Auckland Terminal Procedures

Section 1: General

1.1 Area of Responsibility:

NZAA_APP (Auckland Approach) is responsible for all controlled airspace within their designated area of responsibility (see diagram), excluding Auckland and Whenuapai Towers when those units are online.

Controls up to FL600.

Controllers/Standard Operating Procedures/Auckland Terminal Procedures/Auckland Terminal Diagram

1.2 Frequency and Sector Information:

CallsignNZAA_APP
Primary Frequency124.300 MHz
RTF DesignatorAuckland Approach
Sector NameAuckland Terminal
Sector AbbreviationAAT
Telephone DesignatorAuckland Terminal

1.3 Opening NZAA_DEP

Please read the Departure TMA Guidelines found here.

When both NZAA_APP & NZAA_DEP are online:

1.3.1 NZAA_APP is responsible for all IFR/VFR arrivals into the TMA.
1.3.2 NZAA_DEP is responsible for all IFR/VFR departures out of the TMA.
1.3.3 Where an aircraft is departing & arriving within the TMA the aircraft should be passed from NZAA_DEP to NZAA_APP half way to the destination airport.
1.3.4 Use of appropriate SID's and STAR's is encouraged as these provide separation. Once an aircraft on approach has passed abeam the upwind threshold then the aircraft can be vectored as required and usually without reference to the DEP controller. The APP controller can then use the STAR, shorten the STAR, Vector, use speed control etc.
1.3.5 NZAA_APP & NZAA_DEP may need to co ordinate between each other, due to the possibility of departing & arriving aircraft conflicting with each other.
1.3.6 It is totally at the discretion of NZAA_APP & NZAA_DEP what solutions they use to manage conflicts. After all a TMA controller is already competent to control the whole TMA alone. The only difference here is, you need to co ordinate a solution between both of you, when such a conflict is likely to occur.
For example in an event where the arrival & departure cross at point X, you may agree until point X is passed, that APP will not descend below 8000 & DEP will not climb above 6000.
1.3.7 Note: Some SID's, mainly for oceanic cross arrival tracks.

Above all, it is a requirement that APP and DEP controllers operating in shared airspace do so with respect and courtesy for each other.

Section 2: Arrivals

2.1 Direct Routings on STARS

When traffic permits, Terminal may "shortcut" arrivals by tracking them direct an appropriate base/final waypoint.

Runway 23L:

Aircraft West of EMRAG: Direct SABAV
Aircraft East of EMRAG: Direct EMRAG

Runway 05R:

Aircraft West of LENGU: Direct LENGU
Aircraft East of LENGU: Direct GITUK

This will ensure that aircraft will not intercept final on a track of greater than 90 degrees.

2.2 Aircraft anticipating a visual approach

Aircraft anticipating a visual approach may be routed as follows:

Runway 23L: via ESNAX and TOMAS
Runway 05R: via WI and KAURI

Use the phraseology: "Cancel STAR, track direct WI and TOMAS"

2.3 Standard Descents

Descents for arriving aircraft into the Auckland TMA shall be to 11,000ft (or lower cruise altitude), unless otherwise co-ordinated with the Auckland TMA controller.

Section 3 : Departures

3.1 Noise Abatement Procedures:

The minimum turn altitude for jet aircraft tracking North of the extended centreline is 3,000'. Aircraft tracking South may be turned at 500'.

3.2 RNAV SID and Net Climb Gradient:

Care must be taken to assign appropriate SIDs to departing aircraft.  Some SIDs require high net climb gradients (which are not normally a problem for most domestic jets).  If an aircraft is unable to comply with the higher climb gradient required, a standard RNAV SID will be issued OR terrain clearance monitored by radar in the event of an engine failure during the SID.  The LENGU and EMRAG departures, along with the NZAA2A and NZAA2B RADAR departures are available to all aircraft.

Section 4: Ardmore Procedures

4.1 Arrivals:

Non-RNAV/GNSS Aircraft:

Non-RNAV/GNSS equipped aircraft can expect to conduct an Instrument approach to NZAA and then break off the approach and proceed VFR to NZAR.

RNAV/GNSS Aircraft:

RNAV/GNSS equipped aircraft can expect to conduct the GNSS approach for the runway in use at NZAR. The finals of the GNSS approaches are separated from the finals of the NZAA ILS approach.

Cancelling IFR:

An IFR aircraft may cancel IFR prior to commencing an approach and proceed VFR to NZAR.

All IFR aircraft into AR shall be asked to advise when proceeding VFR in the air, or landed on the ground, such that their IFR FPL can be cancelled.

4.2 Departures:

The NZAR SIDs are separated from the final track of the ILS approach to NZAA as well as the LENGU and EMRAG departures from NZAA.

All IFR departures are required to contact Auckland Terminal for an IFR clearance prior to becoming airbourne (Refer AIPNZ).

Terminal shall provide NZAR IFR departures with a route clearance, advise them that their clearance is not valid and to report on taxi. Once the aircraft has reported taxiing, Terminal shall assign a SID suitable for their direction of flight and the current traffic situation. Use the phraseology:

"Make (SID Name) Departure".

Once traffic permits, advise the aircraft that thier clearance is valid. All other relevent information e.g. reporting instructions, is published in the AIPNZ.

Section 5: Bay Sector Procedures

5.1 Area of Responsibility:

Bay is responsible for controlled airspace within their area of responsibility as depicted in Part 1, Section 1.1, of the BAY Area SOP.

When Hamilton Terminal is offline, Bay Sector assumes responsibility for Hamilton Approach Airspace. Refer: Section 3: Hamilton Approach Procedures

5.2 Arrival Routings

Bay is responsible for issuing the appropriate STAR for the runway in use at NZAA to aircraft within it's sector.

5.3 Standard Descents

Unless otherwise coordinated, Bay shall descend arrivals to the following level:

Landing NZAA/NZAR: 13,000, or lower cruise

5.4 Transfer of Control Points:

Unless otherwise coordinated, the transfer of control point shall be at the common airspace boundary

5.5 Transfer of Communications:

Unless otherwise coordinated, the transfer of communications shall occur prior to the common airspace boundary

Section 6: Raglan Sector Procedures

6.1 Area of Responsibility:

Raglan is responsible for controlled airspace within their area of responsibility as depicted in Part 1, Section 1.1 of the Raglan Area SOP.

6.2 Departure Routings

It is expected that all departures will remain on the assigned SID track until established on their cleared route.  Deviations left and right of track due to weather are appropriate.  Deviations around weather do not require co-ordination with the adjacent controller, however, it is imperative that these deviations will not conflict with traffic in adjacent sectors during handover.  Weather deviations will provide a means of regaining track inside the applicable control area e.g. "Once clear of the weather, track direct to [xxx]".

6.3 Arrival Routings

Raglan is responsible for issuing the appropriate STAR for the runway in use at NZAA to aircraft within it's sector

6.4 Standard Descents:

Unless otherwise coordinated, Raglan shall descend aircraft to the following levels:

Landing NZAA/NZAR:

11,000, or lower cruise (Domestic and International Flights)

Landing NZWP:
11,000, or lower cruise (Domestic Flights); or
FL260, or lower cruise (Oceanic Flights)
Landing all other destinations:
As coordinated

6.5 Arrival Sequencing:

Raglan shall ensure that aircraft on the same or adjacent STARs, landing NZAA or NZAR, are sequenced such that they are 10 miles in trail of each other, unless otherwise coordinated. An example of adjacent STARs is the PEPPE and DAVEE STARs.

6.6 Oceanic Flights:

From NZAA:

Terminal shall clear Oceanic departures, who are flying the Oceanic Transition, direct to their NZZC/NZZO boundary fix, climbing to FL250.

Terminal may handoff Oceanic departures to Raglan prior to the common airspace boundary, allowing Raglan to climb oceanic aircraft above FL250 prior to the common boundary.

From NZWP:

Terminal may clear Oceanic departures, direct to their NZZC/NZZO boundary fix, provided that coordination is obtained prior to clearing the flight above 10,000.

Terminal may handoff Oceanic departures to Raglan prior to the common airspace boundary, allowing Raglan to climb oceanic aircraft above FL250 prior to the common boundary.

To NZAA:

Raglan shall clear all aircraft unable to fly an NZAA RNAV STAR direct to the AA VOR.

Refer to Section 2.3 Standard Descents, for descents.

To NZWP:

Raglan may clear WP arrivals direct WP VOR without coordination.

Refer to Section 2.3 Standard Descents, for descents.

6.7 Overflights landing NZWR, NZKK, NZKT

Terminal shall coordinate with Raglan to determine an initial descent level for those aircraft requiring descent in Terminal airspace landing at WR, KK or KT.

6.8 Transfer of Control Points:

Unless otherwise coordinated, the transfer of control point shall be at the common airspace boundary

6.9 Transfer of Communications:

Unless otherwise coordinated, the transfer of communications shall occur prior to the common airspace boundary.

Section 7: Hamilton Approach Procedures

7.1 Area of Responsibility:

Hamilton Approach is responsible for controlled airspace within their area of responsibility as depicted in Part 1, Section 1.1, of the Hamilton Approach SOP.

When Hamilton Approach is offline, Bay Sector assumes responsibility for Hamilton Approach Airspace.

7.2 Standard Descents:

Unless otherwise coordinated, Auckland shall descend aircraft landing NZHN to the following level:

10,000, or lower cruise

7.3 Transfer of Control Points:

Unless otherwise coordinated, the transfer of control point shall be at the common airspace boundary

7.4 Transfer of Communications:

Unless otherwise coordinated, the transfer of communications shall occur prior to the common airspace boundary

Section 8: Auckland Tower Procedures

8.1 Area of Responsibility:

Auckland Tower is responsible for all aircraft within the Auckland CTR/C, SFC to 1,500'.

8.2 IFR Departures:

Auckland Tower shall request an IFR release from Auckland Terminal for all departures prior to clearing the aircraft for take off. Multiple departures may be released at once when Tower can provide 30 degree successive departure separation. When making a multiple release request, Tower shall provide the sequence and the SID of each flight.

Auckland Tower shall annotate the flightplan to display the SID being used by the aircraft.

Unless otherwise coordinated, Terminal shall only turn aircraft in the closest direction to their track.

8.3 IFR Arrivals:

Auckland Terminal shall restrict aircraft on visual approach to 2,000’ unless otherwise coordinated.

Aircraft on an instrument approach may descend below 2,000’ in accordance with the published profile.

8.4 Transfer of Control:

Departures: Airborne, unless otherwise coordinated

Arrivals: Within 10 AA DME

8.5 Transfer of Communications:

Departures: Airborne, unless otherwise coordinated.

Arrivals (on an instrument approach):  At LENGU or EMRAG, established on a straight in approach.

Arrivals (on a visual approach): 15 AA DME.

8.6 Unattended Procedures:

When Auckland Tower is offline, Auckland Terminal assumes the role of NZAA_TWR.

Section 9: Whenuapai Tower Procedures

9.1 Area of Responsibility:

Whenuapai Tower is responsible for all aircraft within the Whenuapai CTR/D, SFC to 2,500'.

9.2 IFR Departures:

Whenuapai Tower shall request an IFR release from Auckland Terminal for all departures prior to clearing the aircraft for take off.

Whenuapai Tower shall annotate the flightplan to display the SID being used by the aircraft.

9.3 IFR Arrivals:

Auckland Terminal shall restrict aircraft on visual approach to 3,000’ unless otherwise coordinated.

Aircraft on an instrument approach may descend below 3,000’ in accordance with the published profile.

9.4 Transfer of Control:

Departures: 3,000', unless otherwise coordinated

Arrivals: Within 10 WP DME

9.5 Transfer of Communications:

Departures: Airborne, unless otherwise coordinated.

Arrivals (on an instrument approach): At BAYES or WYTAK, established on a straight in approach.

Arrivals (on a visual approach): 15 WP DME

9.6 Unattended Procedures:

When Whenuapai Tower is offline, Auckland Terminal assumes the role of NZWP_TWR.