Heathrow Community Noise Forum

2 March 2015
 Agenda
 Welcome and introductions

 PART I - Heathrow: Noise management and operations: An overview

 Dft – Policy governing Heathrow and aircraft noise

 CAA – CAA’s role as independent noise regulator.
 NATS – Managing operations and airspace.
 Heathrow – Heathrow’s approach to noise management.
 BA – An airline’s perspective.

 PART II – Future Airspace Strategy

 FAS overview
 Airspace trials update

 PART III – Data verification

 AOB

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 Aviation Noise & Airspace Policy

Heathrow Community Noise Forum

2 March 2015

Government’s Role

Kate Jennings
Head of Aviation Policy Implementation
 Policy Framework

• Government sets overall policy on aviation noise which is

― to limit and, where possible reduce the number of
people in the UK significantly affected by aircraft noise.‖
(Aviation Policy Framework 2013).

• This is consistent with the Government’s Noise Policy, as

set out in the Noise Policy Statement for England (2010)
which ―aims to avoid significant adverse impacts on
health and the quality of life.‖
 Government controls

• The Government has powers to set noise controls at

specific airports. For many years Heathrow, Gatwick and
Stansted Airports have been designated for these
purposes.

• Elsewhere the Government considers noise controls

should be agreed locally. This is often done through
planning conditions on new airport development.

• Government requires all major airports to have facilities for

consultation with users and local communities
(Consultative Committees).
 Night restrictions

At the designated airports the Government sets night

flying restrictions. Now into a three year regime to last
until October 2017.

• Stipulates number of movements and quota

points allowed (based on noise of aircraft) for the
summer and winter seasons.
• Movements at Heathrow unchanged for many
years.
• We expect to review the restrictions in 2016 and
this will require consultation.
 Noise abatement procedures

For the designated airports the Government also sets

Noise Abatement procedures. These include:
• Noise preferential routes (departure routes).
• Departure noise limits and minimum height requirements
(measured 6.5km from start of roll).
• Joining point criteria for arrivals.
• Continuous Descent Approach criteria.

Heathrow reports performance against these.

The procedures are being considered by ANMAC to ensure

they remain appropriate, balanced and effective.
 Government role in airspace changes

In January 2014 DfT issued guidance to the CAA on environmental

objectives relating to the exercise of its Air Navigation Functions.

• Reconfirms policy of concentration, but advocates consideration of

respite options where there is intensive use of certain routes.
• Below 4 000 ft focus on minimising impact of noise.
• Between 4 000 ft and 7 000 ft focus on noise but also balance with
minimisation of emissions.
• Above 7 000 ft – emissions are the priority.
• Where practicable – airspace routes below 7 000ft should avoid
AONBs and National Parks.
• Reconfirms need to consult with local communities.
 Post-Election issues

Regardless of any decision on a new South East

runway, decisions will be needed in the coming years
relating to operations at a 2 runway Heathrow:

• Night flying restrictions after 2017.

• Airspace changes to support the Future Airspace Strategy
(likely to be implemented after 2019 at Heathrow).
Government would be involved where :
– CAA needs to seek the approval of the SoS for
airspace changes which might have a significant effect
on the level of noise and emissions.
– New noise preferential routes are proposed at the
designated airports.
CAA Role with
regard to
Aviation Noise

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CAA and Aircraft Noise

 CAA does not regulate aircraft noise

 Duty to consider environmental factors when licensing certain
aerodromes, but so far never used. (Section 5 CAA Act 1982)
 Cannot be applied an aerodrome already designated under Section
78.
 Section 78, designation for Regulation of noise and vibration from
aircraft for control by Secretary of State.
 CAA provides technical advice to Secretary of State (under Section 16)
to enable him/her to discharge responsibilities
 Annual noise contouring (continuously 1974)
 Departure noise limits
 Track-keeping
 Night flying restrictions

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Airspace Regulator
 CAA makes decisions on airspace change proposals within UK airspace
 Given a general duty under the Transport Act 2000 to:
1. The CAA must exercise its air navigation functions so as to maintain a high standard of safety in
the provision of air traffic services; and that duty is to have priority over the application of
subsections (2) and (3).
2. The CAA must exercise its air navigation functions in the manner it thinks best calculated—
a. to secure the most efficient use of airspace consistent with the safe operation of aircraft and the
expeditious flow of air traffic;
b. to satisfy the requirements of operators and owners of all classes of aircraft;
c. to take account of the interests of any person (other than an operator or owner of an aircraft) in
relation to the use of any particular airspace or the use of airspace generally;
d. to take account of any guidance on environmental objectives given to the CAA by the Secretary
of State after the coming into force of this section;
e. to facilitate the integrated operation of air traffic services provided by or on behalf of the armed
forces of the Crown and other air traffic services;
f. to take account of the interests of national security;
g. to take account of any international obligations of the United Kingdom notified to the CAA by the
Secretary of State (whatever the time or purpose of the notification).
3. If in a particular case there is a conflict in the application of the provisions of subsection (2), in
relation to that case the CAA must apply them in the manner it thinks is reasonable having regard
to them as a whole.

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Managing airspace today
This map shows a typical day of westerly operations

Wind from the west

Westerlies: when the wind comes from the west, aircraft will arrive from the east
(over London) & take off towards the west.

The red lines show arrivals and the green lines show departures.
Westerly departures
 This map shows a day of easterly operations

Wind from the east

Easterlies: when the wind is coming from the east, aircraft will arrive from the west
and take off towards the east.

The red lines show arrivals and the green lines show departures.
Easterly departures
Wind direction – easterly and westerly splits
Yearly Monthly
Year Westerly % Easterly % 2014 Westerly % Easterly %

2000 78 22 Jan 82 18
2001 70 30
Feb 88 12
2002 69 31
Mar 61 39
2003 63 37
Apr 55 45
2004 77.5 22.5
May 65 35
2005 72 28

2006 71 29 Jun 60 40

2007 73 27 Jul 73 27

2008 73 27 Aug 88 12
2009 75 25
Sep 47 53
2010 66 34
Oct 86 14
2011 71 29
Nov 47 53
2012 77 23
Dec 83 17
2013 67 33

2014 70 30 Jan 2015 89 11

 Heathrow’s approach to noise management
Rick Norman

2 March 2015
What we do

• Monitor adherence to the DfT noise

abatement procedures set out in the UK
Aeronautical Information Publication (AIP)
using our Noise & Track Keeping (NTK)
system.
• Manage the Night Flying Restrictions
• Work with airlines collaboratively to
improve adherence to AIP requirements
AND work on new procedures / voluntary
measures to reduce noise.
• Respond and analyse noise complaints
and enquiries from local residents and
community groups/leaders
• Incentivise quieter aircraft through
differential landing charges and fines for
breaches of departure noise limits
• Provide a range of noise mitigation
schemes for residents and community
buildings

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Our strategy for reducing noise
A quieter Noise
Heathrow blueprint
Mitigation ICAO Balanced Approach

Quieter Reducing noise at source

planes
Land use planning
Noise Impacts

Quieter
airport design
Operational procedures
Quieter
operations
Quieter skies
3. Maximise
1. Minimise TOTAL 2. Minimise NEW
RESPITE for people
people affected people affected
affected

Mitigation
Compensation and noise insulation

Working with local communities to develop our approach to reducing noise

We have structured our programme around the International Civil
Aviation Organisation’s ‘Balanced Approach’
1. Quieter planes
2. Quieter procedures
3. Land-use planning and mitigation
4. Restrictions on operations
5. Communications/engagement

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 In thinking about future airspace design we need to mindful of DfT
noise policy ―to limit and where possible reduce the number of people
in the UK significantly affected by aircraft noise‖
Provide More people are overflown but impacts are
potentially reduced. Initial consultation
The number of people RESPITE feedback indicates value in ―respite‖ over
minimising number communities overflown
overflown within a specific
contour can be minimised with
airspace design but there are
choices/potential compromises
to be made with an approach
pursuing respite
REDUCE IMPACT
OF NOISE

Minimise number of Minimise TOTAL

NEW people number of people
Adopt routes that are as as Fly over least densely
similar to today as possible. populated areas (including
Existing people may be some valued open spaces) –
exposed more than today could affect many NEW people

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 What we don’t do

• We cannot ―ban‖ aircraft that are compliant with international standards

• We do not determine which aircraft an airlines uses for each slot
• We do not determine which departure route an aircraft takes
• We do not determine the arrival flight path.
• We do not set the noise limits
• We do not determine the night flights restrictions
• We don’t control the airspace
• We don’t have the powers to end government policies for example the
westerly preference

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Airline Perspective On
Reducing Community Noise
Heathrow Community Noise Forum

Captain Dean Plumb

2nd March 2015
• Sources of noise
• Operating the quietest aircraft
• Using quietest flying techniques
• Developing new quieter techniques

Title of external presentation here 27

Airline Perspective on Noise
• Aim to:
• Buy the safest, quietest, lowest emission aircraft we can
afford,
• Fly aircraft in safest, quietest, most efficient way.

• This creates trade-offs as some objectives compete:

• Some noise saving techniques / designs could lead to
larger NOx or CO2 emissions,
• Some operational techniques could reduce noise further but
at the cost of a safe, stable and sensible flight path.
• Airlines operate to hundreds of airports, procedures must
be as standardised as possible.

Title of external presentation here 28

Sources of Aircraft Noise

Title of external presentation here 29

Landing Gear Noise on Approach

Title of external presentation here 30

Investing in aircraft
• Most effective way of reducing aircraft noise is investing in new
aircraft,
• A single A380 costs approx. £250m,
• BA is buying over 100 new aircraft, totalling (at list prices) circa
£18bn,
• Airlines are a low margin business,
• BA is successful and outperforming many European airlines;
fleet replacement is dependent on us continuing this success,
• If aviation can prosper we can deliver economic and social
benefits while continuously improving our noise impacts.

Title of external presentation here 31

New Aircraft Noise Comparison
• A380 replaces B747,
• 40% more passengers,
• At take-off is QC 2, which is (
B747 = QC 4)
• At landing is QC 0.5, which is
(B747-400 = QC 2)

Title of external presentation here 32

 New Aircraft Noise Comparison

• BA is buying 42 x B787, replacing B767s and smaller B777s

• On landing they are QC 0.25, which is as quiet as the smallest short
haul aircraft we use (Airbus 318).

Title of external presentation here 33

Title of external presentation here 34
Quieter Flying Procedures

NB. Actual procedure altitudes vary depending on

factors such as airspace design

Title of external presentation here 35

Noise – New Opportunities

Steeper
3.2 Approach
+
degree
descent Later
landing
gear

Delayed landing gear – in service

with BA fleet since Spring 2010.

Title of external presentation here

Optimised Noise Departure
• Designed by Airbus and
developed by British
Airways.
• First time anywhere in world
these departures have been
flown on a commercial flight,
• Took 18 months of
development and over
25hours of simulator testing
time.
• Four departures flown in Feb
15 from.
• Benefits could be as much
as 6dB.

Title of external presentation here 37

 2–segment approach
• Asked by CAA to investigate,
• Over 30 hours of simulator testing and Start at
6000’,
development, descend at
• Boeing tested profile using BA aircraft in 4.5 degrees
July at Moses Lake, USA (5
3.0 degrees
approaches),
• BA has flown 4 approaches (Dec 14 and
Feb 15),
Aircraft
• Early noise analysis suggests over 3dB
higher than
benefit at start of approach. standard
approach =
Intercept approx. 3 dB
normal 3.0 quieter at
degree ground level
approach at
1500’ point

Title of external presentation here

 Summary and future presentations
• Airlines take their environmental responsibilities very seriously,
• We operate the best aircraft we can afford, in the most
environmentally effective and safe way possible,
• We invest time and resource into continuously improving our
performance.
• If we can be financially successful we can invest more in new aircraft:

• At future forums we will provide in-depth presentations on:

• A pilot’s perspective on reducing take-off noise,
• A pilot’s perspective on reducing noise on approach to land,
• An airline perspective on delayed evening departures,

Title of external presentation here 39