Page 58 - Planning and Design of Airports

36 Airp o r t Pl anning

in Vision 100. The version of the act in the Senate (S. 1300) proposes a
user-based approach, including a per-flight surcharge of $25 for “air
traffic control costs,” for general aviation jet and turbo-prop aircraft
operating inside of controlled airspace.
The NextGen Financing Reform Act of 2007 was ultimately dis-
carded with the new presidential administration in 2009. In March
2009, a new reauthorization bill, the FAA Reauthorization Act of 2009,
was introduced as H.R. 915. As of publication of this text there is con-
tinued debate on how the federal government of the United States
will fund the modernization of the national airspace system, particu-
larly in the face of the economic downturn of beginning in late 2007.
The focus of debate has continued to be around the potential imple-
mentation of user-based fees and other such taxes that may prohibit
growth. The funding of the nation’s aviation system continues to be a
critical and highly debated topic.

State Roles in Aviation and Airports
State interest in aviation began as early as 1921, when the state of
Oregon established an agency to handle matters concerning aviation.
Since that time virtually all states have established aeronautical agen-
cies either as commissions, departments, bureaus, boards, or divi-
sions. Their responsibilities vary considerably and include channeling
federal aid funds, planning state airport systems, providing state aid
to local airport authorities, constructing and maintaining naviga-
tional equipment, investigating small aircraft accidents, enforcing
safety regulations, and licensing airports.
Despite the growing concern of the states in airport development
and aviation planning, their participation in the past has had little
resemblance to the pattern associated with highway development.
The states have always played a leading role in the development of
roads and streets within their boundaries, whereas in airport devel-
opment this has not been true. The reason for this pattern can best be
explained by looking into the background of the entry of the states
into aviation.
The majority of airports for civil aviation served by air carriers
are municipally owned and operated. In a large number of states
these airports were in operation prior to the formation of a state aero-
nautical agency. From its inception air transportation, because it is
inherently of an interstate nature, became a matter of federal concern.
The federal government provided much technical and financial
assistance to municipalities. During World War II a great number of
municipalities were the recipients of federal aid from the Civil Aero-
nautics Administration through the Defense Landing Area Program.
Thus, in the early stages of airport development in this country, a fairly
close relationship was established between the federal government