NOISE AND FLIGHT PATH MONITORING SYSTEM

Department of

Defence

RAAF BASE DARWIN

NOISE AND FLIGHT PATH MONITORING SYSTEM

Q2 2011 REPORT

ii

14 March 2012 RAAF Base Darwin – Noise and Flight Path Monitoring System Q2 2011 Report File name: DWN NFPMS Q2 2011 Report V2.1.doc

Disclaimer

This report contains a summary of data collected over the specified period and is intended to

convey the best information available from the NFPMS at the time. The system databases are

to some extent dependent upon external sources and errors may occur. All care is taken in

preparation of the report but its complete accuracy cannot be guaranteed. The Department of

Defence and the NFPMS project contractors do not accept any legal liability for any losses

arising from reliance upon data in this report which may be found to be inaccurate.

The NFPMS does not provide “Aircraft noise levels” as defined in AS2021-2000.

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RAAF Base Darwin – Noise and Flight Path Monitoring System 14 March 2012 File name: DWN NFPMS Q2 2011 Report V2.1.doc Q2 2011 Report

RAAF BASE DARWIN

Noise and Flight Path Monitoring System

Q2 2011 Report

Executive Summary

The Department of Defence has engaged Bruel & Kjaer EMS (Australia) Pty Ltd to install,

maintain and operate a noise and flight path monitoring system at RAAF Base Darwin, NT.

The objective of the RAAF Base Darwin Noise and Flight Path Monitoring System (DAR

NFPMS) project is to monitor and record flight information and the noise levels of aircraft

operations. The system provides detailed information on aircraft noise events and assists the

Department of Defence to communicate details of the flying activities to the community.

During the operational reporting period, 1 April – 30 June 2011, the DAR NFPMS recorded a

total of 24,191 aircraft movements; being 10,758 (44.5%) arrivals, 10,726 (44.3%) departures

and 2,707 (11.2%) circuit movements. Of the 24,191 recorded aircraft movements, 91 (0.4%)

were by Military Fast Jets, 112 (0.5%) by Military Other, 203 (0.8%) by Military Propeller

Aircraft, and 3 (0.01%) by Military Helicopters. 15,053 (62.2%) of the recorded aircraft

movements were by civil aircraft. Unidentified aircraft accounted for 8,729 (36.1%) of the

recorded aircraft movements.

Runway 11 was the dominant runway accounting for 16,975 (70.2%) of the recorded aircraft

movements.

The aircraft noise exposure levels vary from day to day. Annex C presents the range of noise

levels recorded at the community based NMTs.

During Quarter 2 2011 the logarithmic average of the 24 hour LAeq levels recorded were

52.1dB(A) at the Berrimah Farm NMT, 43.1dB(A) at Karama Primary School NMT,

42.8dB(A) at Jingili Primary School NMT and 55.6 dB(A) at Ludmilla Primary School NMT.

Similarly the average N70 for all recorded aircraft at the four NMTs varied from 2.8 at the

Berrimah Farm NMT to 4.6 at the Ludmilla Primary School NMT, whilst for military

operational days the average N70 varied from 0.2 at Karama Primary School NMT to 0.6 at

Ludmilla Primary School NMT for military aircraft.

Further information on aircraft noise is detailed in Chapter 3 – Aircraft Noise.

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RAAF Base Darwin

Noise and Flight Path Monitoring System

Q2 2011 Report

TABLE OF CONTENTS PAGE

Executive Summary v

1. INTRODUCTION 1

1.1 RAAF Base Darwin Noise and Flight Path Monitoring System 1

1.2 RAAF Base Darwin 1

1.3 The NFPMS Components 10

2. AIRCRAFT OPERATIONS 15

2.1 Aircraft Movements 15

2.2 Aircraft Flight Tracks 19

3. AIRCRAFT NOISE 123

3.1 Measurement of Aircraft Noise 123

3.2 Factors Affecting the Propagation of Aircraft Noise 128

3.3 Noise Environment at RAAF Base Darwin 130

ANNEXES

A. Glossary

B. Aircraft Movement Details

C. Community Exposure to Aircraft Noise

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LIST OF FIGURES PAGE

Figure 1 Regional Location Plan 3

Figure 2 Base Environs and Runway Layout 9

Figure 3 DAR NFPMS Components 11

Figure 4 A Community-Based NMT 12

Figure 5 Aircraft Movements by Category 16

Figure 6 Runway Usage 18

Figure 7 Track Density Plot – All Aircraft Movements 19

Figure 8 Civil Flight Tracks – All Aircraft 21

Figure 9 Military Flight Tracks – All Aircraft 23

Figure 10 Aircraft Flight Tracks – Military Jet Arrivals Runway 11 28

Figure 11 Aircraft Flight Tracks – Military Propeller Arrivals Runway 11 32

Figure 12 Aircraft Flight Tracks – Civil Jet Arrivals Runway 11 36

Figure 13 Aircraft Flight Tracks – Civil Propeller Arrivals Runway 11 40

Figure 14 Aircraft Flight Tracks – Military Jet Arrivals Runway 29 44

Figure 15 Aircraft Flight Tracks – Military Propeller Arrivals Runway 29 48

Figure 16 Aircraft Flight Tracks – Civil Jet Arrivals Runway 29 52


Figure 18 Aircraft Flight Tracks – Civil Propeller Arrivals Runways 18 60


Figure 20 Aircraft Flight Tracks – Military Jet Departures Runway 11 69

Figure 21 Aircraft Flight Tracks – Military Propeller Departures Runway 11 73

Figure 22 Aircraft Flight Tracks – Civil Jet Departures Runway 11 77

Figure 23 Aircraft Flight Tracks – Civil Propeller Departures Runway 11 81

Figure 24 Aircraft Flight Tracks – Military Jet Departures Runway 29 85

Figure 25 Aircraft Flight Tracks – Military Propeller Departures runway 29 89

Figure 26 Aircraft Flight Tracks – Civil Jet Departures Runway 29 83

Figure 27 Aircraft Flight Tracks – Civil Propeller Departures Runway 29 97

Figure 28 Aircraft Flight Tracks – Civil Propeller Departures Runway 18 and 36 101

Figure 29 Military Circuits 105

Figure 30 Civil Circuits 109

Figure 31 Helicopter Flight Tracks 113

Figure 32 Unknown Aircraft Arrival Flight Tracks – All Runways 117

Figure 33 Unknown Aircraft Departure Flight Tracks – All Runways 120

Figure 34 Unknown Aircraft Circuits – All Runways 123

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Figure 35 NMT Location Plan 133

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LIST OF TABLES PAGE

Table 1 Recorded Aircraft Movements by Category – Quarter 4 2010 15

Table 2 Quarterly Aircraft Movements by Category 17

Table 3 Runway Usage – Quarter 4 2010 18

Table 4 Average 24 Hour LAeq Aircraft Noise– Quarter 4 2010 141

Table 5 Quarterly Average 24 Hour LAeq 142

Table 6 Average LAmax – Arrivals – Quarter 4 2010 143

Table 7 Average LAmax – Departures – Quarter 4 2010 145

Table 8 Average LAmax – Circuits – Quarter 4 2010 147

Table 9 N70 and N85 Noise Events for All Aircraft for Quarter 4 2010 148

Table 10 N70 and N85 Noise Events for Military Aircraft for Quarter 4 2010 148

Table 11 N70 and N85 Noise Events for Civil Aircraft for Quarter 4 2010 149

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Acronyms

Acronym Definition

ACG Air Combat Group.

ADF Australian Defence Force.

AGL Above Ground level.

ALG Air Lift Group.

AMSL Above Mean Sea Level.

ANEC Australian Noise Exposure Concept.

ANEF Australian Noise Exposure Forecast.

ANEI Australian Noise Exposure Index.

ANOMS 8 Airport Noise and Operations Management System 8.

ARP Aerodrome Reference Point.

ATC Air Traffic Control.

AWR Air Weapons Range.

B&K EMS Bruel & Kjaer EMS (Australia) Pty Ltd.

dB Decibel.

dB(A) Decibel with A-weighting.

DNL Day-Night Average Sound Level.

EPNL Effective Perceived Noise Level.

GHD GHD Australia Pty. Ltd.

GSM Global System for Mobile Communications.

IFR Instrument Flight Rules.

ILS Instrument Landing System.

INM Integrated Noise Model.

LAeq Equivalent A-weighted noise level.

LAmax Maximum A-weighted sound pressure level.

NA Number Above.

NEF Noise Exposure Forecast.

NFPMS Noise and Flight Path Monitoring System.

NMT Noise Monitoring Terminal.

RAAF Royal Australian Air Force.

RNZAF Royal New Zealand Air Force.

RWY Runway.

SEL Sound Exposure Level.

SPL Sound Pressure Level.

SRG Surveillance and Response Group.

SSR Secondary Surveillance Radar.

TAAATS The Australian Advanced Air Traffic System.

TACAN TACtical Air Navigation.

TAG The Acoustic Group.

VPN Virtual Private Network.

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1. INTRODUCTION

1.1 RAAF Base Darwin Noise and Flight Path Monitoring System

1.1.1 The objective of the RAAF Base Darwin Noise and Flight Path Monitoring System

(NFPMS) project is to monitor and record flight information and the noise levels of aircraft

operations. The system provides detailed information on aircraft noise events and assists the

Department of Defence (Defence) to communicate details of the flying activities to the

community.

1.1.2 In December 2009, the Defence engaged Bruel & Kjaer EMS (Australia) Pty Ltd

(B&K EMS) as the prime contractor to install, maintain and operate a noise and flight path

monitoring system at RAAF Base Darwin, Northern Territory. B&K EMS has engaged GHD

Australia Pty Ltd (GHD) and The Acoustic Group Pty Ltd (TAG) as sub-consultants to

provide technical services and advice.

1.1.3 This report details the aircraft operations, flight tracks and noise recorded at the

community-based Noise Monitoring Terminal (NMT) locations for the period 1 April to 30

June 2011. Consistent with the reporting of aircraft noise at other Australian Airports, the

report shows the average 24 hour LAeq and LAmax values. The N70 and N85 average daily

values are also reported.

1.2 RAAF Base Darwin

Location

1.2.1 RAAF Base Darwin/Darwin International Airport is located on the Stuart Highway

approximately seven kilometres to the north of the business centre of Darwin and adjacent to a

number of the suburbs of Darwin. RAAF Base Darwin is situated on land 31.4 metres above

mean sea level.

Use and Activity

1.2.2 RAAF Base Darwin accommodates both military and civil aircraft operations

1.2.3 The military aircraft operations at RAAF Base Darwin consist of operations by the

RAAF, Australian Army Aviation Corp and visiting overseas military forces. No flying

squadrons are normally based at RAAF Base Darwin and therefore all RAAF movements are

normally by visiting aircraft. However, since 2004, a 92WG detachment of P-3C aircraft have

been based at RAAF Base Darwin undertaking surveillance and border security duties.

1.2.4 Army helicopters operated by 1 AVN Regt are currently based at Robertson Barracks

and operate to and from RAAF Base Darwin.

1.2.5 RAAF Base Darwin is extensively used for training exercises by military aircraft.

There are three main training areas used by the visiting military aircraft: R230 to the north,

R264 to the west and the training areas associated with RAAF Base Tindal to the south.

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1.2.6 RAAF Base Darwin is home to:

a. No 396 Expeditionary Combat Support Wing

b. No 321 Expeditionary Combat Support Squadron

c. No 92 Wing Detachment Darwin - surveillance and response

d. No 452 Squadron Headquarters

e. No 452 Sqaudron Darwin Flight

f. No 13 (City of Darwin) Squadron - Air Force Reserve

g. No 1 Airfield Operations Support Squadron Detachment Darwin - airfield

engineering

h. No 3 Combat Support Hospital Detachment Darwin

i. No 114 Mobile Control and Reporting Unit Darwin - radar operations

http://www.airforce.gov.au/wings/396ecsw.aspx

http://www.airforce.gov.au/units/13sqn.aspx

http://www.airforce.gov.au/reserves/index.aspx

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INSERT FIGURE 1 (REGIONAL LOCATION PLAN)

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1.2.7 Military fixed wing aircraft operations include RAAF transport operations, RAAF

exercises and visiting military aircraft. RAAF transport aircraft operate throughout the year

whereas the aircraft associated with RAAF exercises are concentrated during particular

periods of time.

1.2.8 The Base also supports periodic short term deployments by overseas military forces.

1.2.9 Visiting military aircraft to RAAF Base Darwin may include the following:

a. AP-3C Orion

a. B-52

b. BBJ (Boeing Business Jet)

c. Beechcraft King Air 350

d. Blackhawk Helicopter

e. Boeing 737 AEW&C

f. C-130 Hercules

g. C-17 Globemaster III

h. Challenger CL-604

i. E-3 Sentry

j. EA-6B Prowler

k. F-15 Eagle

l. F-16 Falcon

m. F/A-18 E/F Super Hornet

n. F/A-18 Hornet

o. KC-135 Stratotanker,

p. MRH-90 Multi Role Helicopter

q. USN E-2

1.2.10 Details on Australian Military aircraft are available on the Defence website

(www.defence.gov.au).

1.2.11 As well as the military aircraft operations at RAAF Base Darwin, civil aircraft

operate from Darwin International Airport on the northern side of the base. Darwin

International Airport is serviced by airlines such as: Airnorth, AirAsia, Jetstar, Qantas

Skywest, Vincent Aviation and Virgin Blue. These fly to all mainland Australian states and

internationally to Indonesia, East Timor, Malaysia, Philippines, Vietnam and Singapore.

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1.2.12 Aircraft movements in this report are categorised as follows:

a. Military Jet,

(i) Military Fast Jet,

(ii) Military Other Jet,

b. Military Propeller,

c. Military Helicopter,

d. Civil Jet,

(i) Civil Heavy Jet,

(ii) Civil Medium Jet,

(iii) Civil Light Jet,

e. Civil Propeller,

(i) Civil Medium Propeller,

(ii) Civil Light Propeller,

f. Civil Helicopters, and

g. Unknown.

1.2.13 The unknown aircraft movements are those which occur when no record of the

details of the aircraft type is recorded, although the NFPMS records the flight track and

associated aircraft noise.

Future Uses and Activities

1.2.14 The number of civil aircraft movements at Darwin Airport is anticipated to increase

in line with the projected growth in passenger numbers identified in the Darwin Airport

Master Plan.

Runway Layout

1.2.15 Figure 2 – Base Environs and Runway Layout illustrates the orientation of the

runway in relation to the surrounding environs. The main east-west runway is known as

Runway 11/29 and is 3,354 metres long and 60 metres wide. The north-south runway is

known as Runway 18/36 and is 1,524 metres long, 30 metres wide and is mostly used by civil

turboprop aircraft.

1.2.16 The use of each runway direction is dependent on the wind direction at the time and

other operational considerations, such as runway works, other traffic etc.

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INSERT FIGURE 2 (BASE ENVIRONS AND RUNWAY LAYOUT)

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1.3 The NFPMS Components

1.3.1 The Noise and Flight Path Monitoring System (NFPMS) is a state of the art

automated system which is installed, maintained and operated by Bruel & Kjaer EMS

(Australia) Pty Ltd. The purpose of the NFPMS is to monitor, record and report on the noise

exposure from aircraft operations on the community in the vicinity of the Base or associated

flying training areas. The NFPMS utilises permanent noise monitoring stations on the Base

and temporary noise monitoring stations in the community. The system collects data on

aircraft operations associated with the Base and reports the noise exposure at particular

locations in the community.

1.3.2 Through the air traffic control radar system, the NFPMS acquires flight track data

and operational information on aircraft operating in and out of the airfield and within a

defined radius of the airfield.

1.3.3 The NFPMS provides Defence with the ability to capture data on the aircraft

operations (arrivals/departures/circuits), flight tracks and aircraft noise events.

1.3.4 The NFPMS is made up of a number of components, including:

a. Noise Monitoring Terminals (NMTs),

b. Flight Operations Interface,

c. Radar Data Logger, and

d. ANOMS 8 Data Server.

1.3.5 Figure 3 shows the components of the NFPMS and their relationships.

Figure 3 – NFPMS Components

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Noise Monitoring Terminals

1.3.6 NMTs are self-contained, robust, unattended noise data monitoring terminals,

designed for remote installation in all-weather environments. NMTs can be deployed in either

a fixed (permanent) or portable configuration. NMTs collect noise data, store it for extended

periods, as well as transmitting it via wireless technology to central processing systems for

further analysis. The recording zone around each NMT will vary according to the noise

signature of the aircraft type, configuration, altitude, speed and environmental conditions.

NMTs can be mains or solar powered and only require periodic maintenance.

1.3.7 An example of a portable community based NMT is shown in Figure 4.

Figure 4 – A Community Based NMT

Flight Operations Interface

1.3.8 The NFPMS shows a Flight Operations Interface which can be used to enter details

of aircraft types, call signs, etc from the Airservices Australia’s The Australian Advanced Air

Traffic System (TAAATS) and/or directly from the Air Traffic Control (ATC) flight strips.

This data is used to identify the aircraft type for each flight track.

Radar Data Logger

1.3.9 Flight Track information is collected through the Radar Data Logger. The Radar

Data Logger continuously batches radar data and securely transmits it to the ANOMS 8 server

over an encrypted virtual private network (VPN) via the internet. The Radar Data Logger has

the ability to filter and/or delay the transmission of radar data and has been designed to meet

US Federal Aviation Administration security requirements.

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ANOMS 8

1.3.10 ANOMS 8 is the heart of NFPMS. ANOMS 8 supports and integrates a range of

data sources, including the NMTs noise data, radar plots and aircraft movement data to create

a comprehensive view of airfield operations and the noise environment. ANOMS 8 allows the

operator to comprehensively analyse the recorded aircraft noise events, generate standard

reports and present that data. ANOMS 8 complies with the specifications set out in ICAO

Annex 16 and complies with all international aircraft noise measurement standards.

Limitations of the NFPMS

1.3.11 As with any remote monitoring system, the NFPMS has some limitations.

1.3.12 A fundamental issue in terms of the identification of an aircraft noise event is the

correlation of the noise event recorded by the NMT to an aircraft movement. There are many

noise events which occur on a daily basis at NMT locations in the community which are not

associated with an aircraft movement. Adjacent motor vehicle movements and bird calls can

give rise to noise levels similar to or greater than aircraft operations. As the intent of the

NFPMS is to report on the noise contribution of aircraft operations, it is important that noise

events are correctly correlated to aircraft movements.

1.3.13 Flight tracks are collected from radar plots from the Secondary Surveillance Radar

(SSR). The SSR picks up the position of the aircraft by the transponder return signal

transmitted by the aircraft.

1.3.14 Some aircraft will have their transponders switched off in which case the aircraft is

not detected by the SSR, resulting in no record of the aircraft movement or flight track being

collected. In other cases, the transponder may be switched off or moved to the standby mode

during flight, or the aircraft may turn so that the transponder faces away from the radar,

resulting in the flight track seemingly to suddenly end.

1.3.15 Light General Aviation aircraft may use transponder code 1200. Although the

NFPMS collects flight tracks for these aircraft, no aircraft type information (e.g. Piper 38;

Cessna 172) is available. The NFPMS therefore reports these aircraft under the category

‘unidentified’ or ‘unknown’ aircraft.

1.3.16 Military operations include multiple aircraft formations with as many as four aircraft

in a formation. Only the lead aircraft in a formation will have its transponder turned on

resulting in only one aircraft noise event being detected. The formation flying will lead to an

underestimate of the total aircraft movements being reported by the NFPMS.

1.3.17 During periods of radar outage, due to power failure or maintenance, there are no

records of aircraft movements.

1.3.18 During periods of maintenance or power outage at the NMT, no noise events are

recorded.

1.3.19 Atmospheric conditions such as temperature inversion or high wind conditions can

affect the propagation of the aircraft noise so that the noise level at the NMT is reduced to a

level where it may not be correlated to an aircraft movement.

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1.3.20 In some cases, the flight tracks do not connect exactly on to the runway threshold due

the rotation of the radar head and the height of the radar above the airfield often missing some

segments of the flight track.

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2. AIRCRAFT OPERATIONS

2.1 Aircraft Movements

2.1.1 Table 1 categorises the number of aircraft movements which were identified by the

NFPMS by aircraft type. The number of aircraft movements shows arrivals, departures and

circuit movements.

Table 1 – Recorded Aircraft Movements by Category – Quarter 2 2011

Aircraft Movements

Aircraft Category April

2011

May

2011

June

2011

Total for the

Quarter

Military Jet

Military Fast Jet 42 36 13 91

Military Other Jet 32 35 45 112

Military Propeller 64 88 51 203

Military Helicopters 1 2 - 3

Civil Jet

Civil Heavy Jet 86 90 165 341

Civil Medium Jet 1,634 1,620 1,580 4,834

Civil Light Jet - 9 13 22

Civil Propeller

Civil Medium Propeller 916 1,023 1,050 2,989

Civil Light Propeller 2,188 2,237 2,337 6,762

Civil Helicopter 50 37 18 105

Unknown 2,671 2,965 3,093 8,729

All Aircraft Categories 7,684 8,142 8,365 24,191

2.1.2 There were 24,191 recorded aircraft movements at RAAF Base Darwin in Quarter 2

2011. Of the total recorded aircraft movements, 409 (1.7%) were by military aircraft and

15,053 (62.2%) were by civil aircraft.

2.1.3 Unidentified aircraft accounted for 8,729 (36.1%) of the aircraft movements recorded

during the quarter. Some of the unidentified aircraft would be military helicopters that

undertake local area flying within the RAAF Base Darwin controlled airspace. Additionally,

some of the unidentified aircraft were most likely civilian light aircraft and military

helicopters undertaking flying operations.

2.1.4 Figure 5 illustrates the aircraft movements by Category for Quarter 2 2011. A

detailed breakdown of movements by aircraft types can be found in Annex B – Aircraft

Movement Details.

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Figure 5 – Aircraft Movements by Category – Quarter 2 2011

40.3%

0.4%

36.1%0.8%

21.5%

0.4%

0.5%

0.0%

Miltary Fast Jet

Other Military Jet

Military Propeller

Military Helicopter

Civil Jet

Civil Propeller

Civil Helicopter

Unknown

2.1.5 Table 2 shows the total (Civil/Military) aircraft movements by aircraft category for

the last four quarters, including include arrivals, departures and circuit movements, but

excluding overflights. In the future this table will also show the recorded movement data for

each of the preceding three quarters once this data has become available

Table 2 – Quarterly Aircraft Movements by Category

Aircraft Movements

Aircraft Category Q2 2011 Q1 2011 Q4 2010 Q3 2010 Rolling 12

Months

Military Jet

Military Fast Jet 91 4 15 N/A 110

Military Other Jet 112 113 115 N/A 340

Sub-total: 203 117 130 N/A 450

Military Propeller 203 208 262 N/A 673

Military Helicopters 3 1 5 N/A 9

Civil Jet

Civil Heavy Jet 341 198 373 N/A 912

Civil Medium Jet 4,834 4,392 4,651 N/A 13,877

Civil Light Jet 22 8 2 N/A 32

Sub-total: 5,197 4,598 5,026 N/A 14,821

Civil Propeller

Civil Medium Prop 2,989 2,853 2,877 N/A 8,719

Civil Light Prop 6,762 6,782 6,850 N/A 20,394

Sub-total: 9,751 9,635 9,727 N/A 29,113

Civil Helicopter 105 198 55 N/A 358

Unknown and 1200 Beacon 8,729 6,785 7,056 N/A 22,570

Unknown Fixed Wing 7967 5887 6225 N/A 20,088

Unknown Helicopter 753 898 831 N/A 2,482

All Aircraft Categories 24,191 21,542 22,261 N/A 67,994

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Runway usage

2.1.6 Table 3 shows the aircraft movements by runway for Quarter 2 2011. Circuit

operations will create two or more movements depending on how many times the aircraft

undertakes touch and goes on the runway. In some cases, particular circuit operations can

have an odd number of movements.

Table 3 – Runway Usage – Quarter 2 2011

Runway Arrivals Departures Circuit

Movements

Total

RWY 11 6,764 8,553 1,658 16,975

RWY 18 323 661 102 1,086

RWY 29 2,141 1,211 685 4,037

RWY 36 1,214 10 107 1,331

Helipad 316 291 155 762

Total 10,758 10,726 2,707 24,191

2.1.7 Runway 11 was the dominant runway accounting for 62.9% of arrivals, 79.7% of

departures and 61.2% of the circuit movements. Figure 6 shows the split of total aircraft

movements to runways.

Figure 6 – Runway Usage – Quarter 2 2011

70.2%

4.5%

16.7%

5.5% 3.1%

RWY 11

RWY 18

RWY 29

RWY 36

Helipad

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2.2 Aircraft Flight Tracks

Aircraft Flight Track Density Plot

2.2.1 The track density plots are maps of the surrounds of the Base which show the pattern

of the aircraft flight tracks. The system analyses the number of aircraft movements which

pass over a grid 18 metres by 18 metres. As the density of aircraft flight tracks increase the

colour of the flight tracks changes.

2.2.2 All Aircraft Movements. Figure 7 – Track Density Plot – All Aircraft Movements

shows the track density plot for all recorded aircraft movements for all runways at RAAF

Base Darwin. The track density plot shows the dominance of aircraft arrivals using Runway

11 or 29 straight in approaches. It also shows a number of aircraft using Runway 36.

Figure 7 – Track Density Plot - All Aircraft Movements – Quarter 2 2011

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Aircraft Flight Tracks Plots

2.2.3 Figure 8 – Civil Aircraft Flight Tracks shows the flight track plots for all recorded

civil aircraft movements at RAAF Base Darwin for Quarter 2 2011.

2.2.4 Figure 9 – Military Aircraft Flight Tracks shows the flight track plots for all

recorded military aircraft movements at RAAF Base Darwin for Quarter 2 2011.

2.2.5 Arrivals are depicted with red flight tracks, departures with blue flight tracks and

circuits with green flight tracks, although the density of tracks on Figure 8 has resulted in the

departure and circuit tracks being somewhat overwritten by red arrival tracks.

2.2.6 Although Figure 7 shows the concentration of flight tracks on the straight-in

approaches, Figures 8 and 9 illustrate that within that overall pattern, there is a wide

dispersion of individual flight tracks in the airspace around RAAF Base Darwin.

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INSERT FIGURE 8 (CIVIL AIRCRAFT FLIGHT TRACKS)

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INSERT FIGURE 9 (MILITARY AIRCRAFT FLIGHT TRACKS)

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Aircraft Arrival Flight Tracks

2.2.7 Aircraft arrival flight track plots to Runway 11, 29, 36 and 18 are shown in the

following figures:

a. Figure 10 – Aircraft Flight Tracks – Military Jet Arrivals Runway 11,

b. Figure 11 – Aircraft Flight Tracks – Military Propeller Arrivals Runway 11,

c. Figure 12 – Aircraft Flight Tracks – Civil Jet Arrivals Runway 11,

d. Figure 13 – Aircraft Flight Tracks – Civil Propeller Arrivals Runway 11,

e. Figure 14 – Aircraft Flight Tracks – Military Jet Arrivals Runway 29,

f. Figure 15 – Aircraft Flight Tracks – Military Propeller Arrivals Runway 29,

g. Figure 16 – Aircraft Flight Tracks – Civil Jet Arrivals Runway 29.

h. Figure 17 – Aircraft Flight Tracks – Civil Propeller Arrivals Runway 29.

i. Figure 18 – Aircraft Flight Tracks – Civil Propeller Arrivals Runway 36

j. Figure 19 – Aircraft Flight Tracks – Civil Propeller Arrivals Runway 18

2.2.8 The flight tracks have been colour coded according to the altitude of the aircraft in

feet AMSL as the aircraft arrives at the airfield. Red designates an altitude of the aircraft up

to 500 feet, orange for an altitude between 500 and 1,000 feet, yellow for an altitude between

1,000 and 2,500 feet and light green for an altitude above 2,500 feet. These plots of the flight

tracks have been generated from the aircraft movement data recorded during the Quarter 2

2011 reporting period.

2.2.9 Refer to Annex B – Aircraft Movement Details, Table B2 – Aircraft Types Arrivals

for details of the aircraft arrival movements.

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2.2.10 Figure 10 - Military Jet Arrivals to Runway 11 shows the flight track plots for all

recorded military jet arrivals to Runway 11 at RAAF Base Darwin.

2.2.11 Most aircraft landing on Runway 11 made their final approach from the north-west

over Beagle Gulf. Aircraft entering the area from the south and south-east overflew the Port

of Darwin before turning right over the Cox Peninsula to make their final approach to the

runway.

2.2.12 Approximately half of the arrivals shown on the map were made by United States Air

Force and Republic of Singapore Air Force McDonnell Douglas F-15 Eagle aircraft and

RAAF FA-18 Hornets. This activity was associated with the Aces North and Talisman Sabre

military exercises being held at Darwin and Tindal during the reporting period.

2.2.13 Eight of the military fast jets performed an initial and pitch manoeuvre prior to

landing. With one exception, these aircraft approached the base from Beagle Gulf, flew past

the runway and then over Winellie, the Narrows and north of Fannie Bay before landing.

2.2.14 The NFPMS also recorded movements by larger military jet aircraft supporting the

exercises. These included RAAF Boeing C-17 Globemaster IIIs, a USAF KC-135

Stratotanker and a Republic of Singapore C-135 Stratolifter.

2.2.15 A number of other flight tracks shown on the map were made by Bombardier

Challenger 604 (7 arrivals), RNZAF Boeing 757 (8 arrivals) and Boeing C-17 Globemaster III

(13 arrivals) not associated with military exercises. These aircraft generally arrived from the

south and east.

2.2.16 The two flight tracks passing over Palmerston were made by RAAF FA-18 Hornets.

These aircraft overflew Palmerston at an altitude above 5000 and 10,000 feet.

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INSERT FIGURE 10 (FLIGHT TRACKS FOR MILITARY JET ARRIVALS TO RUNWAY

11)

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INTENTIONALLY LEFT BLANK

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2.2.17 Figure 11 - Military Propeller Arrivals to Runway 11 shows the recorded flight

track plots for military propeller arrivals to Runway 11 at RAAF Base Darwin consisting of

visual approaches and instrument arrivals.

2.2.18 The majority of the arrivals shown on the map were made by large aircraft such as

the C130 Hercules and P-3 Orion. Most of these entered the area from the south-east and the

south and overflew the Cox Penninsula before making their final approach in the vicinity of

Beagle Gulf.

2.2.19 Aircraft arriving from the north and the north-west joined their final approach over

Beagle Gulf.

2.2.20 A number of aircraft overflew Shoal Bay at an altitude of less than 2,500 feet and

joined the final approach path near East Point. Four C130 Hercules aircraft overflew East

Point at an altitude of less than 1,000 feet..

2.2.21 The majority of the 63 arrivals shown on the map were made by large aircraft such as

the C-130 Hercules and Lockheed P-3 Orion.

2.2.22 One C-130 Hercules entered the area from the north, before manoeuvring at low

altitude over the sea to make an approach to Runway 11. The aircraft then made an initial-and-

pitch arrival, overflying the base, turning right and overflying Winnellie, Bayview and Fannie

Bay at an altitude of less than 500 feet prior to final approach and landing.

2.2.23 A Pilatus PC-9 aircraft overflew the northern part of the base, Marrara and Coconut

Grove at an altitude between 500 and 2,500 feet then turned left for final approach and

landing.

31


INSERT FIGURE 11 (FLIGHT TRACKS FOR MILITARY PROPELLER ARRIVALS TO

RUNWAYS 11)

32


BLANK PAGE

33



34


2.2.24 Figure 12 - Civil Jet Arrivals to Runway 11 shows the recorded flight track plots

for civil jet arrivals to Runway 11 at RAAF Base Darwin. Civil jet aircraft tend to follow

published standard approach paths in the Darwin area.

2.2.25 Aircraft arriving from Australian airports generally approached from the south and

east, descended over Waigut Beach and Mandoorah, and made a right hand turn over Beagle

Gulf to make their final approach.

2.2.26 Aircraft arriving from overseas ports (such as Vietnam, Indonesia, and Singapore)

entered the area from the west and did not overfly Darwin prior to landing.

2.2.27 During the quarter, three aircraft (one Boeing 737, One Boeing 717, and a DC10)

overflew suburbs east and north of RAAF Base Darwin at an altitude above 2,500 feet.

2.2.28 Several aircraft, in making comparatively tight final turns, overflew suburbs south of

RAAF Base Darwin at altitudes of between 500 and 2,500 feet and one Beech 400 aircraft

overflew Ludmilla at an altitude of less than 500 feet before making their final turn for

landing.

35


INSERT FIGURE 12 (FLIGHT TRACKS FOR CIVIL JET ARRIVALS TO RUNWAY 11)

36


BLANK PAGE

37



38


2.2.29 Figure 13 - Civil Propeller Arrivals to Runway 11 shows 3,200 flight tracks in

total and demonstrates that civil propeller aircraft overfly the suburbs of Darwin more

frequently than military aircraft or civil jet aircraft.

2.2.30 The majority of civil propeller aircraft recorded during Q2 2011 were light commuter

aircraft. Most of this traffic comes from three areas - Arnhem Land (east), the Tiwi Islands

(north) and from smaller towns and airfields south of Darwin and in Western Australia.

Because civil light propeller aircraft usually fly directly to the airfield for a visual approach to

the runway, they tend to overfly Darwin suburbs regularly.

2.2.31 Larger civil propeller aircraft (i.e. Dash 8, Embraer 120) tended to fly along standard

arrival routes to RAAF Base Darwin and generally did not fly low over Darwin suburbs

during their approach to Runway 11.

2.2.32 A number of civil light propeller aircraft flew over a number of Darwin suburbs at

altitudes of less than 1,000 feet before they made their final approach. Four general aviation

aircraft overflew the Narrows and Charles Darwin at altitudes of less than 500ft.

39


INSERT FIGURE 13 (FLIGHT TRACKS FOR CIVIL PROPELLER ARRIVALS TO

RUNWAY 11)

40


BLANK PAGE

41



42


2.2.33 Figure 14 - Military Jet Aircraft Arrivals to Runway 29 shows the recorded flight

track plots for military jet aircraft arrivals to Runway 29 at RAAF Base Darwin. The map

shows that the majority of the military jet arrivals to Runway 29 joined final approach in the

vicinity of the Howard Springs navigation aid.

2.2.34 Aircraft approaching along this flight path included eight RAAF C-17 Globemaster,

eight Republic of Singapore Air Force McDonnell Douglas F-15 Eagle, seven Bombardier

Challenger 604 aircraft, four Boeing 737 aircraft and three RNZAF Boeing 757 aircraft

2.2.35 One F/A-18 Hornet aircraft landed on Runway 29 after an ‘initial and pitch’

manoeuvre to the south of the runway.

43


INSERT FIGURE 14 (FLIGHT TRACKS FOR MILITARY JET ARRIVALS TO RUNWAY

29)

44


BLANK PAGE

45



46


2.2.36 Figure 15 - Military Propeller Aircraft Arrivals to Runway 29 shows the

recorded flight track plots for the military propeller aircraft arrivals to Runway 29 at RAAF

Base Darwin. Military propeller aircraft landing on Runway 29 generally began their final

approach from the south-east via the Howard Springs navigation aid.

2.2.37 Twenty-six Lockheed C-130 Hercules and Lockheed P-3 Orion aircraft military

propeller aircraft visited RAAF Base Darwin during the reporting period.

2.2.38 Six Lockheed C-130 Hercules overflew Knuckey Lagoon at altitudes between 500

and 1,000 feet prior to landing. One Lockheed C-130 Hercules overflew the northern suburbs

of Tiwi and Leanyer at an altitude exceeding 1,000.

2.2.39 One P-3 Orion overflew Hidden Valley at an altitude between 500 and 1,000 feet

prior to landing. One Lockheed C-130 Hercules overflew the southern suburbs of Gunn and

Yarrawonga at an altitude between 500 and 1,000 feet prior to final approach.

47


INSERT FIGURE 15 (FLIGHT TRACKS FOR MILITARY PROPELLER ARRIVALS TO

RUNWAY 29)

48


BLANK PAGE

49



50


2.2.40 Figure 16 - Civil Jet Aircraft Arrivals to Runway 29 shows the recorded flight

track plots for the civil jet aircraft arrivals to Runway 29 at RAAF Base Darwin.

2.2.41 Most civil jet arrivals to Runway 29 originated from Australian airports. Civil jets

from the south and south-east generally flew to the Howard Springs navigation aid prior to

approaching the runway. Those from Perth, Broome, and Kunanurra generally followed

routes that took them over Darwin Harbour at an altitude exceeding 2,500 feet before making

a left hand turn to begin their final approach in the vicinity of Howard Springs.

2.2.42 Aircraft approaching from the north-west overflew Lee Point and Shoal Bay before

turning right to approach Runway 29. These aircraft were generally at a high level and did not

overfly Darwin suburbs.

2.2.43 Two civil jet aircraft overflew the northern suburbs of Darwin at altitudes between

1,000 and 2,500 feet during the reporting period.

51


INSERT FIGURE 16 (FLIGHT TRACKS FOR CIVIL JET ARRIVALS TO RUNWAY 29)

52


BLANK PAGE

53



54


2.2.44 Figure 17 - Civil Propeller Arrivals to Runway 29 shows 930 flight tracks in total

and demonstrates that civil propeller aircraft overfly the suburbs of Darwin more frequently

than military jet aircraft or civil jet aircraft.

2.2.45 As with traffic arriving on Runway 11, the majority of the civil propeller aircraft

recorded during Q2 2011 were light commuter aircraft coming from three areas - Arnhem

Land (east), the Tiwi Islands (north) and from smaller towns and airfields south of Darwin and

in Western Australia.

2.2.46 Some traffic from the Tiwi Islands overflew Darwin’s northern suburbs as the civil

light propeller aircraft used on these flights appear to take the shortest available route to the

airfield.

2.2.47 The larger civil propeller aircraft (i.e. Dash 8, Embraer 120) generally approached

Runway 29 along the standard instrument approach used by civil jet aircraft. Because of their

slower speed, however, civil propeller aircraft flying along this route were generally at a lower

altitude.

2.2.48 Land east of the runway threshold experienced the most overflights during the

reporting period, with most civil light propeller aircraft flying over Berrimah and Knuckey

Lagoon at an altitude of less than 1,000 feet.

2.2.49 The map also shows that Palmerston was often overflown by civil light propeller

aircraft at an altitude of less than 2,500 feet. This activity was not associated with a single

flight path.

55



RUNWAY 29)

56


BLANK PAGE

57



58


Figure 18 - Civil Propeller Aircraft Arrivals to Runway 18 shows 120 flight tracks in total

and demonstrates that civil propeller aircraft make their final approach from the north and east

over Beagle Gulf and the northern suburbs of Darwin.

2.2.50 The majority of the civil propeller aircraft recorded during Q2 2011 were light

commuter aircraft coming from Arnhem Land (east) and the Tiwi Islands (north). Most of

these aircraft approached the runway from the vicinity of Lee Point.

2.2.51 Land north of the runway threshold experienced the most overflights during the

reporting period, with most of the civil light propeller aircraft flying over Jingili at an altitude

of less than 500 feet.

2.2.52 A small number of aircraft approached the airfield via the suburbs of Coconut Grove,

Nightcliffe, Rapid Creek and Millner. Aircraft approaching Runway 18 from this area were

between 500 feet and 1,000 feet in altitude over these suburbs.

59



RUNWAY 18)

60


BLANK PAGE

61



62


2.2.53 Figure 19 - Civil Propeller Aircraft Arrivals to Runway 36 shows 672 flight

tracks in total and demonstrates that civil propeller aircraft make their final approach from the

south over Francis Bay.

2.2.54 The majority of the civil propeller aircraft arriving on Runway 36 during Q2 2011

were light commuter aircraft coming from smaller towns and airfields south of Darwin and in

Western Australia. These aircraft generally did not fly over residential suburbs.

2.2.55 While most civil propeller aircraft arriving on Runway 36 arrived from the south,

some of those arriving from the north (such as the Tiwi Islands) overflew Darwin as they

approached their final turning point south of the airfield. These aircraft overflew suburbs such

as Fannie Bay and Bay View or Casuarina and Anula at altitudes of less than 2,500 feet.

2.2.56 Some civil propeller aircraft appeared to be approaching Runway 11 before making a

turning south to overfly the suburbs of Darwin at altitudes between 500 feet and 1,000 feet

before making a final turn to land on Runway 36.

63



RUNWAY 36)

64


BLANK PAGE

65



66


Aircraft Departure Flight Tracks Aircraft departure flight track plots from Runway 11, 18,

29 and Runway 36 are shown in following figures:

a. Figure 20 – Aircraft Flight Tracks – Military Jet Departures Runway 11,

b. Figure 21 – Aircraft Flight Tracks – Military Propeller Departures Runways

11,

c. Figure 22 – Aircraft Flight Tracks – Civil Jet Departures Runway 11,

d. Figure 23 – Aircraft Flight Tracks – Civil Propeller Departures Runway 11,

e. Figure 24 – Aircraft Flight Tracks – Military Jet Departures Runway 29

f. Figure 25 – Aircraft Flight Tracks – Military Propeller Departures Runway

29,

g. Figure 26 – Aircraft Flight Tracks – Civil Jet Departures Runway 29,

h. Figure 27 – Aircraft Flight Tracks – Civil Propeller Departures Runway 29.

i. Figure 28 – Aircraft Flight Tracks- Civil Propeller Departures Runways 18

and 36

2.2.57 These flight tracks have been colour coded according to the altitude of the aircraft in

feet above mean sea level (AMSL) as the aircraft departs the airfield. Red designates an

altitude of the aircraft up to 500 feet, orange for an altitude between 500 and 1,000 feet,

yellow for an altitude between 1,000 and 2,500 feet and light green for an altitude above 2,500

feet. These plots of the flight tracks have been generated from the aircraft movement data

recorded during the Quarter 4 2010 reporting period.

2.2.58 Refer to Annex B – Aircraft Movement Details, Table B3 – Aircraft Types

Departures for details of the aircraft departure movements.

67


2.2.59 Figure 20 – Military Jet Aircraft Departures from Runway 11 shows the

recorded flight track plots for military jet aircraft departures from Runway 11 at RAAF Base

Darwin.

2.2.60 The majority of the military jet departures maintained runway heading until they

reached the vicinity of Holtze. From here, most aircraft either continued east or turned to the

south. The majority of military jet departures were by Boeing C-17 Globemaster, Bombardier

Challenger 604 and a small number of Boeing 737 (7) and RNZAF Boeing 757 (10) aircraft.

2.2.61 While a small number of departures turned n ear Berrimah enroute to overseas

airports in Singapore, Malaysia and Japan, these generally did not overfly residential suburbs.

2.2.62 Four F/A-18 Hornets departed from Runway 11 to bases to the east and south-east

and two departures by United States Air Force KC-135 Stratotankers.

2.2.63 There were two departures by United States Air Force KC-135 Stratotankers. One to

a base to the south-east and another to an airport in Singapore.

2.2.64 There were also two departures by Republic of Singapore Air Force McDonnell

Douglas F-15 Eagle aircraft. Both of these aircraft turned left and headed to the north-west to

a base in Singapore.

68


INSERT FIGURE 20 (FLIGHT TRACKS FOR MILITARY JET DEPARTURES FROM

RUNWAY 11)

69


BLANK PAGE

70



71


2.2.65 Figure 21 – Military Propeller Aircraft Departures from Runway 11 shows the

recorded flight track plots for military propeller departures from Runway 11 at RAAF Base

Darwin.

2.2.66 The majority of departing aircraft maintained runway heading until at least 2000 feet

and four kilometres from the airfield before they turned towards their final destination. Most

of these departures were by larger aircraft such as the Lockheed C-130 Hercules (49) and the

Lockheed P-3 Orion (23).

2.2.67 Lockheed C130 Hercules aircraft departing Runway 11 generally turned towards the

south-east and south-west towards Australian bases, or to the north headed for airports in

Brunei, East Timor, Malaysia and Singapore. Most Lockheed P-3Orions headed south-west,

west or north towards their operational areas.

2.2.68 There were also 17 departures by Beechcraft 350 Super King Air aircraftand two

departures by Pilatus PC-9 aircraft.

INSERT FIGURE 21 (FLIGHT TRACKS FOR MILITARY PROPELLER DEPARTURES

FROM RUNWAY 11)

72


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73



74


2.2.69 Figure 22 – Civil Jet Aircraft Departures from Runway 11 shows the recorded

flight track plots for civil jet aircraft departures from Runway 11 at RAAF Base Darwin.

Civil jet aircraft tended to follow published standard departure flight paths in the Darwin area.

2.2.70 Aircraft headed to Australian airports generally maintained runway heading or turned

to the south near the Howard Springs navigation aid. This activity can be seen in the strong

corridors of traffic exiting to the south and south-east.

2.2.71 Aircraft headed to overseas airports (such as Vietnam, Indonesia, and Singapore)

usually made their first turn between Knuckey Lagoon and Holtze. These aircraft were

generally Airbus 320s and did not overfly Darwin.

2.2.72 The suburbs of Palmerston were overflown by scheduled passenger services on a

regular basis. Most aircraft that flew over Palmerston were between 2,500 feet and 5,000 feet

on their way to other Australian airports.

75


INSERT FIGURE 22 (FLIGHT TRACKS FOR CIVIL JET DEPARTURES FROM

RUNWAY 11)

76


BLANK PAGE

77



78


2.2.73 Figure 23 – Civil Propeller Aircraft Departures from Runway 11 shows 3,851

flight tracks in total and demonstrates that civil propeller aircraft overfly the suburbs of

Darwin more frequently than military aircraft or civil jet aircraft.

2.2.74 The majority of the civil propeller aircraft departures were to the north-east, east and

south-east and involved aircraft headed to airports in the Northern Territory and Queensland.

These aircraft generally did not fly over populated suburbs below 2,500 feet.

2.2.75 Aircraft that turned right after departure near Coonawarra and exited to the south

were enroute to Alice Springs, Derby and other smaller airports in the Northern Territory and

Western Australia.

2.2.76 Approximately 800 aircraft turned left after departure near Knuckey Lagoon and

exited to the north over Shoal Bay. These aircraft consisted of medium-sized propeller

aircraft, such as the Bombardier Dash 8, enroute to the Dili, East Timor or alternatively light

propeller aircraft enroute to the Tiwi Islands and small airports in the Northern Territory.

Medium propeller aircraft (e.g. Bombardier Dash-8) aircraft that overflew suburbs were

generally at a higher altitude than light propeller aircraft.

79


INSERT FIGURE 23 (FLIGHT TRACKS FOR CIVIL PROPELLER DEPARTURES FROM

RUNWAY 11)

80


BLANK PAGE

81



82


2.2.77 Figure 24 – Military Jet Aircraft Departures from Runway 29 shows the

recorded flight track plots for Military Jet aircraft departures from Runway 29 at RAAF Base

Darwin. During the reporting period, four F/A-18 Hornet aircraft, three Bombardier

Challenger 604, one Boeing 737 BBJ and one Boeing C-17 Globemaster aircraft departed

from Runway 29

2.2.78 All of the departures from Runway 29 maintained runway heading and headed out

toward Beagle Gulf. The majority of departures then turned south over Shoal Bay for bases

and airports to the south. None of these aircraft overflew Darwin at low altitude.

83


INSERT FIGURE 24 (FLIGHT TRACKS FOR MILITARY JET DEPARTURES FROM

RUNWAY 29)

84


BLANK PAGE

85



86


2.2.79 Figure 25 – Military Propeller Aircraft Departures from Runway 29 shows the

recorded flight track plots for military propeller aircraft departures from Runway 29 at RAAF

Base Darwin.

2.2.80 The departures were by Lockheed P-3 Orions and Lockheed C-130 aircraft that

maintained runway heading out over Beagle Gulf then exited the area to the west, south and

east.

87


INSERT FIGURE 25 (FLIGHT TRACKS FOR MILITARY PROPELLER DEPARTURES

FROM RUNWAY 29)

88


BLANK PAGE

89



90


2.2.81 Figure 26 – Civil Jet Aircraft Departures from Runway 29 shows the recorded

flight track plots for civil jet aircraft departures from Runway 29 at RAAF Base Darwin.

Civil jet aircraft tended to follow published standard departure flight paths in the Darwin area.

2.2.82 The majority of the departures maintained runway heading out over Beagle Gulf then

turned left over Shoal Bay/Port Darwin and exited the local area to the south-east. A small

number of these flights overflew Darwin and surrounding suburbs at an altitude below 2,500

feet.

2.2.83 A small number of aircraft turned right after departure over Beagle Bay and circled

back over Lee Point to exit the area to the south-east. These flights overflew the northern

suburbs of Darwin at altitudes generally exceeding 2,500 feet.

91


INSERT FIGURE 26 (FLIGHT TRACKS FOR CIVIL JET DEPARTURES FROM

RUNWAY 29)

92


BLANK PAGE

93



94


2.2.84 Figure 27 – Civil Propeller Aircraft Departures from Runway 29 shows 506

flight tracks which is only 12% of the total number of departures from the main 11/29

Runway and a significant reduction from the 3,310 movements in the previous quarter. Such a

change in utilisation is usually caused by prevailing wind and weather conditions.

2.2.85 The majority of the departures maintained runway heading out over Beagle Gulf then

turned right over Lee Point and exited the area to the east enroute to small airports in the

Northern Territory. A number of these flights by light propeller aircraft overflew Darwin and

surrounding suburbs at altitudes above 1,000 feet.

2.2.86 A large number of aircraft turned left after departure over Beagle Bay and exited the

area to the south and south-west enroute to Alice Springs, Derby and other smaller airports in

the Northern Territory and Western Australia. A number of these flights by light propeller

aircraft overflew the northern suburbs of Darwin at above 1,000 feet altitude.

2.2.87 A large number of aircraft turned right after departure over Beagle Bay to exit the

area to the north-west out into the Timor Sea. These aircraft consisted of medium-sized

propeller aircraft, such as the Bombardier Dash 8, enroute to Dili, East Timor or alternatively

light propeller aircraft enroute to the Tiwi Islands and small airports in the Northern Territory.

95



RUNWAY 29)

96


BLANK PAGE

97



98


2.2.88 Figure 28 – Civil Propeller Aircraft Departures from Runway 18 and 36 shows

the recorded flight track plots for civil propeller aircraft departures from Runway 18 and 36 at

RAAF Base Darwin and shows 331 departures from Runway 18 and one departure from

Runway 36.

2.2.89 Most of aircraft the departing Runway 18 maintained runway heading or turned right

over Darwin Harbour and exited the area to the south or south-west enroute to regional

airports in the Northern Territory and Western Australia.

2.2.90 An aircraft that took off from Runway 18 turned to the north and overflew the

suburbs of Darwin at altitudes exceeding 1,000 feet.

2.2.91 Thirteen aircraft departed Runway 36 during Quarter 2 2011. These aircraft overflew

the northern suburbs of Darwin before turning towards their destinations.

99



RUNWAYS 18 AND 36)

100


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101


Circuit Flight Tracks

2.2.92 Aircraft circuit flight track plots for all Runways are shown on in the following

figures:

a. Figure 29 – Aircraft Flight Tracks – Military Propeller Circuits, and

b. Figure 30 – Aircraft Flight Tracks – Civil Jet Circuits.

c. Figure 31 – Aircraft Flight Tracks – Civil Propeller Circuits

2.2.93 These flight tracks have been colour coded according to the altitude of the aircraft in

feet AMSL as the aircraft undertakes the circuit training. Red designates an altitude of the

aircraft up to 500 feet, orange for an altitude between 500 and 1,000 feet, yellow for an

altitude between 1,000 and 2,500 feet and light green for an altitude above 2,500 feet. The

aircraft undertaking circuit training fly at an altitude of 1,500 feet AMSL. These plots of the

flight tracks have been generated from the aircraft movement data recorded during the Quarter

2 2011 reporting period.

2.2.94 Refer to Annex B – Aircraft Movement Details, Table B4 – Aircraft Types Circuit

Movements for details of the aircraft circuit movements.

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2.2.95 Figure 29 – Military Circuits shows the recorded flight track plots for military

aircraft circuits at RAAF Base Darwin.

2.2.96 Seven Lockheed P-3 Orions conducted circuits south of Runway 11/29. A number of

these aircraft made a straight in approach to Runway 11 or 29 before the circuits.

103


INSERT FIGURE 29 (MILITARY PROPELLER CIRCUIT TRACKS)

104


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105



106


2.2.97 Figure 30 – Civil Circuits shows the recorded flight track plots for civil aircraft

circuits at RAAF Base Darwin.

2.2.98 Many of these flight tracks appear to be local area operations eg. tourist flights.

2.2.99 There are also a few apparent missed approaches, which is where an aircraft may

elect to abort its initial approach and “go around” for a second approach. This can occur for

various operational reasons, including weather, or airport congestion.

107


INSERT FIGURE 30 (CIVIL CIRCUIT TRACKS)

108


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110


Helicopter Flight Tracks

2.2.100 Figure 31 – Helicopter Flight Tracks illustrates the recorded helicopter flight tracks

to and from the helicopter landing areas at RAAF Base Darwin for the Quarter 2 2011.

2.2.101 Circuits are flown in three general areas around the airfield, south over Winnellie and

Hidden Valley, north-east over Karama and Knuckey Lagoon and to the north-west over

Nightcliff and Moil.

111


INSERT FIGURE 31 (HELICOPTER FLIGHT TRACKS)

112


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114


Unknown Aircraft Flight Tracks All Runways

2.3 Unidentified aircraft accounted for 7,056 (31.7%) of the aircraft movements recorded

during the quarter. As discussed in Chapter 1, “Unknown” flight tracks are those for which

the NFPMS is unable to identify the aircraft type. This is usually because the aircraft is not

transmitting a unique transponder beacon code such as a light propeller aircraft using

transponder code 1200 or has not lodged flight plan information that includes the aircraft type.

2.4 The following three Figures demonstrate that flying activity by unknown and

unidentified aircraft broadly matches the activity shown earlier in this report. For example,

aircraft arriving or departing RAAF Base Darwin tended to follow standard published fight

procedures and aircraft that performed a circuit generally did so on the southern side of the

runway.

2.5 Although the vast majority of the unknown and unidentified flight tracks were made

by civil aircraft, some military aircraft flight tracks may be included on these maps. Based

upon the overall numbers of military aircraft operating at RAAF Base Darwin during the

reporting period, the number of military aircraft included on the following maps is estimated

to be very low.

2.6 Figure 32 – Unknown Aircraft Arrival Flight Tracks – All Runways depicts arrivals

by unknown and unidentified aircraft in red.

2.7 Figure 33 – Unknown Aircraft Departure Flight Tracks – All Runways depicts

departures by unknown and unidentified aircraft in blue.

2.8 Figure 34 – Unknown Aircraft Circuit Flight Tracks – All Runways depicts

circuits by unknown and unidentified aircraft in green.

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INSERT FIGURE 32 (UNKNOWN AIRCRAFT ARRIVAL FLIGHT TRACKS – ALL

RUNWAYS)

116


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117



118


INSERT FIGURE 33 (UNKNOWN AIRCRAFT DEPARTURE FLIGHT TRACKS – ALL

RUNWAYS)

119


BLANK PAGE

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121


INSERT FIGURE 34 (UNKNOWN AIRCRAFT CIRCUIT FLIGHT TRACKS – ALL

RUNWAYS)

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3. AIRCRAFT NOISE

3.1 Measurement of Aircraft Noise

3.1.1 Noise is described as unwanted sound. The two main components of a sound event

are the loudness and pitch. The loudness is related to the energy of the sound wave and pitch

is related to the frequency of the sound.

3.1.2 The human ear relates the loudness to the Sound Pressure, which is an easy

parameter to measure with a noise measurement instrument. The loudness of actual sound

levels is made by comparison to a standard pressure of 2x10-5 Pascals (Newtons per square

metre) taken at a reference frequency of 1,000 Hz. This sound pressure has been set as the

lower threshold of hearing; with the upper threshold of the hearing pressure range being 1,000

Pa, where permanent damage would be done to the eardrum. Because of this very large range

of sound pressures, a logarithmic scale was developed which, for typical noise events,

consolidated the range of sound pressures from 0 to 140 dB. This expression of the level of

sound is referenced as the Sound Pressure Level (SPL) and is measured in decibels (dB).

3.1.3 Within the human auditory system, for similar pressure levels, the pitch, or

technically the frequency, determines the interpretation of the loudness. At equal sound

pressures, low frequencies are perceived as less loud than middle frequencies in the 1,000 to

4,000 Hz range. At frequencies above 4,000 Hz, sensitivity decreases.

3.1.4 The human ear of a young person corresponds to a frequency range of 20 Hz to

20,000 Hz. This is called the audible range. One general trend is that as people age they are

less able to hear the higher frequencies, so that the high frequency limit may be reduced to

15,000 Hz or in extreme cases down to 10,000 Hz.

3.1.5 The human ear is better equipped to hear the mid frequency ranges and therefore

people can find noises in this frequency band more annoying. The “A” filter approximates the

sensitivity of the ear and relates the relative loudness of the various noises at different

frequencies to the human ear’s response to those noises. The “A weighted” decibel scale,

referenced as dB(A) has generally been adopted as the relevant parameter for the measurement

of community noise and has been adopted for aircraft noise, due primarily to the simple nature

of obtaining an A-weighted noise level.

3.1.6 There are a large number of descriptors which have been developed to describe

aircraft noise. These include:

a. single event descriptors which can be measured or calculated by a noise

monitoring instrument, and

b. equal energy parameters which accumulate a number of noise events over

time and need to be calculated.

3.1.7 Refer to Annex A – Glossary for a description of the common acoustic parameters

used in the measurement of the community’s exposure to aircraft noise.

3.1.8 Two commonly used single event noise descriptors of aircraft and community noise

are the “maximum” A-weighted sound pressure level (LAmax) and the “equivalent” A-

weighted noise level (LAeq).

124


3.1.9 The LAmax and LAeq metrics for an actual single aircraft overflight are illustrated in

the following diagram. The LAeq for the aircraft noise event is the “equivalent” noise level

that has the same total sound energy as the actual varying measured sound pressure level over

the aircraft movement. The LAeq value will normally be less than the LAmax value.

50

60

70

80

90

100

110

120

0 5 10 15 20 25 30 35

dB

(A)

Time (seconds)

LAmax

LAeq88.9

96.8

3.1.10 The above diagram illustrates that, as in this case, the noise from an aircraft

overflight often has two peaks with only the higher peak being the LAmax value.

3.1.11 Other single event noise parameters commonly used in reporting aircraft noise

include the Sound Exposure Level (SEL) and the Effective Perceived Noise Level (EPNL).

3.1.12 Equal energy noise descriptors include the “equivalent” A-weighted noise level

averaged over a specified time (LAeq,T), the Australian Noise Exposure Forecast (ANEF), the

Noise Exposure Forecast (NEF), and the Day Night Level (DNL). These parameters need to

be calculated and cannot be directly measured by a noise monitor.

3.1.13 Numerous studies around the world have shown that the equal energy indices are

more related to people’s reaction to aircraft noise than single event parameters such as the

LAmax, or SEL.

3.1.14 Australian Standard AS 2021-2000, “Acoustics – Aircraft noise intrusion – Building

siting and construction” requires that land use planning around Australian civilian airports and

military airfields be based on an endorsed ANEF. The ANEF is produced using the US

Federal Aviation Administration’s Integrated Noise Model (INM) which calculates the future

noise exposure over a 24 hour period based on the averaged aircraft movements over the

annual operational period of the aerodrome, ie the total number of aircraft movements divided

by the number of operational days in a year.

3.1.15 AS 2021-2000 identifies in Section A2.4:

"In many cases the military flying activities conducted at Defence airfields may be

limited to weekdays. Consequently, a daily movement average based on 365 days of

activity per year, as assessed for civil aerodromes, may not be appropriate when

125


producing the ANEF for military airfields and joint Defence/civil airports. When

military flying activities at an airfield are expected to occur for less than 365 days

per year, average daily movement numbers for military aircraft may be assessed on

the basis of average aircraft movements during operating days only."

3.1.16 AS2021 does not identify the determination of an average day for a mixed use

aerodrome. As the intent of an ANEF map for a military aerodrome is to identify the noise

impact of military operations, which tend to produce higher noise levels than for civilian

operations at the same aerodrome, the average daily operations used for the ANEF must be

different to a domestic or international civilian airport.

3.1.17 For the preparation of the Hawk LIF EIS the Commonwealth Department of

Environment required the ANEF to utilise:

a. the average daily civil aircraft movements calculated by dividing the

forecast annual civil aircraft movements by 365 flying days.

b. the average daily military aircraft movements calculated by dividing the

forecast annual military aircraft military aircraft movements by 240 flying

days at RAAF Base Darwin, and

3.1.18 In a layman’s sense the ANEF for RAAF Base Darwin shows the aircraft noise

exposure on days when military operations occur. Therefore on days when military operations

do not occur, the noise exposure will be less, and for weekends may be further reduced by a

lower number of civilian aircraft movements. The Leq and maximum levels appended to this

report reflect that position.

3.1.19 The future exposure to aircraft noise is illustrated as ANEF contours drawn on a map

of the environs around the aerodrome. The contours show increasing aircraft noise exposure

from 20 ANEF to 40 ANEF. These ANEF contour numbers are not related to any value of the

single event noise parameters and cannot be directly measured.

3.1.20 In addition to an ANEF, there is an Australian Noise Exposure Index (ANEI). The

ANEI is produced using the INM and is a calculation of the noise exposure of actual aircraft

operations from a previous year (as distinct from a forecast of future operations). The ANEI

has the same units as the ANEF and is the average daily aircraft noise exposure around the

aerodrome for that year. As the ANEI represents the predicted noise exposure for operations

in the past, any comparison with existing aircraft noise levels can only relate to an ANEI

rather than a future ANEF.

3.1.21 For the insulation of buildings within the 20 ANEF contour, the Australian Standard

AS2021-2000 utilises the “Aircraft noise level” as the highest external level determined for

each aircraft operation and mode. The “Aircraft noise level” is location specific. The

maximum levels in Tables C4, C5 and C6 provide an arithmetic average, the minimum and

the maximum of the range of aircraft maximum levels recorded for the different aircraft types.

The aircraft maximum levels in Tables C4, C5 and C6 are not “Aircraft noise levels” as

defined in AS2021-2000.

3.1.22 The inquiry by the Senate Select Committee on Aircraft Noise in Sydney (Falling on

Deaf Ears - 1995) found that the ANEF System was not generally understood and

recommended that the ANEF be supplemented by additional acoustic metrics.

126


3.1.23 Whilst not required by AS 2021-2000 for measuring noise exposure, the LAeq,T

parameter may be used as a supplementary acoustic for the measurement of aircraft noise

exposure in Australia. The LAeq,T parameter is the summation of all the LAeq values for

each aircraft operation, logarithmically averaged over a period of time typically 16 or 24

hours. The LAeq may also be referenced as Leq. A 24 hour LAeq is often referenced as

Leq 24.

3.1.24 Many acoustic studies around the world have confirmed that there is a direct

relationship with the 24 hour LAeq parameter and people’s reaction to aircraft noise, with one

study in the UK (The Aircraft Noise Index Study - 1985) identified a step in people’s reaction

at a LAeq of 57 dB(A). Based on this report, the UK Government adopted the LAeq

parameter as a measure of aircraft noise and used 57 dB(A) as the approximate value where

there is general community annoyance from aircraft noise. Evidence from the study showed

that people become moderately disturbed at LAeq 65 dB(A) and were considered highly

disturbed at LAeq 70 dB(A).

3.1.25 The World Health Organisation (WHO) recommends that, for transportation

activities, the noise exposure should be measured in terms of the average 24 hour LAeq and

recommends an external 55dB(A) as the value where people start to became annoyed with

aircraft noise.

3.1.26 The Leq and some derived parameters are used by many other countries around the

world as the simplest means of measuring people’s reaction to aircraft noise. Most of Europe

use the WHO LAeq recommendations. Canada uses the NEF system which is similar to the

ANEF system but with a different night weighting. The USA and New Zealand use the DNL

system which is a LAeq with a night weighting from 10 pm to 7 am.

3.1.27 Airservices Australia has reported (refer to pages 7-8 of the Q2 2005 NFPMS report

for RAAF Base Darwin) that an order of magnitude estimate for comparison with the ANEI

value can be obtained by subtracting 35 dB(A) from the average 24 hour LAeq value. The

WHO external noise recommendation of 55 dB(A) would therefore approximate an ANEI

value of 20. An average 24 hour LAeq value of 60 dB(A) would approximate an ANEI value

of 25 being the “unacceptable” limit for residential housing under AS 2021-2000. Similarly

for comparison purposes, a LAeq value of 65 dB(A) would approximate ANEI 30 and LAeq

70 dB(A) would approximate ANEI 35.

3.1.28 Because the equal energy parameters are not easily understood, additional

supplementary parameters have also been used to further describe aircraft noise. The LAmax

metric is the most common supplementary aircraft noise parameter used around the world.

The WHO recommends that for aviation operations, in addition to the LAeq, additional

descriptors such as LAmax should also be reported.

127


3.1.29 In 2000, the then Australian Department of Transport and Regional Services

(DOTARS) suggested the Number Above (NA) parameter also be used as an additional

indicator of the community’s exposure to aircraft noise. This parameter provides an average

daily number of aircraft noise events above a certain LAmax dB(A) level. The N70 parameter

represents the daily average number of aircraft noise events greater than a LAmax of

70 dB(A), N85 for average aircraft noise events greater than 85 dB(A) etc. DOTARS

recommended that the N70 parameter be used as 70 dB(A) is the LAmax level where speech

communication can be disrupted by aircraft noise. The benefit of the NA parameter is yet to

be quantified as the relationship between a particular NA value and people’s annoyance or

disturbance has not been established.

3.1.30 This quarterly report on the noise exposure of existing aircraft operations on the local

community documents the quarterly average 24 hour LAeq value. The NA parameters of N70

and N85 are also documented.

128


3.2 Factors Affecting the Propagation of Aircraft Noise

3.2.1 The noise level measured at each NMT can vary considerably between similar

operations by the same aircraft type. The variation can be in excess of a sound pressure level

of 10 dB(A) – a doubling of the subjective loudness of a particular sound.

3.2.2 The factors affecting the measured noise level at a particular location include the

following:

a. thrust setting of the aircraft,

b. attitude,

c. configuration of the aircraft,

d. flight track flown,

e. distance of the monitor to the aircraft position, and

f. environmental (weather) considerations.

3.2.3 The thrust setting of the engines of the aircraft is probably the most important

consideration as this represents the noise power at the source. The thrust setting will be

dependent on payload, range, configuration, pilot technique, weather conditions (particularly

wind and temperature) and whether the aircraft is accelerating, decelerating or in a constant

power setting. This is particularly important for military aircraft, which may use afterburner

power which may significantly increase the noise level.

3.2.4 The attitude of the aircraft can also affect the propagation of the noise level from the

aircraft. The noise level can be dependent on whether the aircraft is climbing, descending,

banking or in level flight. Banking, in particular, can shield the noise output from the engines

from the observer.

3.2.5 The configuration of the aircraft such as flap settings and exposed undercarriage alter

the power settings and can affect the noise generated by the aircraft. The lowering of flaps and

undercarriage will usually result in an increase in aircraft noise from the disturbed airflow,

turbulence or additional engine thrust when compared with the situation of no flaps or

exposed undercarriage..

3.2.6 The flight track flown and the distance of the noise monitor from the actual aircraft

position also have a bearing on the recorded noise level. The noise is dissipated through the

atmosphere in proportion to the square of the distance. A doubling of the distance will result

in a decrease in the noise level by approximately 6 dB(A).

3.2.7 Environmental considerations affecting the propagation of aircraft noise through the

atmosphere include the following:

a. atmospheric absorption,

b. wind,

c. temperature gradient, and

d. lateral attenuation.

129


3.2.8 Atmospheric absorption influences the propagation of aircraft noise and hence the

impact on the community. Temperature and humidity affect the absorptive properties of the

atmosphere; this in turn affects change in the rate of the attenuation, which is not the same

over the audible frequency spectrum. For example, over distances lower frequency sounds are

less attenuated than higher frequency sounds. Cloud cover affects how aircraft noise is

reflected and carried through the atmosphere. For example, cloud cover tends to reflect

aircraft noise and therefore on a cloudy day aircraft noise will be carried over a longer

distance.

3.2.9 Wind direction and strength can also impact on the propagation of the aircraft noise

through the atmosphere. The propagation of noise from source to receiver will vary whether

the receiver is upwind, downwind or crosswind from the source. Similarly, the strength of the

wind can increase or decrease the sound depending on the relative positions of the source and

the receiver.

3.2.10 Temperature gradient, particularly where there is an occurrence of temperature

inversion, will also impact on the noise received at a monitor from a particular aircraft

operation. Depending on the conditions existing at the time the sound waves may be

dispersed upwards, downwards, towards or away from the receiver.

3.2.11 Lateral attenuation is described as being the absorption of aircraft noise from the

ground, diffraction and directivity effects. Lateral attenuation is considered as excess

attenuation, whereas by the same token the noise may be reflected from water bodies;

expanses of hard surfaces etc. and cause an increase in the noise level thereby reducing the

attenuation.

3.2.12 Weather data for RAAF Base Darwin is collected by the Darwin RAAF

Meteorological Office. The relevant monthly weather data can be compared with the long

term average over the last 70 years to determine whether there have been any abnormal

weather conditions. Detailed weather information for RAAF Base Darwin for the previous 14

months is available on the internet at the following site:

http://www.bom.gov.au/climate/dwo/IDCJDW2145.latest.shtml.

130


3.3 Noise Environment at RAAF Base Darwin

NMT Locations

3.3.1 The community-based NMT locations in the vicinity of RAAF Base Darwin have

been located to report the noise exposure from aircraft operations associated with the Base.

The noise exposure at each community-based NMT location is assessed in this report and

details of the aircraft operations which triggered a noise event documented.

3.3.2 4 NMTs have been located outside the Base within communities in the vicinity of the

airfield. These NMTs are illustrated on Figure 36 – NMT Location Plan and have

been installed at the following locations:

a. Ludmilla Primary School

b. Jingili Primary School

c. Karama Primary School

d. Berrimah Farm

3.3.3 Figure 36 shows graduated shading with a radius of up to 3.5 km from each NMT

location. This zone identifies the area where aircraft are likely to generate a noise

event at the NMT location. Analysis of the NFPMS data revealed that an aircraft

with a high noise signature such as a F/A-18 Hornet can register a noise event at a

NMT as far away as 3.5 km, whereas less noisy aircraft such as light civil aircraft

needed to be much closer to the NMT to register a noise event.

131


INSERT FIGURE 36 (NMT LOCATION PLAN)

132


BLANK PAGE

133


24 Hour Average LAeq

3.3.4 Table 4 shows the monthly and quarterly average 24 hour LAeq of all correlated

aircraft noise events recorded for each of the NMTs at RAAF Base Darwin, including those by

unknown aircraft. The average 24 hour LAeq value is the logarithmic average of all the

recorded aircraft noise events. The logarithmic averages are calculated by converting the daily

LAeq values to the equivalent acoustic energy and then averaging the acoustic energy over the

total time period. The resultant average acoustic energy is then converted back to a LAeq

value (in dB(A)). A more detailed breakdown of the 24 hour LAeq for each day of each

month for each NMT can be found in Annex C – Community Exposure to Aircraft Noise,

Tables C1 to C3.

Table 4 – Average 24 Hour LAeq Aircraft Noise – Quarter 2 2011

NMT April

2011

May

2011

June

2011

Average for

Q2 2011

Berrimah Farm 51.7 51.7 52.8 52.1

Karama Primary School 39.8 46.2 39.6 43.1

Jingili Primary School 41.9 42.6 43.7 42.8

Ludmilla Primary School 52.4 51.4 58.9 55.6

134


3.3.5 Table 5 shows the quarterly average 24 hour LAeq of all correlated aircraft noise

events recorded for each of the NMTs for Quarter 4 and each of the preceding three quarters.

This table shows all recorded noise events including those by unknown aircraft.

Table 5 – Quarterly Average 24 Hour LAeq Aircraft Noise

NMT Q2 2011 Q1 2011 Q4 2010 Q3 2010

Berrimah Farm 52.1 44.2 45.3 N/A

Karama Primary School 43.1 40.5 45.5 N/A

Jingili Primary School 42.8 41.7 43.0 N/A

Ludmilla Primary School 55.6 44.1 42.7 N/A

3.3.6 The highest average 24 hour LAeq reading of 55.6 dB(A) for Quarter 2 2011 was

recorded at the Ludmilla Primary School location. The lowest average 24 hour LAeq reading

of 42.8 dB(A) for Quarter 2 2011 was recorded at the Jingili Primary School location.

135


Average LAmax

3.3.7 Tables 6 to 8 summarise the aircraft noise events recorded by the DAR NFPMS at the

community-based NMT locations. These tables include all correlated aircraft noise events

including those by unknown aircraft. The average LAmax value is the arithmetic average

(mean) of all the events. A more detailed breakdown of aircraft noise events by NMT can be

found in Annex C – Community Exposure to Aircraft Noise, Table C4 to C6.

3.3.8 Table 6 details the arithmetic average LAmax at the community-based NMT locations

for arrivals at RAAF Base Darwin.

Table 6 – Average LAmax – Arrivals – Quarter 2 2011

Aircraft RWY Berrimah

Farm NMT

Karama

Primary

School NMT

Jingili

Primary

School NMT

Ludmilla

Primary

School NMT

F/A-18 11 62.8 70.0 79.2 88.4

F-15 11 - - - 71.0

C-130/30J 11 - - - 76.5

C-135 11 - 72.3 - -

CL60 11 - - - 70.8

A320/321 11 - - - 71.1

B737 Series 11 54.8 - 55.4 67.1

Boeing 757-200 11 - - 56.3 -

Embraer 170/190 11 - - - 69.8

Beechcraft 1900D 11 - - 68.9 67.9

Dash 8 11 58.0 66.2 74.2 71.5

F100 11 - - - 68.0

F900 11 - - 73.3 -

Learjet 35/45 11 - - - 74.6

Metroliner 11 - 74.1 71.6 72.4

SAAB 340 11 - - 69.3 -

Light Civil 11 61.1 65.8 68.2 70.1

Helicopter 11 - - 73.0 66.5

Unknown 11 - 64.4 72.7 84.5

Beechcraft 1900D 18 - - 71.0 -

Dash 8 18 - - 69.1 -

Metroliner 18 - - 69.0 -

Light Civil 18 - - 69.6 -

Helicopter 18 - - 79.9 82.7

Unknown 18 - 71.2 69.8 71.5

F/A-18 29 65.4 - - 75.6

F15 29 59.7 - - -

C-130/30J 29 58.3 63.5 - -

C17 29 58.3 - - -

CL60 29 56.7 - - -

P-3C 29 61.7 - - -

A320/321 29 55.1 - - -

A340-300 29 56.0 - - -

Boeing 707-320 29 61.4 - - -

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Farm NMT

Karama

Primary

School NMT

Jingili

Primary

School NMT

Ludmilla

Primary

School NMT

Boeing 717-200 29 55.6 - - -

B737 Series 29 57.2 - - -

Boeing 744/742 29 61.6 - - -

Boeing 757-200 29 61.0 - - -

Boeing 767-300 29 57.1 - - -

Embraer 170/190 29 56.7 - - -

Beechcraft 1900D 29 58.6 - - -

Cessna 525 29 59.2 - - -

Dash 8 29 57.6 - - -

Fokker F100 29 68.2 - - -

Gulfstream V 29 - 67.1 - -

Hawker 400 29 68.0 - - -

Learjet 35/45 29 65.3 - - -

Metroliner 29 61.4 65.7 - -

WW24 29 62.3 - - -

Light Civil 29 59.4 69.8 62.2 -

Helicopter 29 59.9 - - -

Unknown 29 64.5 67.9 66.8 78.6

Beechcraft 1900D 36 - 74.8 - 71.6

Metroliner 36 - - - 69.9

Light Civil 36 64.3 - - 71.9

Helicopter 36 - - - 91.7

Unknown 36 - - 63.8 72.4

Unknown H 53.1 70.8 71.0 71.5

For more details, refer to Annex C – Community Exposure to Aircraft Noise Events, Tables C4 to C6.

137



for departures at RAAF Base Darwin.

Table 7 – Average LAmax – Departures – Quarter 2 2011


Farm NMT

Karama

Primary

School NMT

Jingili

Primary

School NMT

Ludmilla

Primary

School NMT

F/A-18 11 88.9 79.6 83.6 92.6

F-15 11 86.8 83.7 81.3 84.7

C-17 11 72.1 - - -

C-130/30J 11 67.8 - - 71.2

CL60 11 67.3 - - -

P-3C 11 65.6 - - -

PC9 11 66.4 - - -

A320/321 11 65.5 61.3 64.9 71.2

A330-300 11 68.5 - - -

A340-300 11 68.8 56.9 59.6 63.1

Boeing 707-320 11 78.7 - - -

Boeing 717-200 11 64.0 - - -

B737 Series 11 67.0 - - 67.1

Boeing 744/742 11 70.7 - - -

Boeing 757-200 11 66.8 57.6 60.0 -

Boeing 767-300 11 68.4 - - -

Boeing KC-135 11 72.6 - - -

Cessna 525 11 64.1 - - -

Embraer 170/190 11 65.3 64.6 - -

Fokker F100 11 64.7 - - -

F2TH 11 58.8 - 54.7 -

GL5T 11 66.5 - - -

Gulfstream V 11 63.6 - - -

D328 11 56.6 - - -

Dash 8 11 - 78.7 64.4 -

DC-10 11 72.7 - - -

DC-93 11 78.0 - - -

Beechcraft 1900D 11 65.9 68.2 - 68.7

Ilyushin –II-76 11 71.9 - - -

Learjet 35/45 11 66.9 - - 72.4

Metroliner 11 65.6 71.1 66.2 70.0

Hawker 400 11 65.5 - - -

Hawker 800 11 65.0 - - -

SAAB 340 11 65.9 - - -

WW24 11 65.5 - - -

Light Civil 11 64.5 68.1 66.6 69.0

Unknown 11 76.1 72.1 75.2 82.4

Helicopter 11 62.5 59.0 64.6 68.5

Metroliner 18 - - 70.9 69.0

Light Civil 18 - - 71.0 69.1

Unknown 18 - - 68.4 71.0

138



Farm NMT

Karama

Primary

School NMT

Jingili

Primary

School NMT

Ludmilla

Primary

School NMT

F/A-18 29 59.3 - 70.1 75.7

B737 Series 29 - - 57.5 63.3

Boeing 767-300 29 - - 81.5 -

F100 29 - - - 66.7

Gulfstream V 29 - - - 65.1

Embraer 170/190 29 - - 51.5 -

P-3C 29 71.8 - - 68.9

A320/321 29 58.1 56.0 56.0 64.9

A340-300 29 - - 59.0 63.7


MD82 29 - - - 67.9

Light Civil 29 - 66.8 62.4 66.7

Unknown 29 - - 71.4 77.5

Unknown 36 - - 76.1 -

Helicopter H - - - 73.8

Unknown H 65.2 71.4 70.6 70.5


139



for circuit movements at RAAF Base Darwin.

Table 8 – Average LAmax – Circuits – Quarter 2 2011


Farm NMT

Karama

Primary

School NMT

Jingili

Primary

School NMT

Ludmilla

Primary

School NMT

A320/321 11 61.5 - - 68.1

C130/30J 11 - 76.5 - -

Embraer 170/190 11 61.5 - - 79.8

Hawker 800 11 55.6 - - -

B737 Series 11 61.9 - - -

Boeing 717-200 11 62.6 - - -

Dash 8 11 - - 72.4 -

D328 11 54.1 - - -

Light Civil 11 66.2 65.1 74.4 80.3

Unknown 11 66.0 69.2 69.4 70.1

Light Civil 18 - - 65.9 65.9

Unknown 18 - - 72.6 68.4

F-15 29 - - 77.9 83.5

A320/321 29 53.4 - - -

Beechcraft 1900D 29 - - 71.6 -

Dash 8 29 78.4 - - -

Light Civil 29 66.4 66.8 71.1 78.8

Helicopter 29 60.4 - - 67.7

Unknown 29 64.0 67.2 68.2 69.7

Beechcraft 1900D 36 - - 72.6 -


Light Civil 36 63.8 - 66.2 -

Unknown 36 67.3 69.6 70.2 68.4

Unknown H 64.1 67.9 70.5 71.0


3.3.11 For more details, refer to Annex C – Community Exposure to Aircraft Noise Events,

Table C4 to C6.

140


NA Noise Events

3.3.12 Table 9 details the noise events from all recorded aircraft (military, civil and unknown)

in terms of N70 and N85 for Quarter 2 2011. There were 91 days in the quarter, so the average

number of aircraft noise events per day is simply the total number of events divided by 91.

Table 9 – N70 and N85 Noise Events for All Aircraft for Quarter 2 2011

Berrimah

Farm NMT

Karaman

Primary School

NMT

Jingili

Primary

School

NMT

Ludmilla

Primary

School

NMT

Total N70 Events 262 335 255 419

Average N70 Events 2.9 3.7 2.8 4.6

Total N85 Events 70 8 8 106

Average N85 Events 0.8 0.1 0.1 1.2 Note – Average N70 and N85 events calculated based on 91 days

3.3.13 Table 10 details the noise events from known military aircraft movements in terms of

N70 and N85 for Quarter 2 2011. Some military aircraft movements may be classified in the

unknown category and therefore are not included in Table 10. There were 65 operational days

in the quarter, so the average number of aircraft noise events per day is simply the total number

of noise events from military aircraft movements divided by 65.

Table 10 – N70 and N85 Noise Events for Military Aircraft for Quarter 2 2011

Berrimah

Farm NMT

Karama

Primary

School

NMT

Jingili

Primary

School

NMT

Ludmilla

Primary

School

NMT




Average N85 Events 0.1 0.1 0.1 0.2 Note – Average N70 and N85 events calculated based on 65 days

141


Table 11 details the noise events from known civil aircraft movements in terms of N70 and N85

for Quarter 2 2011. Some civil aircraft movements may be classified in the unknown category

and therefore are not be included in Table 11. There were 91 days in the quarter so the average

number of aircraft noise events per day is simply the total number of noise events from civil

aircraft movements divided by 91.

Table 11 – N70 and N85 Noise Events for Civil Aircraft for Quarter 2 2011

Berrimah

Farm NMT

Karama

Primary

School

NMT

Jingili

Primary

School

NMT

Ludmilla

Primary

School

NMT



Total N85 Events 1 - - 2

Average N85 Events 0.01 - - 0.02 Note – Average N70 and N85 events calculated based on 91 days in the quarter.

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Annex A

Glossary


BLANK PAGE

A1


Glossary

24 Hour LAeq Aircraft Noise.

The average 24 hour LAeq Aircraft Noise level is the logarithmic average of all the recorded

aircraft noise events over a 24 hour period."

Aircraft Movement

An aircraft arriving or departing a runway.

ANEF

Aircraft Noise Exposure Forecast. A single number index for predicting the future cumulative

exposure to aircraft noise in communities near aerodromes during a specified time period,

typically averaged over one year.

ANEI

Aircraft Noise Exposure Index. A single number index for predicting the exposure to aircraft

noise in communities near aerodromes during a specified previous time period, typically

averaged over one year.

Arrival

An aircraft entering the local area and landing on a runway.

dB

The Sound Pressure Level (SPL) expressed on a logarithmic scale.

dB(A)

The A-weighted dB which is frequency adjusted to replicate the sound detected by the human

ear.

Departure

An aircraft taking off from a runway and leaving the local area.

Circuit

A procedure where an aircraft departs the runway, circles the airfield and then lands. One

circuit operation shows two circuit movements. Often circuit operations include a number of

touch-and–goes where the number of aircraft movements will be greater than two, depending

on the number of touch–and–goes completed.

EPNL

The Effective Perceived Noise Level (EPNL) is the tone adjusted noise level in dB. For an

aircraft noise event it is the perceived noise level of a continuous reference sound which in the

same total time would convey the same summated noise annoyance to a listener. The EPNL is

the descriptor used for the certification of aircraft noise and is used for the production of

ANEFs.

A2


LAmax

LAmax is the single event maximum A-weighted sound level reached during an aircraft

movement.

LAmax low value

This is the lowest LAmax value in a range of LAmax values for particular operations.

LAmax high value

This is the highest LAmax value in a range of LAmax values for particular operations.

LAmax average value

This is the arithmetically average of a range of LAmax values from the LAmax low value to

the LAmax high value for particular operations.

LAeq

The “equivalent noise level” (LAeq) is the energy equivalent noise level measured in A-

weighted decibels (dB(A)). It is a time-averaged sound level; a single-number value that

expresses the time-varying sound level for the specified period as though it were a constant

sound level with the same total sound energy as the time-varying level. Consequently the

LAeq is the constant noise level that if continued over the sample period would have the same

energy as the actual varying, measured sound level. The time period needs to be specified and

can be one hour, 24 hours or the operational hours of the Base.

Number Above (NA)

The NA contour for an airport represents the number of noise events occurring greater than a

particular dB(A) level over a specified time period. The greatest numbers of occurrences are

closer to aircraft flight tracks and the airport runway, and decreases as the distance from the

vicinity of these is increased. The N70 is the number of aircraft noise events above 70 dB(A)

for an average day. The 70 dB(A) is seen as a critical threshold value as it is equivalent to a

single internal noise event of 60 dB(A), assuming that the aircraft noise is attenuated by

approximately 10dB(A) by the fabric of a house with open windows. An aircraft noise event

of 60 dB(A) in a domestic dwelling will likely interfere with a conversation or listening of a

radio or television. An aircraft noise level of 70 dB(A) outside would require a person to raise

their voice noticeably.

The N70 is a good indication of aircraft noise because it represents the way in which aircraft

noise is generally perceived and experienced. The N70 contour is scalar, and as the number of

flights on a flight track doubles, the N70 event occurrence doubles. However like other noise

metrics, the N70 contour can give the impression that no aircraft noise occurs outside the

contours, which is not the case.

Other NA parameters are often produced such as the N80, N85, N90, N95 and N100. The

N85 parameter is important as 85 dB(A) is the noise level which represents the practical limit

where residential building noise insulation can reduce the internal noise to an acceptable level.

A Noise and Flight Path Monitoring Systems (NFPMS) gathers the noise information with

respect to the monitoring site. The measured NA values provide information that is preferred

by some people as an aircraft noise descriptor, and provides a tool for checking the position of

A3


predicted NA contours. However the NA values only provide information very near the noise

monitoring terminals, and the data should be treated with caution as sound pressure levels can

change significantly over relatively short distances.

Sound Exposure Level

The Sound Exposure Level (SEL) is an A-weighted noise level logarithmically summed over

the noise event and referenced to a duration of one second.

Secondary Surveillance Radar

A Secondary Surveillance Radar (SSR) provides data on aircraft positions to air traffic control

by interrogating a transponder on the aircraft. The target aircraft’s transponder responds to the

interrogation by transmitting a coded reply signal.

The Australian Advanced Air Traffic System

The Australian Advanced Air Traffic System (TAAATS) is an integrated air traffic

management system which provides air traffic services over most of Australia’s airspace from

two centres located at Melbourne and Brisbane.

Touch-and-Go

A procedure whereby an aircraft lands and takes off without coming to a stop.

Track Density

A plot of accumulated flight tracks counted over an 18 metre by 18 metre grid.

A4


BLANK PAGE


Annex B

Aircraft Movement Details


BLANK PAGE

A1


Aircraft Movement Details

Aircraft Movements

Table B1 contains a detailed breakdown of aircraft movement by aircraft types for Quarter 2

2011.

Table B1 – Aircraft Movements by Type – Quarter 2 2011

Aircraft

Category

Aircraft Type Number of

Movements

Military Fast Jet

Boeing F/A-18 Hornet 24

McDonnell Douglas F-15 Eagle 67

Military Other Jet

B737 17

Boeing 752 21

Boeing C-135 Stratolifter 1

Boeing C-17 Globemaster 42

Boeing KC-135 3

Bombardier Challenger 604 28

Military Propeller

Beechcraft 300/350 Super King Air 33

Lockheed C-130/C-30J Hercules 108

Lockheed P-3C Orion 56

Pilatus PC-9 6

Military Helicopter

Sikorsky S-70A-9 Blackhawk 3

Civil Heavy Jet

Airbus A330 series 52

Airbus 340-300 71

Boeing 707-320 6

Boeing 747 series 6

Boeing 767-300 202

Ilyushin IL-76 2

McDonnell Douglas DC-10 2

Civil Medium Jet

Airbus 319/320/321 1,849

Boeing B717-200 720

Boeing 737 series 1,230

Bombardier Challenger 300 2

Bombardier Challenger 600 series 6

Bombardier CRJ1000 2

Bombardier Global 5000 2

Bombardier Global Express 2

British Aerospace 125 / Hawker 800 18

Cessna Citation Excel (Model 560XL) 2

Cessna Citation III 2

Cessna Citation Sovereign 2

A2


Aircraft

Category


Movements

Cessna Citation X 4

Dassault Falcon 900 4

Dassault Falcon 2000 8

Douglas DC-9-30 3

Embraer E-170/190 708

Fokker 100 89

Fokker F28 Fellowship 2

Gulfstream IV 2

Gulfstream V 4

Hawker 400 14

Hawker 4000 2

Learjet 35/45 121

Learjet 60 5

McDonnell Douglas DC-9 1

McDonnell Douglas MD-82 2

Israel Aircraft Industries Westwind 24 28

Civil Business Jet

Cessna Citation CJ2 (Model 525A) 20

Embraer Phenom 100-E50P 2

Civil Commuter Propeller

Beechcraft 1900D 1,020

Bombardier Dash 8- 100/200/300/Q400 376

Dornier 328 43

Fairchild Swearingen Metroliner 1,315

SAAB 340 235

Civil Light Propeller

AeroCommander 500 7

Beechcraft 200 King Air 835

Beechcraft 350 Super King Air 6

Beechcraft 55/58 Baron 336

Beechcraft Bonanza 36 1

Britten Norman BN-2A/B Islander 2

Britten Norman BN-2T Islander 2

Cessna 182 Skylane 2

Cessna 310 377

Cessna 402 1,111

Cessna 404 Titan 1,378

Cessna Caravan 2

Cessna C414 Chancellor 1

Cessna 441 Conquest II 608

Cessna Centurion 21

Cirrus SR22 1

Embraer EMB 120 Brasilia 723

Grumman G-73 Mallard 172

Pilatus PC-12 356

Piper PA-28 Arrow 2

A3


Aircraft

Category


Movements

Piper PA-31 Navajo 810

Piper PA-32 Lance 2/Saratoga 3

Piper PA-32R Saratoga 1

Piper PA-46 Malibu 3

Socata TBM 700 2

Civil Helicopter

Aerospatial AS-332 Super Puma 16

Bell 212 Twin Huey 2

MBB/Kawasaki BK 117 9

Sikorsky S-76 Spirit 3

Sikorsky S-92 75

Unknown aircraft type

Unknown aircraft type 8,729

TOTAL: 24,191

A4


Table B2 contains a detailed breakdown of aircraft arrival movements by aircraft types to each

of the two runways and helipads.

Table B2 – Aircraft Types – Arrivals – Quarter 2 2011

Aircraft Type RWY

11

RWY

18

RWY

29

RWY

36

RWY

H

Total

Military Fast Jet

Boeing F/A-18 Hornet 12 - 3 - - 15

McDonnell Douglas F-15 Eagle 55 - 8 - - 63

Military Other Jet

B737 5 - 4 - - 9

Boeing 752 8 - 3 - - 11

Boeing C-135 Stratolifter 1 - - - - 1

Boeing C-17 Globemaster 13 - 8 - - 21

Boeing KC-135 1 - - - - 1

Bombardier Challenger 604 7 - 7 - - 14

Military Propeller

Beechcraft 300/350 Super King Air 16 - - - - 16

Lockheed C-130/C-30J Hercules 33 - 19 - - 52

Lockheed P-3C Orion 13 - 7 - - 20

Pilatus PC-9 1 - - - - 1

Military Helicopter

Sikorsky S-70A-9 Blackhawk 2 - 1 - - 3

Civil Heavy Jet

Airbus A330 series 24 - 2 - - 26

Airbus 340-300 22 - 14 - - 36

Boeing 707-320 2 - 1 - - 3

Boeing 747 series 2 - 1 - - 3

Boeing 767-300 93 - 6 - - 99

Ilyushin IL-76 1 - - - - 1

McDonnell Douglas DC-10 1 - - - - 1

Civil Medium Jet

Airbus 319/320/321 687 - 229 - - 916

Boeing B717-200 179 - 177 - - 356

Boeing 737 series 456 - 154 - - 610

Bombardier Challenger 300 - - 1 - - 1

Bombardier Challenger 600 series 3 - - - - 3

Bombardier CRJ1000 1 - - - - 1

Bombardier Global 5000 1 - - - - 1

Bombardier Global Express 1 - - - - 1

British Aerospace 125 / Hawker 800 4 - 3 - - 7

Cessna Citation Excel (Model 560XL) - - 1 - - 1

Cessna Citation III 1 - - - - 1

Cessna Citation Sovereign 1 - - - - 1

Cessna Citation X - - 2 - - 2

Dassault Falcon 900 2 - - - - 2


Douglas DC-9-30 1 - - - - 1

A5


Aircraft Type RWY

11

RWY

18

RWY

29

RWY

36

RWY

H

Total

Embraer E-170/190 243 - 108 1 - 352

Fokker 100 27 - 17 - - 44

Fokker F28 Fellowship 1 - - - - 1

Gulfstream IV 1 - - - - 1

Gulfstream V 1 - 1 - - 2

Hawker 400 5 - 2 - - 7

Hawker 4000 1 - - - - 1

Learjet 35/45 29 - 31 - - 60

Learjet 60 2 - - - - 2


McDonnell Douglas MD-82 - - 1 - - 1

Israel Aircraft Industries Westwind 24 12 - 5 - - 17

Civil Business Jet

Cessna Citation CJ2 (Model 525A) 8 - 2 - - 10

Embraer Phenom 100-E50P 1 - - - - 1


Beechcraft 1900D 383 6 90 19 - 498

Bombardier Dash 8- 100/200/300/Q400 181 1 95 15 - 292

Dornier 328 13 1 1 1 - 16

Fairchild Swearingen Metroliner 463 13 86 92 - 654

SAAB 340 80 1 31 6 - 118


Civil Light Propeller sub-total 2,065 98 627 539 - 3,329

Civil Helicopter

Aerospatial AS-332 Super Puma 6 1 - - 1 8

Bell 212 Twin Huey - - - - 1 1

MBB/Kawasaki BK 117 2 - 1 - - 3

Sikorsky S-76 Spirit - - - 1 - 1

Sikorsky S-92 33 1 - 2 - 36


Unknown 1,553 201 392 538 314 2,998

Total 6,764 323 2,141 1,214 316 10,758

The unknown aircraft type made up 27.9% of the total arrivals.

A6


Table B3 contains a detailed breakdown of aircraft departure movements by aircraft types

from each runway.

Table B3 – Aircraft Types – Departures – Quarter 2 2011

Aircraft Type RWY

11

RWY

18

RWY

29

RWY

36

RWY

H

Total

Military Fast Jet

Boeing F/A-18 Hornet 5 - 4 - - 9

McDonnell Douglas F-15 Eagle 2 - - - - 2

Military Other Jet

B737 7 - 1 - - 8

Boeing 752 10 - - - - 10

Boeing C-17 Globemaster 20 - 1 - - 21

Boeing KC-135 2 - - - - 2

Bombardier Challenger 604 11 - 3 - - 14

Military Propeller

Beechcraft 300/350 Super King Air 17 - - - - 17

Lockheed C-130/C-30J Hercules 49 - 2 - - 51

Lockheed P-3C Orion 23 - 3 - - 26

Pilatus PC-9 2 - - - - 2

Civil Heavy Jet

Airbus A330 series 21 - 5 - - 26

Airbus 340-300 26 - 9 - - 35

Boeing 707-320 3 - - - - 3

Boeing 747 series 3 - - - - 3

Boeing 767-300 85 - 15 - - 100

Ilyushin IL-76 1 - - - - 1


Civil Medium Jet

Airbus 319/320/321 740 - 179 - - 919

Boeing B717-200 341 - 19 - - 360

Boeing 737 series 508 - 103 - - 611

Bombardier Challenger 300 - - 1 - - 1

Bombardier Challenger 600 series 2 - 1 - - 3

Bombardier CRJ1000 - - 1 - - 1

Bombardier Global 5000 1 - - - - 1

Bombardier Global Express 1 - - - - 1

British Aerospace 125 / Hawker 800 5 - 3 - - 8

Cessna Citation Excel (Model 560XL) 1 - - - - 1

Cessna Citation III 1 - - - - 1

Cessna Citation Sovereign 1 - - - - 1

Cessna Citation X - - 2 - - 2



Douglas DC-9-30 2 - - - - 2

Embraer E-170/190 312 - 41 - - 353

Fokker 100 29 - 16 - - 45

Fokker F28 Fellowship 1 - - - - 1

A7


Aircraft Type RWY

11

RWY

18

RWY

29

RWY

36

RWY

H

Total

Gulfstream IV 1 - - - - 1

Gulfstream V 1 - 1 - - 2

Hawker 400 5 - 2 - - 7

Hawker 4000 1 - - - - 1

Learjet 35/45 42 - 12 - - 54

Learjet 60 3 - - - - 3

McDonnell Douglas MD-82 - - 1 - - 1

Israel Aircraft Industries Westwind 24 9 - 2 - - 11

Civil Business Jet

Cessna Citation CJ2 (Model 525A) 9 - 1 - - 10

Embraer Phenom 100-E50P 1 - - - - 1


Beechcraft 1900D 462 - 45 - - 507

Bombardier Dash 8- 100/200/300/Q400 68 - 7 - - 75

Dornier 328 7 - - - - 7

Fairchild Swearingen Metroliner 528 60 62 1 - 651

SAAB 340 102 2 13 - - 117


Civil Light Propeller sub-total 2,668 268 379 1 - 3,316

Civil Helicopter

Aerospatial AS-332 Super Puma 4 - 3 - 1 8

Bell 212 Twin Huey - - - - 1 1

MBB/Kawasaki BK 117 3 - - - 1 4

Sikorsky S-76 Spirit - - - - 2 2

Sikorsky S-92 29 - 6 - - 35


Unknown 2,371 331 268 8 286 3,264

Total 8,553 661 1,211 10 291 10,726

The unknown aircraft type made up 30.4% of the total departures.

A8


Table B4 contains a detailed breakdown of circuit movements by aircraft types on each

runway.

Table B4 – Aircraft Types – Circuit Movements – Quarter 2 2011

Aircraft Type RWY

11

RWY

18

RWY

29

RWY

36

H Total

Military Fast Jet

McDonnell Douglas F-15 Eagle - - 2 - - 2

Military Propeller

Lockheed C-130/C-30J Hercules 5 - - - - 5

Lockheed P-3C Orion 10 - - - - 10

Pilatus PC-9 3 - - - - 3

Civil Heavy Jet

Boeing 767-300 3 - - - - 3

Civil Medium Jet

Airbus 319/320/321 3 - 11 - - 14

Boeing B717-200 4 - - - - 4

Boeing 737 series 9 - - - - 9

Embraer E-170/190 3 - - - - 3

British Aerospace 125 / Hawker 800 3 - - - - 3

Learjet 35/45 5 - 2 - - 7


Beechcraft 1900D 5 - 2 8 - 15

Bombardier Dash 8- 100/200/300/Q400 2 - 5 2 - 9

Dornier 328 16 - 4 - - 20

Fairchild Swearingen Metroliner 7 - - 3 - 10


Civil Light Propeller sub-total 60 8 41 8 - 117

Civil Helicopter

MBB/Kawasaki BK 117 - - - - 2 2

Sikorsky S-92 - - 4 - - 4


Unknown 1,520 94 614 86 153 2,467

Total 1,658 102 685 107 155 2,707

The unknown aircraft type made up 91.1% of the total circuit movements.

A9


Table B5 contains a detailed breakdown of aircraft movements by aircraft types by operation.

Table B5 – Aircraft Types – Operations – Quarter 2 2011

Aircraft Type Arrivals Departures Circuits Total

Military Fast Jet

Boeing F/A-18 Hornet 15 9 - 24

McDonnell Douglas F-15 Eagle 63 2 2 67

Military Other Jet

B737 9 8 - 17

Boeing 752 11 10 - 21

Boeing C-135 Stratolifter 1 - - 1

Boeing C-17 Globemaster 21 21 - 42

Boeing KC-135 1 2 - 3

Bombardier Challenger 604 14 14 - 28

Military Propeller

Beechcraft 300/350 Super King Air 16 17 - 33

Lockheed C-130/C-30J Hercules 52 51 5 108

Lockheed P-3C Orion 20 26 10 56

Pilatus PC-9 1 2 3 6

Military Helicopter

Sikorsky S-70A-9 Blackhawk 3 - - 3

Civil Heavy Jet

Airbus A330 series 26 26 - 52

Airbus 340-300 36 35 - 71

Boeing 707-320 3 3 - 6

Boeing 747 series 3 3 - 6

Boeing 767-300 99 100 3 202

Ilyushin IL-76 1 1 - 2

McDonnell Douglas DC-10 1 1 - 2

Civil Medium Jet

Airbus 319/320/321 916 919 14 1,849

Boeing B717-200 356 360 4 720

Boeing 737 series 610 611 9 1,230

Bombardier Challenger 300 1 1 - 2

Bombardier Challenger 600 series 3 3 - 6

Bombardier CRJ1000 1 1 - 2

Bombardier Global 5000 1 1 - 2

Bombardier Global Express 1 1 - 2

British Aerospace 125 / Hawker 800 7 8 3 18

Cessna Citation Excel (Model 560XL) 1 1 - 2

Cessna Citation III 1 1 - 2

Cessna Citation Sovereign 1 1 - 2

Cessna Citation X 2 2 - 4

Dassault Falcon 900 2 2 - 4

Dassault Falcon 2000 4 4 - 8

Douglas DC-9-30 1 2 - 3

Embraer E-170/190 352 353 3 708

A10


Aircraft Type Arrivals Departures Circuits Total

Fokker 100 44 45 - 89

Fokker F28 Fellowship 1 1 - 2

Gulfstream IV 1 1 - 2

Gulfstream V 2 2 - 4

Hawker 400 7 7 - 14

Hawker 4000 1 1 - 2

Learjet 35/45 60 54 7 121

Learjet 60 2 3 - 5

McDonnell Douglas DC-9 1 - - 1

McDonnell Douglas MD-82 1 1 - 2

Israel Aircraft Industries Westwind 24 17 11 - 28

Civil Business Jet

Cessna Citation CJ2 (Model 525A) 10 10 - 20

Embraer Phenom 100-E50P 1 2 - 2


Beechcraft 1900D 498 507 15 1,020

Bombardier Dash 8- 100/200/300/Q400 292 75 9 376

Dornier 328 16 7 20 43

Fairchild Swearingen Metroliner 654 651 10 1,315

SAAB 340 118 117 - 235


Civil Light Propeller sub-total 3,329 3,316 117 6,762

Civil Helicopter

Aerospatial AS-332 Super Puma 8 8 - 16

Bell 212 Twin Huey 1 1 - 2

MBB/Kawasaki BK 117 3 4 2 9

Sikorsky S-76 Spirit 1 2 - 3

Sikorsky S-92 36 35 4 75


Unknown 2,998 3,264 2,467 8,729

Total 10,758 10,726 2,707 24,191

The unknown aircraft type made up 27.9% of the total arrival movements, 30.4% of the total

departure movements, 91.1% of the total circuit movements and 36.1% of total movements.

A11


Figure B1 shows the daily distribution of aircraft movements from Friday 1 April to Saturday

30 April 2011.

Figure B1 – Daily Distribution Aircraft Movements by Day for April 2011

0

50

100

150

200

250

300

350

400

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

M

o

v

e

m

e

n

t

s

Day

Circuits

Departures

Arrivals

There were 7,229 aircraft movements in April 2011, consisting of 3,419 arrivals, 3,432

departures and 378 circuit movements. The circuit movements represented 5.2% of the total

aircraft movements.

There were fewer aircraft movements at the weekends (2/3, 9/10, 16/17, 23/24 and 30 of

April) as the military aircraft generally do not fly on weekends and there is usually a reduction

in scheduled airline services on weekends.

A12


Figure B2 shows the daily distribution of aircraft movements from Sunday 1 May to Tuesday

31 May 2011.

Figure B2 – Daily Distribution of Aircraft Movements by Day for May 2011

0

50

100

150

200

250

300

350

400

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

M

o

v

e

m

e

n

t

s

Day

Circuits

Departures

Arrivals

There were 7,587 aircraft movements in May 2011, consisting of 3,569 arrivals, 3,553


aircraft movements.

There were fewer aircraft movements at the weekends (1, 7/8, 14/15, 21/22 and 28/29 of May)

as the military aircraft generally do not fly on weekends and there is usually a reduction in

scheduled airline services on weekends.

A13


Figure B3 shows the daily distribution of aircraft movements from Wednesday 1 June to

Thursday 30 June 2011.

Figure B3 –Daily Distribution of Aircraft Movements by Day for June 2011

0

50

100

150

200

250

300

350

400

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

M

o

v

e

m

e

n

t

s

Day

Circuits

Departures

Arrivals

There were 7,899 aircraft movements in June 2011, consisting of 3,770 arrivals, 3,741


aircraft movements.

There were generally fewer aircraft movements at the weekends (4/5, 11/12, 18/19 and 25/26

of June) as the military aircraft generally do not fly on weekends and there is usually a

reduction in scheduled airline services on weekends.

A14


Figure B4 shows the aggregation of aircraft movements by time of day for the whole of the

period from Friday 1 April to Saturday 30 April 2011. Generally, most flights after 1700 h or

before 0700 h are likely to be civil aircraft operating to and from RAAF Base Darwin.

Figure B4 –Distribution of Aircraft Movements by Time of Day for April 2011

0

100

200

300

400

500

600

700

800

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

H

o

u

r

l

y

M

o

v

m

e

n

e

t

s

Hour of the Day

Circuits

Departures

Arrivals

In the early morning period between 0000 h and 0700 h, 7 military aircraft operations took

place in the month of April 2011. There were 4 operations by the RNZAF Boeing 752 during

the month of April, a departure of a P3 Orion at 0250 h on Friday 8 April, a departure of a

Bombardier Challenger 600 at approximately 0640 h on Friday 15 April and a departure of a

P3 Orion at approximately 0510 on Wednesday 20 April 2011.

Between 0000 h and 0600 h, there were 6 operations by civil heavy jet aircraft (Boeing 747

and Airbus 343), 395 operations by civil medium jet aircraft (such as Boeing 738, Learjet 35

and Airbus 320/321), 17 operations by civil medium propeller aircraft (such as Beechcraft

1900D and Bombardier Dash8), 75 operations by civil light aircraft, 2 operations by civil

helicopters and 6 operations by unknown aircraft during April 2011. Between 0600 h and

0700 h, there were a significant number of scheduled civil airline operations and 29 unknown

aircraft operations.

In the evening period between 1900 h and 2400 h, there were 12 military aircraft operations (1

C-130 Hurcules, 1 Bombardier Challenger 604, 6 F-15 Eagle aircraft and 4 P3 Orion), and

there were 443 civil aircraft operations during April 2011. Additionally, there were 105

aircraft operations by unknown aircraft the evening period between 1900 h and 2400 h during

April 2011.

A15



reporting period from Sunday 1 May to Tuesday 31 May 2011. Generally, most flights after

1700 h or before 0700 h are likely to be civil aircraft operating to and from RAAF Base

Darwin.

Figure B5 –Distribution of Aircraft Movements by Time of Day for May 2011

0

100

200

300

400

500

600

700

800

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

H

o

u

r

l

y

M

o

v

m

e

n

e

t

s

Hour of the Day

Circuits

Departures

Arrivals

In the early morning period between 0000 h and 0700 h, no military aircraft operations took

place in the month of May 2011.

Between 0000 h and 0600 h, there were 10 operations by civil heavy jet aircraft (Airbus 343

and Boeing 747), 357 operations by civil medium jet aircraft (such as Airbus 320/321, Boeing

738 and Hawker 400), 27 operations by civil medium propeller aircraft (Metroliner,

Beechcraft 1900D and Bombardier Dash8), 61 operations by civil light aircraft, 4 operations

by civil helicopters and 20 operations by unknown aircraft during May 2011. Between 0600 h

and 0700 h, there were a significant number of scheduled civil airline operations and 25

unknown aircraft operations.


Beechcraft 350, 5 C-17 Globemaster and 3 C-130/30J Hercules), and there were 455 civil

aircraft operations during May 2011. Additionally, there were 158 aircraft operations by

unknown aircraft the evening period between 1900 h and 2400 h during May 2011.

A16



reporting period from Wednesday 1 June to Thursday 30 June 2011. Generally, most flights

after 1700 h or before 0700 h are likely to be civil aircraft operating to and from RAAF Base

Darwin.

Figure B6 –Distribution of Aircraft Movements by Time of Day for June 2011

0

100

200

300

400

500

600

700

800

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

H

o

u

r

l

y

M

o

v

m

e

n

e

t

s

Hour of the Day

Circuits

Departures

Arrivals

In the early morning period between 0000 h and 0700 h, the were 4 military aircraft operations

in June 2011. A departure of a Beechcraft 350 at 0505 h on Saturday 18 June, A departure of a

C-130 Hercules at 0530 h on Tuesday 21 June, a departure of an FA-18 at approximately 0515

h on Wednesday 22 June and a departure of a Bombardier Challenger 604 at approximately

0600 h on Thursday 30 June 2011.

Between 0000 h and 0600 h, there were 17 operations by civil heavy jet aircraft (Airbus 343

and DC-10), 364 operations by civil medium jet aircraft (such as Airbus 320/321 and Boeing

738), 36 operations by civil medium propeller aircraft (Metroliner, Beechcraft 1900D, Dornier

328 and Bombardier Dash8), 63 operations by civil light aircraft, 2 operations by civil

helicopters and 20 operations by unknown aircraft during June 2011. Between 0600 h and

0700 h, there were a significant number of scheduled civil airline operations and 27 unknown

aircraft operations.


Beechcraft 350, 1 RNZAF B752, 1 C-17 Globemaster, 1 C-130 Hercules, 3 Bombardier

Challenger 604 and 4 FA-18 aircraft), there were 507 civil aircraft operations during June

2011. Additionally, there were 152 aircraft operations by unknown aircraft the evening period

between 1900 h and 2400 h during June 2011.


Annex C

Community Exposure to Aircraft Noise


BLANK PAGE

C1


Community Exposure to Aircraft Noise

LAeq Aircraft Noise Events

Tables C1 to C3 detail the 24 Hour LAeq for aircraft noise events for each day of the quarter

at each of the ten community-based NMT locations. Table C1 details the daily LAeq

contribution from aircraft noise events at each of the community-based NMT locations over

the 24 hour period for each day of April 2011.

Table C1 – 24 Hour LAeq Aircraft Noise for April 2011

Day of Month Berrimah

Farm NMT

Karama

Primary

School NMT

Jingili

Primary

School NMT

Ludmilla

Primary

School NMT

1 45.3 35.2 29.5 34.2

2 37.2 29.9 28.2 44.0

3 41.9 0.0 0.0 31.1

4 45.3 33.8 0.0 39.8

5 42.9 34.3 32.4 39.1

6 45.2 34.8 35.2 33.3

7 42.9 35.8 29.6 36.3

8 47.2 37.1 48.0 41.9

9 41.8 37.4 36.3 34.4

10 41.4 38.4 31.1 41.6

11 43.3 35.1 40.3 33.0

12 52.3 35.5 47.5 52.9

13 55.3 33.6 38.0 54.0

14 55.9 33.6 31.6 55.9

15 53.4 49.6 44.8 57.2

16 42.7 27.5 26.7 36.9

17 40.8 36.0 21.0 42.6

18 54.6 40.7 44.4 59.3

19 52.5 44.0 45.4 50.0

20 55.2 40.0 42.3 53.4

21 50.4 37.5 50.1 46.9

22 38.5 29.4 31.0 34.8

23 41.8 25.8 27.1 0.0

24 39.9 40.5 0.0 0.0

25 41.8 37.2 0.0 22.9

26 42.1 38.2 27.3 34.3

27 56.6 36.9 38.1 55.6

28 57.1 37.4 42.1 62.8

29 60.1 46.9 48.1 53.9

30 47.5 38.8 41.7 46.1

The logarithmic average of the LAeq aircraft noise events at each of the community-based

NMT locations for the month of April 2011 are as follows:

Berrimah Farm NMT 51.7 dB(A)

Karama Primary School NMT 39.8 dB(A)

Jingili Primary School NMT 41.9 dB(A)

Ludmilla Primary School NMT 52.4 dB(A)

C2


Table C2 details the daily LAeq contribution from aircraft noise events at each of the

community-based NMT locations over the 24 hour period for each day of May 2011.

Table C2 – 24 Hour LAeq Aircraft Noise Events for May 2011


Farm NMT

Karama

Primary

School NMT

Jingili

Primary

School NMT

Ludmilla

Primary

School NMT

1 39.3 33.3 22.5 36.8

2 53.6 33.4 38.7 50.6

3 50.4 33.8 45.1 44.9

4 54.7 38.0 23.5 50.9

5 55.2 37.7 37.7 47.8

6 55.6 44.5 43.5 51.2

7 41.6 35.3 38.8 32.2

8 40.4 43.9 43.5 30.4

9 53.5 44.9 47.7 50.1

10 54.9 41.7 37.3 45.5

11 54.4 53.1 37.1 47.7

12 55.9 54.5 40.4 52.0

13 52.8 39.0 44.6 51.9

14 42.4 37.2 42.9 57.8

15 57.9 48.8 47.3 51.4

16 53.8 43.0 38.5 48.6

17 49.4 52.0 36.3 51.6

18 41.2 36.4 32.9 35.7

19 54.5 55.4 47.6 50.3

20 41.7 34.0 38.4 43.5

21 40.7 37.4 31.9 0.0

22 39.1 31.9 35.5 40.5

23 41.1 36.0 38.8 34.5

24 38.9 39.6 39.9 42.6

25 44.3 38.1 37.8 31.9

26 43.6 35.0 52.0 50.4

27 47.9 43.5 40.8 51.5

28 41.8 35.8 28.8 29.0

29 41.0 37.8 32.5 33.8

30 55.8 36.1 36.6 62.9

31 46.9 37.2 0.0 59.2


NMT locations for the month of May 2011 are as follows:





C3


Table C3 details the daily LAeq contribution from aircraft noise events at each of the

community-based NMT locations over the 24 hour period for each day of June 2011.

Table C3 – 24 Hour LAeq Aircraft Noise for June 2011


Farm NMT

Karama

Primary

School NMT

Jingili

Primary

School NMT

Ludmilla

Primary

School NMT

1 56.7 41.5 37.5 63.4

2 59.1 40.9 34.1 63.8

3 54.5 35.7 48.3 58.5

4 44.5 39.0 36.6 55.5

5 41.2 36.6 0.0 40.3

6 56.4 41.2 39.2 63.7

7 56.7 39.2 41.7 58.9

8 47.8 38.3 38.6 45.2

9 55.9 41.2 36.7 56.0

10 55.8 34.3 43.1 62.2

11 42.7 31.5 30.2 37.1

12 42.5 30.1 36.0 0.0

13 46.2 35.6 49.2 53.6

14 55.1 20.3 38.8 56.9

15 57.9 41.1 43.6 64.0

16 55.6 47.1 40.4 56.5

17 54.3 46.7 54.6 63.4

18 44.2 37.1 31.5 34.7

19 52.1 34.8 22.1 37.0

20 44.2 41.8 46.1 61.0

21 42.4 41.0 33.6 37.9

22 55.9 39.0 49.6 67.1

23 43.6 41.7 33.6 40.8

24 43.7 37.4 36.6 38.9

25 44.2 34.3 26.4 29.3

26 40.7 34.7 26.5 34.0

27 41.6 32.9 0.0 36.8

28 41.6 35.9 30.7 39.3

29 43.4 40.3 44.7 35.5

30 41.3 51.0 33.8 34.4


NMT locations for the month of June 2011 are as follows:





C4


Maximum Aircraft Noise Events

Tables C4 to C13 detail the range of maximum noise levels recorded by the DAR NFPMS at

each of the four community-based NMT locations. The average LAmax value is the

arithmetic average of all the recorded aircraft noise events. The tables show noise events for

aircraft that are based at RAAF Base Darwin or regularly operate from RAAF Base Darwin.

The Standard Deviation of a data set is defined as the square root of the variance. It is a

widely used parameter for the variability or dispersion of data points from the mean

(arithmetic average). A low standard deviation indicates that the data points tend to be very

close together, whereas a high standard deviation indicates that the data points are spread over

a large range of values.

AS2021-2000 specifies for the purpose of noise control the use of the “Aircraft noise level” –

the average maximum noise level which is determined for each aircraft type on the specific

flight mode or track relevant to the receiver location. The NFPMS report does not provide

“Aircraft noise levels” as defined in AS2021-2000.

C5


Berrimah Farm

Table C4 summarizes the maximum aircraft noise events recorded by the DAR NFPMS for

Berrimah Farm NMT for the Quarter 2 2011 reporting period.

Table C4 – Maximum Aircraft Noise Events – Berrimah Farm NMT

Aircraft Operation RWY LAmax

Low

LAmax

High

LAmax

Average

Standard

Deviation

No of

Records

FA-18 Arrival 11 62.8 62.8 62.8 - 1

FA-18 Arrival 29 60.7 69.3 65.4 3.5 4

FA-18 Departure 11 85.3 94.2 88.9 3.7 5

FA-18 Departure 29 59.3 59.3 59.3 - 1

F-15 Arrival 29 57.5 62.1 59.7 2.0 5

F-15 Departure 11 83.9 89.7 86.8 4.1 2

Airbus 340-300 Arrival 29 54.3 61.5 56.0 2.3 8

Airbus 340-300 Departure 11 65 77.5 68.8 2.8 26

Airbus 330-300 Departure 11 65.9 71 68.5 1.4 21

Airbus 320 Arrival 29 52.4 61.3 55.1 1.8 76

Airbus 320 Departure 11 58.2 76.3 65.5 1.8 728

Airbus 320 Departure 29 58.1 58.1 58.1 - 1

Airbus 320 Circuit 11 61.5 61.5 61.5 - 1

Airbus 320 Circuit 29 53.4 53.4 53.4 - 1

B190 Arrival 29 53.8 64.7 58.6 2.3 22

B190 Departure 11 59.1 75.6 65.9 2.7 65

Boeing 717-200 Arrival 29 52.6 67.7 55.6 3.9 18

Boeing 717-200 Departure 11 61.7 73.3 64.0 1.4 176

Boeing 717-200 Circuit 11 62.5 62.6 62.6 0.1 2

Boeing 737 Arrival 11 54.8 54.8 54.8 0.0 1

Boeing 737 Arrival 29 53.8 64.4 57.2 1.9 96

Boeing 737 Departure 11 62.3 77.7 67.0 2.0 504

Boeing 737 Circuit 11 61.9 61.9 61.9 - 1

Boeing 747-400 Arrival 29 61.6 61.6 61.6 - 1


Boeing 757-200 Arrival 29 58 64 61.0 4.2 2


Boeing 767-300 Arrival 29 57.1 57.1 57.1 - 1


BE40 Arrival 29 68 68 68.0 - 1

BE40 Departure 11 59.8 71.2 65.5 8.1 2

C130/30J Arrival 29 57.8 58.7 58.3 0.6 2

C130/30J Departure 11 63 74.4 67.8 2.8 35

C17 Arrival 29 58 58.6 58.3 0.4 2

C17 Departure 11 67.2 82.5 72.1 4.3 19

C525 Arrival 29 59.2 59.2 59.2 - 1

C525 Departure 11 64.1 64.1 64.1 - 1

CL60 Arrival 29 56.7 56.7 56.7 - 1

CL60 Departure 11 67.3 67.3 67.3 - 1

C6


D328 Departure 11 54.7 59 56.6 2.2 3

D328 Circuit 11 54.1 54.1 54.1 - 1

DC-10 Departure 11 72.7 72.7 72.7 - 1

DC-93 Departure 11 77.8 78.2 78.0 0.3 2

DHC8 Series Arrival 11 58 58 58.0 - 1

DHC8 Series Arrival 29 53.2 73.2 57.6 4.1 24

DHC8 Series Circuit 29 78.4 78.4 78.4 - 1

E170-190 Arrival 29 52.9 66 56.7 5.0 7

E170-190 Departure 11 60.9 73.4 65.3 2.0 222

E170-190 Circuit 11 61.5 61.5 61.5 - 1

F2TH Departure 11 58.8 58.8 58.8 - 1

F100 Arrival 11 64.3 72 68.2 5.4 2

F100 Departure 29 61.1 69.5 64.7 2.1 21

GL5T Departure 11 66.5 66.5 66.5 - 1

GLF5 Departure 11 63.6 63.6 63.6 - 1

H25B Departure 11 59.7 72.2 65.0 5.2 5

H25B Circuit 11 55.6 55.6 55.6 - 1

IL76 Departure 11 71.9 71.9 71.9 - 1

K35R Departure 11 71.4 73.7 72.6 1.6 2

Lear 35/45 Arrival 29 53.1 71.5 65.3 7.3 5

Lear 35/45 Departure 11 57.6 70.8 66.9 3.4 17

PC9 Departure 11 66.4 66.4 66.4 - 1

P3 Arrival 29 61.7 61.7 61.7 - 1

P3 Departure 11 62.3 73.2 65.6 2.7 14

P3 Departure 29 71.8 71.8 71.8 - 1

SF34 Departure 11 62.8 69.7 65.9 2.0 13

SW4 Arrival 29 53.8 80.8 61.4 6.8 13

SW4 Departure 11 56.7 75.7 65.6 3.0 143

WW24 Arrival 29 59.6 65 62.3 3.8 2

WW24 Departure 11 63.9 66.3 65.5 1.4 3

Helicopter Arrival 29 59.9 59.9 59.9 - 1

Helicopter Departure 11 55.9 69.7 62.5 5.7 8

Helicopter Circuit 29 59.1 61.6 60.4 1.8 2

Unknown Arrival 29 53.9 77.1 64.5 5.9 42

Unknown Arrival H 53.1 53.1 53.1 - 1

Unknown Departure 11 53.9 92.8 76.1 10.6 226

Unknown Departure H 56 79.7 65.2 8.1 6

Unknown Circuit 11 56.2 85.9 66.0 7.4 47

Unknown Circuit 29 53 81.7 64.0 6.6 53

Unknown Circuit 36 65.1 68.7 67.3 1.9 3

Unknown Circuit H 55.4 74 64.1 7.6 6

C7


Karama Primary School


Karama Primary School NMT for the Quarter 2 2011 reporting period.

Table C5 – Maximum Aircraft Noise Events – Karama Primary School NMT


Low

LAmax

High

LAmax

Average

Standard

Deviation

No of

Records

FA-18 Arrival 11 67.7 72.3 70.0 3.3 2

FA-18 Departure 11 70.2 87.1 79.6 7.0 4

F-15 Departure 11 77.8 89.5 83.7 8.3 2


Airbus 320 Departure 29 56 56 56.0 - 1

Airbus 340-300 Departure 11 53.9 59.5 56.9 2.3 6

B190 Arrival 36 74.8 74.8 74.8 - 1

B190 Departure 11 62.2 74.2 68.2 8.5 2


C130/30J Arrival 29 63.5 63.5 63.5 - 1

C130/30J Circuit 11 76.5 76.5 76.5 - 1

C135 Arrival 11 72.3 72.3 72.3 - 1


DHC8 Series Departure 11 78.7 78.7 78.7 - 1

E170-190 Departure 11 64.3 65 64.6 0.4 3

GLF5 Arrival 29 67.1 67.1 67.1 1.0 1

SW4 Arrival 11 74.1 74.1 74.1 - 1

SW4 Departure 11 64.1 82.1 71.1 6.1 9

SW4 Arrival 29 64.5 66.8 65.7 1.6 2


Unknown Arrival 11 62.4 66.3 64.4 2.8 2

Unknown Arrival 18 70.5 71.8 71.2 0.9 2

Unknown Arrival 29 62.8 76.4 67.9 3.6 26

Unknown Arrival H 63.5 75.8 70.8 4.2 12


Unknown Departure H 66.5 78.2 71.4 3.1 14

Unknown Circuit 11 54.7 82.1 69.2 5.1 58

Unknown Circuit 29 58.7 77.9 67.2 3.9 29

Unknown Circuit 36 68.3 70.9 69.6 1.8 2

Unknown Circuit H 56.3 76.9 67.9 7.2 19

C8


Jingili Primary School


Jingili Primary School NMT for the Quarter 2 2011 reporting period.

Table C6 – Maximum Aircraft Noise Events –Jingili Primary School NMT


Low

LAmax

High

LAmax

Average

Standard

Deviation

No of

Records

FA-18 Arrival 11 74.8 88.9 79.2 5.6 5

FA-18 Departure 11 78.5 92.5 83.6 5.4 5

FA-18 Departure 29 66.5 73.7 70.1 5.1 2

F-15 Departure 11 79.8 82.7 81.3 2.1 2

F-15 Circuit 29 77.9 77.9 77.9 - 1



Airbus 340-300 Departure 11 59.6 59.6 59.6 - 1


B190 Arrival 11 67.4 70 68.9 1.3 3

B190 Arrival 18 68.5 72.7 71.0 1.7 5

B190 Circuit 29 71.6 71.6 71.6 - 1

B190 Circuit 36 72.6 72.6 72.6 - 1

Boeing 737 Arrival 11 54.3 56.4 55.4 1.5 2

Boeing 737 Departure 29 51.7 66.8 57.5 5.1 11

Boeing 757-200 Arrival 11 56.3 56.3 56.3 - 1


Boeing 767-300 Departure 29 81.5 81.5 81.5 - 1

DHC8 Series Arrival 11 74.2 74.2 74.2 - 1

DHC8 Series Arrival 18 69.1 69.1 69.1 - 1

DHC8 Series Departure 11 64.4 64.4 64.4 - 1

DHC8 Series Circuit 11 72.4 72.4 72.4 - 1

E170-190 Departure 29 51.5 51.5 51.5 - 1

F2TH Departure 11 54.7 54.7 54.7 - 1

F900 Arrival 11 73.3 73.3 73.3 - 1

SF34 Arrival 11 64.8 73.7 69.3 6.3 2

SW4 Arrival 11 69.9 73.2 71.6 2.3 2

SW4 Arrival 18 65.3 74.8 69.0 4.1 4

SW4 Departure 11 56.9 70.5 66.2 6.4 4

SW4 Departure 18 70.9 70.9 70.9 - 1

SW4 Departure 29 56.9 59.1 58.0 1.6 2

SW4 Circuit 36 64.7 64.7 64.7 - 1

Helicopter Arrival 11 67.9 79 73.0 4.6 4

Helicopter Arrival 18 76.7 83.1 79.9 4.5 2


Unknown Arrival 11 65.1 87.8 72.7 4.6 43

Unknown Arrival 18 63.9 83.3 69.8 3.9 54

Unknown Arrival 29 64.7 68.8 66.8 2.9 2

Unknown Arrival 36 63.8 63.8 63.8 - 1

C9


Unknown Arrival H 54.8 81 71.0 7.2 18


Unknown Departure 18 68.4 68.4 68.4 - 1




Unknown Circuit 11 53.7 82.4 69.4 5.1 59

Unknown Circuit 18 68.3 81.6 72.6 5.4 5

Unknown Circuit 29 63.2 78.2 68.2 4.1 22

Unknown Circuit 36 64.3 77.3 70.2 3.4 20


C10


Ludmilla Primary School


Ludmilla Primary School NMT for the Quarter 2 2011 reporting period.

Table C7 – Maximum Aircraft Noise Events – Ludmilla Primary School NMT


Low

LAmax

High

LAmax

Average

Standard

Deviation

No of

Records

FA-18 Arrival 11 69.1 98.5 88.4 8.1 11

FA-18 Arrival 29 75.6 75.6 75.6 - 1

FA-18 Departure 11 83.9 99.2 92.6 6.9 5

FA-18 Departure 29 73 82 75.7 4.2 4

F-15 Arrival 11 71 71 71.0 - 1

F-15 Departure 11 83.9 85.5 84.7 1.1 2

F-15 Circuit 29 83.5 83.5 83.5 - 1

Airbus 320 Arrival 11 62.2 81.8 71.1 6.8 6


Airbus 320 Departure 29 61 68.6 64.9 2.2 13

Airbus 320 Circuit 11 68.1 68.1 68.1 - 1

Airbus 340-300 Departure 11 63.1 63.1 63.1 - 1


B190 Arrival 11 65.4 71.3 67.9 2.5 4

B190 Arrival 36 70.6 72.6 71.6 1.4 2

B190 Departure 11 68.7 68.7 68.7 - 1

B737 Arrival 11 60.4 73 67.1 6.3 3

B737 Departure 29 61 67.7 63.3 1.7 15

C130/30J Arrival 11 72.5 80.5 76.5 5.7 2

C130/30J Departure 11 67.9 74.4 71.2 4.6 2

CL60 Arrival 11 70.8 70.8 70.8 - 1


E170-190 Arrival 11 67.9 71.6 69.8 2.6 2

E170-190 Circuit 11 79.8 79.8 79.8 - 1

F100 Arrival 11 68 68 68.0 - 1

F100 Departure 29 66.7 66.7 66.7 - 1

GLF5 Departure 29 65.1 65.1 65.1 - 1

Lear 35/45 Arrival 11 74.6 74.6 74.6 - 1

Lear 35/45 Departure 11 72.4 72.4 72.4 - 1

MD82 Departure 29 67.9 67.9 67.9 - 1

P3 Departure 29 68.9 68.9 68.9 - 1

SW4 Arrival 11 66.1 81.6 72.4 4.8 7

SW4 Arrival 36 69.3 70.4 69.9 0.8 2

SW4 Departure 11 61.5 75.9 70.0 5.7 5

SW4 Departure 18 66.2 70.9 69.0 2.5 3





C11


Helicopter Departure H 73.8 73.8 73.8 - 1

Helicopter Circuit 29 67.7 67.7 67.7 - 1

Unknown Arrival 11 65.2 101 84.5 11.0 82

Unknown Arrival 18 71.5 71.5 71.5 - 1

Unknown Arrival 29 67.6 94.9 78.6 10.8 8

Unknown Arrival 36 69.2 80.2 72.4 3.9 6

Unknown Arrival H 65.2 81.4 71.5 3.5 38



Unknown Departure 29 66.5 86 77.5 7.1 13


Unknown Circuit 11 61 94.5 70.1 5.4 70

Unknown Circuit 18 67.3 70.2 68.4 1.3 4

Unknown Circuit 29 63.2 91 69.7 5.6 30

Unknown Circuit 36 63.3 75.6 68.4 4.1 7


NOISE AND FLIGHT PATH MONITORING SYSTEM

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