Analytics

7 days and 30 days are rolling windows ending on the date you pick; older links to a calendar week or month open as a custom range with the same dates. All times are UTC. Current periods end today. Custom endpoints are inclusive, up to 366 days. Totals use available daily builds only; missing days are not zero traffic. Peak hour and peak occupancy are the busiest actual hour and 10-minute slot, never sums of simultaneous occupancy across dates. Cross-midnight visits appear once in the flights and flows tables. Area rows retain their date and limits. History rebuilds have no activation records.

FIR boundaries are VATSpy's (close to, not identical with, the AIP). An entry is counted when consecutive fixes cross the boundary within five minutes; where the aircraft came from is the FIR of the fix before. A departure or arrival at an Estonian aerodrome shows as DEP or ARR instead. The same aircraft coming back within 30 minutes is a brief re-entry (a Kaliningrad out-and-back is the usual case). Hide brief re-entries drops those later visits from the entry counts, the flows and the flights list. Occupancy per 10 minutes stays as it is: how many aircraft had a fix inside the FIR in that slot.

Area activations are the ones this site read from the EANS NOTAM bulletin and the airspace use plan (AUP) during the day. "Inside while active" means an ADS-B fix within the area's shape and vertical limits while it was active. That is not an infringement verdict: a controller may have cleared the flight through, and the vertical limits of NOTAM areas are sometimes given in a form this reads approximately. Military aircraft often fly without ADS-B, so an active area with nobody inside may still have been in use.

Level flight: consecutive fixes at least 20 s apart with less than 300 ft/min of altitude change. For arrivals it is counted from the top of descent within 200 NM to 10 NM before the airport; for departures from take-off to the top of climb within 200 NM. A continuous descent (CDO) or climb (CCO) has no level flight below FL100. Only flights the archive saw from at least 100 NM out count toward the percentages.

Fuel: jets with OpenAP (TU Delft, open source), from ground speed (standing in for true airspeed), altitude and vertical rate at 80% of maximum take-off mass. The A220 is modelled as an Embraer E-Jet of similar size, which OpenAP has; turboprops (ATR, Dash 8, Saab) use typical published fuel flows for climb, cruise, descent and taxi. Taxiing is the engines' certified idle fuel flow (ICAO emissions databank). CO₂ is 3.16 kg per kg of fuel. These are estimates for comparison, not an inventory: wind, actual mass and engine variants are not known.

Holding fuel is the fuel burnt inside holding stretches; additional ASMA fuel is the share of the arrival's fuel inside 40 NM that matches its additional ASMA time.

For every arrival and departure, the track below about 8 000 ft is filled in every 2 s (with the runway point at the landing or take-off time, where receivers often miss the last few hundred feet). The loudest level at each 500 m cell is estimated from the slant distance to the aircraft: a reference level at 1 000 ft for the aircraft class and phase (heavy jet 94/89 dB(A), medium jet 88/84, turboprop 82/79, light 75/70, departure/arrival), spherical spreading and 5 dB/km of air absorption. Ground effects, lateral attenuation, thrust settings and buildings are ignored.

That is the shape of an N-above count, the metric Australian airports publish for communities, but not its precision: real levels differ by several decibels. Use it to compare days, runways and places, not to settle a dispute. Places are approximate centres of districts.