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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

Arriving aircraft will line up with the runway centreline and fly straight in on the runway heading. Therefore suburbs in line with the runway will be overflown by arriving aircraft. Other suburbs will be overflown by aircraft travelling to join the final approach. Non-jets will join the final approach path closer to the airport whereas jets may join it 20 kilometres or more from the runway.

The altitude the aircraft will be at when it begins its final approach will depend on how far it has left to fly to the runway. There is no regulated minimum altitude for an aircraft in the 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. Non-jets are turned off towards their headings soon after departure and jets will generally remain on the runway heading for longer.

Jet departures from Runway 05 that are headed for ports such as Sydney and Melbourne will turn towards the south-east soon after departure around Mile End and will fly over the city and suburbs such as Eastwood, Dulwich and Glenside. Jets heading for destinations such as Brisbane, Cairns, Perth, Hong Kong, Indonesia and Malaysia will continue on runway heading over suburbs including North Adelaide, Medindie, Walkerville and Klemzig. Around Holden Hill the flight path splits with some continuing northwards and others turning westerly. Of these, some head back towards the coast, passing over suburbs such as Modbury, Gulfview Heights, and Salisbury South. Others turn north-westerly.

Some jet aircraft will be directed to turn off the runway heading sooner than others. This usually occurs for traffic management reasons to ensure that safe separation is maintained between aircraft, particularly at busy times when the volume of traffic is high.

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.

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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Hobart Airport Flight Paths

Hobart Airport has a number of flight paths from its runway.

To learn more about the runway at Hobart Airport, take a look at our Hobart Airport Runway page.

The illustration below shows how jet and non-jet (turbo-prop) aircraft typically operate at Hobart 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.

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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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Cambridge Airport circuits

The majority of General Aviation (light aircraft) operations are conducted to or from Cambridge Aerodrome.

Air traffic control do not provide runway separation or information on traffic operating on the manoeuvring area to Cambridge Aerodrome, however, during tower hours (5:50am to 10:10pm) Hobart Tower provides information for Cambridge aerodrome traffic.

Rotor-Lift Aviation also conduct circuit training at Hobart Airport and winch training at Seven Mile Beach and at Pawleena. 

To learn more about Cambridge Airport operations, take a look at our Cambridge Airport Flight Paths page.

Where are the circuits at Hobart?

By day most of the circuit training is conducted on the west of the aerodrome over the suburbs of Cambridge, Mount Rumney and Acton Park, while at night it is done to the eastern side of the aerodrome over Hobart airport and Barilla Bay. Regular use is also made of the Ralphs Bay Flying Training area adjacent to the suburbs south of Lauderdale.

General aviation traffic operating beyond the Cambridge circuit are not constrained to set routes however geographical limitations, preferred operating routes and the need to segregate these operations from jet traffic means that there tends to be a higher concentration of aircraft operating to and from the Hobart City area to the west and to from the Midway Point/ Sorrell areas to the East (and beyond).

What is 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 are circuits flown?

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.

For left-hand circuits, the pilot turns left after take-off and flies anticlockwise. For right-hand circuits, the pilot turns right and flies in a clockwise direction.

A simplified representation of a left-hand circuit is shown above

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Cambridge Airport Flight Paths

Cambridge Airport has a range of General Aviation (light aircraft) operations.

To learn more about Cambridge Airport operations, take a look at our Cambridge Airport circuits page.

The illustration below shows how light aircraft typically operate at Cambridge Airport. These aircraft usually fly using visual flight rules, where the pilot uses visual references to the ground or water rather than flying on a published instrument flight path. This means we see a broad area where light aircraft may fly.

The animation is indicative only and provided for information purposes, on occasions flights may leave these general areas from time-to-time.

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Investigate flight path usage in your area

WebTrak My Neighbourhood (left) is an extension of WebTrak that presents historical information about aircraft noise and flight path use to provide an understanding of patterns over time.

Using this tool you can explore arrival, departure or both types of flight paths by month, quarter or year to see:

  • the percentage of traffic on each flight path
  • the number of aircraft that used the flight path
  • the number of hours the flight path was not used
  • weekday and weekend use
  • day, evening and night-time use
  • noise monitoring data

Access information about how to use WebTrak My Neighbourhood, including a downloadable guide

Visit WebTrak My Neighbourhood – Sydney

Below: a departure flight path ‘swathe’ with tag showing percentage of departure traffic, number of flights and hours of respite for that flight path in the selected timeframe

Below: Click the “i” on any flight path tag to see more detailed data

Below: noise monitoring data tags

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Sydney Airport Runways

Sydney Airport has three runways. Each runway can be used in two directions. Because flight paths are linked to runways, the runway in use and the direction in which it is used determines which flight paths are used at any given time. When the runway in use changes, the flight paths in use will also change, and different sections of the community will experience overflights.

Each runway is referred to differently according to in which direction it is being used, as explained in the following video:

For example the main runway is known as Runway 34 Left (34L) when used in a northerly direction and Runway 16 Right (16R) when used in a southerly direction. Runway numbering reflects the runways’ orientation and correlates with degrees on a compass. For example, Runway 34L is 340 degrees.

The main runway 16R/34L (3.9km) is orientated north to south, as is a shorter parallel runway 16L/34R (2.4km long). The cross runway 07/25 (2.5km) is orientated east to west.

Heavy long-haul jets, such as Airbus 380s, and Boeing 747s, 777s and 787s will usually use Runway 34L/16R because it is the longest runway and they need the extra length.

Air traffic controllers select which runways to use based on wind direction, weather conditions, traffic volume and other factors. Because aircraft take-off and land into the wind for safety and performance reasons, the wind conditions at the airport are a key factor in these decisions. If the wind at the airport is calm or light, other factors are taken into account. These factors are discussed in more details in our Runway Selection page.

The Sydney Airport Long Term Operating Plan also informs runway selection decisions. Learn more about the Long Term Operating Plan and noise sharing.

Sydney Airport has a curfew that restricts both aircraft type and runway usage between the hours of 11:00 pm and 6:00 am. During this time departures use Runway 16R and arrivals 34L. Emergency medical flights are excepted and can use any runway required to expedite their journey.

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Sydney Airport flight paths

Sydney Airport has three runways:

  • Two parallel runways that are orientated north/south, and
  • A single crossing runway that runs east/west.

Runways can be used in both directions which results in four flows that are outlined in the illustration below. To learn how the flow direction is determined, visit our When is each flight path used? page.

The animation is indicative only and provided for information purposes, on occasions flights may leave these general areas from time-to-time.

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When is each flight path used?

Each runway in use at an airport has its own set of flight paths, and each flight path will affect different areas. As the runway in use changes, the flight paths in use will change, and so too do the suburbs affected by aircraft movements.

The runway in use at any given time and the direction of the traffic flow will vary primarily according to the wind conditions at the airport. This is because aircraft must take off and land into the wind for safety reasons. Generally, this means that in:

  • Northerly wind conditions at the airport (including north-westerlies and north-easterlies), north flow will be used.
  • Southerly wind conditions at the airport, including south-westerly and south-easterly conditions, south flow will be used.

However at times a runway direction may be used with a small amount of tailwind as long as it does not exceed the Civil Aviation Safety Authority’s limits for downwind (tailwind) and crosswind.

When the wind at the airport is calm or light, other factors are taken into account in selecting the runway that will be used. For example, the location of the terminals and the positioning of the taxiways can influence the decision.

At Sydney Airport, the proximity of the terminals to the northern end of the westernmost parallel runway means that in busy periods when south flow is being used, there is not always enough space on the taxiways between the terminals and the runway end for all the waiting aircraft to queue for take-off.

To manage this, some aircraft may need to be held at the departure gate until space becomes available. This can result in delays and create knock-on effects around the country. For this reason, if the wind is not a factor in the decision, north flow will usually be preferred over south flow during peak periods.

Location of terminals at Sydney Airport
Southern end

The proximity of the terminals to the runway at northern end of Sydney Airport means there is limited space on the taxiways for queuing. Below right: There is much more room for queuing aircraft on the taxiways at the southern end of the Airport.

Our page on Runway Selection discusses how decisions are made about which runway to use.

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Bankstown Airport flight paths

Bankstown Airport was established in the 1940s and is a general aviation airport primarily used by general aviation aircraft.

The airport is a base for the NSW Police Air Wing, the NSW National Parks and Wildlife Service, the Royal Flying Doctor Service, NSW Forests, Greater Sydney Area Helicopter Medical Service, and the Aviation Studies program of the University of NSW. During the summer months large firefighting helicopters are also based at Bankstown Airport.

Bankstown Airport operates 24 hours a day but noise abatement procedures apply.

Flight paths

The majority of aircraft using Bankstown Airport fly on designated routes to ensure separation with other air traffic, including aircraft operating to and from Sydney Airport.

These routes are outside controlled airspace which means that aircraft using them are not being directed by air traffic control. When flying outside of controller airspace pilots are following the rules of the air. Our booklet, Guide to our Operations, explains more about different types of airspace.

The transition between uncontrolled and controlled airspace, such as the are around Bankstown airport, must happen at defined points to maintain safety. These points are often located at local landmarks so they are easily recognized by pilots from the air.

When operating around Bankstown airport it is important to note that:

  • For arriving and landing aircraft there is no minimum altitude limit although aircraft will typically descent to the airport on a glide slope.
  • For departing aircraft, there is no also no minimum altitude limit and the rate of climb will vary depending on a number of factors including the type of aircraft and its weight, how heavily laden it is with fuel and passengers, and the atmospheric conditions at the time.

The following image displays the typical flight paths into and out of Bankstown.