Gatwick Airport Flight Evaluation Unit

Transcription

1 Gatwick Airport Flight Evaluation Unit Quarterly report for the period July to September About Gatwick Airport Gatwick Airport opened in 958 with just over 86, passengers passing through in our first year of operation. Today, it's a different story. We're open 4 hours a day, 365 days a year, and we now serve over 3 million passengers every year. Gatwick is one of the top ten international airports in the world and the second largest in the UK. Around 9 carriers operate from the airport including British Airways, easyjet, Emirates, Monarch Airlines, Thomas Cook, Thomson Airways and Virgin Atlantic. It is the best connected point-topoint airport in Europe welcoming over 3 million passengers a year flying to more than destinations. The airport is 8 miles south of London with excellent public transport links. Gatwick Airport is owned by a group of international investment funds, of which Global Infrastructure Partners (GIP) is the controlling shareholder. Over the next years we want Gatwick to become London s airport of choice delivering great service to more than 4 million passengers each year. Security, safety and responsibly managing our environmental impact are always our top priorities. About this report This report is produced by the Flight Evaluation Unit (FEU). This team is responsible for recording, investigating and responding to aircraft noise enquiries as well as monitoring airline compliance to noise mitigation measures as detailed in the UK Aeronautical Information Publication (AIP). This department also actively engages with the airlines to improve their adherence to the above noise mitigation measures and in addition manages the night-time restrictions on flying at Gatwick. This report contains detailed data on aircraft activity at Gatwick including the adherence to the noise mitigation measures detailed in the UK AIP, a report on night flying during the quarter, an update on the community noise monitoring programme and an analysis of complaints / enquires received during the period. Flight Evaluation Unit commentary The temporary noise working group established in January consisting of three residents from the West Kent area and three Gatwick Airport Ltd staff continued to meet during this period. Meetings alternated between the Marsh Green area and Gatwick Airport. The group will present a final report to Sir John Stanley, Member of Parliament for Tonbridge and Malling and Stewart Wingate, Chief Executive Officer of Gatwick Airport Ltd on 5 th October at Gatwick Airport. The report will highlight key areas of discussion and some possible options for moving forward. Any proposed actions will of course be progressed through the appropriate governance structure.

2 Key Monitoring Indicators 3rd Quarter month averages Parameter Current year Previous year 6 Baseline Track keeping performance (% on track) hr CDA (% achievement) Day/Shoulder CDA (% achievement) Core night CDA (% achievement) ft Infringements (No.) 3 7 ft Infringements (No. below 9ft) - 6 Departure Noise Infringements (Day) - Departure Noise Infringements - (Night/Shoulder) Complaint Callers (No.) Complaint Enquiries (No.) Complaint response performance target is 95% within 8 days (quarterly figures) West/East Runway Split (%) - 63/37 67/33 68/3 Performance Headlines Over a month average, all of the Continuous Descent Approaches (CDA) indicators for the various time periods are once again green. continuing the ongoing trend for improved CDA achievement at Gatwick Airport. Indeed in the last 3 years the month average has increased from 8% to the current level of 9%. The FEU continues to work with airlines on improving their performance with regular reviews and data gathering exercises. Track keeping performance has shown another small improvement on the previous year s performance. It should be noted that some Gatwick departure routes have turns of 9 and 8 which, when they were first designed, were easier to fly with older, slower aircraft, although they remained lower on the route for longer. Track deviations occur on all routes. However at Gatwick Airport the 6 Lambourne wrap around route has the largest proportion. Further details on track keeping will follow later in this report. As part of our continuing commitment to increase on track performance the FEU also continues to engage with the airlines directly and through the Flight Operations Performance and Safety Committee on a range of initiatives. The number of enquiries has reduced considerable compared to the previous twelve months, with the number of complainants down by a 5% and enquiries down 4%. Areas with the greatest number of complainants were Crawley, Edenbridge, Horsham and Dorking. Airport Operations During the quarter, there were a total of 7,97 fixed wing aircraft movements at Gatwick, of which 63% operated on the westerly runway and 37% operated on the easterly runway. This represents a.% increase in aircraft traffic compared to the same period in.

3 Northern Runway (6R/8L) usage During this time there were 733 movements from the northern runway which was utilised on 6 different dates. The northern runway is normally only utilised during the night when maintenance on the main runway is planned. The main runway is due to be rehabilitated in and 3 and although full details are yet to be finalised this will require extensive periods of northern runway operations next year and in 3. Although Gatwick has a main runway and the reserve northern runway they cannot be operated simultaneously. Complaint response time This quarter the percentage of enquiries that have been responded to within 8 days was 98.85% thus illustrating our continuing commitment to responding to enquiries accurately and swiftly. A full breakdown of complaint information is produced later in this report. Airline Communications The Flight Operations Performance & Safety Committee (FLOPSC) met during this quarter. This committee meets bi-monthly. At these meetings performance statistics in relation to the ft by 6.5km from start of roll (SOR) requirement, departure track keeping, departure noise infringements, and CDA statistics are routinely discussed. As part of our normal process the FEU sends details of track deviations to the appropriate airline so those details can be passed on to the relevant training captain or chief pilot so they can work with their flight crews to improve future performance. As part of our ongoing work with the airlines and NATS at FLOPSC, there has been increased uptake in the number of departing flights being granted PRNAV departures, which should in turn have an overall positive effect on departure track keeping performance. The FEU will continue to monitor PRNAV uptake. The Airline performance statistics relating to both track keeping and CDA achievement are now being circulated to a much wider airline audience each month. This includes all domestic airlines and the majority of foreign operators. Work continues to ensure that we are able to circulate these statistics to all airlines that operate at Gatwick. The FEU endeavours to send details of all track deviations or unusual activity to the appropriate airline and frequently receives welcome feedback on measures employed by them to reduce further reoccurrences. The FEU also offers to work with airlines to improve their track keeping at FLOPSC meetings. Community Noise Monitoring The Gatwick Noise Monitoring Group is a forum where Local Authority technical experts and independent consultants meet with Gatwick Airport Ltd to discuss the location of mobile noise monitors, the duration they are to be onsite and to review and verify the data. This group also makes recommedations on monitor locations and also on the format the data should be reported to the Noise & Track Monitoring Advisory Group (NATMAG) and the wider community. Mobile noise monitors are currently deployed in Lingfield, Rusper, Okewood Hill, north Horley, Felbridge, Hever and Leigh (Surrey). There is also an inactive mobile noise monitor in Hever. 3

4 Sustainable Aviation Gatwick Airport Ltd is a member of Sustainable Aviation. This is a long term strategy which 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 5 and brings together the main players from UK airlines, airports, manufacturers and air navigation service providers The FEU Manager is a member of 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. Progress made to date includes Towards the Perfect Flight DVD, a Perfect Flight live trial and ongoing work with the Departures Code of Practice. As mentioned on the cover page of this report, work is ongoing regarding Continuous Climb Departures which is a similar concept to Continuous Descent Arrivals. It is envisaged that this work will conclude in the Autumn when further details will be provided. For more information visit: Community Communications The END noise action plan was formally adopted by the Secretary of State on 9 th May. The action plan details 5 plus actions that the airport will deliver during the period covering - 5. We have already been active in delivering against the actions proposed and are therefore well on schedule with our plan. Progress will be reported through our S6 annual monitoring report as the END noise action plan will replace our S6 interim noise action plan. WebTrak Gatwick Airport Limited offers a web based flight tracking application called WebTrak. This facility allows members of the public to track Gatwick flights. An updated version was released last year and was designed to be more user friendly, with a number of additional enhancements that improves on the look and feel from the original. Since its introduction this has proven to be very popular and a useful tool for communities affected by noise. Details of the number of WebTrak hits are shown on the following page. Complaints Handling Policy The noise complaint handling policy established in December 8 and amended in May continues to be applied consistently by the FEU when dealing with noise related enquiries. This policy is displayed on the Gatwick Airport noise website. Despite this, the FEU continues to experience ongoing contact from persistent complainants. In order to provide a co-ordinated and accurate response to complaints, the FEU continues to engage actively with colleagues within NATS, the CAA, DfT and other organisations when dealing with noise related enquiries. Gatwick Airport Noise Website The Gatwick Airport Noise Website has undergone a number of minor modifications recently in order to make it more user friendly and informative. New noise related documents have been uploaded and are available to download, the FEU Quarterly and Annual Reports are uploaded for public viewing and all information has been reviewed to ensure it is relevant and accurate. Noise studies have also been added for public viewing. Please visit 4

5 WebTrak hits during the reporting period 6 4 Webtrak hits Webtrak hits Jan-8 Mar-8 May-8 Jul-8 Sep-8 Nov-8 Jan-9 Mar-9 May-9 Jul-9 Sep-9 Nov-9 Jan- Mar- May- Jul- Sep- Nov- Jan- Mar- May- Jul- Sep- Runway modal split during the reporting period The following graph represents the direction of runway operation at Gatwick. Aircraft operating in a westerly direction take off towards the west and land from the east. Aircraft operating in an easterly direction take off towards the east and land from the west. Percentage % 9% 8% 7% 6% 5% 4% 3% % % Runway Modal Split Westerly Easterly 3 monthly mov avg (w esterly %) % Oct-9 Nov-9 Dec-9 Jan- Feb- Mar- Apr- May- Jun- Jul- Aug- Sep- Oct- Nov- Dec- Jan- Feb- Mar- Apr- May- Jun- Jul- Aug- Sep- Month 5

6 The Aeronautical Information Publication An Aeronautical Information Publication (or AIP) is defined by the International Civil Aviation Organisation (ICAO) as a publication issued by or with the authority of a state and containing aeronautical information of a lasting character essential to air navigation. It is designed to be a manual containing thorough details of regulations, procedures and other information pertinent to flying aircraft in the particular country to which it relates. It is usually issued by or on behalf of the respective civil aviation administration. The structure and contents of AIPs are standardised by international agreement through ICAO. AIPs normally have three parts - GEN (general), ENR (en route) and AD (aerodromes). The Gatwick Aerodrome AIP contains details regarding the noise mitigation measures in place and adherence to these is reported in this section. Adherence to noise mitigation measures as detailed in the Gatwick AIP Each element of this report is preceded where applicable by the relevant Aeronautical Information Publication (AIP) reference and summary text detailing the purpose of the requirement. Data is then presented on current performance. It should be noted that Gatwick is ft above mean sea level and the ANOMS NTK system measures height relative to Gatwick elevation and not sea level. References in the AIP are usually above sea level (quoted as Gatwick QNH) and therefore need to be reduced by ft to be comparable with heights as measured by ANOMS. For example the requirement to join the ILS at 3ft would equate to 798ft in the ANOMS. No account is taken of the variability of heights as measured by the radar which, depending on the distance from the radar head, can be +/- ft from that indicated. This is obviously allowed for by NATS when managing operations. FOR THE PURPOSES OF THIS REPORT ANY REFERENCE TO HEIGHT SHOULD BE READ AS ABOVE AIRFIELD ELEVATION UNLESS OTHERWISE STATED. ALL DATA CONTAINED WITHIN THIS REPORT SHOULD BE CONSIDERED IN LIGHT OF THE PRECEDING TEXT AND THE COMMENTARY THAT FOLLOWS. 6

7 DEPARTURES - INITIAL CLIMB PERFORMANCE EGKK AD. (3 () ). After take-off the aircraft shall be operated in such a way that it is at a height of not less than ft aal (above airfield level) at 6.5 km from start of roll as measured along the departure track of the aircraft. This is to ensure departing aircraft achieve at least that climb gradient in order to reduce the impact on the ground. Comment: There were two, feet infringements during this period. The first in July was a Rossiya Russian Airlines Airbus 39 and the second in September was a Cubana de Aviación Ilyushin Il In both instances the respective airlines were imemedaitely contacted by the Flight Evalaution Unit, reminded of the,ft requirement and their comments sought as to how further re-occurences will be prevented. The majority of infringements over the last year were predominantly caused by turboprop Dash 8-3 aircraft, a type operated by Air Southwest, who have now ceased operations at Gatwick Airport. The summer months are typically the peak period for aircraft failing to meet the,ft requirement primarily due to the warmer weather, which reduces aircraft climb performance. Year Total Infringements Year Total Infringements Year Total Infringements Initial Climb Performance Aircraft below,ft Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Month 7

8 DEPARTURES - NOISE INFRINGEMENTS Departure Noise Limits (Daytime) EGKK AD.(3(3)) Subject to sub-paragraphs (5) and (6) below, any aircraft shall, after take-off, be operated in such a way that it will not cause more than 94 dba Lmax by day 7 to 3 hours local time) as measured at any noise monitoring terminal at any of the sites referred to in sub-paragraph (). This is to ensure that departing aircraft do not exceed the stated level during the day. Year Number of Day Infringements Year Number of Day Infringements Year Number of Day Infringements Comment: There were no infringements of the noise limits during the day time or shoulder periods during the quarter. Departure Noise Limits (Core night & Shoulders) EGKK AD. (3(4)) Subject to sub-paragraphs (5) and (6) below, any aircraft shall, after take-off, be operated in such a way that it will not cause more than 89 dba Lmax by night (3 to 7 hours local time) and that it will not cause more than 87 dba Lmax during the night quota period from 33 to 6 hours local time) as measured at any noise monitoring terminal at any of the sites referred to in subparagraph (). This is to ensure that departing aircraft do not exceed the stated levels during the night and shoulder periods. Year Number of Night & Shoulder Infringements Year Number of Night & Shoulder Infringements Year Number of Night & Shoulder Infringements Comment: The night time noise infringement occurred on 8 th August at 3:38 hours local time. The aircraft was a Sky Wings Airlines McDonnell Douglas MD-83 operating on behalf of Tor Air. Upon investigation the Commander of the aircraft stated there was nothing out of the ordinary about the flight apart from the fact the aircraft was heavy when it took off. The exceedance was by.6db and no noise complaints were recevied regarding this matter. 8

9 DEPARTURES - TRACK KEEPING All jet aircraft leaving Gatwick Airport should follow flight paths known as Noise Preferential Routes (NPRs) up to a height of 3,ft or 4,ft depending on the route. NPRs were set by the Department for Transport (DfT) in the 96s and were designed to avoid over flight of built-up areas where possible. They lead from the runway to the main UK air traffic routes, and form the first part of the Standard Instrument Departure routes (SIDs). The routes have not been altered since they were established in order to give people the predictability of knowing where noise from departing planes will be heard. Their location remains the responsibility of the Government. As an airport operator, Gatwick Airport Ltd has no authority to change them. Any significant changes to the NPR s would be subject to a public consultation exercise. Air Traffic Control (ATC) are responsible for the routing of aircraft once airborne and when 3, or 4,ft has been reached they may give a flight a more direct heading (known as vectoring) off the route. This is subject to certain factors including weather conditions or other traffic in the vicinity. An NPR is not narrow, as aircraft cannot fly in the same way a train runs on a track, so each route has a swathe measuring.5 kilometres either side of the route centreline, resulting in a corridor 3 kilometres wide. As long as aircraft remain within this swathe they are deemed to be on track, there is no requirement to follow the route centreline. Any flight leaving the route below the required height (a track deviation) is automatically tagged by a Noise and Track Keeping System in the Flight Evaluation Unit at Gatwick Airport. Details of all track deviations are supplied to our Flight Operations Performance & Safety Committee and discussed at their bi-monthly meetings. Comment: The table below shows track keeping performance over the previous month period. Compared to the second quarter the on track performance over has declined over the past three months, although over the rolling month year on year period, there has been more departures on track. Total Westerly Easterly Month Deviations Departures % Deviations Deviations Departures % Deviations Deviations Departures % Deviations Oct % % % Nov % % % Dec % % % Jan % 58.4% % Feb % % 64.45% Mar % % % Apr % % % May % % % Jun % % % Jul % % % Aug % % % Sep % % 7.4% 9

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11 DEPARTURES - OVER CONGESTED AREAS The WIZAD Noise Preferential Route EGKK AD. (8) (c) The ATC clearance via Mayfield specified in the second column of the table will not be available between 3 hours and 7 hours local time. Aircraft following the Noise Preferential Routing which relates to that clearance shall not fly over Crawley, Crawley Down or East Grinstead. This is to avoid aircraft noise from departing aircraft over areas of high population at night on the 6WIZAD NPR. Comment: This quarter there were no departures during the restricted period, on the 6 WIZAD Noise Preferential Route. MAP ILLUSTRATING THE LOCATION OF THE WIZAD NOISE PREFERENTIAL ROUTE Crawley overflight EGKK AD. (9) After take-off the aircraft shall avoid flying over the congested areas of Horley and Crawley This is to avoid aircraft noise from departing aircraft over areas of high population Comment: During this monitoring period there were ten departing aircraft that overflew Crawley. Details of these and the other flights are in the table below. During periods of extreme weather, Air Traffic Control may have no alternative but to authorise an aircraft to turn off of a route early.

12 MAP ILLUSTRATING CRAWLEY OVERFLIGHT ANALYSIS GATE Date Time Flight Number Aircraft Type 8/7/ : EZY /7/ :8 BE 74 DH4 8/7/ :6 EZY /7/ :5 EZY /7/ 9:3 STU34 3 7/7/ 6:7 EZY /7/ 6:3 EZY /8/ 5:59 EZY /8/ 6:4 EZY /9/ 3: FV Gate or Corridor Name Crawley Height (ft) Center Deviation (m) A/D/O whole D 6L 7 Crawley whole D 6L 7 Crawley whole D 6L 7 Crawley whole D 6L 7 Crawley whole 36 6 D 6L 7 Crawley whole D 8R 7 Crawley whole D 8R 7 Crawley whole D 6L 8 Crawley whole 78 9 D 6L 8 Crawley whole D 6L 9 Path Month Comment Confirmed weather avoidance Confirmed weather avoidance Confirmed weather avoidance Confirmed weather avoidance Confirmed weather avoidance Aircraft returning to LGW told to continue to original destination Pilot error. Took wrong SID and re-directed back to correct route at earliest convenience. Confirmed weather avoidance Confirmed weather avoidance Pilot (english not first language) error. Instructed to roll out of turn but made a left turn - told to continue to ensure safety of flight.

13 Horley overflight MAP ILLUSTRATING HORLEY OVERFLIGHT FLIGHT ANALYSIS GATE AND AIRCRAFT TRACKS (July Sept ) Month Departures on 6LAM Horley gate % through Horley gate (July to Sept ) ANALYSIS OF HORLEY OVERFLIGHT Month Departures on 6LAM 3 Horley gate % through Horley gate Month Departures on 6LAM Horley gate % through Horley gate Jan-9 47.% Jan % Jan % Feb % Feb % Feb % Mar % Mar % Mar % Apr % Apr % Apr % May % May % May % Jun % Jun % Jun % Jul % Jul % Jul % Aug % Aug % Aug % Sep % Sep % Sep % Oct % Oct % Nov % Nov % Dec % Dec %

14 GATE PENETRATION GRAPH Comment: NATS implemented a plan in to reduce such incidents. Air Traffic Controllers were reminded that no flights should over-fly Horley. They also made changes to the standard routings for aircraft positioning from London Heathrow to Gatwick in order to avoid over-flight of Horley. The FEU will continue to monitor and report this so that performance can be improved and maintained. The jet aircraft with the lowest recorded height was a Norwegian Air Shuttle Boeing 737 which over-flew the town at a height of 4,773ft above airfield elevation. The average height of Gatwick aircraft passing over the town was 7,4 ft. ARRIVALS CONTINUOUS DESCENT APPROACHES (CDA) EGKK AD. () Where the aircraft is approaching the aerodrome to land it shall commensurate with it ATC clearance minimise noise disturbance by the use of continuous decent and low power, low drag, operating procedures (referred to in Detailed Procedures for descent clearance in AD (-EGKK--7). Where the use of these procedures is not practicable, the aircraft shall maintain as high an altitude as possible. In addition, when descending on initial approach including in the closing heading, and on intermediate and final approach, thrust reductions should be achieved where possible by maintaining a 'clean' aircraft configuration and by landing with reduce flaps, provided that in all the circumstances of the flight this is consistent with safe operation of the aircraft. This is to avoid prolonged periods of level flight and keep aircraft as high as possible for as long as possible. CDA data is measured over three time periods, the core night period (33-6), the day and shoulder periods (6: 33) and the 4hour period. 4

15 CORE NIGHT PERIOD Comment: During the quarter the core night-time CDA achievement rate has remained high at 94.% which is slightly down on the previous quarter and also down on the corresponding period last year with a rate of 94.48%. The month rolling average for night time achievement is now 93.76% of all arrivals. This compares with an average achievement rate for the preceding twelve month period ended Sept of 93.74%. BREAKDOWN OF CORE NIGHT CDA DATA Month All Arrivals 8 Easterly Arrivals 6 Westerly Arrivals Total Non CDA CDA Total Non CDA CDA Total Non CDA CDA Oct % % % Nov % % % Dec % % % Jan % % 95.% Feb % % % Mar % % 3 9.9% Apr % % % May % % % Jun % % % Jul % % % Aug % % % Sep % % % CDA Acheivement rate.% Core night-time CDA compliance rate 98.% 96.% 94.% 9.% 9.% 88.% 86.% 84.% 8.% 8.% Jan- Feb- Mar- Apr- May- Jun- Jul- Aug- Sep- Oct- Nov- Month Dec- Jan- Feb- Mar- Apr- May- Jun- Jul- Aug- Sep- 5

16 DAYTIME AND SHOULDER PERIOD Comment: CORE NIGHT PERIOD COMPLIANCE RATE The daytime and shoulder period achievement rate for this period (Q3 ) is 89.69% compared to 9.38% for Q. The twelve month period to the end of Sept shows an achievement rate of % compared to 88.73% for the same period ending Sept. BREAKDOWN OF DAYTIME & SHOULDER PERIOD DATA All Arrivals 8R Easterly Arrivals 6L Westerly Arrivals Month Total Non CDA CDA Total Non CDA CDA Total Non CDA CDA Oct % % % Nov % % % Dec % % % Jan % % % Feb % % % Mar % % % Apr % % % May % % % Jun % % % Jul % % % Aug % % % Sep % % % DAY & SHOULDER PERIOD COMPLIANCE RATE Percentage CDA % Gatwick Day & Shoulder CDA Achievement (6-33) with quarterly trend line 9% 8% 7% 6% 5% 4% 3% % % % Jul- Aug- Sep- Oct- Nov- Dec- Jan- Feb- Mar- Apr- May- Jun- Jul- Aug- Sep- Month 6

17 4 HOUR PERIOD Comment: The 4 hour CDA achievement rate for the year ended Sept was 9.%, compared to 89.6% for the corresponding period to Sept. Most months this year have seen achievement rates close to or above 9%. Month Total BREAKDOWN OF 4 HOUR PERIOD DATA All Arrivals 8R Easterly Arrivals 6L Westerly Arrivals Non CDA % CDA Total Non CDA % CDA Total Non CDA % CDA Oct % % % Nov % % % Dec % % % Jan % % % Feb % % % Mar % % % Apr % % % May % % % Jun % % % Jul % % % Aug % % % Sep % % % 4 HOUR PERIOD COMPLIANCE RATE Gatwick 4 Hr Period CDA Achievement % 95% % CDA 3 per. Mov. Avg. (% CDA) Percentage CDA Achievement 9% 85% 8% 75% 7% Oct- Nov- Dec- Jan- Feb- Mar- Apr- May- Jun- Jul- Aug- Sep- Month 7

18 ARRIVALS OVER CONGESTED AREAS AD -EGKK- () Before landing at the aerodrome the aircraft shall maintain as high an altitude as practical and shall not fly over the congested areas of Crawley, East Grinstead, Horley and Horsham at an altitude of less than 3ft (Gatwick QNH) nor over the congested are of Lingfield at an altitude of less than ft (Gatwick QNH). NB. ft (ft (airfield elevation) + ft (radar/ils tolerance)) = 698ft on ANOMS. Comment: Aircraft tracks were analysed for July, August and September and except for several go-arounds there were no over-flights of Crawley, Horley or Horsham under 3ft. A gate at 7 nautical miles (nm) from touchdown is used to analyse tracks over the Lingfield area. There were 39 (or.4%) of westerly arrivals passing through the 7nm gate during the quarter that were greater than ft lower than ft (this equates to a height in ANOMS of 698ft see below) The lowest recorded height at 7nm on ANOMS was,555ft. EGKK AD. (3 (a)) Where the aircraft is using the ILS in IMC or VMC it shall not descend below ft (Gatwick QNH) before intercepting the glide path, nor thereafter fly below the glide path. This is aimed at keeping aircraft as high as possible for as long as possible. A) Day time joining height (6 33) Comment: The map shows those arrivals that have passed through at least one of a series of gates running parallel to the runway centreline for around 6nm east and west of the airport below ft. There were 36,438 arrivals recorded by ANOMS this quarter, 6 (.7%) of which were operating below an altitude of ft (equivalent to a height in ANOMS of 798ft) through one or more of the analysis gates. There were 6 goarounds that were included within the total of 6, although for the sake of clarity these tracks are not included in the map illustrated. Of the 4 arriving flights that were not go-arounds 5 were more than ft below the altitude of ft. 8

19 MAP ILLUSTRATING THE ANOMS LATE ANALYSIS GATES WITH URBAN AREA ANNOTATED EGKK AD. (4) Between the hours of 33 (local) to 6: (local), inbound aircraft, whether or not making use of the ILS localiser and irrespective of weight or type of approach, shall not join the centre-line below 3ft (Gatwick QNH) closer than nm touchdown. This aims to keep aircraft higher for longer and avoid overflying areas en route to the ILS below 3ft. B) Night joining height & distance Comment: ANOMS was introduced in June 7 and this corresponds to the rise in aircraft joining below 3ft, however this was not the reason. Previously only aircraft below 598ft at nm would have been recorded which takes account of the ft elevation of Gatwick and the ft tolerance of the radar equipment. This metric is primarily used by NATS to ensure compliance and in allowing for these tolerances it is reasonable for a controller to assume that if an aircraft displays an altitude of 8ft on their system it is compliant with the 3ft requirements. The same aircraft would be at 598ft above the airfield as displayed on the Gatwick ANOMS (or any NTK) system. Since June 7 statistics have only taken account of the airfield elevation and consequently any aircraft below 798ft at nm has been flagged. 9

20 JOINING POINT GRAPH Night Joining Point % Joining at less than nm % Joining below 3ft (measured to 598ft) % Joining below 3ft (measured to 798ft) Apr- May- Jun- Jul- Aug- Sep- Oct- Nov- Dec- Jan- Month Feb- Mar- Apr- May- Jun- Jul- Aug- Sep- GO - AROUNDS A go-around is a procedure adopted when an arriving aircraft on final approach aborts landing by applying take off power and climbing away from the airport. It is a set procedure to be followed by the flight crew in the event of an aircraft being unable to land. The procedure is published so that Air Traffic Control (ATC) and the pilots can anticipate where the aircraft will go following the decision to go-around. GO-AROUND DATA 3 - Year Total Total Arrivals % of Arrivals

21 The number and reasons for go-arounds are routinely discussed at FLOPSC meetings and Pilot Forums. All parties are focussed on minimising the number of occasions when a go around is required but expect some to occur given the fact that Gatwick is a busy single runway airport. It should be stated that there are well established standard procedures which both pilots and controllers are trained in and are familiar with. Gatwick Airport Ltd as the airport operator actively encourages airlines operating at the airport to fly to the best possible environmental standards. However safety must and always will be the number one priority. NATS currently record go-arounds under one of the following causal factors: Comment: Unstable approach / runway occupied / aborted take-off spacing / wind shear / bird strike / instrument runway visual range (IRVR) technical problem / foreign object debris (FOD) / other This quarter the most common reasons for go-arounds were runway occupied (33) unstable approach (37), Insecure cabin (4) and FOD (7). NIGHT FLIGHTS Introduction The Secretary of State in exercise of his powers under Section 78 of the Civil Aviation Act 98 has imposed restrictions at Gatwick Airport on aircraft operating at night. These restrictions are in place to limit and mitigate noise disturbance from aircraft operating at night and to prohibit aircraft of specified descriptions from operating, also to limit the number of occasions on which other aircraft may take off or land. The night flying restrictions are divided into summer and winter seasons which coincide with the start and end of British Summer Time. They consist of a movement limit and a quota count system. The quota count (QC) means that points are allocated to different aircraft types according to how noisy they are. The noisier the aircraft type, the higher the points allocated. This provides an incentive for airlines to use quieter aircraft types. Aircraft are certified by the International Civil Aviation Organisation according to the noise they produce and are classified separately for both take off and landing For the purposes of night flying operations, the night quota period is defined as the period between 3:3 and 6: (Local time). In addition there are two further shoulder periods of 3: - 3:3 and 6: 7: (Local time), where other restrictions apply to the scheduling and operation of aircraft of specified descriptions

22 Restrictions Winter 6/7 7/8 8/9 9/ / / Movements Limits Quota Points Summer Movements Limits Quota Points Comment: Summer season came in to operation at : hours 7 th March, and the season limits are 6,3 QC points and, movements. The end of season report sent to the Department of Transport is shown in the table on the following pages outlining the weekly movement and QC usage. The Department for Transport intends to make an announcement this year on their proposed way forward on night noise, including arrangements for a detailed consultation on a new night flying regime for Heathrow, Gatwick and Stansted airports. QC4, QC8 and QC6 movements Details of three QC4 movements are provided in the following table: Date Time Airline Flight Type Reg STO A/D Dest Remarks 7/7/ 3:43 TSC 6 DC N53AX : A YYZ Late arrival - technical problems with original aircraft necessitated aircraft change. (QC4) 8/7/ :37 TSC 63 DC N53AX :3 D YYZ Late departure - see Ser Note above. (QC4) 3/7/ 3:45 MAS MMPK :45 D KUL Late departure (QC4) There were no QC8 or QC6 movements during either the night quota or shoulder periods. Dispensations - There were no dispensations during the Summer season.

23 Government Report London Gatwick AIRPORT MOVEMENTS and QUOTA SUMMARY To Week 3 (7 March to 9 October inc) ) Season Quota Points Limit 63. Season Movement Limit Quota Points Carried Over. Movements Carried Over Total Quota Points Allowed 63. Total Movements Allowed Wk No. Week Ending Date QC.5 No. QC.5 Value QC.5 No. QC.5 Value QC No. QC Value QC No. QC Value QC4 No. QC4 Value QC8 No. QC8 Value /4/ /4/ /4/ /4/ /4/ /5/ /5/ /5/ /5/ /6/ /6/ /6/ /6/ /7/ /7/ /7/ /7/ /7/ /8/ /8/ /8/ /8/ /9/ /9/ /9/ /9/ // // November Version.4.7 Page of QC6 No. QC6 Value Total Quota Mvmts Against Exmpt Types Not Cnt'd Not Cnt'd Not Cnt'd Total Arvls Total Arvls Total Deps Total Deps Total Rnwy

24 INTENTIONALLY BLANK 4

25 9 5// // // TOTALS Quota Points Available 3.5 Movements Available 34 Note Not Cnt'd Delays: Delays likely to lead to serious congestion and delays resulting from widespread Quota Points % Used 79.3 Movements % Used 88. Note Not Cnt'd Govt: Exemptions granted by Govt (VIP Passengers,Emergency Relief) Note 3 Not Cnt'd Emgcy: Emergency Take-offs and Landings 5 5 November Version.4.7 Page of

26 COMPLAINTS ANALYSIS Map illustrating the location of complainants between st July and 3th September 6

27 Gatwick Airport Limited Consultative Committee Report Period From /7/ to 3/9/ Aircraft Movements Period Arrivals Departures Movements /7/ to 3/9/ /7/ to 3/9/ Note : Aircraft movement figures are from National Air Traffic Services Movement Statistics Analysis of Complaints /7/ to 3/9/ /7/ to 3/9/ Number of Callers Number of Contacts Number of Enquiries GAL Investigated enquiries relating to aircraft departures GAL Investigated enquiries relating to aircraft arrivals ,48 GAL Investigated enquiries relating to Ground Noise GAL Investigated enquiries relating to Other Complaint Types 6 7 Enquiries as a % of Total Aircraft movements.% 3.98% 7 Monday, October 3, Page of 5 V.5

28 Gatwick Airport Limited Consultative Committee Report Period From /7/ to 3/9/ Subject of Enquiries Received Note: Figures for this report are based on the date of the reported incident, not the date the call was received Current Period (-7- to 3-9-) Enquiries per Subject Contacts per Subject Callers per Subject Aircraft Noise Low Flying Arrivals - General Night - General Track Keeping Increased Flights Night - Early Morning Ground Noise - General Odour Other Helicopters Oily Deposits Property Enquiry Policy Safety Go round Under NPR Engine Runs Unspecified Other Damage Runway Works Other Enquiry Reverse Thrust APU/GPU running Northern Runway Property Blight Student Enquiry Fuel Jettisoning Chimney Emissions Aircraft Emissions Insulation Request Other Ground Noise Start of Roll Noise Arrivals - Under ILS Change to Easterlies Change to Westerlies Departures - General Fire Training Ground Vortex Strike Damage Monday, October 3, Page of 5 V.5

29 Gatwick Airport Limited Consultative Committee Report Period From /7/ to 3/9/ Subject of Enquiries Received Note: Figures for this report are based on the date of the reported incident, not the date the call was received Current Period (-7- to 3-9-) Enquiries per Subject Contacts per Subject Callers per Subject General Noise Enquiry Arrivals - Under Stack Specific Noise Enquiry Health/Pollution Levels Noise Literature Request Aircraft Operation on the Ground Arrivals - Under Path from Stack 9 Monday, October 3, Page 3 of 5 V.5

30 Gatwick Airport Limited Consultative Committee Report Period From /7/ to 3/9/ Subject of Enquiries Received Note: Figures for this report are based on the date of the reported incident, not the date the call was received Previous Period (-7- to 3-9- ) Enquiries per Subject Contacts per Subject Callers per Subject Aircraft Noise Low Flying Arrivals - General 4 6 Increased Flights Night - General Track Keeping Night - Early Morning Departures - General Arrivals - Under Path from Stack 8 5 Odour Go round Under NPR Helicopters Unspecified Property Enquiry Aircraft Emissions Change to Westerlies General Noise Enquiry Arrivals - Under Stack Other Policy Safety Engine Runs Other Damage Runway Works Oily Deposits Other Enquiry Reverse Thrust APU/GPU running Northern Runway Property Blight Student Enquiry Fuel Jettisoning Chimney Emissions Insulation Request Other Ground Noise Start of Roll Noise Arrivals - Under ILS Change to Easterlies 3 Fire Training Ground Monday, October 3, Page 4 of 5 V.5

31 Gatwick Airport Limited Consultative Committee Report Period From /7/ to 3/9/ Subject of Enquiries Received Note: Figures for this report are based on the date of the reported incident, not the date the call was received Previous Period (-7- to 3-9- ) Enquiries per Subject Contacts per Subject Callers per Subject Vortex Strike Damage Ground Noise - General Specific Noise Enquiry Health/Pollution Levels Noise Literature Request Aircraft Operation on the Ground 3 Monday, October 3, Page 5 of 5 V.5

32 London Gatwick Aircraft Noise Enquiries - Administrative Localities Period From /7/ to 3/9/ Locality Enquiries Contacts Callers Banstead Battle Betchworth Billingshurst Bognor Regis Brighton Camberley Capel 3 Chichester Chiddingstone Causeway Copthorne Cranleigh Crawley 7 7 Crowborough Dorking 45 3 East Grinstead 7 6 Edenbridge Etchingham 4 3 Faygate Forest Row Gatwick Godstone Hartfield Haslemere Hayes Haywards Heath Hever 75 9 Holmbury St. Mary Holmwood Horley Horsham Hove Ifield Langton Green Lingfield London Marsh Green 38 Newchapel Newdigate Norwich Nutfield Nutley 4 Ockley 3 3 Outwood Oxted Redhill 3 Monday, October 3, V.4. Page of

33 London Gatwick Aircraft Noise Enquiries - Administrative Localities Period From /7/ to 3/9/ Locality Enquiries Contacts Callers Reigate Robertsbridge 5 Rudgwick 5 3 Rusper Sevenoaks Smallfield South Godstone Southborough Surrey Tonbridge Tunbridge Wells 4 9 Uckfield 4 4 Upper Hartfield Wadhurst 3 3 Warnham Total Monday, October 3, V.4. Page of

34 Produced by the Gatwick Airport Flight Evaluation Unit. To find out more about our work please contact us at: Flight Evaluation Unit Gatwick Airport Limited 8 th Floor, Destinations Place Gatwick Airport West Sussex RH6 NP Web: Freephone: (voic facility) noise.line@gatwickairport.com 34 Gatwick Airport Limited