Category : Correspondence(303)

In December 2022, the Port of Seattle and six nearby cities (SeaTac, Burien, Des Moines, Normandy Park, Tukwila, and Federal Way) wrote to Washington's congressional delegation urging them to include aircraft noise and emissions reforms in the 2023 FAA Reauthorization bill. Their seven proposals cover topics such as expanding federal funding for noise insulation upgrades in homes near Sea-Tac Airport, creating a new Aircraft Noise Advisory Committee, and accelerating the adoption of sustainable aviation fuels (SAF) to cut carbon and air pollution. The letter reflects the work of the SEA Stakeholder Advisory Round Table (StART), a collaborative forum the Port and cities jointly established to address the growing impact of airport operations on surrounding communities.

The Huntsville-Madison County Airport Authority submitted comments to the FAA in October 2022, objecting to a proposed federal policy governing land use changes on federally acquired or conveyed airport property. The authority argues the policy creates unnecessary regulatory burdens that hamper airports' ability to pursue compatible non-aeronautical developments, and calls for clearer, simpler rules — such as broader definitions of 'airport purpose' and airport-led category determinations rather than FAA approval for every land use change.

Charlotte Douglas International Airport (CLT) submitted comments to the FAA in October 2022 opposing a proposed new policy on land use changes at federally acquired airport land, arguing that existing regulations already adequately govern non-aeronautical land use. CLT requested that if the policy moves forward, the FAA clarify approval timelines, lease evaluation procedures, and criteria for mixed-use land decisions. The letter emphasizes that non-aeronautical development is essential for airports to remain financially self-sustaining and to ensure compatible land use around airport property.

Airports Council International-North America (ACI-NA) submitted comments to the FAA in October 2022 opposing a draft policy that would impose new federal review and approval processes on how airports can use land that was federally acquired or conveyed. ACI-NA argued the policy is confusing, could lead to inconsistent decisions across FAA regional offices, and may delay airport development projects and increase costs. The organization urged the FAA to grandfather existing land use designations, clarify key undefined terms, and work collaboratively with airports to revise the policy.

The National Association of State Aviation Officials (NASAO) submitted comments to the FAA in October 2022 regarding a draft policy on land use changes at federally acquired or conveyed airport land. NASAO raised concerns about lengthy lease review processes, the lack of defined timelines for approvals, and unclear procedures for lease renewals and extensions. The letter also questioned how the policy would affect existing leases and called for greater consistency across FAA regions.

The American Association of Airport Executives (AAAE) submitted formal comments in October 2022 opposing a proposed FAA policy that would require federal review of individual leases, subleases, and non-aeronautical development projects on federally acquired or conveyed airport land. AAAE argues the policy would reduce airport revenue, slow development, and exceed FAA's appropriate role, which should be limited to aviation safety oversight rather than involvement in specific real estate transactions. The organization urges FAA to maintain existing policies and work collaboratively with the airport industry on any needed improvements.

In a July 2022 congressional hearing, Chairman Ro Khanna highlighted the health dangers of leaded aviation fuel (Avgas) still used in small general aviation aircraft, noting that children near airports in communities of color face blood lead levels exceeding those seen during the Flint water crisis. The statement criticizes the FAA and EPA for failing to act urgently on phasing out leaded fuel, despite the existence of viable unleaded alternatives, and accuses oil companies and aviation industry groups of deliberately delaying the transition. Khanna calls on federal agencies to accelerate approval of lead-free fuel options, involve affected communities in decision-making, and use infrastructure funding to support the switch to unleaded aviation fuel.