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Hobart Airport NAP 1: Preferred Flight Paths

The NAP lists the preferred flight paths as::

1. Preferred Flight Paths

Arrivals

  • (1.a) Arrivals: Expect processing via published STAR.

Departures

  • (1.b) Departures: Expect processing via published SID.

Adherence with this procedure is reported below. SID operations are reported up to 10,000ft adherence.

2. Arriving Aircraft During Approach Hours of Operation

  • 2.a: Arriving Runway 12: No specific procedures apply.
  • 2.b: Arriving Runway 30:
    • Before 08:00 – Aircraft will use the RNAV approach.
    • From 08:00 to 14:00 – No special procedures apply.
    • After 14:00 – Aircraft will again use the RNAV approach.
  • 2.c: Departing Runway 12 and 30: Refer to 1.b.
  • 2.d: Arrivals VOR approaches – currently specific VOR approach data is not available.

Adherence with the 2.b procedure is reported below.

3. Arriving Aircraft Outside Approach Hours of Operation

  • 3.a: Arriving Runway 12: No specific procedures apply.
  • 3.b: Arriving Runway 30: Refer to 2.b.
  • 3.c: Departing Runway 12 and 30: No specific procedures apply.
  • 3.d: Arrivals VOR approaches – currently specific VOR approach data is not available.

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. 

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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Cairns Airport NAP 2: Preferred Flight Paths

The NAP lists the preferred flight paths as:

2.1: Arrivals General Procedures

  • Aircraft will be routed away from populated areas until they are either over the ocean, or lined up with their final approach path – reporting options currently under review.
  • Pilots should delay using flaps as long as safely possible to reduce noise during landing – data not available.

2.1.a: Arrivals to Runway 15

When weather is good (VMC), aircraft will:

  • Follow STAR procedures (Standard Arrival Routes).
  • May be directed to do a Runway 33 LOC approach.
  • May also visually manoeuvre from BENJI waypoint to cross the coast at Richter’s Creek.

2.1.b: Arrivals to Runway 33

  • Track via LOC approach or
  • If suitable weather join a visual right circuit seaward of the coastline.

2.2: Departures

  • Aircraft to follow SID procedures and then be routed clear of populous areas.

The Preferred Flight Paths Report below shows a low adherence of departures from Runway 33 following the preferred flight paths. This means that aircraft that are departing the runway towards the north are not following the preferred departure flight path.

Our investigation of this low adherence shows that while departing aircraft are following the departure path over land, many of the aircraft that are headed to southern destinations will turn right and cross the coastline, after which point they often deviate from the departure flight path when over water, due to air traffic operational requirements.

Noise abatement focuses on methods to minimise aircraft impacts over land. As this deviation from the departure flight path is occurring over open water, the operation remains consistent with the intent of the preferred flight paths NAP, being to avoid populous areas.

We are working to modify the collation and reporting of this data to better reflect the on-ground experience of noise abatement.

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. 

The report below provides the percentage adherence against the NAP criteria for preferred flight paths from June 2025. Reporting dating back to January 2025 is currently being prepared and will be added to this page soon.

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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Perth Airport NAP 2: Preferred Flight Paths

The NAP lists the preferred flight paths as:

2.1 Minimum Height Over Residential Areas

  • Turbo-prop aircraft – minimum altitude of 3,000 ft AGL.
  • Jet aircraft – minimum altitude of 5,000 ft AGL.

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

2.2 Departures to the east of Perth

  • Aircraft departing to the east of Perth on SIDs will be kept on track until leaving an altitude of 8,000ft except when required for operational reasons

Adherence with this procedure is reported below (combined with 2.3). 

2.3 Departures

  • Air traffic control (ATC) shall normally process departing aircraft using standard departure paths (SIDs)
  • When not following a procedural SID, use flight paths that approximate the SID tracks where possible

Note: 

Adherence with this procedure is reported below (combined with 2.2). SID operations are reported up to 10,000ft adherence.

Note: A procedural SID is a published route aircraft use to safely travel through the busy airspace surrounding airports. Aircraft follow this route from departure to where they transition to the enroute (high-level airspace) phase of their flight. Procedural SIDs act like a road, providing an established path for aircraft to track along. They make separation from other aircraft easier and air traffic control more predictable.

2.4 Arrivals

  • Arriving aircraft must be processed via standard arrival paths (STARs) where available
  • Only deviate from STAR path if essential for sequencing arrivals or separation with other aircraft

Adherence with this procedure is reported below.

2.5 Non-STAR Tracking

Non-STAR tracking must approximate STAR tracks or comply with minimum height requirements, with specific exceptions for each landing runway direction (e.g. visual approaches where pilots navigate by visual landmarks instead of procedures, and other exceptions based on the direction of arrival). These exceptions are:

  1. Landing runway 21, arriving from the south
    • Aircraft at or below 45000kg maximum take-off weight can fly visually using a left turn to join final approach
  2. Landing runway 21, arriving from the west
    • via waypoint WOOFY to 6 nautical miles from Runway 21 for a visual approach
  3. Landing runway 24, arriving from the south
    • via waypoint SPUDO
  4. Landing runway 03, arriving from the south or west
    • via waypoint HARMN for an Instrument Landing System (ILS) approach
    • track to 5 nautical miles from Runway 03 for visual approach
  5. Landing runway 06, arriving from the southwest or west
    • track west of the coast to conduct a straight in approach

Waypoints – A waypoint is a geographical location used to define a point on a flight path. Waypoints are defined by geographic coordinates and typically take the form of a five-letter capitalised word e.g. WOOFY, SPUDO, HARMN.

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. 

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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Adelaide Airport NAP 3: Preferred Flight Paths

The NAP lists the preferred flight paths as:

3.1 and 3.2. General.

  • 3.1: The procedures do not apply to single engine aircraft under 1,750 kg maximum take-off weight.
  • 3.2: The procedures may be waived for non-jet aircraft under 32,000 maximum take-off weight between 0700 and 2100 local time.

We have recently clarified and improved our reporting for operations that are not required to follow the Preferred Flight Paths at certain times of day. Clause 3.2 of the Adelaide NAPs specifies Preferred Flight Paths for non-jet aircraft less than 32,000kg may be waived between 0700-2100 local time. We have consulted our operational staff and in practice these aircraft are managed in accordance with the waiver for operational reasons. 3.2 reporting has been adjusted to remove flights that qualify for this wavier from December 2025.

3.3 Arrivals

Aircraft should use a STAR if available.

3.3.a: Runway 23

  • From the East: Intercept RWY 23 at or beyond MOPRI or at beyond 10nm. Maintain at least 3000 ft until passing MOPRI or 10nm.
  • From the East: Intercept runway centerline at or beyond waypoint MOPRI or at beyond 10 nautical miles. Maintain at least 3000 ft until passing waypoint MOPRI or 10 nautical miles.
  • From the West: Use a right circuit/base approach.
  • From the East: Intercept RWY 23 at or beyond MOPRI or at beyond 10nm. Maintain at least 3000 ft until passing MOPRI or 10nm.
  • From the East: Intercept runway centerline at or beyond waypoint MOPRI or at beyond 10 nautical miles. Maintain at least 3000 ft until passing waypoint MOPRI or 10 nautical miles.
  • From the West: Use a right circuit/base approach.

3.3.b: Runway 05

  • Arrivals from the East:
    • Jets – track via waypoint PEGTU to intercept runway centerline at or beyond 5 nautical miles.
    • Non-Jets – track via waypoint PEGTU intercept runway centerline at or beyond 3 nautical miles.
  • Arrivals from the West:
    • Jets – intercept runway centerline at or beyond 5 nautical miles.
    • Non-Jets – intercept runway centerline at or beyond 3 nautical miles.

3.3.c: Runway 12

  • Jets – intercept runway centerline at or beyond 5 nautical miles.
  • Non-Jets – intercept runway centerline at or beyond 3 nautical miles.
  • Descent below 3,000ft is not allowed until west of the coast

3.3.d: Runway 30

  • Arrivals from the East – intercept runway centerline at or beyond 10 nautical miles.
  • Arrivals from the West – Determined by traffic management.

Adherence with this procedure is reported below.

3.4 Departures

3.4.a: Runway 23

  • East: Jets maintain heading until 6nm, then via waypoint LEMAT.  Non-Jets maintain heading until 3 nautical miles, then seaward of the coast and via waypoint LEMAT.
  • West: Maintain heading until 3 nautical miles.


3.4.b: Runway 30:

  • West: Maintain heading until 3 nautical miles.

3.4.c: Runway 12

  • No specific procedures apply
  • No specific procedures apply

3.4.d: Runway 23 or 30

Adherence with this procedure is reported below.

Note: A waypoint is a geographical location used to define a point on a flight path. Waypoints are defined by geographic coordinates and typically take the form of a five-letter capitalised word 

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. 

The report below provides the percentage adherence against the NAP criteria for preferred flight paths for June 2025. Reporting dating back to January 2025 is currently being prepared and will be added to this page soon.

“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. If there are no operations during the reporting period, the report below will show 0 adherent movements, 0 total movements and give a compliance of 0.0%. 

NAP 3.4 Departure Procedure

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Melbourne Airport NAP 2: Preferred Flight Paths

The NAP lists the preferred flight paths as:

2.1 Minimum heights over densely populated areas (unless in the course of taking off or landing)

  • Jet aircraft: 5,000 ft
  • Non-jet aircraft: 3,000 ft

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

2.2 Departures

  • Use standard departure paths (SIDs).
  • If not, fly as close as possible to those paths and follow height rules.

Adherence with this procedure is reported below. SID operations are reported up to 10,000ft adherence.

This NAP notes the need to “approximate” the SID where the procedural SID is not being flown. As we worked on defining the corridor that aircraft should be within for approximation, initial reporting on this NAP prior to 28 November 2025 were departures using the procedural SID corridor only without any variance for approximation.  As such, reporting accessed prior to 28 November will show a lower adherence result.

2.3 Arrivals

  • Use standard arrival paths (STARs) where available.
  • Radar vectors allowed.

Adherence with this procedure is reported below.

  • Radar Vectoring – Air traffic controllers can sometimes guide a plane off the STAR route and give it specific headings (or “vector”) using radar to help it join the final runway-aligned landing path. Controllers do this to keep safe spacing between planes, manage traffic flow, and make the landing process more efficient.

This NAP notes that aircraft can be vectored at particular points which will take them off the STAR approach. As we worked on defining these points, initial reporting on this NAP prior to 28 November 2025 reported arrivals using STAR tracking only without variance for radar vectors. As such, reporting accessed prior to 28 November will show a lower adherence result.

2.4 Runway 16 arrivals (arrivals from the north east turning left onto the long north-south runway) 

  • Use STAR via waypoint BELTA or
  • Visual track via waypoint ROKDL with restrictions:
    • no shortcutting early
    • avoid flying low over Wallan (if not possible, then jet aircraft should be at or above 6000 ft whenever practicable)

Note: A waypoint is a geographical location used to define a point on a flight path. Waypoints are defined by geographic coordinates and typically take the form of a five-letter capitalised word e.g. BELTA, ROKDL, PORTS.

Adherence with this procedure is reported below.

2.5 Runway 34 arrivals (arrivals from the south onto the long runway)

(1) Aircraft turning right to land:

  • Use STAR via Essendon Airport, or if needed, may be radar vectored south of Essendon Airport to join the final runway aligned landing path

(2) Aircraft turning left or heading straight-in to land:

  • Must follow applicable STAR, or
  • between 6am–11pm only, may be radar vectored to join final runway-aligned section no closer than 3.5 Nautical Miles (roughly 6.5km) from touchdown

Adherence with this procedure is reported below.

2.6 Night time arrivals (11pm–6am)

  • Southeast arrivals must stay east of the ONAGI–MOSVO line
  • Unless landing on Runway 09 or 34 using PORTS STAR

Adherence with this procedure is reported below.

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. 

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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Canberra Airport NAP 2: Preferred Flight Paths

The NAP lists the preferred flight paths as:

2.1 Noise Abatement Area

A designated Noise Abatement Area covers most of Canberra and Queanbeyan.

Preferred routing avoids this area whenever possible.

If aircraft must fly over the area:

  • Jet aircraft must stay above 7,000 feet AMSL.
  • Propeller aircraft over 5,700 kg maximum take-off weight must stay above 5,000 feet AMSL.

Note:  The Noise Abatement Areas do not apply to:
* Emergency or medical priority operations.
* Operations avoiding hazardous weather.
* TWR circuit training operations
* Unplanned missed approach operations

(2.1.b) All hours – aircraft with minimum altitude

We have become aware of an error in the reporting of this NAP as the height of the aircraft was calculated using the height above ground rather than the height above mean sea level as stated in the NAP. We have corrected the results and backdated these to correct the error.  


Adherence with this procedure is reported below.

2.2 and 2.3 Arrivals

Runways 35, 17, 30 and 12

  • 2.2.a: Runway 35: At night: jets will be vectored to be on final approach no closer than MOMBI.
  • 2.2.b: Runway 17: Aircraft on right base will be vectored to be on final approach no closer than 4 DME CB.
  • 2.2.c: No specific procedures apply.
  • 2.3.a: Runway 35 or 17: IFR aircraft required to conduct a straight-in approach.
  • 2.3.b: No specific procedures apply.
  • 2.3.c: Data not available

Adherence with this procedure is reported below.

2.4 and 2.5 Departures

Runway 35 Departures

  • 2.4.a.1: Jets will usually be assigned a heading of 350° after take-off.
  • 2.4.a.2: Jets turning right must climb to at least 4,500 feet before turning.
  • 2.4.a.3: Jets turning left must pass Mt Majura before starting the turn.
  • 2.5.a.1: Jets will usually be assigned a heading of 353° (SID).
  • 2.5.a.2: Jets must climb to at least 5,000 feet before turning.

Adherence with this procedure is reported below.

Runway 17 and 30 Departures

  • 2.4.b: Runway 17: Heading of 180 degrees until clear of Noise Abatement Area.
  • 2.5.b: Runway 17: Follow SID.

Adherence with this procedure is reported below.

NAPs not currently reported on

Reporting options are currently under review for the following NAPs, where data is not currently available.

  • 2.2.d: Pilot requirement for landing runway 12 during tower hours.
  • 2.3.c: Pilot requirement for landing runway 12 outside tower hours.
  • 2.4.c: Pilot requirement for departure runway 30 during tower hours.
  • 2.4.d: Pilot requirement for departure runway 12 during tower hours.
  • 2.5.c: Pilot requirement for departure runway 30 outside tower hours.

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

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

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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Sunshine Coast Airport NAP 2: Preferred Flight Paths

The NAP lists the preferred flight paths as:

2.1 Preferred Flight Paths

All arriving and departing aircraft to track via a SID and STAR for aircraft above 5,700kg.

Arrivals (STAR)

Departures (SID)

Adherence with this procedure is reported below.

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. 

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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How Brisbane’s airspace operates

In 2020, Brisbane Airport opened a new parallel runway, which introduced new flight paths – designed to suit the orientation of both runways, the locations they would service, the types of planes that would use them and the typical wind conditions. This major airport infrastructure development shaped how Brisbane’s airspace works today.

Airservices Australia plays a vital role in managing Brisbane’s busy skies. 

Our top priority is safety, while also balancing efficient operations, reducing environmental impact, and minimising aircraft noise. 

The Brisbane airspace system is large and complex with many factors to consider. 

At Airservices Australia, we are dedicated to providing safe, efficient and environmentally responsible services to the aviation industry and the community.

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Airservices Australia: Who we are and what we do

As Australia’s air traffic management and aviation rescue fire fighting service provider managing 11% of the world’s airspace, our primary focus is to ensure the safety of air travel both in the air and on the ground at airports.

Each year, millions of people travel to, from and within Australia, with about 3.9 million flights taking off and landing across the country. 

Managing air travel—including safety, efficiency, environmental and community impact—is a shared responsibility. Government agencies, airlines and airports work together to balance these priorities.

At Airservices, our highly trained air traffic controllers manage flights at every stage—departure, enroute travel, and arrival—working together to keep planes safe in controlled airspace. 

We provide air traffic services at 29 airports, across Australia. Our aviation rescue fire fighters are on standby at 27 airports, ready to respond to emergencies. Most of these airports operate 24/7 without restriction, but some have movement caps and curfews set by the Federal Government to manage local impacts. 

At Airservices Australia, we are committed to ensuring safe, efficient, and responsible air travel while balancing the needs of communities and the aviation industry.

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How we manage Australia’s airspace

Australia’s skies are some of the busiest in the world, with millions of flights taking off and landing every year. At Airservices Australia, we work behind the scenes, safely managing air traffic in controlled airspace while considering noise impacts on communities.