Flight Evaluation Report 2006/07

Flight Evaluation Report 2006/07

2 Section A Contents: Section A Movement data 2 Section B Night flights 5 Section C Arrivals and departures 7 Section D Aircraft noise 13 Section E Enquiries 15 Flight Evaluation Report 2006/07 This online report provides detailed data on a range of key issues related to aircraft noise management and the role of Gatwick s Flight Evaluation Unit (FEU) in 2006/07. More details about all our work in this area can be found on Gatwick s noise website (www.gatwickairport.com/noise). This report complements the air noise section of BAA Gatwick s online corporate responsibility report for 2006/07 (www.gatwickairport.com/corporateresponsibility). For further information contact the FEU: Freephone: 0800 393070 or Email: lgwnoise_line@baa.com Section A Movement data This section provides detailed statistics on the number and type of aircraft operating in and out of Gatwick during the past five years. Table A1 shows the average number of aircraft movements per day. The movements in 2006/07 were generally comparable to last year and as might be expected, there is a summer peak in average daily movements between June and September and the November to January period typically shows lower daily averages. In April, May, June and September in 2006/07, the average number of movements per day reached their highest figure of the past six years. Over the past year there were 262,832 aircraft movements at Gatwick as passenger figures increased from 32 to 34 million, meaning that there were fewer flights than last year but more passengers carried on those flights. Table A2 provides a breakdown of those movements by aircraft type and in 2006/07 there was significant increases in more modern aircraft, in particular Airbus 319s and B737-800s. The A319s, which had the largest number of movements last year, increased by 9% this year, due largely to the continued growth of EasyJet s operations at Gatwick. The other big change was Ryanair s replacement of its fleet of 737-200s with 737-800s, increasing the latter s movements by 58.5%. Continuing the trends of recent years, the numbers of the noisiest aircraft types were further reduced, with DC10 movements falling, due to Northwest Airlines no longer operating DC10s from Gatwick and DAS Air cargo ceasing operations from Gatwick. The number of DC10 movements has fallen from 3,160 in 2001/02 to 860 in 2006/07. The single biggest change in aircraft type movements was the Embraer 145, which fell to just 22 as a result of Regional Compagnie Aerienne pulling out of Gatwick in March 2006.

Section A 3 Table A1 Average number of aircraft movements per day 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 leap year April 692 619 623 657 683 700 May 743 693 691 720 752 754 June 769 726 723 760 792 795 July 794 763 756 787 817 817 August 811 789 789 804 828 824 September 790 776 758 789 808 814 October 716 590 688 731 750 749 November 537 577 575 599 615 614 December 518 585 572 613 630 621 January 536 599 576 613 641 635 February 565 613 593 635 661 649 March 611 671 598 659 667 666 Table A2 Annual aircraft movements by aircraft type Aircraft Type 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 leap year Airbus 319 1,122 1,555 2,822 29,844 45,947 50,144 Boeing 737-400 34,916 20,569 39,050 34,295 35,302 34,963 Boeing 737-500 8,332 21,015 26,312 29,727 25,365 26,842 Boeing 757 23,684 22,465 23,227 25,712 25,503 24,992 Airbus 320 12,242 16,343 20,251 20,420 20,797 20,950 BAe 146 inc AR1 43,920 36,046 14,998 12,410 13,072 14,049 Boeing 737-800 4,587 5,956 6,427 6,031 8,209 13,013 Boeing 777 12,174 12,659 11,622 11,964 12,373 12,480 Boeing 737-300 30,218 29,301 22,393 16,865 15,676 12,455 Airbus 321 5,201 6,280 8,009 8,987 9,580 8,931 Boeing 767-300 11,883 6,151 6,452 8,305 8,869 8,816 Airbus 330 5,516 5,613 5,897 6,480 6,734 7,464 Others 9,221 13,694 11,067 9,408 7,152 6,590 Boeing 747-400 5,917 3,761 3,246 3,329 3,785 4,494 Dash 8 4,072 3,272 3,088 3,512 3,636 3,608 ATR 72 8,161 8,090 4,525 3,140 3,474 3,254 Boeing 767-200 3,601 3,935 3,747 3,569 2,574 2,893 Airbus 300 2,817 2,548 2,447 2,675 2,146 2,184 Canadair Jet 3,728 3,272 2,230 2,096 2,084 1,624 Boeing 737-700 1,710 11,349 18,329 5,726 3,414 1,129 DC10 all series 3,160 3,177 2,867 2,614 1,984 860 MD 80 all series 3,768 1,923 827 436 660 761 ATR 42 44 954 246 54 250 206 Boeing 737-200 3,355 3,321 2,117 4,848 2,644 58 Fokker 100 14 18 20 424 90 32 Embraer EMB145 1,076 2,762 2,268 1,302 1,448 22 Tristar all series 416 108 128 34 84 12 Boeing 747-100/200 2,040 356 615 573 210 6 BAe 1-11 222 0 0 0 0 0 Total 247,117 246,493 245,227 254,780 263,062 262,832

4 Section A Tables A3 and A4 show how the direction of operation can vary from month to month. This year, the months with the highest percentage of westerly operations were November and January. June and July had the most even split of operations but the general trend in 2006/07 was of increased westerly operations. For any given month, the percentage of westerly operations can vary dramatically from year to year as Table A4 shows. June and July 2006 had the lowest percentage of westerly operations since 1998 with August, November 2006 and January 2007 recording the highest percentage use since 1998. The average runway split for 2006/07 was 74% westerly and 26% easterly. Over the last 20 years, the westerly-easterly runway split is 72% 28%. Northern runway use If Gatwick s main runway is temporarily unavailable for use, operations can switch to the northern (standby) runway, although the two cannot be used simultaneously. Table A5 shows northern runway usage during the past five years. It is used rarely, generally during periods of planned maintenance. The figure was down on last year but still higher than previous years and this is due to essential runway maintenance carried out in the first quarter of 2007. Increased use of the northern runway, which is not equipped with ILS equipment, adversely affected Gatwick s joining point and Continuous Descent Approach performance (CDA reduces noise from arriving aircraft by keeping them higher for longer). Aircraft go-arounds From time to time, it is necessary for an aircraft to abort its landing a procedure known as a go-around. The loss of an anticipated runway slot is the most common reason for a go-around. The closure of the main runway can impact on the number of go-arounds. The figure for 2006/07 typically remained at about one go-around per day as shown in Table A6. Table A3 Monthly runway modal split, 2006/07 Month Movements Westerly Easterly April 20,993 75.25% 24.75% May 23,364 78.40% 21.60% June 23,837 54.30% 45.70% July 25,317 57.59% 42.41% August 25,529 84.01% 15.99% September 24,406 67.04% 32.96% October 23,208 73.82% 26.18% November 18,414 92.14% 7.86% December 19,250 78.22% 21.78% January 19,676 89.59% 10.41% February 18,178 61.88% 38.12% March 20,648 71.72% 28.28% Table A4 Variations in monthly runway modal split, April 1998-March 2007 Month Highest Westerly Lowest Westerly Range April 2001 82.9% 2003 38.4% 44.5% May 2003 86.9% 1998 40.8% 46.1% June 2002 89.9% 2003 50.4% 33.6% July 1998 89.5% 2006 57.6% 31.9% August 2006 84.0% 2003 50.4% 33.6% September 2001 80.6% 2002 32.0% 48.6% October 2000 93.1% 2003 48.9% 44.2% November 2006 92.1% 2003 63.4% 38.7% December 1999 84.3% 2001 48.5% 35.8% January 2007 89.6% 2006 43.1% 46.5% February 2000 97.9% 2003 52.6% 45.3% March 1999 84.9% 2001 54.6% 30.3% Table A5 Use of northern runway Year Days used Movements % of annual movements 2001/02 34 436 0.18 2002/03 52 739 0.30 2003/04 50 946 0.39 2004/05 43 815 0.32 2005/06 164 5413 2.06 2006/07 78 1458 0.55 Table A6 Aircraft Go-arounds Year Go-arounds % of total arrivals 2001/02 415 0.34 2002/03 375 0.31 2003/04 322 0.26 2004/05 371 0.29 2005/06 439 0.33 2006/07 407 0.31

Section B 5 Section B Night flights Currently, restrictions for night flights apply to the period 23:00-07:00, during which the noisiest types of aircraft are not allowed to operate. These restrictions also specify that between 23:30 and 06:00 (the night quota period), aircraft movements are restricted by a movements limit and a noise quota. The noise quota of an individual aircraft type is based on its official certification data, with separate classifications for landing and take-off in the form of quota count (QC) values. Table B1 shows the various QC categories. Generally speaking, the smaller or newer the aircraft, the lower its QC value. For each aircraft type, the departure QC tends to be higher than that for arrival. The total number of all aircraft movements in the night quota period over the past ten seasons is shown in Table B2. Subdivided into arrivals and departures, these totals include all aircraft subject to movement and quota limits, as well as those exempt or granted dispensation. The number of arrivals in the night quota period in summer 2006 and winter 2006/07 increased in percentage terms and this is due to the business model of the low-cost operations, which is based on as many rotations as possible and bringing the aircraft back to their home base. In the summer 2006 period, arrivals and departures in the night period reached a five-year high and the winter night-time movements were at their lowest since 2002. Certain movements during the night quota period are either exempt (by reference to their weight and noise certification data) or granted a dispensation to operate (usually only in special circumstances). Tables B3 and B4 show exempt aircraft and dispensed movements. The reduced figure in winter 2006/07 in Table B3 is the result of an airline running a postal service using an exempt aircraft type no longer operating. Some of the previously exempt aircraft have been recalculated as the new category of QC0.25. Table B4 shows there were 18 dispensations given in 2006/07 and these were due to low visibility operations when aircraft are directed to land as soon as possible for safety reasons. Movement limits and noise quotas The last ten operating seasons night movements and quota count use relative to allocation are detailed in Tables B5 and B6 respectively. Winter 2006/07 was the first to operate under the new quotas and movement limits introduced by the Department for Transport, and includes the new 0.25 category. The new quota and movement limits do not represent an increase in the number of movements allowed and mean a reduction in the QC allowance. In the first season under the new night movements regime, Gatwick recorded a higher percentage of the allowed movements but it is too early under the new regime to with draw any significant observations. Table B7 shows the continuing downward trend in the average QC in both winter and summer months in recent years. This demonstrates the shift towards quieter aircraft. Table B8 shows a breakdown of movements by QC usage and category. There was a reduction in QC4 operations due to them not being permitted to be scheduled at night from October 2006 onwards and DAS Air ceasing to operate earlier in the year. Table B9 compares the percentage of movements in each QC category over the past ten seasons. Gatwick will continue to work closely with its airlines to implement the DfT s recommendations. Figure B7 Average QC per movement by season 0.49 0.88 0.82 0.9 0.74 0.79 0.71 0.9 0.77 0.87 0.75 0.82 0.71 1.07 Summer 2000 Winter 2000/01 Summer 2001 Winter 2001/02 Summer 2002 Winter 2002/03 Summer 2003 Winter 2003/04 Summer Winter 2004 2004/05 Summer Winter 2005 2005/06 Summer 2006 Winter 2006/7

6 Section B Table B1 QC categories Certificated noise level (EPNdB) Quota count QC Table B6 Night QC allocation and usage Season QC allocation QC use % use 84 to 86.9 0.25 87 to 89.5 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 Summer 2002 9,060 6,905.0 76.21 Winter 2002/03 6,660 2,358.0 35.41 Summer 2003 9,030 6,357.5 70.40 Winter 2003/04 6,640 2,468.0 37.17 Summer 2004 9,000 7,863.0 87.36 Winter 2004/05 6,640 2,614.5 39.38 Summer 2005 9,000 8,255.5 91.72 Winter 2005/06 6,640 2,677.0 40.32 Summer 2006 9,000 7,749.5 86.11 Winter 2006/7 2,300 1,355.3 58.92 Table B2 Arrivals and departures in the night quota period Season Arrivals Departures Total % arrivals % departures Weeks Summer 2002 7,457 2,488 9,946 75.00 25.00 30 Winter 2002/03 2,638 727 3,365 78.40 21.60 22 Summer 2003 7,352 2,151 9,503 77.40 22.60 30 Winter 2003/04 2,283 776 3,059 74.60 25.40 22 Summer 2004 8,451 2,227 10,678 79.10 20.90 31 Winter 2004/05 2,328 828 3,155 73.80 26.20 21 Summer 2005 9,061 2,077 11,138 81.40 18.60 31 Winter 2005/06 2,883 737 3620 79.60 20.40 21 Summer 2006 9,442 1,873 11,315 83.45 16.55 31 Winter 2006/7 2,475 309 2,784 88.90 11.10 21 Table B3 Exempt aircraft movements Season Movements Summer 2002 584 Winter 2002/03 389 Summer 2003 525 Winter 2003/04 329 Summer 2004 429 Winter 2004/05 156 Summer 2005 199 Winter 2005/06 363 Summer 2006 379 Winter 2006/7 50 Table B5 Night movements limits and usage Table B4 Dispensations Year Number of dispensations 2002/03 4 2003/04 0 2004/05 0 2005/06 0 2006/07 18 Season Movements limit Actual movements Percentage use of movements Summer 2002 11,200 9,358 83.55 Winter 2002/03 5,250 2,976 56.69 Summer 2003 11,200 8,978 80.16 Winter 2003/04 5,250 2,730 52.00 Summer 2004 11,200 10,249 91.50 Winter 2004/05 5,250 3,000 57.14 Summer 2005 11,200 10,939 97.67 Winter 2005/06 5,250 3,257 62.04 Summer 2006 11,200 10,918 97.48 Winter 2006/7 3,250 2,734 84.12 Table B8 Night Movements and QC Usage, by QC Category Category Movements Movements Quota Quota Summer 2004 Winter 2004/05 Summer 2004 Winter 2004/05 0.5 7184 2211 3592 1105.5 1 2339 327 2339 327 2 462 317 924 634 4 252 137 1008 548 8 0 0 0 0 16 0 0 0 0 Earlies 12 8 0 0 Total: 10,249 3,000 7,863 2,614.5 Category Movements Movements Quota Quota Summer 2005 Winter 2005/06 Summer 2005 Winter 2005/06 0.5 7815 2384 3907.5 1192 1 2332 437 2332 437 2 550 302 1100 604 4 229 111 916 444 8 0 0 0 0 16 0 0 0 0 Earlies 13 22 0 0 Total: 10,939 3,256 8,255.5 2,677 Category Movements Movements Quota Quota Summer 2006 Winter 2006/7 Summer 2006 Winter 2006/7 0.25 n/a 1529 0 382.25 0.5 7859 784 3929.5 392 1 2484 263 2484 263 2 486 157 972 314 4 83 1 332 4 8 0 0 0 0 16 2 0 32 0 Earlies 4 n/a 0 n/a Total: 10,918 2,734 7,749.5 1,355.25 Table B9 Percentage movements by QC category Season QC0.25 QC0.5 QC1 QC2 QC4 QC8 QC16 Earlies Summer 2002 n/a 73.01 19.35 5.67 1.65 0.00 0.00 0.26 Winter 2002/03 n/a 73.42 17.81 4.84 3.76 0.00 0.00 0.13 Summer 2003 n/a 76.44 17.96 3.71 1.80 0.00 0.00 0.09 Winter 2003/04 n/a 70.55 13.96 9.74 5.42 0.00 0.00 0.33 Summer 2004 n/a 70.09 22.82 4.51 2.46 0.00 0.00 0.12 Winter 2004/05 n/a 73.70 10.90 10.57 4.57 0.00 0.00 0.27 Summer 2005 n/a 71.98 22.75 4.45 0.76 0.00 0.02 0.04 Winter 2005/06 55.93 28.68 9.62 5.74 0.04 0.00 0.00 n/a

Section C 7 Section C Arrivals and departures The Department for Transport (DfT), which is responsible for noise policy at Gatwick and the rest of the UK s airports, has established a number of procedures and measures to help minimise the disturbance caused by aircraft taking off and landing at the airport. Gatwick s Flight Evaluation Unit (FEU) plays a key role in monitoring and enhancing performance against these measures. Departing aircraft All departing aircraft are required to follow one of a number of noise preferential routes (NPRs). Until March 2003, compliance with NPR procedures was only required up to 3,000 feet. Since then it has been raised to 4,000 feet for several routes. The result has been a higher percentage of deviations since 2003, as shown in Table C3. Figures C1 and C2 show a typical day of westerly and easterly operations. These maps show that the operational patterns for arriving aircraft (shown in red) is very different to that for departing aircraft (green). It is also important to understand that Gatwick does not operate in isolation its day-to-day operations must be integrated with traffic travelling to and from other airports. To find out more about specific flights flying over where you live, visit www.gatwickairport.com/noise and enter your postcode. Most of the deviations occur on the westerly LAM route as a result of technical issues and the FEU has worked closely with NATS and airlines on updating and improving procedures on that route. A trial is planned for 2007 that is expected to improve NPR compliance. Overall NPR compliance was at is best level since 2003/04, with a 5.4% reduction in the actual number of deviations on last year with all but the same number of flights. Table C4 shows the proportion of total track deviations on each NPR. We continue working with National Air Traffic Services (NATS) and the airlines to improve their track-keeping performance. Figure C1 Gatwick westerly operations typical day Figure C2 Gatwick easterly operations typical day

8 Section C Table C3 Deviations from NPRs Runway 26 (Westerly) Runway 08 (Easterly) Totals LAM CLN SAM BOG WIZ KEN CLN NPR % Year DVR KEN SFD HAR TIG SAM LAM DVR SFD Deviations departures deviations 2002/03 310 10 0 6 13 397 11 10 73 830 114,184 0.73 2003/04 1,504 10 0 34 30 319 4 4 197 2,102 115,882 1.81 2004/05 1,966 18 3 113 28 212 5 9 163 2,517 122,879 2.05 2005/06 2,006 26 1 55 34 187 10 12 110 2,441 127,245 1.92 2006/07 2,039 6 0 37 42 126 6 7 45 2,308 127,550 1.81 Table C4 Proportion of total track deviations on each NPR (%) Runway 26 (Westerly) Runway 08 (Easterly) Modal Split (west:east) LAM CLN SAM BOG WIZ KEN CLN % deviations % Year DVR KEN SFD HAR TIG SAM LAM DVR SFD from NPRs departures 2002/03 37.35 1.20 0.00 0.72 1.57 47.83 1.33 1.20 8.80 40.8 : 59.2 62.2 : 37.8 2003/04 71.55 0.48 0.00 1.62 1.43 15.18 0.19 0.19 9.37 75.1 : 24.9 63.2 : 36.8 2004/05 78.11 0.72 0.12 4.49 1.11 8.42 0.20 0.36 6.48 84.5 : 15:5 71.1 : 28.9 2005/06 82.18 1.07 0.04 2.25 1.39 7.66 0.41 0.49 4.51 86.9 : 13.1 65.9 : 34.1 2006/07 88.34 0.26 0.00 1.60 1.82 5.46 0.26 0.30 1.95 92.1 : 7.9 73.5 : 26.5 Table C5 Track deviations by airline Total Total % Total Total % Total Total % departures deviations deviations departures deviations deviations departures deviations deviations Airline 2004/05 2004/05 2004/05 2005/06 2005/06 2005/06 2006/07 2006/07 2006/07 American Airlines 1,254 41 3.27 1,256 47 3.74 1,079 45 4.17 Astraeus 1,923 55 2.86 2,031 98 4.83 1,734 73 4.21 Thomsonfly 4,524 72 1.59 4,427 64 1.45 4,456 75 1.68 BA/BA Connect 37,747 520 1.38 37,356 556 1.49 36,248 540 1.49 Continental 1,602 38 2.37 1,646 33 2.00 1,698 26 1.53 Das Air 690 40 5.80 534 29 5.43 214 9 4.21 Delta Airlines 1,527 65 4.26 1,480 48 3.24 1,426 41 2.88 EasyJet 14,198 90 0.63 18,443 64 0.35 20,560 85 0.41 Emirates 1,102 69 6.26 1,086 45 4.14 1,101 65 5.90 Excel Airways 3,792 87 2.29 3,662 123 3.36 4,005 116 2.90 First Choice Airways 4,902 53 1.08 4,715 105 2.23 4,507 122 2.71 FlyBe 4,047 162 4.00 3,983 124 3.11 3,995 85 2.13 GB Airways 7,781 104 1.34 7,723 55 0.71 7,752 46 0.59 Centralwings 308 50 16.23 784 44 5.61 798 20 2.51 Sterling Airlines 1,888 24 1.27 1,906 27 1.42 1,622 21 1.29 Meridiana 812 2 0.25 773 2 0.26 899 1 0.11 Monarch 5,205 64 1.23 5,438 71 1.31 5,628 77 1.37 My Travel 2,317 35 1.51 1,760 46 2.61 1,704 71 4.17 Northwest 730 61 8.36 610 30 4.92 713 44 6.17 Others 17,513 701 4.00 18,431 639 3.47 17,491 526 3.00 Ryanair 2,209 28 1.27 2,756 34 1.23 3,092 29 0.94 Thomas Cook Airlines 4,041 81 2.00 3,705 71 1.92 3,696 58 1.57 US Airways 902 23 2.55 730 3 0.41 718 18 2.51 Virgin Atlantic 1,865 52 2.79 2,010 83 4.13 2,414 115 4.76 Totals 122,879 2,517 2.05 127,245 2,441 1.92 127,550 2,308 1.81 Table C6 Track deviations by aircraft type Depart Deviations % Deviations Aircraft type 2006/07 2006/07 2006/07 B747-200 2 1 50.00 H125 138 18 13.04 B747-300 171 22 12.87 B737-600 260 32 12.31 B737-200 29 3 10.34 Gulfstream 103 10 9.71 Others 317 26 8.20 Avro RJ 436 32 7.34 Dassault Falcon 119 8 6.72 Cessna Citation 355 23 6.48 Learjets 138 8 5.80 TU134/154 55 3 5.45 B747-400 2,245 120 5.35 DC 10 431 22 5.10 Canadair CL600 65 3 4.62 A330 3,733 170 4.55 MD81/82/83 226 9 3.98 BA 146-300 4,830 150 3.11 A300 1,092 29 2.66 B757 12,494 317 2.54 B767-300 4,411 111 2.52 B737-700 564 14 2.48 B767-400 218 5 2.29 MD87/88 154 3 1.95 B777 6,240 114 1.83 B737-300 6,229 110 1.77 B767-200 1,446 24 1.66 B737-500 13,420 209 1.56 B737-400 17,480 265 1.52 B737-800 6,505 93 1.43 BA 146-200 840 12 1.43 A321 4,468 53 1.19 A320 10,477 124 1.18 BA 146-100 918 8 0.87 A310 404 3 0.74 A340 449 3 0.67 Fokker 70 166 1 0.60 A319 25,071 145 0.58 Canadair RJ 812 4 0.49 EMB135 12 0 0.00 EMB145 11 0 0.00 Fokker 100 10 0 0.00 L101 6 0 0.00 Totals 127,550 2,308 1.81

Section C 9 Tables C5 and C6 show track deviations by airline and aircraft type respectively. The particular aircraft type and route flown directly impacts a specific airline s relative performance so as a result it is difficult to draw direct comparisons between airlines or aircraft types from these tables. British Airways and easyjet remain Gatwick s two biggest airlines so it is reasonable to expect them to have the most deviations. EasyJet maintained its excellent performance with 0.41% departures from more than 20,000 departures. The performance of Ryanair (0.94% deviations from 3,000 flights) and GB Airways (0.59% deviations from 7,700 flights) was also worthy of note. The FEU has been working with Northwest on its operational procedures and improvements are anticipated for 2007. In Table C6, it s worth noting that the deviations tend to come from the bigger planes which climb slower and can take longer to reach their designated heights. When planes do deviate from the NPRs, the relevant airlines are notified and their performance is closely monitored by the Flight Operations Performance Committee. Arriving aircraft While there are no set routes for arriving aircraft, there are longestablished procedures to mitigate the disturbance they can cause. These procedures concentrate on night-time operations, with the aim of keeping aircraft as high as possible for as long as possible. For example, there are specific distances and heights which aircraft need to maintain on the final approach or instrument landing system (ILS). Collectively, these are known as the joining point criteria. Between 23:30 and 06:00, aircraft are required not to join the ILS below 3,000 feet or closer than ten nautical miles (nm). Table C7 shows that while there was an overall improvement in the performance from 88% in 2005/06 to 95% in 2006/07, the use of the Northern runway from Jan-March 2007 while the main runway was undergoing maintenance work had an impact. Table C8 shows consistently high levels of compliance (98%) with regard to the height requirements. Following a Continuous Descent Approach (CDA), wherever practicable, is another important way of mitigating the noise of arriving aircraft. Continuous Descent Approach keeps the aircraft higher for longer, avoiding periods of prolonged level flight at lower altitudes. Figure C9 illustrates some typical CDA and non-cda approach profiles. It is worth noting that there are no set approach angles for an arrival to be classified as following a CDA. The Arrivals Code of Practice a technical advisory document aimed at reducing the noise created by arriving aircraft and subsequent communications and analysis by airlines, NATS and the FEU, have resulted in significant improvements in the CDA achievement rate across all time periods. The most sensitive period is the night quota period and in 2006/07 Gatwick recorded its best ever performance with a 90% achievement of CDAs see Table C10. As with the joining point criteria, performance was affected by runway maintenance in early 2007. Figure C9 Example of a CDA and non-cda approach profile Distance from touchdown CDA approach Non CDA Aircraft joins the ILS (joining point)

10 Section C Table C7 Aircraft joining the ILS at distances greater than 10nm (23:30-06:00) 2002/03 2003/04 2004/05 2005/06 2006/07 Number % Number % Number % Number % Number % April 525 94 641 97 750 96 713 97 792 95 May 935 98 992 99 973 98 1,067 98 1067 97 June 1,074 98 902 93 1,064 95 997 80 1254 94 July 1,222 98 1,191 98 1,357 97 1,255 83 1462 94 August 1,446 98 1,357 98 1,358 98 1,415 85 1637 97 September 1,173 98 1,129 96 1,289 94 1,289 88 1434 96 October 842 97 986 97 1,074 98 994 80 1070 95 November 506 98 380 98 368 94 451 89 383 98 December 501 99 421 97 542 98 617 96 571 97 January 468 96 430 95 442 95 493 95 440 93 February 472 99 403 98 410 96 500 96 397 91 March 477 97 413 95 516 97 642 97 536 86 Year Total 9,641 98 9,245 97 10,143 97 10,433 88 11043 95 Table C8 Aircraft Joining the ILS above an altitude of 2,900 feet (23:30-06:00) 2002/03 2003/04 2004/05 2005/06 2006/07 Number % Number % Number % Number % Number % April 536 96 656 99 775 99 732 99 827 99 May 947 99 979 98 989 99 1,084 99 1079 98 June 1,066 98 938 97 1,092 97 1,217 98 1316 99 July 1,230 99 1,194 98 1,371 98 1,473 97 1510 97 August 1,459 99 1,371 99 1,371 99 1,620 98 1677 99 September 1,184 99 1,142 97 1,346 98 1,443 99 1475 98 October 850 98 994 98 1,081 99 1,217 98 1123 99 November 509 99 379 98 391 99 499 98 389 99 December 498 98 420 97 540 98 633 99 569 97 January 475 98 441 97 450 97 513 98 451 96 February 472 99 410 99 422 99 511 98 420 96 March 483 99 423 98 522 98 651 99 603 96 Year Total 9,709 98 9,347 98 10,350 99 11,593 98 11439 98 Table C10 Monthly core night-time arrivals (23:30-06:00) and achievement of CDAs 2002/03 2003/04 2004/05 2005/06 2006/07 Arrivals CDAs % Arrivals CDAs % Arrivals CDAs % Arrivals CDAs % Arrivals CDAs % April 556 466 84 662 598 90 783 689 88 728 649 89 837 745 89 May 959 846 88 1,004 868 86 995 890 89 1,089 996 92 1104 1011 92 June 1,091 944 87 971 834 86 1,122 987 88 1,234 1,039 84 1336 1220 91 July 1,244 1,063 85 1,213 1,040 86 1,393 1,245 89 1,506 1,282 85 1560 1428 92 August 1,477 1,297 88 1,381 1,216 88 1,385 1,264 91 1,663 1,400 84 1688 1541 91 September 1,196 1,022 85 1,182 1,062 90 1,370 1,211 88 1,475 1,247 85 1502 1383 92 October 868 756 87 1,014 872 86 1,092 964 88 1,253 1,037 83 1132 1011 89 November 514 425 83 388 339 87 393 332 84 527 405 77 391 340 87 December 506 436 86 432 341 79 553 484 88 646 501 78 588 508 86 January 487 407 84 455 371 82 463 375 81 521 426 82 472 396 84 February 479 398 83 412 372 90 425 355 84 523 421 81 439 377 86 March 490 438 89 433 388 90 531 472 89 667 564 85 626 535 85 Year Total 9,867 8,498 86 9,547 8,301 87 10,505 9,268 88 11,832 9,967 84 11675 10495 90

Section C 11 Figures C11 and C12 show track density plots of night-time westerly arriving aircraft to 4,000 feet for September 1996 and 2006. The area covered by aircraft below 4,000 feet in September 2006 is notably smaller than in September 1996 underlining the improvement in CDA achievement. There were also improvements in CDA achievement for the whole night restriction period, and during daytime, as shown in Tables C13 and C14. Gatwick recorded its best ever night-time CDA achievement levels for the night-time and day-time periods. Day-time CDA achievement has risen from 72% four years ago to 80% in 2006/07. Figure C15 shows the seasonal nature of CDA achievement. The Arrivals Code of Practice, which was revised in 2006/07, contains further mitigation measures relating to arriving aircraft. For more details visit: www.gatwickairport.com/noise Figure C11 Track density plots of westerly (23:30-06:00) arriving aircraft to 4,000ft for September 1996 Figure C12 Track density plots of westerly (23:30-06:00) arriving aircraft to 4,000ft for September 2006

12 Section C Table C13 Monthly Core Night + Shoulder Arrivals (23:00-07:00) and achievement of CDAs 2002/03 2003/04 2004/05 2005/06 2006/07 Arrivals CDAs % Arrivals CDAs % Arrivals CDAs % Arrivals CDAs % Arrivals CDAs % April 1,080 851 79 1,136 968 85 1,373 1,166 85 1,332 1,132 85 1,448 1,236 85 May 1,535 1,265 82 1,589 1,283 81 1,658 1,446 87 1,780 1,540 87 1,772 1,522 86 June 1,532 1,260 82 1,650 1,396 85 1,755 1,489 85 1,866 1,512 81 2,042 1,812 89 July 1,857 1,519 82 1,842 1,521 83 2,089 1,815 87 2,237 1,840 82 2,335 2,066 88 August 2,115 1,766 83 2,038 1,744 86 2,068 1,829 88 2,411 1,966 82 2,460 2,214 90 September 1,832 1,501 82 1,872 1,583 85 2,094 1,764 84 2,148 1,757 82 2,292 2,019 88 October 1,405 1,154 82 1,630 1,335 82 1,789 1,512 85 1,930 1,557 81 1,910 1,626 85 November 1,007 768 76 906 702 77 890 716 80 991 736 74 930 750 81 December 960 768 80 907 705 78 1,128 904 80 1,198 932 78 1,180 958 81 January 915 704 77 952 724 76 984 752 76 1,017 803 79 1,086 823 76 February 888 687 77 835 695 83 918 722 79 1,015 789 78 1,024 824 80 March 917 738 80 923 772 84 1,066 903 85 1,164 958 82 1,262 1,020 81 Year Total 16,043 12,981 81 16,280 13,428 82 17,812 15,015 84 19,089 15,522 81 19,741 16,870 85 Table C14 Monthly Day Arrivals (07:01-22:59) and achievement of CDAs 2002/03 2003/04 2004/05 2005/06 2006/07 Arrivals CDAs % Arrivals CDAs % Arrivals CDAs % Arrivals CDAs % Arrivals CDAs % April 8178 5999 73 8191 6276 77 8,452 6,555 78 8,900 7,072 80 8,666 6,958 80 May 9131 6714 74 9061 6984 77 9,503 7,446 78 9,856 7,653 78 9,856 7,651 78 June 9178 6812 74 9230 7353 80 9,417 7,235 77 9,975 7,689 77 9,842 8,064 82 July 9926 7080 71 9841 7600 77 10,078 7,892 78 10,415 7,993 77 9,989 8,192 82 August 10060 7404 74 10140 7991 79 9,334 7,317 78 10,423 8,223 79 10,254 8,337 81 September 9760 6809 70 9333 7356 79 9,551 7,169 75 9,866 7,776 79 9,894 8,091 82 October 8475 5921 70 9004 6852 76 9,537 7,259 76 9,625 7,666 80 9,684 7,626 79 November 7708 5547 72 7724 5816 75 8,098 6,403 79 8,206 6,534 80 7,975 6,493 81 December 7947 5341 67 7955 5602 70 8,362 6,208 74 8,545 6,718 79 8,436 6,496 77 January 8123 5549 68 7941 5854 74 8,419 6,287 75 8,868 6,966 79 8,715 6,783 78 February 7488 5493 73 7707 5916 77 7,915 6,071 77 8,221 6,427 78 8,012 6,623 83 March 8566 6186 72 8318 6645 80 9,121 7,393 81 9,135 7,135 78 9,034 7,329 81 Year Total 104540 74855 72 104445 80245 77 107,787 83,235 77 112,035 87,852 78 110,357 88,643 80 Figure C15 CDA achievement by month for the three key time periods 100 95 90 85 80 75 70 65 60 Jan-02 Feb-02 Mar-02 Apr-02 May-02 Jun-02 Jul-02 Aug-02 Sep-02 Oct-02 Nov-02 Dec-02 Jan-03 Feb-03 Mar-03 Apr-03 May-03 Jun-03 Jul-03 Aug-03 Sep-03 Oct-03 Nov-03 Dec-03 Jan-04 Feb-04 Mar-04 Apr-04 May-04 Jun-04 Jul-04 Aug-04 Sep-04 Oct-04 Nov-04 Dec-04 Jan-05 Feb-05 Mar-05 Apr-05 May-05 Jun-05 Jul-05 Aug-05 Sep-05 Oct-05 Nov-05 Dec-05 Jan-06 Feb-06 Mar-06 Apr-06 May-06 Jun-06 Jul-06 Aug-06 Sep-06 Oct-06 Nov-06 Dec-06 Jan-07 Feb-07 Mar-07 NQP core night time (23:30-06:00) NRP night and shoulder (23:00-07:00) DAY (07:00-23:00)

Section D 13 Section D Aircraft Noise Gatwick assesses aircraft noise in three different ways: annual air noise contours mobile noise monitoring studies departure noise limit compliance. As this report went online, the 2006 noise contours were not yet available from the DfT. When completed, they will be published on the DfT s website www.dft.gov.uk Mobile noise monitoring data is recorded at five community locations close to the airport (see Figure D1) and we meet quarterly with local Environmental Health Officers to discuss the results. Noise limits All take-offs from Gatwick are subject to departure noise limits set by the DfT. Since spring 2001 there have been three limits in place at Gatwick for the day, shoulder and night-time periods. The 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 reality, this is seldom possible and, consequently, adjustments are made to the limits to account for any variances in monitor position. A margin of error for the microphone is also taken into account (+/- 0.7dBA). Table D2 gives a summary of the limits that apply to the specific monitors and the approximate location of the sites is shown in Figure D1. In 2006/07, noise infringements recorded at Gatwick fell to 11, a significant improvement on the past two years (Figure D3). This is a result of the FEU working closely with the airlines that had previously infringed noise limits to improve their operating performance. Of those, eight were from Air Atlanta and Gatwick s Flight Operations Performance Committee (FLOPC) is working with the airline and expecting improvements in 2007. The 2006/07 infringements are listed in detail (Table D4) and this improved performance reflects the continuing efforts to crack down on noise infringements. Airlines are charged for noise infringements, with all proceeds being paid into the independently-run BAA Gatwick Community Trust. Table D5 summarises the number of infringements over the past five years and the amount of money raised for the Community Trust. Gatwick recorded its lowest ever number of night-time noise infringements, partly due to Das Air no longer operating from the airport. Figure D3 Total noise infringements 64 28 36 8 8 11 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 Figure D1 Noise monitoring sites Permanent Noise Monitors Mobile Noise Monitors

14 Section D Table D2 Noise limits as adjusted for individual monitoring sites Site Adjustments specific to monitoring sites Adjusted limit values at monitoring sites Positional Equipment Total Day Shoulder Night 1 +5.0 +0.7 +5.7 99.7 94.7 92.7 3 +1.9 +0.7 +2.6 96.6 91.6 89.6 4 +1.9 +0.7 +2.6 96.6 91.6 89.6 5 0.0 +0.7 +0.7 94.7 89.7 87.7 6-0.2 +0.7 +0.5 94.5 89.5 87.5 Table D4 All noise infringements 2006/07 Number Date/Time Flight No A/C Type Reg R/W Monitor Lmax Limit at Excess Tailwind Adj Limit Fine ( ) Day/Night Monitor Adjustment 1 29/07/2006 02:35:54 DSR405 D13 5XDAS 26L 1 92.8 92.7 0.1 0 92.8 500 N 2 17/08/2006 12:56:09 XLA120 743 TFAMJ 08R 4 96.2 94.7 1.5 0 96.2 500 D 3 15/09/2006 13:07:38 XLA124 743 TFAMJ 08R 4 96.4 94.7 1.7 0 96.4 500 D 4 16/09/2006 12:45:06 XLA122L 743 TFAMJ 08R 4 96 94.7 1.3 0 96 500 D 5 21/09/2006 12:34:35 XLA120 743 TFAMJ 08R 4 95.6 94.7 0.9 0 95.6 500 D 6 22/09/2006 13:23:55 XLA124 743 TFAMJ 08R 6 96.2 94.5 1.7 0 96.2 500 D 7 29/09/2006 12:21:09 XLA124 743 TFAMJ 26L 1 100.2 99.7 0.5 0 100.2 500 D 8 30/09/2006 00:57:00 NMB386 L15 CSTMP 26L 5 91.5 89.6 1.9 0 91.5 500 N 9 14/10/2006 12:57:03 XLA122 743 TFAMJ 08R 4 96.5 94.7 1.8 0 96.5 500 D 10 19/10/2006 17:17:04 XLA120 743 TFAMJ 26L 1 101.6 99.7 1.9 1.6 100 500 D 11 21/10/2006 12:41:14 XLA122L 743 TFAMJ 26L 5 98.6 96.6 2 0 98.6 500 D Total 5,500 Table D5 Departure noise limit infringements 2002/03 2003/04 2004/05 2005/06 2006/07 Night-time infringements 4 5 12 10 2 Shoulder hour infringements 1 1 - - - Day-time infringements 3 2 16 26 9 Total 8 8 28 36 11 Total Gatwick departures 122,938 121,205 127,387 131,457 131,416 Infringements as % of departures 0.007% 0.007% 0.022% 0.027% 0.008% Total surcharges 4,000 4,500 14,500 19,000 5,500

Section E 15 Section E Enquiries Callers, enquiries and events This year, the number of callers (587) was the lowest for the past five years and there was a big reduction in the total number of enquiries to the FEU from 8,718 in 2005/06 to 4,739 in 2006/07. In addition to callers and enquiries, references to events are made as a caller can make one call (enquiry) but list several times of disturbance (events) and each is logged separately. The number of events is again not uniformly distributed due to the concentration of calls from a few individuals. One resident in East Grinstead contacted the FEU on 3,432 occasions, which equates to 72% of the total enquiries and 51% of the total events. Gatwick s noise website, that allows people to log complaints online and find out which aircraft was flying over their house at any given time, went live in May 2007 and will prove to be a valuable tool in monitoring and managing enquiries. For more details, visit www.gatwickairport.com/noise Table E1 shows the monthly and annual number of enquiries during the past five years. The number of enquiries is, apart from April and July, lower than each comparable month over the previous year. The table also includes the number of enquiries dealt with within the target of 95% within eight days. For the seventh consecutive year the Environmental Information Team met this target. Figure E2 shows a graphical illustration of the enquiries by month, highlighting the peak commencing in May and running through to August. Summer peaks are usually due to the fact that more people are outside during this period and their windows are open at night. Also, during periods of fine weather there are more easterly operations, which tend to generate more calls. The peaks are also illustrated in Figure E3, which show enquiries by quarter. Figure E2 Enquiries by month 1400 1200 1000 800 600 400 200 0 April May June July August September October November December January February March 2002/03 2003/04 2004/05 2005/06 2006/07 Figure E3 Enquiries by quarter 3000 2500 2000 1500 1000 500 0 April-June July-September 2002/03 2003/04 2004/05 2005/06 2006/07 October-December January-March

16 Section E Table E1 Total enquiries recorded by the FEU by month 2002/03 2003/04 2004/05 2005/06 2006/07 2006/07 dealt with within 8 days April 107 181 112 240 362 94.4% May 143 105 136 530 410 96.0% June 102 278 207 1015 797 99.9% July 211 253 289 857 1150 96.7% August 290 311 493 743 342 76.0% September 238 216 339 1248 328 96.9% October 111 90 290 673 254 97.2% November 89 88 238 329 140 80.7% December 57 80 131 282 174 99.4% January 63 78 91 964 93 97.8% February 52 49 171 741 373 98.6% March 136 86 230 1096 316 99.0% Total 1599 1815 2727 8718 4739 95.5% Table E4 Reported reasons for complaints 2002/03 % 2003/04 % 2004/05 % 2005/06 % 2006/07 % Aircraft noise 1956 50.0 2994 49.0 4573 52.0 2448 44.0 2017 41.6 Track keeping 745 19.0 1270 21.0 2189 24.7 888 16.0 597 12.3 Low flying 717 18.3 1563 26.0 1731 19.5 1459 26.0 1738 35.8 Ground noise 29 0.8 22 0.36 20 0.2 19 0.3 1 0.02 Pollution 26 0.7 17 0.28 26 0.3 19 0.3 7 0.14 Night flights 24 0.6 25 0.41 95 1.0 99 2.0 98 2.0 Increased flights 137 3.5 140 2.3 197 2.0 299 5.4 202 4.2 Other 267 6.8 59 0.96 50 0.5 323 5.9 188 3.9 Total 3901 6090 8861 5554 4848 Table E5 Locations with 10+ callers Horley 29 Crawley Down 27 Crawley 25 Newdigate 23 Copthorne 21 Hever 19 Capel 16 Rusper 16 Smallfield 11 Table E6 Locations with 50+ events Callers East Grinstead 3449 (3432 from 1 caller) 9 Marsh Green 1184 4 Hever 351 19 Lingfield 165 6 Horley 124 29 Nutley 107 2 Horsham 90 5 Newdigate 64 23 Balcombe 61 6 Crawley Down 53 27 Capel 51 16 Table E7 Causes at locations with 50+ events Reasons Affected by Track keeping Air Noise Low Flying Concentration Ground Noise Pollution Departures Arrivals East Grinstead X X X X Marsh Green X X X X Hever X X X X Lingfield X X X X Horley X X X X X X Nutley X X X X Horsham X X X X X Newdigate X X X X Balcombe X X X Crawley Down X X X X Capel X X X X

Section E 17 Reasons for complaints Table E4 lists the number of reasons for enquiries during the past five years. The three most common categories are air noise, track keeping and low flying. The first two of these showed a reduction on last year and complaints citing low flying increased. It must be noted that the reasons stated are those given by the caller and not the result of any investigation. Other reasons include matters of a technical nature, policy questions, safety issues and insulation enquiries. These are usually too few to categorise separately. Caller locations How we investigate enquiries and complaints is aided by quick address postcoding and geographic mapping, which locates a caller s postcode on an Ordnance Survey map (see Figure E6). In addition, radar data supplied by NATS can be overlaid, enabling accurate airline, aircraft type, height and noise data to be extracted. Table E5 shows, in descending order, locations with more than ten callers. All the locations in this table lie within approximately 11 miles of the airport. Many other locations record only one caller, enquiry and event which results in very few annual statistics from these areas. Table E6 shows, in descending order, the locations recording 50 or more events. Some of these locations are further afield than those listed in Table E5 and suggest that outlying, more sparsely populated areas can be more sensitive to disturbance than areas closer to the airport. Table E7 shows the reported reasons for calls in each of the locations in Table E6, together with the particular operations that affect those locations. These are the most common reasons and operations and it does not mean that the locations are not or will not be affected in other ways in the future. Figure E6 Postcode locations of complaint enquiries in 2006/07

Contact us If you have any comments on this report or would like to know more about the work of Gatwick s Flight Evaluation Unit please contact: Rick Norman Environment Strategy and Stakeholder Manager Email: lgwnoise_line@baa.com Freephone: 0800 393070 All aspects of Gatwick s noise policies and activities are covered in more detail at: 1 www.gatwickairport.com/noise For details of Gatwick s corporate responsibility programmes visit: 1 www.gatwickairport.com/corporateresponsibility If you would like this document in an alternative format, please call us on 0800 7314247. Alternatively, an accessible version of this document can be found on our website. 1 www.gatwickairport.com For further information on BAA Gatwick please contact us on: +44 (0)870 000 2468 or visit our website 1 www.gatwickairport.com Produced by BAA Gatwick Project management/copywriting by Lang Communications Registered office BAA Gatwick Gatwick Airport, West Sussex RH6 0NP United Kingdom Telephone +44 (0)870 000 2468 BAA Gatwick