LHR Flight Performance Q3 Report 2013 - Heathrow Airport · PDF fileAlso, resurfacing of the southern runway commenced in March and has run throughout the summer months; therefore

LHR Flight Performance Q3 Report 2013

Page 2–Heathrow Airport Flight Performance Q3 Report 2013

Contents

Executive Summary 3

KPI 4

1000ft requirements/infringements 5

Departure Noise Limits 7

Day Noise/Night Noise Infringements 8

Track Keeping 9

CDA 13

Joining Point 15

Go Arounds 19

Night noise/QC Usage 20

Arrival and Departure information 23

Ground Noise Complaints 24

Engine Ground Running 25

Consultative Committee Report 27

Complaints 28

Additional Information 30

Glossary of Terms 31

Heathrow Airport Flight Performance Q3 Report 2013–Page 3

This report covers January to September 2013.

September has been a good month for performance asindicated by the majority green rag statuses. It was anotherpredominantly westerly month, with 76% westerlyoperations.

The decrease in the number of 1000ft infringementscontinues throughout 2013 and is due to the replacement ofA343’s with better performing A330’s.

The number of day and night time noise infringements for2013 has improved throughout the year to date. FlightPerformance has been sharing noise data with BritishAirways Aircraft Performance Team to assist them inoptimising the performance of their new A380 and B787aircraft.

With the cessation of the Operational Freedoms trial, thatallowed aircraft to be vectored off the Noise PreferentialRoutes below 4,000’, Heathrow’s track Keeping figures areback up to where we would typically expect. Runwayresurfacing is due to be completed next month, so we hopeto have some meaningful data for departures off 09L to lookfor trends and ways of improving performance.

With the exception of a 0.09% drop in CDA during CoreNight Hours, CDA performance continues to perform wellwith another predominantly westerly month. Workcontinues with United Airways to improve their CDAperformance.

The four Joining Point KPI percentages continue to be withinthe statistical range typical for Heathrow, with no trends inthe data.

The Summer 13 Night Quota also continues to progress wellas we move into the last 4 weeks of the season.

With regards to complaints, there has been an increase incomplaints from SE postcodes and some from the area ofSydenham – particularly since the Early Morning Arrivals Trialreport release. Also, resurfacing of the southern runwaycommenced in March and has run throughout the summermonths; therefore complaints have remained higher thanusual.

All charts and graphs are shown on the pages that followare for reference purposes only.

Executive summary


KPI Comparable 2012 data 2013 Comparison RAGJanuary to September 2012 January to September 2013

1000ft 644 454 GREENNoise Infringements Night 34 27 GREENNoise Infringements Day 15 8 GREENTrack Keeping Average 27R 95.25% 97.49% GREENTrack Keeping Average 27L 96.98% 97.39% GREENTrack Keeping Average 09R 88.40% 89.08% GREENTrack Keeping Average 09L**** 79.28% 74.95% REDTrack Keeping All Runways 94.11% 94.00% AMBERCDA Day Average 85.95% 86.68% GREENCDA Night Average 91.60% 93.10% GREENCDA Core Night Average 95.02% 94.93% AMBERCDA 06:00 Hour Average 90.71% 92.67% GREEN24 Hour CDA Average* 87.42% 89.20% GREENJoining Point Day LATES Average 0.78% 0.76% GREENJoining Point Day LOWS Average 3.96% 4.49% AMBERJoining Point Night LATES Average* 1.74% 1.37% GREENJoining Point Night LOWS Average* 3.77% 3.22% GREENNight Quota Pro Rata for Movements** 89.5% 78.2%Night Quota Pro Rata for Quota Count** 78.9% 88.8%Complaints – Number of Enquiries*** 8493 15543 REDComplaints – Number of Contacts*** 6354 9769 REDComplaints – Number of Callers*** 2059 2335 RED

* Service levels in NATS contract

** Excess usage pro-rata indicates increased risk of aircraft being refused permission to arrive or depart during 23:30-06:00hrs local

*** Significant increase in contacts or callers relative to enquiries can indicate a rise in demand on the FEU

**** Low numbers of departures off 09L due to the Cranford agreement can result in a wide fluctuation in performance when compared tothe other three runways.

Caller = person

Contact = number of times

Enquiries = number of issues

KPI chart to end of September 2013

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 Heathrow is 83ft above sea level and the ANOMS NTK system measures height relative to Heathrowelevation and not sea level. References in the AIP are usually above sea level (quoted as Heathrow QNH) and therefore needto be reduced by 83ft to be comparable with heights as measured by ANOMS. No account is taken of the variability ofheights as measured by the radar which, depending on the distance from the radar head can be +/- 200ft from thatindicated. 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 AIRFIELDELEVATION UNLESS OTHERWISE STATED.

ALL DATA CONTAINED WITHIN THIS REPORT SHOULD BE CONSIDERED IN LIGHT OF THE PRECEDING TEXT ANDCOMMENT BOX THAT FOLLOWS.


1000ft requirement N

o o

f A

ircr

aft

faili

ng

to

rea

ch 1

00

0ft

at 6

.5 k

mA

verage M

on

thly Tem

peratu

re

0

20

10

50

40

80

70

30

0

12

8

4

16

20

28

24

Month

No of Aircraft failing to reach 1000ft at 6.5km against Temp

60

Mar

13

Feb

13

Jan

13

Aug

13

Jul 1

3

Sep

13

Jun

13

May

13

Apr

13

<1000ft <900ftAverage Temp

Period From 01/01/2013 to 30/09/2013Height Infringement Reports – 1000ft Infringements by Month with Temperature

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 at 6.5km from start ofroll as measured along the departure track of that aircraft.

AIP REFERENCE AD 2-EGLL-1-14


1000ft infringements by airline

London HeathrowPeriod From 01/01/2013 to 30/09/2013

Airline < 1000 ft < 900 ft

ALK SRILANKAN AIRLINES 18 25ARA ARIK AIR 1 0BAW BRITISH AIRWAYS 106 18ETD ETIHAD AIRWAYS 4 0KAC KUWAIT AIRWAYS 3 0MAS MALAYSIA AIRLINES 43 26MAU AIR MAURITIUS 15 7QFA QANTAS 5 3QTR QATAR AIRWAYS 8 1SAA SOUTH AFRICAN AIRWAYS 17 15SIA SINGAPORE AIRLINES 19 0UAE EMIRATES 12 2UAL UNITED AIRLINES 13 2VIR VIRGIN ATLANTIC 69 22

Total of all Infringements: 454


Departure Noise Limits

Subject to sub-paragraphs (5) and (6) below, any aircraftshall, after take-off, be operated in such a way that it willnot cause more than 94 dBA Lmax by day (from 0700 hoursto 2300 hours local time) as measured by any noisemonitoring terminal at any of the sites referred to in sub-paragraph (2*) above.

Subject to sub-paragraphs (5) and (6) below, any aircraftshall, after take-off, be operated in such a way that it willnot cause more than 89 dBA Lmax by night (from 2300hours to 0700 hours local time) and, that it will not causemore than 87 dBA Lmax during the night quota period(from 2330 to 0600 house local time) as measured by anynoise monitoring terminal at any of the sites referred to insubparagraph (2*) above.

(5) The limits specified in sub-paragraphs (3*) and (4*)above shall be adjusted in accordance with the followingtable in respect of any noise monitoring terminal at anyof the sites referred to in the table in sub-paragraph (2*)to take into account of the location of that terminal andit’s ground elevation relative to the aerodrome elevation.

(6) For the purposes of determining an infringement of thelimits specified in sub paragraphs (3*) and (4*) above, ifthe aircraft was requested to take-off with a tailwind, anamount of up to 2dB of the noise recorded at the noisemonitor should be disregarded.The amount to be disregarded shall be:0.4 db for a tailwind of up to 1 knot.0.8 dB for a tailwind exceeding 1 knot but not exceeding2 knots1.2 dB for a tailwind exceeding 2 knots but notexceeding 3 knots1.6 dB for a tailwind exceeding 3 knots but notexceeding 4 knots2.0 dB for a tailwind exceeding 4 knots

For this purpose, tailwind is to be calculated from the winddata measured in the on-air field anemometers and windvanes according to the formula:(windspeed x cosine (runway heading minus winddirection))x-1


* AIP – see glossary on page 30


Day Noise Infringements 2002-2013

0

5

10

15

20

25

Month

Day Noise Infringements 2002-2013

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

2002 2003 2004 2005 2006 2007

2008 2009 2010 2011 2012 2013

Night Noise Infringements 2002-2013

Month

2002 2003 2004 2005 2006 2007

2008 2009 2010 2011 2012 2013

0

20

10

30

40

50

60

70

Night Noise Infringements 2002-2013



Departure Track Keeping

For monitoring purposes, a departure will be deemed to havecomplied with the Noise Preferential Routeing (NPR) if, in theportion of flight below the appropriate vectoring altitude (seenote 9 right), it is properly recorded by the airport’s noise andtrackkeeping (NTK) system as having flown wholly within theLateral Swathe (LS). The LS is defined from the centre-line ofthe relevant route coded in the NTK system, based upon amap accredited for this purpose by the Department forTransport, by the closer to the centre-line depicted on the mapof (a) a pair of lines either side, each diverging at an angle of10° from a point on the runway centre-line 2000m from start-of-roll; and (b) a pair of parallel lines representing a distance of1.5 km either side of the route centreline. For avoidance ofdoubt, the depicted route and LS may include curved sectionsrepresenting turns.

Note 9.

Aircraft which have attained an altitude of 4000 ft ( HeathrowQNH ) may be directed by air traffic controllers onto a differentheading and commanders complying with any such directionwill not by reason of so complying be deemed to havedeparted from the NPR.

Track deviations by runway

Period From 01/01/2013 to 30/09/2013

Runway Total Departures 2013 Total Deviations 2013 % Compliance 2013

27L 54,577 1,368 97.4927R 51,145 1,333 97.3909R 67,874 7,413 89.0809L 1,545 387 74.95

Totals 175,141 10,501 94.00



% of On Track Departures by Flow and Route

Current and Previous Year for 01/01/2013 to 30/09/2013

Westerly Easterly

Month 09RBUZ 09LBPK* 09LBUZ* 09LCPT* 09LDVR* 09LMID* 09LSAM* 09R 09RBPK 09RBUZ 09RCPT 09RDVR 09RMID 09RSAM

Jan-12 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 99.2 99.4 28.5 99.5 99.5 99.2Feb-12 0.0 91.7 100.0 0.0 100.0 57.1 20.0 0.0 99.1 99.6 33.5 99.5 99.2 98.9Mar-12 0.0 100.0 0.0 0.0 100.0 100.0 0.0 0.0 98.8 99.3 34.9 99.4 98.4 97.2Apr-12 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 98.7 98.4 40.3 98.0 98.2 97.7May-12 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 99.2 99.4 37.8 99.2 98.4 99.0Jun-12 0.0 100.0 100.0 50.0 100.0 0.0 0.0 0.0 99.0 98.5 35.7 99.3 98.7 98.7Jul-12 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 99.2 98.6 40.7 91.7 99.0 96.9Aug-12 0.0 0.0 100.0 0.0 100.0 100.0 50.0 0.0 99.3 98.6 22.8 93.6 97.5 93.6Sep-12 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 99.6 99.3 33.2 93.2 99.7 90.2

Jan-13 0.0 100.0 100.0 0.0 100.0 100.0 0.0 0.0 99.6 99.0 31.3 97.4 99.2 96.1Feb-13 0.0 100.0 100.0 0.0 100.0 50.0 0.0 0.0 99.4 98.9 36.5 99.8 99.4 98.3Mar-13 0.0 98.3 100.0 0.0 99.1 33.3 21.4 0.0 99.3 98.9 37.9 99.8 99.3 97.6Apr-13 0.0 100.0 100.0 22.2 99.2 35.3 25.0 0.0 98.7 99.1 39.2 99.8 99.0 98.2May-13 0.0 100.0 100.0 12.5 96.7 38.9 21.4 0.0 98.8 98.5 42.0 99.7 99.1 99.6Jun-13 100.0 94.7 100.0 40.0 98.9 33.3 6.7 0.0 99.4 98.8 47.3 99.8 99.0 91.9Jul-13 0.0 80.0 28.9 50.0 99.1 32.3 0.0 100.0 99.3 99.3 40.1 98.8 98.5 82.9Aug-13 0.0 80.6 33.3 0.0 95.7 0.0 25.0 0.0 99.7 99.4 39.1 99.3 98.4 87.9Sep-13 0.0 80.4 35.7 29.2 98.4 45.8 33.3 0.0 99.5 99.1 34.6 99.2 98.8 88.7

* The percentage of all 09L routes will vary greatly due to the smallnumber of departures off that runway due to the Cranford agreement.


% of On Track Departures by Flow and Route

Current and Previous Year for 01/01/2013 to 30/09/2013

Westerly

Month 27LBPK 27LCPT 27LDVR 27LMID 27LSAM 27LWOB 27RBPK 27RCPT 27RDVR 27RMID 27RSAM 27RWOB

Jan-12 99.2 99.8 94.4 97.9 99.8 99.7 99.3 99.8 97.1 97.1 99.4 99.2Feb-12 99.2 99.8 94.2 97.2 100.0 99.3 99.6 99.9 96.8 95.0 99.7 99.8Mar-12 98.4 98.8 94.9 96.9 99.4 98.5 99.2 98.3 96.2 97.6 99.7 99.5Apr-12 95.5 96.5 94.1 94.5 97.0 95.9 96.1 97.4 96.1 94.8 98.4 97.0May-12 97.1 99.6 96.0 96.7 99.3 99.3 98.2 99.9 97.1 96.3 99.0 98.9Jun-12 96.9 99.1 97.1 98.3 99.3 97.8 97.6 99.2 98.1 97.0 99.1 98.6Jul-12 96.1 98.7 96.3 92.3 98.5 97.2 96.4 98.7 96.9 73.6 98.6 96.5Aug-12 95.9 98.4 95.8 92.6 98.7 97.7 97.1 99.3 97.2 58.8 99.2 98.0Sep-12 98.5 99.7 96.7 91.9 99.8 99.5 98.4 99.4 97.4 46.0 99.8 98.2

Jan-13 99.0 99.8 97.6 96.9 98.9 99.6 98.8 99.8 97.8 84.7 100.0 99.8Feb-13 98.7 100.0 92.9 96.6 100.0 99.8 99.2 100.0 96.4 95.0 99.5 99.8Mar-13 99.4 99.6 97.6 98.3 98.9 99.6 99.0 99.7 97.7 96.3 99.2 100.0Apr-13 98.7 99.7 96.6 98.1 98.9 99.1 97.6 99.2 97.9 96.9 99.3 98.6May-13 98.8 99.3 95.6 96.6 99.3 99.2 98.8 99.4 97.6 95.4 100.0 99.2Jun-13 99.1 99.7 95.5 97.8 99.3 98.5 98.7 99.8 98.1 98.0 99.7 99.0Jul-13 94.1 99.8 97.2 96.8 97.1 92.1 95.5 99.2 95.1 93.7 98.4 94.0Aug-13 96.6 99.8 96.0 96.8 99.1 94.2 97.4 99.7 95.8 95.5 99.8 97.1Sep-13 97.6 99.6 94.8 94.7 100.0 98.1 98.1 99.7 97.1 94.6 99.5 98.9


Track Keeping Key Performance Indicator

Period from 01/01/2013 to 30/09/2013

70

75

80

90

85

100

95

Perc

enta

ge

on

tra

ck

Jun-

97

Feb

13

Apr

13

May

13

Sep

13

Jun

13

Jul 1

3

Aug

13

Jan

13

Mar

13

West% East%-09RCPT Total%-09RCPT East% Total %


Continuous Descent Approach (CDA)

For monitoring purposes, a descent will be deemed to havebeen continuous provided that no segment of level flightlonger than 2.5 nautical miles (nm) occurs below 6000ft QNHand ‘level flight’ is interpreted as any segment of flight havinga height change of not more than 50ft over a track distanceof 2 nm or more, as recorded in the airport Noise and Track-keeping system.

* The CDA data is broken down into four time periods, Day(0700hrs – 2300hrs), Night (2300hrs – 0700hrs), Core night(2330hrs – 0600hrs ) and the 06:00hr (0600hrs – 0700hrs)

CDA Use during the day 0700-2300

CDA over 24 months. Three month Rolling Average line.

60

70

80

90

100

CD

A%

Nov

11

Dec

11

Oct

11

Feb

12

Mar

12

Jan

12

May

12

Jun

12

Apr

12

Aug

12

Sep

12

Jul 1

2

Nov

12

Dec

12

Oct

12

Feb

13

Mar

13

Jan

13

May

13

Jun

13

Apr

13

Aug

13

Sep

13

Jul 1

382

8081 81

84 84 84

87

85

89 8887

85 8583

84 84 8385

89 8889 89 89

AIP REFERENCE AD 2-EGLL-1-17 ( Note 7 )


CDA Use in Night 2300-0700

CDA 24 Months Rolling Average

60

70

80

90

100

CD

A%

Oct

11

Nov

11

Dec

11

Jan

12

Feb

12

Mar

12

Apr

12

May

12

Jun

12

Jul 1

2

Aug

12

Sep

12

Oct

12

Nov

12

Dec

12

Jan

13

Feb

13

Mar

13

Apr

13

May

13

Jun

13

Jul 1

3

Aug

13

Sep

13

92 9193

9092 93

91 90 91

94 9391

93 9392 92 92

9192

94 93 94 9594

CDA Use in Core Night 2330-0600


60

70

80

90

100

CD

A%

Oct

11

Nov

11

Dec

11

Jan

12

Feb

12

Mar

12

Apr

12

May

12

Jun

12

Jul 1

2

Aug

12

Sep

12

Oct

12

Nov

12

Dec

12

Jan

13

Feb

13

Mar

13

Apr

13

May

13

Jun

13

Jul 1

3

Aug

13

Sep

13

9694

9596 95

9693 94 93

97 97 9695

96

93 94 9492

96 9695

9698 97


CDA Use during 0600-0700


60

70

80

90

100

CD

A%

Oct

11

Nov

11

Dec

11

Jan

12

Feb

12

Mar

12

Apr

12

May

12

Jun

12

Jul 1

2

Aug

12

Sep

12

Oct

12

Nov

12

Dec

12

Jan

13

Feb

13

Mar

13

Apr

13

May

13

Jun

13

Jul 1

3

Aug

13

Sep

13

90 9091

88

91 92 9189

9093 92

9192 92 92 92 92 91 92

93 93 94 94 93

Joining Point

Between 0600 and 2330 hours (local time) where the aircraftis approaching runway 27 (L or R) and is using the ILS in IMCor VMC it shall not descend on the glidepath below analtitude of 2500 ft (Heathrow QNH) before being establishedon the localizer, nor thereafter fly below the glidepath. Anaircraft approaching without assistance from the ILS shallfollow a descent path which will not result in its being at anytime lower than the approach path that would be followed byan aircraft using the ILS glidepath, and shall follow a track tointercept the extended runway centre-line at or above 2500 ft(Heathrow QNH).

Between 2330 and 0600 hours (local time) where the aircraftis approaching runway 27 (L or R) and is using the ILS in IMCor VMC it shall not descend on the glidepath below analtitude of 3000 ft (Heathrow QNH) before being establishedon the localizer at not less than 10nm from touchdown, northereafter fly below the glidepath. An aircraft approachingwithout assistance from the ILS shall follow a descent pathwhich will not result in its being at any time lower than theapproach path that would be followed by an aircraft using theILS glidepath, and shall follow a track to intercept theextended runway centre-line at or above 3000 ft (HeathrowQNH).

AIP REFERENCE AD 2-EGLL-1-16 ( Note 10 )


Between 0700 and 2300 hours (local time) where the aircraftis approaching runway 09 (L or R) and is using the ILS in IMCor VMC it shall not descend on the glidepath below analtitude of 2500 ft (Heathrow QNH) before being establishedon the localizer, nor thereafter fly below the glidepath. Anaircraft approaching without assistance from the ILS shallfollow a descent path which will not result in its being at anytime lower than the approach path that would be followed byan aircraft using the ILS glidepath, and shall follow a track tointercept the extended runway centre-line at or above 2500 ft(Heathrow QNH).

Between 2300 and 0700 hours (local time) where the aircraftis approaching runway 27 (L or R) and is using the ILS in IMCor VMC it shall not descend on the glidepath below analtitude of 3000 ft (Heathrow QNH) before being established

on the localizer, at not less than 10nm from touchdown, northereafter fly below the glidepath. An aircraft approachingwithout assistance from the ILS shall follow a descent pathwhich will not result in its being at any time lower than theapproach path that would be followed by an aircraft using theILS glidepath, and shall follow a track to intercept theextended runway centre-line at or above 3000 ft (HeathrowQNH).

• The NTK system is unable to take into account multiplefluctuations in pressure within an hour. This can lead to anincrease in the reported number of LOWS in the summermonths.


Rolling 2 years Joining Point

Period from Jul 11 to Jun 13

0

2

8

6

10

4

14

18

12

16

Month

Perc

enta

ge

on

Jo

inin

g P

oin

t

DayLates DayLows NightLates NightLows

Oct

11

Nov

11

Dec

11

Jan

12

Feb

12

Apr

12

May

12

Jun

12

Mar

12

Jul 1

2

Aug

12

Sep

12

Oct

12

Nov

12

Dec

12

Jan

13

Feb

13

Mar

13

Apr

13

May

13

Jun

13

Jul 1

3

Aug

13

Sep

13

Day Joining Point Lates*

Period from Oct 11 to Sep 13

0.0

0.2

0.4

1

0.8

1.4

1.2

0.6

1.6

Month

Perc

enta

ges

on

Day

Lat

es

Oct

11

Nov

11

Dec

11

Jan

12

Feb

12

Mar

12

Apr

12

May

12

Jun

12

Jul 1

2

Aug

12

Sep

12

Oct

12

Nov

12

Dec

12

Jan

13

Feb

13

Mar

13

Apr

13

May

13

Jun

13

Jul 1

3

Aug

13

Sep

13

* Lates and Lows – see glossary on page 30


Day Joining Point Lows*


0

2

8

6

10

4

14

12

18

16

Month

Perc

enta

ge

on

Day

Lo

ws

Oct

11

Nov

11

Dec

11

Jan

12

Feb

12

Mar

12

Apr

12

May

12

Jun

12

Jul 1

2

Aug

12

Sep

12

Oct

12

Nov

12

Dec

12

Feb

13

Mar

13

Apr

13

May

13

Jan

13

Jun

13

Jul 1

3

Aug

13

Sep

13

Night Joining Point Lates*


0

0.5

1

2.5

2

3.5

3

1.5

4

Month

Perc

enta

ges

on

Nig

ht

Late

s

Oct

11

Nov

11

Dec

11

Jan

12

Feb

12

Mar

12

Apr

12

May

12

Jun

12

Jul 1

2

Aug

12

Sep

12

Oct

12

Nov

12

Dec

12

Jan

13

Feb

13

Mar

13

Apr

13

May

13

Jun

13

Jul 1

3

Aug

13

Sep

13

* Lates and Lows – see glossary on page 30


Night Joining Point Lows*


0

2

6

4

8

Month

Perc

enta

ge

on

Nig

ht

Low

s

Oct

11

Nov

11

Dec

11

Jan

12

Feb

12

Mar

12

Apr

12

May

12

Jun

12

Jul 1

2

Aug

12

Sep

12

Oct

12

Nov

12

Dec

12

Jan

13

Feb

13

Mar

13

Apr

13

May

13

Jun

13

Jul 1

3

Aug

13

Sep

13

Go Around* Data

Period from Jan 13 to Jun 13

0

10

20

30

50

40

70

60

80

Month

Go Arounds


* Lates and Lows – see glossary on page 30* Go Around – see glossary on page 30


Night Noise Winter 2008 – Summer 2013

Season Movement Limit Quota Points

Winter 2008 2878 4936 (including carry over* from previous season)Summer 2009 3250 5460Winter 2009 2875 4547 (including carry over* from previous season)Summer 2010 3250 5340Winter 2010 2767 4682 (including carry over* from previous season)Summer 2011 3250 5220Winter 2011 2842 4839 (including carry over* from previous season)Summer 2012 3250 5100Winter 2012 2875 4620 (including carry over* from previous season)Summer 2013 3250 5100

Limits are set by the DfT

The regime applies to a night period (2300 – 0700 hours)during which the noisiest types of aircraft (QC8 and QC16)may not be scheduled to land or take off. In addition QC4types may not be scheduled to land or takeoff in the nightquota period (2330 – 0600).In addition, between 2330 –0600 hours (the night quota period) there are furtherrestrictions – the number of aircraft movements are restricted

by a movements limit and additionally there is a limit of noisequota points. These limits are set for each summer and winterseason. Neither of these limits may be exceeded, ie if themovements limit were to be reached, no further movementswould be able to take place even if quota points were stillavailable, and vice versa

* Carry over – see glossary on page 30

Winter 2006 – Summer 2013

Season Seasons Seasons QC points Movements Total Total Total Movements Exempt Not Not NotQuota movements carried carried QC points movements QC against counted counted countedPoints limit over over allowed allowed value limit – Delays – DfT – EmergencyLimit

Winter 2006 4140.0 2550 280.0 162 4420.0 2712 4266.0 2659 95 311 0 20Summer 2007 5610.0 3250 0.0 0 5610.0 3250 5235.0 3053 150 171 15 9Winter 2007 4140.0 2550 374.0 197 4514.0 2747 4100.25 2710 87 178 6 44Summer 2008 5460.0 3250 0.0 0 5460.0 3250 4634 2922 109 116 3 12Winter 2008 4110.0 2550 826.0 328 4936.0 2878 3947.5 2715 80 26 4 32Summer 2009 5460.0 3250 0.0 0 5460.0 3250 4429.25 2848 108 45 3 7Winter 2009 4110.0 2550 437.0 325 4547.0 2875 3863.25 2686 110 302 3 21Summer 2010 5340.0 3250 0.0 0 5340.0 3250 4504.75 3033 120 56 134 9Winter 2010 4110.0 2550 572.0 217 4682.0 2767 3735.25 2577 67 185 160 37Summer 2011 5220.0 3250 0 0 5220 3250 4491 2958 116 75 1 25Winter 2011 4080 2550 759 292 4839 2842 3374.5 2581 75 71 0 73Summer 2012 5100 3250 0 0 5100 3250 3946.25 2853 72 118 11 26Winter 2012 4110 2550 510 325 4620 2875 3310.75 2670 26 109 2 51Summer 2013 5100 3250 0 0 5100 3250

Summary of allocation usage


Summer Usage of QC Points (including carry over)

Period from Summer 97 to Summer 13

0

2000

3000

1000

4000

6000

7000

5000

8000

QC

Po

ints

Season

S97

S98

S99

S00

S01

S02

S03

S04

S05

S06

S07

S08

S09

S10

S11

S13

S12

Quote Count Limits Actual Use

Summer Usage of Movements (including carry over)

Period from Summer 97 to Summer 13

0

1000

1500

500

2000

3000

3500

2500

4000

Mo

vem

ents

Season

S97

S98

S99

S00

S01

S02

S03

S04

S05

S06

S07

S08

S09

S10

S11

S12

S13

Movement Limits Actual Use


Summer Season Weekly Pro Rata Usage Comparison (MV)

50

60

70

90

80

120

110

100

Perc

enta

ge

Pro

rat

a

1 10 11 12 13 15 17 199 23 25 27 29 302114 16 18 22 24 26 28 31202 3 4 5 6 7 8

Week number

Summer 2006

Summer 2009

TargetSummer 2007

Summer 2010 Summer 2011 Summer 2012 Summer 2013

Summer 2008

Summer Season Weekly Pro RataUsage Comparison (QC)

50

60

70

90

80

110

100

Perc

enta

ge

Pro

rat

a

1 10 11 12 13 15 17 199 23 25 27 29 302114 16 18 22 24 26 28 31202 3 4 5 6 7 8

Week number

Summer 2006

Summer 2009

TargetSummer 2007

Summer 2010 Summer 2011 Summer 2012 Summer 2013

Summer 2008


Arrival and Departure information

Runway Alteration Adherence – Arrivals

TEAM after 0700L Pure West Days only – 2013

Departures off landing Runway Jan-Mar 2013

84.0%

86.0%

88.0%

90.0%

94.0%

92.0%

96.0%


2013

0

100

200

300

500

400

600


2013

0

1

3

2

5

4


2013


Ground Noise Complaints Report 2013

Complaints from people outside of, but close to the airport.(Figures for this report are based on the date and details of the reported incident and are correct atthe time of going to print)

Map showing the location of reported ground noise complaints for January – September 2013

0

1

2

3

4

5

6

Jan Feb Mar Jun Jul Aug Sep Oct Nov DecMayApr

2013


Engine Ground Running

The maximum total ground running exposure time over the night period from 2300 to 0700 hoursmust not exceed 150 minutes. Within the total 150 minutes, the maximum amount of groundrunning at high power must not exceed 60 minutes in any one night or exceed a rolling 30 dayaverage of 20 minutes.Number of tests in each month

0

20

40

100

60

180

160

120

80

140


Ground Idle Runs 2008Ground Idle Runs 2007Ground Idle Runs 2006

Ground Idle Runs 2010 Ground Idle Runs 2011 Ground Idle Runs 2012 Ground Idle Runs 2013

Ground Idle Runs 2009


Total running time in the month

0

200

400

1000

600

1800

1600

1200

800

1400


Total Run Time 2008Total Run Time 2007Total Run Time 2006

Total Run Time 2010 Total Run Time 2011 Total Run Time 2012 Total Run Time 2013

Total Run Time 2009

Average number of tests per night

0

1

2

5

3

8

6

4

7


20082007 2012 20132006 2009 2010 2011


Consultative Committee Report

Period 01/01/2013 to 30/09/2013 01/01/2012 to 30/09/2012

Arrivals – –

Departures – –

Movements – –

Aircraft Movements

01/01/2013 to 30/09/2013 01/01/2012 to 30/09/2012

Number of Callers 2335 2108

Number of Contacts 9769 6712

Number of Enquiries 15543 9312

BAA Investigated enquiries relating to aircraft departures 7,479 2,025

BAA Investigated enquiries relating to aircraft arrivals 7,710 5,419

BAA Investigated enquiries relating to Ground Noise 1 7

BAA Investigated enquiries relating to Other Complaint Types 353 1861

Enquiries as a % of Total Aircraft movements – –

Analysis of Complaints

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


Q3

2013

All

Com

plai

nts


Q3

2013

Nig

ht C

ompl

aint

s


Additional information

Information on noise is also available on the BAA Heathrowwebsite. This part of the website was updated in May 2007. Itincludes a flight tracking system called WebTrak which enableslocal residents to log on and view flight tracks for aircraftarriving at and departing from Heathrow. As well as beingable to track flights, WebTrak also gives details of the aircraft’sheight and position.

Noise complaints and enquiries may now be made from thewebsite. These facilities have been introduced to complementthe long-standing facilities so complaints/enquiries may still bemade by telephone or email (see right).

Updated statistical information on complaints and enquiries isnow included in BAA Heathrow’s Corporate ResponsibilityReport which is available in full on our website(www.heathrowairport.com/noise). A summary is availablefrom Heathrow Public Affairs, telephone 020 8745 5791.

Information on Noise Insulation and Noise and Blight Schemesis available in the BAA Heathrow Corporate ResponsibilityReport (see above).

Making noise complaints or enquiriesOn the Website – www.heathrowairport.com/noise

By telephone – Public Affairs Noise Complaints Freephone –0800 344 844

By email – [email protected]

Useful websiteswww.heathrowairport.com/noise

www.dft.gov.uk for information on government policies inrelation to Heathrow aircraft movements, ie night flights;changes to night-time use of Heathrow’s runways, etc.


Glossary of Terms

AIP Aeronautical Information Publicationhttp://www.nats-uk.eadit.com/aip/current/ad/EGLL/EG_AD_2_EGLL_en.pdf

ANOMS Noise, track keeping and complaints system

Carry over Night restrictions are set on a seasonal basis. Up to 10% of a season's unused quota can be carried forward (known as "carry over") to the next season and up to 10% of a following season's quota can be anticipated

CDA Continuous Descent Approach

dBA A-weighted decibels

FEU Flight Evaluation Unit

FLOPC Flight Operations Performance Committee

Go Around A go around is an aborted landing of an aircraft which is on approach to the runway

IMC Instrument Meteorological Conditions

ILS Instrument Landing System

KPI Key performance indicators

Lates and Lows During the daytime the aircraft are required to be "established" on the ILS at 7.5nm from touchdown. Thisequates to approximately 2500ft aal. At night the distance is extended to 10nm which equates to approximately3000ft aal.

LHR London Heathrow

LS Lateral swathes

nm Nautical Miles

NATS National Air Traffic Services

NPR Noise Preferential Routes

NTK Noise and Track Keeping monitoring system

QC Quota Count

QNH The barometric pressure at sea level (QFE is the barometric pressure at the aerodrome)

TEAM Tactically Enhanced Arrivals Mode. In order to help alleviate delay in the stacks, ATC may change from thepublished alternation schedule. In order to maintain minimum separation distances between inbound aircraft,maintain usual high safety standards and keep air traffic flowing, ATC may use both runways for arrivals for ashort period.

VMC Visual Meteorological Conditions


Produced by Heathrow Flight Performance team, Second Floor Meridian, The Compass Centre, Nelson Road, London Heathrow Airport, Hounslow TW6 2GW.

Further informationIf you would like further information, please contact the FlightPerformance team:

By telephone: 0800 344 844

By e-mail: [email protected]

By post: Flight Performance teamSecond Floor MeridianThe Compass CentreNelson RoadLondon Heathrow AirportHounslowTW6 2GW

Website:Make an enquiry on our website:www.heathrow.com/noise

Please note that the freephone telephone number is an answerphone.Please leave your name, contact details and brief details of yourenquiry. A member of the FEU will contact you as soon as possible.

Documents

LHR Flight Performance Q3 Report 2013 - Heathrow Airport · PDF fileAlso, resurfacing of the southern runway commenced in March and has run throughout the summer months; therefore