GATWICK AIRPORT FLIGHT PERFORMANCE TEAM · PDF fileGATWICK AIRPORT FLIGHT PERFORMANCE TEAM. ... allow the Airbus A380 to operate. The A380 is significantly more fuel efficient and

GATWICK AIRPORT FLIGHT PERFORMANCE TEAMAnnual report 2014

GATWICK AIRPORT FLIGHT PERFORMANCE TEAM | Annual report 2013 1GATWICK AIRPORT FLIGHT PERFORMANCE TEAM Annual report 2014

ABOUT GATWICK AIRPORT

Gatwick is the UK’s second busiest airport and the busiest point-to-point airport in Europe, with over 60 airlines flying to more than 200 destinations. Its continued growth has ensured the airport remains a major employer and a cornerstone of the local, regional and national economy. Our ambition is to compete to grow and become London’s airport of choice, by delivering great service to passengers and investing in new facilities.

We believe this will enable Gatwick to grow to serve around 40 million passengers each year over the next decade. We also acknowledge that communities close to a busy international airport can be adversely affected by aircraft noise and therefore, where possible, we continue to work to lessen this impact.

Noise matters to us and we aim to be a good neighbour. Gatwick Airport sets noise targets each year to manage noise; these are published in our annual Corporate Responsibility, Decade of Change and Flight Performance Team reports together with our noise related key performance indicators. We have a full and comprehensive range of noise management and mitigation measures already in place. We have recently installed a new Noise & Track Keeping System provided by CASPER to further enhance the monitoring and reporting of aircraft performance against these noise mitigation measures.

The number of people affected by noise from Gatwick operations has fallen considerably over previous years largely due to the phasing out of older aircraft and the introduction of Chapter 4 (or equivalent) aircraft types. While Gatwick Airport continues to grow, the airport operation strives to minimise its noise impact on the surrounding sub-region and actively engages with those affected communities in identifying innovative means of mitigation.

ABOUT THIS REPORT

This report contains detailed data on aircraft activity at Gatwick including the adherence to the noise mitigation measures detailed in the UK Aeronautical Information Publication (AIP). It also includes a report on night flights, an update on the community noise monitoring programme and an analysis of complaints received during the period.

CONTENTS

About Gatwick Airport

About this report

Gatwick’s Framework for Noise Management

Air Traffic data

Departing Aircraft

Arriving Aircraft

Night Flights

Aircraft Noise and Community Monitoring

Complaints

GATWICK AIRPORT FLIGHT PERFORMANCE TEAM | Annual report 20132 GATWICK AIRPORT FLIGHT PERFORMANCE TEAM | Annual report 2013 3

FLOPSC

FLOPSC is made up of representatives from the airport’s operations team, the Flight Performance Team, our airlines, the DfT, and NATS. It meets on a bi-monthly basis throughout the year to review operational performance, adherence to noise and track keeping rules and to share best practice.

FLY QUIET AND CLEAN

As part of the Fly quiet and clean programme, we publish our major airlines’ performance against our metrics, which can be found in the later pages of this report.

NATMAG

This committee includes representatives from the airports Consultative Committee, local councils, the DfT, NATS, airlines and the airport. It meets every quarter to discuss the airport’s performance against the range of rules and regulations pertaining to aircraft operations. It gives an opportunity for representatives of local communities to scrutinise the airport’s reports and to discuss things that may be a cause of concern.

REGULATION

Gatwick Airport is a designated airport, so the Government sets the policy framework which influences how the airport responds to aircraft noise issues. In addition the airport has its own strategy for mitigating the impact of its aircraft operations on the local community.

These restrictions, set by the Department of Transport (DfT), are detailed in the UK Aeronautical Information Publication (AIP). At Gatwick it is the responsibility of the Flight Performance Team (FPT) to monitor and report on the adherence to these rules.

The airport also works with in an international framework. The International Civil Aviation Organisation (ICAO) is the international regulator of aviation. One of its main activities is to establish international standards, recommend practices and procedure regarding technical issues of aviation, including noise. ICAO has set progressively tighter certification standards for noise emissions and aircraft operating in member states must conform to these standards. At Gatwick the current quietest certificated aircraft with a chapter 4 or equivalent rating makes up over 99 % of the fleet.

GATWICK’S FRAMEWORK FOR NOISE MANAGEMENT AIRCRAFT

FLIGHT PERFORMANCE TEAM

This FPT is responsible for recording, investigating and responding to aircraft noise complaints as well as monitoring airline compliance against noise mitigation measures as detailed in the UK (AIP). In order to facilitate this work the airport invests over £200,000 a year on noise monitoring. This includes a sophisticated Noise and Track keeping system called CASPER that combines radar input from Air traffic Control with data from our noise detection network of fixed and mobile monitors placed around the airport. The FPT actively engages with our airlines to improve their adherence to the above noise mitigation measures and in addition manages the night-time restrictions on flying at Gatwick. The team regularly reports to the airport’s Flight Operations Performance and Safety Committee (FLOPSC) and to the airport’s Noise and Track Advisory Monitoring Group (NATMAG).

NOISE AND TRACK KEEPING SYSTEM

The system monitors all aircraft traffic within a 30 miles radius of the airport, up to 40,000 feet, and automatically records any infringements of the departure noise limits, deviations from the departure flightpaths as well as monitoring adherence to our other noise mitigation measures. The CASPER Noise and Track Keeping system is a new more capable system which was introduced at Gatwick in 2013 and provides a free flight tracking service available at www.gatwickairport/noise. Unlike our previous tracking tool which had a delay of 24 hours, CASPER offers a near ‘real time’ service with just a 15 minute delay, (set for security reasons). Gatwick were the first UK airport to introduce this new innovative system.

SUSTAINABLE AVIATION

Gatwick Airport Ltd is a member of Sustainable Aviation, whose long term strategy sets out the collective approach of UK aviation to tackling the challenge of ensuring a sustainable future for our industry. Sustainable Aviation was launched in 2005 and brings together the main players from UK airlines, airports, manufacturers and air navigation service providers.

The Flight Performance Team has worked throughout the year with the Sustainable Aviation Improvements Group. The ‘mission statement’ of this group is “Working with the industry in the UK and internationally to trial & implement innovative low noise and emission procedures”.

After a long period of development the ‘Departures Code of Practice’ (DCOP) was launched at the end of June 2013 at an event in London attended by members of Sustainable Aviation including Gatwick Airport.

The basis for this voluntary code of practice comprises of 4 primary mitigation techniques to reduce the environmental impact of aircraft on the ground and departing flights. This document complements the existing Arrivals Code of Practice.

In addition to the DCOP, Sustainable Aviation also produced a Road Noise map in 2013 which outlines the future aspirations of the industry to reduce the impact of aircraft noise over the coming years. For more information visit: www.sustainableaviation.co.uk


AIR TRAFFIC DATA

This section details how the traffic numbers change over the course of the year, and provides information of the types of aircraft and airlines that operate at the airport.

The graph below shows the average number of air traffic movements per day over the year. This illustrates that the peak months at Gatwick are during the summer with over 800 flights per day during August.

In 2013 there was an increase of 1.0% in overall movements compared to 2012. The graph below shows the changes in traffic figures over the past several years. Even though 2013 was a busy year the number of movements remains below the peak experienced in 2007.

AVERAGE NUMBER OF TRAFFIC MOVEMENTSPER DAY OVER THE YEAR

500

550

600

650

700

750

800

850

Average Aircraft Movements Per Day

Janu

ary

Febru

ary

March

AprilMay

June Ju

ly

Augus

t

Septe

mber

October

November

Decem

ber

Average

BREAKDOWN OF MOVEMENTS BY AIRCRAFT TYPE

Aircraft movements by type 2013 Aircraft movements

0

10000

20000

30000

40000

50000

60000

70000

80000

90000

Airbus

319

Airbus

320

Boeing 73

7-80

0

Boeing 73

7-400

DHC-8 /

Dash 8

-300/4

00

Airbus

321

Boeing 77

7

Other

s

Embraer

EMB175

Boeing 75

7

Boeing 75

7-000 se

ries

ATR 72

Embraer

ERJ195

Boeing 74

7-400

Boeing 77

7 ser

ies

Boeing 76

7 ser

ies

Airbus

330

Airbus

300

Boeing 78

7 Dre

amlin

er

Boeing 73

7-30

0

Boeing 76

7-30

0

Boeing 73

7-50

0

Cessn

a Cita

tion

Boeing 73

7 ser

ies

Fokker

100

Airbus

310

Dassa

ult Falc

on

Boeing 73

7-30

0 serie

s

Gulfstr

eam

MD80 al

l ser

ies

Hawke

r 125

Embraer

EMB190

Embraer

all o

ther

Airbus

340

CHANGES IN TRAFFIC FIGURES OVER THE PASTSEVERAL YEARS

Aircraft movements by year 2006 - 2013 Aircraft movements

220000

230000

240000

250000

260000

270000

280000

2006

2007

2008

2009

2010 20

1120

1220

13

FLEET MIX

The mix of aircraft types that operate at Gatwick continues to evolve with airlines introducing newer, more efficient and quieter types. During 2013 Thomson Airways were the first UK based airline to introduce a regular Boeing 787 Dreamliner service operating from Gatwick. Gatwick Airport have also invested in dedicated infrastructure upgrades to allow the Airbus A380 to operate. The A380 is significantly more fuel efficient and quieter than the first generation 4-engine jumbos it replaces. We will welcome the first regular A380 service in March 2014 when Emirates introduces the type on the Gatwick to Dubai route.

The Airbus A319 continues to be the most numerous aircraft type operated at Gatwick as this type makes up a large part of the easyJet fleet, who remain Gatwick’s biggest operator. The airport operates a differential charging structure based on an aircraft noise footprint and Nitrous oxides (NOX) emissions to encourage airlines to use the quietest and most fuel efficient aircraft.

The graph below shows a breakdown of movements by aircraft type.


WHERE AIRCRAFT FLY

A core aspect of aviation is that aircraft need to land and take off into the wind and therefore the prevailing wind direction determines the direction of airfield operation.

Wind direction is assessed by measurements from the airfield and also from aircrews’ reports at 1000 feet and above. Wind speeds and directions recorded at higher altitudes can vary considerably from those recorded at ground level.

When the wind is coming from the west, aircraft will depart towards the west and arrive from the east (westerlies). Conversely, winds from the east mean that aircraft take off to the east and arrive from the west (easterlies). The runway is referred to as 26 for westerly and 08 for easterly operations.

South westerly and westerly winds prevail for much of the year, typically around 70 per cent of the time. Changes in the direction of operation will influence overflight of areas as sometimes aircraft are only apparent when the airfield is operating in one direction or another.

EASTERLY OPERATIONS

Arriving

Departing

WESTERLY OPERATIONS

Arriving

Departing

VARIATIONS IN MONTHLY RUNWAY MODAL SPLIT, APRIL 1998 - DECEMBER 2013

Month Highest Westerly Lowest Westerly Range

January 2008 90.2% 2006 43.1% 47.1%

February 2000 97.9% 2013 44.0% 53.9%

March 1999 84.9% 2013 19.7% 65.2%

April 2001 82.9% 2007 36.3% 46.6%

May 2003 86.9% 2008 15.1% 71.8%

June 2002 89.9% 2006 54.3% 35.6%

July 2010 96.9% 2013 51.1% 45.8%

August 2009 93.2% 2003 50.4% 42.8%

September 2012 87.7% 2002 32.0% 55.7%

October 2000 93.1% 2007 42.6% 50.5%

November 2006 92.1% 2003 63.4% 28.7%

December 2011 98.8% 2001 48.5% 50.3%

THE SPLIT IN RUNWAY DIRECTION IN 2013

The Monthly Runway Modal Split 2013

Janu

ary

Febru

ary

March

AprilMay

June Ju

ly

Augus

t

Septe

mber

October

November

Decem

ber0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Westerly Easterly

In any given month the direction of runway operation can vary dramatically, with no set seasonal pattern which mirrors the unpredictability of the UK’s weather. The table below illustrates the extreme ranges in variability of runway direction.

It is not unusual for the runway to operate in the same direction for several weeks, and this can be very noticeable to communities underneath the normal flight routes when the airport switches direction. Conversly, it is not uncommon for the runway direction to change several times in a 24 hour period.

The graph below illustrates the split in runway direction for 2013.

Map 1 and Map 2 show typical days of both westerly and easterly operations, with departing aircraft tracks in green and arrivals in red.

Large parts of Kent, Surrey and Sussex are overflown by Gatwick traffic as they may be beneath the NPRs or arrival swathes. However those towns and villages further away from the airfield will experience overflight from Gatwick aircraft at relatively higher altitudes.

It should be noted that Gatwick does not operate in isolation; the south east corner of the UK is one of the world’s busiest sectors of airspace and Gatwick’s own aircraft movements need to be integrated with traffic travelling to and from other airports in the region.

If you would like to find out more information about Gatwick aircraft in your area you can visit our website www.gatwickairport.com/noise. Also available on this site is our CASPER Flight Tracking tool which allows the public to track movements of Gatwick aircraft.

Map 1

Map 2

NORTHERN RUNWAY

Gatwick Airport has only one main runway. In case the main runway is out of operation there is a reserve runway adjacent to the main runway that can be used. This runway is shorter than the main runway and is not equipped with an Instrument Landing System and because of its proximity to the main runway it cannot be used at the same time.

The northern runway is normally only used during periods of essential maintenance on the main runway and this is normally carried out during night time when it is not as busy. Because the runway is constantly in use it requires frequent inspections and a maintenance programme to ensure the surface and all lighting fixtures remain in a fully operational and safe condition.

The table below shows that the northern runway was used significantly less frequently throughout 2013 compared to the previous year.

Compared to 2012 there were significantly fewer occasions when aircraft had to use the northern runway. A major runway resurfacing project took place throughout most of 2012 and this is the reason why so many flights had to use the reserve runway.

USE OF NORTHERN RUNWAY

Year Days used Movements % of Annual Movements

2005 155 5447 2.09%

2006 65 1029 0.39%

2007 70 1286 0.48%

2008 71 1008 0.38%

2009 101 904 0.36%

2010 73 1012 0.42%

2011 102 2444 0.97%

2012 267 14836 6.01%

2013 152 4473 1.79%

The direction of the prevailing wind determines which direction the airfield operates


NOISE PREFERENTIAL ROUTES (NPRS)

Aircraft departing Gatwick Airport are required to follow specific departure flight paths, or NPRs. The 9 NPRs at Gatwick were designed to avoid overflight of built-up areas where possible.

Air Traffic Control are responsible for the routing of aircraft once they are airborne and each departure will be assigned a route to follow, however once aircraft reach an altitude of 4,000ft (or 3,000ft dependent on departure route and time) at any point along an NPR, they may be vectored off the route by ATC onto more direct headings to their destinations.

There are also occasions when Air Traffic Control direct aircraft off NPRs for safety reasons, such as to avoid adverse weather conditions along the intended route or to maintain safe separation from other traffic.

Aircraft that leave the NPR before the required minimum altitude are classified as track deviations. Track keeping performance at Gatwick is generally very good, however the westerly wrap around route called 26LAM has always presented a challenge for modern aircraft to fly as the tight turn was designed in 1968 when very different types of aircraft types were in operation.

Map 3 illustrates the Noise Preferential Routes at Gatwick, which have been in place since the late 1960s.

DEPARTING AIRCRAFT

ANNUAL ON TRACK PERFORMANCE OVERA FIVE YEAR PERIOD

Year Westerly (Runway 26) Easterly (Runway 08)

2009 98.08% 99.12%

2010 95.94% 98.88%

2011 96.24% 99.22%

2012 97.08% 98.61%

2013 97.21% 99.47%

The table below shows the annual on track performance over a 5 year period.

Airline track keeping performance is monitored and presented on a regular basis to all airlines operating at Gatwick. Airlines are notified by the Flight Performance Team when a departure deviates from the designated route. Trends in track keeping and the reasons for deviations occurring are also discussed with chief pilots and training officers at the airport’s Flight Operations Performance and Safety Committee (FLOPSC). The table (right) shows airline track keeping performance for 2013 compared to 2012. Gatwick’s largest operators by volume, Easyjet, continues to have above average track keeping performance.

TRACK KEEPING PERFORMANCE BY AIRCRAFT TYPE

Total Departures

Total Deviations

Percentage On Track

Airbus 319 42164 489 98.84%

Airbus 320 20744 707 96.59%

Boeing 737-800 14610 208 98.58%

Boeing 737-400 14218 285 98.00%

Boeing 757 4746 138 97.09%

Boeing 777 4321 67 98.45%

Airbus 321 4088 139 96.60%

DHC-8 /Dash -8-300/400

4088 25 99.39%

Embraer EMB175 2907 8 99.72%

ATR 72 1860 64 96.56%

Embraer ERJ195 1667 48 97.12%

Boeing 747 1630 44 97.30%

Boeing 767 1336 14 98.95%

Boeing 737-300 565 13 97.70%

Airbus 330 553 67 87.88%

Airbus 300 487 9 98.15%

Boeing 787 Dreamliner 421 42 90.02%

Boeing 737-500 349 10 97.13%

Cessna Citation 241 3 98.76%

Fokker 100 164 1 99.39%

Airbus 310 140 0 100.00%

Dassault Falcon 108 0 100.00%

Boeing 737-300 Freighter 103 0 100.00%

Gulfstream 83 5 93.98%

MD80 all series 81 4 95.06%

Embraer EMB190 80 1 98.75%

Hawker 125 80 7 91.25%

Embraer all other 69 4 94.20%

Airbus 340 52 0 100.00%

Others 3326 64 98.08%

NEXT GENERATION AIRCRAFT

Track deviations tend to occur for larger aircraft types which are slower to climb and turn and tend to take longer to reach their designated minimum heights. Details of track keeping performance by aircraft type are shown in the table to the right. The A319 is the most widely used aircraft type at Gatwick and has an excellent record for track keeping.

The chart (over) shows how are airlines have performed during the year.

The average level of on track performance for all airlines was 98.04% our best performance in the last 5 years.

Map 3


DEPARTURE CODE OF PRACTICE (DCOP)

In 2013 Sustainable Aviation, of which Gatwick is an active member, released a new Departure Code of Practice which introduces new concepts to increase efficiency and further reduce noise disturbance from aircraft on the ground and during the departure phase of flight.

THERE ARE FOUR PRIMARY ELEMENTS WHICH MAKE UP THE DCOP

1. REDUCING NOISE ON THE GROUND

In the past, when on stand aircraft were reliant on Auxillary Power Units (APU) for electrical supply. APUs are small jet engines, usually in the tail of the aircraft, and produce a significant amount of noise. Fixed Electrical Ground Power provides aircraft on stand with all the power they need therefore they do not need to run an APU. All stands at Gatwick now have a FEGP facility, with availability consistently at running close to 100%.

2. REDUCE NOISE AND FUEL EMISSIONS IN THE TAXI STAGE

Aircraft taxiing to or from the runway would normally use all engines, however by only starting all engines close to a point when cleared for take- off, this has the potential to reduce noise, save fuel and reduce emissions.

3. AIRPORT COLLABORATIVE DECISION MAKING (ACDM)

This aims to create a more efficient operation to reduce the amount of time aircraft spend holding on taxiways, in stacks and on the runway. This will be achieved by the introduction of new technology and the integration of some airport systems so that airport operator, airlines, ground handlers and NATS work closely together to achieve optimum performance.

4. CONTINUOUS CLIMB OPERATIONS

Rather than flight stages of level flight, aircraft that can climb to their cruise altitude will use less fuel and emit less greenhouse gases. This will require close co-ordination between Air Traffic Control sectors to maintain the climb.

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Flybe

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Vietna

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AIRLINE TRACK KEEPING PERFORMANCE 2013

75.00%

80.00%

85.00%

90.00%

95.00%

100.00%

0

10000

20000

30000

40000

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Departures On track performance

easyJet Switz TAP Portugal

Vueling

AirBaltic Air Malta

Afriqiyah AirwaysAir Arabia Maroc

Aegean Belavia

Signature Caribbean Airlines

Royal Air Maroc

Gambia Bird

Jet2

Lufthansa

Others Vietnam Airlines

Small Planet

Air Transat

Emirates Air Europa

Ukraine

Ryanair

Aurigny

Virgin Atlantic

Norwegian

Thomson Monarch British Airways

Air China

Germania

Icelandair

Avion Express

FlybeeasyJet

Turkish Airlines

Aer Lingus

NetJets Europe

Travel ServiceThomas Cook

PRECISION NAVIGATION

This year Gatwick Airport became the UK's first to introduce Precision Area Navigation (P-RNAV) into its airspace. We've been working with National Air Traffic Services (NATS) and airlines to develop technology which helps aircraft to fly more accurate routes from the airport.

WHY IS THIS SIGNIFICANT?

P-RNAV technology is a more precise navigation method that allows aircraft to navigate using GPS co-ordinates rather than traditional ground-based navigational aids. This will result in aircraft having a track keeping accuracy of ±1 nautical miles for 95% of its flight time.

•This will result in several important advantages:

•Greater certainty of what areas will be overflown, thereby reducing noise in certain areas

•Environmental benefits include reduced fuel burn and associated reduction in emissions

•Air traffic controllers and flight crew can plan their routes more easily and with greater precision

• Introduces the possibility of creating rotating respite for noise affected communities.

The advent of this technology makes it possible to design P-RNAV routes which more easily avoid areas where large numbers of people live.

BEST PRACTICE AT GATWICK


ARRIVING AIRCRAFT

Unlike take-off where the majority of the noise is generated by an aircraft’s engines, noise from arriving aircraft is a product of both airframe noise and noise from the engines. Airframe noise is produced by the airflow passing over the wings and control surfaces and also by aircraft undercarriage.

Although there are no set routes for arriving aircraft there are long established procedures to mitigate the disturbance that they can cause on approach to the airfield. One of the most successful measures is a noise mitigation procedure called Continuous Descent Approach (CDA).

The figure below illustrates how this type of approach differs from the traditional stepped approach.

Aircraft engines produce more noise during sections of level flight than in a shallow glide of a CDA, and also by avoiding steep changes in height this reduces airframe noise considerably.

In simple terms CDA keeps aircraft higher for longer and reduces periods of prolonged level flight at lower altitudes. Because CDA is dependent on factors outside of the pilot’s control, such as weather and air traffic conditions, it is not compulsory. Having said this Gatwick Airport has one of the highest CDA achievement rates in Europe, especially, during the sensitive night time period.

In some countries CDA is not standard practice although it is becoming more widely accepted throughout the worldwide aviation community. Gatwick actively promotes its benefits to all airlines which is borne out in an extremely high average level of CDA achievement of 93%.

The table to the right compares the level of CDA performance by our airline operators, with our top operators by aircraft movements having above average levels of achievement.

Runway

The graph above illustrates how our performance level has improved over the years.

24 HOUR CONTINUOUS DECSENT APPROACH PERFORMANCE 2002-2013

% CDA

50.00%

55.00%

60.00%

65.00%

70.00%

75.00%

80.00%

85.00%

90.00%

95.00%

100.00%

Jan-

02

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2

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COMPARING THE LEVEL OF CDA PERFORMANCE BY AIRLINE OPERATORS WITH OUR TOP OPERATORS BY AIRCRAFT MOVEMENT

Airline Arrivals Percentage CDA

EasyJet 48197 95%

British Airways 20058 93%

Flybe 8143 92%

Norwegian Air Shuttle 6871 90%

Thomson Airways 6608 94%

Monarch Airlines 5751 95%

Aer Lingus 3703 94%

Thomas Cook Airlines 3224 89%

Ryanair 2564 95%

Virgin Atlantic Airways 2034 93%

Aurigny Air Services 1848 87%

easyJet Switzerland 1574 92%

TAP Air Portugal 1253 85%

Emirates 1079 84%

Turkish Airlines 941 68%

Air Europa 723 63%

Air Transat 633 83%

Vueling Airlines 572 62%

Ukraine International Airlines

471 66%

Avion Express 466 70%

AirBaltic 444 68%

Air Malta 362 93%

Small Planet 351 74%

Germania 260 62%

Lufthansa 222 74%

Vietnam Airlines 222 41%

Air Arabia Maroc 208 50%

Afriqiyah Airways 178 58%

Icelandair 169 57%

Aegean Airlines 167 51%

Belavia 166 45%

Caribbean Airlines 155 48%

Air China 144 83%

Jet2.com 138 74%

NetJets Europe 134 51%

Iraqi Airways 129 57%

Travel Service Airlines 122 77%

Royal Air Maroc 120 48%

Gambia Bird 113 70%

Titan Airways 96 76%

All Others 1989 58%


There are also rules that instruct arriving aircraft to avoid the overflight of some nearby towns, below 3000 feet, thus mitigating the noise impact over these built up areas.

There is also a specific rule regarding restricting aircraft to at least 2000 feet as they pass the town of Lingfield which is under the final approach path.

For some people it is night flights that cause the most disturbance and therefore in order to mitigate the impact of arriving aircraft there are a number of rules that apply during the night period designed to keep aircraft as high as possible for as long as possible. These relate to the height and distance at which they can join the centreline for final approach or Instrument Landing System (ILS). Collectively these minimum heights and distances are known as the joining point criteria.

PERCENTAGE OF AIRCRAFT JOINING THE ILSAT DISTANCES GREATER THAN 10NM

852005 2006 2007 2008 2009 2010 2011 2012 2013

87

89

91

93

95

97

99

NIGHT TIME RESPITE TRIAL

During the summer the airport conducted a night time arrivals respite trial which aimed to give communities overflown by arrivals predictable respite during the time. The trial was designed to be beneficial to communities at both ends of the runway, close to where aircraft turn onto the extended centreline for final approach. Two zones were identified to the east of the airfield and these were avoided on alternate weeks to give respite to those living in the area.

Because of restrictions in the available airspace to the west of the airfield a different approach was taken. By co-ordinating closely with other transit traffic, it was possible to increase the altitude of these flights during the night time period when the airfield was operating in an easterly direction.

In addition to the noise benefit, the use of CDA techniques also reduces fuel burn and hence CO2 and Nitrogen oxides emissions, thereby producing an overall environmental benefit for air quality.

The following chart shows how CDA performance during the sensitive night time period has improved over the past decade. Variations in performance are strongly influenced by weather conditions with performance generally lower in winter months.

CORE NIGHT CDA PERFORMANCE 2002-2013

% CDA

50.00%

55.00%

60.00%

65.00%

70.00%

75.00%

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95.00%

100.00%

Jan-

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Jul-0

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Jan-

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l-13


NIGHT FLIGHTS

Night flights are classified as those which take off and land between 23:00 and 07:00, when restrictions on the types of aircraft can operate come in to force. Further restrictions apply during the core night period (between 23:30 and 06:00) when there is a limit on the number of flights that can operate. This is supplemented by a noise quota system designed to encourage the use of quieter types during the night.

The current restrictions on night flying came into force in 2006, and initially were meant to remain in force until 2012. These restrictions were subsequently extended into autumn 2014. In the autumn of 2013 the DfT announced the launch of the second stage of the consultation into night flying restrictions for the regulated London airports. Simultaneously they announced that the current restrictions will remain in force until 2017 to allow for the final conclusions from the Airports Commission to be fully considered. These are due to be reviewed by the DfT in 2017, having been extended in 2012 and 2013.

The noise quota of an individual aircraft is based on its official noise certification data, with separate classifications for take-off and landing in the form of quota count (QC) values. In general terms the smaller or newer the aircraft, the lower its QC value will be. For each aircraft type the departure QC value tends to be higher than that for arrival.

The table below shows QC classification.

CATEGORY OF QC VALUES FOR SUMMER SEASONS

Quota Used 1 0.5 0.2524816

0

1000

2000

3000

4000

5000

6000

7000

8000

Summer

2005

Summer

2004

Summer

2006

Summer

2007

Summer

2008

Summer

2010

Summer

2011

Summer

2012

Summer

2013

CATEGORY OF QC VALUES FOR WINTER SEASONS

Quota Used 1 0.5 0.2524816

0

500

1000

1500

2000

2500

3000

Wint

er 20

05/06

Wint

er 20

04/05

Wint

er 20

06/07

Wint

er 20

07/08

Wint

er 20

08/09

Wint

er 20

09/10

Wint

er 20

11/12

Wint

er 20

12/13

Wint

er 20

13/14

The graphs below illustrate how the QC usage has reduced over the past few years with airlines using quieter aircraft types during the night period.

Under the current restrictions the loudest aircraft types with a QC classification of QC 8 or QC 16 are not allowed to operate during the night quota period. Although aircraft with a value of QC4 are allowed to operate, they cannot be scheduled during the night period, therefore those that do take off or land are late departures or early arrivals.

Because of Gatwick’s strict scheduling rules no QC4 aircraft operated during this period.

Planes with a QC0.0 classification are those which for noise classification purposes are treated as exempt from the night flying regulations. Examples of this aircraft type are some small executive jets and small propeller aircraft. Very few aircraft fall under this category at Gatwick.

Aircraft can also be granted a dispensation to operate during the night quota period in exceptional circumstances, based on DfT guidelines. Examples of such circumstances are:

Certificated noise level (EPNdB) Quota count

Less than 84 0

84 to 86.9 0.25

87 to 89.9 0.5

90 to 92.9 1

93 to 95.9 2

96 to 98.9 4

99 to 101.9 8

Greater than 101.9 16

•Medicalemergencies

•Humanitarianflights

•Aircraftcarryingheadsofstateorroyalfamilies

•Toalleviateterminalovercrowding/situationswhere significant distress may be caused to humans or animals

•NonscheduledmovementsasaresultofmajorAir Traffic disruption

NUMBER OF DISPENSATIONS

0

5

10

15

20

25

30

35

2001/0

2

2002/

03

2003/

04

2004/0

5

2005/

06

2006/0

7

2007/

08

2008/

09

2009/10

2010

/11

2011/

12

2012/

13

2013/

14

The following graph illustrates the number of dispensations applied over the past few years.


AIRCRAFT NOISE AND COMMUNITY MONITORING

The Flight Performance Team assess aircraft noise in three different ways:

•DepartureNoiseLimits

•Localcommunitynoisestudies

•AnnualNoiseContours

DEPARTURE NOISE LIMITS

Departure noise limits are based on the assumption that the noise monitors are exactly 6.5km from the start of roll point on the runway and at the same elevation as the airfield. In practice this is seldom possible and adjustments are made to the limits to account for any variances in the monitor position. There is also a margin of error taken into account for the microphone of +/- 0.7dB. Details of the limits that apply to departing aircraft are shown below.

In light of the more noise sensitive period, a lower noise limit applies during the night-time hours, which restricts the types of aircraft that can operate during this time.

During 2013 there were no recorded noise infringements at Gatwick for the second consecutive year. The consistently low number of noise infringements over the past 5 years, compared to the period 2005-2007, reflects Gatwick’s continuing work with our airline partners to encourage the best practice in noise management and the continuing introduction of more modern types operating at the airport in recent years. This year saw the introduction of a scheduled service for a UK operator, Thomson Airlines, of the new Boeing Dreamliner.

NOISE CONTOURS

In the UK, Government research indicates that people start being concerned by aircraft noise at 57dB, averaged over 16 hours (57dB LAeq). They use this as the starting point in airport and aircraft noise policies.

To show where the different average noise levels are around the airport, the Government has developed maps showing ‘noise contours’. Below is the ‘noise contour map’ for the area around Gatwick Airport. The contours are an irregular shape because you get more noise at the ends of the runway (where planes take off and land) than at the sides.

NOISE PENALTIES

Financial penalties are applied to aircraft that exceed the following noise levels on departure (monitored at 6.5km from the start of roll):

07.00 – 22:59 94 dB(A) 23.00 – 06:59 89 dB(A) 23.30 – 05.59 87 dB(A)

A minimum penalty of £500 will be applied for any departing flight that exceed the above noise limits. For any departure that exceeds the limit by 5 decibels or more, a fine of £1000 is applied.

All proceeds from noise fines are passed to the independently run Gatwick Airport Community Trust (GACT). The trust also receives over £180,000 (2013) per annum from the airport and distributes grants to local charities and community projects. Details of the work carried out by the GACT are available at www.gact.org.uk

57

60

63

66

6972


GATWICK NOISE MONITORING GROUP

Gatwick funds and co-ordinates a community noise monitoring programme in conjunction with local Environmental Health Officers and the airport’s consultative committee. Noise monitors are located throughout local communities in Sussex, Surrey and Kent in order to develop an understanding of the noise environment and assess the impact of aircraft noise on those areas.

Following a study period of 12 months, so as to capture the seasonal differences in aircraft traffic, the airport instructs an independent noise consultant to produce reports on the noise climate in the study area and these are now available on our noise website at www.gatwickairport.com/noise.

The map below illustrates the location of current and historical noise monitor sites. The sites cover a large geographic area therefore benefitting many communities even those that are overflown at relatively high altitudes.

LOCATION OF CURRENT AND HISTORICAL NOISE MONITORS AND NPRS - APRIL 2014

Current Sites Historical Sites Fixed Sites

Billingshurst

Slinfold

Rudgwick

Capel

Leigh

Charlwood

Blindley Heath

Felbridge

Horley

Tinsley GreenDomewood

Meath Green

Haywards Heath

Hever

Warnham

RusperOakwood Hill

Lingfield

Bidborough

Hever Castle

COMPLAINTS

Airports bring positive economic and social benefits as well as environmental impacts. They are important to the economy, providing jobs, encouraging inward investment, and boosting local tourism. However they can also have an impact for those communities that exist around airports. Noise remains a significant issue for people living or working close to airports or under flight paths.

OUR PERFORMANCE

We aim to respond to all complaints within a maximum of 8 days and in 2013 we achieved this 99.20% of the time.

The number of people contacting the Flight Performance Team has increased this year after several years of falling numbers. The summer months were especially busy with large numbers of callers contacting us. The launch of the Airports Commission in 2013 saw a focus on aviation in the media, with speculation about a 2nd runway at Gatwick. This also coincided with the best summer weather since 2006 (MET Office) which certainly makes aircraft more noticeable. The graphic below shows how complaint numbers have fluctuated over the past few years.

Complaint statistics can be extremely difficult to interpret as a large proportion of all our complaints originate from a very small group of individuals. The graph below shows the number of individual callers compared to the number of complaints made. Indeed, less than 20 people account for over 80% of all our complaints. This illustrates one of the difficulties in studying the effects of noise, as people’s tolerance of noise and their perception of what causes annoyance varies widely. It is highly subjective and differs not only between different socio economic groups but also between neighbours experiencing the same levels of noise. The last UK study on aviation noise Attitudes to Noise from Aviation Sources in England (ANASE) concluded that ‘There is common agreement that people today have higher expectations of a peaceful living environment, are less tolerant of environmental intrusion, and might consequently be less accepting of aircraft noise. This view is supported by social trend data. While both income and taste effects are likely to be important, it is not possible to identify relative strength’

The graph above shows complaint and callers numbers.

NUMBERS OF CALLERS AND COMPLAINTS 2013

ComplaintsCallers

0

100

200

300

400

500

600

700

800

900

1000

East G

rinste

ad

Tunb

ridge W

ells

Horley

Horsham

Dorking

Edenbrid

ge

Lingfield

Billing

shur

st

Uckfield

Forest

Row

INDIVIDUAL CALLERS RELATING TOAIRPORT OPERATIONS

0

100

200

300

400

500

600

2006 2007 2008 2009 2010 2011 2012 2013

Callers


CALLER LOCATIONS

Considering there are approximately 3 million people living within 30 minutes travel time of Gatwick, the number of individuals who complain represent an extremely small percentage of the population. People living within 20 miles of a major international airport should expect to hear or see aircraft at least some of the time.

The complaint statistics reveal a bias towards individuals living to the east of the airfield, who account for more than 75% of total individual complainants. Details of those communities with the greatest number of individuals are detailed in the graph below. Although a significant number of individuals are close to the airfield or underneath the Noise Preferential Routes, there are a significant number located further away underneath the areas overflown by arriving aircraft. Even so, the area around Gatwick, especially underneath the extended centreline for final approach, is relatively rural with few large towns or villages.

The map and graph below show the location of complainants.

LOCATIONS WITH 5+ CALLERSCallers

0

10

20

30

40

50

60

70

80

90

100

East G

rinste

ad

Crawley

Other

loca

tions

Tunb

ridge W

ells

Horley

Dorking

Horsham

Edenbrid

ge

Tonb

ridge

Billing

shur

st

Lingfield

Redhil

l

Godstone

Haywar

ds Hea

th

Cranle

igh

Reigat

e

Uckfield

Crowboro

ugh

Pullboro

ugh

REASONS FOR COMPLAINTS

The Noise and Track Keeping system automatically correlates aircraft to specific complaints, thereby allowing comprehensive analysis of the flights that are a causing concern for local communities. The most common causes of complaint have been categorized in the following diagrams.

COMPLAINTS BY MONTH

OverflightArrivalsDepartures

0

20

40

60

80

100

120

140

160

180

Number of Complaints

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

YEARLY TOTAL OF AIRCRAFT COMPLAINTSBY OPERATING MODE

Overflight

Arrivals

Departures

REASONS FOR COMPLAINT

Low flying

Ground noise

Early morning

Night time

Increased tra�c

Track keeping

Low flying

Our noise and track keeping software can also automatically assign a particular aircraft operation with a complaint and therefore enable us to provide statistics on whether departing or arriving aircraft are the cause for complaint. The system can also analyse the types of aircraft that have caused concern. These statistics are provided below. Study of these figures would suggest that aircraft noise is not always the primary issue as it appears it is the size of the aircraft that provokes more complaints. The graph below shows aircraft types classified by their comparable size and the percentage of complaints received per movement. It would appear that the larger the airframe the more likely it is that a person will complain, no matter how noisy the aircraft actually is. Complaints about low flying can often be explained in this way as larger aircraft will naturally appear lower, then smaller types when at the same height.

We should point out that helicopters are also a source of complaint however very few operate from Gatwick, and all of our complaints on this subject relate to either police/air ambulance flights from Redhill aerodrome or military flights.

The graph to the right shows aircraft types generating complaint.


ANALYSIS OF THE DISTRIBUTION OF COMPLAINTS AGAINST AIRCRAFT TYPEOF COMPARED TOTAL MOVEMENTS

% Movements% Complaints

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

A319 B737

A320

B757

Embraer

B777

A321

Dash 8

prop

ATR 72

prop

Other

sB74

7B76

7

Small

jet

A330

A300

B787

Fokker

100

A310MD83

A340

Helico

pter

ANALYSIS OF COMPLAINTS AGAINST AIRCRAFT TYPE BY COMPARITIVE SIZE

% Movements% Complaints

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

LARGE

MEDIUM

SMALL

B777

B747

A330

B787

A340

A310 A319 B737

A320

B757

A321

B767

A300

MD83

Other

s

Embraer

Dash 8

prop

ATR 72

prop

Small

jet

Fokker

100

Gatwick Airport Limited (GAL) is the company licensed to operate Gatwick Airport by the Civil Aviation Authority. Gatwick is wholly-owned by Ivy Bidco Limited (Ivy), a company formed to undertake the acquisition of Gatwick. Ivy is ultimately controlled by funds managed by Global Infrastructure Management, LLC, part of Global Infrastructure Partners (GIP).

Department for Transport (DfT) is the government department responsible for the English transport network and a limited number of transport matters in Scotland, Wales and Northern Ireland which are not devolved. The department is run by the Secretary of State for Transport.

Civil Aviation Authority (CAA) is the UK's independent specialist aviation regulator. Its activities include economic regulation, airspace policy, safety regulation and consumer protection.

Air Traffic Control (ATC): See NATS below

NATS (Formerly National Air Traffic Services) is the main air navigation service provider in the United Kingdom. It provides en-route air traffic control services to flights within the UK Flight Information Regions and the Shanwick Oceanic Control Area, and provides air traffic control services to fifteen UK airports and Gibraltar Airport.

Flight Performance Team (FPT) is responsible for recording, investigating and responding to aircraft noise enquiries as well as to monitor and report airline compliance to noise mitigation measures as detailed in the UK Aeronautical Information Publication. The FEU also manages a number of fixed and mobile noise monitors within the local area. They are regularly relocated, the data analysed and the findings reported.

Gatwick Airport Consultative Committee (GATCOM) is a committee set up in 1956 in order to meet statutory requirements for public consultation. GATCOM discusses issues relating to employment, surface access and resource use as well as aircraft performance. It is comprised of members of local authorities, local interest groups, business and airline representatives and the DfT and is advised by senior managers from GAL.

Noise and Track Monitoring Advisory Group (NaTMAG) is chaired by GAL with membership drawn from DfT, NATS, GATCOM, the airline industry, local Environmental Health Officers and GAL’s acoustic consultants. It oversees the administration of the environmental monitoring systems used by the FEU and discusses local issues concerning aircraft noise and track keeping.

Flight Operations Performance and Safety Committee (FLOPSC). This Committee ensures the development of best practice in flight operations by all airlines using Gatwick Airport in order to minimise their effect on the local community. Matters discussed include departure track keeping, continuous descent approaches and noise infringements. FLOPC meets bi monthly and is chaired by GAL and is attended by the FEU, DfT, NATS, Airlines and a representative of GATCOM.

Decibels (dBA): Noise measurement that takes closest account of human hearing. Used to measure aircraft noise.

Leq - Equivalent Continuous Sound Level: The notional sound pressure level which, if maintained constant over a given time, delivers the same amount of acoustic energy at some point as the time-varying sound pressure level would deliver at the same point and over the same period of time.

Noise monitors (fixed): Sited at either end of the runway to measure the noise of departing aircraft. The readings from these are the only ones that can determine a noise infringement.

Noise monitors (mobile): Sited in various locations around Gatwick to aid studies into the local noise climate.

Noise limits: Levels fixed by the Department for Transport which should not be exceeded by departing aircraft.

Noise infringements: If the above level is exceeded, the airline concerned receives a financial surcharge.

Start of roll: Point where a departing aircraft releases its parking brakes to commence take off roll.

Noise Preferential Route (NPR): A 3 kilometre wide corridor in which departing aircraft must remain to an altitude of 3,000 or 4,000ft. These are used to provide set routes aircraft must follow and so provide some certainty as to which areas will be over flown by departing aircraft.

Standard Instrument Departure (SID): This is a published flight procedures followed by aircraft on an Instruemnt Flight Rules flight plan immediately after take-off from an airport. The first section of a SID is an NPR.

Vectoring: Air Traffic Control procedure turning a departing aircraft off an NPR on to a more direct heading to its’ destination.

Holding stack: Area where aircraft circle at a minimum 7,000ft awaiting approach instructions during busy periods.

Instrument Landing System (ILS): Precision approach aid consisting of a number of elements, principally a localiser radio beam and glide path aerials. Guides aircraft through final approach to touchdown.

Continuous Descent Approach CDA: A noise abatement procedure for arrivals. Avoids periods of level flight, reducing noise and emissions. Advisory, but not compulsory.

Reverse thrust: braking procedure used by older landing aircraft. Noisy, so use is discouraged at night.

Go around: An aborted landing of an aircraft that is on final approach. The aircraft turns and gets back in the queue to land.

Restrictions: Formulated by the Department for Transport relating to types of aircraft that can fly at night and placing limits on movements. Strictly monitored by Gatwick Airport Limited.

Night period is the period from 23:00 to 07:00

Night quota period is the period from 23:30 to 06:00

Quota count - QC: Points ranging from 0.25 to 16, allocated to aircraft types. The quieter the type, the lower the quota count. Aircraft with a rating of QC4, 8 or 16 may not be scheduled to take off or land during the night quota period. QC8 and 16 types may not be scheduled to take off or land in the night period.

Movements limits: The number of movements permitted during the night period, differing between seasons.

Seasons: There are two seasons, winter and summer. Determined by use of GMT / BST.

Dispensations: Granted to aircraft not normally permitted to fly during the night. Exceptional circumstances are (a) delays likely to lead to serious congestion at the airport or serious hardship or suffering to passengers or animals and (b) delays resulting from widespread and prolonged disruption to Air Traffic Control. Further dispensations may be granted in respect of VIP flights, relief flights carrying supplies, military aircraft operations in the event of war and civil aircraft affected by hostilities.

08R: Main runway used when aircraft are departing towards the east and arriving from the west.

26L: Main runway used when aircraft are departing towards the west and arriving from the east.

08L: Northern or standby runway used when aircraft are departing towards the east and arriving from the west.

26R: Northern or standby runway used when aircraft are departing towards the west and arriving from the east.

Altitude: The distance of an aircraft above sea level (asl).

Height: The distance of an aircraft above airfield level (aal). Gatwick is 202ft asl.

NM: Nautical Mile

NRP: Night Restrictions Period

NTK: Noise and Track Keeping System - See ANOMS below

ANOMS: Airport Noise and Operations Management System. Used for accurate monitoring and management airport operations and the associated noise.

REFERENCES

MVA Consultancy (2007), Attitudes to Noise from Aviation Sources in England (ANASE): Final Report for Department for Transport.

For further reading on the subject of noise you can access our latest reports at our dedicated website: www.gatwickairport/noise

Gatwick Airport remains dedicated to reducing the noise impact of its operations on local communities. In line with current Government guidance we are actively looking at new innovative ways of reducing the number of people impacted by Gatwick traffic. To this end we will continue to work with our airlines, Air Traffic Control and local community representatives.

GLOSSARY OF TERMS

Documents

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