Aircraft noise management strategy Autumn 2013
A message from the top We believe aviation is crucial to the UK economy and recognise the benefits we bring through trade, employment, connectivity and tourism. Yet we also recognise that our operations can have an impact on local communities. As discussions around future growth of aviation focuses evermore on aircraft noise, Virgin Atlantic is publishing its Noise Management Strategy, the first of its type for any airline. We re committed as an airline to reducing our noise impact. Through significant aircraft investment, and by adopting the latest operational techniques, we ve achieved a 5dB reduction (68% reduction in noise energy) in the average noise output per aircraft in our fleet since 1984. 1 But there s more that can be done, and this Noise Management Strategy sets out a roadmap for how we will improve further. During 2012, we welcomed the delivery of 10 Airbus 330-300 aircraft which are more efficient in terms of noise and emissions than the Airbus 340-600 it replaced, and was an order worth in excess of $2.2 billion. Preparations are also underway for the delivery of 16 Boeing 787-9 aircraft that will be joining our fleet from 2014, presenting even further noise and carbon reductions. These aircraft replace some of our older aircraft types and are the most modern operating in the world today. Noise remains a significant issue, and we re proud to set out in this document our aims to achieve further noise reductions across our fleet. Our commitments include: achieving a further 6dB reduction (75% reduction in noise energy) on average per movement in noise output across our fleet by 2020 flying our aircraft using the latest operational techniques and collaboratively to explore innovative improving our communication and building on current methods with local communities. We take our responsibility to tackle aircraft noise very seriously, together with wider sustainability issues. Aircraft noise is a difficult and contentious issue, where collaborative effort is required, and is a responsibility shared with the Government. This document expands upon our vision to be a leading airline on all sustainability matters, driving innovative solutions for our industry and challenging the status-quo. We may not have all the answers, particularly on the highly subjective topic of noise, but we re continuing to do our best to both collaborate and lead the way wherever possible. Craig Kreeger Chief Executive, Virgin Atlantic We ve achieved a 5dB reduction in the average noise output per aircraft in our fleet since 1984 1 This is based on aircraft certified noise on the European Aviation Safety Agency (EASA) database for each of our aircraft and engine types across flyover (take-off), lateral and approach (landing). 2 3
Contents Introduction 7 Why focus on 8 9 International 9 EU 9 UK 9 10 - Sustainable Aviation 11 12 Our commitments: 1. Reducing 14 Virgin Atlantic - noise output 15 In focus: Airbus 330-300 18 In focus: Boeing 787-9 20 2. 22 Continuous Descent Approach (CDA) 23 Continuous Climb Operations (CCO) 23 Steeper Approaches 23 Displaced Thresholds 24 Noise Preferential Routes 24 Airspace Changes 24 3. 25 4. 26 Virgin Atlantic - night flying 26 5. 28 Talking to local communities and wider stakeholders 28 29 30 4 5
Introduction Virgin Atlantic is a major contributor to the UK economy, connecting the UK to the world, promoting international trade and investment and driving tourism growth. The aviation industry contributes around 18 billion a year in economic output to the UK economy, as well as employing 220,000 workers directly and supporting many more. 2 Wider benefits to society and individuals are also achieved through aviation, including travel for leisure and visiting friends and relatives (VFR) and increased social interaction. VFR traffic alone has increased by a third between 2000 and 2007, of which aviation accounted for 75% of this increase. Over 29 years we ve grown from a start up airline to the UK s second largest global airline. We carried 5.45 million passengers and 200,000 tonnes of cargo in 2012. We employ 9,000 people and operate 41 wide bodied aircraft, serving 35 destinations across four continents from six UK airports. We carried 5.45 million passengers and 200,000 tonnes of cargo in 2012. We employ 9,000 people and operate 41 wide bodied aircraft, serving 35 destinations across four continents from six UK airports. Our newly launched Little Red domestic operations also connect Aberdeen, Edinburgh and Manchester with Heathrow, connecting passengers from the UK regions to the rest of the world. Despite the significant benefits that we bring, we understand that for communities in close proximity to airports and people living or under flight paths, aircraft noise is a significant concern. Aircraft and engine manufacturers such as Airbus, Boeing and Rolls-Royce have been continually improving their designs resulting in sustained reductions in aircraft noise levels. As a result aircraft today are 75% quieter than those manufactured 50 years ago. 3 As a result aircraft today are 75% quieter than those manufactured 50 years ago. For us this positive trend is set to continue with the introduction of aircraft such as the Boeing 787-9, which has a significantly smaller noise footprint than today s similarly sized aircraft. This transition to much quieter aircraft has been coupled with an increase in aircraft movements, with the number of people travelling by air having increased significantly over recent years. However, this has meant that for communities living near airports and under flight paths, aircraft noise has become a growing concern, particularly as the debate on airport capacity in the UK continues. 6 2 Department for Transport Aviation Policy Framework, March 2013. 3 ICAO, 2010. International Civil Aviation Organisation Environmental Report 2010. 7
Why focus on Noise in any form can have a disruptive and significant effect on everyday life, with noise from transport ie. rail, road or aircraft all having some degree of effect on everyday wellbeing. For aviation the number of people thought to be affected by noise is dependent on the metric used. Measuring and describing noise is highly complex given its subjective nature, with some individuals finding some forms and levels of noise more disruptive than others. The Government uses the 57db LAeq 16 hour noise contour as the basis for the onset of significant community annoyance 4. Using this metric, the populations affected at the airports from which we operate are 5 Airport London Heathrow 258,000 Manchester 35,200 Glasgow 14,650 Aberdeen 6,150 London Gatwick 3,700 Edinburgh 3,100 Population within the 57dB LAeq 16 hour contour This is just one way of measuring the impact of aircraft noise on local communities and the use of this metric has been helpful in illustrating the historical impact of noise over time. However, we re aware that there are limitations with this method of measuring noise and that these figures do not take into consideration either the varying levels of annoyance within the contour, or that people outside of this contour can also be affected. It is important that such metrics do not represent the only way of considering noise. The challenge we face is how Virgin Atlantic and the wider aviation community can play our parts in minimising the noise output from our aircraft, whilst continuing to deliver social and economic benefits to local communities and the UK through our services. We re not able to resolve this challenge alone and there is a continuing need for the Government, airlines, airport operators and local communities to come together. It is also important that a robust evidence base is developed to ensure that informed objective decisions are taken on how best to balance competing objectives in the future. There is already a comprehensive regulatory framework in place for noise emission across three levels: International An international regulatory approach to noise requires collaboration. The International Civil Aviation Organisation (ICAO) is an intergovernmental organisation which aims to develop the principles and techniques of international civil air navigation and foster the and development of international air transport. We support ICAO s position that the first three points of the Balanced Approach should be exhausted first with the implementation of operating only used as a last resort. ICAO has now required Member States to adopt a Balanced Approach to noise management. The ICAO Balanced Approach reducing aircraft (quieter aircraft) land-use and management noise abatement operational (optimising how aircraft are flown and the routes they follow to limit the noise impact) operating (preventing certain noisier types of aircraft from flying either at all or at certain times). EU At the EU level there is clear guidance provided by Directive 2002/30 on the establishment of rules and with regard to the introduction of noise-related operating at community airports. Such noise s are then interpreted and implemented by Member States at a national level. UK The UK Government has an important role in developing and setting the policy for aircraft noise. The Secretary of State currently has the power to designate airports in the UK for noise control and has designated Heathrow, Gatwick and Stansted, for such reasons. The Secretary of State has used these powers to specify various noise abatement measures. These measures include: Night flying Departure noise limits Annual noise contour area limits Annual movement limits Runway use Aircraft type scheduling/operating Ground movement, stand activity and engine testing. on noise can be an effective tool if used appropriately. However, the use of such needs to be proportionate and in direct response to an established environmental objective. Our Noise Management Strategy is underpinned by ICAO s Balanced Approach taking into account its four key objectives. We ve also taken into consideration and communication on noise issues, as this is another important aspect of noise mitigation, given the relationship between noise output and perceptions towards aircraft noise have not always improved in line with technological developments in recent years. Links to websites ICAO www.icao.int/environmental-protection/pages/noise.aspx EU Directive 2002/30 eur-lex.europa.eu/smartapi/cgi/sga_doc?smartapi!celexapi!prod!cele Xnumdoc&lg=EN&numdoc=32002L0030&model=guichett UK Government airport designation www.gov.uk/government/organisations/department-for-transport 4 57db LAeq 16 hour The average noise level resulting from operations between 7am and 11pm across the summer period when airports are likely to be at their busiest. For further information on noise contours, please visit www.caa.co.uk/default.aspx?catid=68&pagetype=90&pageid=9269. 5 CAA Data 2006. 8 9
Sustainable Aviation Our sustainability programme includes our comprehensive environmental and community investment programmes. We re also on smarter operations and maintenance, and we re playing our part in driving commercial uptake of low carbon aviation fuels through our award winning sustainable fuels programme. On the ground, we focus on better managing our energy, vehicles, water and waste, as well as engaging our designers, buyers and suppliers on improved, more sustainable supply chain practices. CIITA now also includes our work on aircraft noise and what we re doing to reduce our noise output. Leadership Our high level Sustainability Strategy Group was set up in October 2011, and in 2012 it went from strength to strength. Meeting quarterly, the group brought together directors and key managers from around the business to agree and implement our sustainability goals company wide. Each member has specific objectives, which they report against each meeting, making sure that we re on track and pushing forward with our sustainability programme. Our new Chief Executive Craig Kreeger joined the business in February 2013 and is committed to embedding our sustainability objectives into our business plans. Craig and his new Leadership Team want to hear about progress against our targets on a regular basis to make sure that we are delivering what we have committed to. He is also keen to make sure that accountability for our sustainability strategy and performance sits squarely at the Leadership Team s table. From September 2013, the Leadership Team and the Sustainability Strategy Group have been fully integrated. Our people For any sustainability programme, it s essential to have this leadership and direction, however, at Virgin Atlantic, we re making sustainability everybody s business. In 2012 we started to ramp up our employee activities and we recently conducted our first ever CIITA staff sustainability survey. We emailed all our colleagues about the CIITA programme, with the aims of both raising awareness of the programme as well as asking them for their thoughts. Turns out our colleagues are a pretty green bunch. To find out more about our CIITA programme please visit: www.virgin-atlantic.com/changeisintheair We are key signatories of Sustainable Aviation (SA), an organisation which brings together UK airlines, airports, engine and airframe manufacturers and air traffic management to find industry solutions to the aviation sustainability challenge through the cooperation and collaboration of all parts of the industry. Our involvement with SA enables us to work with wider industry stakeholders on key environmental issues. In April 2013, SA published its first Noise Road Map. This report sets out in detail what the UK industry has achieved to date in each area of the Balanced Approach, along with demonstrating that noise from UK aviation will not increase in proportion to the projected growth in air traffic to 2050. From this analysis SA has now made a number of commitments, including to: work to achieve a 65% reduction in perceived noise from aircraft by 2050 compared to 2003 by continuing to invest in new and quieter aircraft and engine technologies; increase the use of operational techniques and collaborate to develop new techniques that reduce noise; work constructively with Government, local authorities and local communities to achieve land-use improvements; promote open and transparent with communities affected by noise, to better understand their concerns and priorities and to establish greater trust. SA Members will now develop, monitor and manage delivery action plans on common industry noise activities; and also develop specific plans based on the principals presented in the Road-Map. For further information, please visit www.sustainableaviation.co.uk Forecast changes in UK aviation noise output between 2010 and 2050 Relative UK Aviation Noise Output 100% 200% 0% Noise output assuming frozen aircraft technology UK Aviation Noise Output (not airport specific) Introduction of quieter aircraft 2010 2020 2030 2040 2050 This diagram illustrates how the introduction of imminent and future aircraft and engine technology offers the potential to reduce UK aviation noise output by 2050 compared to 2010. Without this technology, given the forecast growth in demand for air transport, UK aviation s noise output would almost double. Further benefits will come from other elements of the noise road map. noise reduction UK Aviation Noise Output depending on how noise and carbon are prioritised in aircraft design 10 11
Since 1984 we ve grown from a start up airline with just two 747-200 aircraft and one destination (Newark International Airport) to becoming the UK s second largest global airline having had significant fleet growth and investment during this time. We now have 45 aircraft in our fleet, including our Little Red operations and fly to 35 destinations worldwide across four continents. Our significant investment in new aircraft has resulted in a fleet of airframes and engines that have increasingly reduced noise outputs and we have a rolling programme of replacing older aircraft with newer, more efficient models. Our current fleet is comprised of a mix of Airbus 340-600, 340-300, 330-300 and Boeing 747-400 aircraft for our longhaul operations and Airbus 320-200 for our domestic operations. These aircraft types represent a major step change in noise output when compared to the Boeing 747-200 aircraft in our original fleet in the 1980s. We now have 45 aircraft in our fleet, including our Little Red operations and fly to 35 destinations worldwide across four continents. Current fleet mix (2013) A322 B744 9% 25% A346 34% A330 23% A343 9% With our investment in new aircraft, the average age of our fleet now stands at 9.1 years. This average age is predicted to fall even further, with the arrival of 16 Boeing 787-9 Dreamliner aircraft in 2014. Total number of aircraft in fleet (1984 2013) Average age of fleet (1984 2013) 50 20 0 10 20 30 40 2 2 2 2 2 5 6 8 8 10 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 Aircraft count 45 39 40 39 41 42 38 38 38 38 35 36 33 33 31 25 21 14 14 16 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 Years 18 16 14 12 10 8 6 4 2 0 13.4 14.4 11.4 12.4 1984 1985 1986 1987 15.4 1988 14.5 1989 16.3 1990 17.3 18.3 15.5 1991 1992 Average age 1993 12.0 11.4 11.0 9.9 10.2 10.5 9.4 1994 1995 1996 1997 1998 1999 2000 8.1 8.2 8.1 8.7 2001 2002 2003 2004 6.7 6.4 6.8 2005 2006 2007 9.8 9.2 9.1 9.1 7.8 8.8 2008 2009 2010 2011 2012 2013 6 Little Red Operations owned and operated by Aer Lingus under a wet-lease agreement. 12 13
Aircraft noise at source 1 Virgin Atlantic commitments: As aircraft and engine design gets even quieter we will work collaboratively to ensure that we re flying the quietest fleet commercially possible. We will reduce noise output per aircraft movement by at least 6dB on average between 2012 and 2020. Major airframe noise sources Spoiler Spoiler Fan Fan inlet inlet Tailplane Major engine noise sources Flap Flap side side edge edge Landing gear gear Turbine Turbine and and core core Wing Wing Nacelle Nacelle Landing gear gear Fuselage Jet Jet fan fan exhaust exhaust Both airframe and engine designs are important in determining total aircraft noise, with noise emission originating from a number of different sources. Aircraft and engine manufacturers have been aggressively researching low-noise technology improvements over the past 50 years and during this time we ve seen a dramatic reduction in the noise output of all aircraft. This has been largely achieved in two ways: 1 Improved aircraft design and updated material types This has included updates to the design of aircraft performance, engine and airframe interaction, aircraft weight and airframe noise. This also includes changes to the types of materials used with the utilisation of lighter composite materials. 2 Quieter engines Engines have conventionally been the primary source of noise however this has been significantly reduced as the bypass-ratio of the engine has increased. With the use of much bigger fans, newer engines reduce the speed at which the air needs to move through the engine, and as a result reduces noise output. Aircraft entering into service today, including the Boeing 787-9, utilise both of these design improvements resulting in a significant reduction in noise in comparison with the aircraft that they are replacing. This is a trend that will continue over the coming decades. Industry targets At a European level, the European Commission s High Level group on Aviation Research has published a vision for aviation to 2050 called Flightpath 2050 7. This sets a goal for the perceived noise emission of flying aircraft to be reduced by 65%, which translates to a 15dB reduction in noise by 2050 relative to year 2000 technology. In the UK, Sustainable Aviation s Noise Road-Map illustrates that as current aircraft are replaced by imminent and future aircraft, the noise output from UK aviation will also be reduced by around 20% 8. Virgin Atlantic noise output We ve used a simple and robust methodology, based on that adopted by Sustainable Aviation in its Noise Road Map, to calculate our noise output. This analysis uses the aircraft certified noise level on the EASA database for each of our aircraft and engine types along with taking into account each of our aircraft movements arriving or departing from our UK airports 9. EASA certify aircraft noise at three points: Takeoff underneath the flight-path (flyover): 6500m from the break release point, under the takeoff flight path Takeoff to the side of the flight-path (sideline): the highest noise measurement recorded at any point 450m from the runway axis during take-off Landing (approach): 2000m from the runway threshold, under the approach flight path. VAA noise output in decibels (db) per aircraft (1984-2012) Decibels (db) 108 106 104 102 100 98 96 94 92 90 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 Certified noise measurement locations Landing (approach) Over the years we ve continued to modernise our fleet and fly quieter aircraft. Our aircraft are now on average 5dB quieter (68% reduction in noise energy) than they were in 1984. This is because the introduction of quieter and more efficient aircraft has led to a significant reduction in noise on an aircraft-by-aircraft basis. Our aircraft are now on average 5dB quieter than they were in 1984. This is because the introduction of quieter and more efficient aircraft has led to a significant reduction in noise on an aircraft-by-aircraft basis. 1998 Sideline 1999 2000 2001 2000m Landing (approach) Lateral Takeoff (Fly over) Average 2002 2003 2004 450m 2005 6500m Takeoff (fly over) 2006 2007 2008 2009 2010 2011 2012 14 7 ec.europa.eu/transport/modes/air/doc/flightpath2050.pdf. 8 www.sustainableaviation.co.uk/wp-content/uploads/sa-noise-roadmap-publication-version1.pdf. 9 www.easa.europa.eu/certification/type-certificates/noise.php. 15
We re setting ourselves a strong but achievable target of 6dB reduction (75% noise energy reduction) in average noise output per aircraft movement by 2020. VAA average noise per aircraft movement 2004 2020 102 100 The trend illustrates that we ve continued to see a reduction in the average noise per movement in our fleet since 2004. The introduction of the A330-300 and removal of select A340-600 aircraft in 2012/13 has resulted in a significant step change reduction in the noise output per movement from our UK scheduled operations. We ve used the same methodology to forecast this trend forwards to 2020, as from 2014 we will see the introduction of the first of our 16 Boeing 787-9 Forecast aircraft currently on order. We re setting ourselves a strong but achievable target of 6dB reduction in average noise output per aircraft movement by 2020. This will result in even further reductions of the overall noise output from our fleet, and this in turn will lead to a more aggressive reduction trend in noise output per aircraft. This will be of significant benefit to the communities living in the vicinity of and under the flightpath of the airports from which we operate from and to in the UK. Decibels (db) 98 96 94 92 90 88 86 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Landing (approach) Lateral Takeoff (Fly over) Average This has been evaluated against our available data on our actual movements since 2004 to calculate the change in our average noise output per movement during the past decade. 16 17
In focus: Airbus 330-300 During 2012 we took delivery of 10 Airbus 330-300 aircraft which are all now in service at Heathrow, Gatwick and Manchester on a number of routes. All of our Airbus 330-300 aircraft have UK manufactured Rolls-Royce Trent 700 engines. These engines have the lowest life cycle fuel burn, and are the quietest and cleanest engines available for the aircraft 10. The acquisition of this aircraft type has resulted in a reduction in the noise footprint of our fleet compared to the Airbus 340-600 aircraft it has replaced, with a smaller footprint both on departure and arrival. In order to illustrate this, we ve collaborated with Airbus to produce a set of noise contours for the A330-300, to illustrate the impact of the change in aircraft type on local communities. This comparison is based on the 85db sound exposure level. The introduction of the Airbus 330-300 has led to a significant reduction of population around the airport adversely impacted by VAA operations. This will only improve further when we start operating the new Boeing 787-9 aircraft expected to enter into service next year. The introduction of the Airbus 330-300 has led to a significant reduction of population around the airport adversely impacted by VAA operations. This will only improve further when we start operating the new Boeing 787-9 aircraft expected to enter into service next year. Airbus A330-300 and A340-600 comparison based on the 85dB sound exposure level Windsor Slough 340-600 330-300 Staines-upon-Thames West Drayton Heathrow Greater London Brentford Hounslow Richmond Twickenham 10 www.rolls-royce.com/civil/products/largeaircraft/trent_700/. 18 19
We currently have 16 Boeing 787-9 aircraft on order and expect to receive our first aircraft in 2014. We re the European launch customer for the -9 variation of this aircraft and will be only the second airline in the world to receive it! In focus: Boeing 787-9 Dreamliner The Boeing 787 Dreamliner is the world s most technologically advanced wide bodied aircraft with a significantly reduced noise output. These aircraft use a number of innovative features including: composite primary structure - more durable; insensitive to fatigues and corrosion and most importantly lighter than traditional materials advanced aerodynamics - airframe noise is reduced next generation engines - more efficient than today s aircraft. Redesigned engine cowlings and wingtips, designed to smooth noise-making turbulent air 60% smaller footprint - than aircraft of a comparable size today. We currently have 16 Boeing 787-9 aircraft on order and expect to receive our first aircraft in 2014. We re the European launch customer for the -9 variation of this aircraft and will be only the second airline in the world to receive it! The aircraft will have Rolls Royce Trent 1000 engines (74,000lb thrust), the most technologically advanced and one of the quietest engines in the world. These aircraft will eventually replace both the Airbus 340-600 and 340-300 currently in our fleet as part of our rolling programme of replacing older aircraft with newer and more efficient models. Not only does this aircraft have a significantly reduced noise output but it is also more environmentally efficient being 27% more CO2 efficient on a per seat basis than similar sized aircraft in our fleet. It is also well below regulated limits on hydrocarbons, smoke, NOx and CO2. We ve collaborated with Boeing to produce a set of noise contours for the Boeing aircraft previously and currently in our fleet in order to illustrate the changing impact on local communities. This comparison is again based on the 85db sound exposure level. Boeing 747-200, 747-400 and 787-9 comparison based on the 85dB sound exposure Slough West Drayton Greater London Windsor 747-200 747-400 787-9 Brentford Heathrow Hounslow Richmond Twickenham Staines-upon-Thames 20 21
2 Virgin Atlantic commitments: We will continue to implement and, where possible, increase the use of aircraft noise reducing. Traditional stepped approach Displaced thresholds Continuous descent approach Climb thrust management Continuous climb operations (steeper approaches) proach point We will continue to work with the wider industry in developing and exploring the feasibility of new operating techniques. Addressing aircraft noise is not solely dependent upon the aircraft being used but also the way in which it is flown. There are several possible/potential methods including preferential runways and routes, as well as noise abatement for take-off, approach and landing. Airlines, airports and air traffic control across the UK already employ many operational to reduce aircraft noise for local communities. The use of each technique is dependent upon the layout of the airport and surrounding areas, along with the aircraft itself, but it is important that safety must always take precedent. 3 primary ways in which operational can be implemented to reduce noise impacts: 2 sideline Distributing aircraft alternatively and routing aircraft differently within the airspace 1 Flying aircraft higher 2000m 3 6500m Aircraft operational practice making individual 450m aircraft movements quieter take-off point The table below illustrates the type of practices that we currently operate at airports across the UK. However, it is important to note that not only do these techniques have varying implications on noise mitigation but a number of these techniques will have some effect on other environmental factors, therefore trade offs may have to be made as a result. SA have produced a paper entitled Inter-dependencies between emissions of CO2, NOx and Noise from aviation if you would like further details on this 11. Summary of operational * Arrivals Flying aircraft higher Continuous Descent Approach (CDA) Displaced thresholds Steeper approaches Routing aircraft alternatively Aircraft operational practice Adjusted joining point Runway alternation Defined Standard Arrivals Routes (STARS) Runway directional preference Low power, low drag Managed approach speeds Avoiding reverse thrust on landing Departures Continuous Climb Operations Climb thrust management Noise Preferential Routes (NPRs) Runway alternation Runway directional preference Continuous Climb Operations (CCO) Continuous climb operations work in the same way as CDAs but for aircraft on departure. We endeavour always to use CCOs where possible and where airspace and air traffic control allows. CCOs enable both significant fuel and emissions saving as well as improved noise benefit. However, stepped climbs are sometimes necessary in order to maintain safe separation between aircraft when crossing busy flows of traffic. Continuous Descent Approach (CDA) Continuous Descent Approaches (CDAs) were established by the UK aviation industry. Despite being originally developed to reduce fuel burn, CDA is also important for reducing noise from arriving aircraft. This approach involves flying the aircraft at a steady angle when approaching the runway. This approach results in a reduced engine thrust and therefore less noise, compared to a stepped approach. 3 degree Runway Where possible we implement CDA on all of our movements, therefore flying our aircraft higher for longer. Despite CDA being well established here in the UK there is scope to increase its use with improved airspace design and the uptake of performance based navigation techniques. CDA Minimum ILS joining height approx 2500ft Steeper approaches Together with other industry partners, we ve been looking at the feasibility of increasing the approach angle at various airports across the UK. On the majority of our approaches we use a 3 degree glideslope; however we re looking to see if a slight increase may be possible (within safety limits) to a suggested value of 3.25 degrees. It is thought that such a change may offer a 1dBA decrease for noise affected communities. Holding stack Bottom of stack approx 6000ft Typical approach 11 www.sustianableaviation.co.uk/wp-content/uploads/sa-interdependencies-sept-2010.pdf. * Adopted from the arrivals and departures code of practice. 22 23
We work closely with the airport operator and air traffic control at each of our UK airports to ensure we improve our track keeping performance year on year. 3 Virgin Atlantic commitments: We will continue to work with the airports from which we operate from to ensure that we continue to mitigate noise for local communities surrounding airports and that only appropriate developments take place where necessary. Displaced thresholds Displaced thresholds offer scope to move the noise footprint of arriving aircraft closer to the airport. This means moving the point that aircraft takeoff or land to a point on the runway other than its physical beginning or end. For local communities this means that aircraft remain higher for longer, keeping the descent closer to the airport boundaries. However, displaced thresholds are only usable where sufficient runway length and taxiway infrastructures allow. Displaced thresholds are already in place on runways at a number of airports from which VAA operates from including Heathrow, Gatwick and Edinburgh and we will continue to work with airport operators to see where this can be implemented further. Noise Preferential Routes (NPRs) Noise preferential routes (NPRs) are tracks designed to minimise the over flight of population centres and sensitive areas. We work closely with the airport and air traffic control at each of our UK airports to ensure we improve our track keeping performance year on year. Airspace changes The modernisation of airspace for the UK will be vitally important in reducing the noise impact for local communities. Such changes will allow for the increased ability to perform such as Continuous Descent Approaches, and Continuous Climb Operations. The Future Airspace Strategy (FAS) that is underway will bring developments in airspace and procedure design that could bring some further benefits to the noise environment. The use of Performance Based Navigation (PBN) techniques for approach operations is one such possibility. The London Airspace Management Programme (LAMP) is a significant part of the FAS project and this will consider procedure designs for the applicable London airports. This will additionally improve the way in which we re able to utilise airspace to the benefit to local communities 12. We understand the importance of land-use in the process of noise mitigation and the significant difference this can make for local communities. The ICAO Balanced Approach to noise identifies three categories for land-use and management. These are: Planning Instruments: comprehensive, noise zoning, transfer of development rights and land and property acquisition Mitigation Instruments: building s, sound insulation grant schemes, local property searches, physical mitigation measures Financial Instruments: capital improvement, tax incentives, noise related charges that assist in funding for mitigation and community incentives. Many of these elements are already in place at UK airports or within the UK system. Over the years we ve seen that major progress has been made in reducing the number of people affected by noise around airports. Despite this achievement, where noise contours have shrunk, this has meant that land has now become available for noise sensitive developments to occur undermining the improvements made by industry. It is important that going forwards the land-use system does not permit the encroachment of such developments around airports. The SA Noise Road-Map sets out how land-use opportunities can be used to protect further the areas around airports that are affected by higher level of aircraft noise from inappropriate noise sensitive development. This guidance should be taken into consideration when evaluating the need for developments around airports. There is also a need to ensure that cross-departmental support for Government policies is achieved which prevents the development of noise sensitive building in areas closest to airports. It is important that going forwards the land-use system does not permit the encroachment of noise sensitive developments around airports. 12 For further information on FAS and LAMP, please visit: www.caa.co.uk/default.aspx?catid=2408&pagetype=90, www.nats.co.uk/services/airspace/. 24 25
On departing aircraft we have seen a 66% QC reduction and for aircraft on arrival a 75% reduction between 1984 and 2013. 4 Virgin Atlantic commitments: We will continue to ensure that we re adopting the appropriate noise abatement operational on our night flight operations. We will aim to minimise late running departures through our company wide focus on On Time Performance. In accordance with the ICAO Balanced Approach, we believe that operating should be a measure of last resort in managing aircraft noise. should only be used after the other pillars of the ICAO Balanced Approach have been pursued first. However, we understand that these steps will not resolve every noise issue and that in some cases further action may have to be taken. In evaluating whether operating are appropriate there is a need to balance the potential benefits to local communities with reduced noise against the potential losses of benefits in connectivity and employment. In this respect we re relying upon the Government to ensure that the appropriate balance is reached. There are various forms of aircraft noise operating examples include: Night flying Departure noise limits Annual noise contour area limits Annual movement limits Runway use Aircraft type scheduling/ operating Ground movement, stand activity and engine testing. VAA supports the concept of an independent noise ombudsman being established here in the UK with an appropriate and proportionate structure. An ombudsman would report on noise in a method that was transparent and understandable to local communities, along with having the ability to introduce noise measures in a fair and sustainable manner. Such a system has been adopted in other countries such as France with ACNUSA (the Independent French Airport Pollution Control Authority), and with the right caveats such an approach could also be adopted here in the UK. Virgin Atlantic - night flying We re aware that night flying can have a particularly adverse impact on local communities and is viewed by some as the least tolerable form of impact from aircraft movements. The Government has the power to set noise controls at designated airports (currently Heathrow, Gatwick and Stansted) and these controls have historically been for the operation of aircraft at night. The current determine the number of movements that are allowed to take place between 23:30 and 06:00 at all three airports. It also stipulates the noise output of each aircraft movement under a Quota Count (QC) system. The QC classification system is based on official noise certification data derived from measurements made on actual aircraft and conducted in accordance with the conditions and standards of ICAO. Aircraft are classified separately for landing and taking-off according to the Quota Count (QC) classification system which was specifically designed for the night at Heathrow, Gatwick and Stansted. VAA fleet QC classification Aircraft type QC departures QC arrivals Boeing 747-400 4 2 Airbus 340-600 2 1.0 Airbus 340 300 2 0.5 Airbus 330 300 2 0.5 Airbus 320 200 (Domestic) 1 0.25 Boeing 747 200 16 4 These aircraft Boeing 747 100 16 4 are no longer featured in VAA s Airbus 321 100 1 0.25 current fleet As we ve acquired newer aircraft, we have ensured that we chose models that have a lower QC both on departure and on arrival. The chart below illustrates this trend showing that there has been a significant reduction in the QC classification per aircraft in our fleet over recent years. On departing aircraft we have seen a 66% QC reduction and for aircraft on arrival a 75% reduction between 1984 and 2013. We operate a very limited number of night flights at Heathrow and Gatwick because of differences in VAA QC average per aircraft 18 16 14 12 10 8 6 4 2 0 2 2 2 2 2 6 5 8 time zones, on night operations at foreign airports, and the severe capacity constraints that exist at both Heathrow and Gatwick during the day. These flights are vitally important to our operations and of significant benefit to the UK economy. It is for this reason that we aim to ensure that any of our scheduled night flight operations are carried out with a minimal impact on local communities. We also have in place a company wide focus on On Time Performance (OTP) to minimise the number of late running departures 16 14 14 10 8 25 21 39 40 35 36 33 33 31 throughout the day, reducing the number of flights that overrun into the night period at both Heathrow and Gatwick. In Spring 2012 the Government announced the extension of the current night flying regime at Heathrow, Gatwick and Stansted airports for a period of two years until October 2014. It has now also begun consultation on how the next regime should be shaped. We will be continuing to work with the Department for Transport and industry partners with this on going review 13. 45 42 41 39 38 38 38 38 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 Average departure QC Average arrival QC 39 Total aircraft 12 http://www.sustainableaviation.co.uk/wp-content/uploads/sa-inter-dependencies-sep-2010.pdf. 26 13 For further details on night flying, please visit: https://www.gov.uk/government/publications/night-flying--at-heathrow-gatwick-and-stansted-airports. 27
We continue to support airport consultative committees (ACCs) which play a vital role in the chain of between airport and community. Summary: Our 5 Virgin Atlantic commitments: We will continue to develop our with local communities impacted by our operations. We will continue to work collaboratively across industry groups and with airport authorities to remain engaged with local community priorities at key airports. The SA Road-Map introduced community as an addition to the ICAO Balanced Approach, which is crucial in seeking to address the number of people affected by noise. Over the years we ve seen that despite the improvements achieved by the industry in reducing aircraft noise this has not been mirrored in how noise is perceived by local communities, with many not recognising any improvement at all. We worked closely with SA on this piece within the Road- Map in addressing how the wider industry can establish better trust in the process, along with having clear lines of communication to address noise impacts. Engagement with local communities and wider stakeholders As an airline we re just one member of a wider airport community and that is why we primarily engage with local communities and stakeholders through the airport operators at each of our airports. We continue to support airport consultative committees (ACCs) which play a vital role in the chain of between airport and community. These forums (which are usually comprised of Local Authority Members, local groups and industry) are used to discuss a range of important issues and also seek to take onboard community views more widely. It is vitally important when consulting with local communities either through local and airport outreach programmes, or airport consultative committees, that takes place on as wide a platform as possible to ensure that a balance of views is taken into account. It is up to each airport to decide how and where best to engage, and we would endorse the use of the Sustainable Aviation Noise Road-Map benchmark for constructive as a platform from which should be appropriately tailored at each airport. We will also pursue direct on noise issues with local communities and stakeholders where most relevant, as we believe this is important in developing further confidence in the process. Over the near future we will be outlining how this will be achieved. 1 We will work collaboratively to ensure that we re flying the quietest fleet commercially possible. We will reduce noise output per aircraft movement by at least 6dB on average between 2012 and 2020. 3 We will continue to work with the airports from which we operate from to ensure that we continue to mitigate noise for local communities surrounding airports and that only appropriate developments take place where necessary. 5 We will continue to develop our with local communities impacted by our operations. We will continue to work collaboratively across industry groups and with airport authorities to remain engaged with local community priorities at key airports. 2 We will continue to implement and, where possible, increase the use of aircraft noise reducing. We will continue to work with the wider industry in developing and exploring the feasibility of new operating techniques. 4 We will continue to ensure that we re adopting the appropriate noise abatement operational on our night flight operations. We will aim to minimise late-running departures through our company-wide focus on On Time Performance. VAA supports the concept of an independent noise ombudsman being established here in the UK with an appropriate and proportionate structure. An ombudsman would report on noise in a method that was transparent and understandable to local communities, along with having the ability to introduce noise measures in a fair and sustainable manner. We look forward to on this concept in more detail with other stakeholders in the near future. We will be undertaking a review of our noise management strategy at least every 5 years, during which period we will be updating and reviewing how we perform against the challenging targets we have set ourselves. 28 29
ACC Airport Consultative Committee ACNUSA The Independent French Airport Pollution Control Authority ATC Air Traffic Control ATM Air Traffic Movement CAA Civil Aviation Authority CCO Continuous Climb Operations CDA CIITA CO CO 2 Continuous Descent Approach Carbon monoxide Carbon dioxide db DfT EASA Decibels Department for Transport European Aviation Safety Agency FAS ICAO ILS Future Airspace Strategy International Civil Aviation Organisation Instrument Landing System LAMP NATS London Airspace Management Programme National Air Traffic Services NO X NPR Nitrogen oxide Noise Preferential Route PBN QC SA Performance Based Navigation Quota Count Sustainable Aviation STARS VAA VFR 30 Standard Arrival Route Virgin Atlantic Airways Visiting Friends and Relatives If you have any feedback or would like further information please do contact us at environment@fly.virgin.com 31
Autumn 2013