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Gatwick Airport Flight Performance Team

Quarterly report for the period April to June 2013

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 34 million passengers every year.

Gatwick is one of the top ten international airports in the world and the second largest in the UK. Around 90 carriers operate from the airport including British Airways, Easyjet, Emirates, Monarch Airlines, Thomas Cook, Thomson Airways and Virgin Atlantic. It is the best connected point-to-point airport in Europe welcoming almost 34.2 million passengers a year (Apr-Mar 2012/13) flying to more than 200 destinations.

The airport is 28 miles south of London with excellent public transport links. Gatwick Airport is owned by a group of international investment funds, of which Global Infrastructure Partners (GIP) is the controlling shareholder. Over the next 10 years we want Gatwick to become London’s airport of choice delivering great service to more than 40 million passengers each year.

Security, safety and responsibly managing our environmental impact are always our top priorities.

About this report

This report is produced by the Gatwick Flight Performance Team (FPT). This team is responsible for

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

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

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

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

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

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

community noise monitoring programme and an analysis of complaints / enquires received during the

period.

Flight Performance Team commentary

We are pleased to announce that following a successful tender process the new noise and track keeping

supplier to Gatwick airport is now Casper BV, based in Holland. Casper Noise is a state-of-the-art noise and

track monitoring system that is specifically designed as an intuitive system for noise and aircraft track

analysis. In developing the system close attention has been paid to easing analysis and reporting, in order

to improve the quality and efficiency of communication to all stakeholders. The new system came on line

on the 1st April 2013. The minutes from the previous NaTMAG meetings and previous quarterly and annual

reports are now available on the new Gatwick website. www.gatwickairport.com/noise

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Key Monitoring Indicators – 2nd Quarter 2013

12 month averages

Parameter Current year Previous year 2006 Baseline

Track keeping performance (% on track) ▲ 97.83 97.57 98.17

24hr CDA (% achievement) ▼ 88.83 89.98 80.79

Day/Shoulder CDA (% achievement) ▼ 88.96 89.99 79.90

Core night CDA (% achievement) ▼ 87.91 89.35 89.60

1000ft Infringements (No.) ▼ 0 3 11

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

Departure Noise Infringements (Day) - 0 0 10

Departure Noise Infringements (Night/Shoulder)

▼

0

3

2

Callers ▲ 535 352 587

Noise complaints ▲ 2645 1897 4791

Enquiry response performance target is 95% within 8 days (quarterly)

▼ 97.58 98.36 KPI 95%

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

Performance Headlines

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

turned red. The primary reason for the drop in CDA performance is due to the main runway being out of

operation from 21:30 most nights whilst runway resurfacing was being carried out. These works

commenced in March 2012 and the major resurfacing element was completed in October, although some

work on the Rapid Exit Taxiways (RETs) and taxiways continued into 2013. It is expected that the night-

time achievement rate will continue to recover to its previous levels later in 2013. On a positive note the

drop in performance during the resurfacing was significantly less than that experienced when the runway

was last resurfaced in 2000. The FPT continues to work with airlines on improving their performance with

regular reviews and data gathering exercises. It should also be noted that historically CDA performance

during the winter months does drop off.

It is encouraging that track keeping performance has shown another small improvement on the previous

year’s performance. It should be noted that some Gatwick departure routes have turns of 90 and 180⁰ ⁰

which, when they were first designed, were easier to fly with older, slower aircraft, although they

remained lower on the route for longer. Track deviations occur on all routes. However at Gatwick Airport

the 26 Lambourne wrap around route has the largest proportion. Further details on track keeping will

follow later in this report.

As part of our continuing commitment to increase on track performance the FPT also continues to engage

with the airlines directly and through the Flight Operations Performance and Safety Committee on a range

of initiatives.

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During this period the number of complaints has increased by about 30% compared to the previous twelve

months and the number of individual callers to the Flight Performance Team has also increased by 40%.

The postcode areas with the greatest number of enquiries this quarter were, Lingfield, Edenbridge (which

includes surrounding villages) and East Grinstead. A breakdown of complaints is shown later in this report.

Airport Operations

During the quarter, there were a total of 66690 fixed wing aircraft movements at Gatwick, an increase in

traffic of about 4% compared to the same period in 2012. The direction of operation is determined by wind

direction and this quarter was split 64% on the westerly runway and 36% on the easterly runway. The

rolling 20 year average for the split in runway usage is approximately 70% westerly and 30% easterly.

Northern Runway (26R/08L) usage

During these three months there were a total of 1626 movements from the northern runway. The northern

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

however following the main runway resurfacing project in 2012, there been some continuing

reinstatement works throughout early 2013. Although Gatwick has a main runway and the ‘reserve’

northern runway, they cannot be operated simultaneously.

Enquiry response time

This quarter the percentage of enquiries that have been responded to within 8 days was 97.4%. A full

breakdown of enquiry subject information is produced later in this report.

Airline Communications

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

performance statistics in relation to the 1000ft by 6.5km from start of roll (SOR) requirement, departure

track keeping, departure noise infringements, and CDA statistics are routinely discussed.

As part of our normal process the FPT sends details of track deviations to the appropriate airline so those

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

crews to improve future performance. As part of our ongoing work with the airlines and NATS at FLOPSC,

there has been increased uptake in the number of departing flights being granted PRNAV departures,

which should in turn have an overall positive effect on departure track keeping performance. The FPT will

continue to monitor PRNAV uptake.

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

circulated to a much wider airline audience each month. This includes all domestic airlines and the majority

of foreign operators. As part of our on-going work in this area the FPT is working to ensure that all new

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airlines are acquainted with the noise abatement rules and are made aware of our published Arrivals Code

of Practice.

The FPT endeavours to send details of all track deviations or unusual activity to the appropriate airline and

frequently receives welcome feedback on measures employed by them to reduce further recurrences. The

FPT 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 makes recommendations to the Noise &

Track Monitoring Advisory Group (NATMAG) who are responsible for deciding the placement of monitors in

the local community. Mobile noise monitors are currently deployed at sites in Lingfield, Rusper, Okewood

Hill, Hever, Domewood and Billingshurst.

Sustainable Aviation

Gatwick Airport Ltd is a member of Sustainable Aviation. This is a long term strategy which sets out the collective approach of UK aviation to tackling the challenge of ensuring a sustainable future for our industry. Sustainable Aviation was launched in 2005 and brings together the main players from UK airlines, airports, manufacturers and air navigation service providers

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

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

The DCOP has been formally adopted by the Gatwick airline community who have signed up in principle to its commitments. Work continues on some aspects of the code, including a new tool to monitor continuous climb operations. The group is planning to produce a Road Noise map in 2013 that will outline the future aspirations of the industry to reduce the impact of aircraft noise over the coming years.

Community Communications

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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. The airport held its first noise seminar under GIP ownership in December 2012. The event brought together Gatwick’s top management team with responsibility for this area and a range of aviation and environmental experts. Its aim was to inform the local community representatives, politicians and business partners about current developments and future plans on noise within the airport and airline industry. A key part of the programme was to launch our Fly Quiet and Clean programme. This programme outlines our framework and commitment to how noise is managed at Gatwick now and into the future. This programme incorporates an Innovations Working Group made up of airline pilots and the head of airport corporate sustainability. The focus of the group, which meets on a regular basis, is to share best practice from around the aviation industry and investigate new techniques that may improve environmental performance at Gatwick. Further information about the seminar and the Fly Quiet and Clean programme is available on our website www.gatwickairport.com/business/noise.

Gatwick Flight Tracking

Following a successful tendering process the contact to provide Gatwick’s Noise and Track keeping system

was awarded to a new company called Casper based in Holland. The system became live on 1st April 2013

with an enhanced internet based flight tracking application which allows the public to track Gatwick flights

with a delay of less than 20 minutes, compared to a previous delay of 24 hours. The application has greater

functionality and an improved graphic interface with more detailed information available. All noise

monitors will now activate when highlighted (data is normally available with 1 hour on fixed and within 7

days on mobiles) and they now show the maximum noise reading (LMax) of aircraft passing close to a

monitor. Please visit: www.gatwickairport.com/noise

Our Enquiry Management Policy

A policy explaining how we respond to enquiries about specific persistent noise issues was established in

December 2008. This was amended in May 2010 and continues to be applied consistently by the FPT when

dealing with noise related enquiries. This policy is displayed on the Gatwick Airport noise website.

http://www.gatwickairport.com/business/noise/noise-enquiry/contact

In order to provide a co-ordinated and accurate response to public requests for information, the FPT

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 underwent a review in 2012 by a website design company to make it

more accessible and user friendly to the general public. The website provides detailed maps on aircraft

traffic around the airport as well as useful information on noise and statistics on aircraft movements. Links

provide access to community noise monitoring reports written by our independent noise consultant and

reviewed by the Gatwick Noise Monitoring Group, as well as access to quarterly and annual FPT reports,

which now includes details of the annual airline Continuous Descent Approach performance statistics.

Runway Direction

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.

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.

0.00%

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40.00%

50.00%

60.00%

70.00%

80.00%

90.00%

100.00%

Runway modal split %

Westerly Easterly

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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 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 the Noise and Track keeping system. For

example the requirement to join the ILS at 3000ft would equate to 2798ft in the Noise and Track keeping

system.

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.

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Comment:

There were no infringements of the 1000ft rule during this quarter.

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

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

1000ft Infringement Table

Year Total

Infringements Year

Total Infringements

Year Total

Infringements

2005 28 2008 11 2011 3

2006 11 2009 22 2012 2

2007 26 2010 6 2013 0

Graph illustrating 1000ft Performance

0

2

4

6

8

10

12

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

Air

cra

ft b

elo

w 1

,000ft

Month

Initial Climb Performance

2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

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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

Year Number of Day Infringements

Year Number of Day Infringements

2005 29 2008 2 2011 0

2006 9 2009 0 2012 0

2007 13 2010 0 2013 0

Comment:

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

Departure Noise Limits (Core night & Shoulders)

EGKK AD 2.21 (3(4)) Subject to sub-paragraphs (5) and (6) below, any aircraft shall, after take-off, be

operated in such a way that it will not cause more than 89 dBA Lmax by night (2300 to 0700 hours local

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

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

paragraph (2). This is to ensure that departing aircraft do not exceed the stated levels during the night and

shoulder periods.

Year

Number of Night &

Shoulder

Infringements

Year

Number of Night &

Shoulder

Infringements

Year

Number of Night &

Shoulder

Infringements

2005 12 2008 2 2011 4

2006 2 2009 1 2012 0

2007 2 2010 0 2013 0

Comment:

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

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DEPARTURES - TRACK KEEPING

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

They lead from the runway to the main UK air traffic routes, and form the first part of the Standard Instrument Departure routes (SIDs). The routes have not been altered since they were established in order to give people the predictability of knowing where noise from departing planes will be heard. Their location remains the responsibility of the Government. As an airport operator, Gatwick Airport Ltd has no authority to change them. Any significant changes to the NPR’s would be subject to a public consultation exercise.

Air Traffic Control (ATC) are responsible for the routing of aircraft once airborne and when 3,000 or 4,000ft

has been reached they may give a flight a more direct heading (known as vectoring) off the route. This is

subject to certain factors including weather conditions or other traffic in the vicinity.

An NPR is not narrow as aircraft are not obliged to follow any particular track within it, they may fly

anywhere within the corridor, 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. A map illustrated the Noise

Preferential Routes at Gatwick is available on our website.www.gatwickairport.com/noise

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 Performance Team 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. The on

track performance has decreased to 98.09% from the 99.17% performance rate measured in the 1st

quarter. On a positive note the rolling 12 month year on year period the on track performance stands at

97.83% as opposed to 97.57% for the 12 months ended June 2012.

Total Westerly Easterly

Month Deviations Departures %

Deviations Deviations Departures %

Deviations Deviations Departures %

Deviations

Jul-12 459 12214 3.76% 438 10613 4.13% 21 1601 1.31%

Aug-12 506 12524 4.04% 478 10272 4.65% 28 2250 1.24%

Sep-12 370 11713 3.16% 292 10210 2.86% 78 1498 5.21%

Oct-12 202 10881 1.86% 186 6079 3.06% 16 4787 0.33%

Nov-12 157 8241 1.91% 145 6699 2.16% 12 1542 0.78%

Dec-12 134 8597 1.56% 122 7139 1.71% 12 1458 0.82%

Jan-13 70 8272 0.85% 60 5087 1.18% 10 3185 0.31%

Feb-13 66 7850 0.84% 49 3505 1.40% 17 4345 0.39%

Mar-13 73 9234 0.79% 35 1823 1.92% 38 7411 0.51%

Apr-13 194 10151 1.91% 182 5974 3.05% 13 4177 0.31%

May-13 167 11463 1.46% 155 8409 1.84% 12 3054 0.39%

Jun-13 271 11583 2.34% 243 7103 3.42% 28 4480 0.63%

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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.

Overflight of Crawley and Horley

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 was one departing aircraft that over-flew Crawley town. This was

an Afriqiyah Airways Airbus A320, which was diverted from the normal route due to severe weather in the area.

Map illustrating Crawley town boundary and Noise Preferential Route 26 Wizad

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Map illustrating the track density of aircraft overflying Horley during the three month period

Breakdown showing the analysis of Horley overflight

Month Departures on 26LAM

Horley gate

% through Horley gate

Month Departures on 26LAM

Horley gate

% through Horley gate

Month Departures on 26LAM

Horley gate

% through Horley gate

Jan-11 2270 79 3.48% Jan-12 2835 109 3.84 Jan-13 2196 67 3.05

Feb-11 2721 76 2.79% Feb-12 2326 99 4.26 Feb-13 1447 101 6.98

Mar-11 1540 55 3.57% Mar-12 2176 84 3.86 Mar-13 TBA TBA TBA

Apr-11 1841 43 2.34% Apr-12 457 14 3.06 Apr-13 2499 78 3.00

May11 3980 98 2.46% May12 2634 140 5.32 May13 3545 186 5.25

Jun-11 3675 92 2.50% Jun-12 3407 76 2.23 Jun-13 3114 153 4.91

Jul-11 3262 127 3.89% Jul-12 4579 151 3.30 Jul-13

Aug11 4319 98 2.27% Aug12 4493 109 2.43 Aug13

Sep11 4321 65 1.50% Sep12 4374 147 3.36 Sep13

Oct 11 3487 101 2.90% Oct 12 2673 55 2.06 Oct 13

Nov11 1753 28 1.60% Nov12 2966 131 4.42 Nov13

Dec11 3903 162 4.15% Dec12 2989 142 4.75 Dec13

*April 12 – radar data was corrupted one week of data available

Comment:

NATS implemented a plan in 2010 to reduce such incidents. Air Traffic Controllers were reminded that no flights should over-fly Horley. They also made changes to the standard routings for aircraft positioning from London Heathrow to Gatwick in order to avoid over-flight of Horley. The FPT continues to monitor and report this so that performance can be monitored and improved over time.

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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.

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

During the quarter the core night-time CDA achievement rate was 93.12%, an increase from the 88.72%

recorded in the previous quarter. As the majority of the main runway rehabilitation has been completed we

are now seeing an improvement in the night time CDA performance from Spring 2013 onwards. As

previously recognised in the historical statistics the winter period typically sees a reduced level of

performance.

Breakdown of the core night time period

Month All Arrivals 08 Easterly Arrivals 26 Westerly Arrivals

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

Jul-12 1517 185 87.80% 271 44 83.76% 1246 141 88.68%

Aug-12 1551 262 83.11% 327 63 80.73% 1224 199 83.74%

Sep-12 1382 225 83.72% 192 41 78.65% 1190 184 84.54%

Oct-12 986 143 85.50% 387 56 85.53% 599 87 85.48%

Nov-12 257 35 86.38% 42 10 76.19% 215 25 88.37%

Dec-12 280 38 86.43% 37 5 86.49% 243 33 86.42%

Jan-13 285 21 92.63% 104 9 91.35% 181 12 93.37%

Feb-13 257 33 87.16% 162 21 87.04% 95 12 87.37%

Mar-13 283 39 86.22% 235 36 84.68% 48 3 93.75%

Apr-13 696 43 93.82% 306 18 94.12% 390 25 93.59%

May-13 1049 78 92.56% 290 23 92.07% 759 55 92.75%

Jun-13 1320 90 93.18% 543 47 91.34% 777 43 94.47%

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Core night-time compliance graph

DAYTIME AND SHOULDER PERIOD

The average daytime and shoulder period achievement rate for this period (Q1 2013) is 88.36% compared

to 88.00% for Q4 2012. The twelve month period to the end of March 2013 shows an achievement rate of

88.22% compared to 90.73% for the same period ending March 2012.

Breakdown of the daytime and shoulder time period

All Arrivals

08R Easterly Arrivals 26L Westerly Arrivals

Month Total Non CDA

CDA Total Non CDA CDA Total Non CDA

CDA

Jul-12 10715 1122 89.53% 1333 133 90.02% 9382 989 89.46%

Aug-12 10961 1118 89.80% 1881 207 89.00% 9080 911 89.97%

Sep-12 10334 1475 85.73% 1198 284 76.29% 9136 1191 86.96%

Oct-12 9909 1217 87.72% 4321 644 85.10% 5588 573 89.75%

Nov-12 7979 912 88.57% 1416 153 89.19% 6563 759 88.44%

Dec-12 8331 964 88.43% 1390 189 86.40% 6941 775 88.83%

Jan-13 7971 780 90.21% 3085 359 88.36% 4886 421 91.38%

Feb-13 7592 855 88.74% 4294 537 87.49% 3298 318 90.36%

Mar-13 8252 1138 86.21% 6478 939 85.50% 1774 199 88.78%

Apr-13 9326 961 89.70% 3980 496 87.54% 5349 465 91.31%

May-13 10370 905 91.27% 2826 279 90.13% 7544 626 91.70%

Jun-13 10259 919 91.04% 4009 446 88.88% 6250 473 92.43%

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Core night-time CDA compliance rate

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24 HOUR PERIOD

Comment:

The 24 hour CDA achievement rate for the year ended June 2013 was 88.83%, compared to 89.94% for

the corresponding period to June 2012. The quarterly performance was 90.94%, a considerable

improvement on recent months now that the main runway rehabilitation works have been mostly completed.

Breakdown of 24 hour time period

All Arrivals 08R Easterly Arrivals 26L Westerly Arrivals

Month Total Non CDA

% CDA Total Non CDA % CDA Total Non CDA

% CDA

Jul-12 12232 1307 89.31% 1604 177 88.97% 10628 1130 89.37%

Aug-12 12512 1380 88.97% 2208 270 87.77% 10304 1110 89.23%

Sep-12 11716 1700 85.49% 1390 325 76.62% 10326 1375 86.68%

Oct-12 10895 1413 87.03% 4708 700 85.13% 6187 713 88.48%

Nov-12 8236 947 88.50% 1458 163 88.82% 6778 784 88.43%

Dec-12 8611 1002 88.36% 1427 194 86.41% 6337 808 87.25%

Jan-13 8256 801 90.30% 3189 368 88.46% 5067 433 91.45%

Feb-13 7847 888 88.68% 4455 558 87.47% 3392 330 90.27%

Mar-13 8535 1177 86.21% 6713 975 85.48% 1822 202 88.91%

Apr-13 10025 1004 89.99% 4286 514 88.01% 5739 490 91.46%

May-13 11425 981 91.41% 3120 301 90.35% 8305 680 91.81%

Jun-13 11579 1009 91.29% 4552 493 89.17% 7027 516 92.66%

0%

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40%

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100%

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Jun

-13

Month

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

16

Graph of 24 hour compliance rate

ARRIVALS – OVER CONGESTED AREAS

AD 2-EGKK1-12 (11)

Before landing at the aerodrome the aircraft shall maintain as high an altitude as practical and shall not fly

over the congested areas of Crawley, East Grinstead, Horley and Horsham at an altitude of less than 3000ft

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

70%

75%

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95%

100%

Jul-1

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Jun

-13

Percentage CDA Achievement

Month

Gatwick 24 Hr Period CDA Achievement

% CDA

3 per. Mov. Avg. (% CDA)

17

Comment:

Aircraft tracks were analysed for April, May and June 2013 and there was one over flight of East Grinstead

by an arriving Flybe Dash 8-400 below the allowed height. The track of this flight is illustrated below.

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

Details of the number of flights passing through this gate and those recorded at a height of less than 1698

feet is not available for this quarter, however these figures will be available for the next quarterly report.

Historically the number of flights below this height is extremely low.

18

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 33346 arrivals

recorded by the Casper NTK system this quarter, 9 (0.03%) of which were operating below an altitude of

2000ft (equivalent to a height in the NTK system of 1798ft) through one or more of the analysis gates.

There were 8 ‘go-arounds’ that were included within the total of 9, although for the sake of clarity these

tracks are not included in the map illustrated. The one arriving flights was not more than 100ft below the

altitude of 2000ft.

Map illustrating the late arrival zones used for analysis at both ends of the airfield.

19

EGKK AD 2.21 (14) Aircraft which land at Gatwick Airport - London between the hours of 2330 (local) and 0600 (local), whether or not making use of the ILS localizer and irrespective of weight or type of approach, shall not join the centre line:

a) below 3000; ft or

b) closer than 10 nm from 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

A change in the NTK system introduced in June 2007 caused a corresponding 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 Casper NTK system (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

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Night Joining Point

% Joining at less than 10nm

% Joining below 3000ft (measured to2598ft)% Joining below 3000ft (measured to2798ft)

20

GO - AROUNDS

A go-around is a procedure adopted when an arriving aircraft on final approach aborts landing by applying

take off power and climbing away from the airport. It is a set procedure to be followed by the flight crew in

the event of an aircraft being unable to land. The procedure is published so that Air Traffic Control (ATC)

and the pilots can anticipate where the aircraft will go following the decision to go-around.

The number and reasons for go-arounds are routinely discussed at FLOPSC meetings and Pilot Forums.

All parties are focussed on minimising the number of occasions when a go around is required but expect

some to occur given the fact that Gatwick is a busy single runway airport. It should be stated that there are

well established standard procedures which both pilots and controllers are trained in and are familiar with.

Gatwick Airport Ltd as the airport operator actively encourages airlines operating at the airport to fly to the

best possible environmental standards. However safety must and always will be the number one priority.

NATS currently record go-arounds under one of the following causal factors

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Go Arounds 12 Month Rolling Total

21

Go Around Statistics 2003 - 2013

Year Total Total Arrivals % of Arrivals

2003 312 120854 0.26

2004 344 124665 0.28

2005 450 129509 0.35

2006 405 130954 0.31

2007 434 133271 0.33

2008 359 131858 0.35

2009 455 125861 0.36

2010 364 120263 0.30

2011 386 125541 0.31

2012 520 123408 0.42

2013 97 58703 0.36

Comment: The utilisation of the northern runway during this time was likely to have been a contributing

factor to the high number of go arounds during 2012.

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.

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

22

Restrictions

Winter 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13

Movements Limits 3250 3250 3250 3250 3250 3250 3250

Quota Points 2300 2240 2180 2120 2060 2000 2000

Summer 2007 2008 2009 2010 2011 2012 2013

Movements Limits 11200 11200 11200 11200 11200 11200 11200

Quota Points 6700 6600 6500 6400 6300 6200 6200

Comment:

The summer season 2013 began at 01:00 hours 31st March 2013, and the season limits are 6200 QC points and 11200 movements. A mid-season report, produced for the Department of Transport is shown in the table on the following pages outlining the weekly movement and QC usage to date. In summary the airport has utilised 38.1% of the movements limit and 33.3 % of the quota count limit. The Department for Transport has confirmed that the current night flight restriction will remain in force until

October 2014, with a consultation period in progress to establish a new regime.

Dispensations -- There have been no dispensations during the summer season 2013 to date.

QC4, QC8 and QC16 movements -- There have been no QC8 or QC16 movements during either the ‘night

quota’ or ‘shoulder periods’, and no QC4 movements during the ‘night quota period’.

23

:

24

Map illustrating the location of noise complaints and the Noise Preferential Routes at Gatwick for the 2nd quarter 2013

25

Noise complaints Knowing people’s concerns about the airport is important to us. By studying the complaints we receive, and gathering information from the surrounding towns and villages, we believe that we have a good understanding of the noise issues that affect our communities.

Increased Flights 2%

Ground Noise >1% Early morning

4%

Night 4%

Track keeping

11%

Low flying 30%

Too loud 49%

Reason for complaint

10 1 19 21 59

166

269

Reason for complaint in numbers

April May June

Generic 57 40 72

Specific 149 183 247

0

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Complaints by month The graph to the right illustrates the number of complaints by month, divided between those complaining about a specific flight and those about general issues. The charts below detail a breakdown of the specific reasons recorded.

26

Noise complaints W

Noise is very subjective and peoples’ attitude to various forms of

noise can vary widely. What one person may consider

acceptable may disturb another. These charts provide further

analysis of where our complainants live and whether they have

been disturbed by arriving or departing flights, or by noise from

within the airport boundary.

Right hand diagram

indicates the mode of

operation for complaints

matched to flights

The graph shows the

location of complaints

This graph illustrates how people contact the airport

27

Ground Noise complaints

We occasional receive complaints about disturbance from noise from within the boundary of the airfield. These can be caused by the normal

operation of aircraft moving about the airfield, taking off and landing. Additional sources of noise disturbance can be the use of Auxiliary Power Units

by aircraft on stand or the testing of engines following maintenance or repair (engines runs). Strict regulations exist to minimise this disturbance,

which includes a ban on engine running during the night. Details of any ground noise complaints are outlined below.

The run was carried out by a British Airways Boeing 777,

following an engine service. It was of a total duration of 35

minutes with 10 minutes above flight idle and was carried

out at the far western end of the runway on taxiway Juliet.

British Airways operate a maintenance facility at Gatwick

and engine testing is required after maintenance or repair of

engines. This engine run was carried out with permission

from the airport and did not contravene any of the

regulations.

For more information visit us at

www.gatwickairport.com/noise

Contact us:

noise.line@gatwickairport.com

© Gatwick Airport Limited 2013