Gold Coast Airport Aircraft Noise Information Report

Transcription

1 Gold Coast Airport Aircraft Noise Information Report Quarter (April to June) 1

2 Version Control Version Number Detail Prepared by Date 1 - Environment 12 September 2013 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 can not 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. 2

3 Gold Coast Basin - Aircraft Noise Information Report Contents 1 PURPOSE Gold Coast Airport Aircraft noise monitoring at Gold Coast 4 2 FLIGHT PATTERNS Jet aircraft Non jet aircraft Track density plots 9 3 AIRCRAFT MOVEMENTS Airport movements 11 4 NOISE MONITORING 17 5 COMPLAINTS DATA NCIS Clients by suburb Issues raised by NCIS clients 22 6 IMPROVING NOISE OUTCOMES Noise Improvements Implemented Noise Improvement Opportunities Proposed Noise Improvements Investigated But Not Implemented 25 7 GOLD COAST AIRPORT COMMUNITY AVIATION CONSULTATION GROUP (CACG) 25 8 CONTACT US 27 3

4 1 Purpose This report summarises data for Quarter 2 of 2013 (April to June) from Airservices Noise and Flight Path Monitoring System (NFPMS) and Noise Complaints and Information Service (NCIS) for the Gold Coast area (Gold Coast Airport). 1.1 Gold Coast Airport Gold Coast Airport is located at the southern end of the Gold Coast just west of the Gold Coast Highway adjacent to Bilinga Beach (see Figure 1). The majority of operations at Gold Coast Airport are international and domestic regular passenger services. General aviation also operates from the airport, including some training flights. During Quarter 2 of 2013 there were around 15,000 aircraft movements at Gold Coast Airport. More information about Gold Coast Airport is available from the Airservices website at Aircraft noise monitoring at Gold Coast Airservices NFPMS captures and stores radar, flight plan and noise data. The NFPMS covers eight city regions around Australia. For the Gold Coast region, noise data is captured by two noise monitors - also known as Environmental Monitoring Units (EMUs). 4

5 Figure 1 Location of Gold Coast Airport. Runway orientation for airport is shown in the insert. Noise monitoring sites are shown as red dots. As shown in the above figure the main runway at Gold Coast Airport, 14/32, is orientated northwest to southeast. It is 2.3 km in length. There is a smaller 0.6km long cross runway, 17/35, orientated north to south, which is primarily used by propeller aircraft. Information about runway selection is available on the Airservices website at 5

6 2 Flight patterns 2.1 Jet aircraft Jet aircraft track plots for arrivals and departures at Gold Coast Airport for one month in Quarter 2 of 2013 (May) are shown in the next two figures. In these figures the tracks are coloured according to height (in feet). Noise monitors are shown as grey circles. Figure 2 Jet arrivals for the Gold Coast region, May 2013 (one month) The key points are: The approaches to Runway 14 mostly overfly water. However, the approaches to Runway 32 overfly suburbs to the south of the airport. Suburbs aligned with the runway and to the south are overflown by arriving jets at altitudes below 3000ft. Some jet aircraft arriving into Brisbane Airport fly over parts of the Gold Coast region. These aircraft are typically above 25,000 ft and are not shown as they have little impact on noise levels experienced in the region. 6

7 Figure 3 Jet departures for the Gold Coast region, May 2013 (one month) The key points shown are: The departure flight paths from Runway 14 fly over suburbs to the south and south east of the airport, while departures from Runway 32 tend to overfly water. Departures to the south turn to the west and overfly suburbs to the south west of the airport at altitudes below 5000ft. 7

8 2.2 Non jet aircraft Non jet tracks (arrivals and departures) at Gold Coast Airport for one month in Quarter 2 of 2013 (May) as shown in the figure below. Noise monitors are shown as grey circles. Figure 4 Non jet arrivals and departures for the Gold Coast region, May 2013 (one month) The key points are: Although jet aircraft tend to operate along defined paths, when smaller aircraft movements are included on the map, there are no areas of the Gold Coast region that are not overflown by aircraft at some time. There appear to be no clear flight patterns for non-jet aircraft. The circuit pattern (flight training) at Gold Coast Airport is visible as the redorange ring around the airport. The majority of non-jet aircraft operations in the Gold Coast basin are below 3000ft. Some non jet aircraft arriving into Brisbane Airport fly over parts of the Gold Coast region. These aircraft are typically above 20,000 ft and are not shown as they have little impact on noise levels experienced in the region. 8

9 2.3 Track density plots The track plots in the preceding section show that residents living up to 5km to the north and 15km to the south of Gold Coast Airport and in line with the airport s runways are regularly overflown by jet aircraft below 5000ft. However, beyond this the regularity of flight path use is not discernible from the track plot display. A track density plot can be useful in showing the underlying track patterns. To create a track density plot, the land surface is divided into squares, creating a grid. The average number of flights passing over each square per day is then calculated. By colour coding according to frequency of flights, a track density plot can be illustrated. The track density plot on the next page shows all movements over the Gold Coast region in Quarter 2 of Noise monitors are shown as grey circles. 9

10 1 3 Figure 5 Track density plot for the Gold Coast region, Quarter 2 of 2013 The key points are: There are distinct flight patterns that are regularly used for aircraft going to and from the Gold Coast Airport, as well as training circuits around the airport. There is a concentration of flights along the coast. These are mostly general aviation, including helicopters, often operating tourist flights. Two high altitude tracks can be identified (approximately south east to north west and south west to north east). These are associated with traffic overflying the Gold Coast basin to and from Brisbane air space. 10

11 3 Aircraft movements 3.1 Airport movements The aircraft movements at Gold Coast Airport for the 15 month period to the end of Quarter 2 of 2013 are presented in the figure below. Figure 6 Aircraft movements at Gold Coast Airport from April 2012 to June 2013 The key points shown are: Aircraft movements have been steady over the last fifteen months, with a small increase in jet operations in Quarters 3 and 4 of This has been due to airlines introducing additional services in response to demand. Jet movements fell slightly in February (note February is a quieter period for tourism) 2013 and again during May-June The same pattern was seen in Helicopter movements have been steady at around 500 per month. This represents around 10 per cent of all movements at the airport. March 2013 saw a slight upturn in propeller movements at the airport, partly due to flying schools starting the practical elements of their courses in this month. The next three graphs below show the overall runway usage and the breakdown for arrivals and departures at Gold Coast Airport for the 15 month period up to the end of Quarter 2 of

12 Figure 7 Runway usage at Gold Coast Airport to Quarter 2 of 2013 Figure 8 Runway usage at Gold Coast Airport to Quarter 2 of 2013 (Arrivals) 12

13 Figure 9 Runway usage at Gold Coast Airport to Quarter 2 of 2013 (Departures) The two following graphs show runway usage over a four year period for the two busiest runways (runway 14 and runway 32) at the airport. Runway selection is based on weather conditions, traffic volume and noise abatement procedures. As the wind changes, the runway in use may change as aircraft primarily take off and land into the wind for safety and performance reasons. Figure 10 Runway 14 usage at Gold Coast Airport 2010 to

14 Figure 11 Runway 32 usage at Gold Coast Airport 2010 to 2013 The key points are: Throughout most of the year, the wind at Gold Coast Airport tends to be from the south/south east. Therefore aircraft tend to use Runway 14, taking off to the south east and arriving from the north. In spring, the wind at Gold Coast Airport tends to be from the north. Therefore aircraft tend to use Runway 32, taking off to the north and arriving from the south. Noise abatement procedures for Gold Coast Airport state that when conditions permit, Runway 14 is the preferred runway (arrivals from the north and departures to the south). Although Gold Coast Airport is operational 24 hours of the day, there is a curfew in place which restricts operations in and out of Gold Coast Airport during the hours of 11.00pm to 6.00am. The details of the curfew are available from the Department of Infrastructure and Transport website: The following aircraft are permitted to operate during the curfew (approved aircraft): Jet aircraft that have a maximum take off weight of up to 34,000 kilograms and comply with regulations for noise levels. Propeller-driven aircraft that have a maximum take off weight of up to 34,000 kilograms and comply with noise requirements. Any aircraft that received taxi clearance by Air Traffic Control (ATC), or started taxiing for take off when ATC is not available, before the curfew period starts. 14

15 An aircraft involved in an emergency, or a flight interrupted by an emergency. Emergency includes aircraft being used for search and rescue, medical or natural disaster, security or safety, insufficient fuel or in-flight emergency. Aircraft using Gold Coast Airport as an alternate airport. A quota system, which is managed by the Federal Department of Infrastructure and Transport, operates for certain specified movements during the curfew period: 24 movements (with restrictions) by domestic passenger jets each year; and Four jet freight movements (maximum) each week. The graph below shows aircraft movements during curfew hours at the Gold Coast Airport from April 2012 to June 2013, by curfew category. Figure 12 Curfew movements (11.00pm to 6.00am) at Gold Coast Airport April 2012 to May 2013 by curfew category NB: Data in this graph is likely to change in future reports as information about operations currently categorised as other becomes available, allowing them to be allocated to specific categories. The key points shown are: Curfew movements at Gold Coast Airport are small in number on average fewer than one per night. The majority of movements during the curfew period are approved aircraft. 15

16 The graph below shows the runways used by aircraft during the curfew hours. Figure 13 Runway usage for night (11.00pm to 06.00am) movements at Gold Coast Airport April 2012 to June 2013 The key points are: During curfew periods, Runway 14 is used more than Runway 32 (except for November 2012), in line with noise abatement procedures. Helicopter operations from Gold Coast Airport at night are not common. (15 movements during curfew hours during the quarter.) The spike in movements on Runway 14 in June 2013 is under investigation. 16

17 4 Noise monitoring Airservices collects noise and operational data from noise monitors (EMUs) around Gold Coast 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). The sound levels in a nightclub often exceed 90dB(A). The graphs on the next two pages show data from the two Gold Coast noise monitors for the last fifteen months. The terms used within each of these figures are: LAeq 24hr: The continuous equivalent noise level over a 24 hour period, including noise from aircraft and the wider environment. LAeq night: The continuous equivalent noise level over the night time period (11:00pm to 6:00am) Background L 90 db(a) (L90): The sound level that is exceeded 90% of the time over a 24 hour period effectively removing noise from instantaneous events such as passing aircraft to provide a background level. 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. 17

18 Q2_2012 Q3_2012 Q4_2012 Q1_2013 Q2_2013 Average Noise Levels in db(a) Q2_2012 Q3_2012 Q4_2012 Q1_2013 Q2_2013 Average Number of Noise Events per day EMU 1 N65 N70 N80 N90 Figure 14: Average daily noise events at EMU 1 (Tugun) from Quarter 2 of 2012 to Quarter 2 of 2013 (captures arrivals to Runway 14 and departures from Runway 32) EMU Daily Average LAeq(24hr) Daily Average LAeq(night) L Figure 15: Average noise levels at EMU 1 to Quarter 2 of 2013 The key points shown are: The number of N80 noise events recorded by EMU 1 rose in Quarter 2 of Airservices is currently investigating possible causes and will continue to monitor readings from this noise monitor during future quarters. Night time noise levels are very close to background noise levels at EMU 1 up to Q Further investigation showed that background levels decreased after preventative maintenance was performed and the microphone was changed. It is expected that high background noise levels were due to a microphone issue. Aircraft noise levels in this area are well above the background level and are not expected to be affected. 18

19 Q2_2012 Q3_2012 Q4_2012 Q1_2013 Q2_2013 Average Noise Levels in db(a) Q2_2012 Q3_2012 Q4_2012 Q1_2013 Q2_2013 Average Number of Noise Events per day 60.0 EMU N65 N70 N80 N Figure 16: Average daily noise events at EMU 3 (Banora Point) from Quarter 2 of 2012 to Quarter 2 of 2013 (captures arrivals to Runway 32 and departures from Runway 14) EMU Daily Average LAeq(24hr) Daily Average LAeq(night) L Figure 17: Average noise levels at EMU 3 to Quarter 2 of 2013 The key point shown is that the number of noise events captured in Quarter 2 of 2013 is similar to the previous two quarters. 19

20 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 as a contact and each person who makes contact with the NCIS is referred to as a client. 5.1 NCIS Clients by suburb The NCIS received contacts from 77 clients for the Gold Coast Airport during Quarter 2 of 2013, see the table below. The data does not include clients who contacted other organisations (eg. airports). Table 1 Recorded Clients April to June 2013 Suburbs Clients Ashmore 1 Banora Point 25 Burleigh Waters 1 Chinderah 1 Clear Island Waters 1 Currumbin 2 Fingal Head 27 Gold Coast 1 Kingscliff 2 Palm Beach 1 Pottsville 1 Surfers Paradise 1 Terranora 1 Tugun 4 Tumbulgum 1 Tweed Heads 3 Tweed Heads South 1 Upper Coomera 1 Not Specified 2 Total 77 Client density maps are used to show the number of clients from each suburb, with suburbs coloured according to how many clients had contacted the NCIS. The following map shows the suburbs with the highest number of clients in Quarter 2 of 2013 were Fingal Head and Banora Point each with over 20 clients. Tugun, Tweed Heads, Currumbin and Kingscliff all had more than one client lodge a complaint, enquiry, or request for information from the Noise Complaints and Inquiry Service. All of these suburbs are in close proximity to the airport most within eight kilometres. 20

21 Arrivals Departures Local operations including circuits Figure 18 Client density by suburb with an overlay of tracks for sample period 2 April to 8 June 2013 for the Gold Coast region Note: Some of the blue tracks are high altitude aircraft either passing over the region between Brisbane and Sydney or holding above the region for Brisbane Airport. These aircraft are above 20,000 ft at the point of closest approach to Gold Coast Airport. The two suburbs with the highest number of NCIS clients, Fingal Head and Banora Point, are both located to the south of the airport and are affected by noise from departures from Runway 14. Banora Point is also affected by arrivals to Runway

22 Apr-12 May-12 Jun-12 Jul-12 Aug-12 Sep-12 Oct-12 Nov-12 Dec-12 Jan-13 Feb-13 Mar-13 Apr-13 May-13 Jun-13 Number of clients raising issue 5.2 Issues raised by NCIS clients The graph below shows the top five issues raised for Gold Coast Airport by NCIS clients during the 15 month period 1 st April 2012 to 30 th June A single contact can involve multiple issues (ie. a complainant may have raised more than one issue when they contacted the NCIS). During this 15 month period, the issues raised by the greatest number of clients were: Jet Aircraft, Runway 14 Departures, Aircraft Height, Flight Paths/Diversions and Increased Frequency of Air Traffic. 15 Month Trend - Top 5 Issues Aircraft Height Runway 14 Departures 40 Jet Aircraft Jet Aircraft Aircraft Height Runway 14 Dep Flight Paths / Diversions Increased Frequency Of Air Traffic Figure 19 Top five issues for Gold Coast Airport for the 15 month period, April 2012 to June 2013 The key points shown are: In general the number of clients raising the top 5 issues over the last 15 months has been gradually declining April/May 2013 has seen an increase in complaints about the increased frequency of traffic. 6 Improving Noise Outcomes A key Airservices objective is being actively involved in airport community forums such as the Community Aviation Consultation Groups (CACGs) and, through these forums, seeking community input into potential noise improvements. This means looking for, finding, and where feasible, implementing change. Airservices wants active consideration of, and consultation on, proposals or ideas and seeking input from the CACG is a very important part of this process. A noise-initiated change process has been drafted to guide this objective and Airservices sought input and support from the Department of Infrastructure and Transport and the Aircraft Noise Ombudsman in the development of this. 22

23 This is a process for change driven by improving noise outcomes and allows for early identification of feasibility. If a proposal is considered as likely to result in an improved noise outcome, it will then enter the complete change process for implementation. The Airservices noise initiated change process: 1. Identified change opportunity solely for improved noise outcome (CACG/community, Airservices, airports, industry, issues/complaints analysis) 2. Airservices will undertake an initial high level assessment that includes potential noise impacts. This will be provided to the CACG for initial feedback before progressing further 3. An Air Traffic Control feasibility assessment will then be undertaken and options considered (includes safety and efficiency) 4. Industry consultation as required 5. Updates to CACG on status of the suggestion including proposed/likely timelines and next steps if it is deemed feasible to explore further 6. Change process undertaken, which includes an environmental assessment 7. Airservices to keep CACG informed of the progress While there is a focus on exploring noise improvement opportunities, making or implementing change is difficult and often improvement suggested by some community members may mean that there is a detrimental impact on another area. However, Airservices will continue to look for opportunities and further engage with the community as these opportunities are considered. The CACG, and seeking feedback early in the process, is central to improving noise outcomes. 6.1 Noise Improvements Implemented Changed procedures for Gold Coast Skydive In response to community concern raised about aircraft noise from a parachute aircraft operating from Gold Coast Airport, a change in operating procedures has been implemented by Gold Coast Skydive, and a change to Air Traffic Procedures by Airservices has also been implemented. Gold Coast Skydive have recently purchased a Piper Chieftain Twin engine aircraft which enables them to carry five tandem skydivers at a time, in comparison to the Cessna 182 which holds two per time. The single engine aircraft previously used for the operation (C182) is particularly noisy on climb and Air Traffic Control (ATC) have previously implemented a departure procedure that requires the aircraft to be directed to the west northwest until ready to run in for the drop. This procedure has been in place since 2005 and was seen by the community as a satisfactory solution to the noise issue at the time. The single engine aircraft was not able to fly over water for safety reasons. An increase in the frequency of these flights by the operator led to the issue being raised by the community at the Gold Coast Airport Aircraft Noise Abatement Consultative Committee (ANACC) in 2012; and community members also contacted the Airservices NCIS with their concerns. The issue had not been raised at the Community Aviation Consultation Group (CACG). 23

24 Airservices has explored this issue and worked with the operator to determine the best action to reduce the noise impact on the community. After discussions with ATC, Gold Coast Skydive has changed aircraft to a twin engine (PA31) which is much quieter and is able to carry more jumpers reducing the frequency of the operation. It is also able to fly over water. After discussion with the operator it was determined that ATC procedures could assist by ensuring the aircraft will be climbed over water whenever possible. This procedure states specifically that a departure heading will be issued to parachute aircraft for noise abatement to become established east of the coast (in the first instance) or between 220 and 280 degrees magnetic if the over water option is not available. Previously the over water climb was not an option due to single engine aircraft constraints but with the twin-engine aircraft now in operation, ATC will provide the over water heading whenever possible. The only time this won't be used is when separation with other aircraft may be jeopardised. The new aircraft has reduced the number of movements carried out by Gold Coast Skydive and ATC procedures also enables their climb to be carried out at a greater distance from the coast over water, both providing a significant improvement to the noise generated from their operations. The operator has made a significant investment in this aircraft based on trying to find an improved noise outcome for the community. The larger aircraft means they can take more passengers on each flight, therefore reducing the number of flights they do in a day. The operator has advised, however, that they would still use their smaller aircraft at times, if for example they only have a small number of jumpers booked in (and therefore it is not economically feasible to use the larger aircraft), or when the aircraft is used for charter work (which it is booked for currently). They have not removed the older aircraft from their fleet, so it will still fly over the Gold Coast at times. Update to Pilot Instructions Airservices has confirmed a recent change that was also recommended in the Noise Abatement Procedure review (released on late 2012) with the defined noise sensitive areas in the Pilot instructions now amended to include more residential areas. 6.2 Noise Improvement Opportunities Investigation into modified flight path for runway 14 departures Airservices is currently reviewing a proposal for departures from Runway 14 (departing to the south), to consider whether the departure procedure can be amended to realign the path more closely to the Club Banora Golf Course (centred more closely down the golf course). This was a recommendation in the Noise Abatement Procedure (NAP) Review presented to the Community Aviation Consultation Group (CACG) in Airservices is exploring this proposal now and will keep the CACG updated of progress. This is one of the first initiatives being explored (nationally) and put through the new noise initiated change process. 24

25 If the investigation shows a change is feasible, Airservices will consult with the community (as outlined in the Airservices Consultation and Communication Protocol) and may consider a trial of a changed flight path in the future. 6.3 Proposed Noise Improvements Investigated But Not Implemented Airservices trialed a departure procedure aimed at reducing noise exposure to residents in the suburb of Fingal Head in The purpose was to spread out the jet departure paths for flights to specific destinations (Malaysia, New Zealand, Japan, Townsville, Mount Isa and Cairns) in order to reduce the noise exposure to residents at Fingal Head whilst maintaining minimal impact to other residential areas. The pre-trial departure procedure, in preferred order, from Runway 14 for the specific destinations above was: Turn left heading 070 degrees until at least 2 NM over water Runway heading 140 degrees until established over water The trial departure procedure from Runway 14 was: Turn left between the headings of 020 and 090 degrees until at least 2 NM over water Runway heading 140 degrees until established over water The trial provided an opportunity to successfully reduce aircraft movements over the central area of Fingal Head. The number of flights directly over this area was reduced by 54 per cent. This reduction was despite an increase in overall aircraft movements. While the trial achieved its intended purpose of reducing movements over the central area of Fingal Head, other suburbs to the south of Gold Coast Airport experienced increased aircraft noise due to the spreading of departure paths. Following the trial Airservices published a Post Implementation Review (PIR) for community comment to determine community support for the permanent implementation of the 020 to 090 departure headings. As there was no community support to implement the trial procedures permanently, the procedure was not proceeded with. Therefore, the pre-trial procedures remain in place. The PIR is available on the Airservices website - PIR-June-2012.pdf Airservices will, however, continue to seek opportunities for better noise outcomes for Gold Coast communities affected by aircraft noise. 7 Gold Coast Airport Community Aviation Consultation Group (CACG) Meetings have been held on 25 March 2013, 8 November 2012, and 29 August Airservices attends the Gold Coast Airport (GCAL) CACG meetings to provide updates to the community on current activity. By invitation from GCAL, Airservices also attends the GCAL ANACC meetings and provides the same update. Information on both the CACG and ANACC meetings is 25

26 available on the Gold Coast Airport website: Recent updates provided by Airservices: Noise Monitoring Units o Airservices advised the CACG they are investigating a location for a temporary EMU to be placed approximately 1.4km south of the original monitoring unit at Tweed Heads sewerage treatment plant. Temporary installation is to be used initially to establish if this new location is suitable for a long term permanent Noise Monitor. o o Airservices has finalised a program for short term noise monitoring units surrounding Gold Coast Airport. This follows the release of the Environmental Monitoring Review (EMU Review) undertaken in A summary of this review is on the Airservices website - Airservices requested feedback from the community (via the CACG and ANACC meetings) on the EMU Review recommendation; and for feedback on other locations the community wanted to see short term monitoring undertaken. o The short term monitoring program is expected to be undertaken in quarter Noise Abatement Procedure Review o o o In 2012 Airservices undertook a review of the Noise Abatement Procedures at Gold Coast Airport. The NAP review was presented to the Gold Coast CACG on 29 August A copy of the NAP Review summary is available on the Airservices website - This technical review assessed the effectiveness of current noise abatement procedures at Gold Coast Airport. It explored options to minimise the impact of aircraft noise on residential areas around Gold Coast Airport, as well as options to move aircraft noise away from residential areas where possible. The review has found that there is a high level of compliance with the current procedures, and identified some potential areas for improvement: There is excellent compliance with curfew restrictions. The preferred runway system has high levels of compliance for all aircraft types and is effective in minimising the impact of aircraft operations on nearby residential areas. Overall, adherence to flight paths which are specified in the NAPs is high, with over 90% of flight tracks (which show where an aircraft has actually flown) aligned with the flight paths. There were two areas where compliance was not always met: some aircraft arriving from northern ports are not travelling above 5,000 feet until they are directed over water to join final approach; some arrivals from northern ports to Runway 32 (landing from the south) are cutting a corner (for operational purposes) and intercepting final approach over land rather than over water. o The NAP Review proposed the following changes and recommendations: Airservices is currently working on a proposal to amend the departure procedure from Runway 14 (departing to the south) for jets heading to southern ports so that the track is centred on the Club Banora golf course. 26

27 This proposal will undergo an environmental assessment in accordance with Airservices Environment Management System. Jet departures to the south from Runway 32 follow a flight procedure which is designed to take them over water as soon as possible. An amendment to this procedure to improve its effectiveness has recently undergone an environmental assessment in accordance with Airservices Environment Management System and commenced operations 3 July All indications are that it achieves the desired outcome. No change to the preferred runway arrangement is recommended. Amendment of noise sensitive areas in the Pilot instructions to include more residential areas. Potential for new technologies including Smart Tracking. 8 Contact us To lodge a complaint or make an enquiry about aircraft operations, you can: go to WebTrak ( use our online form ( telephone (freecall) or (local call Sydney) fax (02) write to, Noise Complaints and Information Service, PO Box 211, Mascot NSW Airservices welcomes comments about this report. Please contact us via at community.relations@airservicesaustralia.com if you would like to provide feedback. 27