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When is each flight path used?

Air traffic control manage the traffic to each runway at an airport using a range of operations which can include clearing aircraft to use published flight paths, issuing visual approaches or vectoring for separation and sequencing. As the runway in use changes, the types of operations in use will also change, and so different suburbs and areas are affected by aircraft movements.

Flight paths do not operate in isolation. They are part of an interconnected network. Flight paths need to accommodate aircraft operating constraints, provide terrain clearance and fit into the overall airspace design.

Flight paths at Hobart Airport are designed as standardised tracks that segregate arriving aircraft from departing aircraft.

Arrivals

Jet arrivals into Hobart Airport are generally aligned with the runway approximately 10 kilometres from the runway. From this point, they fly towards the runway in a straight line. This means suburbs and towns in line with the runway are overflown by arriving aircraft. Other suburbs and towns may be overflown by aircraft travelling to join the final approach to align with the runway.

There are two approach paths for each end of the runway, which are used depending on the technology available on-board arriving aircraft. Aircraft can either join the final approach path closer to the airport or, if they do not have the required technology, they can join it approximately 15-18 kilometres from the runway.

The altitude the aircraft will be at when it begins its final approach will depend on the remaining distance of flight to the runway. There is a regulated minimum altitude for aircraft at all stages of arrival that is determined by the height of terrain in the vicinity of the aircraft, however aircraft are usually well above this minimum altitude. Aircraft will generally descend on a glide slope of three degrees.

Departures

Departure flight paths allow aircraft to maintain the runway heading for a short time until they are stabilised in flight, before heading to their destinations. Departure paths also take into consideration any arrival paths or other departure paths that may need to be crossed.

There are separate departure paths for jets and non-jets at Hobart Airport. Jet departures continue straight ahead in their take-off direction for at least 13km before turning. Non-jets are turned off towards their headings sooner after departure. The purpose of non-jets turning sooner aims to make separation and traffic management simpler for air traffic control and improve airport efficiency.

The altitude of aircraft after departure depends on factors, including wind direction and speed, temperature, air pressure, aircraft type and aircraft weight (this can vary depending on passenger numbers and fuel load). All these factors affect an aircraft’s climb rate. There are regulated minimum altitudes (based on terrain heights in the vicinity of flight paths) for aircraft departing a runway, however performance of modern aircraft usually result in aircraft being much higher than minimum regulated altitudes. Aircraft taking off generally climb at a higher gradient than aircraft landing. Minimum altitudes are governed by international standards.

Learn more about how the runway is used on our Hobart Airport Runway page.

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Helicopter routes from Sydney Airport

There are helicopter routes between Sydney Airport, the harbour and the coast. Scenic helicopter flights in these areas are becoming increasingly popular, especially on weekends and holidays.

Helicopters will fly these routes in one of two ways outline below. Helicopters may fly outside these routes if (for example):

  • they are bound for other destinations, or
  • by direction of air traffic control, or
  • if they are conducting “airwork” such as aerial filming, photography or surveying, shark spotting, or
  • if they are performing emergency services operations.

Option 1: To/from the north

Helicopters inbound to Sydney Airport from the north will track from Darling Harbour to Central Railway station, usually at 1000 feet. Altitudes may vary on instruction by air traffic control.  They will then follow the railway line to Redfern Station.  From there they track to Erskineville Oval before descending to 500 feet while tracking to The Stamford Hotel on the outskirts of the airport. Instructions are then given for tracking to the helipad.

Outbound helicopters track via The Stamford to Erskineville Oval and then via Redfern Railway Station and the railway line to Central, and then to Darling Harbour, all at 1,000 feet.

Sydney Airport to harbour

Option 2: To/from the West

Helicopters inbound to Sydney Airport from the west will track from Maroubra Beach to Heffron Park on Bunnerong Road and to Eastgardens Shopping Centre at 1,000 feet.  From there they towards Southern Cross Drive while descending to 500 feet (altitudes may vary on instruction by air traffic control).  They are then given instructions by air traffic control for tracking to the helipad.

Outbound helicopters track via Southern Cross Drive to Eastgardens Shopping Centre at 1,000 feet and then to Maroubra Beach.  Once east of the coast they will descend to 500 feet which is the minimum altitude for flight over water.

Sydney Airport to coast helis

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When is each flight path used?

Flight paths are not precise, defined paths like runways, but more like corridors that are often several kilometres wide.

Arrivals

Jets arriving from the north tend to follow one of two paths.

Aircraft will generally approach from the north east, crossing the coast at Richter’s Creek, largely avoiding residential areas.

Aircraft using the Instrument Landing System on Runway 15 will approach over land directly from the north, flying over some suburbs. This approach will be used most frequently in poor weather, but international carriers will often use this approach regardless of the weather conditions. This type of approach requires aircraft to be at around 3000 feet when they begin their approach. Aircraft will descend steadily to the runway using the horizontal and vertical guidance provided by the system.

The approach from the south is straight in from the south-east, and passes over the central business district.

There is no minimum altitude for aircraft in process of landing. Aircraft will generally descend on a glide slope of three degrees.

Departures

Departure flight paths allow aircraft to maintain the runway heading for a short time until they are stabilised in flight, and then to turn towards the route that will take them to their destination.

Jet departures to the south turn soon after take-off to the east, crossing over the ocean. Some residential areas are over flown but these are limited to suburbs within four kilometres of the airport, and the central business district is not overflown.

Departures to the north turn to the north-east to cross the coast at Richter’s Creek. This flight path flies over a small number of suburbs.

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.

Smart Tracking

A growing number of modern aircraft are now fitted with navigation systems that use satellite-assisted guidance which allow aircraft to fly with a higher degree of accuracy and more closely follow the same route as other aircraft. Airservices refers to these routes as ‘Smart Tracking’. Smart Tracking technology makes air travel safer, cleaner and more dependable. It also has the potential to improve noise outcomes for communities living close to airports.

In May 2013, Airservices implemented ten permanent Smart Tracking flight paths at Cairns. All but one of these tracks is within previously existing flight paths, and none fly directly over the city. The main benefit of Smart Tracking at Cairns is that more departing and arriving jets will be able to use the Richter’s Creek corridor north of the airport, which means that they avoid residential areas.

Flight path information

You can access historical information about flight path use through WebTrak. To access this information click the “Historical” link below the text in the Quick Start Guide at the top left-hand side of the screen. Then use the tick boxes at the bottom-right of the screen to select monthly, quarterly or yearly information. Use the sliders to refine your selection to specific timeframes.

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Daytime harbour lane for helicopters and seaplanes

Sydney Harbour is a busy tourist precinct in the air as well as on the ground and there is growing demand for scenic flights. A harbour lane is available for the use of helicopters and seaplanes by day. This lane has been created so that harbour flights can occur without interfering with Sydney Airport arrivals and departures.

The lane follows the Parramatta River from Silverwater to Ryde Road Bridge, Gladesville Bridge, the southern pylon of the Harbour Bridge, past Bradley’s Head and Middle Head, Sydney Heads and then coastal to Long Reef.

Altitudes are restricted to a maximum of 500 feet at some points and 1,000 feet east of the Harbour Bridge. This is to ensure traffic in the lane remains outside controlled airspace. This means aircraft cannot fly higher without contacting air traffic control and receiving clearance to do so.

Wide view

The following image shows were most of these flights originate from and fly to reach the river.

Harbour lane

Close in

A closer view of the route over the river is shown below.

Harbour lane
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Light aircraft coastal routes

Light aircraft routes extend along the coast line, both to the south and north of Sydney as follows

South Route

The southerly route extends between Jibbon Point and South Head. On this route an altitude of exactly 500 feet must be maintained to ensure there is no conflict with aircraft arriving and departing Sydney Airport.

Coastal route south

North Route

The northerly route extends east of the coast between the South Head of the Harbour and north to Dee Why. On this route aircraft must remain between 500 and 1,000 feet.

Coastal route north
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Light aircraft and helicopter routes – west

All VFR routes
There are a number of routes around Sydney used by light aircraft and helicopters.

It is not mandatory that light aircraft and helicopters fly on these routes. As you will see from the images below which show the tracks of actual flights, some aircraft may fly the whole route but others may only fly part of it, joining or leaving it depending on their purpose or destination. Other aircraft may not use the routes at all.

These routes are mainly 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. Our booklet, Guide to our Operations, explains more about different types of airspace.

Pilots using these routes are usually flying under Visual Flight Rules, which means they navigate using landmarks that are easily seen from the air. This does not mean they must fly over each landmark; rather, they use each landmark to be sure of their position.

Most of these routes lead to and from Bankstown Airport, as shown in the images above and below.

Inbound from west

Light aircraft and helicopters inbound from the west to Bankstown Airport navigate using the Great Western Highway, Nepean Bridge, Western Motorway, Light Horse Interchange and Prospect Reservoir. Pilots will usually follow the Great Western Highway over the Blue Mountains to ensure they do not stray into the restricted military airspace around Richmond RAAF Base which is located immediately to the north.

Inbound from west

Outbound to west

When flying outbound to the west, aircraft must avoid the Richmond RAAF Base military area and will use the towns of Penrith, Glenbrook, Springwood and Katoomba as visual aids to avoid tracking into restricted airspace.

Aircraft may climb to 2,500 feet once they have passed the Liverpool to Parramatta railway line. Once west of Glenbrook aircraft may fly up to 6500 feet.

Outbound to west
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Sydney Airport – Blue Mountains

Aircraft that fly over the Blue Mountains from Sydney Airport depart from the westernmost of the parallel runways and turn towards the north-west. They are tracking towards a waypoint located over Katoomba. A waypoint is a set of co-ordinates in the air. This waypoint replaces a non-directional beacon which was a ground-based navigational aid that had been in this location since the 1950s.

Departure flight paths are organised so as to efficiently move aircraft onto their routes. The flight path that passes over the Blue Mountains is assigned to aircraft that are heading for destinations to the west, north and north-west such as Dubbo, Perth, Adelaide, Darwin, Broome, Singapore, Kuala Lumpur, Dubai, Abu Dhabi, Hong Kong and Shanghai, for example.

While this is not a new flight path, advances in navigation technology used by modern aircraft mean that aircraft are now able to fly flight paths more precisely and this has resulted in increased concentration of flight paths over the years, including this one.

Altitudes

The altitudes of traffic departing Sydney Airport will vary according to which runway the aircraft has departed from because this affects the number of track miles the aircraft has flown before it reaches the Blue Mountains. The more track miles flown, the more time the aircraft has had to increase altitude and the higher it will be over your area.

Altitudes will also vary according to other factors such as the weight of the aircraft and how heavily laden it is. For example, long-haul aircraft departing for Dubai will be much heavier than smaller aircraft heading to Perth or Adelaide due to fuel load and aircraft size and these differences in weight alone will affect an aircraft’s climb rate.

Even the atmospheric conditions at the time can play a part. When the weather is warm, the air is less dense and therefore there is less lift and the aircraft climbs more slowly. Due to these variable factors the altitudes quoted below are not limits and some aircraft may be higher and some lower that the ranges given.

Jet aircraft departing towards the north will generally be within the altitude range of 10,000 to 20,000 feet. Turbo-prop aircraft that have departed Sydney Airport may range from 7,000 to 15,000 feet.

For aircraft departing towards the south, jets will generally be from 15,000 to 25,000 feet. Turbo-prop aircraft will usually be from 10,000 to 15,000 feet.

Many Blue Mountains residents have told us they feel jet aircraft are lower now than in the past. We conducted an investigation into this question, looking at altitudes of aircraft that passed within a five kilometre radius of Blaxland in January of each year from 2012 to 2018. The investigation found variation in altitudes between different aircraft types but relatively little variation within the same aircraft type. The variation in altitudes between aircraft types can be attributed largely to the differing maximum take-off weight of each type. Heavier jets demonstrated a poorer climb performance than lighter jets.

The investigation also found a marked increase in airlines using A380-800 aircraft – from 23 flights in January 2012 to 126 flights in January 2018. As the A380 is the heaviest jet and as the study indicated that they have the lowest average altitude, the increased use of this aircraft type is likely to be a major contributing factor to the community’s perception that altitudes over Blaxland have decreased.

Prospects for change

Airservices has investigated whether it would be feasible to move the Katoomba waypoint. The investigation found that this would adversely impact on safety and would not be operationally feasible due to the constraints of military airspace restrictions and air traffic control sector boundary and route segregation requirements. It would also negatively impact on communities closer to Sydney Airport where the noise levels would be higher than those currently experienced in the Blue Mountains.

Blue Mountains (Katoomba) Investigation Report – July 2016Download
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Light aircraft and helicopter routes – north

All VFR routes
There are a number of routes around Sydney used by light aircraft and helicopters.

It is not mandatory that light aircraft and helicopters fly on these routes. As you will see from the images below which show the tracks of actual flights, some aircraft may fly the whole route but others may only fly part of it, joining or leaving it depending on their purpose or destination. Other aircraft may not use the routes at all.

These routes are mainly 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. Our booklet, Guide to our Operations, explains more about different types of airspace.

Pilots using these routes are usually flying under Visual Flight Rules, which means they navigate using landmarks that are easily seen from the air. This does not mean they must fly over each landmark; rather, they use each landmark to be sure of their position.

Most of these routes lead to and from Bankstown Airport, as shown in the images above and below.

To and from the north

The two northern routes are shown in the image below. One is via Brooklyn Bridge, the Galston electricity substation, the water tank at South Dural and Prospect Reservoir.

The other route is a designated “lane of entry” that allows aircraft to come and go from Bankstown Airport without entering the controlled airspace of Sydney Airport or Richmond RAAF Base. It is also used by aircraft transiting from north of Sydney to areas south and south west of the city. This corridor of airspace has a ceiling height of 2,000 to 2,500 feet.

The lane of entry runs between Bankstown Airport and Patonga. Outbound aircraft head to Parramatta and past the Prospect to Potts Hill pipeline. Once north of the pipeline aircraft can climb to 2,000 feet. Tracking features include the intersection of the M2 and Pennant Hills Road, the strobe light at Pennant Hills CBD, a covered reservoir at Thornleigh and the Hornsby CBD and railway sheds. The track then follows the eastern side of the M1 motorway (Sydney Newcastle Freeway) and onwards to Patonga.

Aircraft may turn east from the lane at Hornsby and travel towards the coast using the Baha’i Temple as a tracking feature. Once at the coast aircraft may track to Long Reef or conduct a harbour scenic flight or coastal flight.

In the image below the tracks of inbound aircraft are shown in orange and outbound are purple.

Inbound from north
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Parafield Airport Circuit Training

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.

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When is each flight path used?

Flight paths are not precise, defined paths like runways, but more like corridors that are often several kilometres wide.

Arrivals

Jet arrivals into Perth are generally aligned with the runway at least ten kilometres from the airport. From this point they will fly towards the runway in a straight line. This means that suburbs in line with the runways are overflown by arriving jets. Other suburbs may be overflown by aircraft proceeding towards the point at which they join the final approach and align with the runway.

Runways 03, 21 and 24 have Instrument Landing Systems. This type of approach requires aircraft to be at around 3000 feet when they begin their approach. Aircraft will descend steadily to the runway using the horizontal and vertical guidance provided by the system.

There is no minimum altitude for aircraft in process of landing. Aircraft will generally descend on a glide slope of three degrees.

A growing number of modern aircraft are now fitted with navigation systems that use satellite-assisted guidance which allow aircraft to fly with a higher degree of accuracy and more closely follow the same route as other aircraft. Airservices refers to these routes as Smart Tracking. Smart Tracking technology makes air travel safer, cleaner and more dependable. It also has the potential to improve noise outcomes for communities living close to airports. A Smart Tracking approach was implemented to Runway 03 in 2015.

Departures

Departure flight paths allow aircraft to maintain the runway heading for a short time until they are stabilised in flight, and then to turn towards the route that will take them to their destination.

Around 60 per cent of all departures from Perth Airport depart to the south from Runway 21. Nearly two-thirds of this 60 per cent are heading for the eastern states and international ports such as New Zealand. These flights will turn left (east) from Runway 21. Around 40 per cent of this 60 per cent are aircraft heading for destinations to the west, north and north-west such as South Africa, the Middle East, Asia, Karratha, Paraburdoo and Port Hedland. These aircraft will turn right (west) after departure from Runway 21.

When Runway 03 is in use aircraft with westerly and northerly destinations will turn left. Some will continue northwards if military airspace is not active. Runway 03 is often used in combination with Runway 06, that is, both runways will be in use for departures at the one time. This means that air traffic controllers can only turn aircraft departing from Runway 03 right if it will not conflict with traffic departing Runway 06. When Runway 06 is used for departures, most of the domestic traffic to the eastern states will use that runway which minimises the need for aircraft to turn right from Runway 03.

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.

Flight path information

You can access historical information about flight path use through WebTrak. To access this information click the “Historical” link below the text in the Quick Start Guide at the top left-hand side of the screen. Then use the tick boxes at the bottom-right of the screen to select monthly, quarterly or yearly information. Use the sliders to refine your selection to specific timeframes.