Gatwick Airport Flight Performance Team · PDF fileGatwick Airport Flight Performance Team ... will indeed remain lower than its recent average until the main runway resurfacing works

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Gatwick Airport Flight Performance Team

Quarterly report for the period April to June 2012

About Gatwick Airport

Gatwick Airport opened in 1958 with just over 186,000 passengers passing through in our first year of operation. Today, it's a different story. We're open 24 hours a day, 365 days a year, and we now serve almost 34 million passengers every year.

Gatwick is one of the top ten international airports in the world and the second largest in the UK. Around 90 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-to-point airport in Europe welcoming almost 33.8 million passengers (March 2012) a year flying to more than 200 destinations.

The airport is 28 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 10 years we want Gatwick to become London’s airport of choice delivering great service to more than 40 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 Gatwick Flight Performance Team (FPT). 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 Performance Team commentary

A final summary report of the temporary noise group was presented to NATMAG for discussion,

and at this time there are no plans for any further meetings of this particular group. The report

highlighted key areas of discussion and some possible options for moving forward, which will of

course be progressed through the appropriate governance structure.

A report on approach noise at Gatwick, produced by the Gatwick Area Conservation Campaign

was also discussed at the last NATMAG. Gatwick Airport has committed to providing responses to

the issues and suggestions raised in that report.

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Key Monitoring Indicators – 2nd Quarter 2012

12 month averages

Parameter Current year Previous year 2006 Baseline

Track keeping performance (% on track) ▲ 97.95 97.57 98.17

24hr CDA (% achievement) ▼ 89.98 90.23 80.79

Day/Shoulder CDA (% achievement) ▲ 89.90 89.86 79.90

Core night CDA (% achievement) ▼ 90.85 93.98 89.60

1000ft Infringements (No.) - 5 5 11

1000ft Infringements (No. below 900ft) ▲ 2 0 6

Departure Noise Infringements (Day) - 0 0 10

Departure Noise Infringements (Night/Shoulder)

▲ 4

0

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Complaint Callers (No.) ▼ 352 387 587

Complaint Enquiries (No.) ▼ 1897 5050 4791

Complaint response performance target is 95% within 8 days

▼ 97.81 99.14

West/East Runway Split (%) - 69/31 66/34 68/32

Performance Headlines

Over a 12 month average, the Continuous Descent Approaches (CDA) indicators for the core night

and the 24 hour time periods have turned red. The primary reason for the drop in CDA

performance is due to the the main runway being out of operation from 21:30 each night whilst

runway resurfacing continues throughout 2012. It is expected that the night-time achievement rate

will indeed remain lower than its recent average until the main runway resurfacing works are

completed. These works will be happening during the night time, when the Northern runway will be

utilised. Because of the absence of descent profile guidance from an ILS this necessitates a phase

of level flight prior to the initiation of Ground Control Approach by Gatwick Air Traffic Control. Even

so in the last 3 years the 12 month average has increased from 80% to the current level of around

90%. The day time CDA rate continues to improve. The FPT 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 90⁰⁰ and 180⁰

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 26 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 FPT 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 considerably compared to the previous twelve months, with

the number of complainants down by about 10% and enquiries down by more than 60%.

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The postcode areas with the greatest number of complainants this quarter were, East Grinstead,

Edenbridge (which includes surrounding villages), Horley and Crawley.

Airport Operations

During the quarter, there were a total of 65,437 fixed wing aircraft movements at Gatwick. This

represents an approximate 1.2% decrease in aircraft traffic compared to the same period in 2011.

The direction of operation is determined by wind direction and was split 69% on the westerly

runway and 31% on the easterly runway.

Northern Runway (26R/08L) usage

During these three months there were a total of 3746 movements from the northern runway. The

northern runway is normally only utilised during the night when maintenance on the main runway is

planned, however the main runway is being rehabilitated during 2012 and 2013. These works

commenced in March 2012 and are due to continue until September, and will require extensive

periods of northern runway operations during the night time period. 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 97.05%. A

full breakdown of complaint information is produced later in this report.

Airline Communications

The Flight Operations Performance & Safety Committee (FLOPSC) meets bi-monthly. At these

meetings performance statistics in relation to the 1000ft 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 FPT 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 FPT 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 FPT 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 FPT also offers to work with airlines to improve their track keeping at

FLOPSC meetings.

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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 deployed in Lingfield, Rusper, Okewood Hill, Leigh and Haywards Heath. Two

additional locations came on line this quarter at Rudgewick and Blindley Heath. There is also an

inactive mobile noise monitor in Hever.

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 2005 and brings together the main players from UK airlines, airports, manufacturers and air navigation service providers

The FPT 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”.

After a long period of development the ‘Departures Code of Practice’ was launched at the end of June at an event in London attended by members of Sustainable Aviation including Gatwick airport. The basis of this voluntary code of practice are four primary mitigation techniques to reduce the environmental impact of aircraft on the ground and departing flights. These are to reduce the frequency and lenght of auxillary power and ground power unit running, which both use more fuel than fixed electrical power and create noise on the ground. Secondly to encourage aircraft to use reduced engine taxiing when safe and appropriate to do so, which will save fuel and reduce Carbon and Nitrous gas emissions. Introduce Airport – Collaborative Decision Making (A-CDM) which, which will improve the efficiency of aircraft moving about the airfield and en route. And finally to introduce Continuous Climb Operation for departing aircraft which will reduce fuel consumption as aircraft reach their optimum cruise altitude quicker were jet engines are more efficient. For more information visit: www.sustainableaviation.co.uk

Community Communications

The END noise action plan was formally adopted by the Secretary of State on 19th May 2011. The action plan details 50 plus actions that the airport will deliver during the period covering 2010 - 2015. We have already been active in delivering against the 2010 actions proposed and are therefore well on schedule with our plan. Progress will be reported through our S106 annual monitoring report as the END noise action plan will replace our S106 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 in 2010

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. Recently the fixed noise monitors on this site have been

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activated so they now show the maximum noise reading (LMax) of flights as they pass close to a

monitor.

Complaints Handling Policy

The noise complaint handling policy established in December 2008 and amended in May 2010

continues to be applied consistently by the FPT when dealing with noise related enquiries. This

policy is displayed on the Gatwick Airport noise website.

In order to provide a co-ordinated and accurate response to complaints, the FPT 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 is currently undergoing a review by a website design company

to make it more accessible and user friendly to the general public. Reports on community noise

monitoring sites are uploaded when they have been completed by our independent noise

consultant and reviewed by the Gatwick Noise Monitoring Group. Also available view or download,

are the FPT Quarterly and Annual Reports.

A new addition this year to the Webtrak service has been the activation of the fixed noise monitors

sites to show aircraft event noise. Please visit www.gatwickairport.com/noise

WebTrak ‘hits’ during the reporting period

Webtrak hits

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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.

Runway Modal Split

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PercentageWesterly

Easterly

3 monthly mov avg (w esterly %)

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.

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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 202ft 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 202ft to be comparable with heights as measured by ANOMS. For example the

requirement to join the ILS at 3000ft would equate to 2798ft 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 +/- 200ft 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.

DEPARTURES - INITIAL CLIMB PERFORMANCE

EGKK AD 2.21 (3 (1) ). After take-off the aircraft shall be operated in such a way that it is at a height of

not less than 1000 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 no infringements of the 1000ft rule during this quarter.

Historically the summer months are typically the peak period for aircraft failing to meet the 1,000ft

requirement primarily due to the warmer weather, which reduces aircraft climb performance.

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1000ft Infringement Table

Year Total Infringements Year Total Infringements Year Total Infringements

2005 28 2008 11 2011 3

2006 11 2009 22 2012 2

2007 26 2010 6

Departure Monitoring 1,000ft (AAL) from Start of Roll

0

2

4

6

8

10

12

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

Month

Aircraft below 1,000ft

2004

2005

2006

2007

2008

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2011

2012

DEPARTURES - NOISE INFRINGEMENTS

Departure Noise Limits (Daytime)

EGKK AD 2.21(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 0700 to 2300 hours local

time) as measured at any noise monitoring terminal at any of the sites referred to in sub-paragraph (2).

This is to ensure that departing aircraft do not exceed the stated level during the day.

Year Number of Day Infringements



2005 29 2008 2 2011 0

2006 9 2009 0 2012 0

2007 13 2010 0

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Comment:

There were no infringements of the noise limits during the day time period during the quarter.

Departure Noise Limits (Core night & Shoulders)

EGKK AD 2.21 (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 (2300 to 0700 hours local

time) and that it will not cause more than 87 dBA Lmax during the night quota period from 2330 to 0600

hours local time) as measured at any noise monitoring terminal at any of the sites referred to in sub-

paragraph (2). 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

2005 12 2008 2 2011 4

2006 2 2009 1 2012 0

2007 2 2010 0

Comment:

There have been no night time noise infringements during this quarter.

DEPARTURES - TRACK KEEPING

All jet aircraft leaving Gatwick Airport should follow flight paths known as Noise Preferential Routes (NPRs) up to a height of 3,000ft or 4,000ft depending on the route. NPRs were set by the Department for Transport (DfT) in the 1960s 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 3,000 or

4,000ft 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 1.5 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.

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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 12 month period. Compared to the

first quarter 2012 the on track performance has reduced from 98.47% to 97.95% over the past three

months and for the rolling 12 month year on year period the on track performance stands at 97.57% as

opposed to 97.39% for the 12 months ended June 2011.

Total Westerly Easterly

Month Deviations Departures %

Deviations Deviations Departures %

Deviations Deviations Departures %

Deviations

Jul-11 443 12215 3.63% 421 7855 5.36% 22 4373 0.50%

Aug-11 425 12508 3.40% 414 10060 4.12% 11 2448 0.45%

Sep-11 432 11689 3.70% 411 9672 4.25% 21 2017 1.04%

Oct-11 279 10948 2.55% 257 7878 3.26% 22 2908 0.76%

Nov-11 157 8344 1.88% 133 3847 3.46% 24 4479 0.54%

Dec-11 169 8962 1.89% 1 69 1.45% 168 8889 1.89%

Jan-12 94 8637 1.09% 8 2236 0.36% 86 6401 1.34%

Feb-12 97 8381 1.16% 14 2997 0.47% 83 5384 1.54%

Mar-12 212 9361 2.26% 64 4212 1.52% 148 5149 2.87%

Apr-12** 59 2669 2.21% 23 1597 1.44% 36 1072 3.36%

May-12 188 11131 1.69% 160 5101 3.14% 28 6030 0.46%

Jun-12 271 11455 2.37% 248 7543 3.29% 23 3912 0.59%

**April – radar data was corrupted so only one weeks data is presented

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DEPARTURES - OVER CONGESTED AREAS

The WIZAD Noise Preferential Route

EGKK AD 2.21 (8) (c) The ATC clearance via Mayfield specified in the second column of the table will

not be available between 2300 hours and 0700 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 26WIZAD

NPR.

Comment:

This quarter there have been no departures during the restricted period, on the ’26 WIZAD’ Noise

Preferential Route.

MAP ILLUSTRATING THE LOCATION OF THE ‘WIZAD’ NOISE PREFERENTIAL ROUTE

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Crawley overflight

EGKK AD 2.21 (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 four departing aircraft that over-flew Crawley town. Air Traffic Control

confirmed that in each instance the aircraft were directed to leave the normal route to avoid severe weather.

Details of the flight and aircraft type are illustrated in the table and map below.

Date Time Flight Number Aircraft Type Height (ft)

18/04/2012 18:57 EZY5117 Airbus 319 2749

17/04/2012 18:51 AEA1016 Boeing 737-800 2267

20/04/2012 16:44 BE 466 De Havilland Dash 8 2713

17/04/2012 18:48 EZY8929 Airbus 320 2283

MAP ILLUSTRATING CRAWLEY OVERFLIGHT ANALYSIS GATE

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Horley overflight

MAP ILLUSTRATING HORLEY OVERFLIGHT FLIGHT ANALYSIS ‘GATE’ AND AIRCRAFT TRACKS

(Apr– Jun 2012)

ANALYSIS OF HORLEY OVERFLIGHT

Month Departures on 26LAM

Horley gate

% through Horley gate


Horley gate



Horley gate


Jan-10 2024 85 4.20% Jan-11 2270 79 3.48% Jan-12 2835 109 3.84

Feb-10 2212 63 2.85% Feb-11 2721 76 2.79% Feb-12 2326 99 4.26

Mar-10 2681 82 3.06% Mar-11 1540 55 3.57% Mar-12 2176 84 3.86

Apr-10 2076 60 2.89% Apr-11 1841 43 2.34% Apr-12 457 14 3.06

May10 2159 62 2.87% May11 3980 98 2.46% May12 2634 140 5.32

Jun-10 2420 74 3.06% Jun-11 3675 92 2.50% Jun-12 3407 76 2.23

Jul-10 5117 127 2.48% Jul-11 3262 127 3.89% Jul-12

Aug10 4405 153 3.47% Aug11 4319 98 2.27% Aug12

Sep-10 3967 128 3.23% Sep11 4321 65 1.50% Sep12

Oct-10 3206 114 3.56% Oct 11 3487 101 2.90% Oct 12

Nov-10 2334 90 3.86% Nov11 1753 28 1.60% Nov12

Dec-10 1505 89 5.91% Dec11 3903 162 4.15% Dec12


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HORLEY GATE PENETRATION GRAPH

Comment:

NATS implemented a plan in 2010 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 FPT continues to monitor and report this so that performance can be monitored and improved over time.

The jet aircraft with the lowest recorded height was an Thomson Airlines Boeing 757 over-flew the town at a height of 4,668ft above airfield elevation. The average height of Gatwick aircraft passing over the town was 6817 ft.

ARRIVALS – CONTINUOUS DESCENT APPROACHES (CDA)

EGKK AD 2.21 (10) 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 (2-EGKK-1-17).

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.

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CDA data is measured over three time periods, the core night period (2330-0600), the day and

shoulder periods (06:00 – 2330) and the 24hour period.

CORE NIGHT PERIOD

Comment:

During the quarter the core night-time CDA achievement rate has dropped to 84.79% from 87.60%

recorded in the previous quarter. The closure of the main runway to allow resurfacing would appear to

have had a major effect on the CDA performance rate, especially during the night. The main runway has

been closed most nights from 21:30 to 04:30. This effect was also apparent when the main runway was

resurfaced over 10 years ago. The 12 month rolling average for night time achievement is now 90.85%

of all arrivals. This compares with an average achievement rate for the preceding twelve month period

ended June 2011 of 93.98%. Due to the main runway resurfacing works it is expected that the night time

CDA performance will reduce over the next few months.

BREAKDOWN OF CORE NIGHT CDA DATA

Month All Arrivals 08 Easterly Arrivals 26 Westerly Arrivals

Total Non CDA CDA Total Non CDA CDA Total Non CDA CDA

Jul-11 1454 89 93.88% 533 44 91.74% 921 45 95.11%

Aug-11 1510 92 93.91% 225 12 94.67% 1285 80 93.77%

Sep-11 1358 78 94.26% 284 20 92.96% 1074 58 94.60%

Oct-11 990 50 94.95% 287 13 95.47% 703 37 94.74%

Nov-11 252 15 94.05% 155 6 96.13% 97 9 90.72%

Dec-11 282 31 89.01% 15 5 66.67% 267 26 90.26%

Jan-12 227 26 88.55% 57 4 92.98% 170 22 87.06%

Feb-12 270 25 90.74% 98 13 86.73% 172 12 93.02%

Mar-12 358 55 84.64% 190 29 84.74% 168 26 84.52%

*Apr-12 207 22 89.37% 129 13 89.92% 78 9 88.46%

May-12 1007 173 82.82% 501 96 80.84% 506 77 84.78%

Jun-12 1298 187 85.59% 408 49 87.99% 890 138 84.49%


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CORE NIGHT PERIOD COMPLIANCE RATE GRAPH

Gatwick Core Night Time CDA Achievement (23:30- 06:00) with quarterly trend line

0.00%

10.00%

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Month

Percent of CDA Achievement

DAYTIME AND SHOULDER PERIOD

Comment:

The average daytime and shoulder period achievement rate for this period (Q2 2012) is 87.83% compared

to 90.39% for Q2 2012. The twelve month period to the end of June 2012 shows an achievement rate of

89.90 % compared to 89.86% for the same period ending June 2011.

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BREAKDOWN OF DAYTIME & SHOULDER PERIOD DATA DAY & SHOULDER PERIOD COMPLIANCE RATE

All Arrivals

08R Easterly Arrivals 26L Westerly Arrivals

Month Total Non CDA

CDA Total Non CDA CDA Total Non CDA

CDA

Jul-11 10767 1166 89.17% 3758 419 88.85% 7009 747 89.34%

Aug-11 11008 1065 90.33% 2137 241 88.72% 8871 824 90.71%

Sep-11 10341 1079 89.57% 1820 167 90.82% 8521 912 89.30%

Oct-11 9843 821 91.66% 2667 186 93.03% 7176 635 91.15%

Nov-11 8085 771 90.46% 4459 512 88.52% 3626 259 92.86%

Dec-11 8693 892 89.74% 138 10 92.75% 8555 882 89.69%

Jan-12 8406 754 91.03% 2182 155 92.90% 6224 599 90.38%

Feb-12 8107 647 92.02% 2800 259 90.75% 5307 388 92.69%

Mar-12 9019 847 90.61% 3980 423 89.37% 5039 424 91.59%

*Apr-12 2483 315 87.31% 1481 187 87.37% 1002 128 87.23%

May-12 10117 1171 88.43% 4657 677 85.46% 5460 494 90.95%

Jun-12 10149 1282 87.37% 3469 440 87.32% 6680 842 87.40%


Gatwick Day & Shoulder CDA Achievement (0600 - 2330) with quarterly trend line

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Nov-11

Dec-11

Jan-12

Feb-12

Mar-12

Apr-12

May-12

Jun-12

Month

Percentage CDA

19

24 HOUR PERIOD

Comment:

The 24 hour CDA achievement rate for the year ended March 2012 was 89.98%, compared to 90.23% for

the corresponding period to June 2011. Most months we are now seeing achievement rates in the high 80s

*(There was only one weeks data available for April 2012, due to a software error associated with the

activation of the new radar).

BREAKDOWN OF 24 HOUR PERIOD DATA

All Arrivals 08R Easterly Arrivals 26L Westerly Arrivals

Month Total Non CDA

% CDA Total Non CDA % CDA Total Non CDA

% CDA

Jul-11 12221 1255 89.73% 4291 463 89.21% 7930 792 90.01%

Aug-11 12518 1157 90.76% 2362 253 89.29% 10156 904 91.10%

Sep-11 11699 1157 90.11% 2104 187 91.11% 9595 970 89.89%

Oct-11 10833 871 91.96% 2954 199 93.26% 7879 672 91.47%

Nov-11 8337 786 90.57% 4614 518 88.77% 3723 268 92.80%

Dec-11 8975 923 89.72% 153 15 90.20% 8822 908 89.71%

Jan-12 8633 780 90.96% 2239 159 92.90% 6394 621 90.29%

Feb-12 8377 659 92.13% 2898 263 90.92% 5479 396 92.77%

Mar-12 9377 902 90.38% 4170 452 89.16% 5207 450 91.36%

*Apr-12 2690 337 87.47% 1610 200 87.58% 1080 137 87.31%

May-12 11124 1344 87.92% 5158 773 85.01% 5215 448 91.41%

Jun-12 11447 1469 87.17% 3877 489 87.39% 7570 980 87.05% 24 HOUR PERIOD COMPLIANCE RATE

Gatwick 24 Hr Period CDA Achievement

70%

75%

80%

85%

90%

95%

100%

Jul-11

Aug-11

Sep-11

Oct-11

Nov-11

Dec-11

Jan-12

Feb-12

Mar-12

Apr-12

May-12

Jun-12

Month

Percentage CDA Achievement

% CDA

3 per. Mov. Avg. (% CDA)

20

ARRIVALS – OVER CONGESTED AREAS

AD 2-EGKK1-12 (11)

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 3000ft

(Gatwick QNH) nor over the congested area of Lingfield at an altitude of less than 2000ft (Gatwick QNH). NB. 2000 ft – (202ft (airfield elevation) + 100ft (radar/ILS tolerance)) = 1698ft on ANOMS.

Comment:

Aircraft tracks were analysed for March, April and May 2012 and except for several go-arounds there were

no over-flights of Crawley, Horley or Horsham under 3000ft.

A gate at 7 nautical miles (nm) from touchdown is used to analyse tracks over the Lingfield area. There

were 26 (or 0.18%) of westerly arrivals passing through the 7nm gate during the quarter that were greater

than 1000ft lower than 2000ft (this equates to a height in ANOMS of 1698ft see below) The lowest recorded

height at 7nm on ANOMS was 1,509ft.


EGKK AD 2.21 (13 (a)) Where the aircraft is using the ILS in IMC or VMC it shall not descend below 2000 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 (0600 – 2330)

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 2000ft. There were 25,261**

arrivals recorded by ANOMS this quarter, 47 (0.19%) of which were operating below an altitude of 2000ft

(equivalent to a height in ANOMS of 1798ft) through one or more of the analysis gates. There were 19 ‘go-

arounds’ that were included within the total of 47, although for the sake of clarity these tracks are not

included in the map illustrated. Of the 28 arriving flights that were not ‘go-arounds’ 19 were more than 100ft

below the altitude of 2000ft.


21

MAP ILLUSTRATING THE ANOMS LATE ANALYSIS GATES WITH URBAN AREA ANNOTATED

EGKK AD 2.21 (14) Between the hours of 2330 (local) to 06:00 (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 3000ft (Gatwick QNH) closer than 10 nm touchdown. This aims to keep aircraft higher for longer and avoid overflying areas en route to the ILS below 3000ft.

B) Night joining height & distance

Comment:

ANOMS was introduced in June 2007 and this corresponds to the rise in aircraft joining below 3000ft,

however this was not the reason. Previously only aircraft below 2598ft at 10nm would have been recorded

which takes account of the 202ft elevation of Gatwick and the 200ft 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 2800ft on their system it is compliant with

the 3000ft requirements. The same aircraft would be at 2598ft above the airfield as displayed on the

Gatwick ANOMS (or any NTK) system. Since June 2007 statistics have only taken account of the airfield

elevation and consequently any aircraft below 2798ft at 10nm has been flagged.

22

Night Joining Point

0

2

4

6

8

10

12

14

16

18

20

Jan-11

Feb-11

Mar-11

Apr-11

May-11

Jun-11

Jul-11

Aug-11

Sep-11

Oct-11

Nov-11

Dec-11

Jan-12

Feb-12

Mar-12

Apr-12

May-12

Jun-12

Month

% Joining at less than 10nm

% Joining below 3000ft (measured to 2598ft)

% Joining below 3000ft (measured to 2798ft)

JOINING POINT GRAPH

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.

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:

Unstable approach / runway occupied / aborted take-off

spacing / wind shear / bird strike / instrument runway visual range (IRVR)

technical problem / foreign object debris (FOD) /insecure cabin/ other

23

GO-AROUND DATA 2003 - 2012

Year Total Total Arrivals % of Arrivals

2003 312 120854 0.26

2004 344 124665 0.28

2005 450 129509 0.35

2006 405 130954 0.31

2007 434 133271 0.33

2008 359 131858 0.35

2009 455 125861 0.36

2010 364 120263 0.30

2011 386 125541 0.31

2012 242 59195 0.41

Comment:

This quarter the most common reasons for go-arounds were ‘runway occupied’ (50) ‘ ‘unstable approach’

(25), windshear’ (18) and ‘FOD’ (9).

NIGHT FLIGHTS

Introduction

The Secretary of State in exercise of his powers under Section 78 of the Civil Aviation Act 1982 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

24

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 23:30

and 06:00 (Local time). In addition there are two further shoulder periods of 23:00 - 23:30 and 06:00 –

07:00 (Local time), where other restrictions apply to the scheduling and operation of aircraft of specified

descriptions

Restrictions

Winter 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12

Movements

Limits 3250 3250 3250 3250 3250 3250

Quota Points 2300 2240 2180 2120 2060 2000

Summer 2007 2008 2009 2010 2011 2012

Movements

Limits 11200 11200 11200 11200 11200 11200

Quota Points 6700 6600 6500 6400 6300 6200

Comment:

The summer season 2012 began at 01:00 hours 25th March 2012, and the season limits are 6200 QC points and 11,200 movements. A mid season report produced for the Department of Transport is shown in the table on the following pages outlining the weekly movement and QC usage to date. The Department for Transport has confirmed that the current night flight restriction will remain in force until

October 2014, with a consultation to be launched next year.

Dispensations - There have been no dispensations during the Summer 2012 season.

QC4, QC8 and QC16 movements

There have been no QC8 or QC16 movements during either the ‘night quota’ or ‘shoulder periods’, and no

QC4 movements during the ‘night quota period’.

25

AIRPORT MOVEMENTS and QUOTA SUMMARY

London Gatwick

To Week 18 (25 March 2012 to 28 July 2012 inc)

Season Quota Points Limit

Quota Points Carried Over

Season Movement Limit

Movements Carried Over

6200.00

0.00

11200

0 11200 Total Quota Points Allowed Total Movements Allowed 6200.00

Government Report

Week

Ending

Date

QC0.25

No.

QC0.25

Value

QC0.5

No.

QC0.5

Value

QC1

No.

QC1

Value

QC2

No.

QC2

Value

QC4

No.

QC4

Value

QC8

No.

QC8

Value

QC16

No.

QC16

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

Wk

No. 31/03/2012 77 38 19.00 29 29.00 12 24.00 0 0 0.00 0 0.00 3 91.25 0 0 138 21 19.25 0 159 1 0.00 156 86.8 13.2 07/04/2012 135 45 22.50 36 36.00 9 18.00 0 0 0.00 0 0.00 4 110.25 0 0 204 25 33.75 0 229 2 0.00 225 89.1 10.9 14/04/2012 112 44 22.00 38 38.00 10 20.00 0 0 0.00 0 0.00 3 108.00 0 0 180 27 28.00 0 207 3 0.00 204 87.0 13.0 21/04/2012 129 49 24.50 42 42.00 12 24.00 0 0 0.00 0 0.00 0 122.75 0 0 196 36 32.25 0 232 4 0.00 232 84.5 15.5 28/04/2012 104 44 22.00 40 40.00 9 18.00 0 0 0.00 0 0.00 5 106.00 0 0 168 34 26.00 0 202 5 0.00 197 83.2 16.8 05/05/2012 112 67 33.50 41 41.00 5 10.00 0 0 0.00 0 0.00 6 112.50 0 0 196 35 28.00 0 231 6 0.00 225 84.8 15.2 12/05/2012 132 73 36.50 48 48.00 5 10.00 0 0 0.00 0 0.00 2 127.50 0 0 223 37 33.00 0 260 7 0.00 258 85.8 14.2 19/05/2012 114 80 40.00 51 51.00 5 10.00 0 0 0.00 0 0.00 2 129.50 0 0 220 32 28.50 0 252 8 0.00 250 87.3 12.7 26/05/2012 147 91 45.50 54 54.00 6 12.00 0 0 0.00 0 0.00 9 148.25 0 0 268 39 36.75 0 307 9 0.00 298 87.3 12.7 02/06/2012 136 93 46.50 57 57.00 7 14.00 0 0 0.00 0 0.00 8 151.50 0 0 266 35 34.00 0 301 10 0.00 293 88.4 11.6 09/06/2012 165 105 52.50 71 71.00 7 14.00 0 0 0.00 0 0.00 0 178.75 0 0 314 34 41.25 0 348 11 0.00 348 90.2 9.8 16/06/2012 153 109 54.50 81 81.00 6 12.00 0 0 0.00 0 0.00 3 185.75 0 0 301 51 38.25 0 352 12 0.00 349 85.5 14.5 23/06/2012 152 104 52.00 60 60.00 3 6.00 0 0 0.00 0 0.00 4 156.00 0 0 290 33 38.00 0 323 13 0.00 319 89.8 10.2 30/06/2012 165 99 49.50 70 70.00 11 22.00 0 0 0.00 0 0.00 4 182.75 0 0 310 39 41.25 0 349 14 0.00 345 88.8 11.2 07/07/2012 165 117 58.50 78 78.00 11 22.00 0 0 0.00 0 0.00 4 199.75 0 0 319 56 41.25 0 375 15 0.00 371 85.1 14.9 14/07/2012 192 110 55.00 75 75.00 9 18.00 0 0 0.00 0 0.00 2 196.00 0 0 338 50 48.00 0 388 16 0.00 386 87.1 12.9 21/07/2012 188 110 55.00 65 65.00 10 20.00 0 0 0.00 0 0.00 3 187.00 0 0 330 46 47.00 0 376 17 0.00 373 87.8 12.2 28/07/2012 201 124 62.00 70 70.00 13 26.00 0 0 0.00 0 0.00 2 208.25 0 0 353 57 50.25 0 410 18 0.00 408 86.1 13.9 TOTALS 2579 644.75 1502 751.00 1006 1006.00 150 300.00 0 0.00 0 0.00 0 0.00 2701.75 5237 64 0 0 0 4614 687 5301 87.0 13.0

Quota Points Available 3498.25

Quota Points % Used

Movements Available

Movements % Used

5963

46.8

Delays likely to lead to serious congestion and delays resulting from widespread disruption of Air

Traffic

Note 2 Not Cnt'd Govt: Exemptions granted by Govt (VIP Passengers,Emergency Relief)

Note 3 Not Cnt'd Emgcy: Emergency Take-offs and Landings

Note 1 Not Cnt'd Delays:

43.6

26

Map showing the location of callers (Q2 2012)

27

Consultative Committee Report

Period From 01/04/2012 to 30/06/2012

Gatwick Airport Limited

Aircraft Movements

Period

Arrivals

Departures

Movements

01/04/2012 to 30/06/2012

32714

32723

65437

33129

33139

66268

01/04/2011 to 30/06/2011

Note : Aircraft movement figures are from National Air Traffic Services Movement Statistics

Analysis of Complaints

01/04/2012 to 30/06/2012 01/04/2011 to 30/06/2011

Number of Callers

Number of Contacts

Number of Enquiries

116

163

376

135

235

895

GAL Investigated enquiries relating to

aircraft departures


aircraft arrivals


Ground Noise


Other Complaint Types

19

266

123 90

713

0 1

58

Enquiries as a % of Total Aircraft movements 0.57% 1.35%

Thursday, August 2, 2012 Page 1 of 5 V1.5

28


Period From 01/04/2012 to 30/06/2012


Note: Figures for this report are based on the date of the reported incident, not the date the call was received

Subject of Enquiries Received

Current Period (01-04-2012 to 30-06-2012)

Callers per

Subject Contacts per

Subject Enquiries per

Subject

230 80 58 Aircraft Noise

78 43 35 Low Flying

52 4 4 Arrivals - General

35 1 1 Arrivals - Under Path from Stack

14 5 1 Arrivals - Under ILS

13 13 10 Track Keeping

12 12 12 Night - General

5 5 5 Go round

5 5 5 Property Enquiry

5 5 4 Increased Flights

5 5 5 Departures - General

2 2 2 Other

2 2 2 Under NPR

2 2 2 Unspecified

2 2 2 Night - Early Morning

1 1 1 Helicopters

1 1 1 Aircraft Emissions

0 0 0 Odour

0 0 0 Policy

0 0 0 Safety

0 0 0 Engine Runs

0 0 0 Other Damage

0 0 0 Runway Works

0 0 0 Oily Deposits

0 0 0 Other Enquiry

0 0 0 Reverse Thrust

0 0 0 APU/GPU running

0 0 0 Northern Runway

0 0 0 Property Blight

0 0 0 Student Enquiry

0 0 0 Fuel Jettisoning

0 0 0 Chimney Emissions

0 0 0 Insulation Request

0 0 0 Other Ground Noise

0 0 0 Start of Roll Noise

0 0 0 Change to Easterlies

0 0 0 Change to Westerlies

0 0 0 Fire Training Ground

0 0 0 Vortex Strike Damage


29


Period From 01/04/2012 to 30/06/2012




Current Period (01-04-2012 to 30-06-2012)

Callers per


Subject Enquiries per

Subject

0 0 0 General Noise Enquiry

0 0 0 Arrivals - Under Stack

0 0 0 Ground Noise - General

0 0 0 Specific Noise Enquiry

0 0 0 Health/Pollution Levels

0 0 0 Noise Literature Request

0 0 0 Aircraft Operation on the Ground


30


Period From 01/04/2012 to 30/06/2012


Enquiries per


Subject Callers per

Subject



Previous Period (1-04-2011 to 30-06-2011 )

Aircraft Noise 87 141 574

Low Flying 29 51 276

Increased Flights 13 23 86

Arrivals - General 9 11 82

Track Keeping 18 26 35

Night - General 9 12 12

Night - Early Morning 7 9 9

Property Enquiry 2 2 2

Odour 1 1 1

Other 1 1 1

Helicopters 1 1 1

Unspecified 1 1 1

Departures - General 1 1 1

Specific Noise Enquiry 1 1 1

Policy 0 0 0

Safety 0 0 0

Go round 0 0 0

Under NPR 0 0 0

Engine Runs 0 0 0

Other Damage 0 0 0

Runway Works 0 0 0

Oily Deposits 0 0 0

Other Enquiry 0 0 0

Reverse Thrust 0 0 0

APU/GPU running 0 0 0

Northern Runway 0 0 0

Property Blight 0 0 0

Student Enquiry 0 0 0

Fuel Jettisoning 0 0 0

Chimney Emissions 0 0 0

Aircraft Emissions 0 0 0

Insulation Request 0 0 0

Other Ground Noise 0 0 0

Start of Roll Noise 0 0 0

Arrivals - Under ILS 0 0 0

Change to Easterlies 0 0 0

Change to Westerlies 0 0 0

Fire Training Ground 0 0 0

Vortex Strike Damage 0 0 0

General Noise Enquiry 0 0 0


31


Period From 01/04/2012 to 30/06/2012


Enquiries per


Subject Callers per

Subject



Previous Period (1-04-2011 to 30-06-2011 )

Arrivals - Under Stack 0 0 0

Ground Noise - General 0 0 0

Health/Pollution Levels 0 0 0

Noise Literature Request 0 0 0

Aircraft Operation on the Ground 0 0 0

Arrivals - Under Path from Stack 0 0 0


32

Period From 01/04/2012 to 30/06/2012

Aircraft Noise Enquiries - Administrative Localities

London Gatwick

Locality Enquiries Contacts Callers

Bexhill-On-Sea 1 1 1

Billingshurst 1 1 1

Capel 2 3 3

Chiddingstone 1 2 2

Copthorne 1 2 2

Cowden 1 1 1

Cranleigh 2 2 2

Crawley 16 18 20

Dorking 7 8 9

East Grinstead 20 23 24

Edenbridge 8 23 94

Etchingham 1 1 1

Faygate 1 1 1

Forest Row 2 2 2

Gatwick 1 1 1

Godalming 1 1 1

Godstone 1 1 1

Handcross 1 1 1

Hassocks 2 2 2

Haywards Heath 1 1 1

Hever 2 11 14

Horley 6 8 8

Horsham 5 5 6

Leigh 1 1 1

Lewes 1 1 1

Lingfield 4 14 83

Marsh Green 2 4 68

Newchapel 1 1 1

Northchapel 1 2 2

Nutley 1 1 1

Oxted 1 1 1

Pulborough 1 1 1

Redhill 1 1 1

Robertsbridge 1 2 2

Rusper 3 3 3

Smallfield 1 1 2

South Nutfield 1 1 1

Southend-On-Sea 1 1 1

Swanley 1 1 1

Test 1 1 1

Testy 1 1 1

Tonbridge 2 2 2

Tunbridge Wells 6 6 7

Uckfield 3 3 4

Wadhurst 1 1 1

Warlingham 1 1 1

Thursday, August 2, 2012 Page 1 of 2 V1.4.2

33

Produced by the Gatwick Airport Flight Performance Team

To find out more about our work please contact us at:

Flight Performance Team


8th Floor, Destinations Place

Gatwick Airport

West Sussex RH6 0NP

Web: www.gatwickairport.com/noise

Freephone: 0800 393 070 (voicemail facility)

Email: [email protected]

© Gatwick Airport Limited 2012

Period From 01/04/2012 to 30/06/2012

Aircraft Noise Enquiries - Administrative Localities

London Gatwick

Locality Enquiries Contacts Callers

Wisborough Green 1 1 1

Total 122 171 386

34

Documents

Gatwick Airport Flight Performance Team · PDF fileGatwick Airport Flight Performance Team ... will indeed remain lower than its recent average until the main runway resurfacing works