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Noise preferred routes for departing aircraft and for aircraft arriving ‘visually’ (in good visibility) were introduced in 2007 following a wide scale consultation with local stakeholders, residents and councils. These routeings aim to divert aircraft away from the most densely populated areas where it is possible to do so. The airport ensures, as far as is reasonably practical, that aircraft using the airport adhere to the preferred routes. There are however occasions when the noise preferred routes cannot be followed by aircraft and examples of this are the avoidance of poor weather (thunder storms) or other air traffic in the area. Noise preferred routeings are constantly kept under review following feedback from our local communities.

The annual number of daytime helicopter movements is restricted, and helicopter movements are banned during night hours, in order to minimise the noise for our neighbours.

Noisier aircraft which do not meet strict industry standards, referred to as ICAO ‘Chapter 3’, are not permitted to visit Southampton Airport. The airport was one of the first in the country to ban aircraft that do not meet this standard.

The number of flying training movements is restricted. Although some flying training takes place this has significantly reduced in recent years.

There are strict limits on the times, the location and the number of occasions that aircraft engine ground running can take place, which is required for engine testing. No engine ground running is permitted during night hours.

In summary, this agreement is of great significance in order to minimise the impact of aircraft noise on the local community and provides governance on the way that we operate the airport in the interests of the local community. Monitoring and reporting against these regulations are undertaken at the Southampton Airport Consultative Committee.

Aircraft will always produce a similar level of noise during day to day operations. Aircraft have to meet and maintain strict guidelines on noise levels as part of their certificate of airworthiness so noise levels directly emitted tend to remain consistent on a day to day operational basis.

One factor that does affect the way aircraft noise is perceived is the atmospheric conditions at the time of the flight. If we experience calm atmospheric conditions usually associated with warmer weather, sound waves will travel further and as such, it is perceived that the noise is greater. In more turbulent conditions associated with wind and rain, sound waves get dispersed and thus making aircraft appear quieter. It’s a similar scenario to dropping a pebble in a pond; the ripples travel further if the water is still. If you introduce waves, the ripples are dispersed more quickly so travel less distance.

Low clouds also have an insulating effect on aircraft noise. This is another reason why on a cloudless day, the noise seems greater.

During strong wind conditions, it has been shown that sound waves can be carried for large distances. This means that aircraft taxiing on the ground at Southampton can be heard some distance away from the airport in a similar manner to road noise.

The ILS utilises three radio beams which are emitted from ground based infrastructure located within the airport boundary. One beam ensures that the aircraft is aligned with the runway centreline, one creates a “glide path” for aircraft to follow to allow them to descend at the correct speed and angle and one gives distance away from touch down. This system works in conjunction with specialist systems on board the aircraft and allows for a consistent flight path. The ILS approach is used for all arrivals during low visibility and low cloud and is classed as a precision approach.

A visual approach is where pilots position the aircraft to land by using a visual reference to the airfield. The pilot will manually fly the aircraft and will align with the runway using a combination of visual referencing and various lighting systems that are on the ground at the airport. A visual approach can only be flown when visibility is good and when the clouds are above a certain height. The flight path over the ground for a visual approach can vary slightly.

Aircraft making a visual approach will be aligned with the centre line of the runway from not less than 2 nautical miles when arriving from a southerly point of origin, and at 5 nautical miles when from northerly, easterly or westerly directions.

Aircraft departing in a northerly direction are required to continue along the runway heading until reaching two and a half miles from the end of the runway. This avoids overflying the village of Bishopstoke to the north east, and densely populated areas of Eastleigh and Chandler’s Ford to the North West. After this point aircraft will then route towards their next navigational waypoint.

Aircraft will join the standard approach path from no less than 8 nautical miles and at a constant 3° angle of approach.

The UK Civil Aviation Authority has a strict consultation process in place to ensure that all stakeholders are made aware of, and given an opportunity to feedback on any proposed permanent flight path changes. It is important to note that Southampton Airport will not permanently change any flight paths without following this process of consultation. However, there are conditions when noise preferred routes will not be flown on a temporary basis. These include:

These routes only apply to commercial aircraft above 5700kgs and to all jet aircraft. Smaller propeller aircraft and helicopters will not follow these routes as this would result in significantly increased journey times and increased fuel usage.

Occasionally aircraft will be directed by NATS not to fly the Noise Preferred Route due to weather conditions, other air traffic in the area, or for aircraft performance reasons.

In addition, communities around the airport are likely to see and hear aircraft even if they do not fly directly overhead.

The VOR is best described as a bicycle wheel on its side. There are 360 spokes each representing 1 degree of a compass and each spoke will emit a straight line radio transmission which the aircraft will tune into, and follow, to guide them into the airport. Aircraft utilising this approach will follow an offset approach path to the runway and position with the runway centreline once the pilot has sight of the airport.
The reason for the offset approach is because the VOR is located in a position to the north east of the runway so it is not in line with the runway. The VOR is used in conjunction with the DME which, like the ILS, will inform the pilot of their distance from touchdown.

An NDB is a single aerial transmitter that does not transmit specific directional information to an aircraft, unlike a VOR. Instrumentation on board the aircraft will home into the transmissions, and the aircrew fly towards the beacon, making adjustments to the track as they fly towards the runway. The NDB flight path over the ground can vary slightly. As the NDB beacon is located off to one side of the runway, as per the VOR approach, aircraft will follow a slightly offset path.

A visual approach is where pilots position the aircraft to land by using a visual reference to the airfield. The pilot will manually fly the aircraft and will align with the runway using a combination of visual referencing and various lighting systems that are on the ground at the airport. A visual approach can only be flown when visibility is good and when the clouds are above a certain height. The flight path over the ground for a visual approach can vary slightly.

The point at which aircraft are required to be on alignment with the runway’s centre line, when making a visual approach is four miles. Aircraft join the approach path over the less densely populated Southampton Water area to manoeuvre onto the runway centre line for arrival. The aircraft are then required to follow a 3º angle of approach for operational reasons.

Aircraft taking off to the south will climb straight ahead to 500ft above mean sea level, and then turn right to follow a 217° heading. This heading will direct aircraft towards the path of the River Itchen and the track will be maintained until reaching Southampton Water or 2000ft above mean sea level, whichever is reached first. The exact point, at which aircraft reach 500ft and subsequently turn, will vary depending on many factors, such as engine type, aircraft weight and weather conditions.

Please see above for VOR (Radio Beacon) Approach.

The UK Civil Aviation Authority has a strict consultation process in place to ensure that all stakeholders are made aware of, and given an opportunity to feedback on any proposed permanent flight path changes. It is important to note that Southampton Airport will not permanently change any flight paths without following this process of consultation. However, there are conditions when noise preferred routes will not be flown on a temporary basis. These include:

These routes only apply to commercial aircraft above 5700kgs and to all jet aircraft. Smaller propeller aircraft and helicopters will not follow these routes as this would result in significantly increased journey times and increased fuel usage.

Occasionally aircraft will be directed by NATS not to fly the Noise Preferred Route due to weather conditions, other air traffic in the area, or for aircraft performance reasons.

In addition, communities around the airport are likely to see and hear aircraft even if they do not fly directly overhead.

The Technical Working Group has been established to provide technical guidance and advice to the Consultative Committee on measures to minimise the disturbance to communities around Southampton Airport. This focuses primarily on issues relating to aircraft noise, arising from airport operational activity.

Members of the group include:

• NATS
• Consultative Committee Chair
• Representation from one or more of the base airlines
• Southampton Airport operational experts
• Local authority technical officers from Eastleigh Borough Council, Southampton City Council and Winchester City Council.

If you would like further information on the Southampton Airport Consultative Committee, please find the contact details in the FAQ’s and Contact us section.

Email: CAS-lowflying@mod.uk
Telephone: 01780 417558

Southampton Airport Consultative Committee
Telephone: 02380 688298

We do not currently schedule night flights; however Southampton Airport is permitted 10 night movements per month, limited to 100 per year to allow for medical flights, technical delays and any schedule delays that may occur. We class a night flight as taking place after 23:00 but before 06:00 Monday to Saturday and 07:30 on a Sunday. It is important to note that aircraft arriving or departing other airfields may transit our airspace, even when Southampton Airport is closed.

The true definition of Airspace is the portion of the atmosphere controlled by a country above its territory, including its territorial waters or, more generally, any specific three-dimensional portion of the atmosphere. The airspace over Southampton Airport is classed as controlled airspace. Controlled airspace exists where it is deemed necessary that air traffic control has some form of positive executive control over aircraft flying in that area. This is for the safe passage of commercial aircraft and is for the safety of passengers on board the flight. Air Traffic Control will sequence flights within controlled airspace to ensure that strict separation is maintained, both laterally and horizontally between aircraft. An aircraft can manoeuvre anywhere within an area of controlled airspace.

All commercial aircraft operating into or out of Southampton Airport will be required to stay within the confines of controlled airspace. This includes the areas of controlled airspace that immediately surround Southampton Airport and also the wider airspace including airways which are the “motorways in the sky for aircraft.” These areas of controlled airspace span a large portion of the skies above our heads and form corridors where aircraft fly. The position at which the aircraft take within the corridor of airspace can vary for a number of reasons including whether the aircraft is arriving or departing an airport, the size of the aircraft and also sequencing with other airport traffic is considered. It is also key to note that all traffic routing will be under the control of air traffic controllers. These controllers will not see areas of population on their radar screens, all they see are the boundaries of controlled airspace so it is not possible for them to avoid particular properties or roads.

For aircraft on final approach to land, the flight crew will aim to be aligned with the runway as soon as possible. This is for safety reasons so the pilots have ample time to ensure that the aircraft is set up and ready to land safely. For aircraft on departure, the aircraft will aim to get as high as possible as quickly as possible as flight at higher altitudes is more efficient. The routings taken will vary depending on whether the aircraft is departing to the North or South. Please see the relevant section for more information.

The general rule of thumb for aircraft operations is to get as high as possible as quickly as possible. The reason for this is because an aircraft is more efficient at higher altitudes due to the thinner air which results in better fuel efficiency and reduced noise for those on the ground.

Aircraft heights in any individual area will vary depending on many factors including the route taken by the aircraft, your distance away from the airport, aircraft/engine type, weather conditions and the weight of the aircraft. If you have a question about a specific movement, please contact the Noise and Flight Evaluation Unit for more information.

The main reason for this will be down to wind direction. The wind direction dictates the direction of take-off and landing for all aircraft at all airfields around the world. For safety and performance reasons, an aircraft will always take off and land into wind. Due to the prevailing South West Wind, we do see a large majority of flights land from the North and take off from the South but due to the nature of the surrounding terrain and areas of open water, the wind direction can change daily, even hourly. Where the surface wind at the airfield is calm, winds at 1000ft -3000ft are taken into consideration.

All feedback relating to Southampton Airport air traffic is recorded and investigated using our flight tracking software if necessary. The information is reviewed, analysed and presented to the Southampton Airport Consultative Committee.

OUR ACTIONS ON RECEIPT OF YOUR COMPLAINT

We will:

1. Register your complaint.
2. Investigate the cause of a complaint arising from specific issues you have identified.
3. Take appropriate action if any operators are identified as being in breach of our published noise levels.

We will not:

1. Respond to repeated or vexatious complainants.
2. Collate/analyse excessive volumes of data unrelated to pursuing a specific noise complaint incident.
3. Answer questions relating to airspace change via this process, questions in this regard should be directed to the airspace consultation process.

There are occasions where aircraft are instructed by NATS not to follow the noise preferred routes, usually due to weather conditions or other safety reasons. However, if an aircraft deviates for no reason, a full investigation will be carried out in conjunction with the aircraft operator and we reserve the right to impose a financial penalty on the airline, with all monies being invested back into community projects.

Firstly we always recommend that you spend some time in the area to gain an understanding of where aircraft fly in the vicinity. It is best to pick different times over a number of different days so you can understand how the schedule and routes can vary. We also encourage you to get in touch with us so we can give you an accurate picture of flight paths and any more information to better inform your decisions. Your estate agent should be able to put you in touch with the seller of the property to discuss their experiences but please remember that noise is subjective, what affects one may not affect another!

More information on vortex damage and our policy is available here.

To register a noise complaint please fill in the form below

We will:

1. Register your complaint.

2. Investigate the cause of a complaint arising from specific issues you have identified.

3. Provide you with factual information around the noise event you have reported and confirm it has been recorded.

4. Take appropriate action if any operators are identified as being in breach of our published noise levels.

We will not:

1. Repeatedly provide the same information.

2. Collate/analyse excessive volumes of data unrelated to pursuing a specific noise complaint incident.

3. Answer questions relating to airspace change via this process, questions in this regard should be directed to the airspace consultation process.

4. Answer questions regarding the general perception of an increase in noise or other trend related matters.

We analyse complaints on a monthly basis to establish emerging trends, this ensures that we keep up to date with any community concerns and consider any action that may reduce disturbance.  The number of complaints received, and the nature of enquiries is reported both to our Management Team and the Airport Consultative Committee.

We can only investigate airport operations relating to Southampton Airport.  We aim to investigate and respond where possible within 5 working days (providing sufficient information has been provided at the point of initial enquiry).