This section of U.S. transportation law restricts how airports receiving federal assistance can spend their revenues, generally limiting spending to airport capital and operating costs. However, it explicitly clarifies that nothing in the law prevents the use of airport revenue—on or off airport grounds—for noise mitigation purposes, which is directly relevant to communities affected by airport noise such as those near Sea-Tac. Additional provisions outline exceptions for prior financing agreements and the sale of private airports to public sponsors.

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Federal transportation law section detailing restrictions on how local taxes on aviation fuel and airport revenues can be used, with exceptions for prior agreements and private airport sales. Also includes the Airport Investment Partnership Program provisions for airport privatization.

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As the source for federal transportation grants, the Puget Sound Regional Council was charged with developing a system to meet the growing need for commercial aviation. When the search for a second airport failed, they authorized the Port of Seattle to build the Third Runway, with a mandate to develop a noise abatement and mitigation program. In their effort to stop the Third Runway, the ACC argued over every detail of the Port's efforts--including property buyouts and sound insulation. The dispute was meant to be settled by a three member Expert Arbitration Panel. This is their final report. It finds 2-1, that the Port's program was insufficient in several respects. Despite that, funding for the Third Runway was approved by the PSRC, and the 'Port Package' program, proceeded largely unchanged. Expert Arbitration Panel's final decision finding that the Port of Seattle had not shown sufficient reduction in real on-the-ground noise impacts to satisfy noise reduction conditions required for approval of a third runway at Sea-Tac International Airport. The majority decision concluded the Port's noise abatement programs were insufficient despite being impressive in scope.

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