Frequently asked questions
Who decides on flight paths?
Airservices designs flight paths. Flight path design is a complex process. Existing flight paths are the result of extensive consultation, over many years, with all the affected stakeholders – regulators, government, aviation industry, environmental, community and other relevant bodies and organisations.
Can flight paths be changed?
Because of the complexity of the flight path design process, they cannot be easily changed. The entire airspace design of a region would have to be considered., taking into account factors of safety, efficiency and environmental impact.
What affects the selection of runways on any given day?
Wind direction and wind speed are always significant factors in runway selection because aircraft primarily take off and land into the wind.(Although exceptions exist – for example, a downwind up to five knots is allowed on a dry runway while no downwind is permitted on a wet runway, etc.). Other factors include traffic levels, pilot requirements and the mix of aircraft operating in the area at the time.
When a runway is selected it needs to be usable for an extended period of time to allow pilots, who may be thirty minutes or more away, to plan their descent, approach and landing. This means that Air Traffic Control needs to anticipate developing weather trends as well as take into account current conditions when selecting runways. It also means that runway changes cannot be made instantly – they need to be planned, especially during peak traffic periods, so that pilots have time to plan their approach.
Why can Bureau of Meteorology and Air Traffic Control wind observations differ?
Bureau of Meteorology weather reports refer to weather in an area, not at a specific location. The bureau’s airport report covers a 10 nautical mile radius, which is much greater than the actual size of the airport. The Bureau’s wind direction reading is taken from a single instrument located on the airfield. Generally the Bureau’s reports are made at scheduled times and not on a minute-by-minute or even hourly basis.
By contrast, ATC wind observations are made using multiple instruments that are positioned at the threshold of every runway and provide minute-by-minute readings. This is because weather is dynamic and constantly changing.
What is the difference between controlled and uncontrolled airspace?
Airspace is either controlled (actively managed by air traffic control) or uncontrolled. To enter controlled airspace, an aircraft must first gain a clearance from air traffic control. No clearance is required to operate in uncontrolled airspace. As such, all aircraft in uncontrolled airspace are solely responsible for avoiding other traffic.
Different types of controlled airspace exists. “Terminal airspace” surrounds major airports, generally within 30 to 50 nautical miles (55 – 90 km). In the case of Sydney Airport, this airspace extends from ground level up to 18,000 feet (approximately 6,000 m) close to the airport. As the distance from the airport increases, the lower boundary of the zone rises in steps, beginning at 1,000 feet (300 m) and increasing to typically 7,500 feet (2,300 m) at the outer edges of the Sydney Basin. This enables other airspace users, such as gliders, balloons, etc, to operate safely underneath terminal airspace without requiring an air traffic clearance.
“En-route airspace” surrounds the flight paths between airports where air traffic control is provided.
What are minimum flying heights for aircraft?
Minimum heights are governed by Regulation 157 of the Civil Aviation Regulations 1988 (external link). This states that pilots must not fly over cities, towns or populous areas at a height lower than 1,000 ft, or over any other area lower than 500 ft, taken as height above the highest point in the terrain. However exceptions do apply, for example:
- in situations where the weather requires lower flying
- for helicopters flying within specified access lanes
- where the aircraft is engaged in air work for which the operator has a permit (such as media helicopters)
- for police and search and rescue operations
- and where an aircraft is in the course of taking off or landing at an airport.
These and other exceptions are set out in the regulations.
Who investigates safety breaches such as low flying?
Safety breaches are the responsibility of the Civil Aviation Safety Authority.
What is circuit training and who is in charge of it?
Circuit training is repetitive “touch and go” operations. Trainee pilots perform “circuits” as part of their flight training in order to practice taking off, climbing, turning, increasing and decreasing speed, flying straight and level, descending, final approach and landing. Circuits are performed both day and night. The conduct of circuit training, including the times that this occurs, is governed by airport management.
What are Fly Neighbourly Agreements?
A Fly Neighbourly Agreement is a voluntary code of practice negotiated between aircraft operators and communities or authorities that have an interest in reducing the disturbance caused by aircraft within a particular area. It may include limitation on heights, frequency and areas of operation. Advice on the form and content of these agreements can be obtained from the Office of Airspace Regulation in the Civil Aviation Safety Authority. More information is available from the CASA website.
Who controls aviation policy and legislation?
Aviation policy is a Federal matter which falls under the Department of Infrastructure and Transport.
Why don’t all airports have curfews?
Curfews are imposed by Federal legislation and at present only Sydney, Adelaide, Essendon and Gold Coast have curfews. Federal Government policy with respect to curfews is to maintain the current existing curfew arrangement at Sydney, Adelaide, Gold Coast (Coolangatta) and Essendon airports as outlined in the Australian Government National Aviation Policy – White Paper.
More information on airport curfews is available in the our downloadable factsheet.
What about military aircraft? Who do I complain to?
Noise complaints about Defence activities should be directed to the nearest base. To contact a base call the Defence switchboard on 1300 333 3623 and ask to be transferred to relevant base. The RAAF website has a list of bases and contact details.
RAAF Website Aircraft Noise Information
Department of Defence Website Aircraft Noise Information
How do I get a Noise Monitoring Terminal placed in my area?
Make a submission to your local Community Aviation Consultation Group. Contact details are available on the Airport Information page. Noise monitors are owned by Airservices. The location of noise monitors are regularly reviewed.
How is Airservices responding to the recommendations of the Aircraft Noise Ombudsman’s review of complaints handling?
The Aircraft Noise Ombudsman conducts independent administrative reviews of Airservices management of aircraft noise-related activities. During 2011 the Ombudsman released a review of Airservices aircraft noise complaints handling. All 18 recommendations of this review have been agreed by Airservices and a program is underway to address these.
Work has been undertaken in a number of areas including updating and enhancing noise information on the Airservices website and improving engagement with other agencies on aircraft noise issues. A range of activities are continuing to address the Ombudsman’s recommendations and improve our handling of aircraft noise complaints.
The review of Airservices aircraft noise complaints handling can be found at the Aircraft Noise Ombudsman’s website.