $251 $251

MDW $162 $162

MLI $236 $305

ORD $254 $254

PIA $227 $318

RFD $132 $0

SBN $213 $272

SPI $211 $242

Average $221 $242

Source: US DOT O&D Data, CY 2012

PIA Proposed Revenue Guarantee Service 

Existing routes in gray, proposed AA/US routes in blue, proposed DL routes in red, proposed UA routes in green. 

Selection Criteria: 

1. Air fares are higher than the national average fares for all communities. 

In 2012, PIA’s average fare was $227, compared with a regional average of $221 (see table 

below). However, PIA supports significant leisure service by Allegiant Airlines, which has a 

large portion of the market share of the airport. This presence of an Ultra-Low Cost Carrier 

(ULCC) drives the fares downward for leisure destinations, and paints an unrepresentative picture. 

When Allegiant destinations are removed from the 

equation, PIA’s average fare jumps to $318. When 

removing Allegiant from the regional average, it only 

increases to $242, and Chicago O’Hare’s average fare 

is only $254 for the same period. This demonstrates 

that for the business traveler, price pressures drive 

passengers to fly from ORD and other neighboring 

airports. The table below illustrates the airports 

analyzed and the average fares for all passengers in CY 

2012 from those airports, as well as the average fare 

without Allegiant destinations. 

Since the completion of the revenue guarantee with 

Delta, we have also seen an increase in average size of 

aircraft at the nearby competing airports. Both BMI 

and MLI have seen Delta replace regional jet service 

by code sharing partners with mainline service with 

Airbus A319s. The increase in size means additional 
seat capacity. The additional seat capacity will tend to drive down fares, which will cause 

additional pricing disparity. 

Existing Service Map, Excluding Allegiant Cities, July, 2012 

Service to an additional hub city will provide additional options for connectivity, which will tend 

to increase competition. Additional competition will tend to decrease fares and result in lower 

leakage, improved service, and more self-sustaining service. 
Service becomes more attractive when the “lines to the destination” are shortened. We have 

conducted an analysis of the current and potential PIA market. This analysis has shown four key 

factors. 

First, PIA’s demographics are strong and lead to strong support of air service development. 

Population trends are strong, and the area shows a significantly higher proportion of households 

significantly exceeding national and state averages for income. The high income level of 

households in the area will generate better than average ticket purchasing patterns. 

Second, PIA has a high proportion of international travel. Due to the location of Caterpillar, a 

significant number of trips are to international destinations, which yields higher levels of revenue 

for the airlines. PIA’s existing level of international travel is over 8%, which is higher than other 

comparable airports in the region, and is even higher than that of the St. Louis metropolitan region. 

Currently, PIA generates about 795 passengers daily each way. A total of 730 (91.9%) of these 

are domestic passengers, and 64 (8.1%) are international, a significantly larger proportion than 

other small-hub or non-hub airports in the state. 

Third, our analysis, combined with the requests of Caterpillar, Inc., have identified the New York 

area, the southeast, and the south as the best targets for air service development. New York area 

service would help Caterpillar “straighten out the lines” to Europe and Africa, where a significant 

portion of their business is generated. Service to the south would help with connectivity to Latin 

America. 

Fourth, the recent merger of American Airlines and US Airways provides a potential new market 

for PIA. The Charlotte hub operated by US Airways is now within the American Airlines system, 

so additional flights to CLT could be handled at PIA without adding a station. This would keep 

the risk to a minimum for the airline, and would enhance its chances for success. Caterpillar has 

extensive financial and administrative centers in South Carolina and other areas readily accessible 

from CLT. 

Excerpts from PIA Demographics Study, 2013 
2. The community or consortium will provide a portion of the cost of the activity from 

local sources other than airport revenue sources. 

The Airport Authority has conducted an analysis of passenger flows, anticipated revenue streams, 

and an estimate of airline operating costs for flights to determine the level of support needed in the 

form of a revenue guarantee. MAAP’s experience with the revenue guarantee to Atlanta has 

influenced our analysis and calculation of the costs and likely revenue streams. Based on this 

experience, a revenue guarantee of between $900,000 and $1.3 million would be anticipated for 

service to the New York area, the Washington, DC area, Charlotte, NC, or the Houston area. 

The Airport Authority is proposing a partnership in funding this project with a combination of 

SCASDP funds, Airport Authority funds from non-airport revenue sources, and in-kind 

contributions from the Airport Authority. MAAP is requesting a federal share of $500,000 for 

this project, matched by local funds in excess of the federal share. 

MAAP is prepared to make cash contributions of up to $500,000 from non-airport revenue 

sources. This source is income from the Airport Authority’s proceeds from local property taxes. 

Local property tax has been reviewed by FAA’s legal departments, and is not considered to be 

“airport revenue”. Since it is not derived from activity on the airport, but rather is derived by 

taxes levied on property owners within a given geographic area, the FAA has not considered it to 
be airport revenue. This precedent has been established by multiple airports and SCASDP 

projects in Indiana (IND, SBN, EVV) and across the nation. 

In addition to the cash contribution, MAAP is committing in-kind contributions in marketing, 

advertising, and promotion of the new service. In the past, the Airport Authority has committed 

up to $150,000 per year to promote new service of this type. For this project, MAAP is 

committing to up to $100,000 in marketing and advertising support. In addition, MAAP has a 

standing incentive package that would be applied to this service. This package includes the 

waiver of all landing fees and several ancillary fees for the period of one year. As an example, 

this incentive would be worth over $145,000, depending on the weight of the aircraft used. 

In addition, PIA has just created a new staff position, the Manager of Marketing and Public 

Relations. This person’s duties will be primarily focused on air service development, and they 

will be spending the majority of their time working on improving access for the region’s citizens to 

the national air transportation system. 

3. The community or consortium has established or will establish a public-private 

partnership to facilitate air carrier service to the public.

The Airport Authority has met with Caterpillar, Inc., other local businesses, the health care 

industry (second largest employment sector), and has worked extensively with the Peoria Area 

Chamber of Commerce and the Pekin Chamber of Commerce to set air service development goals 

and identify this project. We will work in partnership with these groups to establish and support 

the new service. 

4. The assistance will provide material benefits to a broad segment of the traveling 

public, including businesses, educational institutions, and other enterprises, whose 

access to the national air transportation system is limited. 

Peoria is home to Bradley University, the University of Illinois-College of Medicine, two major 

hospital systems, and a broad industrial and commercial base. Caterpillar, Inc. is the region’s 

largest employer, followed by the health care industry. New service to an east coast hub would 

benefit all of these sectors. Currently, many travelers from the PIA region are driving long 

distances to access the nation’s air transportation system, especially those who need access to 

international destinations. New service to an east coast hub will increase reliability, decrease fare 

levels, and provide an incentive for those in the business, educational sector, and health care 

industry to fly from PIA instead of driving three hours to ORD to start their trips. This will 

increase productivity by reducing total travel time, reduce costs, and boost the economic 

effectiveness of the region. 
5. The assistance will be used in a timely manner. 

MAAP’s new Manager of Marketing and Public Relations will be tasked with carrying out this 

program, under the direct involvement and supervision of the Director of Airports. This program 

will have the highest priority within the goals and objectives of the Airport Authority. The staff 

members have established relationships with airline planning departments, and we have the 

proven track record to carry out this program in a timely manner. 

PIA Top 50 Destinations, CY 2013 

Rank Dst Pax Fare Revenue Departures Seats

1 LAS 28,316 104 2,950,568 163 27,018

2 PIE 22,522 79 1,770,346 146 24,272

3 AZA 18,453 91 1,673,848 123 20,066

4 PGD 12,464 88 1,094,997 86 14,136

5 DFW 11,356 226 2,560,660 999 49,719

6 ATL 9,675 214 2,075,280 1,023 51,164

7 DTW 7,205 193 1,392,539 963 48,215

8 IAH 6,263 160 1,004,751 0 0

9 LGA 5,726 171 980,731 0 0

10 BOS 4,958 172 855,202 0 0

11 DEN 4,305 235 1,011,006 331 16,552

12 DCA 4,184 204 851,419 2 326

13 SFO 3,969 247 980,587 0 0

14 PHX 3,787 210 794,375 0 0

15 MSP 3,635 193 700,806 297 15,090

16 LAX 3,546 245 867,290 0 0

17 MCO 3,341 235 786,230 0 0

18 PHL 3,069 239 733,083 0 0

19 SAT 3,017 209 630,338 0 0

20 EWR 2,980 228 678,939 0 0

21 SAN 2,948 217 638,154 0 0

22 RSW 2,854 211 601,469 0 0

23 FLL 2,795 191 533,372 1 137

24 SEA 2,767 228 629,331 0 0

25 AUS 2,754 194 533,643 0 0

26 CLT 2,564 213 545,383 0 0

27 MIA 2,539 213 540,306 0 0

28 RDU 2,387 204 487,324 1 50

29 TUS 2,303 245 563,341 0 0

30 TPA 2,213 194 428,393 1 51

31 BWI 2,096 212 443,644 0 0

32 PDX 2,047 275 562,468 0 0

33 ORD 2,021 139 280,119 2,551 121,923

34 SNA 1,780 225 401,136 0 0

35 CLE 1,750 198 346,653 1 51

36 MSY 1,672 227 378,758 0 0

37 PIT 1,528 194 296,722 0 0

38 SJC 1,387 235 325,734 0 0

39 SMF 1,363 241 328,692 0 0

40 IAD 1,335 219 292,354 0 0

41 BDL 1,288 265 341,095 0 0

42 JAX 1,268 243 307,428 0 0

43 SLC 1,222 300 366,163 0 0

44 GSP 1,083 197 213,516 0 0

45 HNL 1,042 453 471,466 0 0

46 ABQ 1,020 202 205,633 0 0

47 HOU 975 165 160,434 0 0

48 BNA 970 190 184,105 0 0

49 MDT 942 247 232,193 0 0

50 PBI 920 243 223,933 0 0
Air Service Development Strategic Plan 

The Metropolitan Airport Authority of Peoria has had an air service development plan in place for 

the past six years. The plan works to identify community air service deficiencies and needs. It 

works to provide all airlines the support required to ensure short and long term success in Peoria 

and Central Illinois. 

Our current air service plan provides an effective amount of marketing support and airport 

operational cost abatements for the first year of new service. This plan also provides incentives for 

existing airlines to grow their service portfolio at PIA. 

Our strategic plan for meeting our community's needs through the Small Community Air Service 

Development Program involves a community outreach effort between the Metropolitan Airport 

Authority of Peoria, the local business community, and local Chambers of Commerce to support 

air service developments funded by recent and future revenue guarantees. 

Administrative Issues 

The Metropolitan Airport Authority of Peoria will be the legal sponsor for this project and the 

assistance applied for under the SCASDP. The MAAP is a governmental body legally, 

financially, and otherwise empowered to accept grants from the US DOT, and is willing to be 

bound by the obligations, assurances, and requirements of this program. MAAP will ensure 

compliance with all grant obligations and provisions. 




ATTACHMENT B TO SCASDP GRANT AGREEMENT

GRANT ASSURANCES

TITLE VI ASSURANCE

(Implementing Title VI of the Civil Rights Act of 1964, as amended)

ASSURANCE CONCERNING NONDISCRIMINATION IN FEDERALLY-ASSISTED 

PROGRAMS AND ACTIVITIES RECEIVING OR BENEFITING FROM FEDERAL 

FINANCIAL ASSISTANCE

(Implementing the Rehabilitation Act of 1973, as amended, and the Americans With Disabilities 

Act, as amended)

49 C.F.R. Parts 21, 25, 27, 37 and 38

The United States Department of Transportation (USDOT)

Standard Title VI/Non-Discrimination Assurances

DOT Order No. 1050.2A

By signing and submitting the Grant Application and by entering into the Grant Agreement 

under the Small Community Air Service Development Program (SCASDP), the Grantee (also 

herein referred to as the “Recipient”), HEREBY AGREES THAT, as a condition to receiving 

any Federal financial assistance from the U.S. Department of Transportation (DOT), the Grantee

is subject to and will comply with the following:

Statutory/Regulatory Authorities

• Title VI of the Civil Rights Act of 1964 (42 U.S.C. § 2000d et seq., 78 stat. 252), 

(prohibits discrimination on the basis of race, color, national origin);

• 49 C.F.R. Part 21 (entitled Non-discrimination In Federally-Assisted Programs Of The 

Department Of Transportation—Effectuation Of Title VI Of The Civil Rights Act Of 

1964); 

• 28 C.F.R. section 50.3 (U.S. Department of Justice Guidelines for Enforcement of Title 

VI of the Civil Rights Act of 1964);

The preceding statutory and regulatory cites hereinafter are referred to as the “Acts” and 

“Regulations,” respectively.

General Assurances
In accordance with the Acts, the Regulations, and other pertinent directives, circulars, policy, 

memoranda, and/or guidance, the Recipient hereby gives assurance that it will promptly take any 

measures necessary to ensure that: 

“No person in the United States shall, on the grounds of race, color, or national 

origin, be excluded from participation in, be denied the benefits of, or be otherwise 

subjected to discrimination under any program or activity,” for which the 

Recipient receives Federal financial assistance from DOT.

The Civil Rights Restoration Act of 1987 clarified the original intent of Congress, with respect to 

Title VI and other Non-discrimination requirements (The Age Discrimination Act of 1975, and 

Section 504 of the Rehabilitation Act of 1973), by restoring the broad, institutional-wide scope

and coverage of these non-discrimination statutes and requirements to include all programs and 

activities of the Recipient, so long as any portion of the program is Federally assisted. 

Specific Assurances

More specifically, and without limiting the above general Assurance, the Recipient agrees with 

and gives the following Assurances with respect to its Federally assisted SCASDP Discretionary 

Grant program:

1. The Recipient agrees that each “activity,” “facility,” or “program,” as defined in §§ 21.23 

(b) and 21.23 (e) of 49 C.F.R. § 21 will be (with regard to an “activity”) facilitated, or 

will be (with regard to a “facility”) operated, or will be (with regard to a “program”) 

conducted in compliance with all requirements imposed by, or pursuant to the Acts and 

the Regulations.

2. The Recipient will insert the following notification in all solicitations for bids, Requests 

For Proposals for work, or material subject to the Acts and the Regulations made in 

connection with the SCASDP Discretionary Grant and, in adapted form, in all proposals 

for negotiated agreements regardless of funding source:

“The Grantee, in accordance with the provisions of Title VI of the Civil Rights 

Act of 1964 (78 Stat. 252, 42 U.S.C. §§ 2000d to 2000d-4) and the Regulations, 

hereby notifies all bidders that it will affirmatively ensure that any contract 

entered into pursuant to this advertisement, disadvantaged business enterprises 

will be afforded full and fair opportunity to submit bids in response to this 

invitation and will not be discriminated against on the grounds of race, color, or 

national origin in consideration for an award.”

3. The Recipient will insert the clauses of Appendix A and E of this Assurance in every 

contract or agreement subject to the Acts and the Regulations.

4. The Recipient will insert the clauses of Appendix B of this Assurance, as a covenant 

running with the land, in any deed from the United States effecting or recording a transfer 
of real property, structures, use, or improvements thereon or interest therein to a 

Recipient.

5. That where the Recipient receives Federal financial assistance to construct a facility, or 

part of a facility, the Assurance will extend to the entire facility and facilities operated in 

connection therewith.

6. That where the Recipient receives Federal financial assistance in the form, or for the 

acquisition of real property or an interest in real property, the Assurance will extend to 

rights to space on, over, or under such property.

7. That the Recipient will include the clauses set forth in Appendix C and Appendix D of 

this Assurance, as a covenant running with the land, in any future deeds, leases, licenses, 

permits, or similar instruments entered into by the Recipient with other parties:

a. for the subsequent transfer of real property acquired or improved under the 

applicable activity, project, or program; and 

b. for the construction or use of, or access to, space on, over, or under real property 

acquired or improved under the applicable activity, project, or program.

8. That this Assurance obligates the Recipient for the period during which Federal financial 

assistance is extended to the program, except where the Federal financial assistance is to 

provide, or is in the form of, personal property, or real property, or interest therein, or 

structures or improvements thereon, in which case the Assurance obligates the Recipient, 

or any transferee for the longer of the following periods:

a. the period during which the property is used for a purpose for which the Federal 

financial assistance is extended, or for another purpose involving the provision of 

similar services or benefits; or 

b. the period during which the Recipient retains ownership or possession of the 

property.

9. The Recipient will provide for such methods of administration for the program as are 

found by the Secretary of Transportation or the official to whom he/she delegates specific 

authority to give reasonable guarantee that it, other recipients, sub-recipients, subgrantees, contractors, subcontractors, consultants, transferees, successors in interest, and 

other participants of Federal financial assistance under such program will comply with all 

requirements imposed or pursuant to the Acts, the Regulations, and this Assurance.

10. The Recipient agrees that the United States has a right to seek judicial enforcement with 

regard to any matter arising under the Acts, the Regulations, and this Assurance.

By signing this ASSURANCE, the Grantee also agrees to comply (and require any subrecipients, sub-grantees, contractors, successors, transferees, and/or assignees to comply) with all 

applicable provisions governing DOT’s access to records, accounts, documents, information, 

facilities, and staff. You also recognize that you must comply with any program or compliance 
reviews, and/or complaint investigations conducted by DOT. You must keep records, reports, 

and submit the material for review upon request to DOT, or its designee in a timely, complete, 

and accurate way. Additionally, you must comply with all other reporting, data collection, and 

evaluation requirements, as prescribed by law or detailed in program guidance.

The Grantee gives this ASSURANCE in consideration of and for obtaining any Federal grants, 

loans, contracts, agreements, property, and/or discounts, or other Federal-aid and Federal 

financial assistance extended after the date hereof to the recipients by the U.S. Department of 

Transportation under the SCASDP Discretionary Grants Program. This ASSURANCE is 

binding on the Grantee, other recipients, sub-recipients, sub-grantees, contractors, subcontractors 

and their subcontractors, transferees, successors in interest, and any other participants in the

SCASDP Discretionary Grants Program. 

APPENDIX A

During the performance of this contract, the contractor, for itself, its assignees, and successors in 

interest (hereinafter referred to as the “contractor”) agrees as follows:

1. Compliance with Regulations: The contractor (hereinafter includes consultants) will 

comply with the Acts and the Regulations relative to Non-discrimination in Federallyassisted programs of the U.S. Department of Transportation, as they may be amended 

from time to time, which are herein incorporated by reference and made a part of this 

contract.

2. Non-discrimination: The contractor, with regard to the work performed by it during the 

contract, will not discriminate on the grounds of race, color, or national origin in the 

selection and retention of subcontractors, including procurements of materials and leases of 

equipment. The contractor will not participate directly or indirectly in the discrimination 

prohibited by the Acts and the Regulations, including employment practices when the 

contract covers any activity, project, or program set forth in Appendix B of 49 CFR Part 

21.

3. Solicitations for Subcontracts, Including Procurements of Materials and Equipment: 

In all solicitations, either by competitive bidding, or negotiation made by the contractor for 

work to be performed under a subcontract, including procurements of materials, or leases 

of equipment, each potential subcontractor or supplier will be notified by the contractor of 

the contractor’s obligations under this contract and the Acts and the Regulations relative to 

Non-discrimination on the grounds of race, color, or national origin. 

4. Information and Reports: The contractor will provide all information and reports 

required by the Acts, the Regulations, and directives issued pursuant thereto and will 

permit access to its books, records, accounts, other sources of information, and its facilities 

as may be determined by the Recipient or DOT to be pertinent to ascertain compliance 

with such Acts, Regulations, and instructions. Where any information required of a 

contractor is in the exclusive possession of another who fails or refuses to furnish the 
information, the contractor will so certify to the Recipient or DOT, as appropriate, and will 

set forth what efforts it has made to obtain the information.

5. Sanctions for Noncompliance: In the event of a contractor’s noncompliance with the 

Non-discrimination provisions of this contract, the Recipient will impose such contract 

sanctions as it or DOT may determine to be appropriate, including, but not limited to:

a. withholding payments to the contractor under the contract until the contractor 

complies; and/or

b. cancelling, terminating, or suspending a contract, in whole or in part.

6. Incorporation of Provisions: The contractor will include the provisions of paragraphs 

one through six in every subcontract, including procurements of materials and leases of 

equipment, unless exempt by the Acts, the Regulations and directives issued pursuant 

thereto. The contractor will take action with respect to any subcontract or procurement as 

the Recipient or DOT may direct as a means of enforcing such provisions including 

sanctions for noncompliance. Provided, that if the contractor becomes involved in, or is 

threatened with litigation by a subcontractor, or supplier because of such direction, the 

contractor may request the Recipient to enter into any litigation to protect the interests of 

the Recipient. In addition, the contractor may request the United States to enter into the 

litigation to protect the interests of the United States.

APPENDIX B

CLAUSES FOR DEEDS TRANSFERRING UNITED STATES PROPERTY

The following clauses will be included in deeds effecting or recording the transfer of real property, 

structures, or improvements thereon, or granting interest therein from the United States pursuant to 

the provisions of Assurance 4:

NOW, THEREFORE, the U.S. Department of Transportation as authorized by law and upon the 

condition that the Grantee will accept title to the lands and maintain the project constructed 

thereon in accordance with and in compliance with all requirements imposed by Title 49, Code of 

Federal Regulations, U.S. Department of Transportation, Subtitle A, Office of the Secretary, Part 

21, Non-discrimination in Federally-assisted programs of the U.S Department of Transportation 

pertaining to and effectuating the provisions of Title VI of the Civil Rights Act of 1964 (78 Stat. 

252; 42 U.S.C. § 2000d to 2000d-4), does hereby remise, release, quitclaim and convey unto the 

Grantee all the right, title and interest of the U.S. Department of Transportation in and to said 

lands described in Exhibit A attached hereto and made a part hereof.

(HABENDUM CLAUSE)

TO HAVE AND TO HOLD said lands and interests therein unto Grantee and its successors 

forever, subject, however, to the covenants, conditions, restrictions and reservations herein 

contained as follows, which will remain in effect for the period during which the real property or 

structures are used for a purpose for which Federal financial assistance is extended or for another 
purpose involving the provision of similar services or benefits and will be binding on the Grantee, 

its successors and assigns.

The Grantee, in consideration of the conveyance of said lands and interests in lands, does hereby 

covenant and agree as a covenant running with the land for itself, its successors and assigns, that 

(1) no person will on the grounds of race, color, or national origin, be excluded from participation 

in, be denied the benefits of, or be otherwise subjected to discrimination with regard to any facility 

located wholly or in part on, over, or under such lands hereby conveyed [,] [and]* (2) that the 

Grantee will use the lands and interests in lands and interests in lands so conveyed, in compliance 

with all requirements imposed by or pursuant to Title 49, Code of Federal Regulations, U.S. 

Department of Transportation, Subtitle A, Office of the Secretary, Part 21, Non-discrimination in 

Federally-assisted programs of the U.S. Department of Transportation, Effectuation of Title VI of 

the Civil Rights Act of 1964, and as said Regulations and Acts may be amended[, and (3) that in 

the event of breach of any of the above-mentioned non-discrimination conditions, the Department 

will have a right to enter or re-enter said lands and facilities on said land, and that above described 

land and facilities will thereon revert to and vest in and become the absolute property of the U.S. 

Department of Transportation and its assigns as such interest existed prior to this instruction].*

(*Reverter clause and related language to be used only when it is determined that such a clause is 

necessary in order to make clear the purpose of Title VI.)

APPENDIX C

CLAUSES FOR TRANSFER OF REAL PROPERTY ACQUIRED OR IMPROVED 

UNDER THE ACTIVITY, FACILITY, OR PROGRAM

The following clauses will be included in deeds, licenses, leases, permits, or similar instruments 

entered into by the Grantee pursuant to the provisions of Assurance 7(a):

A. The (grantee, lessee, permittee, etc. as appropriate) for himself/herself, his/her heirs, 

personal representatives, successors in interest, and assigns, as a part of the consideration 

hereof, does hereby covenant and agree [in the case of deeds and leases add “as a covenant 

running with the land”] that:

1. In the event facilities are constructed, maintained, or otherwise operated on the 

property described in this (deed, license, lease, permit, etc.) for a purpose for which a 

U.S. Department of Transportation activity, facility, or program is extended or for 

another purpose involving the provision of similar services or benefits, the (grantee, 

licensee, lessee, permittee, etc.) will maintain and operate such facilities and services 

in compliance with all requirements imposed by the Acts and Regulations (as may be 

amended) such that no person on the grounds of race, color, or national origin, will be 

excluded from participation in, denied the benefits of, or be otherwise subjected to 

discrimination in the use of said facilities. 
B. With respect to licenses, leases, permits, etc., in the event of breach of any of the above Nondiscrimination covenants, Grantee will have the right to terminate the (lease, license, permit, 

etc.) and to enter, re-enter, and repossess said lands and facilities thereon, and hold the same 

as if the (lease, license, permit, etc.) had never been made or issued.*

C. With respect to a deed, in the event of breach of any of the above Non-discrimination 

covenants, the Grantee will have the right to enter or re-enter the lands and facilities thereon, 

and the above described lands and facilities will there upon revert to and vest in and become 

the absolute property of the Grantee and its assigns.*

(*Reverter clause and related language to be used only when it is determined that such a clause is 

necessary to make clear the purpose of Title VI.)

APPENDIX D

CLAUSES FOR CONSTRUCTION/USE/ACCESS TO REAL PROPERTY ACQUIRED 

UNDER THE ACTIVITY, FACILITY OR PROGRAM

The following clauses will be included in deeds, licenses, permits, or similar 

instruments/agreements entered into by Grantee pursuant to the provisions of Assurance 7(b):

A. The (grantee, licensee, permittee, etc., as appropriate) for himself/herself, his/her heirs, 

personal representatives, successors in interest, and assigns, as a part of the consideration 

hereof, does hereby covenant and agree (in the case of deeds and leases add, “as a covenant 

running with the land”) that (1) no person on the ground of race, color, or national origin, 

will be excluded from participation in, denied the benefits of, or be otherwise subjected to 

discrimination in the use of said facilities, (2) that in the construction of any improvements 

on, over, or under such land, and the furnishing of services thereon, no person on the ground 

of race, color, or national origin, will be excluded from participation in, denied the benefits 

of, or otherwise be subjected to discrimination, (3) that the (grantee, licensee, lessee, 

permittee, etc.) will use the premises in compliance with all other requirements imposed by 

or pursuant to the Acts and Regulations, as amended, set forth in this Assurance.

B. With respect to (licenses, leases, permits, etc.), in the event of breach of any of the above 

Non-discrimination covenants, Grantee will have the right to terminate the (license, permit, 

etc., as appropriate) and to enter or re-enter and repossess said land and the facilities thereon, 

and hold the same as if said (license, permit, etc., as appropriate) had never been made or 

issued.*

C. With respect to deeds, in the event of breach of any of the above Non-discrimination 

covenants, Grantee will there upon revert to and vest in and become the absolute property of 

Grantee and its assigns.*
(*Reverter clause and related language to be used only when it is determined that such a clause is 

necessary to make clear the purpose of Title VI.)

APPENDIX E

During the performance of this contract, the contractor, for itself, its assignees, and successors in 

interest (hereinafter referred to as the “contractor”) agrees to comply with the following nondiscrimination statutes and authorities; including but not limited to:

Pertinent Non-Discrimination Authorities:

• Title VI of the Civil Rights Act of 1964 (42 U.S.C. § 2000d et seq., 78 stat. 252), 

(prohibits discrimination on the basis of race, color, national origin); and 49 CFR Part 21.

• The Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, 

(42 U.S.C. § 4601), (prohibits unfair treatment of persons displaced or whose property 

has been acquired because of Federal or Federal-aid programs and projects); 

• Federal-Aid Highway Act of 1973, (23 U.S.C. § 324 et seq.), (prohibits discrimination on 

the basis of sex);

• Section 504 of the Rehabilitation Act of 1973, (29 U.S.C. § 794 et seq.), as amended, 

(prohibits discrimination on the basis of disability); and 49 CFR Part 27;

• The Age Discrimination Act of 1975, as amended, (42 U.S.C. § 6101 et seq.), (prohibits 

discrimination on the basis of age);

• Airport and Airway Improvement Act of 1982, (49 USC § 471, Section 47123), as 

amended, (prohibits discrimination based on race, creed, color, national origin, or sex); 

• The Civil Rights Restoration Act of 1987, (PL 100-209), (Broadened the scope, coverage 

and applicability of Title VI of the Civil Rights Act of 1964, The Age Discrimination Act 

of 1975 and Section 504 of the Rehabilitation Act of 1973, by expanding the definition of 

the terms “programs or activities” to include all of the programs or activities of the 

Federal-aid recipients, sub-recipients and contractors, whether such programs or activities 

are Federally funded or not);

• Titles II and III of the Americans with Disabilities Act, which prohibit discrimination on 

the basis of disability in the operation of public entities, public and private transportation 

systems, places of public accommodation, and certain testing entities (42 U.S.C. §§ 

12131 – 12189) as implemented by Department of Transportation regulations at 49 

C.F.R. parts 37 and 38;

• The Federal Aviation Administration’s Non-discrimination statute (49 U.S.C. § 47123) 

(prohibits discrimination on the basis of race, color, national origin, and sex); 

• Executive Order 12898, Federal Actions to Address Environmental Justice in Minority 

Populations and Low-Income Populations, which ensures discrimination against minority 

populations by discouraging programs, policies, and activities with disproportionately 

high and adverse human health or environmental effects on minority and low-income 

populations;

• Executive Order 13166, Improving Access to Services for Persons with Limited English 

Proficiency, and resulting agency guidance, national origin discrimination includes 

discrimination because of limited English proficiency (LEP). To ensure compliance with 
Title VI, you must take reasonable steps to ensure that LEP persons have meaningful 

access to your programs (70 Fed. Reg. at 74087 to 74100); 

• Title IX of the Education Amendments of 1972, as amended, which prohibits you from 

discriminating because of sex in education programs or activities (20 U.S.C. 1681 et seq).

Signature Date

Title

Grant Recipient
UNITED STATES OF AMERICA

DEPARTMENT OF TRANSPORTATION

OFFICE OF THE SECRETARY

OFFICE OF AVIATION ANALYSIS

CERTIFICATION REGARDING INFLUENCING ACTIVITIES

Certification for Contracts, Grants, Loans,

and Cooperative Agreements

The undersigned certifies, to the best of his or her knowledge and belief, that:

(1) No Federal appropriated funds have been paid or will be paid, by or on behalf of the 

undersigned, to any person for influencing or attempting to influence an officer or employee of any 

agency, a Member of Congress, an officer or employee of Congress, or an employee of a Member 

of Congress in connection with the awarding of any Federal contract, the making of any Federal 

grant, the making of any Federal loan, the entering into of any cooperative agreement, and the 

extension, continuation, renewal, amendment, or modification of any Federal contract, grant, loan, 

or cooperative agreement.

(2) If any funds other than Federal appropriated funds have been paid or will be paid to any person 

for influencing or attempting to influence an officer or employee of any agency, a Member of 

Congress, an officer or employee of Congress, or an employee of a Member of Congress in 

connection with this Federal contract, grant, loan, or cooperative agreement, the undersigned shall 

complete and submit Standard Form-LLL, "Disclosure Form to Report Influencing Activities," in 

accordance with its instructions.

(3) The undersigned shall require that the language of this certification be included in the award 

documents for all subawards at all tiers (including subcontracts, subgrants, and contracts under 

grants, loans and cooperative agreements) and that all subrecipients shall certify and disclose 

accordingly.

This certification is a material representation of fact upon which reliance was placed when this 

transaction was made or entered into. Submission of this certification is a prerequisite for making 

or entering into this transaction imposed by Section 1352, Title 31, U.S. Code. Any person who 

fails to file the required certification shall be subject to a civil penalty of not less than $10,000 and 

not more than $100,000 for each such failure.

Signature Date

Title

Grant Recipient
UNITED STATES OF AMERICA

DEPARTMENT OF TRANSPORTATION

OFFICE OF THE SECRETARY

OFFICE OF AVIATION ANALYSIS

CERTIFICATION REGARDING DRUG-FREE WORKPLACE REQUIREMENTS

IN THE PERFORMANCE OF SMALL COMMUNITY AIR SERVICE PURSUANT TO GRANT AWARD UNDER 

THE SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM

A. The grant recipient certifies that it will, or will continue, to provide a drug-free workplace by:

(a) Publishing a statement notifying employees that the unlawful manufacture, distribution, dispensing, possession or 

use of a controlled substance is prohibited in the grant recipient’s workplace, and specifying the actions that will be taken

against employees for violation of such prohibition;

(b) Establishing an ongoing drug-free awareness program to inform employees about--

(1) The dangers of drug abuse in the workplace;

(2) The grant recipient's policy of maintaining a drug-free workplace;

(3) Any available drug counseling, rehabilitation, and employee assistance programs; and

(4) The penalties that may be imposed upon employees for drug abuse violations occurring in the workplace;

(c) Making it a requirement that each employee to be engaged in the performance of work supported by the grant award 

be given a copy of the statement required by paragraph (a);

(d) Notifying the employee in the statement required by paragraph (a) that, as a condition of employment supported by 

the grant award, the employee will--

(1) Abide by the terms of the statement; and

(2) Notify the employer in writing of his or her conviction for a violation of a criminal drug statute occurring in the 

workplace no later than five calendar days after such conviction;

(e) Notifying the agency in writing, within ten calendar days after receiving notice under paragraph (d)(2) from an 

employee or otherwise receiving actual notice of conviction. Employers of convicted employees must provide notice, 

including position title, to the Office of Aviation Analysis. Notice shall include the order number of the grant award;

(f) Taking one of the following actions, within 30 days of receiving notice under paragraph (d)(2), with respect to any 

employee who is so convicted--

(1) Taking appropriate personnel action against such an employee, up to and including termination, consistent with 

the requirements of the Rehabilitation Act of 1973, as amended, or

(2) Requiring such employee to participate satisfactorily in a drug abuse assistance or rehabilitation program 

approved for such purposes by a Federal, State or local health, law enforcement, or other appropriate agency;

(g) Making a good faith effort to continue to maintain a drug-free workplace through implementation of paragraphs (a), 

(b), (c), (d), (e) and (f).

B. The grant recipient may, but is not required to, insert in the space provided below the site for the performance of work 

done in connection with the specific grant.

Places of Performance (street address, city, county, state, zip code). For the provision of air service pursuant to the grant 

award, workplaces include outstations, maintenance sites, headquarters office locations, training sites and any other worksites 

where work is performed that is supported by the grant award.

Check [ ] if there are workplaces on file that are not identified here.

______________________________________________ __________________________

Grant Recipient Signature Date
OFFICE OF THE SECRETARY OF TRANSPORTATION

CERTIFICATION REGARDING DEBARMENT, SUSPENSION, AND OTHER 

RESPONSIBILITY MATTERS -- PRIMARY COVERED TRANSACTIONS

2 C.F.R. Part 1200, 2 C.F.R. Part 180

Instructions for Certification

1. By entering in the SCASDP Grant Agreement and signing below, the Sponsor is providing the 

assurance and certification set out below.

2. The inability of a person to provide the certification required below will not necessarily result 

in denial of participation in this covered transaction. The Sponsor shall submit an explanation of 

why it cannot provide the certification set out below. The certification or explanation will be 

considered in connection with the department or agency's determination whether to enter into 

this transaction. However, failure of the Sponsor to furnish a certification or an explanation shall 

disqualify such person from participation in this transaction.

3. The certification in this clause is a material representation of fact upon which reliance was 

placed when the department or agency determined to enter into this transaction. If it is later 

determined that the Sponsor knowingly rendered an erroneous certification, in addition to other 

remedies available to the Federal Government, the department or agency may terminate this 

transaction for cause or default.

4. The Sponsor shall provide immediate written notice to the department or agency to which this 

proposal is submitted if at any time the Sponsor learns that its certification was erroneous when 

submitted or has become erroneous by reason of changed circumstances.

5. The terms covered transaction, debarred, suspended, ineligible, lower tier covered transaction, 

participant, person, primary covered transaction, principal, proposal, and voluntarily excluded, as 

used in this clause, have the meanings set out in the Definitions and Coverage sections of the 

rules implementing Executive Order 12549. You may contact the department or agency to which 

this proposal is being submitted for assistance in obtaining a copy of those regulations.

6. The Sponsor agrees that it shall not knowingly enter into any lower tier covered transaction 

with a person who is proposed for debarment, debarred, suspended, declared ineligible, or 

voluntarily excluded from participation in this covered transaction pursuant to 2 CFR Parts 180 

or 1200 or 48 CFR Part 9, Subpart 9.4, unless authorized by the department or agency entering 

into this transaction.

7. The Sponsor further agrees that it will include the clause titled "Certification Regarding 

Debarment, Suspension, Ineligibility and Voluntary Exclusion -- Lower Tier Covered 

Transaction," available from the department or agency entering into this covered transaction, 

without modification, in all lower tier covered transactions and in all solicitations for lower tier 

covered transactions.

8. A participant in a covered transaction may rely upon a certification of a prospective participant 

in a lower tier covered transaction that it is not proposed for debarment, debarred, suspended, 

ineligible, or voluntarily excluded from the covered transaction pursuant to 2 CFR Parts 180 or 

1200 or 48 CFR Part 9, Subpart 9.4, unless it knows that the certification is erroneous. A 

participant may decide the method and frequency by which it determines the eligibility of its 
principals. Each participant may, but is not required to, check the List of Parties Excluded from 

Federal Procurement and Non-procurement Programs.

9. Nothing contained in the foregoing shall be construed to require establishment of a system of 

records in order to render in good faith the certification required by this clause. The knowledge 

and information of a participant is not required to exceed that which is normally possessed by a 

prudent person in the ordinary course of business dealings.

10. Except for transactions authorized under paragraph 6 of these instructions, if a participant in 

a covered transaction knowingly enters into a lower tier covered transaction with a person who is 

proposed for debarment, suspended, debarred, ineligible, or voluntarily excluded from 

participation in this transaction pursuant to 2 CFR Parts 180 or 1200 or 48 CFR Part 9, Subpart 

9.4, in addition to other remedies available to the Federal Government, the department or agency 

may terminate this transaction for cause or default.

Certification Regarding Debarment, Suspension, and Other Responsibility Matters --

Primary Covered Transactions

(1) The Sponsor certifies to the best of its knowledge and belief, that it and its principals:

(a) Are not presently debarred, suspended, proposed for debarment, declared ineligible, or 

voluntarily excluded by any Federal department or agency;

(b) Have not within a three-year period preceding this Grant Agreement been convicted of or had 

a civil judgment rendered against them for commission of fraud or a criminal offense in 

connection with obtaining, attempting to obtain, or performing a public (Federal, State or local) 

transaction or contract under a public transaction; violation of Federal or State antitrust statutes 

or commission of embezzlement, theft, forgery, bribery, falsification or destruction of records, 

making false statements, or receiving stolen property;

(c) Are not presently indicted for or otherwise criminally or civilly charged by a governmental 

entity (Federal, State or local) with commission of any of the offenses enumerated in paragraph 

(1)(b) of this certification; and

(d) Have not within a three-year period preceding this Grant Agreement had one or more public 

transactions (Federal, State or local) terminated for cause or default.

(2) Where the Sponsor is unable to certify to any of the statements in this certification, such 

Sponsor shall attach an explanation to this proposal.

_______________________________ _____________________________

Name Affiliation

______________________________ _____________________________

Title Date
OFFICE OF THE SECRETARY OF TRANSPORTATION

CERTIFICATION REGARDING DEBARMENT, SUSPENSION, 

INELIGIBILITY AND VOLUNTARY EXCLUSION -- LOWER TIER COVERED 

TRANSACTIONS

Instructions for Certification

1. By entering into the SCASDP Grant Agreement and signing below, the Sponsor is 

providing the assurance and certification set out below.

2. The certification required by a prospective lower tier participant is a material 

representation of fact upon which reliance is placed when a transaction is entered into. If 

it is later determined that the prospective lower tier participant knowingly rendered an 

erroneous certification, in addition to other remedies available to the Federal Government 

the department or agency with which this transaction originated may pursue available 

remedies, including suspension and/or debarment.

3. The prospective lower tier participant shall provide immediate written notice to the 

person to which the certification is submitted if at any time the prospective lower tier 

participant learns that its certification was erroneous when submitted or had become 

erroneous by reason of changed circumstances.

4. The terms covered transaction, debarred, suspended, ineligible, lower tier covered 

transaction, participant, person, primary covered transaction, principal, proposal, and 

voluntarily excluded, as used in this clause, have the meaning set out in the Definitions 

and Coverage sections of rules implementing Executive Order 12549. You may contact 

the person to which this proposal is submitted for assistance in obtaining a copy of those 

regulations.

5. The prospective lower tier participant shall agree that, should the proposed covered 

transaction be entered into, it shall not knowingly enter into any lower tier covered 

transaction with a person who is proposed for debarment, debarred, suspended, declared 

ineligible, or voluntarily excluded from participation in this covered transaction pursuant 

to 2 CFR Parts 180 or 1200 or 48 CFR Part 9, Subpart 9.4, unless authorized by the 

department or agency with which this transaction originated.

6. The prospective lower tier participant shall further agree that it will include this clause 

titled "Certification Regarding Debarment, Suspension, Ineligibility and Voluntary 

Exclusion -- Lower Tier Covered Transaction," without modification, in all lower tier 

covered transactions and in all solicitations for lower tier covered transactions.

7. A participant in a covered transaction may rely upon a certification of a prospective 

participant in a lower tier covered transaction that it is not proposed for debarment, 

debarred, suspended, declared ineligible, or voluntarily excluded from participation in the 

covered transaction pursuant to 2 CFR Parts 180 or 1200 or 48 CFR Part 9, Subpart 9.4, 

unless it knows that the certification is erroneous. A participant may decide the method 

and frequency by which it determines the eligibility of its principals. Each participant 

may, but is not required to, check the List of Parties Excluded from Federal Procurement 

and Non-procurement Programs.
8. Nothing contained in the foregoing shall be construed to require establishment of a 

system of records in order to render in good faith the certification required by this clause. 

The knowledge and information of a participant is not required to exceed that which is 

normally possessed by a prudent person in the ordinary course of business dealings.

9. Except for transactions authorized under paragraph 5 of these instructions, if a 

participant in a covered transaction knowingly enters into a lower tier covered transaction 

with a person who is proposed for debarment, debarred, suspended, declared ineligible, or 

voluntarily excluded from participation in the covered transaction pursuant to 2 CFR 

Parts 180 or 1200 or 48 CFR Part 9, Subpart 9.4, in addition to other remedies available 

to the Federal Government, the department or agency with which this transaction 

originated may pursue available remedies, including suspension and/or debarment.

Certification Regarding Debarment, Suspension, Ineligibility an Voluntary 

Exclusion -- Lower Tier Covered Transactions

By entering into the SCASDP Grant Agreement and signing below, the Sponsor is 

providing the assurance set forth in paragraphs (1) and (2) below.

(1) The Sponsor shall ensure that any prospective lower tier participant certifies that 

neither it nor its principals is presently debarred, suspended, proposed for debarment, 

declared ineligible, or voluntarily excluded from participation in the Grant Project by any 

Federal department or agency.

(2) Where the prospective lower tier participant is unable to certify to any of the 

statements in the certification, the Sponsor shall ensure that such lower tier prospective 

participant attaches an explanation to the certification.

___________________________

Name

__________________________

Title

__________________________

Affiliation

__________________________

Date