NZAA - Auckland
Positions
| Position Name | Shortcode | Callsign | Frequency | Login ID | Usage |
|---|---|---|---|---|---|
| Auckland DLV | DAA | Auckland Delivery | 128.200 | NZAA_DEL | Secondary |
| Auckland SMC | GAA | Auckland Ground | 121.900 | NZAA_GND | Secondary |
| Auckland ADC | TAA | Auckland Tower | 118.700 | NZAA_TWR | Primary |
| Auckland TMA | ATMA | Auckland Approach | 124.300 | NZAA_APP | Primary |
Event Only Positions
Danger
The following are designated as Event Only positions, and may only be staffed during a VATNZ event where approved, or if explicitly authorised by the Operations Director.
| Position Name | Shortcode | Callsign | Frequency | Login ID | Usage |
|---|---|---|---|---|---|
| Auckland Departures | ADEP | Auckland Approach | 129.600 | NZAA_DEP | Events - Traffic Management |
Airspace
The Auckland CTR/C follows the lateral boundaries as shown below from SFC to A015. The CTR/C comprises of three sectors - the North, Instrument and South Sectors.
Areas of Responsibility
The areas of responsibility are as depicted below. The Transfer of Control Points are as listed in the below table.
Transfer of Control points
| Transfer Flow | Requirements | Notes |
|---|---|---|
| Delivery -> Ground | Once PDC has been issued either through Voice or DCL. | |
| Ground -> Tower | Prior to arriving at their assigned hold, once clear of other traffic. | |
| Tower -> Approach | For Airline traffic, once airborne. For GA, when leaving the zone, if applicable. | |
| Approach -> Tower | When established on an instrument final, or if on an RNP approach, overhead the IAF. | |
| Tower -> Ground | Once clear of the active runway. | Tower may turn an aircraft off the rapid exit, onto A if necessary for traffic flow. |
Control Positions
Clearance Delivery
Clearances shall be issued by the Delivery position, and may be given via DCL or voice.
International Traffic with a domestic SID transition
Aircraft departing for South American destinations are not given an Oceanic transition as a part of their clearance - they shall be issued a domestic transition instead. These aircraft shall be cleared to their destination via their FPR at their RFL.
Example
For example, LAN800 is a service between NZAA and SCEL, usually filing the following routing -
H372 RO H328 GS DCT GOKAG ....
This aircraft would be issued either the POLIS #Q/TULMI or the LEVRA #P/TULMI departures depending on active runway.
Ground
Pushback
Pushback and start up clearances are managed by the Ground Controller. Controllers should make use of the "tail facing" instruction to ensure that aircraft do not block apron entry and exit points.
Domestic
Aircraft pushing from Gates 20 to 22 shall push either onto D1/D2 or B, depending on other traffic. Aircraft on Gates 28 to 33 shall be pushed with the nose facing towards the active runway.
For Gates 28 to 33, the Controller shall ensure that B4, B5 and B6 are kept clear for other aircraft, which can be ensured through two methods:
- Instructing the aircraft to have their tail facing a certain way, or
- Instructing the aircraft to push clear of a taxiway.
Aircraft on the C5 apron shall be instructed to push and start at their discretion, as it is not a part of the manoeuvring area but still requires a clearance.
International
All aircraft pushing from the International apron shall be given a tail facing instruction, and may be given a start location.
International Apron: Push and Start
Auckland Ground: "ANZ26, cleared push and start with the tail facing North"
Info
The start instruction is only utilised in the real-world to ensure that the jet wash doesn't interfere with the aircraft stands on the opposite side of the taxiway. As this isn't an issue within the Simulator, it is up to Controller discretion.
Taxiing
As the runway utilises high-speed exits, the Controller shall avoid using taxiway A when there is a potential for conflict between the taxiway and any vacating traffic.
When Runway 23L is in operation aircraft will vacate at either A4, A6 or A8, and A7, A5 or A3 when 05R is in use.
When RWY 05R is active any domestic aircraft shall be given taxi instructions via B and L. Taxiway M may be utilized by controllers in order to get aircraft past any queues at holding point A9.
Use of Holding Points
Departures may occur from any runway intersection, providing that it does not interfere with the use of any high-speed exits. Controllers may apply the following rules without coordination from the Pilot:
| Type | Runway 23L | Runway 05R |
|---|---|---|
| Large Jets | A1 or A1A |
A10 |
| Medium Jets | A2 |
A9 |
| Turboprops | A2 or A3A |
A9 |
Usage of the A3 and A8 Holding Points
The A3 and A8 holds are not to be used, as Pilots cannot visually check the approaches are clear before entering the runway.
Tower
The Tower shall ensure that all VFR traffic within the Auckland CTR/C does not conflict with any IFR operations. IFR operations shall take precedence over VFR.
Unless established within the aerodrome circuit, Tower must ensure that no VFR aircraft are present within the Instrument Sector when an aircraft is either turning onto, or established on an approach. VFR aircraft are not authorised to operate under any approach path, or within 3nm laterally of the approach path.
Aircraft that have been cleared to operate within the North or South sectors are deemed to be separated from IFR arrivals on the ILS or RNP Z approaches, but not from RNP (AR) departures.
Departures
Aircraft departures shall be managed in-line with the Runway Operations section.
Some departures have immediate divergent turns once the aircraft passes A005, taking the aircraft away from the centreline, allowing for another aircraft to follow soon after.
SID Assignment
International SIDs are straight-forward, in that all of them have a shallow climb gradient, suitable for most aircraft types. The Controller shall issue the SID that is suggested by their Controller Client.
For Domestic aircraft that are departing to the North or Northeast, the Controller shall issue the SID that is suggested by the Controller Client. If the aircraft is departing to the South, the following rules shall be applied:
| Runway | Procedure | Allowed A/C Categories | Is divergent? | Notes |
|---|---|---|---|---|
| 05R | BROOK #Q |
Cat A to C | Yes - >30° turn passing A005 |
Available to Cat C Jets for noise-abatement. AA TMA approval required. |
| 05R | PAGLA #Q |
Cat A to D | No | Preferred departure for Cat C Jets. Steep climb gradient - aircraft unable to meet this shall be given the POLIS #Q. |
| 05R | POLIS #Q |
Cat A to D | No | Preferred departure for Cat D Jets, or heavies. Shallower climb gradient. |
| 05R | REKIS #Q |
Cat A to D | Yes - >30° turn passing A005 |
Preferred departure for Props. May be given to jets provided they are comfortable with the 180kt limitation at VINOD. |
| 05R | EMRAG #Q |
Cat A to D | No | Least preferred departure due to manual vectoring required. |
| Runway | Procedure | Allowed A/C Categories | Is divergent? | Notes |
|---|---|---|---|---|
| 23L | LENGU #A |
Cat A to D | No | Least preferred departure due to manual vectoring required. |
| 23L | LENGU #P |
Cat A to D | No | |
| 23L | LEVRA #P |
Cat A to D | No | Preferred departure for Jets. |
| 23L | STEAL #P |
Cat A to D | Yes - >30° turn passing A005 |
Preferred departure for Props. Shall not be initially issued to Jets, but may be issued if requested. |
Assigned Headings
To ensure a divergent departure occurs due to traffic, AA TMA may request an aircraft be assigned a heading to fly once passing A005. This ensures a 30 degree offset from the centreline exists, and therefore another aircraft may then depart. These will usually be issued when an aircraft is at the holding point, and will be given to the Tower as a part of AA TMA's release of the aircraft.
Issuing a departure heading
Auckland Tower: "JST203, additional departure instructions, report ready to copy"
JST203: "JST203, ready to copy"
Auckland Tower: "JST203, on departure turn right heading 170, climb four thousand"
JST203: "JST203, on departure turn right heading 170, climb four thousand"
VFR Procedures
Arrival
In order to lessen the amount of instructions given to VFR traffic, the Controller shall issue the Mangere Bridge VFR arrival where possible. Once the Pilot reports overhead Mangere Town, the Controller shall integrate them with the circuit. AIP Chart refers.
Important
If instructed to join via the overhead, it is the Controller's responsibilty to ensure that the missed approach is protected. A non-circuit side join may be given instead.
Departure
In order to lessen the amount of instructions given to VFR traffic, the Controller shall issue the Mangere Bridge VFR departure at all times - (AIP Chart). Once the Pilot reaches Mangere Bridge, the aircraft shall be handed off to UNICOM or Approach where appropriate.
If a departing VFR aircraft requests to climb into controlled airspace, this shall be coordinated with Approach. The Tower Controller may amend the clearance as they see fit while the aircraft is in their Control Zone, however must be coordinated with Approach if the ammendment changes their Control Area entry point.
As flights to the West, North, and Northeast require a turn against the circuit direction, the Tower may approve a turn against the circuit direction.
Turn against the Circuit direction
Auckland Tower: "On departure a left/right turn is approved. Runway 05R/23L, cleared for takeoff"
Helicopters
Helicopter operations are frequent within Auckland CTR/C, usually operating within one of the three sectors. Tower must ensure that no VFR aircraft are present within the Instrument Sector when an aircraft is either turning onto, or established on an approach. VFR aircraft are not authorised to operate under any approach path, or within 3nm laterally of the approach path.
Noise Abatement
Use of Noise Abatement Operations
The use of Noise Abatement Operations on the network is not mandatory, and Controllers may elect to provide a normal control service if they wish. As the primary Controller affected, the decision to implement Noise Abatement Operations sits with AA TMA.
Auckland employs noise abatement procedures from 2300 until 0600 local in order to minimise disturbances over populated areas.
Use of the Preferential Runway System
Use of the Preferential Runway System is not authorised and Controllers shall nominate a single runway direction for both take-off and landing.
Departures
Rwy 05R
Aircraft operating from Rwy 05R shall not be taken off the SID until passing A030. Aircraft shall not overfly the City lower than A050 unless established on an approach or departure path.
For all international departures the Controller shall issue the SID that is suggested by their Controller Client. For Domestic departures, Controllers shall observe the following SID assignment preferences:
| Priority | Runway | Procedure | Allowed A/C Categories | Notes |
|---|---|---|---|---|
| 1 | 05R | BROOK #Q |
Cat A to C | AA TMR approval not required during Noise Abatement hours. |
| 2 | 05R | REKIS #Q |
Cat A to D | Preferred departure for Props. Shall not be issued to Jets during Noise Abatement. |
| 3 | 05R | POLIS #Q |
Cat A to D | Preferred departure for Cat D Jets, or heavies. Shallower climb gradient. |
| 4 | 05R | All other SIDs | Use of the PAGLA #Q departure shall be avoided. |
Rwy 23L
Aircraft operating from Rwy 23L must climb to A030 on the extended runway centreline before turning to the right on departure. Aircraft may turn left once above A005.
There are no limits on the issuing of SIDs for Rwy 23L.
Arrivals
Domestic
There are no limitations on the assignment of STARs for Domestic traffic, however Controllers should avoid the issuing of RNP-linking STARs.
International
OCR has three Noise Abatement STARs that shall be issued as first preference. If track shortening is provided, Controllers shall ensure that aircraft do not overfly the city.
| Runway | Procedure | Transitions | Allowed A/C Categories |
|---|---|---|---|
| 23L | BASIV #N |
ELNOS SALAG UPLAR |
All |
| 05R | RIKDI #N |
KALAG AGREX TARIB SELKA AGEDU IDSEM DABAS AKLOM OLBEX |
All |
| 23L | TAZEY #N |
PEBLU VELMO |
All |
| 23L | LUNBI #N |
LUNBI |
All |