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Perth Basin Aircraft Noise Information Report Quarter 2 2015 (April to June)

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Version Control

Version Number Detail Prepared by Date

1 - Environment Sept 2015

© Airservices Australia. All rights reserved.

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. Airservices Australia does not accept any legal liability for any losses arising from reliance upon data in this report which may be found to be inaccurate.

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Perth Basin - Aircraft Noise Information Report Contents 1 Purpose 4

1.1 Perth Airport 4

1.2 Jandakot Airport 4

1.3 Aircraft noise monitoring in Perth 4

2 Flight patterns 6

2.1 Jet aircraft 6

2.2 Non jet aircraft 7

3 Aircraft Movements and Altitude 8

3.1 Jet Arrivals / Departures by Altitude 8

3.2 Non-Jet Arrival / Departures by Altitudes 9

3.3 Track density plots 10

4 Airport Statistics and Noise Events 12

4.1 Perth Airport 12

4.2 Noise monitoring 14

4.3 Historic Perth Runway Statistics 18

4.4 Night Movements 20

4.5 Jandakot Airport 22

5 Complaints data 23

5.1 NCIS Complainants by suburb 23

6 Airservices update 28

6.1 Improving Noise Outcomes 28

6.2 Noise improvements implemented 28

6.3 Noise improvement opportunities 28

6.4 Community meetings 29

7 Contact us 31

Appendix 1 Airservices update 32

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1 Purpose This report summarises data for Quarter 2 of 2015 (April to June) primarily from Airservices Noise and Flight Path Monitoring System (NFPMS) and Noise Complaints and Information Service (NCIS) for the Perth basin (including Perth Airport and Jandakot Airport) as well as some other sources (such as the Flight Charging System).

1.1 Perth Airport Perth Airport is located 11km east of the central business precinct on the Perth Plains, approximately midway between the Indian Ocean and the Darling Range (see Figure 1). The majority of operations at Perth Airport are international and domestic regular passenger services, mostly medium to large jets. During Quarter 2 of 2015 there were approximately 34,400 movements at Perth Airport. More information about Perth Airport is available from the Airservices website at www.airservicesaustralia.com/aircraftnoise/airport-information/.

1.2 Jandakot Airport Located 14km south of the central business precinct (see Figure 1), Jandakot Airport is a major flight training airport. A large proportion of its operations involve circuit training1. Essential service organisations such as the Royal Flying Doctor Service, Police Air Support Unit and the Conservation and Land Management Bushfire Water Bombers also operate out of Jandakot Airport. More information about Jandakot Airport is available from the Airservices website at www.airservicesaustralia.com/aircraftnoise/airport-information/.

1.3 Aircraft noise monitoring in Perth Airservices NFPMS captures and stores radar, flight plan and noise data. The NFPMS covers eight city regions around Australia. For the Perth region, noise data is captured by six noise monitors, also referred to as Environmental Monitoring Units (EMU), located around Perth Airport (see Figure 1).

1 A factsheet about circuit training is available at www.airservicesaustralia.com/aircraftnoise/factsheets/

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Figure 1: Location of Perth and Jandakot airports. (Runway orientation at both airports is shown in the inserts. Noise monitoring sites are shown as red dots).

Figure 1 shows runway configurations at Perth Airport and Jandakot Airport. The main runway at Perth Airport, 03/21, is 3.4 km long, orientated approximately south to north. There is a shorter 2.2km long cross runway, 06/24, orientated approximately south-west to north-east, which is used by both propeller and jet aircraft. At Jandakot Airport there is one set of parallel runways, 06L/24R - 06R/24L oriented approximately south west to north east and one other runway 12/30. Information about runway selection is available on the Airservices website at www.airservicesaustralia.com/aircraftnoise/factsheets/.

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2 Flight patterns

2.1 Jet aircraft Figure 2 show jet aircraft track plots for arrivals and departures for the Perth Basin (including Perth and Jandakot airports). Noise monitors are shown as yellow circles.

Figure 2: Jet flight paths for the Perth region Key points shown by Figure 2 are:

• The majority of aircraft using Perth Airport follow flight paths located to the north and east of the airport. This is to avoid restricted military airspace.

• There is a large spread of departure traffic from Perth Airport, with flight paths to the south turning right to track north. Many of the departing jets that overfly suburbs to the west of the airport are associated with ‘fly-in fly-out’ movements.

• Airspace around Pearce RAAF Base is regularly unavailable for use by civilian traffic. Airservices is continually working to maximise use of this airspace when it is available for all aircraft in order to reduce the noise impact for suburbs close to Perth Airport. These flights can be seen to the north-west of Perth Airport tracking over Pearce RAAF Base. More information about this can be found in Section 6 and Appendix 1 of this report, and on Airservices website at http://www.airservicesaustralia.com/aircraftnoise/airport-information/perth.

RAAF Pearce

Perth Airport

Jandakot Airport

- Jet Arrival - Jet Departure

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2.2 Non jet aircraft Figure 3 shows non jet tracks (arrivals and departures) at Perth and Jandakot airports. Noise monitors are shown as yellow circles.

Figure 3: Non jet flight paths for the Perth region The key points shown by Figure 3 are:

• Jet aircraft tend to operate along defined paths, however when smaller aircraft movements are included on the map, there are no areas of Perth that are not overflown by aircraft at some stage. Flight paths for smaller aircraft are less defined and more sporadic.

• The circuit patterns (flight training) at Jandakot Airport are visible as yellow ovals on the map.

Perth Airport

Jandakot Airport

- Prop Arrival

- Prop Departure

- Prop Circuit

- Prop Overflights

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3 Aircraft Movements and Altitude

3.1 Jet Arrivals / Departures by Altitude Figure 4 below shows jet aircraft track plots for arrivals and departures at Perth Airport and Jandakot Airport coloured by altitude. Noise monitors (EMUs) are shown as grey circles.

Figure 4: Jet arrivals and departures for the Perth region

Key points shown by Figure 4 are:

• Suburbs to the south and north of Perth Airport are overflown by jet aircraft approach flight paths at altitudes below 3,000ft.

• Some suburbs to the east of the airport are overflown by jet arrivals at altitudes above 5,000ft

• Suburbs close to Perth Airport are overflown by departing jet aircraft at altitudes below 5,000ft.

• Hawk jet and PC9 turbo-prop traffic operate at Gingin RAAF base as trainee pilots conduct circuit procedures and practise instrument approaches away from the main RAAF base.

RAAF Gingin

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3.2 Non-Jet Arrival / Departures by Altitudes Figure 5 below shows non-jet aircraft track plots for arrivals and departures at Perth Airport and Jandakot Airport coloured by altitude. Noise monitors (EMUs) are shown as grey circles.

Figure 5: Non-Jet arrivals and departures for the Perth region The key points shown by Figure 5 are:

• All parts of Perth are liable to be overflown by smaller aircraft at altitudes below 3000ft at some time. These are a mixture of operations to and from Jandakot Airport as well as Perth Airport.

• Operations from Jandakot Airport tend to stay at altitudes below 3000ft, in order to avoid controlled airspace associated with Perth Airport.

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3.3 Track density plots The track plots in Figure 6 show that residents living up to 15 km from the airports and in line with Perth Airport’s runways are regularly overflown by jet aircraft below 5,000 feet. However, beyond this the regularity of flight path use is not discernible from the track plot display. A track density plot is a map which displays the pattern of aircraft flight tracks passing over the region around an airport and can be useful in showing the underlying track patterns. The region is divided into a set of small grid elements and the number of flights passing over each grid element is calculated. Each grid element is coloured according to the number of overflights. Figure 6 shows a track density plot for all movements over the Perth Basin for Quarter 2 of 2015. The colour coding from green to red represents the range two flight tracks per day to 20 (182 to 1820 flight tracks for the quarter). Areas not colour coded mean the number of aircraft flights on average were less than two a day – it does not mean the area was free of aircraft overflights. The grey circles show the location of each noise monitor (EMU).

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Figure 6: Track density plot for the Perth region, Quarter 2 of 2015

The key points shown by Figure 6 are:

• There are distinct flight paths that are regularly used to and from both Perth Airport and Jandakot Airport.

• Lanes in and out of the circuit at Jandakot Airport are visible. • The coastal flight path from Jandakot Airport is associated with light aircraft

training movements. • To the south of Jandakot Airport, there is a concentrated area of light aircraft

activity using Serpentine Airfield. • Movements over Rottnest Island are indicated. These flights do not involve

training circuits, however arrivals overfly the airport before landing, resulting in the circular pattern.

RAAF PEARCE

PERTH AIRPORT

JANDAKOT AIRPORT

RAAF GINGIN

ROTTNEST ISLAND AIRPORT

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4 Airport Statistics and Noise Events

4.1 Perth Airport Figure 7 shows aircraft movements at Perth Airport for the 12 month period to the end of Quarter 2 of 2015 (and the three-year average per month from 2012–2014).

Figure 7: Aircraft movements at Perth Airport to Quarter 2 of 2015

The key points shown by Figure 7 are:

• Jet movements account for over 80% of all operations at Perth Airport. • The total number of number of aircraft movements has been below the three-

year average for the past 12 months. • The number of non-jet movements has declined slightly over the past 12

months. • There are few helicopter movements at Perth Airport.

4.1.1 Runway Usage Figure 8, Figure 9 and Figure 10 show aspects of runway usage for arrivals and departures at Perth Airport for the year up to the end of Quarter 2 of 2015 at the airport (and the three-year average per month from 2012 – 2014). Runway selection is based on wind direction and weather conditions, traffic volume and Noise Abatement Procedures. Aircraft primarily take off and land into the wind for safety and performance reasons. Therefore, as the wind direction changes the runway in operation may also change depending on the strength of the wind.

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Figure 8: Runway usage (All) at Perth Airport to Quarter 2 of 2015

Figure 9: Runway usage (Arrivals) at Perth Airport to Quarter 2 of 2015

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Figure 10: Runway usage (Departures) at Perth Airport to Quarter 2 of 2015

The key points shown by Figure 8, Figure 9 and Figure 10 are:

• Runways 03 and 06 (northerly flow) were used slightly more than Runways 21 and 24 (southerly flow) during Quarter 2 of 2015 in line with regular seasonal wind patterns.

• The majority of arrivals use Runway 03 (northerly flow) during the autumn and winter months each year in line with seasonal wind changes.

• Likewise, the majority of departures are to the south from Runway 21 during the autumn and winter.

• There was little use of the southern end of the cross runway (arrivals to Runway 06 and departures from Runway 24) across the year.

4.2 Noise monitoring Airservices collects noise and operational data from noise monitors (EMUs) around Perth Airport. This data can be expressed in a number of ways, to show average noise during a period, background noise levels and number of noise ‘events’ over a certain threshold. Sound is measured on a logarithmic scale with the decibel (dB(A)) as the unit of measure. The sound level of typical daytime urban-based activities can vary between 40dB(A) and 80dB(A). Figure 11 to Figure 16 below show data from the six Perth EMUs for the last fifteen months (see Figure 1 for the location of EMUs). The terms used within each of these figures are: N65: The average number of daily noise events caused by aircraft that are over 65dB(A). Figures for N70, N80 and N90 are also provided.

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Figure 11: Average daily noise events at EMU 1 (Cannington) from Quarter 2 of 2014 to Quarter

2 of 2015 The key points shown are:

• EMU 1 captures arrivals to Runway 03 and departures from Runway 21. • EMU 1 and EMU 2 are overflown by similar aircraft. However, EMU 2 is located

closer to, and aligned with, Runway 03/21, which results in it recording higher noise levels.

Figure 12: Average daily noise events at EMU 2 (Queens Park) from Quarter 2 of 2014 to

Quarter 2 of 2015 The key points shown are:

• EMU 2 captures arrivals to Runway 03 and departures from Runway 21. • Along with EMU 5 (Guildford), EMU 2 records the highest noise levels of all the noise

monitors in Perth - these two noise monitors are closest to the end of the runways. • EMU 1 and EMU 2 are overflown by the same aircraft. However, EMU 2 is located

closer to, and aligned with, Runway 03/21, which results in it recording higher noise levels.

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Figure 13: Average daily noise events at EMU 4 (Greenmount) from Quarter 2 of 2014 to

Quarter 2 of 2015 The key points shown are:

• EMU 4 captures arrivals to Runway 24 and departures from Runway 06. • The seasonal variation in the use of Runway 06/24 is reflected in the values recorded

at this monitor.

Figure 14: Average daily noise events at EMU 5 (Guildford) from Quarter 2 of 2014 to

Quarter 2 of 2015 The key points shown are:

• EMU 5 captures arrivals to Runway 21 and departures from Runway 03. • Together with EMU 2, EMU 5 records the highest levels of all the noise monitors in

Perth. These two monitors are closest to the end of runways and are overflown by both arrivals and departures.

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Figure 15: Average daily noise events at EMU 37 (Beechboro) from Quarter 2 of 2014 to

Quarter 2 of 2015 The key points shown are:

• EMU 37 captures departures from Runway 03. • Noise levels at EMU 37 are lower than at other noise monitors due to it being further

from the end of a runway. This noise monitor is set only to capture those departures from Runway 03 that turn to the west.

• The trend in noise events correlates with the use of Runway 03.

Figure 16: Average daily noise events at EMU 40 (Lathlain) from Quarter 2 of 2014 to Quarter 2 of 2015

The key points shown are:

• EMU 40 captures arrivals onto Runway 06 and departures from Runway 24. • The noise levels at EMU 40 are generally low, due to it being aligned with the cross-

runway (06-24) at Perth Airport which is used much less than the main runway.

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4.3 Historic Perth Runway Statistics Historic movement data over a four-year period is given below for the two most frequently used runways at Perth Airport.

Figure 17: Runway 03 usage at Perth Airport 2012 to 2015

Figure 18: Runway 21 usage at Perth Airport 2012 to 2015

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The key points shown by Figure 17 and Figure 18 are:

• In summer, the wind at Perth Airport tends to be from the west/south west. Therefore, in summer aircraft tend to use Runway 21, taking off to the south west and arriving from the north east.

• In winter, northerly winds are more common at Perth Airport. Therefore, in winter aircraft tend to use Runway 03 more, departing to the north and arriving from the south.

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4.4 Night Movements Figure 19 shows aircraft movements at Perth Airport at night (11.00pm to 06.00am) by aircraft type. Figure 20 and Figure 21 show the runways used for night-time movements. Noise Abatement Procedures for Perth Airport state that when conditions permit Runway 21 should be used for both arrivals and departures in preference to Runway 03. For arrivals, Runway 24 has equal preference for arrivals with Runway 21.

Figure 19: Night movements (11.00pm to 06.00am) at Perth Airport by aircraft category

to Quarter 2 of 2015 (and 3-year average per month 2012 – 2014) The key points shown by Figure 19 are:

• The vast majority of aircraft operating at night are jets, with only a small number of night-time propeller aircraft or helicopter movements (fewer than 100 per month).

• The number of aircraft operating at night has been in line with the three year average, approximately 1,200 a month in Quarter 2 of 2015 (an average of around 40 per night).

• Arrivals during the night hours are international flights. • Late night (11.00pm to 2.00am) departures are mostly international flights,

whereas early morning (5.00am to 6.00am) departures are mostly flights to domestic regional destinations.

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Figure 20: Runway usage for night (11.00pm to 06.00am) arrivals at Perth Airport

to Quarter 2 of 2015 (and 3-year average per month 2012 – 2014)

Figure 21: Runway usage for night (11.00pm to 06.00am) departures at Perth Airport to

Quarter 2 of 2015 (and 3-year average per month 2012 – 2014)

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The key points shown by Figure 20 and Figure 21 are: • For 11 of the past 12 months, the number of night-time arrivals has been

below the three-year average whereas the number of night-time departures (predominantly during the 5.00am to 6.00am period) is consistently tracking above the three-year average (except for April and May 2015).

• Due to prevailing winds and in line with Noise Abatement Procedures, Runways 21 and 24 are used at night more than other runways for arrivals and Runway 21 is used more for departures. June saw a spike in other runways used for both arrivals and departures.

• The KEELS trial referred to in Section 6.3 and Appendix 1 makes use whenever possible of restricted Pearce RAAF airspace at night in order to reduce the noise impact of departures to the north-west from Runway 03.

4.5 Jandakot Airport Figure 22 (below) shows aircraft movements at Jandakot Airport for the 12 month period to the end of Quarter 2 of 2015 as data entry results at 30/06/2015. The data point for June 2015 is temporarily removed due to uncompleted data entry process at the report preparation time. The chart also includes three-year averages for each month between July 2011 and June 2014. The movements in the graph are based on arrival/departures at the airport and have excluded circuits. This is due to the difficulty in accurately reporting on the number of circuits at the airport. Circuits are usually performed by small General Aviation aircraft.

Figure 22: Aircraft movements to Jandakot Airport to Quarter 2 of 2015

(and three-year averages per month from July 2011 to June 2014). The key points shown by Figure 22 are:

• There are more flights during the summer months than the winter months, due to better flying conditions for leisure pilots and flight training.

• The number of operations have been at or below the three-year average for the past 12 months.

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5 Complaints data Airservices manages complaints and enquiries about aircraft noise and operations through its Noise Complaints and Information Service (NCIS). Complaints, enquiries and requests for information about aircraft operations received by the NCIS are collected and stored in a database for the purpose of complaint management, analysis of issues and identification of causal factors. Each complaint, enquiry or request for information is referred to in this report as a contact and each person who makes contact with the NCIS is referred to as a complainant. For this report, only complainants making complaints have been included.

5.1 NCIS Complainants by suburb The NCIS received contacts from 1124 complainants for Perth Airport and Jandakot Airport during Quarter 2 of 2015. Complainant density maps are used to show the number of complainants from each suburb, with suburbs coloured according to how many complainants had contacted the NCIS. The data does not include complainants who contacted other organisations (e.g. airports). Table 1 and Table 2 provide a breakdown of suburbs from Quarter 3 of 2014 to Quarter 2 of 2015 with 5 or more complainants. Figure 23 shows complaint density with flight tracks overlaid for Perth Airport and Jandakot Airport for Quarter 2 of 2015. Figure 24 focuses on circuit training at Jandakot Airport, which is the main subject of complaints at the airport. It shows complainant density (for Quarter 2 of 2015) with circuit training tracks for a representative period overlaid. The following data is derived from a dynamic database and is correct as at 2 July 2015 and may change without notification.

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Table 1: Recorded Perth Airport complainants by suburb

Perth Airport Suburb Q3 2014 Q4 2014 Q1 2015 Q2 2015

APPLECROSS 0 26 4 4 ATWELL 0 0 0 6 AUBIN GROVE 0 0 2 15 BALLAJURA 1 0 1 5 BASSENDEAN 5 2 1 2 BEDFORDALE 1 0 0 5 BEECHBORO 1 0 0 5 BELMONT 7 9 3 4 CANNING VALE 7 3 24 631 CAVERSHAM 2 0 0 5 CLOVERDALE 3 1 5 3 FERNDALE 5 8 10 9 GLEN FORREST 1 0 0 5 GUILDFORD 18 8 27 31 HAMMOND PARK 0 0 2 6 HARRISDALE 0 0 0 6 HIGH WYCOMBE 4 2 5 4 LANGFORD 3 0 0 11 MANNING 5 29 13 15 MOUNT PLEASANT 8 36 12 8 PIARA WATERS 0 0 0 15 QUEENS PARK 1 1 6 1 RIVERTON 29 41 27 15 RIVERVALE 5 8 2 2 ROLEYSTONE 6 6 6 8 ROSSMOYNE 16 13 5 9 SALTER POINT 13 64 23 10 SHELLEY 232 230 132 87 SOUTH GUILDFORD 18 3 8 12 THORNLIE 0 1 3 5 WATERFORD 13 20 16 8 WILSON 14 42 28 12 All other Complainants 73 73 79 122 Total Complainants 491 626 444 1086

The key points shown by Table 1 are:

• There has been an increase in complainants from most suburbs and an increase in overall complainants.

• The biggest increase in complainant numbers for Quarter 2 has been in the suburb of Canning Vale; the main complaint from the suburb is about a proposed trial of night departures over the area.

• For Quarter 2 there was a decrease in complainants from some of the suburbs affected by Runway 21 departures to the west, as the proposed trial would benefit them and reduce noise at night.

• The publicity of the proposed trial and other changes has possibly encouraged the public to contact Airservices Australia with complaints.

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Table 2: Recorded Jandakot Airport complainants by suburb

Jandakot Airport Suburb Q3 2014 Q4 2014 Q1 2015 Q2 2015

Canning Vale 2 10 5 10 All Other Complainants 37 45 38 28 Total Complainants 39 55 43 38

The key points shown by Table 2 are:

• The decline in complainants for Jandakot Airport has continued in Quarter 2 of 2015.

• Canning Vale remains the suburb with the most complainants for the airport. Canning Vale is impacted by both Jandakot Airport and Perth Airport operations.

• The publicity around the proposed trial of night departures over the area from Perth Airport Runway 21 may have encouraged complainants to contact Airservices Australia regarding aircraft operations at Jandakot Airport.

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Figure 23: Complainant density by suburb for Quarter 2 of 2015 with an overlay of tracks for sample period 1st June to 4th June 2015 for the Perth region

The key point shown by Figure 23 is:

• Complainants associated with Perth Airport are from suburbs around the basin area with more complainants located along the flight paths.

Arrivals Departures Local operations including circuits

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Figure 24: Client density by suburb for Quarter 3 of 2014, with an overlay of tracks for

sample period 1st June to 4th June 2015, at Jandakot Airport The key point shown by Figure 24 is:

• Complainants associated with Jandakot Airport tend to be from suburbs close to the airport with the main issues of concern consistently being low-flying aircraft and early or late activities. Training aircraft (both helicopter and fixed wing) are also mentioned.

Arrivals Departures Local operations including circuits

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6 Airservices update

6.1 Improving Noise Outcomes Airservices has developed a process to investigate aircraft noise improvements across Australia. Working with the community and the aviation industry, Airservices will assess the benefits of noise improvement proposals and implement them if feasible. The process has been developed with the support of the Department of Infrastructure & Regional Development and the Aircraft Noise Ombudsman. A key objective is to work with communities to identify opportunities for noise improvements, particularly through Community Aviation Consultation Groups (CACGs) or similar airport consultation forums. Airservices will assess the potential safety, efficiency and environmental impacts of proposals. We will seek community views throughout this process to help inform decisions. Safety remains our top priority and any change must meet rigorous Air Traffic Control requirements. This means it may not be possible to implement some proposals. Airservices will only implement a new procedure or a trial after a comprehensive community engagement process, including consultation with community forums. We will discuss potential changes with the aviation industry and publish details of any changes to procedures or trials on its website.

6.2 Noise improvements implemented Appendix 1 provides details of noise improvements as outlined in previous reports that have been implemented in the Perth Basin and others that are in progress.

6.3 Noise improvement opportunities Perth Aircraft Noise Improvements 2015 Five of the 21 noise improvement proposals that have been considered to date in 2015 may be implemented this year through three changes:

• All runway ends to become equally preferred for departures and arrivals with the exception of the southern end of the cross runway. This change was implemented on 28 May 2015.

• Introduce satellite-assisted navigation technology (Smart Tracking) for aircraft arriving from the eastern side of Perth Airport to land at the southern of the main runway. This change is proposed to be implemented on 17 September 2015.

• A proposed 12 month trial aiming to provide residents living under the departure flight path corridor along the Swan River to the south-west of the airport with respite from aircraft noise at night. A decision on progressing this proposal stage will be made following the completion of our environmental and consultation (industry and community) processes – potential implementation in November 2015.

Information about the Perth Aircraft Noise Improvements 2015 is available at http://www.airservicesaustralia.com/projects/flight-path-changes/perth-noise-improvements-2015/

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Eastern departures to maintain 8,000 feet Noise Abatement Procedures at Perth allow aircraft to be taken off Standard Instrument Departure (SID) procedure tracking once jets are at 5,000 feet above ground level and non-jets 3,000 feet except where impractical in the normal course of operation to and from the runways. This provision is primarily in place to assist the efficient management of aircraft close to the airport during peak periods. In response to community concerns about the minimum height of aircraft over residential areas, Airservices held a trial from December 2013 to February 2014 for all aircraft to maintain SID tracking to the east of Perth until leaving 8,000 feet except where required for operational reasons. A Post Implementation Review of the trial was completed in December 2014. While community feedback was limited, Airservices concluded there was a noticeable benefit from the trial and that the change should be permanently implemented in Perth Airport’s Noise Abatement Procedures. This change was permanently implemented on 28 May 2015.

6.4 Community meetings Perth Airport Community Forum Meeting held on 4 June 2015-09-04 Airservices provided an update on progress of the three noise improvement proposals, noting:

• The preferred runways change was implemented on 28 May 2015. • The introduction of Smart Tracking was due to occur on 28 May 2015 but had

been delayed until later in the year, most likely September. • The proposal for the 12-month night-time departure trial was progressing,

however implementation was subject to the completion of our environmental assessment and community consultation processes.

• Information about the Perth Aircraft Noise Improvements 2015 is available at http://www.airservicesaustralia.com/projects/flight-path-changes/perth-noise-improvements-2015/

Meeting held on 5 March 2015 Airservices provided information about:

• The Roleystone trial is being finalised, with the changes to be implemented on a permanent basis.

• Five of the 21 noise improvement proposals that have been considered to date in 2015 may be implemented this year through three changes:

o All runway ends to become equally preferred for departures and arrivals with the exception of the southern end of the cross runway.

o Introduce satellite-assisted navigation technology (Smart Tracking) for aircraft arriving from the eastern side of Perth Airport to land at the southern of the main runway.

o A 12 month trial aiming to provide residents living under the departure flight path corridor along the Swan River with respite from aircraft noise at night.

• Information about the Perth Aircraft Noise Improvements 2015 is available at http://www.airservicesaustralia.com/projects/flight-path-changes/perth-noise-improvements-2015/

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Meeting held on 4 December 2014 Airservices provided information about:

• The recent Noise Abatement Procedures review identified some potential areas for improvement, including amending the wording of the preferred runways system to reflect operational requirement in order to provide the community with clarity.

• Detail of the noise improvements proposed for 2015 would be provided at the next meeting (March 2015).

• The trial of aircraft remaining on track to the east of Perth until A080 should be implemented as a permanent change.

• The implementation of Smart Tracking for arrivals from the east to land on Runway 03 was proposed for 2015, however would be subject to an environmental assessment.

Meeting held on 11 September 2014 Airservices provided information about:

• The structure of flight paths around Perth. • The purpose and work of the new Perth Airport Noise Technical Working

Group. • Noise monitoring around Perth, including five temporary monitors that are

currently in place. • Improvements to WebTrak. • Noise improvements implemented and under consideration (see above). • Work is underway on a new Smart Tracking arrival flight path.

Jandakot Airport CACG Meeting held on 3 June 2015-09-04 Airservices provided information about aircraft noise complaints for the airport, noting:

• Between 01 January 2014 and 30 April 2015 there were 391 complaints from 224 complainants across 75 suburbs. Complaints were mainly related to circuit training (65), emergency aircraft (56), helicopters (78), and night operations (16). It was noted the helicopter complaints include Police Air Wing activity.

Community members noted the main issues with helicopter operations is the rotor slap - pilots wearing noise cancelling headphones won’t hear the slap so there is no attempt to try and reduce the noise (the Robinson types (R22 and R44) are the worst). The slap is mainly heard on arrival when the rotor is not trimmed correctly and used as a brake. This matter will be raised with helicopter operators who are members of the Jandakot Chamber of Commerce and at the next Chief Pilot / Chief Flying Instructor meeting. Jandakot Airport will also write to local operators to raise awareness of the issue. Meeting held on 4 March 2015 Airservices provided information about:

• The opportunity for temporary noise monitoring was discussed, including potential locations (Jandakot, Banjup, Rockingham, Canning Vale). Airservices noted the program had been delayed from early 2015 as the monitors had been retained at another location to finalise some testing and could now commence in May 2015.

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• CACG members requested the noise monitoring be delayed further until the summer months when aircraft activity was at its peak. Airservices agreed to revise the program accordingly and update the CACG out of session.

Meeting held on 3 December 2014 Airservices provided information about:

• Proposed short-term monitoring at four locations with regard to Jandakot operations was planned for February 2015.

Meeting held on 10 September 2014 Airservices provided an update on:

• Potential locations for temporary noise monitors around the airport.

7 Contact us To lodge a complaint or make an enquiry about aircraft operations, you can:

• go to WebTrak (www.airservicesaustralia.com/aircraftnoise/webtrak/) • use our online form (http://www.airservicesaustralia.com/aircraftnoise/about-

making-a-complaint/how-to-make-a-complaint/) • e-mail ncis@airservicesaustralia.com • telephone 1800 802 584 (freecall) or 1300 302 240 (local call –Sydney) • fax (02) 9556 6641 • write to, Noise Complaints and Information Service, PO Box 211, Mascot

NSW 1460. Airservices welcomes comments about this report. Please contact us via e-mail at ncis@airservicesaustralia.com if you would like to provide feedback.

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Appendix 1 Airservices update Roleystone - trial of modified Flight Path On 22 August 2013 Airservices commenced a trial to of a modified flight path for aircraft arriving from the north to land on the southern end of the runway at Perth Airport. The flight path moves flights away from Bickley, Byford, Carmel, Martin and Roleystone and closer to Bickley East, Karragullen and Pickering Brook. A Post Implementation Review of the trial was published in February 2015 and is available at http://www.airservicesaustralia.com/projects/trial-of-new-flight-path-roleystone-wa. The review found that community feedback demonstrated a noticeable benefit had been achieved from the trial and that as a result the change should become permanently implemented. Airservices actioned this on 5 March 2015. Moving the converging point for eastern arrivals to Runway 03 Arriving aircraft from the east which are making an instrument approach to Runway 03 (long straight-in approach to the southern end of the main runway) currently converge at a point near Bedfordale. Airservices proposed to move this converging point some 8-10 km to the east to reduce the number of aircraft impacting the Bedfordale area. This change came into effect on 5 March 2015. Increased use of north-west RAAF airspace In May 2013, Airservices permanently implemented an alternative departure procedure from Perth Airport that reduces the number of aircraft flying low over north-western suburbs during the night. The permanent implementation of this procedure follows a trial that started on 27 July 2011 and was known as the ‘Keels trial’. The new flight path allows additional aircraft to make use of Royal Australian Air Force (RAAF) airspace when the area is not in use by Defence. It involves some aircraft that normally depart to the north of the airport and then turn towards the coast late at night. It does not apply to all aircraft departing to the north, or change any routes for flights departing to the south. Most of these aircraft (mostly heading to destinations in the Middle East and Africa) normally overfly Beechboro and suburbs to the west of Beechboro at between 2,500 and 4,000 feet (760-1,200m). The new flight path has some of these aircraft take a more northerly route and only turning after they reach 8,000 feet (2,400m). This additional height reduces the impact of aircraft noise on the ground. It also provides some night-time respite for residents in Beechboro and the suburbs to the west of Beechboro. Airservices Post Implementation Review of the trial is available at http://www.airservicesaustralia.com/publications/noise-reports/post-implimentation-reviews.

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Following additional community consultation and environmental assessment, in July 2014 use of this procedure was expanded to all hours when RAAF Pearce airspace is not in use. This will continue to deliver improved noise outcomes for residents living in nearby suburbs including Beechboro, Malaga and Ballajura. Changed procedures for practising engine failures at Jandakot Airport On 9 July 2013, the procedure for pilots practising engine failures at Jandakot Airport was changed to ensure this occurs in airspace within the aerodrome boundaries and not over adjacent residential areas.