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How seasonal variation affects your area

Aircraft usually take-off and land into the wind for safety and performance reasons. As the wind direction changes, the runway in operation and the flight paths being used may also change.

This means that Hobart’s seasonal wind patterns affect usage of the different runway directions.

Summer

During summer, when afternoon sea-breezes are common, the wind varies so both Runway 12 and Runway 30 are used.

Runway 30 is mostly used in the morning (8-9am) and evening (8-9pm) and Runway 12 is mostly used during the day (10am-5pm).

The flight paths in use change depending on the runway being used.

Runway 12 Typical Usage, Arrivals (Blue), Departures (Green)

When Runway 12 is used, aircraft depart to the south before turning north and crossing the coast near Connellys Marsh (jets) or Dodges Ferry/Carlton (non-jets). Aircraft arrive from the north using two approach paths (depending on the technology available on-board the aircraft) near Campania or Bagdad.

Runway 30 Typical Usage, Arrivals (Blue), Departures (Green)

When Runway 30 is used, aircraft depart to the north before turning near Bagdad (jets) or Richmond (non-jets). Aircraft arrive from the south using two approach paths (depending on the technology available on-board the aircraft), crossing the coast near Carlton/Primrose Sands or Connellys Marsh.

Most of the year

The prevailing wind is north-westerly for most of the year (approximately 75% of the year), meaning that Runway 30 is used most frequently.

The flight paths in use are most often those for Runway 30.

Runway 30 Typical Usage, Arrivals (Blue), Departures (Green)

When Runway 30 is used, aircraft depart to the north before turning near Bagdad (jets) or Richmond (non-jets). Aircraft arrive from the south using two approach paths (depending on the technology available on-board the aircraft), crossing the coast near Carlton/Primrose Sands or Connellys Marsh.

Learn more about how aircraft arrive to Hobart Airport on our When is each flight path used? page.

Note: All tracks have been displayed. Track colours have been adjusted to show track density. Where aircraft are more concentrated the colour will appear darker.

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How seasonal variation affects your area

Aircraft usually take-off and land into the wind for safety and performance reasons. As the wind direction changes the runway in operation and the flight paths being used may also change.

This means that Canberra’s seasonal wind patterns affect usage of the different runway directions. The prevailing winds favour Runway 35 which is used more than 70 per cent of the time. Runway 17 tends to be used more frequently in the warmer months than at other times, but this does vary.

If the wind is light or calm the direction the runway is used is determined by other factors such as Noise Abatement Procedures (NAP) or air traffic management requirements.

As we gather more data on operations we will update this section with more information.

Learn more about how the runway is named and oriented on our Canberra Airport Runways page.

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How seasonal variation affects your area

Aircraft usually take-off and land into the wind for safety and performance reasons. As the wind direction changes the runway in operation and the flight paths being used may also change.

This means that Perth’s seasonal wind patterns affect usage of the different runway directions. Specifically, Runway 21 tends to be used more frequently in the warmer months due to southerly winds whereas Runway 03 tends to be used more frequently in the cooler months when the predominant wind direction tends to be northerly.

Runways may be used in combination. For example, Runways 03 and 06 may be used at the same time for departures, or Runways 21 and 24 may be used at the same time for arrivals.

As we gather more data on operations we will update this section with more information.

Learn more about how the runway is named and oriented on our Perth Airport Runways page.

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How seasonal variation affects your area

Aircraft usually take-off and land into the wind for safety and performance reasons. As the wind direction changes the runway in operation and the flight paths being used may also change.

This means that Cairns’ seasonal wind patterns affect usage of the runway directions. The prevailing wind year-round tends to be southerly which results in more use of Runway 15. Therefore, when the wind direction is northerly and Runway 33 is used, it can be more noticeable to affected residents because it occurs less frequently.

Learn more about how the runway is named and oriented on our Cairns Airport Runways page.

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How seasonal variation affects your area

Aircraft usually take-off and land into the wind for safety and performance reasons. As the wind direction changes the runway in operation and the flight paths being used may also change.

This means that Adelaide’s seasonal wind patterns affect usage of the different runway directions. The prevailing wind is southerly for most of the year, meaning that Runway 23 is used the most frequently. During the cooler months Runway 05 typically receives more use than at other times of the year because there tends to be more northerly winds.

If the wind is light or calm the direction the runway is used is determined by other factors such as Noise Abatement Procedures (NAP) or air traffic management requirements.

As we gather more data on operations we will update this section with more information.

Learn more about how the runway is named and oriented on our Adelaide Airport Runways page.

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How seasonal variation affects your area

Aircraft usually take-off and land into the wind for safety and performance reasons. As the wind direction changes the runway in operation and the flight paths being used may also change.

This means that Melbourne’s seasonal wind patterns affect usage of the different runway directions. Specifically, Runway 16 tends to be used more frequently in the warmer months due to southerly winds whereas Runway 34 tends to be used more frequently in the cooler months when the predominant wind direction tends to be northerly. The pattern of use of Runway 27 tends to be less clear-cut as it can generally be used with either a northerly or southerly wind, provided the crosswind does not exceed the maximum allowed speed of 20 knots, including gusts.

Runways may be used in combination. For example, Runway 27 may be used for departures while Runways 27 and 34 are being used in combination for arrivals.

Learn more about how the runways are named and oriented on our Melbourne Airport Runways page.

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Will flights increase in the future in my area?

Flight Path and Airspace Changes

Visit Engage Airservices to engage with our program of flight path and airspace changes.

Airport Master Plans

Airport Master Plans provide a blueprint for the future development of an airport over a twenty year period. They include information on forecast growth, airport terminals and facilities, runways and flight paths.

Who is responsible for master planning?

Airports are responsible for producing the master plan.

Melbourne Airport

The Melbourne Airport Master Plan can be found on the Melbourne Airport website.

The Essendon Airport Master Plan can be found on the Essendon Airport Website.

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Unusual activity

We regularly receive calls about unusual or irregular aircraft activity or airport operations.

Aircraft may not fly on the published flight path for a number of reasons. You can learn more on our Do planes have to stay on flight paths? page.

Some other common reasons we are contacted are:

Circuit Training

At major general aviation airports around the country including Bankstown (NSW), Archerfield (Qld), Moorabbin (Vic), Parafield (SA) and Jandakot (WA), flight training schools regularly conduct circuit training. Circuit training sees aircraft, usually small single engine propeller aircraft, fly over the surrounding suburbs at a height of approximately 1,000 ft (305 metres).

Low level flights

Occasionally, aircraft and helicopters fly at low levels for reasons including law enforcement, rescue and military operations, aerobatic or air show displays.

More information is available on our What are the rules about helicopters? page and What are the rules about altitudes? page.

Equipment testing & calibration

We are responsible for conducting regular flight calibration inspections on around 500 navigational aids nationwide.

This involves a specially-equipped aircraft conducting numerous ‘missed approaches’ to test and calibrate equipment usually at low level. In order to fully check the equipment several passes are required and the aircraft may remain in the area for an extended period of time.

Whilst we take measures to reduce the impact of these inspections, they are required to maintain safety of the entire aviation system and on occasion we may need to undertake these at sensitive times.

Smoke and flames from an airport

We regularly conduct training exercises around the country for aviation fire fighters which involve the creation of large amounts of smoke and flames. There may also be an unusually high number of emergency vehicle movements. The appearance of smoke and flames at an airport does not mean there has been an accident or that there is any concern for aircraft safety.

Posted on

Will flights increase in the future in my area?

Flight Path and Airspace Changes

Visit Engage Airservices to engage with our program of flight path and airspace changes.

Airport Master Plans

Airport Master Plans provide a blueprint for the future development of an airport over a twenty year period. They include information on forecast growth, airport terminals and facilities, runways and flight paths.

Who is responsible for master planning?

Airports are responsible for producing the master plan.

Canberra Airport

The Canberra Airport Master Plan can be found on the Canberra Airport website.

Posted on

Will flights increase in the future in my area?

Flight Path and Airspace Changes

Visit Engage Airservices to engage with our program of flight path and airspace changes.

Hobart Airspace Design Review – Post Implementation Review

On 7 November 2019, Airservices introduced new instrument flight procedures and flight paths at Hobart Airport. As these flight paths have been in operation for over 12 months, we have commenced a Post Implementation Review (PIR) and are accepting community suggested alternatives for flight paths and Noise Abatement Procedures (NAPS).

For more information, including how to participate in the Review visit Engage Airservices.

Airport Master Plans

Airport Master Plans provide a blueprint for the future development of an airport over a twenty year period. They include information on forecast growth, airport terminals and facilities, runways and flight paths.

Who is responsible for master planning?

Airports are responsible for producing the master plan.

Hobart Airport

The Hobart Airport Master Plan can be found on the Hobart Airport website.