Forum Topic

Heathrow Trial - Changes in Operating Procedures

BAA have put up a new document athttp://noise.heathrowairport.com/assets/Internet/Heathrow_noise/Assets/Downloads/Statics/Runway_Operating_Procedures.pdfthat tries to explain what the conditions for triggering the suspension of runway alternation were before the current trial and are now while the trial is in progress.The surprising thing to me, which I hadn't picked up before, is that, under the current trial, the delay or anticipated arrival delay can be made up of time in the stack AND delays occurring at the originating airport. So if JFK doesn't get its act together, then the residents of West London may get the disruption !The other thing that the note does is confirm the strange lax conditions for non-trial TEAM in the period between 0630 and 0700 when only an anticipated 5 minute delay is enough to provoke the use of both runways. During the day , in the trial, it is supposed to be 10 minutes and outside the trial 20 minutes.

Tim Henderson ● 4981d7 Comments

Indeed - credibility might be lacking where transparency isn't evident. What raw data is available to the verifiers ?The triggering mechanism seems complex and Heathrow have ducked explaining it to me and have referred me to the NATS air traffic control press office :TJH to Heathrow 13th Jan 2012I appreciate "ATC is only allowed to use the freedoms for set periods of time, when at least one of the trigger criteria have been satisfied and all safeguards are adhered to " but I am still very unclear as to how this is achieved in practice - particularly as I understand from your more recent document explaining the triggers, that the delay or anticipated delay can involve components of what the Department of Transport call "pre-departure delay" at the originating airport.Are you able to say more about how ATC measure, trend and track this delay and how and who initiates a period of "freedom" and subsequently cancels it ? Regrettably the monthly report is not really informative on this. I could understand how it might work if trigger 1 was based primarily on stack holding delay where tracks of the aggregate holding patterns involving a couple of stacks containing three or four planes are probably sufficient to meet the time trigger. I don't understand how the monitoring incorporating the delays from Eurocontrol restrictions is done. Nor is it clear to me what the methodology is for this aspect to be checked by your "independent verifiers".Extract of response from Flight Evaluation Unit Heathrow to TJH 20th Feb 2012Regarding your specific enquiry on how ATC measure, trend and track delay in the London TMA and wider EUROCONTROL area we would refer you, in the first instance, to NATS’ press office;Telephone: 01489 615 945 (08.30 – 18.00 Monday to Friday)Fax: 01489 615734E-mail: press.office@nats.co.ukWebsite: http://www.nats.co.uk/news/press-office-contacts/.Note from minutes of Heathrow Leadship Group October 2011“Operational freedom” trials and closer integration of NATS and Heathrow airport in a new“operational efficiency cell” both have the potential to improve resilience. It is important toexplain to residents affected by noise that “operational freedoms” will be used responsiblyhttp://www.heathrowairport.com/static/Heathrow/Downloads/PDF/HLG_minutes_Oct2011.pdf

Tim Henderson ● 4915d

"A key step in the data validation process for the final report will be ensuring that the two principal sources of data used in measuring use of the trial freedoms (i.e. the Noise and Track-Keeping System and NATS operations logs) are reconciled accurately and consistently so as to provide a robust and reliable picture of the flights that have benefited from the application of the operational freedoms. We would recommend that Cambridge University look specifically at this aspect of data generation as part of their validation role."That's a roundabout way of saying that there has already been disagreement among the various stakeholders about basic facts: what aircraft landed, when, and on which runway.If that isn't resolved promptly, it doesn't bode well for the credibility of any conclusions reached or far-reaching decisions made on the basis of the trial.

Dave Robertson ● 4916d

I see that an early report has gone to the Aviation Minister. It is interesting that they want to know what a successful engagement with the commmunity would look like (for the next phase).http://www.caa.co.uk/default.aspx?catid=589&pagetype=90&pageid=13041The section on how they should measure noise impacts is interesting (pages 25 - 29), but the early illustrative map of changes in noise for out of alternation arrivals on 27R due to TEAM* in Nov/Dec (Fig 6.1) might suggest that Brentford doesn't have a problem !The executive summary concludes with :CAA recommendations Any adjustments to the trial design and trial methodology should be agreed between the DfT, CAA and BAA further in advance of the planned commencement of the second phase of the trial to enable better preparation and greater transparency. A key step in the data validation process for the final report will be ensuring that the two principal sources of data used in measuring use of the trial freedoms (i.e. the Noise and Track-Keeping System and NATS operations logs) are reconciled accurately and consistently so as to provide a robust and reliable picture of the flights that have benefited from the application of the operational freedoms. We would recommend that Cambridge University look specifically at this aspect of data generation as part of their validation role. We note that the timing of the first phase of the trial allowed only limited opportunity for prior engagement with local communities. We recommend that BAA considers how best to engage with communities about the trial ahead of the commencement of the second phase, including seeking agreement with the DfT and CAA on what successful engagement looks like. Local authority technical experts should have more, and earlier, opportunity to be engaged in the data verification and analysis. The publication of existing runway operating procedures in mid-December helped to answer a number of the questions raised about the distinction between pre-existing procedures and the operational freedoms in the trial. We recommend that the differences between existing flexibility and the freedoms being tested by the trial are clearly explained at an earlier stage for the second phase of the trial.

Tim Henderson ● 4916d

"operational freedoms" for LHR equals more misery for Brentford (and many other) residents.Similar to removing controls from the greedy bankers at Big Bang to suck the life out of everyone else.Forget HS2 and instead build a  new Thames Estuary mega airport ASAP.  Relieve London from the misery of aircraft noise pollution.Nic

Nic Doczi ● 4954d

That 00:35 747-400 departure to Singapore was noisy wasn't it - I've just glanced at it on webtrak. It was recording 85dB on the take-off monitors.I hadn't thought of Heston being disturbed by take-off noise when planes depart to the west before !

Tim Henderson ● 4957d

In my search to understand what are the triggers for the trial agreed to by the Minister, I have had a reply from the Department for Transport asking me to clarify my request. But the official does say :"... there have been no changes to the triggers for the operational freedoms trial or in the circumstances in which the triggers are initiated since their publication on BAA's website, including where "anticipated arrival delay or departure delay is 10 minutes or more". The explanation provided for trigger 1 in BAA's document "Operational Freedoms trial - explaining runway operations procedures" simply provides examples of the circumstances in which delays exceeding 10 minutes might be anticipated. To explain in more detail, once the stacks are full, arrival demand cannot be met; if this situation is anticipated, then aircraft inbound to Heathrow regard the delay as a 'pre-departure delay' on the ground at the origination airport. They would only be able to depart once the flow rate can cope with current and anticipated arrival demand. The reduction in the threshold for the anticipated delay from 20 to 10 minutes before using both runways for arrivals during the trial is intended to lessen the extent and frequency of pre-departure delay."Regarding the BAA meetings, Zac Goldsmith has put on his website the interesting responses from BAA to submitted questions which weren't dealt with on the night. The page is athttp://www.zacgoldsmith.com/default.asp?contentID=203

Tim Henderson ● 4958d

Well monitored Tim.I still need to report you on the BAA/ Heston residents meeting last month. Generally it was waffle and information fog persisted.From my perch I noticed aircraft LANDING on the Northern runway before 3pm TODAY..having approached over Brentford...and other aircraft TAKING OFF on the same runway almost immediately afterwards. Maybe it's becoming a norm.More alarming is noisy aircraft taking off after midnight TONIGHT... on the Southern runway...towards Staines and Stanwell. The roar of vast engines sweep over parts of Hounslow in a disturbing way. I think one took off at midnight..and a particularly noisy one at 12.35pm.Just to keep you ..all?.. informed.

Jim Lawes ● 4958d