Does COVID-19 impact on the data you can collect for the PIR?

    The PIR requires access to sufficient and representative aircraft movement and noise data to ensure accurate and valid analysis. 

    Prior to COVID-19 impacts we were able to collect representative aircraft movement data from November 2019 to February 2020. However, because of the COVID-19 impacts on aircraft movements, we were not able to collect representative data for other periods of 2020. 

    Forecast flight schedules indicated a return to sufficient aircraft movement levels to enable on-ground short-term noise monitoring to commence in December 2020. Recent traffic reports for Hobart Airport show a return to more than 70 per cent of pre-COVID traffic levels. This gives us enough representative data to commence the PIR.

    Why are Class C Airspace and Danger Area D316 not included in the PIR?

    The purpose of the PIR is to review changes implemented by Airservices. 

    Class C Airspace has not yet been implemented at Hobart Airport; therefore changes to Hobart Class C Airspace, including any changes to radar surveillance, are outside the scope of the PIR.

    Danger Area D316 was not changed as part of the Hobart Airspace Design Review, therefore it is outside the scope of the PIR  

    Where can I find information about current aircraft operations in my area?

    You can read more information about current aircraft operations at Hobart Airport on our Aircraft in Your Neighbourhood website.

    You may also like to access WebTrak to see where aircraft fly and explore historical trends and patterns.


    Can I suggest a change to the flight paths?

    As part of the PIR we will be providing all stakeholders (including community members) with the opportunity to submit flight path alternatives. We will be formally seeking these submissions early this year. 

    Airservices regularly investigates community suggested improvements to the operation of the flight paths and procedures it has implemented. 

    The existing process for these investigations will be applied to the consideration of alternatives as part of this PIR. This includes: safety and operational compliance , operational efficiency and feasibility , environmental and network assessments.

    You can read more about the process on page 6 of the Terms of Reference.

    Noise monitoring and noise regulations

    Noise monitoring is not conducted to determine whether there is compliance with particular noise standards or regulations. This is because there are no regulations specifying maximum noise levels for aircraft flying over residential areas. 

    Rather, aircraft operating in Australia are required to meet noise standards imposed through the Air Navigation (Aircraft Noise) Regulations 2018. These regulations stipulate compliance with international noise standards that apply to the design and production of aircraft and specify the amount of noise that may be emitted by an aircraft type/model. Aircraft that do not meet these standards are prohibited from engaging in air navigation in Australia. 

    How did you choose the noise monitor locations?

    Noise monitor installation locations need to meet international noise monitoring standards. Under these standards a number of considerations need to be taken into account when selecting a potential noise monitoring site. 

    One of these considerations is the angle from the ground plane between the monitor and aircraft - the elevation angle of aircraft relative to the ground should be at least 30⁰, with an optimal angle greater than 60⁰ to limit uncertainty in sound measurement. 

    Therefore, we aim to place noise monitors as close to directly under the flight path as possible.

    Where can I find out about Airservices Noise Monitoring?

    You can read more about Airservices Noise Monitoring on our Website.