NMB 8 November 2017

Gatwick Noise Management Board 8

15th November, 2017

The key points were as follows:

Gatwick Volume Expansion v’s Noise Reduction

Since this issue was discussed at NMB 7, Gatwick have been carrying out a full review of historic Government Aviation noise policy, whilst also considering the impacts of newly published Government policy documents. In addition, they have also been working on a potential set of metrics to facilitate an effective discussion on “volume expansion v’s noise reduction”. Together with the other Community Groups, PAGNE will meet with Gatwick in early December to discuss this critical issue with a view to ensuring that airport growth is appropriately balanced by meaningful noise reduction for communities.

Fair and Equitable Dispersal (FED)

Data presented at NMB 8 confirmed that between Feb ’16 and Sept ’17 just over 25% of arrivals had joined the ILS between 8 and 10nm suggesting that there is greater dispersal as planes join the ILS. However, concerns remain that this dispersal is not being replicated along the entire length of the arrivals swathe. With arrival gates now being monitored, we have the necessary data to confirm dispersal levels along the arrivals swathe and will be raising any concerns at NMB 9.

Continuous Descent Approach (CDA)

Together with the CAA and NATS, Gatwick recently met with airlines to re-enforce their recommendation that CDA approaches should be utilised for all arrivals. An updated Gatwick arrivals protocol detailing Gatwick’s CDA approach requirements is to be issued to all airlines. It is anticipated that this will increase the number of planes using a CDA approach thus minimising their noise profile.

Reduced Night Noise (previously Quiet Night Arrivals)

After much discussion, agreement was reached on the following high level objectives for any future Reduced Night Noise trial:-

Reduce the impact of arrivals night noise on those currently experiencing it

  1. Reduce the numbers of planes flying sub-optimal approaches
  2. Validate the use of RNAV (satellite navigation for planes) for approaches
  3. To not increase track miles normally flown by arriving aircraft
  4. To avoid overflying any areas for the first time

With the high level objectives agreed, Gatwick will now move into the detailed design phase which is scheduled to be completed by April 2018, hopefully allowing a trial go/no go decision to be taken at NMB 10.


Gatwick is currently focussed on addressing issues associated with Route 4 (routes sharply to the north and east shortly after take-off). When we raised the subject of departure routes affecting communities to the west of the airport, Gatwick provided assurances that any initiatives, agreed as part of their Route 4 work would, if considered appropriate, be applied to the other westerly departure routes. We also received confirmation from Gatwick that, in addressing Route 4 issues, they would not be considering any re-allocation of flights to the other westerly departure routes.

A320 Jet Whine

 Gatwick agreed to provide a report to the next NMB on airline performance in modifying the A320 whine. The deadline for modification is 31st December.    

NMB 8 covered a lot of ground and there continues to be significant on-going activity. However, it’s clear that despite our best efforts the pace of noise improvement is slower than we would all like. In the meantime Gatwick continues to expand. PAGNE is committed to maintaining pressure on Gatwick and I would encourage you all to do the same by continuing to log complaints via Gatwick’s on-line portal – Casper. http://flighttracking.casper.aero/lgw/complaint/