Investigations

Aircraft arriving from the north and east of Perth to land on Runway 03 (southern end of the main runway) most often perform a visual turn in the vicinity of Carmel and Bickley in the Hills area. This is a standard procedure at airports and allows pilots to follow a shorter route to the airport in good weather rather than a longer 10 nautical mile (18.5km) straight-in flight path using an instrument approach.

Pilots flying visually are often required to use a stepped approach where the aircraft repeatedly descends then levels out with increased engine thrust. This generates more noise than performing a continuous descent. The introduction of a Smart Tracking (satellite-assisted navigation technology) flight path over the Hills on 17 September 2015 and moving the visual approach to follow the same corridor allowed most pilots of aircraft arriving from the eastern side of the Airport to use minimal engine power on descent to the runway.

A Post Implementation Review of this change was published in January 2017.

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

Airservices proposed a trial to change the flight path for some aircraft departing to the south off Runway 21 at night. The environmental assessment (based on noise modelling) indicated it would not deliver an overall noise improvement. To validate the modelled data used in the environmental assessment, in March and April 2016 Airservices conducted a six-week validation study. Noise monitors were installed at several points along the proposed flight path to obtain baseline noise readings, and then some aircraft were re-routed to use this flight path to collect actual noise level readings. This allowed a direct comparison between actual noise data collected and the modelling data that was used in the environmental assessment.

The study validated the modelling data used in the environmental assessment. As a result that flight path initiative will not be pursued further.

Noise Abatement Procedures at Perth allow aircraft to be taken off Standard Instrument Departure (SID) procedure tracking once jets are at 5000 feet above ground level and non-jets 3000 feet except where impractical in the normal course of operation to and from the runways. This provision is primarily in place to assist the efficient management of aircraft close to the airport during peak periods.

In response to community concerns about the minimum height of aircraft over residential areas, Airservices held a trial from December 2013 to February 2014 for all aircraft flying to the east of Perth to maintain SID tracking until leaving 8000 feet except where required for operational reasons.

A Post Implementation Review of the trial was completed in December 2014. While community feedback was limited, Airservices concluded there was a noticeable benefit from the trial and that the change should be permanently implemented in Perth Airport’s Noise Abatement Procedures. This change was permanently implemented on 28 May 2015.

Airservices identified an opportunity to modify the flight path for aircraft arriving from the north to land on the southern end of the Runway 03 at Perth Airport which would move aircraft away from Bickley, Byford, Carmel, Martin and Roleystone and closer to Bickley East, Karragullen and Pickering Brook which had smaller populations.

A Post Implementation Review of the trial was published in February 2015. The review found that community feedback demonstrated a noticeable benefit had been achieved from the trial and that as a result the change should become permanently implemented. Airservices actioned this on 5 March 2015.

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.

In May 2013, Airservices permanently implemented an alternative departure procedure from Perth Airport that reduces the number of aircraft flying low over north-western suburbs during the night. The permanent implementation of this procedure follows a trial that started on 27 July 2011 and was known as the ‘Keels trial’.

The new flight path allows some aircraft that previously departed late at night to the north of the airport and then turned towards the coast to make use of RAAF airspace to the north of the airport when the area is not in use by Defence. This change did not apply to all aircraft departing to the north, or change any routes for flights departing to the south.

Previously, most of these aircraft (mostly heading to destinations in the Middle East and Africa) overflew Beechboro and suburbs to the west of Beechboro at between 2500 and 4000 feet (760 to 1200 metres). The new flight path has some of these aircraft take a more northerly route and only turning after they reach 8000 feet (2400m). This additional height reduces the impact of aircraft noise on the ground. It also provides some night-time respite for residents in Beechboro and the suburbs to the west of Beechboro.

Following additional community consultation and environmental assessment, in July 2014 use of this procedure was expanded to all hours when RAAF Pearce airspace is not in use. This will continue to deliver improved noise outcomes for residents living in nearby suburbs including Beechboro, Malaga and Ballajura.

The practice of direct tracking arrivals to Runways 21 and 24 over Stoneville and Parkerville, northeast of the airport, was addressed. “Direct tracking” involves taking an aircraft off the standard flight path and giving it a shorter route. This now only occurs when it is operationally required, for example, for traffic management reasons to ensure separation is maintained.