Sydney Basin Aircraft Noise Information Report Quarter 4 2012 (October to December)

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Version Control

Version Number Detail Prepared by Date

1 - Environment 8 March 2013

© Airservices Australia. All rights reserved.

This report contains a summary of data collected over the specified period and is intended to convey the best information available from the NFPMS at the time. The system databases are to some extent dependent upon external sources and errors may occur. All care is taken in preparation of the report but its complete accuracy can not be guaranteed. Airservices Australia does not accept any legal liability for any losses arising from reliance upon data in this report which may be found to be inaccurate.

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Sydney Basin - Aircraft Noise Information Report Contents 1. Purpose Page 4 2. Flight patterns Page 6 2.1 Jet aircraft Page 6 2.2 Non jet aircraft Page 8 2.3 Track density plots Page 9 3. Aircraft movements Page 11 3.1 Sydney Airport Page 11 3.2 Bankstown Airport Page 18 3.3 Camden Airport Page 19 4. Noise monitoring Page 20 5. Complaints data Page 27 5.1 NCIS Clients by suburb Page 27 5.2 Issues raised by NCIS clients Page 33

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1. Purpose This report summarises data for Quarter 4 of 2012 (October to December) from Airservices Noise and Flight Path Monitoring System (NFPMS) and Noise Complaints and Information Service (NCIS) for the Sydney area (including Sydney, Bankstown and Camden airports) as well as some other sources (such as the Flight Charging System). 1.1 Sydney Airport Sydney Airport is located on the northern shoreline of Botany Bay; 9km from the central business precinct (see Figure 1). The majority of operations at Sydney Airport are international and domestic regular passenger services, mostly medium to large jets. During Quarter 4 of 2012 there were over 82,000 movements at Sydney Airport. More information about Sydney Airport is available from the Airservices website at www.airservicesaustralia.com/aircraftnoise/airport-information/. 1.2 Bankstown Airport Located 22km from the central business precinct (see Figure 1), Bankstown Airport is a major flight training airport. A large proportion of its operations involve circuit training1. The airport is home to over 170 businesses and features a small passenger terminal. More information about Bankstown Airport is available from the Airservices website at www.airservicesaustralia.com/aircraftnoise/airport-information/ 1.3 Camden Airport Camden Airport is used primarily for flight training and glider operations. The airport is located 60km from the central business precinct (see Figure 1). More information about Camden Airport is available from the Airservices website at www.airservicesaustralia.com/aircraftnoise/airport-information/ 1.4 Aircraft noise monitoring in Sydney Airservices NFPMS captures and stores radar, flight plan and noise data. The NFPMS covers eight city regions around Australia. For the Sydney region, noise data is captured by twelve noise monitors - also known as Environmental Monitoring Units (EMUs) – located around Sydney Airport at: threshold of runway 34L at Sydney Airport, Penshurst, Bexley, East Lakes, Coogee, Sydenham, Kurnell, Annandale, St Peters, Croydon, Hunters Hill and Leichhardt.

1 A factsheet about circuit training is available at www.airservicesaustralia.com/aircraftnoise/factsheets/

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Figure 1 Location of Sydney, Bankstown and Camden airports. (Runway orientation at airports is shown in the inserts. Noise monitoring sites are shown as red dots).

Figure 1 shows runway configurations at Sydney Airport, Bankstown Airport and Camden Airport. The main runway at Sydney Airport, 16R/34L, is 3.9 km long. There is a shorter 2.4 km long parallel runway. There is also a cross runway, 07/25, is 2.5km long and orientated approximately east to west. At Bankstown Airport there is one set of three parallel runways, 11L/29R – 11C/29C - 11R/29L oriented approximately south east to north west. Camden Airport has one longer paved runway, 06/24, and a shorter one grass runway, 10/28. There are also two dedicated glider strips to the south of the aerodrome. Information about runway selection is available on the Airservices website at www.airservicesaustralia.com/aircraftnoise/factsheets/.

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2. Flight patterns 2.1 Jet aircraft Figures 2 and 3 show typical jet aircraft track plots for arrivals and departures at Sydney Airport, Bankstown Airport and Camden Airport for Quarter 4 of 2012, coloured according to height (in feet). Noise monitors are shown as grey circles. Figure 2 Jet arrivals for the Sydney region, 1 November to 30 November 2012 (one month)

SYDNEY

BANKSTOWN

RAAF RICHMOND

CAMDEN

Key points shown in Figure 2 are:

Approximately half of all the jet approach flight paths into Sydney Airport overfly residential suburbs the rest are over the ocean.

The trend for jet arrivals at Sydney Airport is to approach the centre point of the airport, at approximately 20km out form the airport the arrivals are directed to the nominated runway. This result in a flight path pattern that is “M” shaped to the north of the airport and “W” shaped to the south.

There are very few jet arrivals onto runway 07. A relatively low number of jet operations occur at Bankstown or Camden

airports.

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Figure 3 Jet departures for the Sydney region, 1 November to 30 November 2012 (one month)

SYDNEY

BANKSTOWN

RAAF RICHMOND

CAMDEN

Key points shown in Figure 3 are:

Suburbs within 10km of Sydney Airport are regularly overflown by departing jets at altitudes below 5000ft.

There are 10 distinct departure flight paths out of Sydney Airport; three to the south, three to the north, two to the west and two to the east.

Approximately half of Sydney Airport departures are over the ocean. There are very few jet departures at Bankstown or Camden airports.

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2.2 Non jet aircraft Figure 4 shows non jet tracks (arrivals and departures) at Sydney, Bankstown and Camden airports in Quarter 4 of 2012. Noise monitors are shown as grey circles. Figure 4 Non jet arrivals and departures for the Sydney region, 1 November to 15 November 2012 (half month)

SYDNEY

BANKSTOWN

RAAF RICHMOND

CAMDEN

Key points shown in Figure 4 are:

Although jet aircraft tend to operate along defined paths, as shown in Figures 2 and 3, when smaller propeller aircraft movements are included on the map, there are no areas of Sydney that are not overflown by aircraft at some stage.

There are no clear flight patterns for smaller aircraft. Flights below 3000 ft tend to be operations to and from Bankstown Airport

and Camden Airport. Propeller aircraft operating out of Sydney Airport tend to be higher, above 5000 ft. This is expected, as the majority of these operations are required to stay below Sydney Airport’s controlled air space.

The circuit patterns (flight training) at Bankstown Airport and Camden Airport are clearly shown as a red/orange oval (centred at each airport).

The coastal route is clearly visible as a red line following the coast. Aircraft using this route are mostly general aviation aircraft flying at an altitude of 500 ft.

The red path following the Parramatta River to Sydney Harbour is flown mainly by helicopters.

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2.3 Track density plots The track plots above show that residents living up to 15km from the airports and in line with Sydney Airport’s runways are regularly overflown by jet aircraft below 5000ft. However, beyond this the regularity of flight path use is not discernible from the track plot display. A track density plot can be useful in showing the underlying track patterns. To create a track density plot, the land surface is divided into squares, creating a grid. The average number of flights passing over each square per day is then calculated. By colour coding according to frequency of flights, a track density plot can be illustrated (red corresponding to 20 overflights per day and green for 2 overflights per day). Figure 5 shows a track density plot for all movements over the Sydney region in Quarter 4 of 2012. Noise monitors are shown as grey circles.

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Figure 5 Track density plot for the Sydney region, Quarter 4 of 2012

BANKSTOWN

RAAF RICHMOND

CAMDEN

SYDNEY

Key points shown in Figure 5 are: There are distinct flight patterns that are regularly used to and from Sydney,

Bankstown and Camden airports. The majority of flight paths to and from Sydney Airport are designed to avoid

residential areas and share the noise equitably as far as it is possible. Circuit patterns at Bankstown and Camden airports are clearly visible (more

so than in the previous track plot). Entry and exit lanes for Bankstown and Camden airports are apparent (these

were not visible in the previous track plot).

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3. Aircraft movements 3.1 Sydney Airport Figure 6 shows aircraft movements at Sydney Airport for the 15 month period to the end of Quarter 4 of 2012. Figure 6 Aircraft movements at Sydney Airport from October 2011 to December 2012

Key points shown in Figure 6 are:

Jet numbers have been steady at approximately 20,000 per month. Propeller aircraft numbers have remained constant at approximately 6000 -

7000 movements per month over the last 15 months. Helicopter movement numbers at Sydney Airport are low compared to jet and

propeller aircraft.

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Figure 7 shows runway usage for arrivals and departures at Sydney Airport for the 15 month period up to the end of Quarter 4 of 2012. Figures 8 to 11 show runway usage over a four year period for the two busiest runways at the airport. Runway selection is based on weather conditions, traffic volume and noise abatement procedures. As the wind changes, the runway in use may change as aircraft primarily take off and land into the wind for safety and performance reasons. A Long Term Operating Plan has been operational at Sydney airport since 1996. The aim of the Plan is to operate as many flight paths over water or non-residential land as practicable and where this is not possible, to share the noise burden of aircraft over residential land as equitably as possible. Accordingly, the targets of the Plan are to have the majority of aircraft movements (55 per cent) to the south over water, with 17 per cent of movements to the north, 15 per cent to the west and 13 per cent to the east. More information on the Long Term Operating Plan can be found in the LTOP Report. Figure 7 Runway usage at Sydney Airport from October 2011 to December 2012

Key points shown in Figure 7 are:

The usage of the cross runway (07-25) is approximately 1/6th of that of the two parallel runways (16R-34L & 16L-34R)

During the period May to June 2012, the cross runway was used slightly more, largely due to wind conditions.

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Figure 8 Runway 34L usage at Sydney Airport 2009 to 2012

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Figure 9 Runway 16R usage at Sydney Airport 2009 to 2012

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Figure 10 Runway 34R usage at Sydney Airport 2009 to 2012

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Figure 11 Runway 16L usage at Sydney Airport 2009 to 2012

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Key points shown in figures 8 to 11 are: The Runway End Safety Area compliance works conducted during 2009 and

2010 has affected the runway usage during this period. This makes it difficult to establish any definite trends.

Based on the 2011 and 2012 data the 34 direction (Runway 34R) has a slightly higher number of movements than the 16 direction (Runway 16L).

December 2011 saw a spike in use of the 16 direction and a corresponding reduction in use of the 34 direction. This is because the prevailing wind direction at Sydney Airport during that month was southerly, with winds between south west and south east for 71% of 9am observations and 61% of observations at 3pm, well above the typical frequency of southerly winds during December.

Sydney Airport has a curfew that restricts both aircraft type and runway usage between the hours of 11.00pm and 6.00am. The rules for the curfew at Sydney Airport are laid down in the Sydney Airport Curfew Act 1995. The principal categories of permitted operations are as follows:

Small (less than 34,000kg) noise certificated propeller driven aircraft and ‘low noise’ jets (mostly business and ‘small’ freight jets) – shown as ‘approved aircraft’ below.

A small number of ‘medium size’ freight BAe146 jets that meet noise standards.

A small number of ‘shoulder’ movements for international passenger jets that meet noise standards, between the hours of 11.00pm and midnight and 5.00am and 6.00am – shown as ‘international quota’ below.

The curfew restrictions do not apply in cases of emergency. In exceptional circumstances the Minister may grant dispensations for aircraft to operate when they would not otherwise be allowed to do so.

More detail on curfew restrictions is available on the website of the Department for Infrastructure and Transport at http://www.infrastructure.gov.au/aviation/environmental/curfews/SydneyAirport/SydneyCurfewBrief.aspx.

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Figure 12 shows aircraft movements at Sydney Airport during curfew hours (11.00pm to 06.00am). Figure 12 Curfew movements at Sydney Airport October 2011 to December 2012

Key points shown in Figure 12 are:

During the northern hemisphere daylight saving period international aircraft arrive an hour earlier. The curfew allows for a limited number of approved international aircraft to operate into Sydney Airport between 5:00 am and 6:00 am. During the northern hemisphere autumn and winter (October to March) there are no international quota movements.

There has been a reduction in the number of approved aircraft during the curfew since February 2012.

The category with the highest number of curfew movements is freighter aircraft (BAe146), with between 120 and 150 movements per month.

During the curfew, aircraft are required to operate over Botany Bay – that is arrive on Runway 34L and depart from Runway 16R. On Saturdays and Sundays aircraft must also operate over Botany Bay in the hour before and after the curfew, provided the weather and traffic conditions allow this to take place safely. Aircraft are not permitted to take off over the suburbs after 10.45pm. Figure 13 shows curfew runway usage for Sydney Airport from October 2011 to December 2012.

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Figure 13 Curfew runway usage for Sydney Airport October 2011 to December 2012

Key points shown in Figure 13 are:

The vast majority of curfew movements comply with the curfew runway requirement. Emergency operations are the only type of operation allowed to use runways other than 34L and 16R.

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3.2 Bankstown Airport Figure 14 shows aircraft movements at Bankstown Airport for the 15 month period to the end of Quarter 4 of 2012. Figure 14 Aircraft movements to Bankstown Airport to Quarter 4 of 2012

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Bankstown Airport Movements Circuits

Arrival/Departure

Key points shown in Figure 14 are:

There are almost twice as many arrival and departures as there are circuits at Bankstown Airport.

Fluctuations in movements at Bankstown Airport are largely due to patterns of intake of students at flying schools. There was a decline in movements in Quarter 4 of 2012, which may also have been caused by poor weather during this period, which may have prevented some training flights from taking place.

There was a slight increase in movements during May 2012. This is consistent with previous years, and is a result of trainee pilots taking advantage of good weather to gain flying time, following periods of poor weather in April.

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3.3 Camden Airport Figure 15 shows aircraft movements at Camden Airport for the 15 month period to the end of Quarter 4 of 2012. Figure 15 Aircraft movements to Camden Airport to Quarter 4 of 2012

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Camden Airport Movements Circuits

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Key points shown in Figure 15 are:

There was a peak in movements during the months of April and May 2012. This is partly due to an increase in activity during the school holidays, including camps run by the Air League, Air Force Cadets and the Scouts.

As at Bankstown Airport, fluctuations are due to patterns of intake by flying schools.

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4. Noise monitoring Airservices collects noise and operational data from noise monitors (EMUs) around Sydney Airport. This data can be expressed in a number of ways, to show average noise during a period, background noise levels and number of noise ‘events’ over a certain threshold. Sound is measured on a logarithmic scale with the decibel (dB(A)) as the unit of measure. The sound level of typical daytime urban-based activities can vary between 40dB(A) and 80dB(A). The sound levels in a nightclub often exceed 90dB(A). Figures 16 to 39 show data from the twelve Sydney EMUs for the last fifteen months (see Figure 1 for the location of EMUs). The terms used within each of these figures are: LAeq 24hr: The continuous equivalent noise level over a 24 hour period, including noise from aircraft and the wider environment. LAeq night: The continuous equivalent noise level over the night time period (hours of 11:00pm to 6:00am) Background L90dB(A) (L90): The sound level that is exceeded 90% of the time over a 24 hour period – effectively removing noise from instantaneous events such as passing aircraft to provide a background level. N65: The average number of daily noise events caused by aircraft that are over 65dB(A). Figures for N70, N80 and N90 are also provided.

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EMU 1 Threshold Runway 34L Captures departures using Runway 34L. Data period presented - Quarter 4 of 2011 to Quarter 4 of 2012 Figure 16 Average daily noise events at EMU 1 Figure 17 Average noise levels at EMU 1

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Key point shown in figures 16 and 17 is:

The number of aircraft noise events captured by EMU 1 reflects the pattern of use of Runway 34 L (see Fig 8), with more events recorded in winter than in summer.

EMU 2 Penshurst Captures arrivals to Runway 07 and departures off Runway 25. Data period presented - Quarter 4 of 2011 to Quarter 4 of 2012 Figure 18 Average daily noise events at EMU 2 Figure 19 Average noise levels at EMU 2

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Key points shown in figures 18 and 19 are:

Historically at Sydney Airport there are very few departures off Runway 25. Effectively EMU 2 captures only arrivals onto Runway 07.

Runway 07 and 25 have been used relatively little since June 2012, which explains the reduction in aircraft noise events recorded by this monitor in Quarters 3 and 4 of 2012.

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EMU 3 Bexley Captures arrivals to Runway 07 and departures off Runway 25. Data period presented - Quarter 4 of 2011 to Quarter 4 of 2012 Figure 20 Average daily noise events at EMU 3 Figure 21 Average noise levels at EMU 3

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Key point shown in figures 20 and 21 is:

EMU 3 is in line with the same runway as EMU 2 (Penshurst). Althopugh is closer to the airport and therefore records more aircraft noise events, it displays the same trends as EMU 2.

EMU 99 Eastlakes Captures arrivals to Runway 25, departures from Runway 07 and departures from runway 34R. Data period presented - Quarter 4 of 2011 to Quarter 4 of 2012 Figure 22 Average daily noise events at EMU 99 Figure 23 Average noise levels at EMU 99

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The key point shown in figures 22 and 23 are:

The pattern of aircraft noise events recorded by EMU 99 reflects the seasonal use of Runway 34R, with more movements in winter than in summer (see Figure 10).

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EMU 100 Coogee Captures arrivals to Runway 25, departures from Runway 07 and departures from runway 34R heading to the east or south. Data period presented - Quarter 4 of 2011 to Quarter 4 of 2012 Figure 24 Average daily noise events at EMU 100 Figure 25 Average noise levels at EMU 100

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Key point shown in figures 24 to 25 is:

EMU 100 records noise from similar operations to that of EMU 99 (Eastlakes). However, being further east from the airport, the number of aircraft noise events recorded by EMU 100 is smaller than those recorded by EMU 99, though the seasonal pattern is the same.

EMU 6 Sydenham Captures arrivals to Runway 16R and departures from Runway 34L Data period presented - Quarter 4 of 2011 to Quarter 4 of 2012 Figure 26 Average daily noise events at EMU 6 Figure 27 Average noise levels at EMU 6

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Key point shown in figures 26 and 27 is:

EMU 6 is the monitor that is closest to the threshold of Runway 16R/34L. The consistently high values in both graphs reflect the high level of use of the main runway throughout the year.

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EMU 101 Kurnell Captures arrivals to Runway 34R and some arrivals onto Runway 34L. Data period presented - Quarter 4 of 2011 to Quarter 4 of 2012 Figure 28 Average daily noise events at EMU 101 Figure 29 Average noise levels at EMU 101

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Key point shown in figures 28 and 29 is:

EMU 101 captures the same movements as EMU 01 (threshold of Runway 34L). However, being further away from the runway, the number of aircraft noise events recorded is smaller, even though the seasonal pattern is the same.

EMU 12 Annandale Captures arrivals to Runway 16R. Data period presented - Quarter 4 of 2011 to Quarter 4 of 2012 Figure 30 Average daily noise events at EMU 12 Figure 31 Average noise levels at EMU 12

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Key point shown in figures 30 and 31 is:

The pattern of aircraft noise events recorded by EMU 12 reflects the seasonal pattern of use of Runway 16R (see Figure 9), with more events recorded in summer than in winter.

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EMU 13 St Peters Captures arrivals to Runway 16L. Data period presented - Quarter 4 of 2011 to Quarter 4 of 2012 Figure 32 Average daily noise events at EMU 13 Figure 33 Average noise levels at EMU 13

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Key point shown in figures 32 and 33 is:

EMU 13 captures many of the same operations as EMU 12 (Annandale) and it demonstrates the same seasonal pattern. However, being closer to the runway than EMU 12, EMU 13 captures more aircraft noise events.

EMU 102 Croydon Captures departures of Runway 34L. Data period presented - Quarter 4 of 2011 to Quarter 4 of 2012 Figure 34 Average daily noise events at EMU 102 Figure 35 Average noise levels at EMU 102

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Average

 Noise Levels in

 dB(A)

EMU

Daily AverageLAeq(24hr)

Daily AverageLAeq(night)

L90

102

Key point shown in figures 34 and 35 is:

The number of noise events recorded by EMU 102 reflects the seasonal pattern of use of Runway 34L (see Figure 8), with more aircraft noise events captured in winter than in summer.

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EMU 116 Hunters Hill Captures arrivals to Runway 16R. Data period presented - Quarter 4 of 2011 to Quarter 4 of 2012 Figure 36 Average daily noise events at EMU 116 Figure 37 Average noise levels at EMU 116

0.0

20.0

40.0

60.0

80.0

100.0

120.0

140.0

160.0

180.0

200.0

Q4_20

11

Q1_20

12

Q2_20

12

Q3_20

12

Q4_20

12

Num

ber o

f Noise Events

EMU 

N65

N70

N80

N90

116

0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0

Q4_2011

Q1_2012

Q2_2012

Q3_2012

Q4_2012

Average

 Noise Levels in

 dB(A)

EMU

Daily AverageLAeq(24hr)

Daily AverageLAeq(night)

L90

116

Key point shown in figures 36 and 37 is:

The number of aircraft noise events recorded by EMU 116 reflects the seasonal pattern of use of Runway 16R (see Figure 9), with more events captured in summer than in winter.

EMU 36 Leichhardt Captures arrivals to Runway 16R. Data period presented - Quarter 4 of 2011 to Quarter 4 of 2012 Figure 38 Average daily noise events at EMU 36 Figure 39 Average noise levels at EMU 36

0.0

20.0

40.0

60.0

80.0

100.0

120.0

140.0

160.0

180.0

200.0

Q4_20

11

Q1_20

12

Q2_20

12

Q3_20

12

Q4_20

12

Numbe

r of N

oise Events

EMU 

N65

N70

N80

N90

36

0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0

Q4_2011

Q1_2012

Q2_2012

Q3_2012

Q4_2012

Average

 Noise Levels in

 dB(A)

EMU

Daily AverageLAeq(24hr)

Daily AverageLAeq(night)

L90

36

Key point shown in figures 38 and 39 is:

This monitor is affected by the same operations as EMU 116 (Hunters Hill) and it displays the same trends.

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5. Complaints data Airservices manages complaints and enquiries about aircraft noise and operations through its Noise Complaints and Information Service (NCIS). Complaints, enquiries and requests for information about aircraft operations received by the NCIS are collected and stored in a database for the purpose of complaint management, analysis of issues and identification of causal factors. Each complaint, enquiry or request for information is referred to as a contact and each person who makes contact with the NCIS is referred to as a client. 5.1 NCIS Clients by suburb The NCIS received contacts from 425 clients from Sydney Airport, Bankstown Airport and Camden Airport during Quarter 4 of 2012. Client density maps are used to show the number of clients from each suburb, with suburbs coloured according to how many clients had contacted the NCIS. The data does not include clients who contacted other organisations (eg. airports). Table 1 (below) provides a breakdown of clients from October to December 2012, with contacts associated with Sydney Airport, Bankstown Airport and Camden Airport shown separately. Figure 40 shows client density with flight tracks overlaid for Sydney Airport and Bankstown Airport for Quarter 4 of 2012. Figure 41 focuses on circuit training at Bankstown Airport, which is the main subject of complaints at the airport. It shows client density (for Quarter 4 of 2012) with circuit training tracks for a representative week overlaid.

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Table 1 Recorded clients October to December 2012 by suburb and airport

Suburb Sydney Clients Bankstown Clients Camden Clients Not Specified 5 0 0 ALEXANDRIA 1 0 0 ALFORDS POINT 1 0 0 ANNANDALE 4 0 0 ARNCLIFFE 1 0 0 ASHBURY 1 0 0 ASHFIELD 3 0 0 AVALON 1 0 0 BALMAIN 2 0 0 BANKSIA 3 0 0 BANKSTOWN 0 1 0

BARDWELL VALLEY 3 0 0

BASS HILL 1 0 0 BEECROFT 2 0 0 BELROSE 1 0 0 BEROWRA HEIGHTS 1 0 0 BEXLEY 6 0 0 BLACKTOWN 0 1 0 BONDI JUNCTION 1 0 0 BONNET BAY 1 0 0 BOTANY 5 0 0 BREAKFAST POINT 1 0 0 BRONTE 1 0 0 BUNDEENA 2 0 0 BURWOOD 1 0 0 CABARITA 2 0 0 CAMDEN 0 0 2 CAMPBELLTOWN 1 0 0 CANOELANDS 1 0 0 CARINGBAH 2 0 0 CARINGBAH SOUTH 1 0 0 CARLINGFORD 14 1 0 CASTLE COVE 0 1 0 CASTLE HILL 4 0 0 CENTENNIAL PARK 1 0 0 CHATSWOOD 1 0 0

CHATSWOOD WEST 1 0 0 CHERRYBROOK 1 1 0 CHIPPING NORTON 0 1 0 CLOVELLY 1 0 0 CONCORD 3 0 0 CONCORD WEST 1 0 0 CONDELL PARK 1 0 0 COOGEE 4 0 0 CRONULLA 4 0 0 CROYDON 3 0 0 CROYDON PARK 1 0 0 DACEYVILLE 2 0 0 DENISTONE EAST 2 0 0

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DOLLS POINT 1 0 0 DOUBLE BAY 2 0 0 DOUGLAS PARK 0 1 0 DRUMMOYNE 19 1 0 DULWICH HILL 3 0 0 EARLWOOD 2 0 0 EAST HILLS 1 0 0 EAST RYDE 5 0 0 EASTLAKES 2 0 0 EASTWOOD 1 0 0 EDGECLIFF 1 0 0 ELLIS LANE 0 0 1 ENMORE 1 0 0 EPPING 4 0 0 ERMINGTON 1 0 0 ERSKINEVILLE 3 0 0 FIGTREE 1 0 0 FIVE DOCK 2 0 0 FRENCHS FOREST 1 0 0 GEORGES HALL 0 2 0 GLADESVILLE 4 0 0 GLENHAVEN 1 0 0 GLENORIE 1 0 0 GRANVILLE 1 1 0 GRAYS POINT 2 0 0 GREYSTANES 1 0 0 HELENSBURGH 3 0 0 HENLEY 3 1 0 HOMEBUSH 1 0 0 HORNSBY 5 1 0

HORNSBY HEIGHTS 1 0 0

HUNTERS HILL 20 0 0 HURLSTONE PARK 1 0 0 HURSTVILLE 2 0 0 KAREELA 1 0 0 KELLYVILLE 2 0 0 KENSINGTON 4 0 0 KENTHURST 3 0 0 KILLARA 3 0 0 KINGSFORD 5 0 0 KINGSGROVE 3 0 0 KINGS LANGLEY 0 1 0 KIRKHAM 0 0 2 KIRRIBILLI 1 0 0 KURNELL 16 0 0 LANE COVE 2 0 0 LEICHHARDT 19 0 0 LEWISHAM 1 0 0 LILYFIELD 6 0 0 LITTLE BAY 4 0 0 MACQUARIE PARK 3 0 0 MAROUBRA 7 0 0 MAROUBRA SOUTH 1 0 0 MARRICKVILLE 7 0 0

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MARSFIELD 2 0 0 MASCOT 10 0 0 MATRAVILLE 3 0 0 MELROSE PARK 1 0 0 MONTEREY 1 0 0 MORTDALE 1 0 0 MOSMAN 4 0 0 MOUNT COLAH 1 0 0 NEUTRAL BAY 1 0 0 NEWTOWN 3 1 0 NORTH EPPING 3 0 0 NORTH PARRAMATTA 1 0 0 NORTH ROCKS 4 0 0 NORTH RYDE 10 0 0 NORTH WAHROONGA 1 0 0 NORTHMEAD 1 0 0 OTFORD 1 0 0 PAGEWOOD 1 0 0 PETERSHAM 5 0 0 PYMBLE 3 0 0 QUEENS PARK 3 0 0 RANDWICK 3 0 0 REVESBY 0 1 0 RIVERVIEW 2 0 0 ROSEBERY 3 0 0 ROUSE HILL 2 0 0 ROZELLE 3 0 0 RUSSELL LEA 1 0 0 SANDRINGHAM 1 0 0 SANS SOUCI 2 0 0 SOMERSBY 1 0 0 SOUTH COOGEE 1 0 0 ST IVES 2 0 0 ST PETERS 3 0 0 STANMORE 6 0 0 STRATHFIELD 3 0 0 SUMMER HILL 5 0 0 SYDENHAM 3 0 0 SYDNEY SOUTH 1 0 0 TEMPE 2 0 0 TENNYSON POINT 1 0 0 TURRAMURRA 1 0 0 WAHROONGA 2 0 0 WEST PENNANT HILLS 1 0 0 WEST PYMBLE 2 0 0 WEST RYDE 1 0 0 WESTLEIGH 2 0 0 WILTON 1 0 0 WINSTON HILLS 1 0 0 WOOLLAHRA 2 0 0 WOOLOOWARE 1 0 0 YARRAWARRAH 1 0 0 ZETLAND 1 0 0

Total 404 16 5

30

Figure 40 Client density by suburb for Quarter 4 of 2012 with an overlay of tracks for sample period 2 to 8 December 2012 at Sydney Airport, Bankstown Airport and Camden Airport

Arrivals

Departures

Local operations including circuits

The key points shown in Figure 40 are: Most of the suburbs to the north of the airport, with more than one client, are

affected by arrivals to Runway 16 and departures from Runway 34L. These suburbs tend to have consistently high numbers of clients.

There was a spike in Quarter 4 complaints to the south of the airport (eg. Kurnell). This resulted from an increase in departures in the 16 direction during Quarter 4 of 2012.

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Figure 41 Client density by suburb for Quarter 4 of 2012, with an overlay of tracks for sample period 2 to 8 December 2012 at Bankstown Airport and Camden Airport

Arrivals

Departures

Local operations including circuits

The key points shown in Figure 41 are: Many of the complaints from suburbs near to Bankstown Airport related to

helicopter operations. The complaints from suburbs around Camden Airport tended to be about

circuit training.

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Issues raised by NCIS clients Figure 42 shows the top five issues raised by clients in Sydney for the 15 month period to the end of Quarter 4 of 2012. A single contact can involve multiple issues (ie. a client may have raised more than one issue when they contacted the NCIS). During Quarter 4 of 2012, the issues raised by the greatest number of clients were all issues relating to Sydney Airport: Jet traffic, Increased Frequency of Air Traffic, Mode 9, Mode 10 and light Path/ Diversions. Figure 42 Top five issues for Sydney Basin for the 15 month period, October 2011 to December 2012

0

20

40

60

80

100

120

140

160

Oct‐11

Nov‐11

Dec‐11

Jan‐12

Feb‐12

Mar‐12

Apr‐12

May‐12

Jun‐12

Jul‐12

Aug‐12

Sep‐12

Oct‐12

Nov‐12

Dec‐12

JET AIRCRAFT INCREASED FREQUENCY OF AIR TRAFFIC 9 DEP 34L&R, ARR 34L&R 10 DEP 16L&R, ARR 16L&R FLIGHT PATHS / DIVERSIONS

The key point shown in Figure 42 is: There was a spike in clients raising the issue of jet movements and increase

in movements in November 2012. This was associated with an increase in arrivals to Runway 16R at Sydney Airport during this month.

Contact us

To lodge a complaint or make an enquiry about aircraft operations, you can:

go to WebTrak (www.airservicesaustralia.com/aircraftnoise/webtrak/) use our online form (www.airservicesaustralia.com/aircraftnoise/about-

making-a-complaint/) telephone 1800 802 584 (freecall) or 1300 302 240 (local call –Sydney) fax (02) 9556 6641 or write to, Noise Complaints and Information Service, PO Box 211, Mascot

NSW 1460. Airservices welcomes comments about this report. Please contact us via e-mail at community.relations@airservicesaustralia.com if you would like to provide feedback.

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