Auckland Tower Procedures
Section 1: General
1.1 - Responsibilities
Auckland Delivery is responsible for issuing all IFR Route Clearances and VFR Departure instructions on the ground at Auckland Airport (NZAA)
1.2 - Frequency and Callsign Information
|Primary Frequency||128.200 MHz|
|RTF Designator||Auckland Delivery|
|Telephone Designator||Auckland Delivery|
1.3 - IFR Clearances
1.3.1 - Domestic Clearances
Domestic Clearances shall be issued in accordance with the Delivery Tutorial Section 2: IFR Clearances.
1.3.1(a) - Runway 05R Clearances
Consideration to aircraft performance shall be given prior to assigning a SID. The most direct routing SID may not always be the most applicable SID, given the high climb gradients required on some of these departures.
|SID NAME||Min Climb Grad (%)||Min Climb Grad (ft/NM)|
1.3.1(b) - Runway 23L Clearances
Considering to aircraft performance shall be given prior to assigning a SID. The most direct routing SID may not always be the most applicable SID, given the high climb gradients required on some of these departures.
|SID NAME||Min Climb Grad (%)||Min Climb Grad (ft/NM)|
1.3.1(c) - Non-RNAV or Unknown Performance
Non-RNAV aircraft shall be assigned the NZAA2A (Runway 23L) or the NZAA2B (Runway 05R) Departure and a heading in accordance with the table below.
|Type||Direction||Runway 23L||Runway 05R|
Use the phraseology: "...Auckland Two Alpha Departure, Heading 230..."
Aircraft, whose performance is unknown, shall be assigned either a LENGU1A or EMRAG1B departure, as these departures require the lowest climb gradient and are non-turning SIDs.
1.3.2 - International Clearances
International Clearances shall be issued in accordance with the Delivery Tutorial Section 2: IFR Clearances.
International Flights which file routes that have an Oceanic Boundary fix between GULUT, north to IBESO, shall be assigned an Oceanic Transition, with requested cruise level being omitted from the route clearance.
1.3.3 - Flight Plan Annotation
The flight plan shall be annotated to display the SID being used by the flight.
1.4 - VFR Departure Clearances
VFR aircraft shall be, in the first instance, assigned a published departure procedure appropriate for their direction of flight. If the pilot is unfamiliar with a published procedure, a plain langugage clearance may be issued to the pilot. The VFR flight strip should be amended to display the departure procedure/plain language clearance that was issued.
1.5 - Transfer of Communications
Once a correct readback has been obtained, Delivery shall advise the aircraft to monitor Auckland Ground.
Section 2: Ground Procedures
2.1 - Responsibilities
Auckland Ground is responsible for issuing taxi instructions and providing separation to all aircraft on the taxiways at Auckland Airport (NZAA).
2.2 - Frequency and Callsign Information
|Primary Frequency||121.900 MHz|
|RTF Designator||Auckland Ground|
|Telephone Designator||Auckland Ground|
2.3 - Pushback and Start Up advice
Auckland Ground shall issue pushback and/or start up advice to all aircraft - this includes the International Apron. Ground shall use positive control to ensure that no other aircraft will pass directly behind an aircraft that is pushing back.
2.4 - Use of holding points
Ground may assign the following reduced length holding points for departure without the approval of the pilot
|Type||Runway 23L||Runway 05R|
2.5 - Taxi Phraseologies
Should tthere be a need to taxi an aircraft to an intermediate taxiway which is not a runway holding point, use the phraseology: "(callsign) taxi for (runway) via Bravo, Hold Short of B2"
2.6 - Transfer of Communications
Once ground has issued all necessary instructions to the pilot, they shall advise the pilot to monitor Auckland Tower.
Section 3: Aerodrome Control
3.1 - Responsibilities
Auckland Tower is responsible for all IFR and VFR aircraft operating within the AA CTR/C, from SFC-1500ft as well as all runways at Auckland airport (NZAA).
Tower is responsible for selecting the most suitable runway-in-use.
In most cases, the runway-in-use will be the runway which is most into wind. This is because aircraft prefer to take off & land into wind.
However, in some cases, due to runway length, available approach and landing aids, position of the sun or the types of aircraft that use the runway, the most into wind runway may not be most suitable runway. It is up to the tower to balance these factors when selecting the runway-in-use.
To avoid head on collisions & to maintain seperation between arriving & departing aircraft, only one end of a runway can be-in-use.
The runway-in-use shall be included in the ATIS report.
3.2 - Frequency and Callsign Information
|Primary Frequency||118.700 MHz|
|RTF Designator||Auckland Tower|
|Telephone Designator||Auckland Tower|
3.3 - IFR Arrivals
Arrivals on an instrument approach shall be given their sequence on first contact. Arrival on a visual approach shall be given joining instructions and sequence on first contact.
3.4 - IFR Departures
Tower may clear aircraft for take off without reference to a TMA or CTR controller. This is called "Auto Release".
The following best practice, shall be taken into consideration when releasing aircraft for take off:
1. A landing aircraft will not be forced to go around.
2. Wake turbulence separations.
- Normally two minutes.
- Exception of three minutes when following aircraft is departing from an intersection.
Please refer to the Moodle ADC Course, Section 7.3 for complete details.
3. Thirty degree successive IFR departures.
Two departing IFR aircraft are considered separated if the following conditions are met:
- The initial departure tracks of both aircraft diverge by 30 degrees or more; and
- The preceding aircraft has been observed to clear and be moving away from the departure track of the following aircraft; and
- The preceding aircraft has reached a point where it is safe distance ahead of the following aircraft.
Please refer to the Moodle ADC Course Section 7.4 for complete details.
4. Straight out departure.
- The previous departure is at least 5nm straight ahead of the runway & 2000 feet AGL, assuming aircraft with similar performance. i.e. jet following jet or turboprop following turboprop
Auto Release may be cancelled by the TMA or CTR controller during periods of high workload. The termination and reinstatement of auto release will be negotiated between the relevant controllers.
Tower shall annotate the flight plan to display the SID being used by the aircraft.
3.5 - VFR Flights
VFR aircraft in the North or South sector (As depicted in the Auckland VFR Arrivals/Departures page in the AIP) are considered separated from IFR traffic on the instrument final approach. VFR arrivals shall be assigned a published VFR arrival procedure. If traffic permits, direct joining instructions may be issued instead. Aircraft vacating to the North from Runway 23L shall be instructed to make a right turn after departure and aircraft vacating from Ruwan 05R shall be instructed to make a left turn after departure.
3.6 - Transfer of Communications
Arriving Aircraft - Once the aircraft has vacated the runway.
Departing Aircraft - Once airbourne.
Section 4: Adjacent Sector Procedures (Auckland Terminal)
4.1 - Area of Responsibility
Auckland Terminal is responsible for all aircraft within the Auckland CTA/C.
4.2 - IFR Departures
Auto release (Refer 3.4) applies.
Auckland Tower shall annotate the flight plan to display the SID being used by the aircraft.
Unless otherwise coordinated, Terminal shall only turn aircraft in the closest direction to their track.
4.3 - IFR Arrivals
Auckland terminal shall restrict aircraft on a visual approach to 2000ft unless otherwise coordinated. Aircraft on an instrument approach may descend below 2000ft in accordance with the published profile.
4.4 - Transfer of Control
All 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.