Perth Airport has adopted a ‘composite’ Australian Noise Exposure Forecast (ANEF) which reflects a combination of two Australian Noise Exposure Concepts (ANEC) that are based on potential future operating modes.

The ‘composite’ ANEF is created by taking the worst case (outer contour lines) of the two ANECs.

ANEC 1 The first ANEC reflects the existing runway system, considers future extensions of the main (03/21) and cross runway’s (06/24) and looks at when this operating mode would reach capacity. This ANEC provides a capacity of approximately 190,000 aircraft movements per annum which is the maximum movements on this system.

ANEC 2 The second ANEC (ANEC 2) is based on the long-term airfield layout including the construction of the proposed new runway (03R/21L) parallel to the existing main runway (03L/21R), which is subject to approval. This scenario can accommodate approximately 362,000 annual aircraft movements and is consistent with the anticipated level of activity once the airport is again starting to reach capacity during the peak periods.

For background information on ANEF or ANEC noise contours click here.

Understanding the ANEF

The interactive display below allows you to view the current Perth Airport Ultimate Capacity Australian Noise Exposure Forecast (ANEF) noise contours for Perth Airport.

You can also compare and highlight the differences between the current ANEF noise contours and the previous ANEF associated with the 2009 and 2014 Master Plans.

For background information on ANEF or ANEI noise contours click here.

To download a PDF copy of the endorsed ANEF click here (13.6MB).

Yes, although most of the major technological advancements have already occurred.

Aircraft that are being manufactured today such as the Airbus A350 and Boeing 787 Dreamliner are 75% quieter than aircraft manufactured 40 years ago and Australia has one of the most modern aircraft fleets in the world.  However, it is recognised that growth in air traffic has resulted in more noise events than in the past.  Aircraft and engine manufacturers with the support of government agencies and industry groups will continue to invest heavily in research and development to produce significantly quieter aircraft.

Advancements in air navigation aids both on the ground and in the cockpit are also allowing aircraft to operate in ways that can reduce noise levels on the ground or reduce aircraft noise exposure.

For example, Continuous Descent Approaches (CDA) allow aircraft to descend from cruising altitude down to the runway in one smooth and uninterrupted motion.  This reduces noise because aircraft require less thrust and stay higher for longer.

Required Navigation Performance (RNP) commonly referred to as ‘Smart Tracking’ is a relatively new navigation procedure that relies on satellite-based technology.  An RNP procedure uses satellite navigation, coupled with the performance characteristics of an aircraft’s autopilot system, to allow crew to fly aircraft along a precise flight path with a high level of accuracy.

RNP has the potential to increase airspace capacity and offers safety benefits with precision and accuracy.  It also provides flexibility that allows for an extremely narrow corridor, including curved approaches, resulting in improved efficiency, capacity and environmental performance.  These flexible flight paths allow for aircraft to be directed around obstacles or restricted areas such as noise sensitive locations while keeping the most direct routing possible to minimise fuel burn.

RNP is now a standard procedure at Perth Airport, although only some aircraft equipped with the required technology can fly an RNP approach.

Industry remains committed to using technology where they can to reduce the impacts of aircraft noise.