Arriving aircraft from the east that are making an instrument approach to Runway 03 (long straight-in approach to the southern end of the main runway) converged at a point near Bedfordale. Airservices proposed to move this converging point some 8-10 kilometres to the east to reduce the number of aircraft impacting the Bedfordale area. This change came into effect on 5 March 2015.
We collect noise and operational data from twelve noise monitors (Environmental Monitoring Unit, EMU) around Sydney Airport. Noise monitors are listed below according to their location.
Access monthly data on our Sydney noise monitoring reports page.
Sydenham (EMU 6)
Captures arrivals to Runway 16 Right and departures off Runway 34 Left. This monitor is closest to the threshold of Runway 16 Right/34 Left. The consistently high number of noise events reflects the high use of the main runway throughout the year.
St Peters (EMU 13)
Main purpose is to capture arrivals to Runway 16 Left, however it can capture movements from Runway 16 Right/34 Left and departures off Runway 34 Right.
This monitor captures many of the same operations as the Annandale monitor and demonstrates the same seasonal pattern. However, being closer to the runway it captures more aircraft noise events.
Annandale (EMU 12)
Main purpose is to capture arrivals to Runway 16 Left, however it can also capture movements from Runway 16 Right/34 Left and departures off Runway 34 Right.
The pattern of aircraft noise events recorded at this monitor reflects the seasonal pattern use of Runway 16 Right, with generally more events recorded in summer than in winter.
Leichhardt (EMU 36)
Captures arrivals to Runway 16 Right.
This monitor is affected by the same operations as Hunters Hill monitor and reflects the seasonal pattern use of Runway 16 Right, with more events captured in summer than in winter.
Hunters Hill (EMU 116)
Captures arrivals to Runway 16 Right.
The number of noise events recorded by this monitor reflects the seasonal pattern use of Runway 16 Right, with more events captured in summer than in winter.
Croydon (EMU 102)
Captures departures off Runway 34 Left.
The number of noise events recorded reflects the seasonal pattern use of Runway 34 Left with more aircraft noise events captured in winter than in summer.
Threshold Runway 34 (EMU 1)
Captures departures off Runways 16 Right and 16 Left and arrivals to Runways 34 Left and 34 Right
The number of aircraft noise events captured reflects the pattern of use of Runway 34 Left, with more events generally recorded in winter than in summer.
Kurnell (EMU 101)
Captures arrivals to Runway 34 Right and some arrivals to Runway 34 Left
Eastlakes (EMU 99)
Captures arrivals to Runway 25 and departures off Runway 07 and Runway 34 Right.
The pattern of aircraft noise events recorded reflects the seasonal use of Runway 34 Right, with more movements in winter than in summer.
Coogee (EMU 100)
Captures arrivals to Runway 25, departures off Runway 07 and Runway 34R heading to the east and south.
Captures noise from similar operations and reflects the same seasonal pattern to the Eastlakes monitor, however being further east from the airport the number of noise events recorded is smaller.
Bexley (EMU 3)
Captures arrivals to Runway 07 and departures off Runway 25.
This monitor is closer to the runway than the Penshurst monitor, therefore it displays the same trends but records more aircraft noise events.
Penshurst (EMU 2)
Captures arrivals to Runway 07 and departures off Runway 25.
Historically at Sydney Airport there are fewer departures off Runway 25 than the other Runways.
Learn more about monitoring aircraft noise on the Airservices website.
We have assembled a list of our commonly asked questions that are asked in most areas.
Aviation is a vital industry for the Australian economy. Business, tourism, social and freight activities rely on aviation. Unlike many other industries, aviation is regulated by the federal government rather than by state governments. This makes aircraft noise regulation quite different from the type of noise regulation you are used to at a local level that might, for example, prohibit noisy activities before 8:00 am on a Sunday.
Major airports in Australia are situated very close to residential areas and for this reason it is not possible to design flight paths that avoid flying over homes. In cities where the airport is located on the coast, flight paths will be designed to fly over water wherever possible. However because aircraft must take off and land into the wind, it is not always possible to avoid flying over residential suburbs by staying over water.
Aircraft noise remains a key challenge for an industry that is forecasting high levels of growth in air traffic movements over the next 20 years. Managing noise impacts on communities requires careful balance between the protection of affected residents and recognition of the broader economic and social contributions of the aviation activity.
Flight path design is a complex process. Flight paths must comply with international design standards and Australian safety regulations. Changes to flight paths may be made for a variety of reasons, including safety and noise management. However, changes are not easy to make as changes to one flight path usually impact other flight paths.
In considering any change, first of all we must have regard to safety – any change that could compromise safety cannot be progressed. Managing aircraft in a regular way and minimising complexities are central tenets of safety. We also consider the efficient operations of the airport and whether there would be an overall noise improvement for the community. We do not generally consider that moving noise from one part of the community to another is a noise improvement. In considering this we have to have regard to the entire flight path and the fact that moving it at one point may result in adverse effects many kilometres away. Unfortunately, the reality is that it is very difficult to identify flight path changes in metropolitan areas that can be made without moving the noise, or compromising safety or efficiency.
If a potential change is identified it must be environmentally assessed, the community, including potentially affected areas, the airlines and other stakeholders must be consulted and feedback from all must be considered. Finally, if the change is to go ahead, aeronautical documents for pilots must be produced and published and time allowed for crews and air traffic controllers to be trained in the new procedures. All these requirements mean that changes can take several years to make.
In August 2013, Airservices issued a Letter of Agreement to parachute operators from Canberra Airport, which will result in them flying over residential areas to the north of the airport less frequently, particularly at weekends.
We are responsible for developing Australian Noise Exposure Index (ANEI) contours for Sydney Airport. ANEI contours are based on historical data and show the average daily aircraft noise exposure over the specified period.
The ANEIs for 1 January 2018 to 31 December 2025 are shown below.
Previous reports are available on request.
The ANEI contours were generated using United States Federal Aviation Administration (US FAA) Airport Environmental Design Tool (AEDT).
The following key inputs were used to develop the AEDT model:
Reports and statistics for earlier periods are available by request through the online portal on the Airservices website. A fee may apply.
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:
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 Canberra Airport Community Aviation Consultation Group.
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.
Aircraft making late turns after departure from Runway 15 impacts on residents in the Esplanade area in Cairns. The investigation established that this was occurring more frequently than expected. Airservices wrote to the airlines to communicate the community concerns and ask for confirmation that they would comply with the requirements of the departure procedure at all times, unless there were critical reasons not to do so (ie emergency or weather). Subsequently community representatives on the Airport Environment Consultative Committee noted that they had seen a difference.
Perth Airport Noise Abatement Procedures are used by pilots and air traffic control to minimise the impact of aircraft noise on residential areas. The procedures nominate which runways and flight paths are preferred for arriving and departing aircraft. In May 2015 the procedures were amended to accommodate changes to the preferred runway system.
Airservices review of Perth Airport’s noise abatement procedures found the wording on runway preferences did not consistently match the operational requirement of managing the flow of aircraft to and from the airport (in the air and on the ground).
The old procedures specified that Runway 21 (arriving over Guildford) and Runway 24 (arriving over Greenmount) were equally preferred for arrivals and Runway 21 (departing over Queens Park) was the only runway preferred for departures. Arrivals to Runway 06 (over Redcliffe) and departures from Runway 24 (over Redcliffe) were least-preferred due to the close proximity of residential areas at the southern end of the cross runway.
The procedures now give equal preference to arrivals to Runway 21 (over Guildford), Runway 24 (over Greenmount) and Runway 03 (over Queens Park). For departures, equal preference is given to Runway 21 (over Queens Park), Runway 03 (over Guildford) and Runway 06 (over Greenmount). Arrivals to Runway 06 (over Redcliffe) and departures from Runway 24 (over Redcliffe) have been maintained as being least-preferred.
The Post Implementation Review of this change was completed in October 2016 after one year of operations.
Read the Post Implementation Review – Perth Preferred Runways
Read the Terms of Reference for the Post Implementation Review
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