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Gatwick Airport Ltd

FLIGHT EVALUATION UNIT

QUARTERLY REPORT FOR THE PERIOD JULY TO SEPTEMBER 2010

INTRODUCTION Gatwick is the busiest single runway international airport in the world. It is the second largest airport in the UK and the eighth-largest in Europe in terms of passengers handled. In 2009, Gatwick handled 32 million passengers from its single runway. Security, safety and responsibly managing our environmental impact are always our top priorities. As Gatwick establishes itself as a truly independent, major, competitive airport, one important development has been the re-establishment of Gatwick’s own Flight Evaluation Unit. This team is responsible for recording, investigating and responding to aircraft noise enquiries, and monitoring airline compliance to noise mitigation measures as detailed in the UK Aeronautical Information Publication. The department also actively engages with the airlines to improve their adherence to the above noise mitigation measures and in addition manages the night-time restrictions on flying at Gatwick. ABOUT THIS REPORT This report contains detailed data on aircraft activity at Gatwick including the adherence to the noise mitigation measures detailed in the UK AIP, a report on night flying during the quarter, an update on the community noise monitoring programme and an analysis of complaints / enquires received during the period. AIR TRAFFIC MOVEMENT OVERVIEW During the period July to September, Gatwick Airport had a total of 71,483 air traffic movements, of which 85.6% operated on the westerly runway and 14.4% operated on the easterly runway. This represents an approximate 4% reduction in traffic when compared to the same period last year. FEU COMMENTARY The Summer months are traditionally busy times for all within the aviation industry and the Flight Evaluation Unit is no different. The Summer months see the airlines operating their busier Summer schedules which invariably involves early morning and late night flights. The FEU Team are responsible for the administering of the night flying restrictions at Gatwick Airport and an update is contained later in this report. The Summer period also traditionally experiences an increase in the amount of noise complaints received by the FEU. This is predominantly due to the seasonal increase in air traffic and the previously mentioned early morning and late night flights. Aircraft noise is also all the more noticeable because people tend have their windows open at night and also spend more time outside at this time of year. The Head of Airside Operations, FEU Manager and a representative from NATS Swanwick invited an individual from the Cowden, Kent area to a meeting at Gatwick Airport to discuss community concerns regarding aircraft noise disturbance and also to provide a greater insight to airspace management around the airport.

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KEY MONITORING INDICATORS – 3rd QUARTER 2010

12 month averages

Parameter Current year

Previous year 2006 Baseline

Track keeping performance (% on track) ▼ 96.84 97.04 98.17

24hr CDA (% achievement) ▲ 89.16 87.67 80.79

Day/Shoulder CDA (% achievement) ▲ 88.73 87.47 79.90

Core night CDA (% achievement) ▲ 93.74 91.56 89.60

1000ft Infringements (No.) ▼ 7 25 11

1000ft Infringements (No. below 900ft) ▼ 0 4 6

Departure Noise Infringements (Day) ▼ 0 2 10

Departure Noise Infringements (Night/Shoulder) ▼

0 1

2

Complaint Callers (No.) ▼ 220 277 587

Complaint Enquiries (No.) ▲ 2797 662 4791

Complaint response performance target is 95% within 8 days (quarterly figures) ▲

99.67 88.00

West/East Runway Split (%) - 67/33 72/28 68/32

PERFORMANCE HEADLINES Over a 12 month average, all of the CDA indicators for the various time periods are again ‘green.’ This illustrates a pleasing year on year improvement for this metric. Again year on year track keeping performance has shown a decline, however compared to the same summer period for 2009, there was a small improvement from 95.63% to 96.00%.. Some Gatwick departure routes have turns of 90�� and 180� which, when they were first designed, were easier to fly with older, slower aircraft, although they remained lower on the route for longer. Most of track deviations occur on the 26 Lambourne wrap around route and this route accounts for the largest proportion of deviations. Further details on track keeping will follow later in this report. The percentage of enquiries that have been responded to with in 8 days was 99.67%. AIRPORT OPERATIONS During the quarter, there were a total of 71483 fixed wing aircraft movements at Gatwick, of which 85.6% operated on the westerly runway and 14.4% operated on the easterly runway. This roughly represents an 4% drop in aircraft traffic compared to the same period in 2009. On the two busiest days of the summer, the 2nd and 21st August there were 822 runway movements. During this time there were 322 movements from the northern runway which was utilised on 20 different dates. The Northern runway is normally only utilised during the night when maintenance on the main runway is planned. The two runways cannot be operated simultaneously. AIRLINE COMMUNICATIONS The Flight Operations Performance & Safety Committee (FLOPSC) met once during this quarter. This committee now meets bi-monthly. At this meeting performance statistics in relation to the 1000ft by 6.5km from start of roll (SOR) requirement, departure track keeping, departure noise infringements, and CDA statistics were discussed. Among the issues recently highlighted are the significant improvement in CDA performance and the current process of reporting track deviations to airlines. A member of the Gatwick Airport Consultative Committee attended the FLOPSC meeting in order to gain an overview of its purpose and matters discussed. This was well received by all present.

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The FEU has carried out a study of historical track keeping statistics to try and establish if the observed drop in track keeping performance is due to differences in recording methods or if there have been any contributing factors. As part of our normal process the FEU sends details of track deviations to each offending airline so that those details can be passed on to the relevant training captain or chief pilot so that they can work with their flight crews to improve future performance. As part of our ongoing work with the airlines and NATS at FLOPCS, there has been increased uptake in the number of departing flights being given PRNAV departures, which should in turn have a positive effect on the track keeping performance, particularly on the 26LAM route. The Airline performance statistics relating to both track keeping and CDA achievement are now being circulated to a much wider airline audience each month. This includes all domestic airlines and the majority of foreign operators. Work continues to ensure that we are able to circulate these statistics to all airlines that operate at Gatwick. A review of airline performance is ongoing and the FEU has identified some additional airlines that are currently performing below the all airline average. The current list of airlines who receive regular data on individual flights, has been expanded so airlines can identify areas for improvement. In August, the FEU invited an airline with a sizable presence at Gatwick to their offices in order to explore ways where information can be shared in order to improve their track keeping. This airline will now work with another with a similar fleet mix to identify areas for improvement. SUSTAINABLE AVIATION The FEU Manager sits on the S.A Ops Improvements Group. Sustainable Aviation is a long term strategy which sets out the collective approach of UK aviation to tackling the challenge of ensuring a sustainable future for our industry. The ‘mission statement’ of this group is ‘Working with the industry in the UK and internationally to trial & implement innovative low noise and emissions procedures.’ Progress made to date includes departures code of practice interim papers, ‘Towards the Perfect Flight DVD’ and a ‘Perfect Flight’ live trial. The ‘Perfect Flight’ took place on 10th July. An update from British Airways who operated the flight states that trial resulted in 12.5% fuel savings (around 350kg) made against the base plan. The benefits from this flight included reduced taxi time, lower carbon emissions, improved air and noise quality and lower airline fuel costs COMMUNITY COMMUNICATIONS The END Noise Action Plan is currently with the Secretary of State awaiting approval. This was delayed by the General Election and subsequent change of Government. It is expected to be adopted soon. Gatwick Airport Limited provides a facility on its website called ‘webtrack.’ This allows members of the public to track flights in their area and find out information about it. Since its introduction this has proven to be very popular and a useful tool for communities affected by noise. The FEU are currently in the process of updating and simplifying the Gatwick Noise website and planning to introduce an upgrade to the ‘webtrak’ service offered within the site. The noise complaint handling policy which was rolled out in December 2008 was amended in May 2010 to reflect the change in ownership of the airport however the process remains the same. The FEU has experienced increased activity from some of our regular callers who have been attempting to reopen previous complaints and also new regular callers have arisen during this period. In order to provide a co-ordinated and accurate response to complaints, the FEU engages actively with colleagues within NATS and other organisations.

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The following graph shows the number of ‘webtrak’ hits since Jan 2008 (*no data for Nov 09)

Webtrak hits

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Webtrak hits

THE GATWICK NOISE MONITORING GROUP The FEU chairs a quarterly meeting known as the Gatwick Noise Monitoring Group (GNMG). This is where Local Authority technical experts and independent consultants meet with Gatwick Airport Limited to discuss the location of mobile noise monitors, the duration they are to be onsite and to review and verify the data. This group also makes recommedations on monitor locations and also 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, north Horley and Rusper) that form part of the community noise monitoring program first established in the late 1990s and featuring as a commitment in the original Sustainable Development Strategy. In addition to the five monitors detailed above there is a monitor in the Capel area. It is proposed that this will be moved to a new location in November 2010. 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 where it will remain for 12 months and during the current period the monitor previously located at Slinfold was relocated to north Horley after consultation with the Gatwick Noise Monitoring Group and reference to NaTMAG Trends over several years have been monitored and reported to NaTMAG. Long term trends in Leq have remained relatively constant over the past few years and the most recent results do not show any alteration from this. Lmax data is also tracked and the ANOMS system has enabled some greater resolution of this data for each site. The FEU and the GNMG make recommendations on certain matters to the NaTMAG based on technical merit. A recent piece of work mandated by NATMAG was the commissioning of a report by independent consultants Applied Acoustic Design studying noise in the village of Rusper over a 12 month period. It is envisaged that further reports will be undertaken in the future covering other locations.

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FLIGHT PERFORMANCE AND OPERATIONAL REPORTS

RUNWAY DIRECTION

Runway Modal Split

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Oct-09

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Percentage

Westerly

Easterly

3 monthly mov avg (w esterly %)

THE UK AERONAUTICAL INFORMATION PUBLICATION

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

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INITIAL CLIMB PERFORMANCE

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

Comment: There were four infringements of the 1000ft rule during the quarter. These were all propeller driven Dash 8-400s operated by Air Southwest. In response to our communications the airline has reminded all their pilots of this particular requirement. The majority of the aircraft which fail to meet this requirement at Gatwick tend to be smaller propeller driven types and there have been significant increases in the number of prop operations at Gatwick since 2006. The summer months are typically the peak period for aircraft failing to meet the1000ft requirement primarily due to the warmer weather. Data table:

Graph illustrating 1000ft performance 2004-2010

Departure Monitoring 1000ft (aal) from Start of Roll

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

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Aircraft below 1000ft

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YEAR TOTAL INFRINGEMENTS

2005 28

2006 11

2007 26

2008 11

2009 22

2010 5

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NOISE INFRINGEMENTS Departure Noise Limits (Daytime)

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

Year Number of Day Infringements

2005 29

2006 9

2007 13

2008 2

2009 0

2010 0

Comment: There were no infringements of the noise limits during the day time or shoulder periods during the quarter.

Departure Noise Limits (Core night & Shoulders)

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

Year Number of Night & Shoulder Infringements

2005 12

2006 2

2007 2

2008 2

2009 1

2010 0

Comment: There were no infringements of the noise limits during the night time or shoulder periods during the quarter.

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DEPARTURE TRACK KEEPING

LONDON GATWICK AIRPORT NOISE PREFERENTIAL ROUTES

Comment: The FEU is currently studying historical track keeping statistics to try and establish whether there has been an actual drop in track keeping performance and if so whether there have been any contributing factors. The table below shows track keeping performance over the previous 12 month period.

TRACK DEVIATION DATA

Total

Westerly

Easterly

Month Deviations Departures %

Deviations Deviations Departures %

Deviations Deviations Departures %

Deviations

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%

Apr-10 239 8189 2.92% 204 4898 4.16% 35 3291 1.06%

May-10 312 10701 2.92% 264 4895 5.39% 48 5805 0.83%

Jun-10 351 11160 3.15% 288 5299 5.43% 63 5861 1.07%

Jul-10 627 11891 5.27% 623 11482 5.43% 4 409 0.98%

Aug-10 415 12273 3.38% 393 10534 3.73% 22 1739 1.27%

Sep-10 383 11458 3.34% 334 8442 3.96% 49 3015 1.63%

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DEPARTURES OVER CONGESTED AREAS

The WIZAD Noise Preferential Route

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

Comment: During this monitoring period there were no departures on 26Wizad NPR outside the allowed times.

Crawley overflight

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

Comment: During the quarter there were three departures that passed over Crawley town, all of which were directed to leave the normal departure route early, due to adverse weather conditions.

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MAP ILLUSTRATING AIRCRAFT OVERFLYING CRAWLEY

Horley overflight

MAP ILLUSTRATING OVER FLIGHT ANALYSIS ‘GATE’

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GATE PENETRATION GRAPH

DATA TABLE FOR HORLEY ANALYSIS GATE

Month Departures on 26LAM

Horley gate % through Horley gate

Jan-09 2122 47 2.21%

Feb-09 2117 96 4.53%

Mar-09 2873 115 4.00%

Apr-09 1959 28 1.43%

May-09 3038 55 1.81%

Jun-09 2556 63 2.46%

Jul-09 4571 77 1.68%

Aug-09 4970 89 1.79%

Sep-09 3036 96 3.16%

Oct-09 2887 101 3.50%

Nov-09 3545 39 1.10%

Dec-09 2450 79 3.22%

Jan-10 2024 85 4.20%

Feb-10 2212 63 2.85%

Mar-10 2681 82 3.06%

Apr-10 2076 60 2.89%

May-10 2159 62 2.87%

Jun-10 2420 74 3.06%

Jul-10 5117 127 2.48%

Aug-10 4405 153 3.47%

Sep-10 3967 128 3.23%

NATS have implemented a plan to reduce such incidents whereby Air Traffic Controllers are reminded that no flights should over fly Horley and they have also made changes the standard routing of aircraft positioning from London Heathrow to Gatwick as to avoid over flight of Horley. The FEU will continue to monitor and report this so that performance can be improved and maintained.

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ARRIVALS Continuous Descent Approach (CDA)

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

CDA data is measured over three time periods, the core night period (2330-0600), the day and shoulder periods (06:00 – 2330) and the 24hour period.

CORE NIGHT PERIOD

Comment: During the quarter the core night-time CDA achievement rate, has remained very high at 94.48%, which compares favourably with rate of the previous April to June period of 94.78%. The 12 month rolling average for night time achievement is now at 93.74% of all arrivals. This compares with an average achievement rate for the preceding twelve month period ended Sept 2009 of 91.56%.

BREAKDOWN OF CORE NIGHT CDA DATA

Month All Arrivals 08 Easterly Arrivals 26 Westerly Arrivals

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

Oct-09 906 74 91.83% 311 37 88.10% 595 37 93.78%

Nov-09 312 27 91.35% 55 5 90.91% 257 22 91.44%

Dec-09 420 45 89.29% 125 16 87.20% 295 29 90.17%

Jan-10 399 32 91.98% 235 15 93.62% 164 17 89.63%

Feb-10 369 43 88.35% 177 21 88.14% 192 22 88.54%

Mar-10 427 23 94.61% 129 9 93.02% 298 14 95.30%

Apr-10 619 31 94.99% 379 19 94.99% 240 12 95.00%

May-10 1085 47 95.67% 579 29 94.99% 506 18 96.44%

Jun-10 1287 78 93.94% 772 58 92.49% 515 20 96.12%

Jul-10 1594 69 95.67% 33 0 100.00% 1561 69 95.58%

Aug-10 1698 89 94.76% 267 33 87.64% 1431 56 96.09%

Sep-10 1439 103 92.84% 366 32 91.26% 1073 71 93.38%

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CORE NIGHT – TIME CDA COMPLIANCE RATE

Core night-time CDA compliance rate

80.00%

82.00%

84.00%

86.00%

88.00%

90.00%

92.00%

94.00%

96.00%

98.00%

100.00%

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CDA Acheivement rate

DAYTIME AND SHOULDER PERIOD

Comment: The twelve month period to the end of September 2010 shows a day and shoulder achievement rate of 88.73 % compared to 87.47 for the previous year ended September 2009. The achievement rate for Quarter 2 2010 was 90.13% and 89.62% in quarter 3.

BREAKDOWN OF DAYTIME & SHOULDER PERIOD DATA

All Arrivals

08R Easterly Arrivals 26L Westerly Arrivals

Month Total Non CDA

CDA Total Non CDA CDA Total Non CDA

CDA

Oct-09 10161 1131 88.87% 4117 442 89.26% 6044 689 88.60%

Nov-09 8477 1222 85.58% 1015 143 85.91% 7462 1079 85.54%

Dec-09 8495 1184 86.06% 3302 428 87.04% 5193 756 85.44%

Jan-10 7991 1037 87.02% 3608 538 85.09% 4383 499 88.62%

Feb-10 8263 1097 86.72% 3877 528 86.38% 4386 569 87.03%

Mar-10 9103 902 90.09% 3234 332 89.73% 5869 570 90.29%

Apr-10 7600 736 90.32% 3186 316 90.08% 4414 420 90.48%

May-10 9635 952 90.12% 5164 546 89.43% 4033 406 89.93%

Jun-10 9867 988 89.99% 5239 574 89.04% 4628 414 91.05%

Jul-10 10302 1005 90.24% 299 41 86.29% 10003 964 90.36%

Aug-10 10605 1253 88.18% 1576 224 85.79% 9029 1029 88.60%

Sep-10 10041 953 90.51% 2537 310 87.78% 7504 643 91.43%

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24 HOUR PERIOD

Comment: The 24 hour CDA achievement rate for the year ended September 2010 was 89.16%, compared to 87.67% for the corresponding period to September 2009. The monthly achievement rate has shown consistent improvement this year with most months in 2010 close to or above 90%.

BREAKDOWN OF 24 HOUR PERIOD DATA

All Arrivals O8 Easterly 26 Westerly

Month Total Non CDA

% CDA Total Non CDA % CDA

Total Non CDA % CDA

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%

Apr-10 8219 767 90.67% 3565 335 90.60% 4654 432 90.72%

May-10 10720 999 90.68% 5743 575 89.99% 4977 575 88.45%

Jun-10 11154 1066 90.44% 6011 632 89.49% 5143 434 91.56%

Jul-10 11896 1074 90.97% 332 41 87.65% 11564 1033 91.07%

Aug-10 12303 1342 89.09% 1843 257 86.06% 10460 1085 89.63%

Sep-10 11480 1056 90.80% 2903 342 88.22% 8577 714 91.68%

GATWICK 24 HOUR PERIOD 24 HOUR PERIOD CDA ACHIEVEMENT

Gatwick 24 Hr Period CDA Achievement

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Percentage CDA Achievement

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ARRIVALS OVER CONGESTED AREAS

AD 2-EGKK1-12 (11) Before landing at the aerodrome the aircraft shall maintain as high an altitude as practical and shall not fly over the congested ares of Crawley, East Grinstead, Horley and Horsham at an altitude of less than 3000ft (Gatwick QNH) nor over the congested are of Lingfield at an altitude of less than 200ft (Gatwick QNH). NB. 2000 ft – (202ft (airfield elevation) + 100ft (radar/ILS tolerance)) = 1698ft on ANOMS.

Comment: Tracks were analysed for July, August and September 2010 and there was one flight that passed over East Grinstead as indicated in the map below. This was a Dash 8-400 operated by Flybe. There was no recorded reason for this particular approach however ATC have confirmed that around this time departing aircraft were being redirected due to weather avoidance. Other than a small number of ‘go arounds,’ there were no other arrivals below 3000ft over the towns of East Grinstead, Horsham, Crawley or Horley.

A gate at 7 nautical miles (nm) from touchdown is used to analyse tracks over the Lingfield area. There were 56 or (0.18%) 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 1295ft.

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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A) Day time joining height (0600 – 2330) Comment: The map shows those arrivals that have passed through at least one of a series of gates running parallel to the runway centreline for around 6nm east and west of the airport below 2000ft. There were 35741 arrivals during this quarter, 47 (0.13%) 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 49 flights, 25 were more than 100ft below the altitude of 2000ft. There were 14 ‘go arounds’ that were included within the total of 47, although for the sake of clarity these tracks are not included in the map illustrated.

MAP ILLUSTRATING THE ANOMS LATE ANALYSIS GATES WITH URBAN AREA ANNOTATED

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

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

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JOINING POINT GRAPH

Night Joining Point

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% Joining below 3000f t (measured to 2598f t )

% Joining below 3000f t (measured to 2798f t )

GO AROUNDS A go around is a procedure adopted when an arriving aircraft on final approach aborts landing by applying take off power and climbing away from the airport. It is a set procedure to be followed by the flight crew in the event of an aircraft being unable to land. The procedure is published so that Air Traffic Control (ATC) and the pilots can anticipate where the aircraft will go following the decision to go around. There are many reasons for this procedure. For example on the ground, a previously landed aircraft may be slow to vacate the runway, a departure may be slow to take off after receiving take off clearance or the runway may be closed for inspection by Airfield Operations personnel following a report of debris or other contamination on the runway. In the air a pilot may report a temporary technical problem that would prevent landing or passengers may not be seated in which case the cabin is deemed to be insecure. Adverse weather conditions such as cross winds can also cause a go around.

GO AROUND DATA 2005 – 2010

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 306 103479 0.30

- 18 -

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

controllers are trained and familiar with. Gatwick Airport Limited as the airport operator actively encourages airlines operating at the airport to fly to the best possible environmental standards however safety must and always will be the number one priority.

NATS currently record go arounds under one of the following causal factors: Unstable approach / runway occupied / aborted take-off / spacing / wind shear / bird strike / instrument runway visual range (IRVR) / technical problem / foreign object debris (FOD) / other

This quarter the most common reasons for go-arounds were ‘runway occupied’ (38) ‘unstable approach’ (14), ‘technical problem’ (13) and FOD (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. Comment: The final figures for the summer 2010 are detailed in the following data. During the summer 2010 season there was 88% of the available movements and 75% of the available quota count points used. The quota limits for the season were 11200 movements and 6400 quota count (QC) points. Dispensations In view of the exceptional disruption to UK airspace during April 2010, which was caused by the volcanic eruption in Iceland the DfT authorised the airport to disregard movements from the night flying restrictions. In order to assist in a rapid return to normal air traffic patterns and the repatriation of passengers, a total of 46 flights that were in addition to the normal schedule were dispensed. Details of all flight dispensations were recorded and passed to the DfT. 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 Details of night quota period movements including quota counts for the summer season in the following table.

- 19 -

2009 2010

Period 29 Mar 09 - 24 Oct 09 Period 28 Mar 09 - 30 Oct 10

Quota Count 6500 Quota Count 6400

Used 4786.5 Used 4824 % of quota used 73.64%

% of quota used 75.38%

Movements 11200 Movements 11200

Used 9099 Used 9875 % of quota used 81.24%

% of quota used 88.17%

Usage of Movements by category Usage of Movements by category

QC value 0.25 4340 47.70% QC value 0.25 5838 59.12%

QC value 0.50 2961 32.54% QC value 0.50 2085 21.11%

QC value 1.00 1405 15.44% QC value 1.00 1582 16.02%

QC value 2.00 390 4.29% QC value 2.00 370 3.75%

OQ value 4.00 1 0.01% OQ value 4.00 0 0.00%

QC value 8.00 0 0.00% QC value 8.00 0 0.00%

QC value 16.00 2 0.02% QC value 16.00 0 0.00%

Average QC 0.53 0.01% Average QC 0.49

Movements of Exempt aircraft Movements of Exempt aircraft

QC value 0.00 74 QC value 0.00 74

Runway usage Nightquota period Runway usage Nightquota period

Arrivals 7804 85.75% Arrivals 8893 88.97%

Departures 1373 15.09% Departures 1102 11.03%

Historical summer night quota statistics

Summary of Nightquota QC & Movement usage summer season 2000-2010

0

2000

4000

6000

8000

10000

12000

Movements 9967 10890 9358 8978 9961 10939 10918 10173 10618 9100 9875

QC Points 8809.5 8924.5 6905 6357.5 7621 8255 7749.5 5328.5 5659.8 4786.5 4824

Mvt limit 11200 11200 11200 11200 11200 11200 11200 11200 11200 11200 11200

QC limit 9550 9550 9060 9030 9000 9000 9000 6700 6600 6500 6400

2000 2001 2002 2003 2004 2005 2006 2007* 2008 2009 2010

- 20 -

INTENTIONALLY BLANK

- 21 -

DfT Report

Created by Terry Gibbons on 08/11/2010

Report Title: DfT Report to week 31

Report Period: Summer 2010

GATWICK AIRPORT MOVEMENTS and QUOTA SUMMARY

To Week 31 (28 March 2010 to 30 October 2010 inc)

Season Quota Points Limit 6400.00 Season Movement Limit 11200

Quota Points Carried Over 0.00 Movements Carried Over 0

Total Quota Points Allowed 6400.00 Total Movements

Allowed

11200

Total Quota Points Used

4824.00 Total Movements used 9995

Quota Points Available 1576.00 Movements

Available

1325 Note 1 Not Cnt'd Delays: Delays likely to lead to serious congestion and delays resulting from widespread disruption of Air Traffic.

Quota Points % Used 75.4% Movements %

Used

88.2% 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

- 22 -

Wk

No.

Week

Endin

g Date

QC0.25

No.

QC0.25

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 03/04/2010 114 28.50 47 23.50 20 20.00 14 28.00 0 0.00 0 0.00 0 0.00 100.00 195 1 0 0 0 172 87.8 24 12.2 196 2 10/04/2010 114 28.50 36 18.00 28 28.00 12 24.00 0 0.00 0 0.00 0 0.00 98.50 190 0 0 0 0 175 92.1 15 7.9 190 3 17/04/2010 70 17.50 24 12.00 10 10.00 11 22.00 0 0.00 0 0.00 0 0.00 61.50 115 0 0 0 0 103 89.6 12 10.4 115 4 24/04/2010 65 16.25 34 17.00 25 25.00 10 20.00 0 0.00 0 0.00 0 0.00 78.25 134 8 0 23 0 123 74.5 42 25.5 165 5 01/05/2010 92 23.00 50 25.00 26 26.00 16 32.00 0 0.00 0 0.00 0 0.00 106.00 184 2 0 23 0 166 79.4 43 20.6 209 6 08/05/2010 124 31.00 51 25.50 35 35.00 14 28.00 0 0.00 0 0.00 0 0.00 119.50 224 4 0 0 0 199 87.3 29 12.7 228 7 15/05/2010 157 39.25 64 32.00 40 40.00 6 12.00 0 0.00 0 0.00 0 0.00 123.25 267 3 0 0 0 240 88.9 30 11.1 270 8 22/05/2010 143 35.75 49 24.50 41 41.00 9 18.00 0 0.00 0 0.00 0 0.00 119.25 242 3 0 0 0 220 89.8 25 10.2 245 9 29/05/2010 193 48.25 74 37.00 47 47.00 12 24.00 0 0.00 0 0.00 0 0.00 156.25 326 1 0 0 0 303 92.7 24 7.3 327 10 05/06/2010 181 45.25 81 40.50 57 57.00 15 30.00 0 0.00 0 0.00 0 0.00 172.75 334 3 0 0 0 304 90.2 33 9.8 337 11 12/06/2010 183 45.75 69 34.50 54 54.00 14 28.00 0 0.00 0 0.00 0 0.00 162.25 320 2 0 0 0 288 89.4 34 10.6 322 12 19/06/2010 203 50.75 69 34.50 61 61.00 8 16.00 0 0.00 0 0.00 0 0.00 162.25 341 6 0 0 0 313 90.2 34 9.8 347 13 26/06/2010 195 48.75 71 35.50 58 58.00 8 16.00 0 0.00 0 0.00 0 0.00 158.25 332 0 0 0 0 297 89.5 35 10.5 332 14 03/07/2010 214 53.50 74 37.00 64 64.00 11 22.00 0 0.00 0 0.00 0 0.00 176.50 363 5 0 0 0 324 88.0 44 12.0 368 15 10/07/2010 227 56.75 66 33.00 59 59.00 14 28.00 0 0.00 0 0.00 0 0.00 176.75 366 4 0 0 0 336 90.8 34 9.2 370 16 17/07/2010 244 61.00 84 42.00 51 51.00 12 24.00 0 0.00 0 0.00 0 0.00 178.00 391 4 0 0 0 356 90.1 39 9.9 395 17 24/07/2010 277 69.25 71 35.50 70 70.00 14 28.00 0 0.00 0 0.00 0 0.00 202.75 432 0 0 0 0 391 90.5 41 9.5 432 18 31/07/2010 260 65.00 79 39.50 83 83.00 12 24.00 0 0.00 0 0.00 0 0.00 211.50 434 4 0 0 0 383 87.4 55 12.6 438 19 07/08/2010 283 70.75 86 43.00 72 72.00 20 40.00 0 0.00 0 0.00 0 0.00 225.75 461 0 0 0 0 410 88.9 51 11.1 461 20 14/08/2010 249 62.25 86 43.00 65 65.00 18 36.00 0 0.00 0 0.00 0 0.00 206.25 418 1 0 0 0 380 90.7 39 9.3 419 21 21/08/2010 238 59.50 93 46.50 72 72.00 17 34.00 0 0.00 0 0.00 0 0.00 212.00 420 5 0 0 0 375 88.2 50 11.8 425 22 28/08/2010 242 60.50 93 46.50 72 72.00 14 28.00 0 0.00 0 0.00 0 0.00 207.00 421 0 0 0 0 375 89.1 46 10.9 421 23 04/09/2010 241 60.25 94 47.00 74 74.00 10 20.00 0 0.00 0 0.00 0 0.00 201.25 419 0 0 0 0 365 87.1 54 12.9 419 24 11/09/2010 234 58.50 79 39.50 67 67.00 10 20.00 0 0.00 0 0.00 0 0.00 185.00 390 1 0 0 0 344 88.0 47 12.0 391 25 18/09/2010 244 61.00 75 37.50 58 58.00 12 24.00 0 0.00 0 0.00 0 0.00 180.50 389 4 0 0 0 349 88.8 44 11.2 393 26 25/09/2010 218 54.50 66 33.00 61 61.00 8 16.00 0 0.00 0 0.00 0 0.00 164.50 353 8 0 0 0 323 89.5 38 10.5 361 27 02/10/2010 204 51.00 73 36.50 57 57.00 9 18.00 0 0.00 0 0.00 0 0.00 162.50 343 0 0 0 0 311 90.7 32 9.3 343 28 09/10/2010 154 38.50 65 32.50 41 41.00 8 16.00 0 0.00 0 0.00 0 0.00 128.00 268 2 0 0 0 243 90.0 27 10.0 270 29 16/10/2010 145 36.25 66 33.00 31 31.00 7 14.00 0 0.00 0 0.00 0 0.00 114.25 249 0 0 0 0 223 89.6 26 10.4 249 30 23/10/2010 162 40.50 58 29.00 42 42.00 13 26.00 0 0.00 0 0.00 0 0.00 137.50 275 2 0 0 0 250 90.3 27 9.7 277 31 30/10/2010 168 42.00 58 29.00 41 41.00 12 24.00 0 0.00 0 0.00 0 0.00 136.00 279 1 0 0 0 252 90.0 28 10.0 280 TOTALS 5838 1459.50 2085 1042.50 1582 1582.00 370 740.00 0 0.00 0 0.00 0 0.00 4824.00 9875 74 0 46 0 8893 89.0 1102 11.0 9995

- 23 -

Map illustrating the location of complainants (July – Sept 2010)

COMPLAINTS ANALYSIS

- 24 -

Consultative Committee Report

Period From 01/07/2010 to 30/09/2010

Gatwick Airport Limited

Aircraft Movements

Period

Arrivals

Departures

Movements

01/07/2010 to 30/09/2010

35,741

35,742

71,483

37,296

37,283

74,579

01/07/2009 to 30/09/2009

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

Analysis of Complaints

01/07/2010 to 30/09/2010 01/07/2009 to 30/09/2009

Number of Callers Number of Contacts Number of Enquiries

220

456

2797

277

523

662

GAL Investigated enquiries relating to aircraft departures

GAL Investigated enquiries relating to aircraft arrivals

GAL Investigated enquiries relating to Ground Noise

GAL Investigated enquiries relating to Other Complaint Types

254

2,372

185 171

384

1 0

93

Enquiries as a % of Total Aircraft movements 3.91% 0.89%

Friday, November 5, 2010 Page 1 of 5 V1.5

- 25 -

Consultative Committee Report

Period From 01/07/2010 to 30/09/2010

Gatwick Airport Limited

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

Subject of Enquiries Received

Current Period (01-07-2010 to 30-09-2010)

Callers per Subject

Contacts per Subject

Enquiries per Subject

1996 231 138 Aircraft Noise 1887 203 59 Low Flying 959 39 16 Arrivals - General 781 89 59 Increased Flights 130 77 37 Night - General 123 65 48 Track Keeping 44 36 29 Night - Early Morning 9 9 9 Departures - General 8 5 2 Arrivals - Under Path from Stack 1 1 1 Odour 1 1 1 Go round 1 1 1 Under NPR 1 1 1 Helicopters 1 1 1 Unspecified 1 1 1 Property Enquiry 1 1 1 Aircraft Emissions 1 1 1 Other Ground Noise 1 1 1 Change to Westerlies 1 1 1 General Noise Enquiry 1 1 1 Arrivals - Under Stack 0 0 0 Other 0 0 0 Policy 0 0 0 Safety 0 0 0 Engine Runs 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 Chimney Emissions 0 0 0 Insulation Request 0 0 0 Start of Roll Noise 0 0 0 Arrivals - Under ILS 0 0 0 Change to Easterlies

Friday, November 5, 2010 Page 2 of 5 V1.5

- 26 -

Consultative Committee Report

Period From 01/07/2010 to 30/09/2010

Gatwick Airport Limited

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

Subject of Enquiries Received

Current Period (01-07-2010 to 30-09-2010)

Callers per Subject

Contacts per Subject

Enquiries per Subject

0 0 0 Fire Training Ground 0 0 0 Vortex Strike Damage 0 0 0 Ground Noise - General 0 0 0 Specific Noise Enquiry 0 0 0 Health/Pollution Levels 0 0 0 Noise Literature Request 0 0 0 Aircraft Operation on the Ground

Friday, November 5, 2010 Page 3 of 5 V1.5

- 27 -

Consultative Committee Report

Period From 01/07/2010 to 30/09/2010

Gatwick Airport Limited

Enquiries per Subject

Contacts per Subject

Callers per Subject

Subject of Enquiries Received

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

Previous Period (1-07-2009 to 30-09-2009 )

Aircraft Noise 186 389 503

Low Flying 163 319 395

Increased Flights 127 217 276

Track Keeping 57 75 82

Arrivals - General 35 54 69

Night - General 53 59 61

Night - Early Morning 53 57 57

Departures - General 38 44 52

Go round 9 13 13

Other 4 4 4

Helicopters 3 3 3

Ground Noise - General 1 3 3

Insulation Request 1 2 2

Change to Easterlies 2 2 2

Change to Westerlies 2 2 2

Specific Noise Enquiry 2 2 2

Under NPR 1 1 1

Unspecified 1 1 1

Oily Deposits 1 1 1

Fuel Jettisoning 1 1 1

Odour 0 0 0

Policy 0 0 0

Safety 0 0 0

Engine Runs 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

Property Enquiry 0 0 0

Chimney Emissions 0 0 0

Aircraft Emissions 0 0 0

Other Ground Noise 0 0 0

Start of Roll Noise 0 0 0

Arrivals - Under ILS 0 0 0

Fire Training Ground 0 0 0

Vortex Strike Damage 0 0 0

Friday, November 5, 2010 Page 4 of 5 V1.5

- 28 -

Consultative Committee Report

Period From 01/07/2010 to 30/09/2010

Gatwick Airport Limited

Enquiries per Subject

Contacts per Subject

Callers per Subject

Subject of Enquiries Received

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

Previous Period (1-07-2009 to 30-09-2009 )

General Noise Enquiry 0 0 0

Arrivals - Under Stack 0 0 0

Health/Pollution Levels 0 0 0

Noise Literature Request 0 0 0

Aircraft Operation on the Ground 0 0 0

Arrivals - Under Path from Stack 0 0 0

Friday, November 5, 2010 Page 5 of 5 V1.5

- 29 -

Period From 01/07/2010 to 30/09/2010

Aircraft Noise Enquiries - Administrative Localities

London Gatwick

Locality Enquiries Contacts Callers

Ashtead 1 1 1

Balcombe 1 1 1

Battle 1 1 1

Beckenham 1 1 1

Betchworth 3 3 3

Billingshurst 2 2 2

Burgess Hill 1 1 1

Canterbury 1 1 1

Capel 4 4 4

Chiddingstone 2 2 2

Coldharbour 4 8 8

Colemans Hatch 1 2 2

Copthorne 4 4 4

Cranleigh 1 1 1

Crawley 15 16 16

Crawley Down 1 1 1

Crowborough 4 4 4

Dorking 29 116 248

Dunsdfold 1 1 1

East Grinstead 7 7 7

Eastbourne 1 1 1

Edenbridge 21 67 303

Epsom 1 1 1

Etchingham 1 2 2

Faygate 1 1 1

Felbridge 2 2 2

Godalming 1 1 1

Guildford 1 2 2

Hassocks 1 1 1

Haywards Heath 5 5 5

Hever 4 65 1425

Holmbury St. Mary 1 1 1

Holmwood 1 1 1

Hookwood 3 3 3

Horley 17 21 22

Horsham 15 18 18

Ifield 2 3 3

Langley Green 1 1 1

Leigh 1 1 1

Lindfield 1 1 1

Lingfield 4 12 192

London 2 2 2

Mark Beech 1 1 1

Marsh Green 1 8 437

N/A 1 1 1

Newdigate 3 3 3

Friday, November 5, 2010 Page 1 of 2 V1.4.2

- 30 -

Period From 01/07/2010 to 30/09/2010

Aircraft Noise Enquiries - Administrative Localities

London Gatwick

Locality Enquiries Contacts Callers

Nutley 1 5 6

Ockley 1 1 1

Outwood 1 1 1

Oxted 1 1 1

Plaistow 1 1 1

Redhill 3 6 6

Reigate 6 6 6

Rusper 6 7 7

Sevenoaks 1 1 1

Shamley Green 1 1 1

Smallfield 2 2 2

South Nutfield 3 4 4

Speldhurst 1 2 2

Tonbridge 5 6 6

Tunbridge Wells 6 6 8

Wadhurst 1 1 1

Warlingham 2 2 2

Warnham 1 1 1

Total 220 456 2797

Friday, November 5, 2010 Page 2 of 2 V1.4.2

- 31 -

UNUSUAL TRACKS This aircraft was an arriving Thomas Cook Airlines Airbus 320. It attempted two landings at Gatwick Airport however had to go-around on two occasions. Since this aircraft had attempted two landings it was not permitted to try again and consequently diverted to London Stansted Airport. NATS informed the FEU that the cause of the aborted landings was due to weather conditions.