serve general aviation and to relieve congestion at airports having high density of traffic serving other segments of aviation. The amounts appropriated under this provision of the Act are in addition to those authorized by Sections 5(a), 5(d)(1) and 5(d) (4) and will not be used in those states having Unprogrammed State Apportionment.

19. RESERVED.

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20.

21.

SECTION 3. PERCENTAGE OF FEDERAL PARTICIPATION

GENERAL. The maximum percentage of Federal participation in allowable
project costs of construction projects is 50 per cent, except as indicat-
ed in Paragraphs 21, 22 and 23. The maximum percentage of Federal
participation in allowable advance planning and engineering proposal
costs is 50 per cent without exception.

PUBLIC LAND STATES. The following table shows the United States percentage share of allowable project costs in states containing unappropriated and unreserved public lands and nontaxable Indian lands:

22.

The Department of the Interior annually provides the FAA with the latest
revised computations of public land and nontaxable Indian land areas in
each state. The FAA Washington Office then computes the percentage
which such lands bear to the total land area in the state and, in those
states where this percentage exceeds 5 per cent of the total land area,
the United States share of allowable project costs for projects in that
state is increased by one half of such percentage but such increase shall
not exceed 12 per cent. The applicable percentage figure for each state
falling within these provisions is that figure which has most recently
been published in the Federal Register at the time the Grant Offer is
issued. In preparing each Grant Offer, caution should be exercised that
the latest current percentage figures are used.

LANDING AIDS. The United States share of the project costs of an approved project which represent the costs of the following items shall be 75 per cent of the allowable costs of such installation:

a.

Installation of high intensity runway edge lighting on a
designated instrument landing runway(s) and other runway(s)
with an approved straight-in approach procedure.

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23.

b.

Installation of in-runway (narrow gauge, centerline and turnoff) lighting.

c. Installation of runway distance markers.

d.

Acquiring land, or a suitable property interest in land, or in or over water, required for the installation, operation and maintenance of an ALS.

VIRGIN ISLANDS. The United States share of the project costs of an
approved project located in the Virgin Islands shall be 75 per cent
with respect to funds available under Sections 5(a)(2), 5(a)(3),
5(a)(5), 5(a)(6) and 6(b) of the Act.

24. - 28. RESERVED.

SECTION 4. PROGRAM PHILOSOPHY

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29.

GENERAL STATEMENT. The Federal Aviation Act of 1958 and the Federal
Airport Act of 1946 place statutory responsibility in the Administrator
of the Federal Aviation Agency to provide a system of public airports
adequate to anticipate and meet the needs of civil aeronautics, both
air carrier and general aviation. There exists a basic system of public
and private airports to serve the nation, representing a large invest-
ment of public and private funds. Growth in the volume of air traffic,
technological developments in the science of aeronautics, shifts in the
relationship between the airport and its neighbors, and other factors in
this dynamic industry all combine to create a changing aeronautical demand
which, in turn, requires that the national system of airports be capable
of adapting itself to varying conditions. The primary purpose of the
Federal-aid Airport Program will be to assist each community, irrespective
of population, which has a substantial aeronautical requirement, in
developing new or bringing its existing civil airport(s) to a standard
compatible with the present and future needs of civil aeronautics, so that
such airport(s) will be part of "a system of public airports adequate to
anticipate and meet the needs of civil aeronautics."

30. SPECIFIC GUIDES.

Listed below are the statements of philosophy which will serve as guide lines in the administration of the Federal-aid Airport Program:

a. The object of the Federal-aid Airport Program is to construct
necessary airport improvements.

b.

C.

If a project is not necessary, do not approve it even if unobligated funds are available.

Personnel should actively encourage and stimulate local airport
improvements which are most urgently needed to improve the safety
and capability of the national system.

d. Personnel should bear in mind at all times that it is the primary objective of the Airports Service to foster the development of new airports and the improvement of existing airports in such a way as to achieve the ultimate goal of establishing a National System of airports adequate to meet the present and future needs of civil aviation. As an aid in attaining this goal, the Federalaid Airport Program should be widely publicized by FAA personnel and local public agencies should be encouraged to the fullest extent possible to take advantage of this financial assistance in accomplishing needed airport development. Therefore, field personnel

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e.

must maintain close contact with potential sponsors and advise them
immediately of the announced period for receipt of Requests for
Aid to be used in formulating the annual program. Field personnel
should also maintain a constant and continuing survey of the airport
development which is needed within their districts and urge and
encourage local public agencies to undertake such development with
or without Federal aid.

FAA has two basic airport programs, Advisory and Federal Aid.
Advisory recommendations do not imply or obligate FAAP participation.
Golf courses or overnight cabins may be sound recommendations, but
not for Federal aid.

f. Limit Federal participation within a project to "necessary work" not "frills" or monuments to local pride.

9.

h.

i.

FAA personnel should direct all their energies and efforts to the promotion of aviation and the development of airports and the utilization of Federal-aid Airport Program funds to obtain the greatest benefit for aviation. However, this does not mean that personnel should so identify themselves with the sponsor's interests that they would find themselves in a position of recommending the use of Federal funds for development which is not necessary to the accomplishment of the overall program objectives or of searching for loopholes in either the Act or Regulations which would tend to circumvent the stated purposes of the program.

Live by the policy! If it is not good or right, let's take steps
to change it.

Handle Grant Agreements as contracts between the United States and sponsors on which FAA is resident-engineer for the Government. Enforce terms firmly and relentlessly, but diplomatically. Remember our dual character whereby we must act as the Government's representative and also as the sponsor's consultant.

j. Reject a project rather than accept inferior plans, specifications, assurances, etc.

k. Reject inferior construction work even though accepted by sponsor's engineer. Avoid temptation to compromise or accept work for Federal payment simply because sponsor may be obligated to pay the contractor.

1.

If bids or costs of authorized work are below the allocation or
maximum grant, return funds for use of other projects. Don't
look for ways to spend or absorb funds on that project!