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 six sectors - the Northwest, North, Northeast, Southwest, Southeast and Instrument 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.

Regional Apron: Push and Start

Auckland Ground: "ANZ141M, push and start approved onto B, tail East"

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 direction instruction, and may be given a start location.

International Apron: Push and Start

Auckland Ground: "ANZ26, push and start approved, tail 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.

Code F

ICAO has classified the B747-800 and A-380 aircraft as code F aircraft (wingspan from 65 to 80 meters and a width of the main fuselage from 14 to 16 meters)

Special rules apply to Code F aircraft, such as taxiway and gate restrictions.

Code F Stand Information

Contact stands for Code F aircraft are 10, 15, 16, 17 and 18.
Remote stands for code F aircraft are 19, 74, 75, 78 and 79.

Code F Taxi Information

Rapid exits A7 to A4 inclusive are not approved for Code F use.
TWY A2, A3, A8 and A9 are available for approved A380 operators.
Code F aircraft cannot taxi behind a code D, E or F aircraft holding on TWY A1A to TWY A10 inclusive.
When a code F aircraft is on TWY A between B2 and J a code E aircraft can operate on TWY B.
Code F aircraft may not use TWY B between B2 and B6.
When 05R is in use, Code F aircraft may vacate at TWY A3 or A2.
When 23L is in use, Code F aircraft may vacate at TWY A8 or A9.

Code F Arrivals

Tower shall ask where the pilot is planning to vacate. TMA shall apply adequate seperation for any trailing aircraft.

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 collective North or South Sectors are deemed to be separated from IFR arrivals on the ILS or RNP Z approaches, but not from RNP (AR) approaches.

Departures

Aircraft departures shall be managed in-line with the Runway Operations section.

Divergent Missed Approach Procedures have been implemented at Auckland, ensuring that departure tracks and missed approach tracks are divergent from each other. This ensures that the missed approach is protected, and allows a higher rate of departures to occur.

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.

International use of the AVNAR and AKELA Departures

For international departures from Runway 05R with a transition point at PEBLU or VELMO, the preferred SID is AVNAR #Q. For heavier aircraft departing via PEBLU or VELMO, controllers should assign the AKELA #Q SID due to the lower climb gradient.

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 East or South, the following rules shall be applied:

Runway	Procedure	Allowed A/C Categories	Is divergent?	Notes
05R	`BROOK #Q`	Cat A to C	Yes	Available to Cat C Jets for noise-abatement. AA TMA approval required.
05R	`AVNAR #Q`	Cat A to D	Yes	Preferred departure for Cat C Jets. Steep climb gradient - aircraft unable to meet this shall be given the `POLIS #Q (DOM)` or `AKELA #Q (INTL)`.
05R	`POLIS #Q`	Cat A to D	Yes	Preferred departure for Cat D Jets, or heavies. Shallower climb gradient.
05R	`REKIS #Q`	Cat A to D	Yes	Preferred departure for Props South. May be given to jets provided they are comfortable with the 180kt limitation at `VINOD`.
05R	`EMRAG #Q`	Cat A to D	Yes	Least preferred departure due to manual vectoring required.

Runway	Procedure	Allowed A/C Categories	Is divergent?	Notes
23L	`LENGU #A`	Cat A to D	Yes	Least preferred departure due to manual vectoring required.
23L	`LENGU #P`	Cat A to D	Yes
23L	`LEVRA #P`	Cat A to D	Yes	Preferred departure for Jets.
23L	`STEAL #P`	Cat A to D	Yes	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.

As the aircraft is off an evaluated procedure, there is a potential that an assigned heading departure may conflict with an arriving aircraft. In this case, ATMA may request a hold-down altitude to maintain separation.

Propellor Aircraft Only

Due to the early turn required, assigned heading departures shall be given to prop aircraft only.

Coordination for an assigned heading departure

AA TWR -> AA TMA: "Successive departures. Request ANZ631 assigned heading 190 degrees climbing five thousand then yours for vectors. Second in queue."
AA TMA -> AA TWR: "ANZ631 approved heading 190 degrees climbing five thousand then my vectors. Copy second in line."

Issuing a departure heading to an Aircraft

Auckland Tower: "ANZ631, additional departure instructions, report ready to copy"
ANZ631: "ANZ631, ready to copy"
Auckland Tower: "ANZ631, on departure turn right heading 190, climb five thousand"
ANZ631: "ANZ631, on departure turn right heading 190, climb five thousand"

Noise Abatement (Night STARs)

Use of Noise Abatement Operations

In the real world, Auckland uses noise abatement procedures from 2300 until 0600 local in order to minimise disturbances over populated areas.

The use of Noise Abatement procedures (Night STARs) 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.

These STARs shall not be used during high-traffic volumes due to the lack of separation against other routine procedures.

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

Runway 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 `AVNAR #Q` departure shall be avoided.

Runway 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` `ELPAK` `AGEDU` `IDSEM` `DABAS` `AKLOM` `OLBEX`	All
23L	`TAZEY #N`	`PEBLU` `VELMO`	All
23L	`LUNBI #N`		All

VFR Procedures

Arrival

In order to lessen the amount of instructions given to VFR traffic, the Controller shall issue the Ambury VFR arrival where possible. Once the Pilot reports overhead Little Creek., 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 Ambury VFR departure at all times - (AIP Chart). Once the Pilot reaches Ambury Park, 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 five 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.