Agenda

Update on FAA Office of Airports leadership team

Update on the system of airports

Major drivers of change

Planning issues including the new NPIAS Report

Environmental issues

Financial issues

Status of reauthorization and appropriation

Continued focus on core principles, objectives and m1ss1on

Office of Airports-Headquarters Management Team Associate Administrator (ARP1)

Office of Airports Eduardo Angeles

Deputy Associate Administrator (ARP-2) Office o1f Airports

Benito De Leon

Senior Advisor Winsome Lenfert

Executive Officer (ARP-10) Sabreenah Key

Director (APP-1) Office of Airport Planning and Programming

Elliott Black

Director (AC0-1) Airport Compliance and Management Analysis

Kevin Willis

Manager (AC0-100) Airports Compliance Division

Vacant

Director (AAS-1) Office of Airport Safety and Standards

Mike O'Donnell

NOTE: We also have two other execs in on detail: Timothy Butters (from PHMSA),

as an advisor to Eddie Angeles Daphne Fuller (from AGC), as an

advisor to Ben Deleon

Office of Airports-Regional Offices Associate Administrator (ARP1)

Office of Airports Eduardo Angeles

Alaska AAL-600

Byron Huffman

601 Kristi Warden

Central ACE-600

Jim Johnson

610 Ed Hyatt

620 Rodney Joel

Eastern AEA-600

Steve Urlass

601 Vacant)

610 Vacant

620 Mahendra Raghubeer

Great Lakes AGL-600

Susan Mowery-Schalk

601 Chris Hugunin

610 Rich Kula

620 Birke Rhodes

New England ANE-600

Mary Walsh

601 Bryon Rakoff

620 Gail Lattrell

Northwest Mountain ANM-600

Randy Fiertz

610 Stan Allison

620 Carol Suomi

Southern AS0-600

Vacant

601 Steve Hicks

610 Troy Butler

620 Maverick Douglas

Southwest ASW-600

Ignacio Flores

610 Cameron Bryan

620 Joe Washington

Western Pacific AWP-600

Mark McClardy

601 Robin Hunt

610 Mia Ratcliff

620 Brian Armstrong

NOTE: The roles of 610 and 620 Branch Managers have become somewhat less consistent from Region to Region than they once were. Therefore, the scope of responsibilities will likely vary from one region to another.

Office of Airports-Airports District Offices {ADO's) Associate Administrator (ARP1)

Office of Airports Eduardo Angeles

Alaska AAL-600

Byron Huffman

Not applicable

Central ACE-600

Jim Johnson

Not applicable

Eastern AEA-600

Steve Urlass

New York (Evelyn Martinez)

Washington (Matt Thys)

Harrisburg (Lori Pagnanelli)

Beckley* (Matt DiGiulian)

Great Lakes AGL-600

Susan Mowery-Schalk

Chicago (Jim Keefer)

Detroit (John Mayfield)

Minneapolis (Andy Peek)

Bismarck* (Lori Suttmeier)

New England ANE-600

Mary Walsh

Not applicable

Northwest Mountain ANM-600

Randy Fiertz

Seattle (Joelle Briggs)

Denver (John Bauer)

Helena (Dave Stelling)

Southern AS0-600

Vacant

Atlanta (Larry Clark)

Memphis (Phillip Braden)

Jackson (Rans Black)

Orlando (Bart Vernace)

Southwest ASW-600

Ignacio Flores

Texas (Ben Guttery)

Oklahoma-Arkansas (Glenn Boles)

Louisiana-New Mexico (Lacey Spriggs)

Western Pacific AWP-600

Mark McClardy

Los Angeles (Dave Cushing)

San Francisco (Jim Lomen)

Honolulu (Ron Simpson)

Phoenix (Mike Williams)

The Beckley office is considered part of the Washington ADO, and Bismarck is considered part of the "Minnesota-Dakotas" ADO. We've kept them listed here separately so we have a complete listing of all ADOs and associated field offices.

FAA's interrelated areas of concern

Standards With A TO, AVS, RSO

Environmental With AEE, ATO, AGC, AGI

Engineering With ATO, AVS, RSO

Compliance With AGC, AGI

Major drivers of change

Continued economic recovery

Continued challenges in predicting airline business activity

Continued transition to newer, larger aircraft

Continued increase in concentration of commercial air service

Slower growth in operations everywhere else

Continued interest in optimizing non-aeronautical revenues

Continued focus on environmental and economic sustainability

Less money available for capital projects

Effect of changes in fleet and flight schedules on noise contours

Continued focus on efficient and cost-effective use of Federal funds

Continued focus on enhancing consistency

New users in the system and associated issues

Continued concentration of flight operations Only six (6) of the 30 largest airports had more operations in CY-2015 than in CY-2005

VI Q. 0 'i 1V ~

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140.0%

120.0%

00.0%

80.0%

60.0%

40.0%

20.0%

0.0%

X \ Airport Planning & Cap,

f- ~ C O CD www.faa.gov/a1rports/planning_capacity/ := Apps ~ BMC Remedy Mid - , +" FlightAware ~ Google Maps t~ Currency Converter II City Pair Program (CF Shoplet.com II Per Diem Rates Loo

j

Airports

FAA Home Airports Planning & Capacity

Airport Compliance

Airport Cooperative Research Program

Airport Improvement Program (AIP)

Airport Safety

Engineering Design & Construc tion

Environmental Program

Major Airport Development

News & Information

Passenger Facility Charge (PFC) Program

Planning & Capacity ..

Airports GIS and eALP

Airport Planning & Capacity Airports

Airport planning encompasses capacity. master and regional planning. aviation forecastin!

Activit ies include providing planning guidance. producing the biennial National Plan of lnte

developing capacity studies. collecting boarding and cargo data to determine airport cate~

through the development of tools such as the eALP.

Accessible Airport Facilities

Airport Capacity Profiles

Airports GIS Program

FACT3: Airport Capacity Needs in the National Airspace System (PDF)

General Aviation Airports Reports (ASSET 1 and ASSET 2)

Joint Civilian/Military (Joint-Use) Airports

I National Pian Of Integrated Alrport svslems (NPtAS)I Non-Federally Owned Air Navigation Aids (added 6/8/201 6)

Surplus Property and Military Base Conversions for Airport Purposes

http:Shoplet.comwww.faa.gov/a1rports/planning_capacity

The U.S. system of airports as ofSeptember 30, 2016

19,536 airports overall

14,400 airports designated as private-use

5,136 airports open to the public

3,332 existing airports in the National Plan of Integrated Airport Systems ("NPIAS")

543 airports certificated under Part 139 (commercial service by aircraft with 9 or more seats)

382 primary airports (scheduled commercial service with at least 10,000 annual enplanements)

Large Hub (>1.0% ofall enplanements) 30 71% Atlanta, DFW, Denver, Houston, LAX, Miami, etc.

Medium Hub (0.25 - 1.0% of all enplanements) 31 17% Albuquerque, Austin, Dallas Love, New Orleans, etc .

Small Hub (0.05 - 0.25% of all enplanements) 72 9% Little Rock, Oklahoma City, Midland, etc.

Non-Hub (>10,000 enplanements, but less than 249 3% Baton Rouge, Lawton, 0.05% ofall enplanements) Texarkana, Roswell, etc.

Subtotal-Primary airports 382

General Aviation-National 89 Meacham, Wiley Post, etc.

General Aviation-Regional 530 Clovis, Drake Field, etc.

General Aviation-Local 1,262 Chennault, Conway, etc.

General Aviation-Basic 813 South Grand Lake, etc.

General Aviation-Unclassified 256

Subtotal-Nonprimary airports 2,950 0.1%

Total-existing NPIAS airports 3,332 100% As of October 1, 2015

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Environmental matters

Noise

Noise

Noise

Noise

Noise

Noise

Noise

Noise

Noise

Noise

Noise

Noise

The Historical Record: Order of Magnitude Noise Exposure Reduction Despite

Traffic Growth 8.000

- 7.000 "'C 0 6.000--~- 5.000 C1)-C. 0 4.000 C1) a. ~ 3.0000 ~ C1) .c 2.000 E ::s z 1.000

0.000 1975 1980 1985 1990 1995 200i0 2005 2012 2013 2014

Environmental matters

Noise

Community engagement

Community engagement

Community engagement

Community engagement

Community engagement

Community engagement

Community engagement

Community engagement

Community engagement

Community engagement

Community engagement

Multiple strategies for addressing aviation noise

Reduce noise at the source

Maintain or update noise standards

Advance Performance-Based Navigation (PBN)

Noise Compatibility Planning (Part 150)

Community roundtables

Noise-based access restrictions (Part 161)

Noise mitigation

Reduce noise at the source

Most effective means of reducing noise-i.e ,from 7 million in 1975 to fewer than 400,000 people affected today.

Support R&D (CLEEN program)

Provide technical input for Congressional consideration.

Acquire quieter and more fuel-efficient aircraft

Also involves aircraft en ine manufacturers.

Plan facilities to accommodate more modern and efficient aircraft

Maintain or update noise standards

Ensure standard approaches to measuring noise for aircraft, airports and communit ies.

Conduct research and facilitate policy analysis

Work with !CAO to harmonize worldwide standards

Provide feedback on proposed changes in standards.

Provide feedback on proposed changes in standards.

Provide feedback on proposed changes in standards.

Advance Performance-Based Navigation (PBN)

More accurate flight tracks means fewer people affected by noise (and less emissions).

Design and implement modified arrival and departure f light tracks

Acquire necessary technology and adhere to operational changes

Coordinate airport planning with FAA and other stakeholders

Suggest noise abatement procedures for FAA consideration.

Engage to understand balance between safety, airport access, efficiency and economic benefits.

Engage in coordinated land-use planning and zoninQ.

Noise Compatibility Planning (Part 150)

All stakeholders engaged and coordinated.

Tangible measures to reduce effects of noise.

Ensures full disclosure of noise contours.

Fund studies Active participation by

air traffic controllers as well as other parts of the FAA.

Review (and either approve or disapprove)

ro sed measures.

Actively participate to evaluate proposed measures and provide technical input

Decide whether to conduct formal Part 150 program.

Actively participate and propose measures.

Propose and monitor voluntary restrictions.

Actively participate to and propose and evaluate measures.

Minimize incompatible land uses.

Community roundtables

Opportunity for inputfrom all affected communit ies.

Can provide technicalinput if requested.

Can provide technical input if requested.

Decide whether to support a roundtable.

May actively host, lead or facilitate dialo ue.

Decide whether and how to participate.

Noise-based access restrictions (Part 161)

Limited benefits and significant impediments

Evaluate proposed restrictions for compliance with statute limitations.

Eva I uate and provide input on operational impacts.

Decide whether to propose mandatory restrictions.

Comment on proposed restrictions before FAA review.

Noise mitigation

Can help relocate people living within the designated contour

Can help sound insulate eligible homes and schools.

Can provide Federal financial assistance to airports if certain requirements are met.

Decide whether to support noise mitigation efforts.

May participate financially depending upon relationship with airport owner-operator.

$32.5 billion needed over the next five years (2017-2021)

1/o reduction from the previous estimate (2015-2019)

$6.5 billion average annual AIP-eligible capital needs

2.0x need versus the amount of AIP available in recent years

FY-2008 AIP grant program structure In $ millions. Initial formulas based on authorizing statute and FY-2008 appropriated amounts.

Capacity-Safety-SecurityNoise $355.7 10.5%

Primary Entitlements $839.7 24.7%

argo Entitlements $118.8 3.5%

Alaska Supplemental $21.4 0.6%

Nonprimary Entitlements $409.6 12.1%

State Apportionment $269.4 7.9%

Protected Entitlements $467.9 13.8%

Small A irport Fund $482.2 14.2%

Noise $275.0 8.1%

Relieve$5.2

___

.,_.....___ C

Military Airport Program r $31.4

FY-2016 AIP grant program structure In $ millions. Initial formulas based on authorizing statute and FY-2016 appropriated amounts. Any entitlements carried over during FY-2016 will be converted to addit ional "Remaining Discretionary" (with corresponding amounts then protected for those sponsors in FY-2017).

Capacity-Safety-Security

Noise $182.4 5.7% Remaining Discretionary

$60.8 1.9%

Primary Entitlements $832.4 26.1 %

Cargo Entitlements $111.7 3.5%

Alaska Supplemental $21.3 0.7%

Nonprimary Entitlements $380.9 11.9%

State Apportionment $257.4 8.1 %

Protected Entitlements $680.7 21.3%

Small Airport Fund $504.3 15.8%

Noise $141.1 4.4%

Reliever $2.7

___

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Sources of uncertainty

Airline consolidation and strategy

Trends in general aviation (including effects of drones)

FAA reauthorization

Federal budget pressures

Passenger Facility Charges (PFCs)

Carryover

CAUTION!

The following slides do not represent a complete, stand-alone presentation-they are purely supporting graphics that cannot be effectively presented without supporting explanation.

The presenter is a Trained Professional and uses special equipment not available at any retail establishment or under any generic name or store brand.

Do not attempt this at home.

(Oh, and most of the numbers are made up.)

How carryover affects discretionary funds (cont'd)

$3,000.0

$2,500.0

$2,000.0 '4'.:.--.... _.... ..

;;;;;;;;a===;;;;;;;;;;; - .. ... . ..:.-..~- .... ::: $1 ,500.0 $1 ,000.0

$500.0

$0.0 --- --- -----r-------'_ __..____~------- ----, Year 1 formulas Year 1 actuals Year2

Primary Entitlements $800.0 $500.0 $800.0

Cargo Entitlements $120.0 $120.0 $120.0

Nonprimary Entitlements $400.0 $200.0 $400.0

State Apportionment $250.0 $250.0 $250.0

Protected Entitlements $500.0

Remaining Available forDiscretiona

$1 ,550.0 $2,050.0 $1 ,050.0

All figures are illustrative.

History of authorizing legislation

Airport and Airway Improve-mentAct 1982 ..

..

..

..

.. I

1987 Airport andAirway Safety and Capacity Expansion Act

Aviation Safety and Capacity Expansion Act 1990

1992 Airport and Airway Safety, Capacity, NoiseImprovement and lntermodal Transportation Act

Federal Aviation Reauth. Act 1996

2000 AIR-21

Vision 100 2003

2007 Authorization

expired 9/30/2007

(followed by 23 shorl-term

extensions spanning 4. 5

years)

2012 FAA Modernization and Reform Act

You are here

Nov 2016

Impacts of repeated short-term extensions

Impact Categories

State aeronautical

agencies Airport

sponsors Consulting community

Contracting community FAA

Difficulty planning ./ ./ ./ ./ ./

Impacts to bid cycles ./ ./ ./ ./

Uncertainty about entitlements and carryover

./ ./ ./

Increased phasing ./ ./ ./ ./ ./

Protracted construction ./ ./ ./

More potential construction impacts ./ ./ ./ ./

Phased projects can drive increased mobilization costs

./ ./

Delayed bidding can erode competitive bid environment

./

Increased costs means less infrastructure built

./ ./ ./ ./ ./

Problems with material suppliers and subcontractors

./

More grants to administer ./ ./ ./ ./

Continued focus on core principles

Safety: - Reducing runway incursions

-Minimizing damage connected with runway excursions

-Wildlife hazards

- Other risks

Enhancing capacity and optimizing efficiency

Preservation of infrastructure

Environmental and economic sustainability

Financial accountability

Preserving stakeholder confidence

Critical value of planning

Slide Number 1Slide Number 2AgendaOffice of AirportsHeadquarters Management TeamOffice of AirportsRegional OfficesOffice of AirportsAirports District Offices (ADOs)Slide Number 7Slide Number 8Slide Number 9Slide Number 10Slide Number 11National Plan of Integrated Airport Systems (NPIAS)Slide Number 13Slide Number 14Slide Number 15Slide Number 16Slide Number 17Slide Number 18Slide Number 19Slide Number 20Slide Number 21Slide Number 22How carryover affects discretionary funds (contd)History of authorizing legislationImpacts of repeated short-term extensionsContinued focus on core principlesSlide Number 27