Environmental Services Branch Review of Gold Coast Airport Noise Abatement Procedures - August 2012
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Environmental Services Branch
Review
of
Gold Coast Airport
Noise Abatement Procedures
August 2012
Environmental Services Branch
Review of Gold Coast Airport
Noise Abatement Procedures
DISCLAIMER
This report contains a summary of data collected from external and internal sources and
Airservices cannot warrant their accuracy of the data input derived from external sources.
Airservices does not accept any liability for any reliance placed on any data in this report by any
third party and Airservices accepts no liability for any interpretation of this data by third parties.
Airservices
Head Office 25 Constitution Avenue
Canberra City ACT 2601
Australia
GPO Box 367
Canberra ACT 2601
Phone 02 6268 4111
Fax 02 6268 5683
Environmental Services Branch
Review of Gold Coast Airport
Noise Abatement Procedures
Contents
1 Executive Summary 1
1.1 Compliance with NAPs 1
1.2 Effectiveness of NAPs 1
1.3 Options to improve NAPs 2
1.3.1 Proposed 2
1.3.2 In Progress 2
2 Introduction 3
2.1 Gold Coast Airport 3
2.1.1 Community Consultation 4
2.1.2 Runway configuration 4
2.2 Affected Community 5
2.3 Noise Abatement Procedures 7
3 Noise Sensitive Areas 12
4 Methodology 13
4.1 Flight Paths 13
4.2 Preferred Runways 13
4.3 Curfew 14
4.4 Preferred flight paths 14
5 Data 15
5.1 Movements 15
5.1.1 Annual Data 15
5.1.2 Sample Data 16
5.1.2.1 Flight Paths 16
5.1.2.2 Runway Usage 17
5.2 Flight Paths 17
5.2.1 Jet Aircraft 17
5.2.2 Turboprop Aircraft 17
5.2.3 Piston Engined Aircraft 17
5.2.4 Helicopter Operations 17
5.3 Preferred Runway Usage 17
5.3.1 Jet Aircraft 18
5.3.2 Turboprop Aircraft 19
5.3.3 Piston Engined Aircraft 19
6 Compliance 20
6.1 Flight Paths 20
6.1.1 Jet Aircraft 20
6.1.1.1.1 Jet Arrivals South 21
6.1.1.1.2 Jet Arrivals East 22
6.1.1.1.3 Jet Arrivals Southeast 23
6.1.1.1.4 Jet Arrivals North 24
6.1.1.1.5 Jet Arrivals Northwest 27
6.1.1.2 Jet Departures 29
6.1.1.2.1 Jet Departures South 31
6.1.1.2.2 Jet Departures East 35
6.1.1.2.3 Jet Departures Southeast 37
6.1.1.2.4 Jet Departures North 39
6.1.1.2.5 Jet Departures Northwest 40
6.1.2 Turboprop Aircraft 41
6.1.3 Piston Engined Aircraft Operations 42
6.1.4 Helicopter Operations 42
6.1.5 Military Operations 42
6.2 Preferred Runways 42
Environmental Services Branch
Review of Gold Coast Airport
Noise Abatement Procedures
6.2.1 Runway 14 Usage 42
6.2.2 Runway 32 Usage 44
6.2.3 Curfew Operations 45
7 Effectiveness of NAPs 46
7.1 Flight Paths 46
7.1.1 Jet Aircraft 46
7.1.1.1 Jet Arrivals 46
7.1.1.2 Jet Departures 46
7.1.1.2.1 Jet Departures South 46
7.1.1.2.2 Other Jet Departures 46
7.1.2 Turboprop Aircraft 47
7.2 Preferred Runways 47
8 Noise Complaints 52
9 Forecast Traffic 54
9.1 Traffic Levels 54
9.2 Aircraft Types 54
9.3 Impact on Effectiveness of NAPs 54
10 Other Options 55
10.1 Preferred runways 55
10.2 Preferred flight paths 55
10.2.1 Southern Ports 55
10.2.2 Other Ports 55
10.3 Noise abatement areas 55
10.4 Night operations 56
10.5 Other restrictions, such as movement caps 56
10.6 Concentration vs sharing of noise 56
10.7 Opportunities from new technology 56
10.8 Noise monitoring studies 57
11 Conclusion 58
11.1 Compliance with NAPs 58
11.2 Effectiveness of NAPs 58
Figures
Figure 1 Built up areas - North 5
Figure 2 Built up areas - South 6
Figure 3 Tweed Shire – Built up areas showing property boundaries 7
Figure 4 Runway 14 Noise Abatement Procedures 10
Figure 5 Runway 32 Noise Abatement Procedures 11
Figure 6 Noise Sensitive Areas 12
Figure 7 Aircraft Movements 2002 to 2011 16
Figure 8 Jet Visual and Instrument Approach Procedures 20
Figure 9 Jet Arrivals from Southern Ports - Sep to Dec 2011 21
Figure 10 Jet Arrivals from Eastern Ports - 2011 22
Figure 11 Jet Arrivals from Southeastern Ports - 2011 23
Figure 12 Jet Arrivals from Northern Ports – Jan to Apr 2011 24
Figure 13 Jet Arrivals Gates 25
Figure 14 Runway 14 Jet Arrivals from Northern Ports – Main Beach Gate Analysis 26
Figure 15 Runway 14 Jet Arrivals from Northern Ports – Runaway Bay Gate Analysis 26
Figure 16 Jet Arrivals from Northwestern Ports – 2011 27
Figure 17 Runway 14 Jet Arrivals from Northwestern Ports – Main Beach Gate Analysis 28
Figure 18 Rwy 14 Jet Arrivals from Northwestern Ports – Runaway Bay Gate Analysis 28
Figure 19 Jet Standard Instrument Departure Procedures 30
Figure 20 Jet Departures to Southern Ports - Sep to Dec 2011 31
Figure 21 Jet Departures to Southern Ports - Tugun detail – Sep to Dec 2011 32
Environmental Services Branch
Review of Gold Coast Airport
Noise Abatement Procedures
Figure 22 Runway 32 Departures Gate 33
Figure 23 Runway 32 Departures – Southern Ports – Gate Analysis 34
Figure 24 Jet Deps to Southern Ports – Club Banora Golf Club – Sep to Dec 2011 35
Figure 25 Jet Departures to Eastern Ports – 2011 36
Figure 26 Jet Departures to Southeastern Ports –– 2011 37
Figure 27 Jet Departures to Southeastern Ports – Tugun detail – 2011 38
Figure 28 Jet Departures to Northern Ports – Jan to Apr 2011 39
Figure 29 Jet Departures to Northwestern Ports – 2011 40
Figure 30 Location of Environmental Monitoring Units 48
Figure 31 Complainants 2011 53
Tables
Table 1 All Movements 2002 to 2011 15
Table 2 All Aircraft Operations 18
Table 3 All Aircraft Operations – ATC Hours 18
Table 4 All Aircraft Operations – Curfew Period 18
Table 5 Jet Operations 18
Table 6 Turboprop Operations 19
Table 7 Piston engine Operations 19
Table 8 Jet Arrivals from Northern Ports 2011 - Altitudes at Gate 26
Table 9 Jet Arrivals from Northwestern Ports 2011 - Altitudes at Gate 28
Table 10 Runway 14 Usage With Downwind 43
Table 11 Theoretical Runway Usage Without NAP 44
Table 12 ATIS Wind and Runway Data – R32 Sample Days 45
Table 13 Noise Levels at Tugun EMU 49
Table 14 Altitudes at Tugun EMU 49
Table 15 Noise Levels at Banora Point EMU 50
Table 16 Altitudes at Banora Point EMU 50
Table 17 Number of Movements at Different Stage Lengths 51
Table 18 Complainant and Complaint Numbers 2011 52
Environmental Services Branch
Review of Gold Coast Airport
Noise Abatement Procedures
1 Executive Summary
Gold Coast Airport has experienced a high level of growth over the last ten years, particularly to
northern and southeastern ports, and this is forecast to continue over the next twenty years. Noise
impacts are also expected to increase.
Noise Abatement Procedures (NAPs) are developed in accordance with international aviation
industry standards. NAPs at Gold Coast Airport are made up of:
Preferred flight paths
Preferred runways
Curfew (11.00 pm – 6.00 am Queensland time)
At Gold Coast Airport NAPs apply to all jet movements, a quarter of turboprop movements and less
than one percent of piston engine aircraft movements. This review examined a year of operations
at Gold Coast Airport to determine the level of compliance of those operation with the NAPs.
Secondly, the review made findings on the effectiveness of the NAPs, and whether there were any
options to improve the NAPs to achieve a better noise outcome for the local community.
1.1 Compliance with NAPs
Overall, adherence to flight paths which are specified in the NAPs is high, with over 90% of flight
tracks aligned with the flight paths. However, 11% of jet arrivals to Runway 14 from northern and
northwestern ports have been shown to have low compliance with the NAP requirement to be
above 5,000 feet until over water. In addition, arrivals from northern ports to Runway 32 have less
than 90% compliance with the visual approach as they often turn early onto the base leg of their
approach, and do not join final until over land. Airservices will undertake to develop procedures to
ensure the NAP requirements are fully met.
Nomination of the preferred runway by air traffic control is very high. When meteorological
conditions allow Air Traffic Control to nominate the preferred runway, it is nominated 99% of the
available time. The preference given to Runway 14 increases the level of use of that runway from
approximately half the time to two thirds of the time. At other times, it is not operationally suitable,
primarily due to strong northerly winds.
1.2 Effectiveness of NAPs
Due to the location of the airport and surrounding residential areas it has not been operationally
feasible to devise flight paths which completely avoid overflight of the community. Where there are
options for locating the flight path, very often a benefit to one area will only be achieved by
increasing the impact on another area.
The promulgated NAPs are potentially complex and simplifying the NAPs may provide increased
opportunities for compliance. In addition, in some instances the published NAPs do not provide the
level of detail of agreed departure procedures that are applied by Air Traffic Control to achieve
noise abatement. These are currently documented separately from the published procedures in an
Air Traffic Control Letter of Agreement (LoA) between Airservices and the airlines. Updating the
published procedures to make them consistent with the LoA would make them more transparent to
the community.
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Review of Gold Coast Airport
Noise Abatement Procedures
1.3 Options to improve NAPs
The review found that there are limited options available for changing the NAPs that would reduce
the noise impact. This is largely due to geographical limitations, the alignment of the main runway
and land use both to the north and south of the airport. The options that are currently available are
outlined.
1.3.1 Proposed
Jet departures to the south from Runway 14 follow a Standard Instrument Departure (SID) which is
designed to direct them over a golf course, to minimise impacts on residences. However, the
analysis showed the actual tracking is not as effective as intended. Airservices will commence
work on a proposal to amend the SID with the intention of achieving tracking along the golf course
in a southerly direction. This proposal will undergo an environmental assessment in accordance
with Airservices Environment Management System.
Smart Tracking (or Required Navigation Performance - RNP) flight paths have been trialled at Gold
Coast for arrivals and departures since January 2007 (Qantas Airlines), April 2008 (Jetstar
Airlines) and December 2009 (Air New Zealand) for suitably equipped aircraft. These flight paths
mirror the existing flight paths and show potential for broader application with positive safety, noise
and environmental outcomes.
Further development of Smart Tracking flight paths is being considered for Gold Coast Airport.
1.3.2 In Progress
Jet departures to southern destinations from Runway 32 follow a SID 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 the revised SID commenced operations 3 July 2012. All indications are
that it has achieved the desired outcome.
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Review of Gold Coast Airport
Noise Abatement Procedures
2 Introduction
Airservices is undertaking a program of NAP reviews covering most major Australian Airports in the
period of 2011-2013. Gold Coast Airport is included in this program. The purpose of this report is
to review the currently promulgated NAPs for Gold Coast airport, in terms of compliance with and
effectiveness of the existing NAPs, with a view to finding ways to minimise the impact of aircraft
noise on residential areas around Gold Coast Airport, especially at night, and to explore options to
concentrate aircraft noise away from existing residential areas.
The review will identify the following:
Current noise distribution
Demography and land use around Gold Coast Airport
Current NAPs
Compliance with NAPs
Effectiveness of NAPs
Forecast growth of traffic (as per Master Plan)
Opportunities for improvement, including likely implications for their implementation
Terms of Reference are included in Appendix A.
Aspects of the NAPs that are beyond the scope of the review due to technical difficulty in obtaining
and analysing data include
NAP nominated use of intersection departures (aircraft departing from part of the way along
the runway)
Aircraft operating parameters, such as reduced power take-offs.
A detailed discussion of the background to NAP reviews, history, methodology and year of analysis
is included in Appendix B.
2.1 Gold Coast Airport
Gold Coast Airport is located three kilometres northwest of the border towns of Coolangatta and
Tweed Heads. The airport has two runways. The main runway (14/32) is 2,492 metres long, with a
582 metre long crossing secondary runway (17/35). The airport has three radio navigation aids:
Non-Directional Beacon (NDB);
VHF Omni Directional Range (VOR); and
Distance Measuring Equipment (DME).
These navigation aids, which are located on the airport, provide for more safe and efficient
approaches in poor weather conditions, through the use of aircraft instrumentation.
There was a total of 63,062 movements at Gold Coast Airport for the 12 month period January
2011 - December 2011. This figure incorporates all aircraft movements, including jets, turboprops,
piston-engined and helicopters. Circuit traffic, however, is understated as each counted movement
could involve a number of circuits. A legislated curfew operates at the airport and restricts the
operation of jet aircraft and large turboprop aircraft during the period 11 pm – 6 am.
Gold Coast Airport operates in Queensland time throughout the year. All times quoted in this
review are Queensland times.
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Review of Gold Coast Airport
Noise Abatement Procedures
2.1.1 Community Consultation
Airservices consulted with the community on the draft Terms of Reference (TOR) for the NAP
review through the Gold Coast Airport Aircraft Noise Abatement Consultative Committee (ANACC)
in December 2011. The review was also discussed at the ANACC meeting in September 2011.
An overview of the proposed NAP review and draft TOR was presented at the broader Gold Coast
Airport Community Aviation Consultation Group (CACG) meeting in February 2012.
Airservices received 14 submissions from community groups and individuals on the draft TOR. Much of
the feedback was representative of a number of key themes and almost all of those themes were
incorporated in the scope and therefore covered in the technical review. Appendix C details the issues
raised by the community on the draft TOR and an overview of how it was or was not addressed in the
NAP review, and references the section of the Review which addresses the issue.
Airservices committed to presenting the NAP review to the community via the CACG to seek feedback
from the community on any proposed changes before they are implemented.
Throughout this review there are references to community consultation activities, particularly when
previous NAPs were implemented. Gold Coast Airport has had three community forums in recent
history including the Airport Environment Committee, superseded by the Airport Noise Abatement
Consultative Committee (ANACC) and more recently the Community Aviation Consultation Group
(CACG).
The CACG is now the primary community forum for Gold Coast Airport with the ANACC a technical sub
committee.
2.1.2 Runway configuration
Throughout this NAP review there are references to the runway configuration in place at Gold
Coast Airport.
Runway 14 – runs north to south. Aircraft arrive from the north and aircraft depart to the south
when using this runway.
Runway 32 – runs south to north. Aircraft arrive from the south and aircraft depart to the north
when using this runway.
Runway 14
→
(runs north
to south)
S
N
Runway 32
Cross
←
(runs south
runway to north)
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Noise Abatement Procedures
Depicts location of cross runway 17/35 that runs south west to north east and used only
by small general aviation aircraft
Air Traffic Control (ATC) nominates the runway for use which affords the best noise outcome for
the communities around the airport, but it is constrained by meteorological conditions, particularly
wind direction. When there is a strong enough wind to produce 5 knots of downwind on the
preferred runway (and no downwind at all if the runway is not completely dry), then for safety
reasons it cannot be nominated. There is also a maximum crosswind criterion applied. In addition,
other adverse meteorological conditions, such as turbulence and operational requirements of the
pilot in command will override any noise abatement procedure.
2.2 Affected Community
The area to the north of the airport is densely developed, as Figure 1 shows through street detail.
However the alignment of the runway and the shape of the coastline have allowed approach and
departure procedures to be developed which ensure there is very little overflight of residential land
north of Currumbin.
Figure 1 Built up areas - North
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Review of Gold Coast Airport
Noise Abatement Procedures
The area to the south of the airport is not as densely developed as the area to the north of the
airport, as Figure 2 shows through street detail. Residential areas are further from the airport than
those areas to the north. However, the total number of residents south of the airport affected by
overflights is much higher, as aircraft have much further to travel over the land before they can fly
over water. This is as a result of the alignment of the runway and the shape of the coastline, which
have precluded the development of approach and departure procedures that would avoid overflight
of residential areas.
Figure 2 Built up areas - South
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Review of Gold Coast Airport
Noise Abatement Procedures
Figure 3 shows built up areas in the Tweed Shire. It is provided by the Tweed Shire Council and
depicts property boundaries. The dark areas show areas of small, residential properties, which are
very close together. Light areas are large properties or less densely developed spaces. Although
there are many pockets of non-residential land, their location precludes the design of flight paths to
avoid residential areas.
Figure 3 Tweed Shire – Built up areas showing property boundaries
The shape of the coastline, orientation of the runway and location of developed areas have meant
that flight paths and abatement procedures designed for the north cannot be mirrored for the
south, or vice versa. Nevertheless, Airservices endeavours to achieve the best available outcome
for all areas.
2.3 Noise Abatement Procedures
Gold Coast Airport has Noise Abatement Procedures (NAPs) made up of preferred runway
designation, curfew and preferred flight paths. In accordance with its environmental obligations,
Airservices has undertaken a review of compliance with NAPs. The review focuses on determining
whether the NAPs are being used as much as possible (within system constraints) and assessing
the effectiveness of the NAPs.
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Review of Gold Coast Airport
Noise Abatement Procedures
100% compliance with NAPs is not expected, as they are not mandatory for all aircraft types, and
do not apply in adverse meteorological or traffic conditions, as per the following extract from the
Aeronautical Information Publication (AIP) published on the Airservices website:
NAPs normally apply to all jet-propelled aircraft and other aircraft having a maximum take-off
weight (MTOW) exceeding 5,700kg1. NAPs will not be a determining factor in runway selection
under the following circumstances:
in conditions of low cloud, thunderstorms and/or poor visibility;
for runway conditions that are completely dry:
o when the crosswind component, including gusts, exceeds 20 knots;
o when the downwind component, including gusts, exceeds 5 knots;
for runway conditions that are not completely dry:
o when the crosswind component, including gusts, exceeds 20 knots;
o when there is a downwind component;
when wind shear has been reported;
when, in the opinion of the pilot in command, safety would be prejudiced by runway
conditions or any other operational consideration.
The requirement to follow the noise abatement flight paths shall be subject to a specific ATC
clearance or instruction, and may be varied by ATC for operational reasons, eg weather, traffic
complexity.
Aircraft operating outside tower hours of operation must comply with relevant noise abatement
procedures only where they do not conflict with circuit direction requirements.
The Gold Coast Airport NAPs use several techniques to manage aircraft noise.
The first of these is the Gold Coast Airport Curfew; which runs from 11pm to 6am every day
(Queensland time). The curfew applies to all aircraft with a MTOW exceeding 34,000kg. The
following exceptions apply to the curfew:
Emergency flights, including medical emergencies
Fire fighting and rescue flights
Aircraft issued a dispensation under the curfew regulations
Aircraft utilising Gold Coast Airport as an alternate aerodrome
1
NAPs do not apply to many aircraft that operate a Gold Coast Airport, such as most helicopters, many
turboprop aircraft types and piston engined aircraft (including those used in training).
Page 8Environmental Services Branch
Review of Gold Coast Airport
Noise Abatement Procedures
In addition Gold Coast Airport NAPs include a preferred runway configuration that specifies
Runway 14 as preferred for arrivals and departures (arrive from the north, depart to the south).
This indicates that under the NAP aircraft will use Runway 14 – but only when there is no strong
(greater than 5 knots) northerly wind that would render Runway 14 as not safe to use.
The NAPs also list several generalised requirements for aircraft operation including the following:
Configure aircraft as late as reasonably possible for landing (flaps, slats, gear)
Obey jet noise abatement climb procedure as listed in AIP
Expect a Standard Instrument Departure (SID)
On departure air crews are required to commence SID turn as soon as possible above 600
feet. (This has the effect of ensuring they reach the coastline and overfly water as early as
possible.)
In addition to the curfew, preferred runway and general operating requirements, the Gold Coast
Airport NAPs also list preferred flight paths, depending on which direction aircraft are arriving from
or departing to and which runway is in use. These requirements are shown in an internal
Airservices Letter of Agreement, the relevant extract of which is shown in Figures 4 and 5:
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Noise Abatement Procedures
Figure 4 Runway 14 Noise Abatement Procedures
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Figure 5 Runway 32 Noise Abatement Procedures
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3 Noise Sensitive Areas
Figure 6 shows the noise sensitive areas defined for pilots in the AIP. The noise sensitive areas
consist of the residential areas surrounding the Gold Coast Airport. This map was prepared many
years ago and does not fully reflect the present extent of residential development.
Figure 6 Noise Sensitive Areas
Runway 14 arrival procedures have been designed to track aircraft over water until south of Palm
Beach. However, as aircraft require a segment of straight-in approach to the runway for operational
and safety reasons, it is not possible for Runway 14 arrivals to avoid overflying Currumbin and
Tugun. Both visual and instrument approach procedures have been designed to maximise flight
over water.
There are no options for designing Runway 32 arrival procedures which do not overfly the specified
sensitive areas. Following trials of various options, two flight paths have been agreed upon by
ATC, the aviation industry and the ANACC, one for visual approaches and one for instrument
approaches. This arrangement was implemented in 2000. At that time the ANACC was the
primary community forum in place.
Given that the noise sensitive areas defined in the AIP do not reflect the current residential
development at the Gold Coast, it would be appropriate for these to be reviewed and updated.
Page 12Environmental Services Branch
Review of Gold Coast Airport
Noise Abatement Procedures
4 Methodology
In order to conduct this review, a period of flight data was selected for analysis. A full year’s data
was used where possible to eliminate any bias resulting from seasonal variation, however, in some
cases, 12 months flight data was too impractical and cumbersome to use due to limitations in
software processing ability.
The 12 month period of analysis was chosen to be the most recent calendar year of data, 2011.
However, to ensure this year was not an aberration, data over the 10 year period from 2002 to
2011 was analysed. Apart from movement numbers, certain periods may be inappropriate to
analyse due to unusual events, such as a trial of a different procedure. This occurred in 2010,
when a trial of alternative departure paths to the Runway 14 departure path for jets to northern,
eastern, and southeastern ports was undertaken. There were no such trials in 2011.
4.1 Flight Paths
The Noise and Flight Path Monitoring System (NFPMS) was used to produce track plot diagrams
of all aircraft activity for a 12 month period from 1 January 2011 to 31 December 2011.
Track plot diagrams and other maps throughout this report are all orientated to true north.
4.2 Preferred Runways
Movement data for the 12 month period from 1 January to 31 December 2011 was analysed to
determine the level of usage of each runway for arrivals and departures, to determine compliance
with the nominated NAP preferred runway.
When meteorological conditions (primarily wind) do not dictate runway selection, Runway 14 is
specified as the preferred runway for arrivals and departures at all times. This means that the
preference is for aircraft to arrive from the north to the south (arriving over areas like Tugun) and
depart from the north to the south (departing over areas like Banora Point). A preferred runway
does not mean that one area (north or south) will get all the traffic as each will get either
departures or arrivals, not both.
In order to determine the level of compliance of aircraft operations with the preferred runway, a
simple measure would be to examine movement data alone. However, weather and other factors
can mean that the preferred runway is not suitable for use. Therefore, compliance with the
preferred runway system is calculated by comparing use of the preferred runway with the
theoretically calculated availability of the preferred runway, after weather factors have been taken
into account. If this ratio exceeds 90%, then it is considered that a satisfactory level of compliance
has been achieved, given the accuracy of the information available to determine the theoretical
level of use.
The weather data is taken from the Aeronautical Terminal Information Service (ATIS) records
which are recorded in the NFPMS for the period 6am to 11pm. This data represents a snap-shot of
the weather which is variable, particularly wind data which can vary slightly in direction and
intensity within the period of a single ATIS record, although large variations will generally trigger a
change in ATIS.
Page 13Environmental Services Branch
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Noise Abatement Procedures
4.3 Curfew
Aircraft movement data was obtained from the NFPMS to determine arrival and departure times
during the curfew period (11pm-6am Queensland time). This data was analysed with reference to
the curfew requirements to determine compliance with the NAPs during the curfew period.
4.4 Preferred flight paths
Movement data for the 2011 calendar year was analysed to determine the level of compliance with
the preferred approach and departure flight paths as listed in the NAPs. This analysis was
conducted by visually comparing the flight track data from NFPMS with the preferred departure
path utilising a GIS (Geospatial Information Software).
Where preferred flight paths nominate an altitude requirement, the NFPMS database was
interrogated to provide altitude and position data to determine compliance with the promulgated
preferred procedure.
Page 14Environmental Services Branch
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Noise Abatement Procedures
5 Data
5.1 Movements
5.1.1 Annual Data
For the purpose of conducting a comprehensive review of the NAPs and of compliance with those
procedures, it is considered that a full 12 months of data should be analysed where possible, so
that seasonal weather variations do not bias the findings.
The most recent 12 month period is the calendar year 2011. However, the use of this period was
queried by community representatives, who did not feel it was a representative year.
Data for the 10 year period from 2002 to 2011 was analysed to determine whether 2011 was an
appropriate year for detailed scrutiny. A detailed explanation of why 2011 was used in this Review
is shown in Appendix D.
Table 1 and Figure 7 show a steady upward trend in all movements over the decade period,
although 2011 shows a marked decrease from 2010. Jets (J) make up the majority of the
movements, followed by piston engined aircraft (P) such as the Cessna 150, helicopters (H) such
as the Bell 206 then turboprop aircraft (T), such as the Dash 8. The upward trend in total
movements is largely due to increases in jet traffic, although helicopter movement numbers have
also increased considerably during this period.
J T P H Total
2002 16,942 5,298 14,936 3,689 40,865
2003 18,067 4,786 14,982 3,496 41,331
2004 23,619 4,461 13,591 3,635 45,306
2005 27,900 3,101 11,621 4,514 47,136
2006 28,509 3,101 10,633 5,556 47,799
2007 29,585 3,611 11,236 7,456 51,888
2008 33,305 3,299 14,452 7,370 58,426
2009 34,213 3,037 18,070 5,676 60,996
2010 39,012 2,988 16,238 10,702 68,940
2011 38,072 2,763 12,540 9,687 63,062
Table 1 All Movements 2002 to 2011
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All Movements (arrivals, departures & training/general)
80,000
70,000
60,000
Total
50,000
J
40,000 P
H
30,000
T
20,000
10,000
0
1 2 3 4 5 6 7 8 9 10
Figure 7 Aircraft Movements 2002 to 2011
It is important to note that in 2009, Airservices upgraded the software it uses to capture movement
data from the NFPMS. Arrivals and departures were not affected, but the new system recorded
training flights more accurately. However this does mean it is not possible to accurately compare
training traffic before and after the system change.
Furthermore, if an aircraft does a number of training circuits at the airport, this is recorded as one
movement while it could comprise a number of arrivals and departures as pilots conduct touch and
go operations to practice take-offs and landings. The numbers for training therefore understate the
actual extent of training activity. A better indication is provided by the flight track plots in this report.
5.1.2 Sample Data
5.1.2.1 Flight Paths
The Gold Coast Airport NAPs list preferred flight paths for arrival and departure from Runways 14
and 32. In order to determine compliance with these preferred flight paths NFPMS data was
compared to the published preferred routes. Not all flight tracks are expected to follow the NAP
nominated preferred flight path, as factors such as weather or traffic management requirements
may preclude use of the NAP preferred path. Compliance is regarded as achieved when 90% or
more of actual flight tracks follow the NAP preferred paths.
On most NAP preferred arrival and departure paths all tracks for 2011 have been displayed.
However, in some cases, the number of tracks is such that displaying them all obscures the flight
patterns. In these cases, the information is divided up into individual destinations, and if this is still
too many tracks for meaningful display, then a four month period is displayed. Where this is done,
the captions clearly explain this, so this factor should be taken into account when comparing track
plot diagrams throughout this report.
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5.1.2.2 Runway Usage
Runway usage figures are shown for all of 2011, and separated into jet, turboprop and piston
engine aircraft. They are further separated into ATC hours (6am to 11pm) and curfew hours (11pm
to 6am).
Compliance analysis compares usage of the NAP preferred runway with weather conditions.
While all Runway 14 use is compliant with the NAPs, Runway 14 usage was analysed to determine
what proportion of that usage was due to Runway 14 being the NAP preferred Runway and how
much was due to strong southerly winds.
Runway 32 use is not compliant unless there is a strong northerly wind. To analyse Runway 32
usage, for each month in 2011 the day with the highest proportion of Runway 32 use was
determined. Aircraft movement data obtained from the NFPMS was analysed to determine if
weather conditions or other operational requirements precluded the use of the NAP preferred
runway. Non compliance results if Runway 32 is used when it would have been possible to use
Runway 14.
5.2 Flight Paths
5.2.1 Jet Aircraft
Jet flights to southern ports use Standard Instrument Departure (SID) procedures and jet flights
from southern ports use Standard Arrival Routes (STARs). The published procedures can be found
in Appendix D. These procedures incorporate noise abatement elements such as altitude
requirements.
Flights to and from other airports are also subject to noise abatement, as shown in Section 2.3,
and the published procedures are shown in Appendix E.
Track plots of jet arrivals, departures and training flights can be found in Section 6.1.1, and more
detail is included in Appendix F.
5.2.2 Turboprop Aircraft
Track plots of turboprop arrivals, departures and training flights can be found at Appendix G.
5.2.3 Piston Engined Aircraft
Track plots of piston engined arrivals, departures and training flights can be found at Appendix H.
5.2.4 Helicopter Operations
Track plots of helicopter arrivals, departures and training flights can be found at Appendix I.
5.3 Preferred Runway Usage
The preferred runway for Gold Coast Airport is Runway 14 at all times. Table 2 shows that 65% of
arrivals and 66% of departures during 2011 were on the preferred runway.
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Helicopters operate from the helipad, thus the preferred runway system does not apply to them.
Nevertheless, for traffic management purposes, their operations will be complementary to the
prevailing traffic direction of the fixed wing aircraft.
Runway
Operation 14 17 32 35 H Total
A 17,225 65% 23 0% 6,640 25% 306 1% 2,171 8% 26,365
D 17,340 66% 36 0% 6,797 26% 14 0% 1,909 7% 26,096
T 3,249 30% 30 0% 1,607 15% 233 2% 5,604 52% 10,723
Total 37,814 60% 89 0% 15,044 24% 553 1% 9,684 15% 63,184
Table 2 All Aircraft Operations
Use of preferred runway has been calculated for the period when ATC is active between 6am and
11pm (ATC hours) and the curfew period from 11pm to 6am. Over 99% of all arrivals, departures
and training flights occurred during ATC hours. Table 3 shows that 65% of arrivals and 67% of
departures during ATC hours were on the preferred runway.
Runway
Operation 14 17 32 35 H Total
A 17,161 65% 23 0% 6,607 25% 306 1% 2,112 8% 26,209
D 17,278 67% 36 0% 6,773 26% 14 0% 1,852 7% 25,953
T 3,244 30% 30 0% 1,605 15% 233 2% 5,602 52% 10,714
Total 37,683 60% 89 0% 14,985 24% 553 1% 9,566 15% 62,876
Table 3 All Aircraft Operations – ATC Hours
Less than 1% of all arrivals, departures and training flights occurred during the curfew period.
Table 4 shows that 41% of arrivals and 43% of departures during the curfew period were on the
preferred runway.
Runway
Operation 14 17 32 35 H Total
A 64 41% 0 0% 33 21% 0 0% 59 38% 156
D 62 43% 0 0% 24 17% 0 0% 57 40% 143
T 5 56% 0 0% 2 22% 0 0% 2 22% 9
Total 131 43% 0 0% 59 19% 0 0% 118 38% 308
Table 4 All Aircraft Operations – Curfew Period
5.3.1 Jet Aircraft
Table 5 shows that over a 24 hour average and during ATC operating hours 73% of jet movements
were on the NAP preferred Runway 14 (arriving over the north and departing to the south). During
the curfew period of 11pm to 6am, 72% of jet movements were on Runway 14. Due to the length
of Runway 17/35, this runway is not suitable for jet aircraft, and many turboprop and piston aircraft.
It is also weight restricted to 5,700 kg.
Runway
Period 14 17 32 35 Total
38,07
24 hours 27,639 73% 0 0% 10,439 27% 0 0% 8
37,97
6am to 11pm 27,563 73% 0 0% 10,409 27% 0 0% 2
11pm to 6am 76 72% 0 0% 30 28% 0 0% 106
Table 5 Jet Operations
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This means that communities to the north of the airport experienced 73% of arriving jet aircraft,
while communities to the south experienced 73% of departing jet aircraft.
5.3.2 Turboprop Aircraft
Table 6 shows that over a 24 hour average and during ATC operating hours, 73% of turboprop
movements were on the NAP preferred runway 14. During the curfew period of 11pm to 6am 79%
of turboprop movements were on Runway 14.
This means that communities to the north of the airport experienced 73% of arriving turboprop
aircraft, while communities to the south experienced 73% of departing turboprop aircraft.
Runway
Period 14 17 32 35 Total
24 hours 2,021 73% 9 0% 595 22% 138 5% 2,763
6am to 11pm 1,999 73% 9 0% 589 22% 138 5% 2,735
11pm to 6am 22 79% 0 0% 6 21% 0 0% 28
Table 6 Turboprop Operations
5.3.3 Piston Engined Aircraft
As per the AIP, noise abatement procedures apply to aircraft greater than 5,700kg MTOW, which
is in accordance with international aviation industry standards. However, these light aircraft will
generally share the same airspace and runway when operating at a major airport such as Gold
Coast Airport. For completeness, Table 7 below shows that during ATC operating hours, 65% of
piston engine aircraft used Runway 14. Note the increased use of Runways 17/35 compared to jet
and turboprop aircraft types.
This means that communities to the north of the airport experienced 64% of arriving piston engined
aircraft, while communities to the south experienced 66% of departing piston engined aircraft.
As the cross runway 17/35 is used by these aircraft, communities to the northeast experienced
less than 1% of arriving piston engined aircraft and communities to the southwest experienced less
than 1% of departing piston engined aircraft.
Runway
Period 14 17 32 35 Total
12,53
24 hours 8,086 64% 75 1% 3,967 32% 410 3% 8
12,51
6am to 11pm 8,071 65% 75 1% 3,954 32% 410 3% 0
11pm to 6am 15 54% 0 0% 13 46% 0 0% 28
Table 7 Piston engine Operations
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6 Compliance
The NAPs promulgated for Gold Coast Airport consist of the airport curfew, preferred runways and
preferred approach and departure paths as specified in Section 2.3.
6.1 Flight Paths
6.1.1 Jet Aircraft
6.1.1.1 Jet Arrivals
Figure 8 shows the flight paths and the final approaches to both runways used by jets from all
directions. Flight paths show the central track around which there will be a spread of actual tracks.
The width of the spread depends on the type of procedure and the accuracy of navigation by the
aircraft and pilot.
A trial RNP approach for Runway 14 is closely aligned to the visual approach, and there are two
trial RNP approaches to Runway 32, aligned to the VOR and visual approaches.
Figure 8 Jet Visual and Instrument Approach Procedures
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6.1.1.1.1 Jet Arrivals South
The Gold Coast Airport NAPs designate preferred approach paths from southern ports for both
Runways 14 and 32. Jet aircraft arriving onto Runway 14 under the NAPs are required to join for a
visual approach south of Palm Beach. The NAP preferred tracking requires aircraft to track over
water for as long as reasonably practicable.
Jet arrivals from southern ports comprise 83% of all jet arrivals at Gold Coast Airport. The majority
are from Sydney and Melbourne, which together account for 70% of all jet arrivals.
Figure 9 shows the actual tracks of jet arrivals from southern ports. Due to the number of tracks
only the period September to December 2011 is shown. The concentration of tracks around the
flight paths once over the land is evident, while there is some deviation from the flight paths over
the water for traffic management purposes and due to navigational tolerances.
Figure 9 Jet Arrivals from Southern Ports - Sep to Dec 2011
Track plots of jet arrivals from southern ports demonstrate a high level of concentration of the
aircraft around the visual and instrument approach paths that they are required to follow under the
NAPs.
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On final approach, compliance with NAPs by jet arrivals from southern ports was found to be 99%
for Runway 14 arrivals.
7% of jet arrivals from southern ports landing on Runway 32 complied with the VOR approach, and
a further 92% of those jets complied with the visual approach, giving a total of 99% compliance
with the NAPs. Some of the arrivals on the visual approach would be tracking via the trial RNP
procedure.
6.1.1.1.2 Jet Arrivals East
Jet arrivals from eastern ports are required to remain over water until joining an instrument or
visual approach procedure.
Figure 10 shows the actual tracks of jet arrivals from eastern airports. There are too few events to
draw any conclusions about the adherence to flight paths over the land.
Figure 10 Jet Arrivals from Eastern Ports - 2011
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6.1.1.1.3 Jet Arrivals Southeast
Figure 11 shows the actual tracks of jet arrivals from southeastern ports. The concentration of
tracks around the flight paths once over the land is evident.
Figure 11 Jet Arrivals from Southeastern Ports - 2011
Jet arrivals from southeastern ports are required to remain over water until joining a visual or
instrument approach. There was a high level of adherence to the flight paths demonstrated.
On final approach, compliance with NAPs by jet arrivals from southeastern ports was found to be
99% for Runway 14 arrivals.
26% of jet arrivals from southeastern ports landing on Runway 32 complied with the VOR
approach, and a further 72% of those jets complied with the visual approach, giving a total of 98%
compliance with the NAPs. Some of the arrivals on the visual approach would be tracking via the
trial RNP procedure.
Avoidance of overflight of Palm Beach and suburbs north, is achieved by the design of both the
visual and instrument procedures, and the strict adherence to those procedures by pilots. Tracks
over the land north of Currumbin make up less than 1% of the total.
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6.1.1.1.4 Jet Arrivals North
Figure 12 shows the actual tracks of jet arrivals from northern ports. Due to the number of tracks,
for clarity only the period January to April 2011 is shown. The concentration of tracks around the
flight paths once over the land is evident.
Figure 12 Jet Arrivals from Northern Ports – Jan to Apr 2011
Track plots of jet arrivals from northern ports demonstrate a high level of concentration of the
aircraft around the visual and instrument approach paths that they are required to follow under the
NAPs.
On final approach, compliance with NAPs by jet arrivals from northern ports was found to be 99%
for Runway 14 arrivals.
2% of jet arrivals from northern ports landing on Runway 32 complied with the VOR approach, and
a further 83% of those jets complied with the visual approach, giving a total of 85% compliance
with the NAPs. As Figure 12 shows, this low rate is mainly a result of aircraft establishing
themselves on final approach after crossing the coast, instead of 2 nautical miles prior to crossing
the coast.
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Runway 14 jet arrivals from northern ports are required to not descend below 5,000 feet until
established over water to join a visual or instrument approach. Compliance with this requirement
was analysed by use of penetration gates in the NFPMS. The locations of theses gates are shown
in Figure 13.
Figure 13 Jet Arrivals Gates
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Table 8 and Figures 14 and 15 show the number of tracks that went through these gates and their
altitudes. Many of these tracks were over the Broadwater but very close to residential areas. Most
were below 5,000 feet at Main Beach and Runaway Bay and so not complying with the NAP.
Flights through the gates comprised 11% of flights from northern ports. A more detailed map can
be found at Appendix F.
Tracks Altitude (feet) % Above
Analysed Min Max Average Median 5,000 feet
Main Beach 126 2,522 4,849 3,909 3,938 0%
Runaway Bay 107 2,877 8,854 4,452 4,265 17%
Table 8 Jet Arrivals from Northern Ports 2011 - Altitudes at Gate
Figure 14 Runway 14 Jet Arrivals from Northern Ports – Main Beach Gate Analysis
Figure 15 Runway 14 Jet Arrivals from Northern Ports – Runaway Bay Gate Analysis
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6.1.1.1.5 Jet Arrivals Northwest
Figure 16 shows the actual tracks of jet arrivals from northwestern ports. The concentration of
tracks around the flight paths once over the land is evident.
Figure 16 Jet Arrivals from Northwestern Ports – 2011
Runway 14 jet arrivals from northern ports are required to not descend below 5,000 feet until over
water to join final on a visual or instrument approach.
On final approach, compliance with NAPs by jet arrivals from northwestern ports was found to be
99% for Runway 14 arrivals.
72% of jet arrivals from northwestern ports landing on Runway 32 complied with the VOR
approach, and a further 22% of those jets complied with the visual approach, giving a total of 94%
compliance with the NAPs.
Jet arrivals from northwestern ports are required to remain over water until joining a visual or
instrument approach. There was a high level of adherence to the flight paths demonstrated, as
shown in Figure 16. The altitudes were analysed by use of penetration gates in the NFPMS as
shown in Figure 13.
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Table 9 and Figures 17 and 18 show the number of tracks that went through these gates and their
altitudes. Many of these tracks were over The Broadwater but very close to residential areas. Most
were below 5,000 feet at Main Beach and Runaway Bay and so not complying with the NAP.
Flights through the gates comprised 12% of flights from northwestern ports. A more detailed map
can be found at Appendix F.
Tracks Altitude (feet) % Above
Analysed Min Max Average Median 5,000 feet
Main Beach 42 2,782 5,673 3,984 3,993 5%
Runaway Bay 36 3,774 7,166 4,551 4,258 31%
Table 9 Jet Arrivals from Northwestern Ports 2011 - Altitudes at Gate
Figure 17 Runway 14 Jet Arrivals from Northwestern Ports – Main Beach Gate Analysis
Figure 18 Rwy 14 Jet Arrivals from Northwestern Ports – Runaway Bay Gate Analysis
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6.1.1.2 Jet Departures
Jet departure paths have been designed to maximise over water tracking.
Runway 32 departure procedures have been designed to turn aircraft to eastern ports over the
ocean as soon as possible.
The Runway 14 departure procedures were designed in consultation with the members of the
ANACC to reduce the number of overflights of Banora Point over a number of years. At that time
the ANACC was the airport community consultation forum and had equal representatives from the
north and south of the airport. Aircraft departing to northern through to southeastern ports turn left
on departure from Runway 14 and use standard instrument departure (SID) procedures. Flights to
other destinations are issued with ATC instructions to ensure the safe and efficient operation of air
traffic in the area.
Figure 19 shows the SID flight paths to southern ports. These show the central track around which
there will be a spread of actual tracks. The width of the spread depends on the type of procedure
and navigational accuracy, which depends on pilots and aircraft equipment. Trial RNP departure
procedures for Runways14 and 32 departures to the south are closely aligned to the existing SIDs.
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Noise Abatement Procedures
Figure 19 Jet Standard Instrument Departure Procedures
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6.1.1.2.1 Jet Departures South
Jet departures to southern ports comprise 83% of total jet departures.
Figure 20 shows the actual tracks of jet departures to southern ports. Due to the number of tracks,
only the period September to December 2011 is shown. The concentration of tracks around the
flight paths is evident, as well as some deviation from the flight paths due traffic management
requirements and navigational tolerances.
Figure 20 Jet Departures to Southern Ports - Sep to Dec 2011
Compliance with NAPs by jet departures to southern ports was found to be 91% for those
departing Runway 14 and 97% for those departing Runway 32. Some of these tracks are by jets
using the trial RNP procedures.
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The impact of Runway 14 departures on Currumbin and Tugun is as expected, given the proximity
of these areas to the airport, as shown in Figure 21.
Figure 21 Jet Departures to Southern Ports - Tugun detail – Sep to Dec 2011
Avoidance of overflight of Palm Beach and suburbs further north is achieved by the design of the
procedure, and the strict adherence to the procedure by pilots. Tracks over the land north of
Currumbin make up less than 1% of the total, as shown in the Figure 21.
Tracking over Currumbin is expected to reduce with changes to the SID to address environmental
and traffic management issues. It will ensure all jet departures to southern ports from Runway 32
are able to turn to the east in accordance with the central track. A revised procedure was
implemented on 3 July 2012 and is currently being evaluated to determine whether aircraft using
the procedure are achieving an improved environmental performance.
Runway 32 departures to southern ports are expected to make a right turn to travel over water until
south of Kingscliff and above 5,000 feet. These expectations are incorporated into the SIDs, so
that pilots using the SID will meet the requirements. Figure 20 shows that the waypoint MICKS,
which has a requirement for aircraft to be at or above 6,000 feet ensures the flight path takes jets
south of Kingscliff and the majority of flights cross the coast south of Kingscliff.
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The altitudes were analysed by use of a penetration gate in the NFPMS. The gate is shown in
Figure 22 and records the altitude of every track that passes through it. The period of analysis is
September to December 2011.
Figure 22 Runway 32 Departures Gate
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Figure 23 shows the results of the gate analysis for flights to southern ports. The flight path is to
the right of centre of the gate, as the concentration of points in the diagram shows. All flights met
the requirement to be above 5,000 feet, and the average was over 11,000 feet. Of the 1,267 flights,
there were only 14 below 8,000 feet.
Figure 23 Runway 32 Departures – Southern Ports – Gate Analysis
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Figure 24 shows a sample of tracks to southern ports which departed from Runway 14, focussing
on the overflight of the Club Banora Golf Club. The SID has been designed so that flights are
centred on the golf course, although the tracks are shown to be slightly west of centre.
Figure 24 Jet Deps to Southern Ports – Club Banora Golf Club – Sep to Dec 2011
For jet departures to southern ports from Runway 14, Airservices will commence work on a
proposal to amend the SID with the intention of achieving tracking centred on the golf course. This
proposal will undergo an environmental assessment in accordance with Airservices Environment
Management System.
6.1.1.2.2 Jet Departures East
Jet departures to eastern ports comprise 0.14% of all jet departures,
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Figure 25 shows all tracks to eastern ports.
Figure 25 Jet Departures to Eastern Ports – 2011
Runway 14 departures to eastern ports are required to turn left onto a heading of 070 degrees until
at least 2 nautical miles over the water, or as a second preference, to maintain runway heading
until established over water. The second option is used for traffic management purposes, and the
majority have made the left turn. As the turn is onto a heading then the tracks are widely spread.
Runway 32 departures to eastern ports are given a heading between 020 and 090 degrees, with
the objective of ensuring they are over water as soon as practical, given operational and traffic
management constraints.
There were insufficient events to quantify the adherence to flight paths over land, however there is
a clear pattern of left turns from Runway 14 and right turns from Runway 32 which are following the
NAP preferred departure procedures.
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6.1.1.2.3 Jet Departures Southeast
Jet departures to southeastern ports comprise 6.29% of jet departures.
Figure 26 shows the actual tracks of jet departures to southeastern ports. The majority of
departures from Runway 14 make a left turn onto a heading of 070 degrees until at least 2 nautical
miles over the water, as per the NAP preferred departure flight path. A minority track straight
ahead until over the water, which is the second preference NAP if traffic management makes the
left turn impractical.
Figure 26 Jet Departures to Southeastern Ports –– 2011
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Runway 32 departures to southeastern ports are given a heading between 020 and 090 degrees,
with the objective of ensuring they are over water as soon as practical, given operational and traffic
management constraints.
Figure 27 shows the same tracks to southeastern ports over Tugun.
Figure 27 Jet Departures to Southeastern Ports – Tugun detail – 2011
87% of jet departures to southeastern ports departing Runway 14 complied with the requirement to
turn left onto a heading of 070 degrees, and a further 11% of those jets followed runway heading,
giving a total of 98% compliance with the NAPs.
Compliance was 92% for those departing Runway 32.
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Noise Abatement Procedures
6.1.1.2.4 Jet Departures North
Jet departures to northern ports comprise 7.78% of all jet departures.
Figure 28 shows the actual tracks of jet departures to northern ports. The majority of departures
from Runway 14 make a left turn onto a heading of 070 degrees until at least 2 nautical miles over
the water, as per the NAP preferred departure flight path. A minority track straight ahead until over
the water, which is the second preference NAP if traffic management makes the left turn
impractical. Due to the number of tracks only the period January to April 2011 is shown.
Figure 28 Jet Departures to Northern Ports – Jan to Apr 2011
Runway 32 departures are given a heading between 020 and 090 degrees, with the objective of
ensuring they are over water as soon as practical, given operational and traffic management
constraints.
85% of jet departures to northern ports departing Runway 14 complied with the requirement to turn
left onto a heading of 070 degrees, and a further 8% of those jets followed runway heading, giving
a total of 93% compliance with the NAPs.
Compliance was 90% for those departing Runway 32.
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6.1.1.2.5 Jet Departures Northwest
Jet departures to northwestern ports comprise 7.78% of jet departures.
Figure 29 shows the actual tracks of jet departures to northwestern ports shown in Table 18. The
majority of departures from Runway 14 make a left turn onto a heading of 070 degrees until at
least 2 nautical miles over the water, as per the NAP preferred departure flight path. A minority
track straight ahead until over the water, which is the second preference NAP if traffic management
makes the left turn impractical.
Figure 29 Jet Departures to Northwestern Ports – 2011
Runway 32 departures are given a heading between 020 and 090 degrees, with the objective of
ensuring they are over water as soon as practical, given operational and traffic management
constraints.
89% of jet departures to northwestern ports departing Runway 14 complied with the requirement to
turn left onto a heading of 070 degrees, and a further 7% of those jets followed runway heading,
giving a total of 96% compliance with the NAPs.
Compliance was 83% for those departing Runway 32.
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