Im hoping you could answer a few questions regarding the PART 150 NOISE
COMPATIBILITY STUDY that was updated in Oct 2013. I need you to explain

Page 3-39 Table 3-1 shows 13 temporary noise measurement sites. Closest one to
the south end runway site is on 8th ave aprx 2 miles from the airport, next one aprx
6mi in Burien and 2 monitors on VASHON ISLAND APRX 35mi away.

POS used those temporary noise measurements readings to determine the day night
level around the airport and did not even acknowledge the readings from the 25
permanent noise measurement sites that are located around the airport. WHY?

RESEARCHED:
There is a permanent noise measurement box a half a block away from my parents'
home. So I did my own study: October 16  October 20, 2016 I recorded monitor
number 17 at 1217 S. 207 Street

I kept track of 72 ights, time, if ights were from 10 PM to 7 AM, the ight number,
altitude, the decibel reading, miscellaneous notes and number of planes with
number of minutes. ALL THESE FLIGHTS WERE USING THE 1ST RUNWAY..
RUNWAY 2 AND 3 ARE OVER THE HOUSES.

There was 4 ights 65Dba OR LOWER. There was 1 ight that was between
10pm-7am during the ight quiet program. add 10dBA takes it over 65dBA. There
was 7 ights 66dBA-70dBA and 2 ights between 10 PM and 7 AM which takes them

over 70dBA. There was 39 ights 71dBA-75 dBA and 14 ights between 10 PM and
7 AM which takes them over 80dBA. There was 20 ights 76 dBA -80 dBA and 9
ights between 10 PM and 7 AM which takes them over 90dBA. There was 2 ights
81 dBA -85 dBA and 1 ight between 10 PM and 7 AM which takes them over
95dBA.

Out of the 72 ights, 39 ights were 71dBA-75dBA and from those, 14 ights were
between 10 PM and 7 AM which takes them over 80Dba. Only 4 ights were in the
65dBA.

Also, Part 150 Study Page 6-38 measurement-11 approach transition zone
acquisition recommended that the port purchase residential properties
experiencing noise levels of DNL 65dBA or greater and located within the approach
transition zone of the third runway this measure is ongoing as a voluntary
acquisition program 69 residential homes 2 mobile parks within the north ATZ has
been purchased program is complete and the north end
program is complete
approximately 12 single-family residence and six apartment buildings remain in the
South

where is ATZ-Part 150 Study Page 3-108 existing baseline noise
exposures contour
The dnl 65 North 1.6 miles beyond the north 3rd runway
The dnl 65 south 1.6miles beyond the south end 3ml runway

1

when would use 3rd runway arrivals

port seattle website Part 150 study FAQ,
During lower visibility conditions, arriving aircraft are directed onto the third
runway [16R/34L) and the longest, easternmost runway (16L/34R), allowing Sea-
Tac Airport to accept two streams of trafc with adequate separation. The third
runway also is used during peak trafc periods when multiple aircraft are scheduled
to arrive in the same time period. SOUTH END RUNWAY BUT NORTH 15
COMPLETED


FAA Airport Division  Runway Protection Zones
550 Runway protection zones are a trapezoidal area "off the end of the runway end
that serves to enhance the protection of people and property on the ground" in the
event an aircraft lands or crashes beyond the runway end.Under FAA design criteria
[which applies to all obligated airports), the airport must own the landing area.
Secondly the airport owner must have sufcient interest in the Runway Protection
Zones to protect the Runway Protection Zones from both obstructions and
incompatible land use. Land uses prohibited from the RPZ are: residences and
places of public assembly. (Churches, schools, hospitals, ofce buildings, shopping
centers, and other uses with similar concentrations of persons typify places of
public assembly.)"ln cases where the land is already developed and it would be too
expensive to acquire the existing development, this policy is a recommendation to
the landowner i.e. it is a notice to the landowner that the
FAA considers such uses incompatibleAirports that do not own the entire RPZ
should consider the need to acquire such land if there is any possibility that
incompatible land uses could occur with in the RPZ.Airports that do not own the
entire RPZ should consider the need to acquire such land if
there is any possibility that incompatible land uses could occur with in the RPZ.

So The FAA has designated that several areas around Sea-Tac Airport be protected
and kept clear of obstructions to ensure the safety of arriving and departing aircraft,
as well as people and property in the vicinity of the airport.

Now why am I bring this all up? Who am I? I lived in Seatac for 42yrs, 20 of those
years were 1/2block from where I got those ight readings! AND MY PARENTS
STILL LIVE THERE 44YRS!

POS used 13 temp noise sites from 2mi-35mi away from the airport to come up with
the DNL.

POS did not use any readings from the 25 perm sites, if they did, there is no possible
way that those 250+ homes would have 65an since the planes are 900ft over them.

2

With measurement-11 approach transition zone acquisition now knowing that the
3rd runway is used During lower visibility conditions and during peak trafc
periods, having dnl of 80 and above, and rpz zone regulations, I ask you, to review
Measure P-3: Periodically review and, if necessary, update the Noise Exposure Maps
(NEMs) and the Noise Compatibility Program (NCP). Benets: Provides continued
opportunity for public outreach and public involvement in planning for noise
compatibility.
And I would like to get the information on Measure M 5: Property Advisory Service

This measure provides residents and property owners within the Airport Environs
with access to timely and factual information concerning 1) what noise remedies
they may be eligible for, 2) assistance with making decisions when they are eligible
for multiple options, 3) information regarding rumors about the mitigation program
(either good or bad), and 4) assurances that the various programs are indeed aimed
at improving the living, working and leisure time environment. This two way
communication can also provide the Port with information about the concerns of
the residents/property owners and can provide a means by which the success or
failure of programs can be monitored.

FAA Determination: Approved as it is a continuation of a previously approved
measure.

Oh and I have pictures of the 72 ights I recorded along with a spreadsheet to prove
my research and copies of this I just red along with my email address where you can
respond in a timley manner.

Thank you,

Jen Scaman
jellybeanjenm@yahoo.com

were observed during the measurement dates. Table 3-3, Temporary
Noise Monitoring Program Duration, lists the dates and times of the
monitoring periods at each site and the north/south air trafc ow ratio.
During an average year, Sea-Tac Airport experiences North Flow
approximately 35 percent of the time and South Flow about 65
percent of the time.

Temporary Noise Measurement Sites Table 3-1

SITE                 ADDRESS             CITY
A                     1046 S Elmgrove St       Seattle
B                        12112 26m Ave SW         Burien
C                       11401 10th Ave S          Burien
D                      537 S 137th Pl            Burien
E                            17600 Sylvester Rd SW      Burien
F                              16856 Des Moines            Burien
Memorial Dr
G                     360 SW 178th St         Normandy Park
H                        19438 Edgecliff Dr SW      Normandy Park
I                                 19030 8th Ave S               SeaTac
J                                 25617 Marine View Dr        Des Moines
K                        1811 SW 152nd St         Burien
L                              25722 79th Ave SW           Vashon
M                     10311 SW 116th Pl        Vashon

Permanent Sites Table 3-2

MONITOR           LOCATION          CITY
1                                 Air Cargo 4 (on Sea-Tac       SeaTac
Airport property)
2                            South Run-up AOA (on Sea-  SeaTac
Tac Airport property)
3                             Maple Leaf Reservoir          Seattle
4                          Magnolia Elementary School  Seattle
5                             Medina Elementary School    Medina
6                            Hamilton Viewpoint Park      Seattle
7                             Central Area Senior Center    Seattle
8                            Mercer View Community      Mercer Island
Center
9                            Beacon Hill Reservoir         Seattle
10                          Brighton Playeld            Seattle
11                           Beverly Park School          Seattle
12                          2226 S 126th Street         Seattle
13                          Cedarhurst Elementary       Seattle
School
14                         North Clear Zone            Seattle
15                         Sylvester Middle School      Burien
16                         Chinook Middle School       SeaTac
17                          1217 S 207th Street         Des Moines
18                          1205 S 226th Street         Des Moines
19                          Midway Elementary School    Des Moines
20                        Parkside Elementary School   Des Moines

2

21                         Mark Twain School           Federal Way
22                        Sacajewea Jr. High School    Federal Way
23                         Merideth Hills Elementary    Auburn
24                        Federal Way Public School    Federal Way
25                        Twin Lakes Elementary      Federal Way
School

SEA TTLE-TACOMA INTERNA TIONAL AIRPORT
PART150 NOISE COMPATIBILITYSTUDY                                 FINAL

NOISE COMPATIBILITY PROGRAM MEASURE: M-11

Description: Approach Transition Zone Acquisition

Background and Intent:  This measure 'Wed that the Port purchase residential
properties experiencing  noise levels of DNL 6        or greater, and  located within the
Approach Transition Zones (ATZ) of Runway 16R/34L.

This measure is ongoing  as a voluntary acquisition  program.   A total of 69 residential
parcels and 2 mobile home parks within the North ATZ have been purchased and residents
relocated and the program is complete in this area.  There are approximately 12 single-
family residences and 6 apartment buildings remaining in the south ATZ (a total of 77
residential units).

In accordance with the FAA's Airport Improvement Program (AIP) Handbook (FAA Order
5100.38C), projects that involve acquisition must conform to the provisions of the Uniform
Relocation Assistance and Real Properties Acquisition Polices Act in effect at the time the
land was acquired.

Relationship to 2002 NCP: This measure was included in the 2002 NCP.

Land Use Compatibility Improvement: This measure would potentially remove up to 77
land uses within the South ATZ that are incompatible with aircraft noise.

Responsible Implementing Parties: Port of Seattle

Implementation Steps, Costs, and Phasing:
FAA Requested Agion: No action by FAA is required.
Steps:  The Port should make offers to acquire the remaining residential properties within
the South ATZ.  The Port would be responsible for relocation assistance to the residents of
these residences in accordance with FAA Order 5100.373, Land Acquisition and Relocation
Assistance for Airport Projects, and in Advisory Circular 150/510017, Land Acquisition and
Relocation Assistance for Airport Improvement Program Assisted Projects.
Costs:  There are 16 singlefamily residences and 6 apartment buildings remaining in the
south ATZ.  Cost to acquire all residential properties within south A12 is estimated to be
$10 million.  Actual cost will depend on which properties actually participate.
Acquisition would remove these properties from the local tax base.  Property tax revenue on
these properties is an estimated $45,000 to $50,000, which is allocated between the State
of Washington, King County, the cities of Des Moines and SeaTac, the local school district,
the EMS district, and other special districts and fees.
Schedule:  This measure can continue uninterrupted at the discretion of the Port.

Effects on Other Programs/Measures: This measure is not expected to impact other
programs or measures.





Landrum & Brown Team                               Chapter Six  Noise Compatibility Program
October 2013                                                                       Page 6-38

Part 150 Noise Measurement Report

Duration of Monitoring

The temporary noise monitoring was conducted for a few days at each site.  The
weather during the monitoring period was clear with minor precipitation.   The
microphone windscreen at Site M was knocked off (probably by a bird) during the
third day of measurements exposing the microphone to enough moisture to affect
the measurements.  Both North and South air trafc ow were observed during the
measurement dates.  Table 2  Temporary Noise Monitoring Duration lists the dates
and times of the monitoring periods at each site and the North and South air trafc
ow percentages.  During an average year, Sea-Tac Airport experiences North Flow
approximately 35% of the time and South Flow about 65% of the time.

Table 2  Temporary Noise Monitoring Duration

Site  Start Date Start Time End Date End Time   Days of
North/South
monitoring
A   6/28/10   14:26:26   7/1/10  14:24:43     3      18/o / 820/0

B     7/5/10    10:56:13   7/9/10   13:14:10              940/0 / 60/0

C    7/6/10   15:09:06   7/9/10   12:50:17            99.5/o / 0.50/0

D    7/6/10    9:16:27   7/9/10  12:04:22           99.5/o / 0.50/0

E      7/2/10    12:35:43    7/5/10   15:36:12                15/o / 85/o

F     6/28/10   15:06:41    7/4/10   14:40:59                150/0 / 850/0

G    6/29/10   15:18:14   7/4/10   15:00:43             180/0 / 820/0

H    7/2/10   11:46:19   7/5/10   15:20:03             150/0 / 850/0

I       7/6/10     10:00:29     7/9/10    14:13:38                   99.5/o / 0.5/o

J      6/28/10    16:19:54    7/1/10    17:35:04                  18/o / 82/o

K    7/5/10   10:18:04   7/9/10   11:41:51             94/o / 60/0

L     7/14/10    10:30:00   7/22/10   06:45:00                28% / 72%

M   9/16/10   11:30:00  9/19/10  12:30:00     wooowwwmmwww-h     14/o / 860/0








20
Port of Seattle: Sea-Tac Airport

SEA TTLE-TACOMA INTERNA TIONAI. AIRPORT
PART 150 NOISE COMPA TIBILITYSTUDY                                  FINAL

Table 3-3
TEMPORARY NOISE MONITORING PROGRAM DURATION
Seattle-Tacoma International Airport

START    START     END      END      DAYS OF
SITE
DATE     TIME     DATE     TIME                NORTH/SOUTH
MONITORING
ZquHIG'l'nmunuza      6/28/2010    14:26:26     7/1/2010     14:24:43                             18/o _/ 82/o
7/5/2010    10:56:13    7/9/2010    13:14:10                        94/o / 6%
7/6/2010    15:09:06    7/9/2010    12:50:17                      99.5% / 0.5/o
7/6/2010    9:16:27    7/9/2010    12:04:22                      99.5/o _/ 0.5/o
7/2/20 10    12:35:43    7/5/2010     15:36:12           woobwmwmcnwwwaw              15/o / 85/o
6/28/2010   15:06:41    7/4/2010    14:40:59                       15/o / 85/o
6/29/2010   15:18:14    7/4/2010    15:00:43                       180/0 / 82/o
7/2/2010    11:46:19    7/5/2010    15:20:03                       15/o / 85/o
7/6/2010    10:00:29    7/9/2010    14:13:38                      99.5/o / 0.5/o
6/28/2010   16:19:54    7/1/2010    17:35:04                       18/o / 82/o
7/5/2010    10:18:04    7/9/20 10    11:41:51                        94/o / 6/o
7/14/2010   10:30:00   7/22/2010    6:45:00                        28%) / 72%
9/16/2010   11:30:00   9/19/2010   12:30:00                       140/0 / 860/0

Source:    Landrum & Brown, 2013.

METHODS FOR NOISE EVENT CORRELATION

Measured noise events were matched with specic aircraft operations using the
following two-step method:
1.  Once data was downloaded,  noise  levels greater than 60 dB for  duration
longer that three seconds were identied as individual noise events.
2.  Using  the  flight  data  from  the  airport  noise  and  operations  monitoring
system, noise events that occurred while aircraft flew within 1.9 nm (4 nm at
Site I) from the measurement site were correlated and classified as aircraft
noise events.   The airport's permanent monitors use a similar correlation
distance setting.

Although this method provided positive identification  of aircraft operations and
highly accurate correlation  with measured  noise events, some community noise
(e.g. cars, lawnmowers, animals) and aircraft noise occurred simultaneously and
correlated as aircraft noise events.  Unfortunately, there is currently no technology
to separate aircraft noise levels from simultaneous nonaircraft noise levels.







Landrum & Brown Team                                        Chapter Three - Noise Analysis
October 2013
Page 3-43

Part 150 Noise Measurement Report

Cumulative Noise Level Results, DNL

The noise measurement data were used to compute DNL for each temporary site.
An aircraft only and community (non-aircraft) DNL were calculated for each site.  The
aircraft DNL was calculated from all one-second data that was recorded at each
temporary site during an aircraft noise event.  The community DNL was computed
from all one-second data that were recorded at each temporary site when there were
no aircraft noise events.  These DNL values of a few days of measurements should
not be compared to an annual average DNL value because different aircraft types
and runway utilization are used to calculate the annual average DNL. The results are
shown below.

Table 4  Aircraft DNL Results

Site  Aircraft DNL   (nofanilggrfitiVDNL   AirliT-rffglvgzts

A      62.6          62.1            1003

B       39.4            56.1              12

C       62.6            60.1             1042

D      59.7           60.0            1028

E        36.4              61.5                 4

F        35.8              61.0                36

G      30.9*          51.7             7

H      35.5           60.8             27

I          64.4                 63.4                   2191

J         61.1                57.1                  615

K      33.9           52.3             13

L        39.0               **                  43

M     42.2         65.7***           63

* Site G  had  few  noise event-to-aircraft correlations clue to the small  difference
between aircraft noise and ambient noise levels.

** Site L measurements had computer problems that prevented the
storage of noise
levels not part of a distinct noise event and therefore the community noise levels
were not recorded.  Note that aircraft noise event data were recorded for 8 days of
measurements appropriately allowing the aircraft DNL to be measured  correctly.
Note that at this site there were many overights that did not trigger a noise event
because the noise event dld not cause noise levels to exceed the noise event
threshold. The noise event threshold varied by time of day from 50 to 64 dBA.

*** Site M community noise levels
were measured high due to the predominance of
rain that occurred sporadically, and sometimes heavily, throughout the measurement

43
Port of Seattle: Sea-Tac Airport

Part 150 Noise Measurement Report

Noise Measurement Results

Noise  level  readings  were  used  to  characterize the  noise  environment at each
location and to distinguish the various noise levels associated with individual aircraft
operations.

Ambientiloise Levels

The data  collected  during the measurements can  be summarized  as a  noise
environment in terms of the noise level exceeded 10%, 50%, and 90% of the time
and designated as L10, L50, L90, respectively.  The L10 is the noise level exceeded 10%
of the time and represents the typical peak noise level.  The L50 is the median noise
level.  L90  is  the  noise  level  exceeded 90%  of  the  time.    The  Lee  is  a  good
approximation of the background noise level, i.e., the noise level that would occur in
the  absence  of identiable  noise  events.   Table 3   Ambient Noise Levels by
Temporary Site lists the L10, L50, and L90 levels at each measurement site.

Table 3  Ambient Noise Levels by Temporary Site

Site      L10 (dB)    L50 (dB)    L90 (dB)

A      63.4      53.6     49.6

B        53.6      42.9      30.9

C       63.0      54.9      48.6

D       60.6      54.3      47.2

E         48.8       40.9       33.3

F         55.3        50.4       42.2

G       45.1      38.0      29.7

H       51.7      42.6      29.9

I           64.1         55.9         50.6

J          60.7        47.4        32.6

K       49.7      43.4      36.5

L          *          *          *

M      62.9     54.9     35.3

* Site L measurements had computer problems that prevented the
storage of noise
levels not part of a distinct noise event and therefore background noise levels were
not recorded.




33
Port of Seattle: SeaTac Airport

SEA 1715-TACOMA INTERNA TIONAL AIRPORT
PART 150 NOISE COMPATIBILITYSTUDY                                 FINAL

3.6.1.2   Noise Measurement Results

Noise  level  readings were used to characterize the  noise environment at each
location  and  to  distinguish  the  various  noise  levels  associated  with  individual
aircraft operations.  The results of the noise measurement program are summarized
in   Table   3-4, Summary of  Noise  Measurement Program  Results,   and
discussed in the following sections.

Table 3-4
SUMMARY OF NOISE MEASUREMENT PROGRAM RESULTS
Seattle-Tacoma International Airport
7
l
COMMUNITY  AMBIENT   NUMBER   LOUDEST
AIRCRAFT                NOISE      OF     AIRCRAFT
SITE                 (NON-
LOUDEST AIRCRAFT
DNL     AIRCRAFT)    LEVEL   AIRCRAFT    EVENT
DNL       (L50)     EVENTS    (LMAX)
A      62.6        62.1       53.6      1,003      88.7     DeHavilland Dash 8D
B       39.4         56.1         42.9         12         81.3          Embraer 120

C      62.6                                                     McDonnell Douglas
60.1           54.9         1,042
86.7              MD80

D      59.7                                                 McDonnell Douglas
60.0           54.3         1,028
83.5               MD80
E       36.4          61.5          40.9          4          72.9       DeHavilland Dash 8D
F        35.8           61.0          50.4          36          75.0          Boeinq 737400
G      30.9*        51.7        38.0        7        71.1       Unknown Aircraft
H      35.5         60.8        42.6        27        76.9         Airbus A332

I         64.4             63.4                                                          McDonnell Douglas
55.9         2,191
84.2               MD80
J         61.1            57.1                                                      McDonnell Douglas
47.4         615
83.5               MD80
K      33.9        52.3        43.4        13        70.0       Boeinq 737-800
L       39.0           **            *           43          73.9         Unknown Aircraft
M     42.2      65.7***      54.9       63       73.6      Unknown Aircraft

Notes
*         Site G  had  a  limited  number of  noise  event-to-aircraft  correlations  due  to  the  small
difference between aircraft noise and ambient noise levels.
*- *        Site L measurements had computer problems that prevented the storage of noise levels not
part of a distinct noise event and therefore the community noise levels were not recorded.
Note that aircraft noise event data were recorded for 8 days of measurements appropriately
allowing the aircraft DNL to be measured correctly. Note that at this site there were many
overflights that did not trigger a noise event because the noise event did not cause noise
levels to exceed the noise event threshold. The noise event threshold varied by time of day
from 50 to 64 dBA.
***     Site M community noise levels were measured high due to the predominance of rain that
occurred  sporadically,  and  sometimes  heavily,  throughout  the  measurement  period.
Raindrops impacting the home roof and spa cover, and road trafc on wet pavement caused
background noise levels to be higher than the ambient would have been had it not been
raining.  During dry periods, ambient levels as low as 30 dBA were recorded.  However, the
sound level meter had a lower measurement limit of 30 dBA. 50 during some periods, the
measurement site was quieter than 30 dBA, a very low noise level.  Note that at this site
there were some overights that did not trigger a noise event because the noise event did
not cause noise levels to exceed the noise event threshold, which was set at 60 dBA.
Source:    Landrum & Brown, 2013.


Landrum & Brown Team                                        Chapter Three - Noise Analysis
October 2013
Page 3-44