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Dept of the Environment Transport and the Regions

Answer

Dr. Tonge: To ask the Secretary of State for the Environment, Transport and the Regions (1) what factors were taken into account when final descent paths for aircraft approaching Heathrow were altered in 1995; [159826] (2) what plans he has to alter the final descent paths for aircraft approaching Heathrow. [159827] Mr. Robert Ainsworth: The final approach tracks followed by aircraft approaching Heathrow to land have to be aligned with the runways in order to comply with long established internationally agreed standards. They have not changed and cannot be changed unilaterally. The paths that aircraft follow before aligning with the runway are not fixed, in order to allow for safe tactical integration of up to four streams of traffic, but the area of airspace used for this purpose has been established in its present form for about 30 years. An "early morning landings trial" commenced in September 1995, which required aircraft during westerly operations at night (before 6.00am) to join the 3{o} glideslope of the instrument landing system (ILS) at or above 3,000 ft (instead of 2,500 ft) and to join the final approach track at not less than 10 nautical miles (18 1/2 km) from touchdown. The trial was evaluated and a summary of the findings was published in the November 1998 consultation paper on night restrictions at Heathrow, Gatwick and Stansted airports (copies of which were placed in the Libraries of the House). It was found that the trial procedure produced a reduction in noise exposure in the area between 16 1/2 km and 31 1/2 km from touchdown. Some noise increases were caused in parts of Clapham, Deptford, Lewisham and Blackheath because more aircraft joined the ILS final approach track further from touchdown. A redistribution of traffic over built-up areas can result in gains and losses but may be justified, as in this case, where the gains substantially outweigh the losses. The study also found a small increase in the achievement of the noise reducing continuous descent approach (CDA) procedure even though the CDA instructions were not changed for the trial.

Secondary information

Type

Written question

Reference

367 c638W; 159826;159827

Session

2000-01

Subjects

Aviation Airports Land Heathrow Airport Safety measures Air traffic

Link

View this Written question on www.publications.parliament.uk