TagAirport Improvement Program(54)

The Sound Insulation Treatment Repair and Replacement Program Act, introduced by Rep. Adam Smith (WA-09), would allow the FAA to waive a rule that currently prevents federal Airport Improvement Program (AIP) funds from being used more than once on the same home. The bill addresses problems caused by poor-quality materials and faulty installations from early noise mitigation programs in the 1980s and 1990s, which left some homeowners dealing with mold, structural damage, and non-functioning insulation at their own expense. Airports would not be required to participate, but those that choose to could repair or replace defective sound insulation in homes still within the 65 DNL noise contour, provided an FAA-compliant noise auditor verifies the issues stem from improper installation or faulty materials rather than homeowner neglect.

The FAA sent a letter to Washington State's Aviation Director in October 2025 reviewing how the state collects and spends aviation fuel taxes, noting that despite having an approved compliance plan, the state has still not provided actual tax collection figures after 11 years. The FAA flagged concerns about three types of taxes — aircraft fuel tax, sales and use taxes, and environmental taxes (HST and PPT) — questioning whether the environmental tax revenues are being properly directed toward aviation purposes. The agency also reviewed over $97 million in state appropriations claimed as offsets, finding more than $82 million ineligible and nearly $15 million requiring further justification before a final compliance determination can be made.

The FAA conducted a compliance review of Seattle-Tacoma International Airport (SEA), managed by the Port of Seattle, to assess whether airport revenues were being used in accordance with federal law and FAA policies. The review found several violations, including the use of airport funds for familiarization tours promoting tourism and existing airline routes, which are prohibited forms of general economic development. The FAA ordered reimbursement of over $354,000 in improper marketing expenses and required the Port to immediately stop using airport revenue for non-compliant marketing activities.

This presentation from the 41st Annual AAAE Airport Law Workshop covers the basics of Grant Assurances — the federal obligations airports must fulfill in exchange for receiving federal funding under the Airport Improvement Program (AIP). Grant Assurances are prescribed by federal statute (49 U.S.C. 47106 & 47107) and are incorporated into grant agreements, which include both general and special conditions. While not laws themselves, these assurances are binding contractual commitments that airport sponsors accept when they receive AIP funding.

Legislative amendment to Rules Committee Print 119-8 offered by Rep. Adam Smith of Washington, dated August 28, 2025, establishing a Pilot Program for Sound Insulation Repair and Replacement. Amends 49 U.S.C. sections 47109 and 47110 to direct the FAA Administrator to establish a pilot program at up to 4 large hub public-use airports, providing a

San Francisco International Airport (SFO) submitted formal comments to the FAA on May 9, 2025, opposing proposed changes to Airport Improvement Program (AIP) Grant Assurances, arguing the modifications lack legal clarity and were being rushed into effect mid-fiscal year. SFO raised concerns that incorporating certain presidential Executive Orders into grant conditions is legally problematic, as those orders are directed at federal agencies rather than state or local governments. The airport requested a 30-day comment period extension and asked that any new requirements not take effect before the start of fiscal year 2026.

The FAA has proposed updates to its Airport Improvement Program (AIP) grant assurances to reflect new requirements from the FAA Reauthorization Act of 2024 and recent executive orders. Key changes include removing older equity- and climate-related executive orders, adding new ones focused on free speech and ending DEI programs, and introducing a new assurance requiring airports to continue offering leaded aviation fuel (100LL) until a safe unleaded replacement is widely available. Public comments on these changes were accepted through May 9, 2025.

The Aviation-Impacted Communities Act, introduced in the 119th Congress by Rep. Smith of Washington, would require the FAA to provide noise mitigation funding to communities affected by airport noise even if they fall outside the current 65 DNL sound threshold. The bill would make these communities eligible for Airport Improvement Program funds, allow them to establish local boards to address airport noise, and direct the National Academy of Sciences to study aviation impacts at major hub airports — including King County, WA (Sea-Tac) — across the country.