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Gold Coast Airport Noise Abatement Procedure Overview

A Noise Abatement Procedure (NAP) is a procedure designed to reduce the impact of aircraft noise on the community.

Airservices Australia has the following NAP in place at Gold Coast Airport:

Reporting is now available for:

1. Preferred Runway Use Report

3.1 and 3.2. Preferred Flight Paths (Arrivals and Departures)

3.1.3. Preferred Runway 14 Approach

5. Curfew

ILS Report

The following NAPs are not able to be reported on by Airservices Australia as we do not have ready access to the required data:

  1. Intersection Departures
  1. Training Flights

Additional reporting will be added to this site in 2025.

NAP reporting for this airport will be released in the fourth week of the month for the previous month.

It is important to note that NAPs are not mandatory; Air Traffic Control (ATC) and pilots apply the NAPs whenever possible. ATC and pilots will determine when critical operational requirements override the use of NAPs.

The overview below provides monthly movement numbers, runway end usage, and the types of aircraft operating at Gold Coast airport.

Note: Due to rounding, percentage values may not sum to exactly 100.0%. Minor discrepancies of up to ±1% are expected and do not indicate any errors in the underlying absolute figures, which remain accurate and unaffected.

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Gold Coast Airport NAP 1: Preferred Runway Use

The NAP lists the preferred runways as:

Priority 1:

Arriving Runway 14 , departing Runway 14

Weather, in particular wind speed and direction, is generally the main factor in determining which runways are in use, as aircraft operate safest when taking off and landing into the wind. Air traffic control (ATC) will determine the optimal runway to be used based on wind and weather conditions, type of aircraft, traffic conditions and runway availability. Pilots can also request a runway that is best suited to the capability of their aircraft.

ATC monitor wind and runway selection at all times, as weather conditions can quickly change. Once the runway is chosen, it needs to be available for an extended time to allow pilots to plan their descent, approach and landing. As this involves predicting developing weather, aircraft may continue to land on a runway when local weather conditions no longer appear to require it.

For more information on runway selection and seasonal winds, please visit this page

The report below provides the percentage use for each operating mode during daytime and night-time periods for each month (hover over each day in the column graph and the mode, the number of movements and the percentage use on that day will appear). “Other Operations” refers to modes used when preferred modes are not available, due to things like runway works, adverse weather and emergency situations.

The report is best viewed in full screen mode.

Note: Due to rounding, percentage values may not sum to exactly 100.0%. Minor discrepancies of up to ±0.1% are expected and do not indicate any errors in the underlying absolute figures, which remain accurate and unaffected.

There is no reporting for 6 and 7 March 2025 due to the suspension of flights as a result of Tropical Cyclone Alfred.

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Gold Coast Airport NAP 3.1 and 3.2: Preferred Flight Paths (Arrivals and Departures)

The NAP lists the preferred flight paths as:

3.1 Arrivals

  • Maximise operation over water and avoid noise sensitive sites where possible or minimise aircraft noise while flying over these areas.

Note: This NAP is under review to determine how it can be reported.

  • Delay flap deployment until as late as possible – data not available.

3.1.1 Jet Aircraft

3.1.1a – Landing Runway 32

  • Track east of the coast.
  • Expect visual or instrument approach via STAR or radar vectors.

3.1.1b Landing Runway 14

  • Remain above 5000ft over water.
  • Join final approach using visual or instrument approach.

Adherence with this procedure is reported below.

3.1.2 Non-Jet Aircraft

3.1.2a Landing Runway 32

  • From the NORTH: In visual conditions track east of the coast and turn right south of Point Danger and over Ukerebagh Island.
  • From the SOUTH: In visual conditions left turn to join final approach

3.1.2b Landing Runway 14

  • Remain above 3000ft until established over water to join final approach using a visual or instrument approach

Note: Reporting for this procedure is currently under development.

3.2 Departures

  • Jet noise abatement procedures apply – data not available

3.2.1 Jet Aircraft

3.2.1a Departing Runway 32

  • To the NORTH and EAST: Right turn to fly over water
  • To the SOUTH: Right turn to fly over water until south of Kingscliff and above 5000ft.

3.2.1b Departing Runway 14

  • To the NORTH, EAST and SOUTHEAST: Left to turn fly over water.
  • To the South and SOUTHWEST: Right turn until passing DME (navigation beacon).

Adherence with this procedure is reported below.

3.2.2 Non-Jet Aircraft

3.2.2a Departing Runway 32

  • Right turn to fly over water to 3000ft.

3.2.2b Departing Runway 14

  • To the NORTH: Left turn to fly over water to 3000ft (Right turn may be required for traffic management).
  • To the EAST: Left turn.
  • To the SOUTH or SOUTHWEST: Right turn until pass 3000ft (Left turn may be required for traffic management).

Note: Reporting for this procedure is currently under development.

Note: Air Traffic Control may adjust paths for weather and/or traffic conditions.

Standard Instrument Departures (SID) and Standard Instrument Arrivals (STARs) are published flight paths designed to enhance safety, efficiency, and predictability. Air traffic control (ATC) may issue a deviation to a SID or STAR due to weather and/ or traffic conditions

For more information on the approach procedures including the ILS, please visit this page

The report below provides the percentage adherence against the NAP criteria for preferred flight paths.

“Other Operations” refers to operations where adherence was unable to be determined.

The report is best viewed in full screen mode.

Note: Due to rounding, percentage values may not sum to exactly 100.0%. Minor discrepancies of up to ±1% are expected and do not indicate any errors in the underlying absolute figures, which remain accurate and unaffected.

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Gold Coast noise monitoring report

Use this interactive tool to explore monthly noise monitoring data.

This report is best viewed in full screen mode.

To learn more about noise monitor terminal locations visit our Gold Coast Noise and Flight Path Monitoring System page.

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Gold Coast Airport Community Forum

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 Gold Coast Airport Community Aviation Consultation Group webpage .

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Gold Coast Airport Runway

Gold Coast Airport has two runways; the main runway, Runway 14/32 (2.3 km long) is orientated north west – south east and the smaller cross runway, Runway 17/35 (0.6km) is orientated north-south.

Each runway is referred to differently according to in which direction it is being used, as explained in the following video.

For example the main runway is known as Runway 32 when used in a northerly direction and Runway 14 when used in a southerly direction. Runway numbering reflects the runways’ orientation and correlates with degrees on a compass. Runway 32 is 320 degrees.

Runway selection and seasonal winds

Runway selection is based on wind direction, weather conditions, traffic volume and other factors. Aircraft primarily take-off and land into the wind for safety and performance reasons. Therefore, as the wind direction changes the runway in operation may also change depending on the strength of the wind.

This means that Gold Coast’s seasonal wind patterns affect usage of the different runway directions. Throughout most of the year, the wind at Gold Coast Airport tends to be from the south to south-east which means greater use of Runway 14 with aircraft departing to the south and arriving from the north. During the spring months, the wind tends to be from the north which means greater use of Runway 32 with aircraft departing to the north and arriving from the south.

Gold Coast Airport also operates a Curfew that restricts some aircraft operations during the night.

To learn more about the flight paths at Gold Coast Airport, take a look at our Gold Coast Airport flight paths page.

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Gold Coast curfew and noise abatement procedures

Airport curfew

An airport curfew is a legislated restriction on aircraft operations at a federally-leased airport during a specified time period.

Gold Coast Airport is operational 24 hours a day, however, there is a curfew in place which restricts operations in and out of Gold Coast Airport during the hours of 11pm to 6am. During daylight saving time the airport curfew operates on Queensland time so New South Wales residents will see aircraft movements until 12 am instead of 11 pm.

While most aircraft operations are prohibited during this period, emergency aircraft, some small jets, propeller-driven aircraft and freight movements are allowed. The curfew limits what aircraft can land and take-off and, in some cases, the runways that can be used.

Curfew movements at Gold Coast Airport are small in number – on average less than one per night.

Curfews are legally enforceable and regulated by the Department of Infrastructure, Transport, Regional Development and Communications,  who can make a determination of a curfew violation and prosecute an airline or aircraft operator for breaching a curfew.

Noise Abatement Procedures

Every major airport has Noise Abatement Procedures (NAPs), which are procedures designed to reduce the impact of aircraft noise on the community. There are some limitations to the use of NAPs and they may not be used if they generate delay and congestion, as this can cause noise and emission impacts. Air traffic control or pilots may not be able to use them in certain situations, for example weather conditions or operational requirements. 

NAPs at Gold Coast Airport include:

  • runway 14 is the preferred runway for all arriving and departing flights
  • arriving aircraft fly over water for as long as possible before taking their final approach course
  • circuit training is not permitted between 10 pm and 6 am and, where possible, circuits are distributed equally left and right of the runway in use.

Gold Coast Airport also has specific NAPs for the use of the Instrument Landing System (ILS). Read more about these on our The Instrument Landing System page.

A ‘preferred runway’ does not mean that one area (north or south) will get all the traffic, because each area will get either departures or arrivals, not both. In addition, preferred runways can only be used when weather, safety and operational efficiency allow.

Runway 14 (arrivals from the north, departures to the south) is the preferred runway because generally arriving aircraft are slightly quieter than departing aircraft at a close distance to an airport (for example, at Tugun). As the distance from the airport increases (for example, Banora Point and Tweed Heads), departures tend to be quieter than arrivals because they are at a higher altitude. However this is dependent on aircraft type. Individual people will experience aircraft noise in different ways.

Fly Neighbourly Agreements

Fly Neighbourly Advice or Fly Neighbourly Agreements are voluntary agreements established between aircraft operators and communities or authorities (normally airports or local councils) to assist in reducing the impact of aircraft noise on local communities. Gold Coast Airport has a voluntary Fly Neighbourly Program which encourages pilots to fly in a noise sensitive way whenever possible.

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The Gold Coast Noise and Flight Path Monitoring System (NFPMS)

We have commenced a Noise Monitoring Review for Gold Coast Airport.

The purpose of the Review is to:

  • Validate the operation of the two existing long-term noise monitors (Tugun and Banora Point)
  • Consider and assess community suggested locations for a third long-term noise monitor in the Tweed Heads region or another suitable location in the broader Gold Coast region
  • Provide findings to the Gold Coast Airport Noise Abatement Consultative Committee (ANACC)

For more information, including how to participate in the Review visit Engage Airservices.

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

Access monthly data on our Gold Coast noise monitoring reports page.

TUGUN (EMU 1)

Captures arrivals to Gold Coast Runway 14 and departures from Gold Coast Runway 32.
The pattern of aircraft noise events recorded is relatively steady.
Click to enlarge image and use your back button to return to this page.

BANORA POINT (EMU 3)

Captures arrivals to Gold Coast Runway 32 and departures from Gold Coast Runway 14.

Click to enlarge image and use your back button to return to this page.

Learn more about monitoring aircraft noise on the Airservices website.

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Gold Coast Airport flight paths

Gold Coast Airport has a number of flight paths from its main runway.

To learn more about the runways at Gold Coast Airport, take a look at our Gold Coast Airport Runways page.

The illustration below shows how aircraft typically operate.

The animation is indicative only and provided for information purposes, on occasions flights may leave these general areas from time-to-time.

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Gold Coast Airport NAP 3.1.3: Preferred Runway 14 Approach

This NAP prioritises the use of approach procedures to runway 14.

Priority 1. RNP-AR (short GPS navigation approach)

Priority 2. RNP (longer standard navigation approach) or visual approach

Priority 3. ILS (long runway aligned approach) – aircraft over 5700kg (generally non-training aircraft) only to use when other approaches are unavailable due to weather, emergencies or operational critical requirements)

Landing to Runway 14

Weather and aircraft type, including the type of navigation technology on board, will generally be the main factor in determining which approach procedure will be used.

ATC monitor approach procedures at all times during tower hours and will nominate the ILS when weather conditions require its use. Pilots may also nominate to use the procedure if they deem it necessary during marginal weather conditions, for operational reasons or outside of tower hours when weather conditions require its use.

For more information on the approach procedures including the ILS, please visit this page

The report below provides the percentage use for each approach procedure to runway 14.

Please visit here for Instrument Landing System (ILS) Report.

The report is best viewed in full screen mode.

Note: Due to rounding, percentage values may not sum to exactly 100.0%. Minor discrepancies of up to ±1% are expected and do not indicate any errors in the underlying absolute figures, which remain accurate and unaffected.

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