FEU QUARTERLY REPORT 1st Quarter 2010 (January to March)€¦ · FEU QUARTERLY REPORT 1st Quarter...

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FEU QUARTERLY REPORT 1st Quarter 2010 (January to March) EXECUTIVE SUMMARY Gatwick Airport Limited established an ‘in house’ FEU in 2010 as a result of the sale of the Airport. A transitional services agreement was in place for the first three months of 2010 with BAA Airports Ltd to facilitate a knowledge transfer to the newly established local FEU thus ensuring a seamless transition. Airport Operation During the first three months of 2010, there were a total of 53317 aircraft movements at Gatwick, 58% of which operated on westerly routes and 42% on easterly routes. This represents a small increase in aircraft traffic of about 1% compared to the same period in 2009. The airport experienced a number of days of disruption during January due to the exceptional snowfall that hit the southeast of the country. The runway was closed for several periods over three days whilst the airfield was cleared of snow. During this time there were 132 movements from the northern runway which was utilised on 18 different dates. The Northern runway is normally only utilised during the night when maintenance on the main runway is planned.

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Runway Modal Split

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Key Monitoring Indicators

Q1 2010 12 month Average Parameter Current Year Previous Year

Track deviations (% off track) red ▲ 3.23* 1.71 24hr CDA (% achievement) ▲ 88.2 85.3

Day/Shoulder CDA (% achievement) ▲ 87.9 84.9

Core night CDA (% achievement) ▲ 92.3 89.9 1000ft Infringements (No.) ▲ 20 12

1000ft Infringements (No. below 900ft) ▼ 2 4 Departure Noise Infringements (Day) (No.) ▼ 0 2

Departure Noise Infringements (Night/Shoulder)No. ▼ 1 2

Complaint Callers (No.) ▲ 473 406 Complaint Enquiries (No.) ▼ 2254 6316

West/East Runway Split (%) 68/32 70/30

* See Performance headlines 2nd paragraph NB. Red = negative change, Amber = no change, Green = positive change

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Flight Evaluation Unit Update Performance Headlines The full Flight Performance report contains detailed statistics and commentary in relation to aircraft noise issues. Set out below are a number of summary headlines: *From 1st October 2008, all propeller and weather vectors are now included within the statistics. Not only does this bring Gatwick in line with the other SE Airports, it also more accurately reflects what is experienced by the local community. This change in the way track keeping performance is recorded is therefore a significant factor towards the decrease in track keeping performance between April 2009 and March 2010 compared to the corresponding 12 month period for 2008/09. There were no noise infringements recorded during the first quarter of 2010. Over a 12 month average, all of the CDA indicators for the different measured time periods are again green, showing year on year improvement for this metric. The night quota winter season 2009/10 ended on March 28th (the start of British Summer Time). During the season there was less than 70% of the available movements quota used, and less than 60% of the quota count. This reflects a reduction in overall demand for night slots similar to that experienced last year. Airline Communication The FEU endeavours to send details of every track deviation to the base or training captain of each offending airline so that they can work with their flight crews to improve future performance. The Airline performance statistics relating to both track keeping and CDA achievement are now being circulated to a much wider airline audience each month. This includes all domestic airlines and the majority of foreign operators. Work continues to ensure that we are able to circulate these statistics to all airlines that operate at Gatwick. The FEU also routinely undertakes work with specific airlines with the aim of increasing levels of CDA achievement. The Flight Operations Performance Committee (FLOPC) met twice during this quarter. This committee now meets every two months. At this meeting performance statistics in relation to the1000ft by 6.5km from start of roll (SOR) requirement, departure track keeping, departure noise infringements, and CDA statistics were discussed. Among the issues recently highlighted are the significant improvement in CDA performance and the current process of reporting track deviations to airlines. Community Communications The sixteen week public consultation on the draft noise action plan closed on 7th October 2009. GfK NOP, a leading research agency, has analysed the feedback received on the draft plan. This feedback has been considered and the Noise Action Plan reviewed and, where possible, revised. The final version has now been submitted to the Secretary of State for approval. It is anticipated this will occur in Q2 2010. The noise complaint handling policy which was rolled out in December 2008 was amended in May 2010 to reflect the changes in ownership of the airport however the process remains the same. The FEU has experienced increased activity from some of our regular callers who have been attempting to reopen previous complaints and also new regular callers have arisen during this period. The department engages actively with colleagues within NATS and other organisations in order to provide a co-ordinated response to complaints.

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FLIGHT PERFORMANCE REPORT

DEPARTURES 1. Initial Climb performance

DATA:

YEAR TOTAL INFRINGEMENTS

2005 28

2006 11

2007 26

2008 11

2009 22

2010 0

Comment: There were no instances of aircraft not meeting the 1000ft requirement during the first 3 months of 2010. The majority of the aircraft which fail to meet this requirement at Gatwick tend to be smaller propeller driven types and there have been significant increases in the number of prop operations at Gatwick since 2006. For example usage of DH4 types has increased from 600 movements for 2006 to roughly 14000 in 2009. Flybe are the greatest user of this particular type and are now the third largest operator at Gatwick in terms of aircraft movements. It should be noted that the summer months are typically the peak period for aircraft failing to meet the1000ft requirement primarily due to the warmer weather.

EGKK AD 2.21 (3(1)). After take-off the aircraft shall be operated in such a way that it is at a height of not less than 1000 ft aal (above airfield level) at 6.5 km from start of roll as measured along the departure track of the aircraft. This is to ensure departing aircraft achieve at least that climb gradient in order to reduce the impact on the ground.

Each element of this report is preceded where applicable by the relevant Aeronautical Information Publication (AIP) reference and summary text detailing the purpose of the requirement. Data is then presented on current performance. It should be noted that Gatwick is 202ft above sea level and the ANOMS NTK system measures height relative to Gatwick elevation and not sea level. References in the AIP are usually above sea level (quoted as Gatwick QNH) and therefore need to be reduced by 202ft to be comparable with heights as measured by ANOMS. For example the requirement to join the ILS at 3000ft would equate to 2798ft in the ANOMS. No account is taken of the variability of heights as measured by the radar which, depending on the distance from the radar head can be +/- 200ft from that indicated. This is obviously allowed for by NATS when managing operations. FOR THE PURPOSES OF THIS REPORT ANY REFERENCE TO HEIGHT SHOULD BE READ AS ABOVE AIRFIELD ELEVATION UNLESS OTHERWISE STATED. ALL DATA CONTAINED WITHIN THIS REPORT SHOULD BE CONSIDERED IN LIGHT OF THE PRECEDING TEXT AND COMMENT BOX THAT FOLLOWS.

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Departure Monitoring 1000ft (aal) from Start of Roll

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2. Departure Noise Limits a) Daytime Limits DATA:

Year Number of Day Infringements

2005 29

2006 9

2007 13

2008 2

2009 0

2010 0

Comment: There have been no infringements of the day time noise limit in the 1st Quarter 2010.

EGKK AD 2.21(3(3)) Subject to sub-paragraphs (5) and (6) below, any aircraft shall, after take-off, be operated in such a way that it will not cause more than 94 dBA Lmax by day 0700 to 2300 hours local time) as measured at any noise monitoring terminal at any of the sites referred to in sub-paragraph (2). This is to ensure that departing aircraft do not exceed the stated level during the day.

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b) Night and Shoulder Limits

DATA:

Year Number of Night & Shoulder Infringements

2005 12

2006 2

2007 2

2008 2

2009 1

2010 0

Comment: There were no infringements of the noise limits during the night-time or shoulder periods during the quarter. Departure Track Keeping Comment: There has been a small improvement in track keeping performance this quarter, compared with the previous quarter. The percentage of departures that deviated from the NPRs in the three months ending 31 March 2010 was 2.34% compared with 3.04% for the last three months of 2009. About 80% of all the deviations at Gatwick occur on the 26LAM route, therefore a contributing factor to this reduction is a greater percentage of easterly operations this quarter. The percentage of deviations for the 12 month period ended 31st March 2010 was 3.23% and the corresponding previous 12 months ended March 2009 was 2.09%*.

EGKK AD 2.21 (3(4)) Subject to sub-paragraphs (5) and (6) below, any aircraft shall, after take-off, be operated in such a way that it will not cause more than 89 dBA Lmax by night (2300 to 0700 hours local time) and that it will not cause more than 87 dBA Lmax during the night quota period from 2330 to 0600 hours local time) as measured at any noise monitoring terminal at any of the sites referred to in sub-paragraph (2). This is to ensure that departing aircraft do not exceed the stated levels during the night and shoulder periods.

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Data:

Gatwick departures on track as a percentage of all departures by month with quarterly trend

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Total Westerly Easterly

Month Deviations Departures %

Deviations Deviations Departures %

Deviations Deviations Departures %

Deviations

Apr-09 250 9940 2.52% 192 5045 3.81% 58 4895 1.18%

May-09 311 11173 2.78% 276 7312 3.77% 35 3861 0.91%

Jun-09 364 11384 3.20% 306 6449 4.74% 58 4935 1.18%

Jul-09 683 12373 5.52% 670 11299 5.93% 13 1074 1.21%

Aug-09 617 12668 4.87% 603 11782 5.12% 14 886 1.58%

Sep-09 316 11953 2.64% 264 7180 3.68% 52 4773 1.09%

Oct-09 244 11052 2.21% 186 6670 2.79% 58 4382 1.32%

Nov-09 354 8782 4.03% 332 7661 4.33% 22 1121 1.96%

Dec-09 275 8904 3.09% 246 5527 4.45% 29 3377 0.86%

Jan-10 140 8399 1.67% 94 4578 2.05% 46 3821 1.20%

Feb-10 217 8630 2.51% 170 4694 3.62% 47 3936 1.19%

Mar-10 264 9528 2.77% 219 6170 3.55% 45 3328 1.35%

*Prior to October 2008 propeller driven aircraft and those that had been vectored by NATS were not included within the track deviation statistics. From this date any aircraft that deviates from the NPR below the required altitude have been included as this more accurately reflects what is experienced by local communities.

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4. Departures over Congested Areas a) 26WIZAD Departures at Night

Comment: There were no night time departures on the 26WIZAD Noise Preferential Route during this quarter.

b) Overflight of Horley and Crawley

DATA: HORLEY- Number of departing aircraft on 26LAM passing through the Horley gate.

EGKK AD 2.21 (9) After take-off the aircraft shall avoid flying over the congested areas of Horley and Crawley This is to avoid aircraft noise from departing aircraft over areas of high population.

EGKK AD 2.21 (8) (c) The ATC clearance via Mayfield specified in the second column of the table will not be available between 2300 hours and 0700 hours local time. Aircraft following the Noise Preferential Routing which relates to that clearance shall not fly over Crawley, Crawley Down or East Grinstead. This is to avoid aircraft noise from departing aircraft over areas of high population at night on the 26WIZAD NPR.

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Horley overflight

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Gate Penetration graph of aircraft overflying Horley

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Comment: To check compliance with this requirement analysis gates have been established over the Horley and Crawley areas. During the quarter there were 26662 departures of which 6917 were on the NPR 26LAM. 230 of these departures passed through the Horley gate. Of these 230 flights, 12 were below 5,000ft. The average height over Horley was 7200 ft with the lowest jet aircraft at 3900ft. Over the quarter the average percentage of 26LAM departures passing through the Horley gate was 3.33%, a 0.86% increase on the previous quarter. The graph above shows the height distribution of aircraft passing through the Horley gate. During the same period there was one departure that passed over Crawley town. The map below shows the track of this flight and the tags indicate the height as the aircraft passed through the gate. Having checked with Air Traffic Control we have confirmed that this flight was directed off the normal NPR due to adverse weather conditions close to the airfield. Track map of departing aircraft overflying Crawley

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Arrivals DATA: The CDA data is broken down into three time periods, core night (2330-0600), Day & shoulder (0600-2330) and the whole 24 hour.

5. Continuous Descent Approach (CDA) Core night achievement

Core night graphic

Core night-time CDA compliance rate

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EGKK AD 2.21 (10) Where the aircraft is approaching the aerodrome to land it shall commensurate with it ATC clearance minimise noise disturbance by the use of continuous decent and low power, low drag, operating procedures (referred to in Detailed Procedures for descent clearance in AD (2-EGKK-1-17). Where the use of these procedures is not practicable, the aircraft shall maintain as high an altitude as possible. In addition, when descending on initial approach including in the closing heading, and on intermediate and final approach, thrust reductions should be achieved where possible by maintaining a 'clean' aircraft configuration and by landing with reduce flaps, provided that in all the circumstances of the flight this is consistent with safe operation of the aircraft. This is to avoid prolonged periods of level flight and keep aircraft as high as possible for as long as possible.

Comment: During the quarter there has been a small improvement in the core night-time CDA achievement rate, compared to the previous quarter, up from 91.09% to 91.90%. This is despite some inclement weather especially during January and February. Year on year, the achievement rate was 92.31% for the period Apr 2009 – Mar 2010 compared with 90.62% for the preceding twelve months ended Mar 2009, showing an improvement.

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Core Night 23:30 – 06:00 data

Month All Arrivals 08 Easterly Arrivals 26 Westerly Arrivals

Total Non CDA

% Non CDA Total Non CDA

% Non CDA Total Non CDA % Non CDA

Apr-09 717 71 9.90% 397 46 11.59% 320 25 7.81%

May-09 951 111 11.67% 290 30 10.34% 661 51 7.72%

Jun-09 1073 96 8.95% 607 59 9.72% 466 37 7.94%

Jul-09 1466 70 4.77% 138 11 7.97% 1328 59 4.44%

Aug-09 1426 72 5.05% 156 11 7.05% 1270 61 4.80%

Sep-09 1246 82 6.58% 461 50 10.85% 785 32 4.08%

Oct-09 906 74 8.17% 311 37 11.90% 595 37 6.22%

Nov-09 312 27 8.65% 55 5 9.09% 257 22 8.56%

Dec-09 420 45 10.71% 125 16 12.80% 295 29 9.83%

Jan-10 399 32 8.02% 235 15 6.38% 164 17 10.37%

Feb-10 369 43 11.65% 177 21 11.86% 192 22 11.46%

Mar-10 427 23 5.39% 129 9 6.98% 298 14 4.70%

Day and Shoulder achievement rate

Day Time & Shoulder 06:00 -23:30 data

All Arrivals

08R Easterly Arrivals 26L Westerly Arrivals

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% Non CDA

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% Non CDA

Apr-09 9248 1016 10.99% 4394 520 11.83% 4854 496 10.22%

May-09 10206 1371 13.43% 3416 457 13.38% 6790 914 13.46%

Jun-09 10321 1143 11.07% 4392 524 11.93% 5929 619 10.44%

Jul-09 10923 1298 11.88% 950 121 12.74% 9973 1298 13.02%

Aug-09 11289 1324 11.73% 714 80 11.20% 10575 1324 12.52%

Sep-09 10728 1165 10.86% 4283 513 11.98% 6445 652 10.12%

Oct-09 10161 1131 11.13% 4117 442 10.74% 6044 689 11.40%

Nov-09 8477 1222 14.42% 1015 143 14.09% 7462 1079 14.46%

Dec-09 8495 1184 13.94% 3302 428 12.96% 5193 756 14.56%

Jan-10 7991 1037 12.98% 3608 538 14.91% 4383 499 11.38%

Feb-10 8263 1097 13.28% 3877 528 13.62% 4386 569 12.97%

Mar-10 9103 902 9.91% 3234 332 10.27% 5869 570 9.71%

CDA 24 Hour achievement

Comment: The twelve month period to the end of March 2010 shows a day and shoulder achievement rate of 87.94 % compared to 84.87% for the previous year ended March 2009, a significant improvement.

Comment: The 24 hour CDA achievement rate for the year ended March 2010 was 88.21%, compared to 85.27% for the corresponding period to March 2009. The monthly achievement rate continues to move in an upwards direction.

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24 hour CDA data

All Arrivals 08R Easterly Arrivals 26L Westerly Arrivals

Month Total Non CDA

% CDA Total Non CDA % CDA

Total Non CDA % CDA

Apr-09 9965 1087 89.09% 4791 566 88.19% 5174 521 89.93%

May-09 11157 1452 86.99% 3706 487 86.86% 7451 965 87.05%

Jun-09 11394 1239 89.13% 4999 583 88.34% 6395 656 89.74%

Jul-09 12389 1489 87.98% 1088 132 87.87% 11301 1357 87.99%

Aug-09 12715 1396 89.02% 870 91 89.54% 11845 1305 88.98%

Sep-09 11974 1247 89.59% 4744 563 88.13% 7230 684 90.54%

Oct-09 11067 1205 89.11% 4428 479 89.18% 6639 726 89.06%

Nov-09 8789 1249 85.79% 1070 148 86.17% 7719 1101 85.74%

Dec-09 8915 1229 86.21% 3427 444 87.04% 5488 785 85.70%

Jan-10 8390 1069 87.26% 3843 553 85.61% 4547 516 88.65%

Feb-10 8632 1140 86.79% 4054 549 86.46% 4578 591 87.09%

Mar-10 9530 925 90.29% 3363 341 89.86% 6167 584 90.53%

Gatwick 24 Hr Period CDA Achievement

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6. Arrivals over congested areas Comment: Tracks were analysed for January, February and March 2010 and other than a small number of go arounds, there were no arrivals below 3000ft over the towns of East Grinstead, Horsham,Crawley or Horley.

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7. ILS Joining Point A gate at 7 nautical miles (nm) from touchdown was used to analyse tracks over the Lingfield area. There were 14 or (0.09%) of westerly arrivals passing through the 7nm gate during the quarter that were greater than 100ft lower than 2000ft (this equates to a height in ANOMS of 1698ft see below). The lowest recorded height at 7nm on ANOMS was 1190ft. A profile of this arriving Air Zimbabe flight is illustrated below. ATC were not able to offer a causual factor other than poor pilot judgement. NB. 2000 ft – (202ft (airfield elevation) + 100ft (radar/ILS tolerance)) = 1698ft on ANOMS.

a) Day joining height Comment: The map shows those arrivals that have passed through at least one of a series of gates running parallel to the runway centreline for around 6nm east and west of the airport below 2000ft. There were 26655 arrivals during this quarter, 37 (0.14%) of which were operating below an altitude of 2000ft (equivalent to a height in ANOMS of 1798ft) through one or more of the analysis gates. Of these 37 flights, 20 were more than 100ft below the altitude of 2000ft. There were 14 go arounds that were included within the total of 37, although for the sake of clarity these tracks are not included in the map illustrated.

EGKK AD 2.21 (13 (a)) Where the aircraft is using the ILS in IMC or VMC it shall not descend below 2000 ft (Gatwick QNH) before intercepting the glide path, nor thereafter fly below the glide path. This is aimed at keeping aircraft as high as possible for as long as possible.

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Map illustrating the ANOMS late analysis gates with urban area annotated

b) Night joining height & distance Comment: ANOMS was introduced in June 2007 and this corresponds to the rise in aircraft joining below 3000ft, however this was not the reason. Previously only aircraft below 2598ft at 10nm would have been recorded which takes account of the 202ft elevation of Gatwick and the 200ft tolerance of the radar equipment. This metric is primarily used by NATS to ensure compliance and in allowing for these tolerances it is reasonable for a controller to assume that if an aircraft displays an altitude of 2800ft on their system it is compliant with the 3000ft requirements. The same aircraft would be at 2598ft above the airfield as displayed on the Gatwick ANOMS (or any NTK) system. Since June 2007 statistics have only taken account of the airfield elevation and consequently any aircraft below 2798ft at 10nm has been flagged.

EGKK AD 2.21 (14) Between the hours of 2330 (local) to 06:00 (local), inbound aircraft, whether or not making use of the ILS localiser and irrespective of weight or type of approach, shall not join the centre-line below 3000ft (Gatwick QNH) closer than 10 nm touchdown. This aims to keep aircraft higher for longer and avoid overflying areas en route to the ILS below 3000ft.

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Joining Point graph

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8 Go Arounds

DATA:

Year Total Total

Arrivals % of

Arrivals 2005 450 129509 0.35 2006 405 130954 0.31 2007 434 133271 0.33 2008 415 131858 0.31 2009 476 125861 0.38 2010 86 26655 0.32

Comment: The number and reasons for go-arounds are routinely discussed at FLOPC meetings and Pilot Forums. All parties are focussed on minimising the number of occasions when a go around is required but expect some to occur given the fact that Gatwick is a busy single runway airport. It should be stated that there are well established standard procedures which both pilots and controllers are trained and familiar with.

From time to time, it is necessary for an aircraft to abort its landing – a procedure known as a go-around. The loss of an anticipated runway slot is the most common reason for a go-around. The closure of the main runway can impact on the number of go-arounds. There are established procedures to manage a go-around

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

Unstable Approach

Runway Occupied

Aborted Take-off

Spacing Windshear Birdstrike IRVR Technical Problem

FOD Other

This quarter the most common reasons for go-arounds were ‘runway occupied’ (26) ‘unstable approach’ (37), and ‘spacing‘(7). NOISE MONITORING 9. Community Noise Monitoring DATA: Following feedback from a previous report it is proposed that detailed data relating to the mobile monitoring locations be summarised on a less frequent basis. Comment: The FEU chairs a quarterly meeting known as the Gatwick Noise Monitoring Group. This is where Local Authority technical experts and independent consultants meet with Gatwick Airport Limited to discuss the location of mobile noise monitors, the duration they are to be onsite and to review and verify the data. This group also makes recommedations on the format the data should be reported to the NaTMAG and the wider community. There are currently 5 active monitors located around the Gatwick area (Lingfield, Oakwood Hill, Tinsley Green, Rusper and Slinfold) which form part of the community noise monitoring program first established in the late 1990s and featuring as a commitment in the original Sustainable Development Strategy. In addition to the five monitors detailed above there is a monitor in the Capel area. It is proposed that this will be moved to a new location in the near future. There is also an inactive monitor at Hever. Again, it is planned to move this monitor to a new location when it becomes available. A monitor that was previously situated at Horley was moved to Tinsley Green during Q1 2010 after consultation with the Gatwick Noise Monitoring Group. Trends over several years have been monitored and reported to NaTMAG. Long term trends in Leq have remained relatively constant over the past few years and the most recent results do not show any alteration from this. Lmax data is also tracked and the ANOMS system has enabled some greater resolution of this data for each site. 10. Night Flights

The Secretary of State in exercise of his powers under Section 78 of the Civil Aviation Act 1982 has imposed restrictions at Gatwick airport on aircraft operating at night. These restrictions are in place to limit and mitigate noise disturbance from aircraft operating at night and to prohibit aircraft of specified descriptions from operating, also to limit the number of occasions on which other aircraft make take off or land. For the purposes of night flying operations, the night quota period is defined as the period between 23:30 and 06:00 (Local time). In addition there are two further shoulder periods of 23:00 - 23:30 and 06:00 – 07:00 (Local time), were other restrictions apply to the scheduling and operation of aircraft of specified descriptions.

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Comment: The end of season figures for the winter season 2009/10 are detailed in the following data. There was less than 70% of the available movements quota used during the season due to a reduction in overall demand for slots similar to that experienced last year. The summer 2010 season began on 28 March 2010 at 01:00. The quota limits for this coming season are 11200 movements and 6400 QC (quota count) points. Dispensations There were no dispensations during the winter 2009/10 season. QC4, QC8 and QC16 movements There were no QC8 or QC16 movements during either the ‘night quota’ or ‘shoulder periods’. There were also no unscheduled or scheduled QC4 movements during the ‘night quota’ period. Summary The graph below shows the historical nightquota usage for the winter 2000/01 until 2009/10. The figures reflect a reduced demand for night time slots at Gatwick compared to recent years. A similar reduction was apparent for the Summer 2009 season.

Sum m ary of nightquota QC & m ovem ents for Winter 2000/01 - 2009/10

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Movements 3431 2864 2976 2730 3000 3257 2734 2929 2145 2199

QC Points 3658 2582 2358.5 2468 2614.5 2677.5 1355.25 1542.25 1169 1236.75

2000/01 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07* 2007/08 2008/09 2009/10

New 0.25 QC regime was in effect from this the Winter 2006 season onwards. Shown below is the DfT report for the whole of the Winter 2010 season.

of 25

DfT Report Created by Brendan Sheil on 31/03/2010 08:40:39 Report Title:DfT Report to week 22 Report Period:Winter 2009/10 Report Status: Draft

GATWICK AIRPORT MOVEMENTS and QUOTA SUMMARY

To Week 22 (25 October 2009 to 27 March 2010 inc.)

Season Quota Points Limit 2120.00 Season Movement Limit 3250

Quota Points Carried Over 0.00 Movements Carried Over 0

Total Quota Points Allowed 2120.00 Total Movements Allowed 3250

Wk

No.

Week

Ending

Date

QC0.2

5 No.

QC0.2

5

Value

QC0.

5 No.

QC0.5

Value

QC1

No.

QC1

Value

QC2

No.

QC2

Value

QC4

No.

QC4

Value

QC8

No.

QC8

Value

QC16

No.

QC16

Value

Total

Quota

Value

Mvmts

Against

Limit

Exmpt

Types

Not

Cnt'd

Delays

Not

Cnt'd

DTLR

Not

Cnt'd

Emgcy

Total

Arvls

No.

Total

Arvls

%

Total

Deps

No.

Total

Deps

%

Total

Rnwy

Mvmts

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

31/10/09

07/11/09

14/11/09

21/11/09

28/11/09

05/12/09

12/12/09

19/12/09

26/12/09

02/01/10

09/01/10

16/01/10

23/01/10

30/01/10

06/02/10

13/02/10

20/02/10

27/02/10

06/03/10

13/03/10

20/03/10

27/03/10

84

65

29

24

19

21

28

52

122

75

82

94

28

32

36

45

61

84

39

46

28

53

21.00

16.25

7.25

6.00

4.75

5.25

7.00

13.00

30.50

18.75

20.50

23.50

7.00

8.00

9.00

11.25

15.25

21.00

9.75

11.50

7.00

13.25

62

48

12

21

18

18

13

19

50

22

38

36

24

14

24

24

23

31

32

28

31

46

31.00

24.00

6.00

10.50

9.00

9.00

6.50

9.50

25.00

11.00

19.00

18.00

12.00

7.00

12.00

12.00

11.50

15.50

16.00

14.00

15.50

23.00

22

16

8

4

7

5

4

5

21

12

16

8

5

3

4

9

7

12

9

7

12

7

22.00

16.00

8.00

4.00

7.00

5.00

4.00

5.00

21.00

12.00

16.00

8.00

5.00

3.00

4.00

9.00

7.00

12.00

9.00

7.00

12.00

7.00

9

13

9

11

11

9

7

8

16

11

5

3

9

9

11

9

8

11

10

11

12

13

18.00

26.00

18.00

22.00

22.00

18.00

14.00

16.00

32.00

22.00

10.00

6.00

18.00

18.00

22.00

18.00

16.00

22.00

20.00

22.00

24.00

26.00

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

92.00

82.25

39.25

42.50

42.75

37.25

31.50

43.50

108.50

63.75

65.50

55.50

42.00

36.00

47.00

50.25

49.75

70.50

54.75

54.50

58.50

69.25

177

142

58

60

55

53

52

84

209

120

141

141

66

58

75

87

99

138

90

92

83

119

3

14

10

5

11

3

1

2

5

5

3

2

3

5

5

4

3

6

8

2

1

2

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

163

128

60

58

52

49

49

78

170

112

125

130

63

55

72

78

95

123

84

86

73

110

90.6

82.1

88.2

89.2

78.8

87.5

92.5

90.7

79.4

89.6

86.8

90.9

91.3

87.3

90.0

85.7

93.1

85.4

85.7

91.5

86.9

90.9

17

28

8

7

14

7

4

8

44

13

19

13

6

8

8

13

7

21

14

8

11

11

9.4

17.9

11.8

10.8

21.2

12.5

7.5

9.3

20.6

10.4

13.2

9.1

8.7

12.7

10.0

14.3

6.9

14.6

14.3

8.5

13.1

9.1

180

156

68

65

66

56

53

86

214

125

144

143

69

63

80

91

102

144

98

94

84

121

TOTAL

S

1147 286.7

5

634 317.00 203 203.00 215 430.00 0 0.00 0 0.00 0 0.00 1236.75 2199 103 0 0 0 2013 87.4 289 12.6 2302

Quota Points Available 883.25 Movements Available 1051 Note 1 Not Cnt'd Delays: Delays likely to lead to serious congestion and delays resulting from

disruption of Air Traffic.

Quota Points % Used 58.3% Movements % Used 67.7% Note 2 Not Cnt'd DfT: Exemptions granted by DfT (VIP Passengers, Emergency Relief)

Note 3 Not Cnt'd Emgcy: Emergency Take-offs and Landings

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11. Community complaints: Map showing location of callers 01 January 2010 to 31 March 2010

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Consultative Committee Report

Period From 01/01/2010 to 31/03/2010

Gatwick Airport Limited

Aircraft Movements

Period

Arrivals

Departures

Movements

01/01/2010 to 31/03/2010

26655

26662

53317

27034

27039

54073

01/01/2009 to 31/03/2009

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

Analysis of Complaints

01/01/2010 to 31/03/2010 01/01/2009 to 31/03/2009

Number of Callers Number of Contacts Number of Enquiries

63

160

551

50

114

574

BAA Investigated enquiries relating to aircraft departures

BAA Investigated enquiries relating to aircraft arrivals

BAA Investigated enquiries relating to Ground Noise

BAA Investigated enquiries relating to Other Complaint Types

9

95

39 447

528

0 0

7

Enquiries as a % of Total Aircraft movements 1.03% 1.06%

Wednesday, May 5, 2010 Page 1 of 5 V1.5

of 25


Period From 01/01/2010 to 31/03/2010


Note: Figures for this report are based on the date of the reported incident, not the date the call was received

Subject of Enquiries Received

Current Period (01-01-2010 to 31-03-2010)

Callers per Subject

Contacts per Subject

Enquiries per Subject

356 95 38 Aircraft Noise 88 73 36 Low Flying 54 44 22 Increased Flights 52 23 13 Night - General 13 11 6 Arrivals - General 10 10 7 Other 9 5 4 Track Keeping 7 4 3 Departures - General 3 2 1 Arrivals - Under Path from Stack 2 2 1 Policy 2 2 2 Go round 2 2 2 Helicopters 2 2 2 Night - Early Morning 1 1 1 Under NPR 1 1 1 Oily Deposits 1 1 1 Property Enquiry 1 1 1 Change to Easterlies 1 1 1 Vortex Strike Damage 1 1 1 Specific Noise Enquiry 1 1 1 Noise Literature Request 0 0 0 Odour 0 0 0 Safety 0 0 0 Engine Runs 0 0 0 Unspecified 0 0 0 Other Damage 0 0 0 Runway Works 0 0 0 Other Enquiry 0 0 0 Reverse Thrust 0 0 0 APU/GPU running 0 0 0 Northern Runway 0 0 0 Property Blight 0 0 0 Student Enquiry 0 0 0 Fuel Jettisoning 0 0 0 Chimney Emissions 0 0 0 Aircraft Emissions 0 0 0 Insulation Request 0 0 0 Other Ground Noise 0 0 0 Start of Roll Noise 0 0 0 Arrivals - Under ILS


of 25


Period From 01/01/2010 to 31/03/2010




Current Period (01-01-2010 to 31-03-2010)

Callers per Subject



0 0 0 Change to Westerlies 0 0 0 Fire Training Ground 0 0 0 General Noise Enquiry 0 0 0 Arrivals - Under Stack 0 0 0 Ground Noise - General 0 0 0 Health/Pollution Levels 0 0 0 Aircraft Operation on the Ground


of 25


Period From 01/01/2010 to 31/03/2010




Callers per Subject



Previous Period (1-01-2009 to 31-03-2009 )

Aircraft Noise 40 92 537

Arrivals - General 15 52 448

Low Flying 34 79 437

Increased Flights 22 48 261

Track Keeping 13 18 21

Night - Early Morning 11 13 13

Go round 1 2 4

Night - General 2 2 2

Departures - General 2 2 2

Other 1 1 1

Policy 1 1 1

Safety 1 1 1

Under NPR 1 1 1

Helicopters 1 1 1

Arrivals - Under ILS 1 1 1

Noise Literature Request 1 1 1

Odour 0 0 0

Engine Runs 0 0 0

Unspecified 0 0 0

Other Damage 0 0 0

Runway Works 0 0 0

Oily Deposits 0 0 0

Other Enquiry 0 0 0

Reverse Thrust 0 0 0

APU/GPU running 0 0 0

Northern Runway 0 0 0

Property Blight 0 0 0

Student Enquiry 0 0 0

Fuel Jettisoning 0 0 0

Property Enquiry 0 0 0

Chimney Emissions 0 0 0

Aircraft Emissions 0 0 0

Insulation Request 0 0 0

Other Ground Noise 0 0 0

Start of Roll Noise 0 0 0

Change to Easterlies 0 0 0

Change to Westerlies 0 0 0

Fire Training Ground 0 0 0

Vortex Strike Damage 0 0 0

General Noise Enquiry 0 0 0



Period From 01/01/2010 to 31/03/2010




Callers per Subject



Previous Period (1-01-2009 to 31-03-2009 )

0

0

-

0


of 25

Period From 01/01/2010 to 31/03/2010

Aircraft Noise Enquiries - Administrative Localities

London Gatwick

Locality Enquiries Contacts Callers

Betchworth 1 1 1

Bournemouth 1 2 2

Crawley 8 10 10

Crawley Down 1 1 1

Dagenham 1 1 1

Dorking 5 6 7

East Grinstead 3 3 3

Eastbourne 1 1 1

Edenbridge 10 64 302

Etchingham 1 2 3

Gatwick Airport 1 1 1

Harlington 1 1 1

Haslemere 1 1 1

Hassocks 1 1 1

Hayes 2 2 2

Hever 2 17 31

Horley 3 4 4

Horsham 1 1 1

Ifield 2 2 2

Leeds 1 1 1

Lingfield 3 6 12

London 1 1 1

Mark Beech 1 1 1

Marsh Green 1 7 134

N/A 1 1 1

Newdigate 1 1 1

Nutley 1 9 10

Peacehaven 1 2 2

Redhill 1 1 1

Robertsbridge 1 4 4

Rusper 1 1 1

Tunbridge Wells 1 1 1

Warnham 1 2 5

West Bromwich 1 1 1

Total 63 160 551

Thursday, May 6, 2010 Page 1 of 1 V1.4.2

of 25

12. Unusual Tracks This Ryanair flight on 01/01/2010 15:52 came in from a westerly direction, however during the approach the runway direction was switched so the aircraft was directed to fly over the airfield, then take a turn and land from the east.

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