Who owns airport

The immensely wealthy owners had to take a break on dividends due to Covid. During a global pandemic. This move is a perfect example of why private ownership of a major airport is a terrible idea. And the government plays a part in airport operations. Home Airports Who Owns Airports? Who Owns Airports? Drones are an aircraft and operators are regarded as pilots. Drones aren't allowed to fly within 4km of an airport or helipad. There may also be controlled or special use airspace which extends beyond the 4km limit.

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Airport Home. At the Airport. Cape Town International. King Shaka International. Bram Fischer International. Port Elizabeth International. Upington International. East London Airport. George Airport. Kimberley Airport. Business Development. About the Company. Executive Management. State and local governments add their own hurdles to private airport development. Government-owned airports do not pay state or federal income taxes, and they are generally exempt from property taxes.

By contrast, a private for-profit airport would have to pay income and property taxes. Private airports may also face higher tort liability risks than government airports do. In the s some state and local officials saw what Margaret Thatcher had done in Britain and were inspired to try and sell or lease their own airports. Congress responded by passing the Airport Privatization Pilot Program in Cities whose airports are accepted for the program do not have to repay previous federal grants, and they are allowed to keep airport sale or lease proceeds.

However, the airlines lobbied to include a provision specifying that to keep sale or lease proceeds from a privatization, a city has to get the approval of 65 percent of the airlines serving an airport.

So airlines can often block privatization if, for example, they believe it would increase competition. Also, privatized airports in the program are eligible for less generous grants under the AIP, and the process of applying to the FAA for the Pilot Program is costly and time-consuming.

For these and other reasons, the program has had little success. The airport was operated under a year lease by the National Express Group. But that lease was later terminated by mutual consent, and the Port Authority of New York and New Jersey gained control of the airport. Chicago tried twice to privatize Midway Airport via the Pilot Program. In it selected a winning bidder, but the deal could not be financed because of the credit market crunch at the time. A second attempt ended up with only a single bidder, apparently due to the restrictive conditions on the proposed lease.

Without competing bids, in the city decided not to proceed. The deal with Aerostar consortium was finalized in Aerostar will also share airport revenue with the government. So far, the company has made renovations to the airport's two terminals, including new retail stores and automatic baggage scanners.

It plans to lease Airglades Airport to a consortium for conversion into a cargo reliever airport for Miami International. The consortium has received an initial contract to manage the airport while its application waits for final approval from the FAA. Some other airports have considered applying for the Pilot Program, but progress has been slow. One positive development is that a small but growing number of U. Indianapolis International Airport, for example, completed a successful management contract with a British airport company.

Other contract-managed airports include Albany, Burbank, and White Plains. The Pilot Program has been a step in the right direction, but much larger reforms are needed to spur private investment in U. One important step would be to reduce or eliminate the income tax exemption for municipal bonds to put private airport financing on a level playing field with government financing. Another step would be to remove the 65 percent supermajority requirement that lets airlines block privatization. Congress should also phase out the AIP program at least for medium and large commercial airports to encourage greater self-funding of airport capital spending.

It should also eliminate the cap on PFCs to allow airports to fund operations through user charges on their own passengers. Opening up our aviation infrastructure to businesses and entrepreneurs would benefit the traveling public by encouraging additional investment and greater competition.

America has a remarkable history of aviation innovation, but we need major policy reforms to ensure that our infrastructure remains at the leading edge in today's global economy. Roger D. See Douglas, p.

Tang and Robert S. See William L. This contrasts with U. Megginson and Jeffry M. Morrison and Clifford Winston, "Delayed! Clifford Winston, "On the Performance of the U.

Transportation System: Caution Ahead," p. The report looked at greenfield projects. Washington D. Skip to main content. Privatizing U. Airports Chris Edwards and Robert W.

Poole, Jr. November 28,