Wellington Terminal Procedures

Section 1: General

1.1 Area of Responsibility:

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

Controls up to FL600.

Controllers/Standard Operating Procedures/Wellington Terminal Procedures/WellingtonTMA

1.2 Frequency and Sector Information:

CallsignNZWN_APP
Primary Frequency119.300 MHz
RTF DesignatorWellington Approach
Sector NameWellington Terminal
Sector AbbreviationWAT
Telephone DesignatorWellington Arrivals

 

1.3 Opening NZWN_DEP

Please read the Departure TMA Guidelines found here.

When both NZAA_APP & NZAA_DEP are online:

1.3.1 NZWN_APP is responsible for all IFR/VFR arrivals into the TMA.
1.3.2 NZWN_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 NZWN_DEP to NZWN_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 NZWN_APP & NZWN_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 NZWN_APP & NZWN_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: International traffic and also NZWB and NZNS traffic 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 to an appropriate base/final waypoint.

Wellington Runway 34:

Aircraft South of NZWN: Direct to UMAGA
Aircraft West of NZWN: Direct to JONAH (with instructions to re-join the STAR)
Aircraft North of NZWN: Direct to RIPPA (with instructions to re-join the STAR)
Aircraft East of NZWN: Direct to TURAK or RONGO (with instructions to re-join the STAR)

Wellington Runway 16:

Aircraft South and West of NZWN: Direct to HUWIT (with instructions to re-join the STAR)
Aircraft North of NZWN: Direct to WITBY
Aircraft East of NZWN: Direct to PAHWA or WITBY
This will ensure that aircraft will not intercept final on a track of greater than 90 degrees.

Woodbourne Runway 24:

All arrivals via LUTKA

Woodbourne Runway 06:

Arrivals via WB VOR or LUTKA-WB VOR

2.2 Aircraft anticipating a visual approach

Aircraft anticipating a visual approach at Wellington may be routed as follows:

Wellington Runway 34:

Aircraft South and West of NZWN: Direct to LYALL with descent to 2000ft.
Aircraft North of NZWN: Direct RIPPA then LYALL with descent to 2000ft.
Aircraft East of NZWN: Direct TURAK then LYALL with descent to 2000ft.

Wellington Runway 16:

Aircraft South and West of NZWN: Direct to RIDGE with descent to 3000ft - handover to TWR approaching the coastline.
Aircraft North of NZWN: Direct to WITBY or RIDGE with descent to 3000ft - handover to TWR approaching the coastline.
Aircraft East of NZWN: Direct to WITBY or RIDGE with descent to 3000ft - handover to TWR no later than 10 WN DME.


Please note: Due to the nature of high terrain on the RWY16 approach, NZWN_APP shall when practical handover aircraft to NZWN_TWR as soon as practical so aircraft do not get held up at 3000ft (which may lead to an unstable approach).

Woodbourne:

Aircraft may track directly to the WB VOR when on a visual approach.  Descent to 3000ft shall be issued (unless otherwise coordinated) to aircraft approaching from the East (i.e. LUTKA) direction only.  Due to the nature of the terrain, all other descents shall be to 5000ft.  Handover to the tower shall occur no later than 15 WB DME.  When controlling this position from NZWN_APP - Terminal may clear aircraft unrestricted once inside 15 WB DME, and provide joining instructions into the circuit.

Please note: Due to the nature of high terrain to the North, South and West of Woodbourne, NZWN_APP shall when practical handover aircraft to NZWB_TWR as soon as practical so aircraft do not get held up at 3000ft/5000ft (which may lead to an unstable approach).

Section 3: Departures

3.1 Noise Abatement Procedures:

At Wellington, the minimum turn altitude for jet aircraft tracking West or East of the extended centreline is 3000ft.  Aircraft tracking South can expect either radar control or direct routing once passing 3000ft.

Section 4: Wellington Tower Procedures

4.1 Area of Responsibility:

Wellington Tower is responsible for all aircraft within the Wellington CTR/C, SFC-2500ft.

4.2 IFR Departures:

Wellington shall request an IFR release from Wellington Terminal for all departures prior to clearing the aircraft for take off.  Multiple departures may be released at once provided these aircraft are on different SIDs.  When possible, Tower shall enable aircraft to make an 'early turn' as promulgated on the SID.

When using DAMBO, RUGDI, DULEX or UNRIT SIDs, aircraft must have commenced the turn on the SID before any other departure may be cleared for take-off.  This does not apply for WITBY or PEGSA SIDs.

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

4.3 IFR Arrivals:

Wellington Terminal shall restrict aircraft on a visual approach to 2,000ft unless otherwise coordinated for Runway 34 and 3,000ft unless otherwise coordinated for Runway 16.

Aircraft on an instrument approach may descend below 2/3,000ft in accordance with the published profile.

4.4 Transfer of Control:

Departures: Airbourne, unless otherwise coordinated.

Arrivals: Within 10 WN DME.

4.5 Transfer of Communications:

Departures: In accordance with the SID instructions (usually 1,500ft).

Arrivals (on an instrument approach): At WITBY or UMAGA, established on a straight-in approach.

Arrivals (on a visual approach): In accordance with 2.2 - Aircraft anticipating a visual approach.

4.6 Unattended Procedures:

When Wellington Tower is offline, Wellington Terminal assumes the role of NZWN_TWR.

Section 5: Woodbourne Tower Procedures

5.1 Area of Responsibility:

Woodbourne Tower is responsible for all aircraft within the Woodbourne CTR/D, SFC-3500ft.

5.2 IFR Departures:

Woodbourne shall request an IFR release from Wellington Terminal for all departures prior to clearing the aircraft for take off.  Multiple departures may be released at once provided these aircraft are on either visual departures (with opposite turns), or have commenced a turn on a SID. 

Woodbourne Tower shall annotate the flightplan to display the SID being used by the aircraft (e.g. VLY2, VIN2, LVDEP) etc.

When conditions are suitable for visual departures, Tower may instruct departures to Wellington to track direct to either WILKI or MEEDA on the STAR to keep the instrument sector clear for arriving aircraft.  This must be co-ordinated with WN Terminal.

5.3 IFR Arrivals:

Wellington Terminal shall restrict aircraft on a visual approach to 3,000ft when approaching from the East (LUTKA).  All other aircraft on a visual approach shall be restricted to 5,000ft.  Aircraft already established on a final approach track requesting a visual approach may be given unrestricted descent.

Aircraft on an instrument approach may descend below 3/5,000ft in accordance with the published profile.

5.4 Transfer of Control:

Departures: Passing 2,000ft unless separation versus inbound aircraft requires that the tower keep the aircraft until separation exists.

Arrivals: Within 15 WB DME.

4.5 Transfer of Communications:

Departures: Passing 2,000ft unless separation versus inbound aircraft requires that the tower keep the aircraft until separation exists.

Arrivals (on an instrument approach): At LUTKA established inbound on RWY24, or established inbound on the VOR/DME RWY06 approach.

Arrivals (on a visual approach): IAW 2.2 - Aircraft anticipating a visual approach.

4.6 Unattended Procedures:

When Woodbourne Tower is offline, Wellington Terminal assumes the role of NZWB_TWR.

4.7 Omaka

IFR departures from Omaka (VFR transitioning to IFR) are permitted.  Weather conditions must be better than or greater than that to conduct a visual departure.  VFR transit lane within the WB CTR/D is not simulated.  All aircraft movements at Omaka shall be monitored by WB TWR.  WB TWR may release Omaka to Class G airspace when required (e.g. when aircraft wish to conduct circuits).  Because Omaka is located away from Woodbourne, you may not give take-off and landing clearances.  Terminology such as 'Depart at your discretion' or 'Land at your discretion' should be used.  Operations at night time are not permitted at Omaka, except for Helicopter aircraft.

Section 6: Paraparaumu Aerodrome Procedures

6.1 Unattended Procedures:

NZWN_APP (Wellington Arrivals) is responsible for IFR arrivals and departures entering and leaving the Wellington TMA for Paraparaumu (NZPP).  During events, NZWN_DEP (Wellington Departures) shall handle this responsibility.  Note: VATNZ does not simulate the Paraparaumu Aerodrome Flight Information Service (AFIS) as provided from the tower at Paraparaumu Airport.  Paraparaumu is treated like any other unattended aerodrome which sits in close proximity to controlled airspace (such as Ardmore in the Auckland TMA).

6.2 IFR Departures:

Aircraft on the ground at NZPP departing IFR shall receive their airways clearance from the applicable Wellington Terminal Controller.  Pilots shall provide an estimated departure time and SID.  Airways clearance shall be issued in the standard way excluding SID instructions.  On successful readback of the clearance the controller shall then clear the departure into controlled airspace via the SID e.g. "Cleared to enter controlled airspace on the AGAXA TWO departure - report passing 2500ft".  Traffic information on other IFR movements shall also be included as part of the clearance.

6.3 IFR Arrivals:

Wellington terminal shall establish which approach the aircraft wishes to fly at NZPP prior to leaving controlled airspace.  When appropriate, the controller shall clear the arriving aircraft to leaving controlled airspace via a specific arrival or approach e.g. "Cleared to leave controlled airspace via the TPAPA TWO BRAVO Arrival, report passing 2500ft".  Appropriate traffic information shall also be passed to the pilot.

6.4 Transfer of Communications:

Since NZPP is outside of controlled airspace, aircraft may operate below 2,500ft without reference to the Wellington terminal controller.  Arrivals shall be transfered to UNICOM 122.8 when leaving controlled airspace ONLY IF there is traffic observed in the NZPP MBZ that has not been in contact with the Wellington terminal controller.  Aircraft shall call Wellington terminal to terminate their IFR flight plan when on the ground safely.