61556 Federal Register / Vol. 75, No. 192 / Tuesday, October 5, 2010 / Notices 

apportionment of funds based on 

service data reported to the NTD. Thus, 

allocation of as much service data as 

possible to the large UZA resulted in the 

greatest potential benefits in the 

apportionment. Since the passage of the 

Safe, Accountable, Flexible, Efficient, 

Transportation Equity Act: A Legacy for 

Users (SAFETEA–LU), this calculation 

has changed. Now, small UZAs also 

receive an apportionment based on 

service data reported to the NTD under 

the Small Transit Intensive Cities (STIC) 

formula. 

FTA proposes to change this policy as 

follows: Transit systems reporting to the 

NTD must allocate data on the FFA–10 

to each urbanized areas served by the 

transit system, and to rural areas in 

aggregate (if rural areas are served by the 

transit system), based on a reasonable 

representation of the service provided to 

each area. Service that connects a small 

UZA or a rural area to a large UZA 

cannot be allocated entirely to the large 

UZA. An area is considered served by 

transit service if passengers can board or 

alight the transit service there. Thus, 

service that begins in a small UZA, 

operates on a closed-door basis through 

a rural area, and ends in a large UZA 

should only be allocated to the small 

UZA and the large UZA—as the rural 

area is not served by transit in this case. 

Transit systems should make this 

allocation based on actual data 

whenever possible, but may make this 

allocation based on VRM, UPT, or PMT, 

or some other reasonable and consistent 

method that reflects the service 

provided. 

FTA proposes to change its policy for 

three reasons. First, FTA wishes to 

provide a more accurate representation 

of the distribution of transit service 

among various urbanized areas and 

rural areas to our data users. Secondly, 

the current policy does not properly 

allocate transit service data to small 

UZAs for use in calculating the 

apportionment of funds under the Small 

Transit Intensive Cities (STIC) Program. 

Finally, transit researchers and 

policymakers have expressed concern to 

FTA that the current policy understates 

the level of transit service in rural areas. 

The NTD was recently expanded to 

collect data from recipients of FTA’s 

Other Than Urbanized Area Formula 

Grant (Section 5311) Program. The data 

set produced by this collection, 

however, produces an incomplete 

picture of transit service in rural areas 

in cases where the service is provided 

by a transit system that is also a 

recipient of Section 5307 Funds. Data 

produced by this new policy will 

provide for a complete picture of rural 

transit services. 

(7) Special Procedures for New 

Urbanized Area Definitions From the 

2010 Census 

It is anticipated the Census Bureau 

will publish new urbanized area 

definitions based on the 2010 Decennial 

Census in Spring 2012. By the time 

these definitions are published, most 

urbanized area transit systems will have 

already submitted their 2011 Annual 

Module reports, and many will have 

already received their closeout letter for 

this year. This data, however, must be 

used for the FY 2013 apportionment of 

formula grants, which must be 

conducted using the most-recentlyavailable urbanized area definitions 

from the Census Bureau. To accomplish 

this, FTA proposes the following 

procedures for the 2011 Report Year. 

Transit systems reporting to the NTD 

will complete a B–10 Identification 

Form and an FFA–10 Form as usual and 

submit their report according to the 

usual timelines and procedures. Once 

the Census Bureau publishes the new 

Urbanized Area definitions and maps, 

and once FTA updates the NTD Online 

Reporting System (ORS) to incorporate 

these new definitions, FTA will notify 

all urbanized area NTD reporters to 

logon to the NTD ORS and submit a new 

form addenda which will ask each 

system to confirm which of the new 

UZAs it serves (as suggested by FTA), to 

allocate their service among the new 

UZA boundaries, and to sub-allocate 

their service by State for any UZA that 

includes portions of more than one 

State. Transit systems would not be 

required to resubmit their Chief 

Executive Officer Certification nor their 

Independent Auditor Statement for 

these report addenda. FTA also notes 

that in some rare cases, if the Census 

Bureau releases revisions or corrections 

to its UZA definitions that FTA may 

require some adjustments to the 

aforementioned report addenda, in 

order to reflect the most-recent UZA 

definitions. Again, this proposal is to 

support the FY 2013 apportionment of 

urbanized area formula grants. 

III. Announcement of Suspension of 

Personal Security Reporting 

Effective with the publication of this 

notice, FTA announces that it is 

temporarily suspending the reporting of 

personal security data on the S&S–50 

Form of the Safety & Security Module. 

As part of its continuous evaluation of 

NTD reporting requirements and 

respondent reporting burden, FTA has 

determined that it would be prudent to 

suspend this data collection at this time, 

pending further review of its own data 

needs and the burden of this data 

collection on the public. FTA will seek 

public comment before taking action to 

lift this suspension, alter this data 

collection, or cancel this data collection 

permanently. Transit systems reporting 

to the NTD should continue to report 

‘‘Other Safety Occurrences Not 

Otherwise Classified’’ (e.g. slip and fall/ 

electric shock/other) on the S&S–50 

Form and on the ‘‘Number of 

Occurrences of Fire.’’ All other aspects 

of this Form are being suspended. 

Transit systems should also continue to 

report on the S&S–40: Reportable 

Incident Form any crime-related 

incident that meets the threshold 

criteria of one or more fatalities, one or 

more injuries, or an evacuation for lifesafety reasons. 

Issued in Washington, DC, this 24th day of 

September, 2010. 

Peter Rogoff, 

Administrator. 

[FR Doc. 2010–24990 Filed 10–4–10; 8:45 am] 

BILLING CODE P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

[Docket No. FAA–2011–22842] 

Notice of Opportunity To Participate, 

Criteria Requirements and Application 

Procedure for Participation in the 

Military Airport Program (MAP) 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of criteria and 

application procedures for designation 

or redesignation, in the Military Airport 

Program (MAP), for the fiscal year 2011. 

SUMMARY: In anticipation of Congress 

enacting a reauthorization of the Airport 

Improvement Program (AIP) the FAA is 

publishing this annual notice. This 

notice announces the criteria, 

application procedures, and schedule to 

be applied by the Secretary of 

Transportation in designating or 

redesignating, and funding capital 

development annually for up to 15 

current (joint-use) or former military 

airports seeking designation or 

redesignation to participate in the MAP. 

While FAA currently has continuing 

authority to designate or redesignate 

airports, FAA does not have authority to 

issue grants for fiscal year 2011 MAP, 

and will not have authority until 

Congress enacts legislation enabling 

FAA to issue grants for fiscal year 2011. 

The MAP allows the Secretary to 

designate current (joint-use) or former 

military airports to receive grants from 

the Airport Improvement Program (AIP). 

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Federal Register / Vol. 75, No. 192 / Tuesday, October 5, 2010 / Notices 61557 

The Secretary is authorized to designate 

an airport (other than an airport 

designated before August 24, 1994) only 

if: 

(1) The airport is a former military 

installation closed or realigned under 

the Title 10 U.S.C. Sec. 2687 

(announcement of closures of large 

Department of Defense installations 

after September 30, 1977), or under 

Section 201 or 2905 of the Defense 

Authorization Amendments and Base 

Closure and Realignment Acts; or 

(2) The airport is a military 

installation with both military and civil 

aircraft operations. 

The Secretary shall consider for 

designation only those current or former 

military airports, at least partly 

converted to civilian airports as part of 

the national air transportation system, 

that will reduce delays at airports with 

more than 20,000 hours of annual 

delays in commercial passenger aircraft 

takeoffs and landings, or will enhance 

airport and air traffic control system 

capacity in metropolitan areas, or 

reduce current and projected flight 

delays (49 U.S.C. 47118(c)). 

DATES: Applications must be received 

on or before December 6, 2010. 

ADDRESSES: Submit an original and two 

copies of Standard Form (SF) 424, 

‘‘Application for Federal Assistance,’’ 

prescribed by the Office of Management 

and Budget Circular A–102, available at 

http://www.faa.gov/airports_airtraffic/ 

airports/regional_guidance/ 

northwest_mountain/ 

airports_resources/forms/media/ 

applications/application_sf_424.doc 

along with any supporting and 

justifying documentation. Applicant 

should specifically request to be 

considered for designation or 

redesignation to participate in the fiscal 

year 2011 MAP. Submission should be 

sent to the Regional FAA Airports 

Division or Airports District Office that 

serves the airport. Applicants may find 

the proper office on the FAA Web site 

http://www.faa.gov/airports_airtraffic/ 

airports/regional_guidance/or may 

contact the office below. 

FOR FURTHER INFORMATION CONTACT: Mr. 

Kendall Ball (Kendall.Ball@faa.gov), 

Airports Financial Assistance Division 

(APP–500), Office of Airport Planning 

and Programming, Federal Aviation 

Administration (FAA), 800 

Independence Avenue, SW., 

Washington, DC 20591, (202) 267–7436. 

SUPPLEMENTARY INFORMATION: 

General Description of the Program 

The MAP provides capital 

development assistance to civil airport 

sponsors of designated current (jointuse) military airfields or former military 

airports that are included in the FAA’s 

National Plan of Integrated Airport 

Systems (NPIAS). Airports designated to 

the MAP may obtain funds from a setaside (currently four percent) of AIP 

discretionary funds for airport 

development, including certain projects 

not otherwise eligible for AIP assistance. 

These airports are also eligible to 

receive grants from other categories of 

AIP funding. 

Number of Airports 

A maximum of 15 airports per fiscal 

year (FY) may participate in the MAP. 

There are 8 slots available for 

designation or redesignation in FY 2011. 

There is 1 general aviation slot available 

fiscal year 2011. 

Term of Designation 

The maximum term is five fiscal years 

following designation. The FAA can 

designate airports for a period of less 

than five years. The FAA will evaluate 

the conversion needs of the airport in its 

capital development plan to determine 

the appropriate length of designation. 

Redesignation 

Previously designated airports may 

apply for redesignation of an additional 

term not to exceed five years. Those 

airports must meet current eligibility 

requirements in 49 U.S.C. 47118(a) at 

the beginning of each grant period and 

have MAP eligible projects. The FAA 

will evaluate applications for 

redesignation primarily in terms of 

warranted projects fundable only under 

the MAP as these candidates tend to 

have fewer conversion needs than new 

candidates. The FAA’s goal is to 

graduate MAP airports to regular AIP 

participation by successfully converting 

these airports to civilian airport 

operations. 

Eligible Projects 

In addition to eligible AIP projects, 

MAP can fund fuel farms, utility 

systems, surface automobile parking 

lots, hangars, and air cargo terminals up 

to 50,000 square feet. A designated or 

redesignated military airport can receive 

not more than $7,000,000 each fiscal 

year to construct, improve, and repair 

terminal building facilities. In addition 

a designated or redesignated military 

airport can receive not more than 

$7,000,000 each fiscal year for MAP 

eligible projects that include hangars, 

cargo facilities, fuel farms, automobile 

surface parking, and utility work. 

Designation Considerations 

In making designations of new 

candidate airports, the Secretary of 

Transportation may only designate an 

airport (other than an airport so 

designated before August 24, 1994) if it 

meets the following general 

requirements: 

(1) The airport is a former military 

installation closed or realigned under: 

(A) Section 2687 of Title 10; 

(B) Section 201 of the Defense 

Authorization Amendments and Base 

Closure and Realignment Act (BRAC) 

(10 U.S.C. 2687 note); or 

(C) Section 2905 of the Defense Base 

Closure and Realignment Act of 1990 

(10 U.S.C. 2687 note); or 

(2) The airport is a military 

installation with both military and civil 

aircraft operations; and 

(3) The airport is classified as a 

commercial service or reliever airport in 

the NPIAS. (See 49 U.S.C. 47105(b)(2)). 

One of the designated airports, if 

included in the NPIAS, may be a general 

aviation (GA) airport (public airport 

other than an air carrier airport, 49 

U.S.C. 47102(1), (20)) that was a former 

military installation closed or realigned 

under BRAC, as amended, or 10 U.S.C. 

2687. (See 49 U.S.C. 47118(g)). A 

general aviation airport must qualify 

under (1) above. 

In designating new candidate airports, 

the Secretary shall consider if a grant 

will: 

(1) reduce delays at an airport with 

more than 20,000 hours of annual 

delays in commercial passenger aircraft 

takeoffs and landings; or 

(2) Enhance airport and air traffic 

control system capacity in a 

metropolitan area or reduce current and 

projected flight delays. 

The application for new designations 

will be evaluated in terms of how the 

proposed projects will contribute to 

reducing delays and/or how the airport 

will enhance air traffic or airport system 

capacity and provide adequate user 

services. 

Project Evaluation 

Recently realigned or closed military 

airports, as well as active military 

airfields with new joint-use agreements, 

have the greatest need of funding to 

convert to, or to incorporate, civil 

airport operations. Newly converted 

airports and new joint-use locations 

frequently have minimal capital 

development resources and will 

therefore receive priority consideration 

for designation and MAP funding. The 

FAA will evaluate the need for eligible 

projects based upon information in the 

candidate airport’s five-year Airport 

Capital Improvement Plan (ACIP). These 

projects need to be related to 

development of that airport and/or the 

air traffic control system capacity. 

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61558 Federal Register / Vol. 75, No. 192 / Tuesday, October 5, 2010 / Notices 

1. The FAA will evaluate candidate 

airports and/or the airports such 

candidate airports will relieve based on 

the following specific factors: 

• Compatibility of airport roles and 

the ability of the airport to provide an 

adequate airport facility; 

• The capability of the candidate 

airport and its airside and landside 

complex to serve aircraft that otherwise 

must use a congested airport; 

• Landside surface access; 

• Airport operational capability, 

including peak hour and annual 

capacities of the candidate airport; 

• Potential of other metropolitan area 

airports to relieve the congested airport; 

• Ability to satisfy, relieve, or meet 

air cargo demand within the 

metropolitan area; 

• Forecasted aircraft and passenger 

levels, type of commercial service 

anticipated, i.e., scheduled or charter 

commercial service; 

• Type and capacity of aircraft 

projected to serve the airport and level 

of operations at the congested airport 

and the candidate airport; 

• The potential for the candidate 

airport to be served by aircraft or users, 

including the airlines, serving the 

congested airport; 

• Ability to replace an existing 

commercial service or reliever airport 

serving the area; and 

• Any other documentation to 

support the FAA designation of the 

candidate airport. 

2. The FAA will evaluate the extent 

to which development needs funded 

through MAP will make the airport a 

viable civil airport that will enhance 

system capacity or reduce delays. 

Application Procedures and Required 

Documentation 

Airport sponsors applying for 

designation or redesignation must 

complete and submit an SF 424, 

Application for Federal Assistance, and 

provide supporting documentation to 

the appropriate FAA Airports regional 

or district office serving that airport. 

Standard Form 424: Sponsors may 

obtain this fillable form at http://www.

faa.gov/airports_airtraffic/airports/

regional_guidance/northwest_

mountain/airports_resources/forms/

media/applications/application_

sf_424.doc. 

Applicants should fill this form out 

completely, including the following: 

• Mark Item 1, Type of Submission as 

a ‘‘pre-application’’ and indicate it is for 

‘‘construction’’. 

• Mark item 8, Type of Application as 

‘‘new’’, and in ‘‘other’’, fill in ‘‘Military 

Airport Program’’. 

• Fill in Item 11, Descriptive Title of 

Applicants Project. ‘‘Designation (or 

redesignation) to the Military Airport 

Program’’. 

• In Item 15a, Estimated Funding, 

indicate the total amount of funding 

requested from the MAP during the 

entire term for which you are applying. 

Supporting Documentation 

(A) Identification as a Current or 

Former Military Airport. The 

application must identify the airport as 

either a current or former military 

airport and indicate whether it was: 

(1) Closed or realigned under Section 

201 of the Defense Authorization 

Amendments and Base Closure and 

Realignment Act, and/or Section 2905 of 

the Defense Base Closure and 

Realignment Act of 1990 (Installations 

Approved for Closure by the Defense 

Base Realignment and Closure 

Commissions), or 

(2) Closed or realigned pursuant to 10 

U.S.C. 2687 as excess property (bases 

announced for closure by Department of 

Defense (DOD) pursuant to this title 

after September 30, 1977 (this is the 

date of announcement for closure and 

not the date the property was deeded to 

the airport sponsor)), or 

(3) A military installation with both 

military and civil aircraft operations. A 

general aviation airport applying for the 

MAP may be joint-use but must also 

qualify under (1) or (2) above. 

(B) Qualifications for MAP: 

Submit documents for (1) through (7) 

below: 

(1) Documentation that the airport 

meets the definition of a ‘‘public airport’’ 

as defined in 49 U.S.C. Sec. 47102(20). 

(2) Documentation indicating the 

required environmental review for civil 

reuse or joint-use of the military airfield 

has been completed. This 

environmental review need not include 

review of the individual projects to be 

funded by the MAP. Rather, the 

documentation should reflect that the 

environmental review necessary to 

convey the property, enter into a longterm lease, or finalize a joint-use 

agreement has been completed. The 

military department conveying or 

leasing the property, or entering into a 

joint-use agreement, has the lead 

responsibility for this environmental 

review. To meet AIP requirements the 

environmental review and approvals 

must indicate that the operator or owner 

of the airport has good title, satisfactory 

to the Secretary, or assures that good 

title will be acquired. 

(3) For a former military airport, 

documentation that the eligible airport 

sponsor holds or will hold satisfactory 

title, a long-term lease in furtherance of 

conveyance of property for airport 

purposes, or a long-term interim lease 

for 25 years or longer to the property on 

which the civil airport is being located. 

Documentation that an application for 

surplus or BRAC airport property has 

been accepted by the Federal 

Government is sufficient to indicate the 

eligible airport sponsor holds or will 

hold satisfactory title or a long-term 

lease. 

(4) For a current military airport, 

documentation that the airport sponsor 

has an existing joint-use agreement with 

the military department having 

jurisdiction over the airport. For all first 

time applicants a copy of the existing 

joint-use agreement must be submitted 

with the application. This is necessary 

so the FAA can legally issue grants to 

the sponsor. Here and in (3) directly 

above, the airport must possess the 

necessary property rights in order to 

accept a grant for its proposed projects 

during FY 2011. 

(5) Documentation that the airport is 

classified as a ‘‘commercial service 

airport’’ or a ‘‘reliever airport’’ as defined 

in 49 U.S.C. 47102(7) and 47102(22), 

unless the airport is applying for the 

general aviation slot. 

(6) Documentation that the airport 

owner is an eligible airport ‘‘sponsor’’ as 

defined in 49 U.S.C. 47102(24). 

(7) Documentation that the airport has 

an FAA approved airport layout plan 

(ALP) and a five-year airport capital 

improvement plan (ACIP) indicating all 

eligible grant projects proposed to be 

funded either from the MAP or other 

portions of the AIP. 

(C) Evaluation Factors: 

Submit information on the items 

below to assist in our evaluation: 

(1) Information identifying the 

existing and potential levels of visual or 

instrument operations and aeronautical 

activity at the current or former military 

airport and, if applicable, the congested 

airport. Also, if applicable, information 

on how the airport contributes to air 

traffic system or airport system capacity. 

If served by commercial air carriers, the 

revenue passenger and cargo levels 

should be provided. 

(2) A description of the airport’s 

projected civil role and development 

needs for transitioning from use as a 

military airfield to a civil airport. 

Include how development projects 

would serve to reduce delays at an 

airport with more than 20,000 hours of 

annual delays in commercial passenger 

aircraft takeoffs and landings; or 

enhance capacity in a metropolitan area 

or reduce current and projected flight 

delays. 

(3) A description of the existing 

airspace capacity. Describe how 

anticipated new operations would affect 

the surrounding airspace and air traffic 

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Federal Register / Vol. 75, No. 192 / Tuesday, October 5, 2010 / Notices 61559 

flow patterns in the metropolitan area in 

or near the airport. Include a discussion 

of whether operations at this airport 

create airspace conflicts that may cause 

congestion or whether air traffic works 

into the flow of other air traffic in the 

area. 

(4) A description of the airport’s fiveyear ACIP, including a discussion of 

major projects, their priorities, projected 

schedule for project accomplishment, 

and estimated costs. The ACIP must 

specifically identify the safety, capacity, 

and conversion related projects, 

associated costs, and projected five-year 

schedule of project construction, 

including those requested for 

consideration for MAP funding. 

(5) A description of those projects that 

are consistent with the role of the 

airport and effectively contribute to the 

joint-use or conversion of the airfield to 

a civil airport. The projects can be 

related to various improvement 

categories depending on what is needed 

to convert from military to civil airport 

use, to meet required civil airport 

standards, and/or to provide capacity to 

the airport and/or airport system. The 

projects selected (e.g., safety-related, 

conversion-related, and/or capacityrelated), must be identified and fully 

explained based on the airport’s 

planned use. Those projects that may be 

eligible under MAP, if needed for 

conversion or capacity-related purposes, 

must be clearly indicated, and include 

the following information: 

Airside 

• Modification of airport or military 

airfield for safety purposes, including 

airport pavement modifications (e.g., 

widening), marking, lighting, 

strengthening, drainage or modifying 

other structures or features in the airport 

environs to meet civil standards for 

airport imaginary surfaces as described 

in 14 CFR part 77. 

• Construction of facilities or support 

facilities such as passenger terminal 

gates, aprons for passenger terminals, 

taxiways to new terminal facilities, 

aircraft parking, and cargo facilities to 

accommodate civil use. 

• Modification of airport or military 

utilities (electrical distribution systems, 

communications lines, water, sewer, 

storm drainage) to meet civil standards. 

Also, modifications that allow utilities 

on the civil airport to operate 

independently, where other portions of 

the base are conveyed to entities other 

than the airport sponsor or retained by 

the Government. 

• Purchase, rehabilitation, or 

modification of airport and airport 

support facilities and equipment, 

including snow removal, aircraft rescue, 

fire fighting buildings and equipment, 

airport security, lighting vaults, and 

reconfiguration or relocation of eligible 

buildings for more efficient civil airport 

operations. 

• Modification of airport or military 

airfield fuel systems and fuel farms to 

accommodate civil aviation use. 

• Acquisition of additional land for 

runway protection zones, other 

approach protection, or airport 

development. 

• Cargo facility requirements. 

• Modifications, which will permit 

the airfield to accommodate general 

aviation users. 

Landside 

• Construction of surface parking 

areas and access roads to accommodate 

automobiles in the airport terminal and 

air cargo areas and provide an adequate 

level of access to the airport. 

• Construction or relocation of access 

roads to provide efficient and 

convenient movement of vehicular 

traffic to, on, and from the airport, 

including access to passenger, air cargo, 

fixed base operations, and aircraft 

maintenance areas. 

• Modification or construction of 

facilities such as passenger terminals, 

surface automobile parking lots, 

hangars, air cargo terminal buildings, 

and access roads to cargo facilities to 

accommodate civil use. 

(6) An evaluation of the ability of 

surface transportation facilities (road, 

rail, high-speed rail, maritime) to 

provide intermodal connections. 

(7) A description of the type and level 

of aviation and community interest in 

the civil use of a current or former 

military airport. 

(8) One copy of the FAA-approved 

ALP for each copy of the application. 

The ALP or supporting information 

should clearly show capacity and 

conversion related projects. Other 

information such as project costs, 

schedule, project justification, other 

maps and drawings showing the project 

locations, and any other supporting 

documentation that would make the 

application easier to understand should 

also be included. You may also provide 

photos, which would further describe 

the airport, projects, and otherwise 

clarify certain aspects of this 

application. These maps and ALP’s 

should be cross-referenced with the 

project costs and project descriptions. 

Redesignation of Airports Previously 

Designated and Applying for up to an 

Additional Five Years in the Program 

Airports applying for redesignation to 

the Military Airport Program must 

submit the same information required 

by new candidate airports applying for 

a new designation. On the SF 424, 

Application for Federal Assistance, 

prescribed by the Office of Management 

and Budget Circular A–102, airports 

must indicate their application is for 

redesignation to the MAP. In addition to 

the above information, required for new 

candidates, they must explain: 

(1) Why a redesignation and 

additional MAP eligible project funding 

is needed to accomplish the conversion 

to meet the civil role of the airport and 

the preferred time period for 

redesignation not to exceed five years; 

(2) Why funding of eligible work 

under other categories of AIP or other 

sources of funding would not 

accomplish the development needs of 

the airport; and 

(3) Why, based on the previously 

funded MAP projects, the projects and/ 

or funding level were insufficient to 

accomplish the airport conversion needs 

and development goals. 

In addition to the information 

requested above airports applying for 

redesignation must provide a reanalysis 

of their original business/marketing 

plans (for example, a plan previously 

funded by the Office of Economic 

Adjustment or the original Master Plan 

for the airport) and prepare a report. If 

there is no existing business/marketing 

plan a business/marketing plan or 

strategy must be developed. The report 

must contain: 

(1) Whether the original business/ 

marketing plan is still appropriate; 

(2) Is the airport continuing to work 

towards the goals established in the 

business/marketing plan; 

(3) Discuss how the MAP projects 

contained in the application contribute 

to the goals of the sponsor and their 

plans; and 

(4) If the business/marketing plan no 

longer applies to the current goals of the 

airport, how has the airport altered the 

business/marketing plan to establish a 

new direction for the facility and how 

do the projects contained in the MAP 

application aid in the completion of the 

new direction and goals and by what 

date does the sponsor anticipate 

graduating from the MAP. 

This notice is issued pursuant to Title 

49 U.S.C. 47118. 

Issued at Washington, DC, on September 

29, 2010. 

Steven Rower, 

Acting Deputy Director, Office of Airport 

Planning and Programming. 

[FR Doc. 2010–24991 Filed 10–4–10; 8:45 am] 

BILLING CODE P 

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