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Gatwick Airport Flight Evaluation Unit

Quarterly report for the period October to December 2011

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 over 32 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 over 32 million passengers 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 Flight Evaluation Unit (FEU). This team is responsible for recording,

investigating and responding to aircraft noise enquiries as well as monitoring airline compliance to

noise mitigation measures as detailed in the UK Aeronautical Information Publication (AIP). This

department also actively engages with the airlines to improve their adherence to the above noise

mitigation measures and in addition manages the night-time restrictions on flying at Gatwick.

This report contains detailed data on aircraft activity at Gatwick including the adherence to the

noise mitigation measures detailed in the UK AIP, a report on night flying during the quarter, an

update on the community noise monitoring programme and an analysis of complaints / enquires

received during the period.

Flight Evaluation Unit commentary

The temporary noise working group established in January 2011 consisting of three residents from

the West Kent area and three Gatwick Airport Ltd staff continued to meet during this period.

Meetings alternated between the Marsh Green area and Gatwick Airport.

A final summary of the report has now been 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.

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Key Monitoring Indicators – 4th Quarter 2011

12 month averages

Parameter Current year Previous year 2006 Baseline

Track keeping performance (% on track) ▲ 97.47 96.98 98.17

24hr CDA (% achievement) ▲ 90.49 89.73 80.79

Day/Shoulder CDA (% achievement) ▲ 90.19 89.31 79.90

Core night CDA (% achievement) ▲ 93.96 93.94 89.60

1000ft Infringements (No.) ▼ 3 6 11

1000ft Infringements (No. below 900ft) ▲ 1 0 6

Departure Noise Infringements (Day) - 0 0 10

Departure Noise Infringements (Night/Shoulder)

▼ 4

1

2

Complaint Callers (No.) ▼ 343 412 587

Complaint Enquiries (No.) ▼ 2673 5034 4791

Complaint response performance target is 95% within 8 days

▼ 95.65 98.26

West/East Runway Split (%) - 67/33 64/36 68/32

Performance Headlines

Over a 12 month average, all of the Continuous Descent Approaches (CDA) indicators for the

various time periods are once again ‘green.’ continuing the ongoing trend for improved CDA

achievement at Gatwick Airport. Indeed in the last 3 years the 12 month average has increased

from 80% to the current level of 90%. The FEU continues to work with airlines on improving their

performance with regular reviews and data gathering exercises.

Track keeping performance has shown another improvement on the previous year’s performance.

It should be noted that some Gatwick departure routes have turns of 90�� and 180� 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 FEU also continues to

engage with the airlines directly and through the Flight Operations Performance and Safety

Committee on a range of initiatives.

The number of enquiries has reduced considerably compared to the previous twelve months, with

the number of complainants down by a 20% and enquiries down by more than 55%.

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

(which includes surrounding villages), Horley and Crawley.

Airport Operations

During the quarter, there were a total of 56,530 fixed wing aircraft movements at Gatwick. This

represents a 2.0% increase in aircraft traffic compared to the same period in 2010. The direction of

operation is determined by wind direction and was split 73% on the westerly runway and 27% on

the easterly runway.

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Northern Runway (26R/08L) usage

During this time there were 328 movements from the northern runway which was utilised on 17

different dates. The northern runway is normally only utilised during the night when maintenance

on the main runway is planned. The main runway is due to be rehabilitated in 2012 and 2013 and

although full details are yet to be finalised this will require extensive periods of northern runway

operations next year and in 2013. 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 81.22%. A

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

Airline Communications

The Flight Operations Performance & Safety Committee (FLOPSC) met during this quarter. This

committee meets bi-monthly. At these meetings performance statistics in relation to the 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 FEU sends details of track deviations to the appropriate airline

so those details can be passed on to the relevant training captain or chief pilot so they can work

with their flight crews to improve future performance. As part of our ongoing work with the airlines

and NATS at FLOPSC, there has been increased uptake in the number of departing flights being

granted PRNAV departures, which should in turn have an overall positive effect on departure track

keeping performance. The FEU will continue to monitor PRNAV uptake.

The Airline performance statistics relating to both track keeping and CDA achievement are now

being circulated to a much wider airline audience each month. This includes all domestic airlines

and the majority of foreign operators. Work continues to ensure that we are able to circulate these

statistics to all airlines that operate at Gatwick.

The FEU endeavours to send details of all track deviations or unusual activity to the appropriate

airline and frequently receives welcome feedback on measures employed by them to reduce

further reoccurrences. The FEU also offers to work with airlines to improve their track keeping at

FLOPSC meetings.

Community Noise Monitoring

The Gatwick Noise Monitoring Group is a forum where Local Authority technical experts and

independent consultants meet with Gatwick Airport Ltd to discuss the location of mobile noise

monitors, the duration they are to be onsite and to review and verify the data. This group also

makes recommedations on monitor locations and also on the format the data should be reported to

the Noise & Track Monitoring Advisory Group (NATMAG) and the wider community. Mobile noise

monitors are currently deployed in Lingfield, Rusper, Okewood Hill and Hever. During the past few

months two monitors have also been relocated to new sites, one in Leigh (Surrey) and another in

Haywards Heath, West Sussex. There is also an inactive mobile noise monitor in Hever.

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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 FEU Manager is a member of the Sustainable Aviation Improvements Group. The ‘mission statement’ of this group is “Working with the industry in the UK and internationally to trial & implement innovative low noise and emission procedures”.

Progress made to date includes ‘Towards the Perfect Flight DVD’, a ‘Perfect Flight’ live trial and ongoing work with the ‘Departures Code of Practice’. As mentioned on the cover page of this report, work is ongoing regarding Continuous Climb Departures which is a similar concept to Continuous Descent Arrivals. It is envisaged that this work will conclude in the Autumn when further details will be provided. For more information visit: 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.

Complaints Handling Policy

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

continues to be applied consistently by the FEU 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 FEU continues to

engage actively with colleagues within NATS, the CAA, DfT and other organisations when dealing

with noise related enquiries.

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Gatwick Airport Noise Website

The Gatwick Airport Noise Website has undergone a number of minor modifications recently in

order to make it more user friendly and informative. New noise related documents have been

uploaded and are available to download, the FEU Quarterly and Annual Reports are uploaded for

public viewing and all information has been reviewed to ensure it is relevant and accurate. Noise

studies have also been added for public viewing. Please visit www.gatwickairport.com/noise

WebTrak ‘hits’ during the reporting period

Webtrak hits

0

20000

40000

60000

80000

100000

120000

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160000

Jan-08

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Jul-11

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Nov-11

Webtrak hits

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.

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Runway Modal Split

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%Jan-10

Feb-10

Mar-10

Apr-10

May-10

Jun-10

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Aug-10

Sep-10

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Nov-10

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Jan-11

Feb-11

Mar-11

Apr-11

May-11

Jun-11

Jul-11

Aug-11

Sep-11

Oct-11

Nov-11

Dec-11

Month

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.

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.

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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 was one 1,000 feet infringement that occurred on 2 November 2011 at 23:00. This flight was an Airbus A340-300 operated by Air Asia X and passed the 6.5km point at a height of 990 feet. In this instance the airline was imemedaitely contacted by the Flight Evalaution Unit,reminded of the 1,000ft requirement and their comments sought as to how further re-occurences will be prevented.

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.

Year Total Infringements Year Total Infringements Year Total Infringements

2005 28 2008 11 2011 3

2006 11 2009 22

2007 26 2010 6

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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

2009

2010

2011

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

2007 13 2010 0

Comment:

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

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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

2007 2 2010 0

Comment:

There have been three night time noise infringements during this quarter. On each occasion the aircraft

were Airbus A340-300s operated by Air Asia X departing to Kuala Lumpur. Details of the dates and

times and LMax exceedance are outlined below.

Date Time Scheduled

departure

time

Airline Type Runway LMax

(dB)

Limit at

monitor

(adjusted)

Excess

(dB)

Fine

26/10/11 00:19 23:15

(25/10/11)

Air Asia A343 26L 92.9 92.7 0.2 £500

26/10/11 23:45 23:15 Air Asia A343 08R 88.2 87.5 0.7 £500

16/11/11 23:53 23:20 Air Asia A343 08L 89.9 87.5 2.4 £500

Upon investigation it became apparent that because of the departure destination these flights were

taking off fully laden and were taking longer to climb. Also because of the late scheduled departure time

it meant that any delay pushed these flights into the night period with stricter noise limits.

Following consultation with the airline operation managment new procedures were adopted by the airline

and since then no further infringements have occurred.

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

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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.

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

third quarter the on track performance has improved over the past three months and for the rolling 12

month year on year period the on track performance stands at 97.47% as opposed to 96.98% for 2010.

Total Westerly Easterly

Month Deviations Departures %

Deviations Deviations Departures %

Deviations Deviations Departures %

Deviations

Jan-11 141 9185 1.54% 111 5181 2.14% 30 4004 0.75%

Feb-11 168 8637 1.95% 156 5996 2.60% 12 2641 0.45%

Mar-11 99 9791 1.01% 78 3406 2.29% 21 6365 0.33%

Apr-11 146 10450 1.40% 119 4444 2.68% 27 5980 0.45%

May-11 343 11258 3.05% 334 8898 3.75% 9 2327 0.39%

Jun-11 436 11431 3.81% 417 8469 4.92% 19 2950 0.64%

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%

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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 two departing aircraft that overflew Crawley. The departure tracks are

shown on map below with flight details are in the table below. During periods of extreme weather, Air Traffic Control

may have no alternative but to authorise an aircraft to turn off of a route early.

MAP ILLUSTRATING CRAWLEY OVERFLIGHT ANALYSIS GATE

Date Time Flight Number

Aircraft Type

Gate or Corridor Name

Height (ft)

Center Deviation (m) A/D/O

Path Month Comment

12/12/2011 18:14 EZY5071 319 Crawley whole 2785 2785 D 26L 12

Confirmed weather avoidance

13/12/2011 18:33 EZY8480 320 Crawley whole 2586 2586 D 26L 12

Confirmed weather avoidance

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Horley overflight

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

(Oct – Dec 2011)

ANALYSIS OF HORLEY OVERFLIGHT

Month Departures on 26LAM

Horley gate

% through Horley gate


Horley gate



Horley gate


Jan-09 2122 47 2.21% Jan-10 2024 85 4.20% Jan-11 2270 79 3.48%

Feb-09 2117 96 4.53% Feb-10 2212 63 2.85% Feb-11 2721 76 2.79%

Mar-09 2873 115 4.00% Mar-10 2681 82 3.06% Mar-11 1540 55 3.57%

Apr-09 1959 28 1.43% Apr-10 2076 60 2.89% Apr-11 1841 43 2.34%

May09 3038 55 1.81% May10 2159 62 2.87% May11 3980 98 2.46%

Jun-09 2556 63 2.46% Jun-10 2420 74 3.06% Jun-11 3675 92 2.50%

Jul-09 4571 77 1.68% Jul-10 5117 127 2.48% Jul-11 3262 127 3.89%

Aug09 4970 89 1.79% Aug10 4405 153 3.47% Aug11 4319 98 2.27%

Sep-09 3036 96 3.16% Sep-10 3967 128 3.23% Sep11 4321 65 1.50%

Oct-09 2887 101 3.50% Oct-10 3206 114 3.56% Oct 11 3487 101 2.90%

Nov-09 3545 39 1.10% Nov-10 2334 90 3.86% Nov11 1753 28 1.60%

Dec-09 2450 79 3.22% Dec-10 1505 89 5.91% Dec11 3903 162 4.15%

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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 FEU 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 a privately operated Learjet which over-flew the town at a height of 4,337ft above airfield elevation. The average height of Gatwick aircraft passing over the town was 6933 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 remained high at 93.70% which is slightly

down on the previous quarter although it should be noted that historically CDA performance tends to drop

off during the winter months. The 12 month rolling average for night time achievement is now 93.96% of all

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

Dec 2010 of 93.94%.

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

Jan-11 345 19 94.49% 145 9 93.79% 200 10 95.00%

Feb-11 347 29 91.64% 112 8 92.86% 235 21 91.06%

Mar-11 381 26 93.18% 249 14 94.38% 132 12 90.91%

Apr-11 805 58 92.80% 406 19 95.32% 399 39 90.23%

May-11 1030 68 93.40% 192 12 93.75% 838 56 93.32%

Jun-11 1237 48 96.12% 269 6 97.77% 968 42 95.66%

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%

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CORE NIGHT PERIOD COMPLIANCE RATE GRAPH

Core night-time CDA compliance rate

80.00%

82.00%

84.00%

86.00%

88.00%

90.00%

92.00%

94.00%

96.00%

98.00%

100.00%

Apr-10

May-10

Jun-10

Jul-10

Aug-10

Sep-10

Oct-10

Nov-10

Dec-10

Jan-11

Feb-11

Mar-11

Apr-11

May-11

Jun-11

Jul-11

Aug-11

Sep-11

Oct-11

Nov-11

Dec-11

Month

CDA Acheivement rate

DAYTIME AND SHOULDER PERIOD

Comment:

The daytime and shoulder period achievement rate for this period (Q4 2011) is 90.67% compared to

89.69% for Q3 2011. The twelve month period to the end of Dec 2011 shows an achievement rate of 90.18

% compared to 89.31% for the same period ending Dec 2010.

BREAKDOWN OF DAYTIME & SHOULDER PERIOD DATA

All Arrivals

08R Easterly Arrivals 26L Westerly Arrivals

Month Total Non CDA

CDA Total Non CDA CDA Total Non CDA

CDA

Jan-11 8856 896 89.88% 3821 392 89.74% 5035 504 89.99%

Feb-11 8289 902 89.12% 2477 273 88.98% 5812 629 89.18%

Mar-11 9386 837 91.08% 6048 537 91.12% 3338 300 91.01%

Apr-11 9584 913 90.47% 5430 540 90.06% 4154 373 91.02%

May-11 10224 943 90.78% 2136 192 91.01% 8088 751 90.71%

Jun-11 10172 1026 89.91% 2474 241 90.26% 7698 785 89.80%

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%

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DAY & SHOULDER PERIOD COMPLIANCE RATE GRAPH

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

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Jan-11

Feb-11

Mar-11

Apr-11

May-11

Jun-11

Jul-11

Aug-11

Sep-11

Oct-11

Nov-11

Dec-11

Month

Percentage CDA

24 HOUR PERIOD

Comment:

The 24 hour CDA achievement rate for the year ended Dec 2011 was 90.49%, compared to 89.73% for the

corresponding period to Dec 2010. Most months this year have seen achievement rates close to or above

90%.

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

Jan-11 9201 915 90.06% 3966 401 89.89% 5235 514 90.18%

Feb-11 8636 931 89.22% 2589 281 89.15% 6047 650 89.25%

Mar-11 9767 863 91.16% 6297 551 91.25% 3470 312 91.01%

Apr-11 10389 971 90.65% 5836 559 90.42% 4553 412 90.95%

May-11 11254 1011 91.02% 2328 204 91.24% 8926 807 90.26%

Jun-11 11409 1074 90.59% 2743 247 91.00% 8666 827 90.46%

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%

19

24 HOUR PERIOD COMPLIANCE RATE

Gatwick 24 Hr Period CDA Achievement

70%

75%

80%

85%

90%

95%

100%

Jan-11

Feb-11

Mar-11

Apr-11

May-11

Jun-11

Jul-11

Aug-11

Sep-11

Oct-11

Nov-11

Dec-11

Month

Percentage CDA Achievement

% CDA

3 per. Mov. Avg. (% CDA)

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 are 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 October, November and December 2011 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 46 (or 0.22%) of westerly arrivals passing through the 7nm gate during the quarter that were greater

than 100ft lower than 2000ft (this equates to a height in ANOMS of 1698ft see below) The lowest recorded

height at 7nm on ANOMS was 1,663ft.

20

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 28,145 arrivals

recorded by ANOMS this quarter, 32 (0.11%) 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 12 ‘go-

arounds’ that were included within the total of 32, although for the sake of clarity these tracks are not

included in the map illustrated. Of the 20 arriving flights that were not ‘go-arounds’ 14 were more than 100ft

below the altitude of 2000ft.

MAP ILLUSTRATING THE ANOMS LATE ANALYSIS GATES WITH URBAN AREA ANNOTATED

21

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.

JOINING POINT GRAPH

Night Joining Point

0

2

4

6

8

10

12

Apr-10

May-10

Jun-10

Jul-10

Aug-10

Sep-10

Oct-10

Nov-10

Dec-10

Jan-11

Feb-11

Mar-11

Apr-11

May-11

Jun-11

Jul-11

Aug-11

Sep-11

Oct-11

Nov-11

Dec-11

Month

% Joining at less than 10nm

% Joining below 3000ft (measured to 2598f t)

% Joining below 3000ft (measured to 2798f t)

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.

22

GO-AROUND DATA 2003 - 2011

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

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) / other

Comment:

This quarter the most common reasons for go-arounds were ‘runway occupied’ (40) ‘unstable approach’

(19), windshear (13) and Insecure cabin (6).

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

descriptions from operating, also to limit the number of occasions on which other aircraft may take off or

land.

23

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:

Winter season 2011 came in to operation at 02:00 hours 30thOctober 2011, and the season limits are 2,000 QC points and 3,250 movements. A mid season report sent to 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 intends to make an announcement this year on their proposed way forward

on night noise, including arrangements for a detailed consultation on a new night flying regime for

Heathrow, Gatwick and Stansted airports.

Dispensations - There were no dispensations during the Summer 2011 season.

QC4, QC8 and QC16 movements

There were no QC8 or QC16 movements during either the ‘night quota’ or ‘shoulder periods’, and no QC4 movements during the ‘night quota period’.

24

AIRPORT MOVEMENTS and QUOTA SUMMARY

London Gatwick

To Week 9 (30 October 2011 to 31 December 2011 inc)

Season Quota Points Limit

Quota Points Carried Over

Season Movement Limit

Movements Carried Over

2000.00

0.00

3250

0 3250 Total Quota Points Allowed Total Movements Allowed 2000.00

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. 05/11/2011 58 55 27.50 23 23.00 12 24.00 0 0 0.00 0 0.00 2 89.00 0 0 134 16 14.50 0 150 1 0.00 148 89.3 10.7 12/11/2011 17 17 8.50 5 5.00 11 22.00 0 0 0.00 0 0.00 2 39.75 0 0 45 7 4.25 0 52 2 0.00 50 86.5 13.5 19/11/2011 20 15 7.50 7 7.00 8 16.00 0 0 0.00 0 0.00 5 35.50 0 0 49 6 5.00 0 55 3 0.00 50 89.1 10.9 26/11/2011 37 21 10.50 5 5.00 13 26.00 0 0 0.00 0 0.00 4 50.75 0 0 68 12 9.25 0 80 4 0.00 76 85.0 15.0 03/12/2011 19 18 9.00 4 4.00 13 26.00 0 0 0.00 0 0.00 2 43.75 0 0 52 4 4.75 0 56 5 0.00 54 92.9 7.1 10/12/2011 23 13 6.50 4 4.00 12 24.00 0 0 0.00 0 0.00 4 40.25 0 0 50 6 5.75 0 56 6 0.00 52 89.3 10.7 17/12/2011 32 21 10.50 7 7.00 12 24.00 0 0 0.00 0 0.00 4 49.50 0 0 68 8 8.00 0 76 7 0.00 72 89.5 10.5 24/12/2011 42 25 12.50 12 12.00 10 20.00 0 0 0.00 0 0.00 0 55.00 0 0 83 6 10.50 0 89 8 0.00 89 93.3 6.7 31/12/2011 28 17 8.50 8 8.00 9 18.00 0 0 0.00 0 0.00 0 41.50 0 0 59 3 7.00 0 62 9 0.00 62 95.2 4.8 TOTALS 276 69.00 202 101.00 75 75.00 100 200.00 0 0.00 0 0.00 0 0.00 445.00 653 23 0 0 0 608 68 676 89.9 10.1

Quota Points Available 1555.00

Quota Points % Used

Movements Available

Movements % Used

2597

20.1

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:

22.3

03 January 2012 Page 1 of 1 Version 1.4.7

25

Map showing the location of callers (Q4 2011)

26

Consultative Committee Report

Period From 01/10/2011 to 31/12/2011

Gatwick Airport Limited

Aircraft Movements

Period

Arrivals

Departures

Movements

01/10/2011 to 31/12/2011

28255

28275

56530

27691

27664

55355

01/10/2010 to 31/12/2010

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

Analysis of Complaints

01/10/2011 to 31/12/2011 01/10/2010 to 31/12/2010

Number of Callers

Number of Contacts

64

102

412

49

92

721

GAL Investigated enquiries relating to

aircraft departures


aircraft arrivals


Ground Noise


Other Complaint Types

127

239

40 44

664

2 0

17

Enquiries as a % of Total Aircraft movements 0.73% 1.30%

Monday, January 23, 2012 Page 1 of 5 V1.5

27


Period From 01/10/2011 to 31/12/2011


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 (01-10-2011 to 31-12-2011)

Callers per

Subject Contacts per

Subject Enquiries per

Subject

352 65 42 Aircraft Noise

33 21 12 Low Flying

7 7 4 Track Keeping

7 7 4 Night - General

4 4 2 Increased Flights

4 3 3 Arrivals - General

2 2 2 Night - Early Morning

1 1 1 Odour

1 1 1 Other

1 1 1 Go round

1 1 1 Property Enquiry

1 1 1 General Noise Enquiry

1 1 1 Specific Noise Enquiry

1 1 1 Noise Literature Request

1 1 1 Arrivals - Under Path from Stack

0 0 0 Policy

0 0 0 Safety

0 0 0 Under NPR

0 0 0 Engine Runs

0 0 0 Helicopters

0 0 0 Unspecified

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


28


Period From 01/10/2011 to 31/12/2011




Current Period (01-10-2011 to 31-12-2011)

Callers per


Subject Enquiries per

Subject

0 0 0 Departures - General

0 0 0 Fire Training Ground

0 0 0 Vortex Strike Damage

0 0 0 Arrivals - Under Stack

0 0 0 Ground Noise - General

0 0 0 Health/Pollution Levels

0 0 0 Aircraft Operation on the Ground


29


Period From 01/10/2011 to 31/12/2011


Enquiries per


Subject Callers per

Subject



Previous Period (1-10-2010 to 31-12-2010 )

Low Flying 10 27 445

Aircraft Noise 28 43 393

Arrivals - General 5 13 196

Increased Flights 9 14 129

Night - General 4 8 20

Track Keeping 13 17 17

Night - Early Morning 4 4 4

Departures - General 3 3 3

Other 2 2 2

Property Enquiry 2 2 2

Vortex Strike Damage 1 1 1

Noise Literature Request 1 1 1

Odour 0 0 0

Policy 0 0 0

Safety 0 0 0

Go round 0 0 0

Under NPR 0 0 0

Engine Runs 0 0 0

Helicopters 0 0 0

Unspecified 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

General Noise Enquiry 0 0 0


30


Period From 01/10/2011 to 31/12/2011


Enquiries per


Subject Callers per

Subject



Previous Period (1-10-2010 to 31-12-2010 )

Arrivals - Under Stack 0 0 0

Ground Noise - General 0 0 0

Specific Noise Enquiry 0 0 0

Health/Pollution Levels 0 0 0

Aircraft Operation on the Ground 0 0 0

Arrivals - Under Path from Stack 0 0 0


31

Period From 01/10/2011 to 31/12/2011

Aircraft Noise Enquiries - Administrative Localities

London Gatwick

Locality Enquiries Contacts Callers

Capel 1 1 1

Cranleigh 1 2 2

Crawley 5 5 7

Dorking 3 3 3

Dormansland 2 2 2

East Grinstead 1 2 2

Edenbridge 15 30 109

Forest Row 1 1 1

Gatwick 1 1 1

Godstone 1 4 4

Handforth 1 1 1

Haywards Heath 2 2 2

Hever 1 7 7

Hookwood 1 1 1

Horley 13 14 14

Horsham 2 3 3

Leith Hill 1 1 1

Lindfield 1 1 1

Lingfield 3 8 86

Lowfield Heath 1 1 1

Marsh Green 2 6 158

Newchapel 1 1 1

Newdigate 2 4 4

Nutley 1 1 1

Reigate 1 1 1

Ross-On-Wye 1 1 1

Warnham 1 1 1

Total 66 105 416

Monday, January 23, 2012 Page 1 of 1 V1.4.2

32

Produced by the Gatwick Airport Flight Evaluation Unit.

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

Flight Evaluation Unit


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 2011

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