TagFAA(238)

Subject: FUZARDOUS WILDLIFE ATIRACtANrs ON Date: 5/1/97 AC No: 150/5200.33 OR NEAR AIRPORTS Injd8ted by: Change: AAS.310 and APP.600 1. PUTDOSE. This advisory chnl© (AC) provides guidance on locating certain land uses having tho potential to attract haardous wildlife to or in the vjcbrity of public.use a&ports. It also provides guidara concerning the placealent 'of new aiQon development projects (inchrdbrg ain>ott conswctjon. expansion, and renovation) pen2ining to 8hcraft movernent in the vicinity of hazardous wildlife annuals. Appendix 1 provides definitions of temis used in this AC. APPLICATIONe The sand&ds, practica, and suggestions contained in this AC &e rnommended by the FaIemI Aviation Admini$aatioa (TAA) for use by the operators and sponsors of all public'use abpalls. In addition, he standards, p18ctica, md 3uggudau contained in dlis AC are rnomnnd8d by the FAA as guidan@ for land use planners, operators, and developers of projects, faciIitie3, and activities on or near airports. 3. BACKGROUND. Populations of many species of wildlife have herused markedly in the DAVID L. BENNETT D hector, Office of Airport Safety and Standards P. 02FAX NO. 202 267 5383 t ! IAdvisory Circular last few years. Some of these species are able to adapt to human.made environments, such as exist on and around akports. Dre her use in wildlife populadots, dIe use of luger aubine engines, the increased use of twin engine aircraft, and the hcreue in air.Tame, all combine to increase the AL &equency, md potential severity of wildlife- aircraft collisions. Most public-use akports have large aaas of open.…

F e d e r a l Aviat-bn A d m i n i s t r a t i o n Airport Capacity and Delay REPRINT INCORPORATESCHANGE 1 AND 2, AC:l50/5060-5 Date: 9-23-83 Advisory Circular Portions of this AC are under review for update. Please contact the appropriate Regional Office or Airports District Office for assistance. http://www.faa.gov/airports/news_information/contact_info/regional/ http://www.faa.gov/airports/news_information/contact_info/regional/ Advisory Circular subject: AIRPORT CAPACITY AND DELAY hte: 9123183 - AC No: 150/5060-S Initiated by: AAS- CbaRtge: lm PURPOSE. This advisory circular (AC) explains how to compute airport capacity and aircraft delay for airport planning and design. 2. CANCELLATIONS. This publication cancels the 'following Federal Aviation Adminis- tration (FM) Advisory Circulars (ACs): a. AC 150/5060-lA, Airport Capacity Criteria Used in Preparing the National Airport Plan, dated July 8, 1968, and b. AC 150/5060-3A, Airport Capacity Criteria Used in Long Range Planning, dated December 24, 1969. 3, BACRCROUND, Changes in the composition of the nation's aircraft fleet together with improvements in air traffic control (ATC) practices have outdated capacity calculations contained the cancelled ACs. An FAA contractor reexamined the proce- dures for determining airport capacity and suggested improvements to update them. This AC implements these improve=nts. In addition, this AC refines definitions of capacity and delay. CAPACITY is the throughput rater i.e. the maximum number of operations that can take place in an hour. DELAY is the difference in time between a constrained and an unconstrained aircraft operation. These definitions take into account that delays occur because of simultaneous demands on the…

This environmental assessment becomes a Federal document when evaluated and signed by the responsible FAA official Responsible FAA Official Date For further Information Contact: Mr. Richard Prang Federal Aviation Administration 17900 Pacific Highway South Mail : C-68966 Seattle, WA 98168 (206) 431-2530 Sumrnary pose and Need This is an assessment of the environmental effects of proposed alterations to arrival traffic patterns at the Seattle-Tacoma International Airport in order to reduce congestion and improve efficiency in airspace surrounding that facility. When adverse weather, such as low ceilings and vjsibilities require instrument approaches to the airport, the arrival capacity of the airport is symmetrical. That is , ap--' proximal:ely 36 aircraft per hour can arrive whether runways or 34 are in use. Arrival delays are similar whether landings are conducted to the north or to the south. In contrast, during periods of peak demand and optimum weather conditions , south arrival' capacity is much lower (42/hour) , than north arrival capacity (56/hour) . Delays , when landing south, are significantly greater than when landing north. No r9ason for this disparity can be found in the layout of the airport. Therefore, the inefficiencies are caused by the use of the airspace, and more particularly, the requirement that turbojet aircraft landing to the south be routed through Elliott Bay, to the northwest of the airport . In periods of high demand, if weather or airport conditions improve, the present high altitude route structure and holding airspace used by the Seattle Air Route Traffic Control…

In the absence of such guidance, what may be termed a "let them sue" approach was essentially followed by the Port during the period from 1957 to 1972.

FAA Issues Potentially Sweeping Changes to Airport Land Use Regulation September 16, 2022 The Federal Aviation Administration (FAA) has published a Draft FAA Policy Regarding Processing Land Use Changes on Federally Acquired or Federally Conveyed Airport Land (the “Policy”). The proposed Policy is available here. The Policy addresses how the FAA will review and approve sponsor requests to use certain airport property for non-aeronautical purposes. The proposal has potentially significant implications for airport sponsors’ leasing practices. Because of the open questions presented by the Policy and the apparent nature of the proposed changes, sponsors should strongly consider commenting prior to the October 17, 2022 deadline. The FAA’s stated purpose in adopting the Policy is to “confirm[] and clarify[y] its prior policy and practice regarding the implementation of its statutory responsibility to review and approve or consent to, or deny, requests for land use changes on federally acquired or federally conveyed land.” However, the Policy has the potential to significantly change certain elements of the way that the FAA considers and approves sponsor requests for non-aeronautical and mixed use of airport property. Applicability. FAA has previously issued guidance to implement Section 163 of the FAA Reauthorization Act of 2018, which generally limits the FAA’s authority to regulate the use of airport property. The FAA’s new land use Policy would apply where Section 163 does not: that is, to land use changes (1) on airport property acquired by the sponsor with federal assistance or through a federal surplus property donation or (2)…

Re: FAA Authority to change the 65 DNL noise contour At a recent StART Aviation Noise Working Group meeting, I shared my professional opinion that it would take Congressional action to change the FAA’s 65 DNL noise contour standard. Below, please find additional details that informed my thinking on this topic. Background 1. First here is a quote from "A Guide to the Rulemaking Process" Prepared by the Office of the Federal Register: "Agencies get their authority to issue regulations from laws (statutes) enacted by Congress. In some cases, the President may delegate existing Presidential authority to an agency. Typically, when Congress passes a law to create an agency, it grants that agency general authority to regulate certain activities within our society. Congress may also pass a law that more specifically directs an agency to solve a particular problem or accomplish a certain goal." 2. There are at least three places where 65 DNL is spelled out specifically in federal regulations and federal orders. These are as follows: 2.1. Code of Federal Regulation (CFR) 14 Part 161. This Federal Aviation Regulation (FAR) describes the process from which any noise abatement rules may be required to show a cost benefit analysis prior to any approval or implementation. The rules dictate that all cost benefit analyses are limited to only the benefits within the 65 DNL contour. The authority for FAR Part 16 is spelled out in the Airport Noise and Capacity Act (ANCA) of 1990. In this act Congress was vague…