Federally-leased airports (excluding Mt. Isa and Tennant Creek) have established Community Aviation Consultation Groups (CACGs), which provide an effective avenue for local community engagement on airport planning and operations, including aircraft noise. The Department for Infrastructure, Transport, Regional Development and Communications provides guidelines for CACGs.

Non federally-leased airports may also choose to establish CACGs or community forums.

CACG membership depends on the characteristics of the airport and any local issues of community concern however, generally includes:

• airport management
• aircraft operators
• community organisations or representatives
• representatives from state, territory or local government bodies
• local tourism and business groups.

Airservices does not formally belong to CACGs, but is invited to attend to provide relevant information and assist in discussions. We engage with CACGs on flight path and airspace changes, as well as technical reviews, such as noise monitoring and noise abatement procedures.

Find out more information on the

Melbourne Airport Community Aviation Consultation Group webpage

Essendon Airport Community Aviation Consultation Group webpage

Moorabbin Airport Community Aviation Consultation Group webpage.

We collect noise and operational data from five noise monitors (Environmental Monitoring Unit, EMU) around Melbourne Airport. Noise monitors are listed below according to their location.

Access monthly data on our Melbourne noise monitoring reports page.

BULLA (EMU 2)

Captures arrivals to Melbourne Runway 16 and departures from Melbourne Runway 34.

Detects more events than the other noise monitor locations due to its proximity to the airport.
The pattern of aircraft noise events recorded reflects the seasonal trends in arrivals to Runway 16, with more events recorded in summer than in winter.

ESSENDON (EMU 4)

Captures arrivals to Melbourne Runway 34 and arrivals to Essendon Runway 35 and departures off Essendon Runway 17.

Seasonal fluctuations in the use of Runway 34 at Melbourne Airport are offset by the opposite fluctuations in the use of Runway 17 at Essendon Airport.

COOLAROO (EMU 6)

Captures arrivals to Melbourne Runway 27.

While the pattern of noise events recorded reflects the seasonal trend for arrivals to Runway 27 the correlation is not precise as there are some parts of the year where for noise abatement purposes, Runway 27 is used more for departures than for arrivals. Departures from Runway 27 do not fly over this monitor.

KEILOR DOWNS (EMU 9)

Captures arrivals to Melbourne Runway 34 and arrivals to Essendon Runway 35 and departures off Essendon Runway 17.

Seasonal fluctuations in the use of Runway 34 at Melbourne Airport are offset by the opposite fluctuations in the use of Runway 17 at Essendon Airport.

KEILOR EAST (EMU 3)

Captures arrivals to Melbourne Runway 34.

The pattern of aircraft noise events reflects the seasonal trend for arrivals to Runway 34, with more events recorded in winter than in summer.

THOMASTOWN (EMU 11)

Captures arrivals to Melbourne Runway 27.

The pattern of aircraft noise events recorded reflects the seasonal trend for arrivals to Runway 27, with more events recorded in winter than in summer. As a result the trend for this monitor mirrors that of Coolaroo monitor.

Learn more about monitoring aircraft noise on the Airservices website.

Filming at the MCG

Airservices followed-up complaints about helicopters hovering over the Melbourne Cricket Ground (MCG) during sporting events. Helicopter operators advised the low winter sun often prevents filming from the south of the ground during the AFL season. Therefore on-ground advertising during the AFL season is orientated so that it is best viewed from the north, which is why helicopters tend to hover to the north of the ground (over residential areas).

The operators agreed to hover to the south whenever possible, and when filming from the north they will try as far as possible to hover over the park north of the MCG and not over residential areas. In addition, operators already try to use their quietest helicopters for operations over the MCG.

Traffic helicopters

Airservices contacted the traffic helicopter operator about these activities. The operator flies as high as possible to minimise noise to residents and has zoom lenses to enable filming from 1500 feet. The minimum altitude over residential areas is 1000 feet, although the operator has a dispensation from CASA to fly lower if required. This is rare. The helicopter has been fitted with mufflers to minimise noise to residents. Sometimes air traffic control require the helicopter to fly below 1500 feet or to hover to remain out of the way of regular aircraft traffic to and from Melbourne Airport. Otherwise, hovering is avoided whenever possible. In the morning, traffic reporting activities are usually finished by 9.00 am and in the evening by 6.00 pm.

Yarra River helipads

Following complaints from residents affected by helicopters operating to and from the Yarra River helipads, Airservices worked with helicopter operators to encourage them to minimise noise. Operators agreed, wherever possible, to use their quieter helicopters, to restrict the times they use the helipads and to try to avoid overflight of noise-sensitive areas.

The Yarra River helipads are outside controlled airspace. The are which the helipads occupy is under the control of Parks Victoria.

More information about helicopter operations

Airservices explored the possibility of moving further south the point at which aircraft turn west after departure from Runway 16. After making this turn aircraft pass over St Albans. The investigation found that this was not feasible for two reasons. While it would result in benefits for Ardeer and St Albans, it would move the traffic and noise to Sunshine. In addition, aircraft would remain on the runway heading for longer and this would hamper efficient operations. The current procedure allows air traffic control to clear the next aircraft for take-off after the previous one has made the turn. If aircraft maintain the runway heading for longer, this means that more time must elapse before the aircraft behind can take off which would slow down the throughput of aircraft. The proposal was found to be unfeasible because it was not considered to be a noise improvement overall and for efficiency reasons.

The proposal was that an alternative flight path be designed off Runway 16 to utilise farm land and avoid Caroline Springs. Investigation found that this would increase noise impacts for St Albans and Sunshine North which are densely populated areas. Therefore more residents would be affected by this proposed change than would receive noise improvements. Airservices considers that noise improvements must be of benefit to the community as a whole and must clearly provide a reduction in overall noise impacts.

No opportunities were identified during this investigation that would provide an overall reduction in noise impacts. Caroline Springs is benefited at present by the Noise Abatement Procedures at Melbourne Airport which make Runway 16 departures the fourth preference.

Following an increase in complaints about early turns of jet departures from Runway 16 during quarter 4 of 2013, Airservices contacted airlines about the problem. Airlines have reminded their pilots that aircraft taking off from Runway 16 for destinations to the north and east should only turn to the west once they have reached a waypoint four nautical miles (roughly seven kilometres) south of the airport. Airservices will continue to monitor this issue. Most subsequent instances of this have been found to be due to air traffic control instructions for traffic management reasons.