Learn about flight paths and aircraft movements in your area
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The main runway at Adelaide Airport, Runway 05/23 is 3 kilometres long and is orientated south-west to north-east. There is a smaller 1.6 kilometre cross runway, Runway 12/30, which is orientated north-west to south-east. The cross runway is primarily used by propeller aircraft.
Each runway is referred to differently according to in which direction it is being used. For example the main runway is known as Runway 05 when used in a north-easterly direction and 23 when used in a south-westerly direction. Runway numbering reflects the runways’ orientation and correlates with degrees on a compass. Runway 23 is 230 degrees.
The following video explains how runways are named and used.
Runway selection and seasonal winds
Runway selection is based on wind direction, weather conditions, traffic volume and other factors. Aircraft primarily take-off and land into the wind for safety and performance reasons. Therefore, as the wind direction changes the runway in operation may also change depending on the strength of the wind.
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.
Noise abatement procedures
Noise abatement procedures are designed to help reduce the impact of aircraft noise on communities. While they are applied whenever it is possible to do so, their use is not mandatory and is subject to weather conditions and traffic requirements.
In Adelaide the noise abatement procedures set out the preferred runway configuration for use during specific periods of the day. Between 6 am and 11 pm the most preferred runway is Runway 23 (arrivals over the suburbs and departures over the water), followed by Runway 05 as a second preference. If Runway 23/05 is not available, the preferred runway is Runway 30 and the second preference is Runway 12.
The illustration below shows how jet and non-jet (turbo-prop) aircraft typically operate at Adelaide Airport on the published instrument arrival and departure flight paths.
The animation is indicative only and provided for information purposes, on occasions flights may leave these general areas from time-to-time.
Jandakot Airport has three runways. A set of parallel runways, known as Runways 06 Left/24 Right and Runways 06 Right/24 Left are aligned approximately north-east to south-west. These runways are used for approximately 85 per cent of all movements. The alternate runway, Runway 12/30, is aligned approximately north-west to south-east.
Each runway is referred to differently according to in which direction it is being used. For example, the parallel runways are referred to as Runway 06 Left and Right when used in a north-easterly direction and Runway 24 Left and Right when used in a south-westerly direction.
Runway numbering reflects the runways’ orientation and correlates with degrees on a compass. Runway 06 is 60 degrees magnetic.
The following video explains how runways are named and used.
Runway selection and seasonal winds
Runway selection is based on wind direction, weather conditions, traffic volume and other factors. See the Runway Selection page for more details. Aircraft primarily take-off and land into the wind for safety and performance reasons. Therefore, as the wind direction changes the runway in operation may also change depending on the strength of the wind.
This means that Perth’s seasonal wind patterns affect usage of the different runway directions. For example, Runways 06 Left and Right tend to be used more often in the cooler months when there are frequent winds with a northerly component. Runways 24 Left and Right tend to be used more frequently in the warmer months when the predominant wind direction tends to be southerly.
Outside of Tower operating hours the pilot must determine the runway to be used based on the wind direction.
Noise abatement procedures
Noise abatement procedures are designed to help reduce the impact of aircraft noise on communities. While they are applied whenever it is possible to do so, their use is not mandatory and is subject to weather conditions and traffic requirements.
The preferred runways for circuit training are Runways 06 Right and 24 Left. This means that most of the aircraft undertaking circuit training operate to the south-east of the airport. There are also set hours for circuit training.
Runways 06 Left and 24 Right are the preferred runways for other arrivals and departures.
There are voluntary ‘Fly Neighbourly Agreements’ between airport management and aircraft operators. These are intended to minimise the impact of aircraft noise on the surrounding community. More information is available on the Jandakot Airport website.
The principles of these Fly Neighbourly Agreements are, whilst maintaining safety of operations, to:
climb as soon as possible
maintain height
reduce engine revs as soon as possible
follow designated flight paths
avoid residential areas where possible
not fly wide circuits unless required by air traffic control
The majority of aircraft using Jandakot Airport fly under Visual Flight Rules (VFR). There are designated routes for VFR aircraft to ensure that VFR traffic remains separate from aircraft flying under Instrument Flight Rules (IFR). It is not mandatory that VFR aircraft fly these routes, but many do, especially as they approach or depart airports.
These routes are outside controlled airspace (“OCTA”), that is, aircraft are not being directed by air traffic control. Whenever they fly outside controlled airspace, pilots are following the rules of the air. More information about airspace is found here.
VFR routes include defined entry and exit points to and from controlled airspace. These are landmarks that are easily seen by the pilot from the air. These landmarks are highlighted in the images below, which also show the average percentage of arrivals or departures that use the route.
There is no minimum altitude for aircraft in the process of landing. Aircraft will generally descend on a glide slope of three degrees.
The altitude of aircraft after departure will depend on factors such as the type of aircraft and its weight, how heavily laden it is with fuel and passengers, and the atmospheric conditions at the time. All these factors affect an aircraft’s climb rate. There is no regulated minimum altitude for an aircraft in the process of taking off.
Arrivals
The main inbound tracks are via Canning Bridge, Forrestdale Lake and Adventure World.
The inbound route from the south begins at the boatyard at Henderson where aircraft need to be at 1500 feet. Aircraft then track to Adventure World.
For aircraft arriving from the north-east and east, from Canning Dam aircraft track to a point near Forrestdale Lake while descending to 1500 feet. This keeps them under the Perth Airport Control Area.
From the north-west, aircraft will fly down the coast from around Two Rocks by which time they must be below 4500 feet. Aircraft must remain over water to separate them from outbound aircraft which will track over land. They must be below 4000 feet by Cervantes and 2000 feet by Lancelin. Approaching Mullaloo Pont aircraft must descend to below 1500 feet to remain clear of controlled airspace. They will turn inland at the South Fremantle Power Station and track to Adventure World, maintaining 1500 feet.
Departures
The main departure routes from Jandakot are northwest via the Fremantle Golf Course, southeast via Armadale and south towards the Training Area, via Yangebup and Thompson Lakes.
Outbound aircraft for the north-west track along the coast remaining over land to avoid the inbound route over the water. They must maintain the departure altitude of 1000 feet until over Murdoch University Open Space so as not to conflict with arrivals via Adventure World which are at 1500 feet. At that point they can climb to 1500 feet, but not above or they will infringe controlled airspace. After tracking to Fremantle Golf Course they either proceed to Rottnest Island at 1500 feet, or turn north.
Aircraft heading south will track via Yangebup Lake and Lake Thomson. If departing Runway 06 Left, they will make a left-hand turn and follow the railway line to the south-west in order to remain clear of traffic that may be on the base leg of the circuit. Once past the junction of the railway line and Kwinana Freeway they will track to Lake Yangebup. Aircraft then track via the eastern shoreline of the lakes and maintain the altitude of 1000 feet. Once past Casuarina Prison aircraft can climb up to 6000 feet.
The route for aircraft outbound to the east is via Armadale. One thousand feet must be maintained until abeam Forrestdale Lake to ensure separation from arriving aircraft at 1500 feet. From Armadale aircraft must remain below 3500 feet as they track towards Canning Dam.
Scenic Route
There is an established scenic route through Perth Airport’s controlled airspace via Fremantle Golf Course. Some flights will combine the scenic route with a visit to Rottnest Island, as can be seen in the image, right.
The route will vary depending on movements in and out of Perth Airport. It is either a right-hand turn towards the city at Cottesloe, or air traffic control may require the aircraft to fly further north past Cottesloe and City Beach before turning right and flying the route in reverse.
Training Area
Designated training areas have been established by the Civil Aviation Safety Authority for flight training. For Jandakot Airport these exist to the south of the airport. Once pilots progress past the circuit training stage of their courses they will begin flying to and around the training area.
Aircraft do not require a clearance from air traffic control to operate within the training areas because they are outside controlled airspace.
Three connected pieces of airspace comprise the training area. The first starts about 7km south of the airport and exists from the surface (“SFC”) up to 2500 feet. South of this the upper level rises to 3500 feet and then to 6000 feet. The training area extends south to Mandurah and Pinjarra then up to Serpentine Dam and up to the Byford area.
Low level aerobatics is also allowed in a number of areas, around Murray Field, Serpentine, and north of Mundijong.
Aircraft tracking to the training areas will track via Yangebup Lake and Lake Thomson. Tracking from the training areas to the airport the aircraft will either track coastal over Lake Coogee or via Forrestdale Lake.
There is also a helicopter training area on the airport directly to the east of Runway 06R / 24L. At times there may also be helicopter training to the south of Runway 12/30.
Hobart Airport has one 2.7 kilometre long runway (aligned north-west/south-east) that operates in both directions, depending on the wind at the time of take-off or landing.
The following video explains how runways are named and used.
The runway at Hobart Airport is called Runway 12/30.
Runway numbering reflects the runways’ orientation and correlates with degrees on a compass. Runway 30 is 300 degrees while Runway 12 is at 120 degrees.
Operations in a south-easterly direction use Runway 12, and operations in a north-westerly direction use Runway 30.
The majority of aircraft using Parafield Airport fly under Visual Flight Rules (VFR). There are designated routes for VFR aircraft to ensure that VFR traffic remains separate from aircraft flying under Instrument Flight Rules (IFR). It is not mandatory that VFR aircraft fly these routes, but many do, especially as they approach or depart airports.
These routes are outside controlled airspace (“OCTA”), that is, aircraft are not being directed by air traffic control. Whenever they fly outside controlled airspace, pilots are following the rules of the air. More information about airspace is found here.
VFR routes include defined entry and exit points to and from controlled airspace such as that around Parafield Airport. These are landmarks that are easily seen by the pilot from the air. These landmarks are highlighted in the images below, which also show the average percentage of arrivals or departures that use the route.
There is no minimum altitude for aircraft in the process of landing. Aircraft will generally descend on a glide slope of three degrees.
The altitude of aircraft after departure will depend on factors such as the type of aircraft and its weight, how heavily laden it is with fuel and passengers, and the atmospheric conditions at the time. All these factors affect an aircraft’s climb rate. There is no regulated minimum altitude for an aircraft in the process of taking off.
Arrival Routes
The VFR arrival route from the northwest begins at Dublin. Aircraft will be at or below 4500 feet at this point. The route crosses the coast at River Mouth by which time aircraft must not be above 1500 feet. The route then tracks over water to the entry point at Outer Harbor.
From the east aircraft track via Warren Reservoir where they will be below 2500 feet to Little Para Reservoir Dam Wall entry point where they need to be 1500 feet.
From the south the VFR route begins at Tailem Bend and tracks via Strathalbyn where aircraft will be below 4500 feet. It then proceeds to Port Noarlunga where aircraft will stay below 2500 feet. From there aircraft will track up the coast to the Marino Lighthouse. Aircraft will now be at 1500 feet as they fly past the Mitsubishi Car Plant to the Waite Campus of Adelaide University, and then to Hope Valley Reservoir entry point.
Outer Harbor and Little Para Reservoir Dam Wall are the most used entry points.
Departure routes
The VFR exit points are Port Adelaide, St Kilda, Para Substation and Hope Valley Reservoir. St Kilda and Para Substation are the most-used exit points.
Aircraft departing to the north-west will maintain 1000 feet until reaching St Kilda to separate them from arriving aircraft at Outer Harbor which are at 1500 feet. To stay out of controlled airspace, aircraft will avoid climbing above 1000 feet until north of St Kilda. While tracking towards Dublin aircraft will climb to 2500 feet until past Middle Beach where they can climb to at or below 4500 feet.
Departures to the east are via Para Substation, past the GMH complex. Aircraft will maintain 1000 feet until clear of traffic and then climb to 1500 feet. Once clear of the Parafield Control Zone they will climb to not above 2500 feet and track to South Para Reservoir.
Departures to the south may be cleared by air traffic control on the Hope Valley Reservoir route from Waite Campus at Adelaide University to Marino Lighthouse. Alternatively they may be directed to depart via St Kilda from where further clearance to head south is required.
Training area
A designated training area exists to the north-west of the airport and to the west and north-west of the RAAF Edinburgh Base. Once pilots progress past the circuit training stage of their courses they will begin flying to and around the training area.
The training area is outside controlled airspace. It extends from St Kilda, which is approximately 10 kilometres west-north-west of the airport, to Long Plains, which is a further 45 kilometres to the north-west of St Kilda. The training area is to the west of this line and extends to 9 kilometres off the coast. It is ‘wedge-shaped’ because it is located in-between military restricted airspace to the west and north and the RAAF Edinburgh Base Control Zone to the east.
From the St Kilda area to just south of Middle Beach the training area exists between the surface (“SFC”) and 2500 feet. North to Long Plains the area extends between the surface and 4500 feet. These levels keep the aircraft below controlled airspace; therefore aircraft do not need a clearance from air traffic control to operate in the training area.
Aircraft wishing to track to the training area from Parafield Airport must remain south of the Bolivar strobe light and west of St Kilda to remain outside controlled airspace. The north- and southbound VFR routes (described above) transit the area.
Activities that may occur inside the training area include parachute operations and light aircraft movements at Lower Light aircraft landing area, as well as training flights by light aircraft in and around the area and aircraft transiting on the north and southbound VFR routes. There can be increased traffic volumes in the area due to use by flight training companies from Parafield Airport and because all aircraft are confined to a relatively small area due to the surrounding military airspace including RAAF Base Edinburgh.
At Parafield Airport there are two sets of parallel runways. One set is orientated east to west (Runways 08 Left/26 Right and 08 Right/26 Left) and the other is orientated north to south (Runways 03 Left/21 Right – 03 Right/21 Left).
Each runway is referred to differently according to in which direction it is being used. For example, the north-south runways are referred to as Runway 03 Left and Right when used in a northerly direction and Runway 21 Left and Right when used in a southerly direction.
Runway numbering reflects the runways’ orientation and correlates with degrees on a compass. Runway 03 is 30 degrees magnetic.
The following video explains how runways are named and used.
Runway selection and seasonal winds
Runway selection is based on wind direction, weather conditions, traffic volume and other factors. See the Runway Selection fact sheet for more details. Aircraft primarily take-off and land into the wind for safety and performance reasons. Therefore, as the wind direction changes the runway in operation may also change depending on the strength of the wind.
This means that Adelaide’s seasonal wind patterns affect usage of the different runway directions. For example, Runways 03 Left and Right tend to be used more often in the cooler months when there are frequent winds with a northerly component. Runways 21 Left and Right tend to be used more frequently in the warmer months when the predominant wind direction tends to be southerly.
Noise abatement procedures
Noise abatement procedures are designed to help reduce the impact of aircraft noise on communities. While they are applied whenever it is possible to do so, their use is not mandatory and is subject to weather conditions and traffic requirements.
Circuit training is only allowed between specific hours. At night, circuit training can only be conducted from the north-south runways to the west. Outside of Tower hours the preferred runway is 03 Left/21 Right.
Circuit training is the first stage of practical pilot training focused on take-offs and landings. It involves the pilot making approaches to the runway or helipad, touching down and then applying power to take off again. This is undertaken in accordance with Civil Aviation Safety Authority (CASA) Regulations which are consistent with international practices.
How circuits are conducted
Sixty per cent of movements at Jandakot Airport are undertaking circuit training, including both fixed wing aircraft and helicopters.
A training circuit consists of five legs – the take-off, crosswind, downwind, base and final approach to the runway.
Aircraft take off into the wind, climb to 500 feet and then turn onto the crosswind leg. They continue to ascend to 1000 feet and turn onto the downwind leg. Having turned onto the base leg the descent commences. After turning onto the final leg and lining up with the runway the aircraft will touch down and take off again.
“Left-hand” circuits will be conducted when Runway 24 Left is in use and “right-hand” circuits when Runway 03 Right is in use. For left-hand circuits, the pilot turns left after take-off and flies anticlockwise. For right-hand circuit, the pilot turns right and flies in a clockwise direction.
A simplified representation of a left-hand circuit is shown at right. The take off and final stage of the circuit is flown into the wind, as this is the safest way for an aircraft to operate. The aircraft symbols and dotted lines indicate recommended ways for an aircraft to join the circuit pattern. Click the image to enlarge it, and use your browser “Back” button to return to this page.
Jandakot Airport’s voluntary Fly Neighbourly Agreement asks signatories to keep circuits as narrow as possible. However, because the student pilots performing circuits are so new to flying, this is not always achievable.
More information about circuit training is found here.
Animation of the Jandakot circuit
The animated aircraft below and the static tracks shown in blue are created from actual tracks flown by aircraft in the circuit. This illustrates the degree of variation that will occur in the way student pilots fly circuits. The altitudes above mean sea level of the aircraft are also shown.
You can enlarge to full-screen by clicking the square-shaped button in the bottom right-hand corner of the player.
To replay the animation press the “Replay” button in the bottom left-hand corner of the player.
Depending on which runway direction is in use, different suburbs will be affected by different legs of the circuit. The Noise Complaints and Information Service tends to receive more complaints from suburbs under the crosswind and base legs of the circuit. This is the case at all airports where circuit training occurs.
The flight training circuits extend up to five kilometres from the airport. When Runway 06 Right or 24 Left are in use affected suburbs include Canning Vale, Jandakot, Banjup, Atwell, Success and Cockburn Central. When Runways 12 or 30 are in use affected suburbs also include Piara Waters, South Lake, North Lake and Leeming.
Circuit Training hours
Training during both day and night is important for developing pilot competencies, as is experience with using different types of navigational aids.
Circuit training times are set out in the noise abatement procedures for Jandakot Airport and are:
Please note that these times above apply only to circuit training, and not to arriving and departing aircraft which may operate 24 hours a day.
While there are set times for circuit training it is important to note that when aircraft are arriving outside control tower hours they are required to fly a circuit before landing for safety reasons. Therefore it may seem like aircraft are flying circuits outside hours when this is not the case.
Altitudes
Select a quarter to see charts showing a breakdown of which side of the airport circuits were conducted in that period. The breakdowns are shown as percentages rather than total counts. This is because the source radar data for Jandakot Airport has gaps due to the radar being located at Perth Airport. As these gaps occur randomly throughout the day, the data, while incomplete, provides a representative picture of the distribution of circuits.
A designated training area exists to the north-west of the airport and to the west and north-west of the RAAF Edinburgh Base. Once pilots progress past the circuit training stage of their courses they will begin flying to and around the training area.
Click to enlarge the image, right, and use your browser “back” button to return to this page.
The training area is outside controlled airspace. It extends from St Kilda, which is approximately 10 kilometres west-north-west of the airport, to Long Plains, which is a further 45 kilometres to the north-west of St Kilda. The training area is to the west of this line and extends to 9 kilometres off the coast. It is ‘wedge-shaped’ because it is located in-between military restricted airspace to the west and north and the RAAF Edinburgh Base Control Zone to the east.
From the St Kilda area to just south of Middle Beach the training area exists between the surface (“SFC”) and 2500 feet. North to Long Plains the area extends between the surface and 4500 feet. These levels keep the aircraft below controlled airspace; therefore aircraft do not need a clearance from air traffic control to operate in the training area.
Aircraft wishing to track to the training area from Parafield Airport must remain south of the Bolivar strobe light and west of St Kilda to remain outside controlled airspace. The north- and southbound VFR routes (described above) transit the area.
Activities that may occur inside the training area include parachute operations and light aircraft movements at Lower Light aircraft landing area, as well as training flights by light aircraft in and around the area and aircraft transiting on the north and southbound VFR routes. There can be increased traffic volumes in the area due to use by flight training companies from Parafield Airport and because all aircraft are confined to a relatively small area due to the surrounding military airspace including RAAF Base Edinburgh.
Circuit training is the first stage of practical pilot training focused on take-offs and landings. It involves the pilot making approaches to the runway or helipad, touching down and then applying power to take off again. This is undertaken in accordance with Civil Aviation Safety Authority (CASA) Regulations which are consistent with international practices.
How circuits are conducted
A training circuit consists of five legs – take-off, crosswind, downwind, base and final approach to the runway.
Aircraft take off into the wind, climb to 500 feet and then turn onto the crosswind leg. They continue to ascend to 1000 feet and turn onto the downwind leg. Having turned onto the base leg the descent commences. After turning onto the final leg and lining up with the runway the aircraft will touch down and take off again.
Helicopters circuit inside the fixed wing circuit at a lower altitude. When helicopters are training, the fixed wing pilots must extend the take-off leg by one nautical mile to increase the separation between the two types of aircraft. This has the effect of extending the area overflown.
Because Parafield Airport has two sets of parallel runways, this allows two circuits to operate at once. “Left-hand” circuits will be conducted from the left parallel runway, and “right-hand” circuits from the right runway. For left-hand circuits, the pilot turns left after take-off and flies anticlockwise. For right-hand circuit, the pilot turns right and flies in a clockwise direction.
A simplified representation of a left-hand circuit is shown at right. The take off and final stage of the circuit is flown into the wind, as this is the safest way for an aircraft to operate. The aircraft symbols and dotted lines indicate recommended ways for an aircraft to join the circuit pattern. Click the image to enlarge it, and use your browser “Back” button to return to this page.
As twin engine aircraft are generally faster than single engine aircraft, both types are generally, but not always, separated. When using the main runways, Runways 03/21, twin engine aircraft generally operate to the west and single engine aircraft to the east.
When winds dictate use of Runways 08/26 twin engine aircraft generally circuit to the north and single engine aircraft to the south.
Parafield Airport’s voluntary Fly Friendly Program asks signatories to keep circuits as narrow as possible. However, because the student pilots performing circuits are so new to flying, this is not always achievable.
More information about circuit training is found here.
Animation of the Parafield circuit
The animated aircraft below and the static tracks shown in blue are created from actual tracks flown by aircraft in the circuit. This illustrates the degree of variation that will occur in the way student pilots fly circuits. The altitudes above mean sea level of the aircraft are also shown.
You can enlarge to full-screen by clicking the square-shaped button in the bottom right-hand corner of the player.
To replay the animation press the “Replay” button in the bottom left-hand corner of the player.
Effects of runway direction
Air traffic control will determine which runways are used at any given time depending on the direction of the wind – this is because aircraft must generally take off and land into the wind for safety reasons. Depending on which runway direction is in use, different suburbs will be affected by different legs of the circuit. The Noise Complaints and Information Service tends to receive more complaints from suburbs under the crosswind and base legs of the circuit. This is the case at all airports where circuit training occurs.
When the north-south runways are being used in a northerly direction, (Runways 03 Left and Right), Gulfview Heights, Salisbury South, Brahma Lodge and Salisbury Gardens will be affected by the crosswind leg and Mawson Lakes, Pooraka and Ingle Farm will be affected by the base leg. The opposite is true when these runways are being used in a southerly direction, (Runways 21 Left and Right).
Circuit Training hours
Training during both day and night is important for developing pilot competencies, as is experience with using different types of navigational aids.
Circuit training times are set out in the Noise Abatement Procedures for Parafield Airport and are:
Monday to Friday: 7:00am – 11:00pm Saturdays: 7:00am – 9:00pm Sundays: 8:30am – 9:00pm Christmas Day: No circuit training New Years Day: No circuit training Anzac Day: 9:00am – 11:00pm
Please note that these times above apply only to circuit training, and not to arriving and departing aircraft which may operate 24 hours a day.
On weekdays circuit training will cease by 10:00pm where possible. However this is subject to operational requirements and as such it may extend until 11:00pm as permitted under the Noise Abatement Procedures.
At night all aircraft circuit to the west. There is only one lit runway, Runway 03 Left / 21 Right and therefore aircraft can only fly on the western circuit. Due to flying training courses running on different schedules, this will mean some nights will have multiple aircraft operating and other nights none at all.
While there are set times for circuit training it is important to note that when aircraft are arriving outside control tower hours they are required to fly a circuit before landing for safety reasons. Therefore it may seem like aircraft are flying circuits outside hours when this is not the case.
Altitudes
Aircraft aim to fly at 1000 feet on the downwind leg. Helicopters will fly at 800 feet to separate them from the fixed wing aircraft which will usually fly faster. Note that these altitudes apply only to the downwind leg. This is because aircraft are ascending on the take-off and crosswind legs and descending on the base and final legs.
While attaining 1000 feet on the downwind leg is the aim, in reality the altitudes of aircraft that are conducting circuit training will always vary. Part of the reason for this is that the trainees are new to flying and factors such as their level of experience and even their degree of nervousness will affect the altitudes they can achieve. Unfortunately the nature of circuit training is to teach new pilots and therefore this variation cannot be avoided.
The tracks in the following images are coloured according to altitude:
Select a quarter to see charts showing a breakdown of which side of the airport circuits were conducted in that period. The breakdowns are shown as percentages rather than total counts. This is because the source radar data for Parafield Airport has gaps due to the radar being located at Adelaide Airport. As these gaps occur randomly throughout the day, the data, while incomplete, provides a representative picture of the distribution of circuits.
