TagPart 150(118)

The Quiet Skies Coalition challenges the FAA's Categorical Exclusion (CATEX) for new turboprop flight routes over Burien, Washington, arguing that the FAA's own noise analyses show significant increases in noise levels that exceed the agency's 1.5 dB DNL significance threshold — contradicting the FAA's claim of no environmental impact. The coalition contends that the FAA's reliance on an outdated 2013-2018 Sea-Tac Part 150 noise study, which failed to account for a 51% increase in airport operations, led to inaccurate noise assessments and improper use of a categorical exclusion. Community members and the City of Burien are urged to join legal and political efforts to challenge the FAA and Port of Seattle's authority over flight path decisions affecting residents from Shoreline to Federal Way.

A Burien Airport Committee member named Sharyn argues that Sea-Tac Airport's 2013 Part 150 noise study is dangerously outdated, as actual flight operations have been growing at roughly 9% per year — far outpacing the Port's own projections. Her analysis suggests Sea-Tac will reach its 2034 capacity forecast as early as 2020, meaning real noise impacts on surrounding communities like Seahurst are already well beyond what official noise maps show. She calls on the City of Burien to demand that the Port update its noise modeling immediately rather than waiting until after 2021.

Burien resident and former Boeing Field Noise Officer Sharyn Parker testified in support of HB 1683, arguing that the Port of Seattle deliberately understated Sea-Tac Airport's growth projections to avoid alarming nearby communities, while simultaneously planning a multi-billion dollar expansion — leaving residents exposed to increasing noise and emissions without adequate mitigation. She points to the Port's 2013-2018 Part 150 Noise Study becoming outdated just two years after approval, and a four-year delay in implementing approved sound insulation measures, as evidence of mismanagement and misleading communications. Parker and coalition members are calling for nighttime cargo flights to be offloaded to a new regional airport, contending that Sea-Tac has exhausted both its physical footprint and airspace capacity.

Aviation noise consultant Vince Mestre explains to the Port of Seattle why changing the FAA's 65 DNL noise contour standard — the threshold used to determine acceptable aircraft noise near residential areas — would likely require an act of Congress rather than a simple regulatory update. The 65 DNL standard is embedded in at least three federal regulations and orders (CFR 14 Parts 150 and 161, and FAA Order 1050.1F), all of which trace their authority back to enabling legislation such as the Aviation Safety and Noise Abatement Act (ASNA) of 1978 and the Airport Noise and Capacity Act (ANCA) of 1990. Because the FAA's rulemaking authority is granted and bounded by those Congressional statutes, modifying ASNA would most likely be required before the FAA could formally lower or otherwise change the noise compatibility standard.

This FAA document outlines the legal assurances that non-airport sponsors (such as local governments near an airport) must agree to when receiving federal grant funds for noise compatibility projects. Sponsors must comply with a wide range of federal laws, executive orders, and regulations — covering areas like civil rights, environmental protection, labor standards, and property acquisition — for the duration of the project, up to 20 years. These assurances become legally binding upon acceptance of the federal grant offer.