- 1 - FLIGHT EVALUATION UNIT QUARTERLY REPORT FOR THE PERIOD APRIL TO JUNE 2010 INTRODUCTION Gatwick is the busiest single runway international airport in the world. It is the second largest airport in the UK and the eighth-largest in Europe in terms of passengers handled. In 2009, Gatwick handled 32 million passengers from its single runway. Security, safety and responsibly managing our environmental impact are always our top priorities. As Gatwick establishes itself as a truly independent, major, competitive airport, one important development has been the re-establishment of Gatwick’s own Flight Evaluation Unit. This team is responsible for recording, investigating and responding to aircraft noise enquiries, and monitoring airline compliance to noise mitigation measures as detailed in the UK Aeronautical Information Publication. The 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. ABOUT THIS REPORT 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. AIR TRAFFIC MOVEMENT OVERVIEW During the period April to June 2010, Gatwick Airport had a total of 60,357 air traffic movements, of which 50% operated on the westerly runway and 50% operated on the easterly runway. This represents an approximate 8% reduction in traffic when compared to the same period last year. FEU COMMENTARY During this period, the entire aviation industry experienced unprecedented disruption as a result of the eruption of Iceland’s Eyafjallajokull volcano and the subsequent airspace restrictions imposed on northern Europe. In view of this, the Secretary of State for Transport allowed a number of dispensations during the night quota period to facilitate the prompt resumption of air traffic following the reopening of UK airspace. Details of dispensations granted by the Department for Transport to the night flying restrictions are detailed later in this report. On 14 th April, the FEU Manager, Head of Climate Change & Environmental Strategy and Head of Public Affairs attended a meeting of the Leigh Residents Association. This was an excellent opportunity to take questions on the future direction of an independent and competitive Gatwick Airport and matters related to aircraft noise and the environment. The Gatwick Noise Monitoring Group met in May and an update is provided later in this report.
Transcript
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FLIGHT EVALUATION UNIT
QUARTERLY REPORT FOR THE PERIOD APRIL TO JUNE 2010
INTRODUCTION Gatwick is the busiest single runway international airport in the world. It is the second largest airport in the UK and the eighth-largest in Europe in terms of passengers handled. In 2009, Gatwick handled 32 million passengers from its single runway. Security, safety and responsibly managing our environmental impact are always our top priorities. As Gatwick establishes itself as a truly independent, major, competitive airport, one important development has been the re-establishment of Gatwick’s own Flight Evaluation Unit. This team is responsible for recording, investigating and responding to aircraft noise enquiries, and monitoring airline compliance to noise mitigation measures as detailed in the UK Aeronautical Information Publication. The 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. ABOUT THIS REPORT 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. AIR TRAFFIC MOVEMENT OVERVIEW During the period April to June 2010, Gatwick Airport had a total of 60,357 air traffic movements, of which 50% operated on the westerly runway and 50% operated on the easterly runway. This represents an approximate 8% reduction in traffic when compared to the same period last year. FEU COMMENTARY During this period, the entire aviation industry experienced unprecedented disruption as a result of the eruption of Iceland’s Eyafjallajokull volcano and the subsequent airspace restrictions imposed on northern Europe. In view of this, the Secretary of State for Transport allowed a number of dispensations during the night quota period to facilitate the prompt resumption of air traffic following the reopening of UK airspace. Details of dispensations granted by the Department for Transport to the night flying restrictions are detailed later in this report.
On 14th April, the FEU Manager, Head of Climate Change & Environmental Strategy and Head of Public Affairs attended a meeting of the Leigh Residents Association. This was an excellent opportunity to take questions on the future direction of an independent and competitive Gatwick Airport and matters related to aircraft noise and the environment. The Gatwick Noise Monitoring Group met in May and an update is provided later in this report.
Complaint response performance target is 95% within 8 days (quarterly figures) ▼
99.10 90.58
West/East Runway Split (%) ▼ 65/35 70/30 68/32
PERFORMANCE HEADLINES Over a 12 month average, all of the CDA indicators for the various time periods are again ‘green.’ This illustrates a pleasing year on year improvement for this metric. There has been a decline in track keeping performance compared to the same period last year. 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. Most of track deviations occur on the 26 Lambourne wrap around route and this route accounts for the largest proportion of deviations. Further details on track keeping will follow later in this report. The percentage of enquiries that have been responded to with in 8 days was 99.10%. AIRPORT OPERATIONS During the quarter, there were a total of 60357 fixed wing aircraft movements at Gatwick, which were evenly split between westerly and easterly operations. This roughly represents an 8% drop in aircraft traffic compared to the same period in 2009. Volcanic activity resulted in the closure of UK airspace from about 13:00 on 15th April until 21:00 on 20th April. There were also further periods of disruption to some parts of UK airspace on 3rd-5th May and 16/17th May which caused a limited number of cancellations and delays at Gatwick. During May the most significant day of disruption was 17th May when movements were down to 493. During this time there were 132 movements from the northern runway which was utilised on 18 different dates. The Northern runway is normally only utilised during the night when maintenance on the main runway is planned. The two runways cannot be operated simultaneously. AIRLINE COMMUNICATIONS The Flight Operations Performance & Safety Committee (FLOPSC) met once during this quarter. This committee now meets bi-monthly. At this meeting 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 were discussed. Among the issues
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recently highlighted are the significant improvement in CDA performance and the current process of reporting track deviations to airlines. A member of the Gatwick Airport Consultative Committee attended the FLOPSC meeting in order to gain an overview of its purpose and matters discussed. This was well received by all present. The FEU is currently looking at historical track keeping statistics to try and establish if the observed drop in track keeping performance is due to differences in recording methods or if there have been any contributing factors. As part of our normal process the FEU sends details of track deviations to each offending airline so that those details can be passed on to the relevant training captain or chief pilot so that they can work with their flight crews to improve future performance. 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. A review of airline performance is underway and the FEU has already identified some additional airlines that are currently performing below the all airline average. It is our intention to add these to the current list of airlines who already receive regular data on individual flights, in order to identify areas for improvement. SUSTAINABLE AVIATION The FEU is represented on the S.A Ops Improvements Group. Sustainable Aviation 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. The ‘mission statement’ of this group is ‘Working with the industry in the UK and internationally to trial & implement innovative low noise and emissions procedures.’ Progress made to date includes departures code of practice interim papers, ‘Towards the Perfect Flight DVD’ and a ‘Perfect Flight’ live trial. COMMUNITY COMMUNICATIONS The END Noise Action Plan is currently with the Secretary of State awaiting approval. This was delayed by the General Election and subsequent change of Government. It is expected to be adopted soon. Gatwick Airport Limited provides a facility on its website called ‘webtrack.’ This allows members of the public to track flights in their area and find out information about it. Since its introduction this has proven to be very popular and a useful tool for communities affected by noise. The FEU are currently in the process of updating and simplifying the Gatwick Noise website and planning to introduce an upgrade to the ‘webtrak’ service offered within the site. The noise complaint handling policy which was rolled out in December 2008 was amended in May 2010 to reflect the change in ownership of the airport however the process remains the same. The FEU has experienced increased activity from some of our regular callers who have been attempting to reopen previous complaints and also new regular callers have arisen during this period. In order to provide a co-ordinated and accurate response to complaints, the FEU engages actively with colleagues within NATS and other organisations.
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The following graph shows the number of ‘webtrak’ hits since Jan 2008 (*no data for Jul & Aug 09)
Webtrak hits
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Webtrak hits
THE GATWICK NOISE MONITORING GROUP The FEU chairs a quarterly meeting known as the Gatwick Noise Monitoring Group (GNMG). This is where Local Authority technical experts and independent consultants meet with Gatwick Airport Limited 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 the format the data should be reported to the NaTMAG and the wider community. There are currently 5 active monitors located around the Gatwick area (Lingfield, Oakwood Hill, Tinsley Green, Rusper and Slinfold) that form part of the community noise monitoring program first established in the late 1990s and featuring as a commitment in the original Sustainable Development Strategy. In addition to the five monitors detailed above there is a monitor in the Capel area. It is proposed that this will be moved to a new location in the near future. There is also an inactive monitor at Hever. Again, it is planned to move this monitor to a new location when it becomes available. A monitor that was previously situated at Horley was moved to Tinsley Green during Q1 2010 after consultation with the Gatwick Noise Monitoring Group. Trends over several years have been monitored and reported to NaTMAG. Long term trends in Leq have remained relatively constant over the past few years and the most recent results do not show any alteration from this. Lmax data is also tracked and the ANOMS system has enabled some greater resolution of this data for each site. The FEU and the GNMG make recommendations on certain matters to the NaTMAG based on technical merit. A recent piece of work mandated by NATMAG was the commissioning of a report by independent consultants Applied Acoustic Design studying noise in the village of Rusper over a 12 month period. It is envisaged that further reports will be undertaken in the future covering other locations. This report is in the final stages of preparation and will be completed soon.
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FLIGHT PERFORMANCE AND OPERATIONAL REPORTS
RUNWAY DIRECTION
Runway Modal Split
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Ju
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9
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Nov
-09
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Month
Percentage Westerly
Easterly
3 monthly mov avg (w esterly %)
THE UK AERONAUTICAL INFORMATION PUBLICATION
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 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 COMMENT BOX THAT FOLLOWS.
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INIITIAL 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 infringement of the 1000ft rule during the quarter. This was a Boeing 757-200 operated by Thomson fly which suffered a bird strike to the left engine on take off which affected the aircraft performance. As a result the aircraft had to return from airborne and the safe operation of the aircraft took priority. The majority of the aircraft which fail to meet this requirement at Gatwick tend to be smaller propeller driven types and there have been significant increases in the number of prop operations at Gatwick since 2006. The summer months are typically the peak period for aircraft failing to meet the1000ft requirement primarily due to the warmer weather. Data table:
Graph illustrating 1000ft performance 2004-2010
Departure Monitoring 1000ft (aal) from Start of Roll
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
2006 9
2007 13
2008 2
2009 0
2010 0
Comment: There were no infringements of the noise limits during the day time or shoulder periods during the quarter. Departure Noise Limits (Core night & Shoulders)
EGKK AD 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
2005 12
2006 2
2007 2
2008 2
2009 1
2010 0
Comment: There were no infringements of the noise limits during the night time or shoulder periods during the quarter.
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DEPARTURE TRACK KEEPING
LONDON GATWICK AIRPORT NOISE PREFERENTIAL ROUTES
Comment: The FEU is currently looking at historical track keeping statistics to try and establish whether there has been an actual drop in track keeping performance and whether there have been any contributing factors.
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: During this time period there was one departure on the Wizad NPR due to an oversight by an Air Traffic Controller. This aircraft was an easyJet A320 at 06:13 on 24 May 2010, and the Controller has since been reminded of this rule.
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: There was one departure that passed over Crawley town and also Horley. This was an Air Lingus EIN904 Airbus A320 on 17 May 11:16 at a height 8421ft. Air Traffic Control have confirmed that this flight was directed off the normal route because of weather avoidance.
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HORLEY OVER FLIGHT
MAP ILLUSTRATING OVER FLIGHT ANALYSIS ‘GATE’
GATE ANALYSIS
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DATA TABLE FOR HORLEY ANALYIS GATE
Month Depatures on 26LAM
Horley gate % through Horley gate
Oct-07 2108 81 3.84%
Nov-07 3051 193 6.33%
Dec-07 3075 148 4.81%
Jan-08 4002 116 2.90%
Feb-08 2407 69 2.87%
Mar-08 3566 195 5.47%
Apr-08 3070 150 4.89%
May-08 704 28 3.98%
Jun-08 4143 154 3.72%
Jul-08 3523 122 3.46%
Aug-08 4907 132 2.69%
Sep-08 2654 50 1.88%
Oct-08 4295 143 3.33%
Nov-08 2122 118 5.56%
Dec-08 2259 112 4.96%
Jan-09 2122 47 2.21%
Feb-09 2117 96 4.53%
Mar-09 2873 115 4.00%
Apr-09 1959 28 1.43%
May-09 3038 55 1.81%
Jun-09 2556 63 2.46%
Jul-09 4571 77 1.68%
Aug-09 4970 89 1.79%
Sep-09 3036 96 3.16%
Oct-09 2887 101 3.50%
Nov-09 3545 39 1.10%
Dec-09 2450 79 3.22%
Jan-10 2024 85 4.20%
Feb-10 2212 63 2.85%
Mar-10 2681 82 3.06%
Apr-10 2076 60 2.89%
May-10 2159 62 2.87%
Jun-10 2420 74 3.06%
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ARRIVALS Continuous Descent Approach (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.
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 there has been an improvement in the core night-time CDA achievement rate, compared to the Jan-march 2010 period, up from 91.80% to 94.78%. The 12 month rolling average for night time achievement is now at 93.74% of all arrivals. This compares with an average achievement rate for the preceding twelve month period ended June 2009 of 90.07% .
BREAKDOWN OF CORE NIGHT CDA DATA
Month All Arrivals 08 Easterly Arrivals 26 Westerly Arrivals
Comment: The twelve month period to the end of June 2010 shows a day and shoulder achievement rate of 88.42 % compared to 86.23 for the previous year ended March 2009, another significant improvement. The achievement rate for Quarter 1 2010 was 88.03% but 90.13% in quarter 2.
Comment: The 24 hour CDA achievement rate for the year ended June 2010 was 88.75%, compared to 86.52% for the corresponding period to June 2009. The monthly achievement rate has shown consistent improvement this year with most months in 2010 above 90%.
BREAKDOWN OF 24 HOUR PERIOD DATA
All Arrivals 08R Easterly Arrivals 26L WesterlyArrivals
GATWICK 24 HOUR PERIOD 24 HOUR PERIOD CDA ACHIEVEMENT
Gatwick 24 Hr Period CDA Achievement
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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 ares 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 200ft (Gatwick QNH). NB. 2000 ft – (202ft (airfield elevation) + 100ft (radar/ILS tolerance)) = 1698ft on ANOMS.
Comment: Tracks were analysed for April, May and June 2010 and other than a small number of ‘go arounds,’ there were no arrivals below 3000ft over the towns of East Grinstead, Horsham, Crawley or Horley. A gate at 7 nautical miles (nm) from touchdown was used to analyse tracks over the Lingfield area. There were 12 or (0.08%) 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 1660ft.
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 30093 arrivals during this quarter, 57 (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. Of these 57 flights, 28 were more than 100ft below the altitude of 2000ft. There were 12 ‘go arounds’ and 2 calibration flights that were included within the total of 57, although for the sake of clarity these tracks are not included in the map illustrated.
MAP ILLUSTRATING THE ANOMS LATE ANALYSIS GATES WITH URBAN AREA ANNOTATED
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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
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% Joining at less than 10nm
% Joining below 3000f t (measured to 2598f t )
% Jo ining below 3000f t (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. There are many reasons for this procedure. For example on the ground, a previously landed aircraft may be slow to vacate the runway, a departure may be slow to take off after receiving take off clearance or the runway may be closed for inspection by Airfield Operations personnel following a report of debris or other contamination on the runway. In the air a pilot may report a temporary technical problem that would prevent landing or passengers may not be seated in which case the cabin is deemed to be insecure. Adverse weather conditions such as cross winds can also cause a go around.
Comment: The number and reasons for go-arounds are routinely discussed at FLOPC 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 and familiar with. Gatwick Airport Limited 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 Windshear Birdstrike IRVR Technical Problem
FOD Other
This quarter the most common reasons for go-arounds were ‘runway occupied’ (28) ‘unstable approach’ (28), ‘technical problem’ (16) and birdstrike (6). NIGHT FLIGHTS 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 make take off or land. 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), were other restrictions apply to the scheduling and operation of aircraft of specified descriptions. Comment: The mid season figures for the summer season 2010 are detailed in the following data. Up until week 15 there was approximately 35% of the available movements quota used. The end of season forecast is that 90% of the quota will be utilised. The quota limits for this season are 11200 movements and 6400 QC (quota count) points.
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Dispensations In view of the exceptional disruption to UK airspace caused by the volcanic eruption in Iceland the DfT authorised the airport to disregard movements from the night flying restrictions. In order to assist in a rapid return to normal air traffic patterns and the repatriation of passengers, a total of 46 flights that were in addition to the normal schedule were dispensed. Details of all dispensations have been recorded and passed to the DfT. QC4, QC8 and QC16 movements There have been no QC8 or QC16 movements during either the ‘night quota’ or ‘shoulder periods’. There were also no unscheduled or scheduled QC4 movements during the ‘night quota’ period. Summary Details of night quota period movements up until week 15 are illustrated in the following table.
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DfT Report
Created by Brendan Sheil on 12/07/2010 13:56:08 Report Title: DfT Report to week 15 Report Period: Summer 2010 Report Status: Draft GATWICK AIRPORT MOVEMENTS and QUOTA SUMMARY To Week 15 (28 March 2010 to 10 July 2010 inc.)
Season Quota Points Limit 6400.00 Season Movement Limit 11200
Quota Points Carried Over 0.00 Movements Carried Over 0
Total Quota Points Allowed 6400.00 Total Movements Allowed 11200
Wk
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Week
Ending
Date
QC0.
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25
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Value
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No.
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Value
QC2
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Value
QC4
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Value
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Value
QC1
6 No.
QC16
Value
Total
Quota
Value
Mvmts
Agains
t Limit
Exmpt
Types
Not
Cnt'd
Delay
s
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Cnt'd
DTLR
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Cnt'd
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Total
Rnwy Mvmts
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2
3
4
5
6
7
8
9
10
11
12
13
14
15
03/04/10
10/04/10
17/04/10
24/04/10
01/05/10
08/05/10
15/05/10
22/05/10
29/05/10
05/06/10
12/06/10
19/06/10
26/06/10
03/07/10
10/07/10
112
108
69
60
85
123
154
143
195
182
181
203
195
212
225
28.00
27.00
17.25
15.00
21.25
30.75
38.50
35.75
48.75
45.50
45.25
50.75
48.75
53.00
56.25
49
40
25
35
54
52
66
49
71
82
77
77
78
79
68
24.50
20.00
12.50
17.50
27.00
26.00
33.00
24.50
35.50
41.00
38.50
38.50
39.00
39.50
34.00
20
30
10
28
30
35
40
41
47
55
48
53
51
61
59
20.00
30.00
10.00
28.00
30.00
35.00
40.00
41.00
47.00
55.00
48.00
53.00
51.00
61.00
59.00
14
12
11
10
16
14
7
9
13
15
14
8
8
11
14
28.00
24.00
22.00
20.00
32.00
28.00
14.00
18.00
26.00
30.00
28.00
16.00
16.00
22.00
28.00
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
100.50
101.00
61.75
80.50
110.25
119.75
125.50
119.25
157.25
171.50
159.75
158.25
154.75
175.50
177.25
195
190
115
133
185
224
267
242
326
334
320
341
332
363
366
1
0
0
8
2
4
3
3
1
3
2
6
0
5
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
23
23
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
172
175
103
122
167
199
240
220
303
304
288
313
297
324
336
87.8
92.1
89.6
74.4
79.5
87.3
88.9
89.8
92.7
90.2
89.4
90.2
89.5
88.0
90.8
24
15
12
42
43
29
30
25
24
33
34
34
35
44
34
12.2
7.9
10.4
25.6
20.5
12.7
11.1
10.2
7.3
9.8
10.6
9.8
10.5
12.0
9.2
196
190
115
164
210
228
270
245
327
337
322
347
332
368 370
TOTAL
S
2247 561.7
5
902 451.0
0
608 608.00 176 352.0
0
0 0.00 0 0.00 0 0.00 1972.7
5
3933 42 0 46 0 3563 88.6 458 11.4 4021
Quota Points Available 4427.25 Movements
Available
7267 Note 1 Not Cnt'd
Delays:
Delays likely to lead to serious congestion and delays resulting from widespread disruption of Air Traffic.
Quota Points % Used 30.8% Movements % Used 35.1% Note 2 Not Cnt'd DfT: Exemptions granted by DfT (VIP Passengers, Emergency Relief)
- 20 -
Map illustrating the location of complainants (April – June 2010)
CO
MP
LA
INT
S A
NA
LY
SIS
- 21 -
Consultative Committee Report
Period From 1/04/2010 to 30/06/2010
Gatwick Airport Limited
Aircraft Movements
Period
Arrivals
Departures
Movements
01/04/2010 to 30/06/2010
30176
30181
60357
32725
32733
65458
1/04/2009 to 30/06/2009
Note : Aircraft movement figures are from National Air Traffic Services Movement Statistics
Analysis of Complaints
01/04/2010 to 30/06/2010 01/04/2009 to 30/06/2009
Number of Callers Number of Contacts Number of Enquiries
150
285
918
155
280
550
GAL Investigated enquiries relating to aircraft departures
GAL Investigated enquiries relating to aircraft arrivals
GAL Investigated enquiries relating to Ground Noise
GAL Investigated enquiries relating to Other Complaint Types
24
303
127 590
376
1 0
47
Enquiries as a % of Total Aircraft movements 1.52 0.84
Wednesday, August 11, 2010 Page 1 of 5 V1.5
- 22 -
Consultative Committee Report
Period From 1/04/2010 to 30/06/2010
Gatwick Airport Limited
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 (01-04-2010 to 30-06-2010)
Callers per Subject
Contacts per Subject
Enquiries per Subject
419 138 85 Aircraft Noise 160 89 59 Low Flying 131 14 9 Arrivals - General 94 44 21 Night - General 35 29 26 Track Keeping 34 34 32 Increased Flights 21 21 20 Night - Early Morning 15 10 8 Departures - General 4 4 4 Go round 3 3 3 Helicopters 3 3 3 Fuel Jettisoning 3 3 3 Property Enquiry 2 2 2 Ground Noise - General 1 1 1 Safety 1 1 1 Under NPR 1 1 1 Engine Runs 1 1 1 Arrivals - Under ILS 1 1 1 Arrivals - Under Path from Stack 0 0 0 Odour 0 0 0 Other 0 0 0 Policy 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 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 Change to Easterlies 0 0 0 Change to Westerlies 0 0 0 Fire Training Ground
Wednesday, August 11, 2010 Page 2 of 5 V1.5
- 23 -
Consultative Committee Report
Period From 1/04/2010 to 30/06/2010
Gatwick Airport Limited
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 (01-04-2010 to 30-06-2010)
Callers per Subject
Contacts per Subject
Enquiries per Subject
0 0 0 Vortex Strike Damage 0 0 0 General Noise Enquiry 0 0 0 Arrivals - Under Stack 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
Wednesday, August 11, 2010 Page 3 of 5 V1.5
- 24 -
Consultative Committee Report
Period From 1/04/2010 to 30/06/2010
Gatwick Airport Limited
Enquiries per Subject
Contacts per Subject
Callers per Subject
Subject of Enquiries Received
Note: Figures for this report are based on the date of the reported incident, not the date the call was received
Previous Period (1-04-2009 to 30-06-2009 )
Aircraft Noise 105 201 449
Low Flying 86 171 409
Arrivals - General 16 58 234
Increased Flights 48 69 120
Track Keeping 59 73 80
Night - General 18 20 22
Departures - General 13 16 18
Night - Early Morning 12 12 12
Property Enquiry 3 3 3
Other 2 2 2
Go round 2 2 2
Change to Easterlies 2 2 2
Safety 1 1 1
Under NPR 1 1 1
Engine Runs 1 1 1
Helicopters 1 1 1
Fuel Jettisoning 1 1 1
Aircraft Emissions 1 1 1
Insulation Request 1 1 1
Vortex Strike Damage 1 1 1
General Noise Enquiry 1 1 1
Arrivals - Under Stack 1 1 1
Ground Noise - General 1 1 1
Arrivals - Under Path from Stack 1 1 1
Odour 0 0 0
Policy 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
Chimney Emissions 0 0 0
Other Ground Noise 0 0 0
Start of Roll Noise 0 0 0
Arrivals - Under ILS 0 0 0
Wednesday, August 11, 2010 Page 4 of 5 V1.5
- 25 -
Consultative Committee Report
Period From 1/04/2010 to 30/06/2010
Gatwick Airport Limited
Enquiries per Subject
Contacts per Subject
Callers per Subject
Subject of Enquiries Received
Note: Figures for this report are based on the date of the reported incident, not the date the call was received
UNUSUAL TRACKS This arriving Flybe Dash 8- 400 had to take an unusual route due to the runway being unavailable for arriving flights for several minutes. During this time aircraft were put into holding patterns.
