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| 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 | +
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 | +
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.
+
The areas of responsibility are as depicted below. The Transfer of Control Points are as listed in the below table.
+
+
| 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. |
+
Clearances shall be issued by the Delivery position, and may be given via DCL or voice.
+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.
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.
+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:
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.
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.
+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.
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.
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) approaches.
+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.
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 South. 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. | +
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"
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 is not authorised and Controllers shall nominate a single runway direction for both take-off and landing.
+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. |
+
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.
+There are no limitations on the assignment of STARs for Domestic traffic, however Controllers should avoid the issuing of RNP-linking STARs.
+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 | ++ | + | + |
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.
+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"
+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.
+ + + + + + + + + + + + + + + + + + + + + + +| Position Name | +Shortcode | +Callsign | +Frequency | +Login ID | +Usage | +
|---|---|---|---|---|---|
| Christchurch DLV | +DCH | +Christchurch Delivery | +128.200 | +NZCH_DEL | +Secondary | +
| Christchurch SMC | +GCH | +Christchurch Ground | +121.900 | +NZCH_GND | +Secondary | +
| Christchurch TWR | +TCH | +Christchurch Tower | +118.400 | +NZCH_TWR | +Primary | +
| Christchurch TMA | +CTMA | +Christchurch Approach | +126.100 | +NZCH_APP | +Primary | +
Event Only Positions
+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 | +
|---|---|---|---|---|---|
| Christchurch Terminal Radar | +CDEP | +Christchurch Departures | +120.900 | +NZCH_DEP | +Events - Traffic Management | +
The Christchurch CTR/C follows the lateral boundaries as shown below from SFC to A015. The CTR/C comprises of three sectors - the West, Instrument and East Sectors.
+
The areas of responsibility are as depicted below.
+
+
Notes
+The areas marked in orange have special condition-based rules, and can be read about here - GCH Apron and Western Apron.
+| Transfer Flow | +Requirements | +Notes | +
|---|---|---|
| Delivery -> Ground | +Once PDC has been issued either through Voice or DCL | +Exceptions for the Western and GCH aprons. | +
| Ground -> Tower | +Prior to arriving at their assigned hold, once clear of other traffic. | +See conditions for traffic crossing a Rwy and traffic backtracking via Rwy 29. | +
| Tower -> Ground | +Once clear of the active Rwy. | +Tower may taxi aircraft vacating via A4 to A4 Hold 1 without coordination. |
+
| Tower -> Approach | +For Airline traffic, once airborne. For GA traffic, prior to leaving the zone, if applicable. | ++ |
| Approach -> Tower | +Once established on an instrument final, or overhead the IAF if on an RNP approach. | ++ |
Clearances shall be issued by the Delivery position, and may given via DCL or voice.
+When applicable, Delivery may issue taxi instructions in line with the GCH Special Conditions or Western Apron Special Conditions.
+Pushback and startup clearances are managed by the Ground Controller. Due to the single taxiway at NZCH, the Controller shall ensure that pushbacks are carefully timed to allow for aircraft to taxi to both the runway and stands.
+Starting on Stand at the Terminal
+Christchurch utilises W/E stands to allow for Props to park into the wind. Aircraft utilising these stands do not require a push-back, and may start on stand.
+| Stands / Gates | +Usage | +Has a W/E stand? | +Pushback Location | +Notes | +
|---|---|---|---|---|
| 3 and 4 | +Cat B Props | +Yes, only | +N/A | +Designed for C208 or PC12 type aircraft | +
| 5 to 8 | +Turboprops | +Yes | +Twy F |
+Both Nose-in, and W/E | +
| 9, 11, 12, 13, 15 | +Turboprops | +Yes | +Twy F |
+Both Nose-in, and W/E | +
| 10, 14 | +Turboprops | +No | +Twy F |
++ |
| 16 | +Turboprops and Jets | +No | +Twy F |
++ |
| 17 to 22 | +Turboprops and Jets | +No | +Twy A |
+Primarily for Jets, but turboprop capable | +
| 26 to 28 | +Jets | +No | +Twy A |
+If Rwy 02 is active, Stand 28 shall be pushed clear of A4, or may be pushed on A15 |
+
| 29 to 35 | +Jets | +No | +Twy A15 |
+International Stands | +
Departures may occur from any intersection, providing that it does not interfere with the use of normal exits.
+When Runway 02 is in use, domestic jet traffic shall be issued A6, and international traffic issued A7. Domestic jet traffic may be re-issued A7 if requested from the Pilot.
Departing prop traffic is usually able to take a mid-field departure via A5 or RWY 29. Arriving prop traffic will usually vacate via A5, so traffic may be instructed to hold short of RWY 02/20 on RWY 29, provided that Tower has delegated the use of Runway 29 to Ground.
When Runway 20 is in use, domestic jet traffic shall be issued A3, and international traffic issued A2. Domestic jet traffic may be re-issued A2 if requested by the Pilot.
Departing prop traffic shall be issued A4, but may be re-issued A3 if required for performance.
High performance aircraft, such as private jets or King Airs, may be issued any holding point, provided that it does not interfere with landing traffic. If a high performance aircraft is using a usual vacate route, any aircraft on approach shall be notified and instructed to roll out to the next runway vacate point.
+Dakota Apron is used exclusively by Parcel Air (APK), Airwork (AWK) and Texel Air (XLR). Aircraft utilising this apron may be instructed to start at their discretion and report for taxi.
+When ready for taxi, aircraft taxiing from the Dakota Apron may be instructed to cross Runway 29 and taxi via F, or may be given a backtrack via Runway 29. A backtrack via Runway 29 is usually preferred, as it allows the Domestic ramp to continue to flow.
The Post Apron is on the northern side of A4, and is used by DHL, Qantas Freight and other freight traffic. Aircraft utilising this apron may be instructed to start at their discretion.
The Romeo Apron is a transitional apron, and is commonly used by aircraft arriving at the aerodrome without a contracted parking location, or for overflow or long-term parking.
+Aircraft utilising Stands R1A, R1B, and R3A stands may start on stand. Aircraft utilising Stands R1, R2 or R3 must be pushed onto A15.
The Antarctic Apron is used for all military traffic, but may also be used for larger private traffic. Stands are not issued on this apron, and aircraft may start on stand.
+Aircraft operating within the bounds of the Western Apron shall be controlled in line with the Western Apron special conditions.
+When RWY 29/11 is not in use Tower may delegate the use of RWY 29, south of the RWY 02/20 intersection, to Ground as a taxiway.
+When delegated RWY 29, the Ground Controller may authorise the aircraft to cross RWY 29 without seeking permission, or transferring that aircraft to Tower.
+When Runway 29/11 is in use
+The Ground Controller shall not assume crossing authority for the intersecting runway when Runway 29/11 is in use.
+RTF for crossing a Runway
+Christchurch Ground: "ANZ218, taxi holding point A6, Runway 02, via A. Cross Runway 29"
+When delegated RWY 29, aircraft taxiing to or from the Dakota apron may be instructed to backtrack via RWY 29, avoiding taxiway F. Domestic prop traffic taxiing to or from the Domestic apron may also be instructed to backtrack via RWY 29 in order to avoid congestion on taxiway F.
In normal operation, RWY 02/20 shall be used. The use of RWY 29/11 is detailed in the special conditions section.
+The Tower shall ensure that all VFR traffic within the Christchurch 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.
+When RWY 02/20 is in use, aircraft that have been cleared to operate within the West or East sectors are deemed to be separated from IFR arrivals on the ILS or RNP Z approaches, but not from RNP (AR) approaches. When RWY 29/11 is in use, VFR aircraft shall not be authorised to operate within the West, East or Instrument sectors.
+The simultaneous use of Grass and Sealed 02/20 is authorised, except that:
+A010, no grass traffic shall be authorised to turn base leg, and must be instructed to hold in the downwind until the sealed traffic has landed. Aircraft departures shall be managed in-line with the Runway Operations section
+For the purposes of arrival and departure management, all Christchurch departures shall be treated as divergent - providing that the aircraft on approach is at the same, or lower approach category.
+There are no discrete prop or jet SIDs at Christchurch, and the Controller shall issue the departure suggested by the Controller Client.
+Where multiple departures have been assigned the PEDMI #Q SID, the Tower Controller may, with coordination with CH TMA, instruct the aircraft to fly a heading of 160°M and climb to A050.
Where a prop and jet have both been assigned the PEDMI #Q, the jet shall be issued the assigned heading due to its capacily to climb faster above the city.
RTF and coordination for Assigned Heading departure
+CH TWR -> CH TMA: "Successive PEDMI departures. Request ANZ631 assigned heading 160°M climbing five thousand then yours for vectors. Second in queue."
+CH TMR -> CH TWR: "ANZ631 approved heading 160 climbing five thousand then my vectors. Copy second in line."
Christchurch Tower: "ANZ631, additional departure instructions, report ready to copy"
+ANZ631: "ANZ631, ready to copy"
+Christchurch Tower: "ANZ631, on departure turn left heading 160, climb five thousand."
+ANZ631: "On departure turn left heading 160, climbing five thousand. ANZ631."
+
A050. Visualization in LittleNavMap and accurate as of AIRAC 2304.Section still under development
+This section is still under development.
+Please note that these are special conditions that deviate away from norms. In this case, where a section links here, use your best judgement in the interim.
+=======
+This is a work in progress!
+This page is currently being worked on by the team. It'll be here soon! If you want to help out, have a look how you can help!
+| Position Name | +Shortcode | +Callsign | +Frequency | +Login ID | +Usage | +
|---|---|---|---|---|---|
| Queenstown DLV | +DQN | +Queenstown Delivery | +121.900 | +NZQN_DEL | +Secondary | +
| Queenstown ADC | +TQN | +Queenstown Tower | +118.100 | +NZQN_TWR | +Primary | +
| Queenstown TMA | +QTMA | +Queenstown Approach | +125.750 | +NZQN_APP | +Primary | +
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 | +
|---|---|---|---|---|---|
| Queenstown Ground | +GQN | +Queenstown Ground | +128.300 | +NZQN_GND | +Events - Traffic Management | +
The Queenstown CTR/C follows the lateral boundaires as shown below from SFC to A075. The CTR/C comprises of one large sector.
+
The areas of responsiblility are as depicted below.
+
+
| Transfer Flow | +Requirements | +Notes | +
|---|---|---|
| Delivery -> Ground | +Once PDC has been issued either through Voice or DCL. | +This is only effective if Ground is online otherwise the aircraft is transfered to Tower | +
| Ground -> Tower | +Prior to arriving at their assigned hold, once clear of other traffic. | +This is only effective if Ground is online | +
| Tower -> Approach | +For airline traffic, when 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. | +This is only effective if Ground is online otherwise aircraft remain with Tower | +
Clearances shall be issued by Queewnstown Delivery (if online) and may be given via DCL or voice.
+The following only applies if Ground is online, otherwise these operations will be managed by the Tower.
+Pushback and start up clearances are managed by the Ground Controller. For pushbacks on apron areas the phraseology “Push your discretion” is used to indicate that the pushback +is contained within an uncontrolled portion of the movement area and that ATC may not be aware of all apron activity.
+If Ground is online taxi instructions will be issued by them, otherwise it is delegated to Tower.
+| Runway 23 | +Runway 05 | +
|---|---|
A4 |
+A3 |
+
Note
+These assignemnts are in place to ensure departing aircraft can backtrack and line up simultaneously to arriving aircraft backtracking and vacating the active runway, increasing the overall efficieny of airfield movements.
+If 14/32 is to be used for light aircraft, then holding points are to be used as required or if specifically requested by the pilot.
The Tower Controller is responsible for all arrivals and departures, plus any VFR aircraft operating within the QN CTR/C.
+Unless established within the aerodrome circuit, Tower must ensure that no VFR aircraft are present within the Instrument Sector when an aircraft is beyond the FAP of the active approach procedure. 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 in accordance with the Northbound or Southbound visual procedures are deemed to be separated from IFR arrivals on the RNP (AR) approaches, as these run East and West.
+Aircraft departures shall be managed in-line with the Runway Operations section
+| Runway | +Procedure | +Allowed A/C Catagories | +RNP-AR Required | +Notes | +
|---|---|---|---|---|
| 05 | +ANPOV #A |
+Cat A to C | +Yes | +Preffered Jet Northbound | +
| 05 | +BRIDGE # |
+Cat A to C | +No | +Strictly Visual Procedure | +
| 05 | +IPNOR #A |
+Cat A to C | +Yes | +Preffered Jet International | +
| 05 | +DOVMA #A |
+Cat B only | +Yes | ++ |
| 05 | +GIXEL # |
+Cat A to C | +No | +Contains a visual segment | +
| Runway | +Procedure | +Allowed A/C Catagories | +RNP-AR Required | +Notes | +
|---|---|---|---|---|
| 23 | +ANPOV #B |
+Cat A to C | +Yes | +Preffered Jet Northbound | +
| 23 | +FRANKTON # |
+Cat A to C | +No | +Strictly Visual Procedure | +
| 23 | +IPNOR #B |
+Cat A to C | +Yes | +Preffered Jet International | +
| 23 | +REDOL #B |
+Cat B only | +Yes | ++ |
| 23 | +VAPLI # |
+Cat A to C | +No | +Contains a visual segment | +
Helicopter operations are very frequent within Queenstown CTR/C, usually operating outside Tower's airspace but must be managed with care.
+Warning
+A reminder that Queenstown Tower must ensure that no VFR aircraft are present within the Instrument Sector when an aircraft is beyond the FAP of the active approach procedure.
+| Position Name | +Shortcode | +Callsign | +Frequency | +Login ID | +Usage | +
|---|---|---|---|---|---|
| Wellington DLV | +DWN | +Wellington Delivery | +128.200 | +NZWN_DEL | +Secondary | +
| Wellington SMC | +GWN | +Wellington Ground | +121.900 | +NZWN_GND | +Secondary | +
| Wellington ADC | +TWN | +Wellington Tower | +118.800 | +NZWN_TWR | +Primary | +
| Wellington TMA | +WTMA | +Wellington Approach | +119.300 | +NZWN_APP | +Primary | +
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 | +
|---|---|---|---|---|---|
| Wellington Terminal Radar | +WDEP | +Wellington Departures | +122.300 | +NZWN_DEP | +Events - Traffic Management | +
The Wellington CTR/C follows the lateral boundaries as shown below from SFC to A025. The CTR/C comprises of seven sectors - Kelburn, West, Sinclar, South East, East, Somes and Instrument Sectors.
+
The areas of responsiblility are as depicted below.
+
+
| 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. | +Aircraft operating on the Western Apron are not required to contact Ground or Tower until reaching one of the M5 Lima holds, or holding short of M4. |
+
| Tower -> Ground | +Once clear of the active runway. | +Aircraft vacating to the Western Apron may stay with Tower, provided there is no conflicting traffic. | +
| Tower -> Approach | +For most airline traffic, when airborne. For GA, when leaving the zone, if applicable. | +Aircraft assigned a SID with a visual segment, such as the IDVAL #U or IPKEP #T may be retained by Tower until clear of other aircraft, once established inbound to their IDF, or if requested by TMA for separation. |
+
| Approach -> Tower | +When established on an instrument final, or if on an RNP approach, overhead the IAF. | ++ |
Clearances shall be issued by the Delivery position, and may be given via DCL or voice.
+As the flight time between Wellington, Nelson and Woodbourne (Blenheim) is so short, and to reduce pilot and controller workload, the controller shall include a STAR clearance for their destination in their departure clearance.
+If online, Delivery shall confirm the STAR with Wellington TMA prior to passing to aircraft.
+Clearance to Nelson
+Wellington Delivery: "SDA333, Cleared Nelson 1 via LUBSI 2A arrival at 11,000ft, IVDAL 1Q departure, Sqauwk 5021"
+Pushback and start up clearances are managed by the Ground Controller. For pushbacks on apron areas the phraseology “Pushback at your discretion” is used to indicate that the pushback +is contained within an uncontrolled portion of the movement area and that ATC may not be aware of all apron activity.
+During periods of high-traffic, the Ground Controller may issue explicit push and start directions to deconflict and prioritise traffic flow.
+The international gates only have capacity for one pushback at a time. Should a second aircraft request pushback, they should be instructed to push to a remote push point, such as Z1. Not all pilots are aware of these remote push locations, so the Ground Controller may issue plain English push directions at their discretion.
Wellington has two marked pushback holding zones, Z1 & Z2. These zones are used during busy periods or at night to avoid blocking entry and exit points to the rest of the gates.
As there is only a single main taxiway, the Controller shall feed aircraft onto taxiway A using the R, S, T or U taxiways and B intersections as required. Aircraft taxiing from the Eastern Pier shall be instructed to taxi via one of the R, S, T or U taxiways or directly via B8, B9 or B10 when Runway 34 is in use - or B9 , B8 and B7 when Runway 16 is in use.
This frees up B6 and B5 for traffic taxiing from the main apron and international gates.
| Type | +Runway 34 | +Runway 16 | +
|---|---|---|
| Large Jets | +A11 |
+A1 |
+
| Medium Jets | +A10 |
+A1 or A2 |
+
| Turboprops | +A9 or A10 |
+A2 or A3 |
+
Use of Holding Point A10
+The use of the A10 hold is only authorised during day hours. During night operations, aircraft shall be directed to A11.
The Tower shall ensure that all VFR traffic within the Wellington CTR/C does not conflict with any IFR operations. IFR operations shall take precedence over VFR.
+Unless established within the aerodrome circuit, VFR aircraft are not authorised to operate under any approach path, or within 3nm laterally of the approach path, unless explicitly authorised by the Tower or Approach Controller.
+Aircraft that have been cleared to operate within the Kelburn, Somes, East, Sinclair or East Sectors are deemed to be separated from IFR arrivals operating on straight-in approaches in the Instrument Sector. When RNP-AR approaches are in use, the Tower Controller is to ensure that the RNP path has a lateral buffer of at least 3nm.
+Aircraft departures shall be managed in-line with the Runway Operations section
+Where possible, and where weather permits, the SIDs with visual departure segements shall be issued to small Approach Category A and B aircraft (C208, PC12), to ensure an immediate turn to their departure's IDF.
+Golden Bay Air BN-2 Aircraft
+For the purposes of traffic separation, the Britten Norman Islander shall be classed as a Category A aircraft.
+Most of Wellington's SIDs are straight-forward, however there are a few considerations that must be made when issuing an aircraft with their clearance.
+For Domestic aircraft the Controller shall issue the SID that is suggested by the Controller Client.
+| Runway | +Procedure | +Allowed A/C Categories | +Is it divergent? | +Notes | +
|---|---|---|---|---|
| 16 | +ATVEV #Q |
+Cat A to D | +Yes -> 20° after URBEM |
+Preferred departure for Jets | +
| 16 | +AGROR #Q |
+Cat A to C | +Yes -> 40° after URBEM |
+Preferred departure for southern-bound Props via VENAM |
+
| 16 | +UPROG #Q |
+Cat A to C | +Yes -> 40° after URBEM |
+Preferred departure for northern-bound Props | +
| 16 | +IVDAL #Q |
+Cat A to C | +Yes -> 50° after URBEM |
+Preferred departure for NZNS/NZWB traffic. | +
| 16 | +IVDAL #U |
+Cat A to C | +Yes -> 30° at A005 |
+Same as IDVAL #Q, but with a visual segment to IDF. Turns divergent passing A005. |
+
| 16 | +NZWN #C |
+Cat A to D | +No | +Least preferred departure due to manual vectoring required. | +
| Runway | +Procedure | +Allowed A/C Categories | +Is it divergent? | +Notes | +
|---|---|---|---|---|
| 34 | +UPLUD #R |
+Cat A to D | +Yes | +Preferred departure for Air NZ Jets. Has an RNP segment until UPLUD, thence RNAV 1. |
+
| 34 | +UPLUD #P |
+Cat C Only | +Yes -> 18° after COUBY |
+Preferred departure for all other domestic and international Jets | +
| 34 | +IPKEP #P |
+Cat A to C | +No | +Preferred departure for western-bound Props | +
| 34 | +URGEV #P |
+Cat A to C | +Yes -> 42° after GANJI |
+Preferred departure for northern, southern and eastern-bound Props | +
| 34 | +IPKEP #T |
+Cat A to C | +Yes -> Passing A015 |
+Same as IDVAL #Q, but with a visual segment to IDF. Turns divergent passing A015. |
+
| 16 | +NZWN #D |
+Cat A to D | +No | +Least preferred departure due to manual vectoring required. | +
To ensure a divergent departure occurs due to traffic, WN 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 WN TMA's release of the aircraft.
Issuing a departure heading
+Wellington Tower: "SDA671, additional departure instructions, report ready to copy"
+SDA671: "SDA671, ready to copy"
+Wellington Tower: "SDA671, on departure turn right heading 250, climb three thousand"
+SDA671: "SDA671, on departure turn right heading 250, climb three thousand"
In order to lessen the amount of instructions given to VFR traffic, the Controller shall issue a published VFR arrival where possible. Once the Pilot reports overhead the respective VRP, the Controller shall integrate them with the circuit. AIP Chart refers NZWN arrivals.
+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.
+As Wellington's CTR/C is split into different sections, many VFR procedures have been put in place to ensure safe airspace operation. In order to lessen the amount of instructions given to VFR traffic, the Controller shall issue one of the VFR Departure Procedures where possible. AIP Chart refers NZWN departures.
+As flights to the West, North, and Southwest require a turn against over a populated area, against the circuit direction, the Tower shall approve a turn against the circuit direction.
+Turn against the Circuit direction
+Wellington Tower: "On departure a early left/right turn is approved. Runway 16/34, cleared for takeoff"
+All Helicopters operating in or out of Wellington tend to operate from the Western Apron and must ask for clearance to lift and cross the active runway before departing.
+Helicopter Departure Clearance
+CFL10: "Wellington Tower, CFL10 at the western apron, request lift to operate in the city sector"
+Wellington Tower: "CFL10, Cleared to lift at own discretion to operate in the city sector, cleared to cross the runway 16 threshold, report clear"
+If runway or instrument sector are not clear:
+Wellington Tower: "CFL10 hold position due traffic. Remain on the ground, you can expect a lift in x minutes"
| Position Name | +Shortcode | +Callsign | +Frequency | +Login ID | +Usage | +
|---|---|---|---|---|---|
| Tauranga ADC | +TTG | +Tauranga Tower | +118.300 | +NZTG_TWR | +Primary | +
Tauranga has four gates on the main apron and is home to over 20 private hangars. Tauranga also hosts multiple flight training organisations, which provides training for fixed wing, helicopter and gliders.
+Tauranga has six Runways in total. While only four are regularly used, the remainder are used when required or when special operations are in place.
+
+
| Runway Designator | +Length (m) | +Type | +
|---|---|---|
| 07 - 25 | +1825 | +Bituminous | +
| 07 - 25 | +750 | +Grass | +
| 04 - 22 | +640 | +Grass | +
| 16 - 34 | +575 | +Grass | +
Sealed 07/25 is always issued to aircraft with a gross weight of 5500kg or more, and can be issued to smaller aircraft on request. Gliders & helicopters are not permitted to use the sealed runway.
+Grass 25/07 is always issued to light aircraft with a gross weight of 5500kg or less and cannot be issued to Category B/C/D aircraft.
+Grass 04/22 Glider Operations Only
+The Airport Company has an agreement with the Gliding Club prohibiting use of Grass 04/22 for aircraft other than gliders and tow planes.
+Aircraft should contact ATC before entering the movement area and should state their location after contact has been established.
+Aircraft who require taxi to the fuel pumps from any of the eastern hangars or Aero Club can do so without contacting ATC, provided they stay outside the Movement Area - as indicated by a dashed red line along Taxiway E.
+All arriving aircraft should keep seawards of the coastline, allowing for departing aircraft to pass on the land-side of the coast. This general rule is a safe way to keep traffic flowing efficiently in and out of the aerodrome.
+All arriving VFR aircraft should reference the preferred VFR arrival procedures as listed in the NZ AIP.
+Standard VFR departures should be issued where possible, to ensure the safe and efficient flow of traffic is maintained.
+All departure traffic should be advised to remain 1500 feet or below, unless otherwise stated on the departure chart.
+With permission from Tauranga Tower, traffic are permitted to conduct a standard overhead join, typically beginning from the East or West.
+All arrivals terminate at RUSTA or MORTA, which are the IAF(s) for the RNP approach.
In the event of a missed approach, aicraft should be instructed to carry out the published missed approach procedure. This will have the aircraft climbing to 2000 feet, turning direct to LETGU, before holding at RUSTA 5000 feet or above. Aircrft can then be re-cleared for the RNP approach, or cleared a visual approach, should the conditions be suitable.
All arrivals terminate at UBSET or TODAN, which are the IAF(s) for the RNP approach.
In the event of a missed approach, aicraft should be instructed to carry out the published missed approach procedure. This will have the aircraft climbing to 2000 feet, turning direct to LETGU, before holding at UBSET at 4000 feet or above. Aircrft can then be re-cleared for the RNP approach, or cleared a visual approach, should the conditions be suitable.
Our Controller Clients will usually assign the most suitable departure for that aircraft's flight plan and aircraft type.
+If both the sealed and grass runways are occupied, and both aircraft are ready for departure, the aircraft on the grass runway should be instructed to takeoff first. This avoids the need to wait two or three minutes due to wake turbulence separation. The aircraft who departs first should be instructed to make an early turn to allow successive departure of the waiting aircraft.
+Warning
+Furthermore, simultaneous parallel operations on sealed and grass runways 07/25 are permitted only for aircraft 2300 kg or less in VFR conditions and when ATC is on duty.
+Info
+Visual departures are almost never given in Tauranga, due to the SID being cancelled early by Bay Approach. Most aircraft will typically be cleared direct the transition fix, traffic depending. Visual Departures can be issued if requested.
+Taxiway E runs parallel to Grass 07/25, for almost the entire length of the apron area.
+Upon landing, inbound aircraft shall be told to either taxi to the apron or hold short of the grass due to departing/arriving traffic. If the latter has to occur, the aircraft must be instructed to taxi to A1/A2 and hold short of Grass 07/25.
+There are various intermediate holding points specifically for the grass runways. Usually, these hold short points are located on hard-standing surfaces.
+Grass 07 - Golf
Grass 25 - Foxtrot
Grass 16 - W4 from the apron side, or W3 from the Sealed 07 threshold side.
Sealed 07/25 (from the Main Apron) - A2 or A3
Sealed 07 (light aircraft) - W1 or W2
Sealed 25 (light aircraft) - E1 or E2
Info
+When grass 04/22 is in use, aircraft using Taxiway W should hold short at W2 to prevent an incursion.
Danger
+Tauranga Port is Adjacent to Tauranga Airport and operates Multiple cranes up to 361 ft AMSL at 1.5 to 2.0 NM from Runway 07 Threshold.
+VFR Aircraft tracking Hunters Creek or Mt. Harbour Entrance should not commence their turn until 500ft AGL.
+| Position Name | +Shortcode | +Callsign | +Frequency | +Login ID | +Usage | +
|---|---|---|---|---|---|
| Dunedin ADC | +TDN | +Dunedin Tower | +120.700 | +NZDN_TWR | +Primary | +
The Dunedin CTR/D follows the inner lateral boundaries shown below from SFC to A035. The CTR/D is comprised of three sectors - the West, East and Instrument sectors.
The wider Dunedin CTA/D follows the outer boundaries as shown below, with the vertical boundaries also listed in their respective sector. Dunedin's airspace tops out at A095, except for the western portion of CTA/D, which tops out at A135.
Dunedin Tower provides a Procedural Approach service for the wider CTA/D.
+
+
Dunedin's main apron has five stands, two of those with jetways. TWY C leads to the Mainland Air and Flightline Aviation hangars.
In addition to all taxiways and runways, Dunedin Tower has responsibility for the main apron, with the exception of the taxiway east of the Mainland Air hangar.
+
+
Pushback and start-up clearance from stand one to five is managed by Tower. Controllers can make use of a "tail-facing" instruction to manage direction of pushback. Aircraft operating east of the Mainland Air hangar are required to contact Tower prior to passing the C2 hold for taxi instructions.
Aircraft may be given a combined taxi/backtrack instruction. When RWY 21 is in use, an intersection departure is available.
+Controllers should make use of the holding point on TWY B to allow for multiple runway movements.
Enter and Backtrack Instruction
+ANZ758M: "ANZ758M, request taxi."
+Dunedin Tower: "ANZ758M, enter backtrack and lineup RWY 21."
+Taxi Instruction using the B hold
ZK-ELT: "ELT, request taxi."
+Dunedin Tower: "ELT, taxi and hold on B for arriving A320. Once passed, enter backtrack and linup RWY 21"
IFR traffic departing via BIDEL shall be handed off to STH either crossing BIDEL or passing A095. Other IFR departures shall be handed off either crossing the lateral boundary of the airspace or when passing the upper limit of A095 or A135.
Dunedin Tower may issue a clearance via DCL for any departing jets. All prop aircraft shall automatically revert to voice.
+| Runway | +Procedure | +Allowed A/C Categories | +Notes | +
|---|---|---|---|
| 21 | +BIDEL #Q |
+Cat A to C | +Preferred departure for northern-bound aircraft via BIDEL. |
+
| 21 | +BIDEL #S |
+Cat A to D | +More track miles to BIDEL, can be issued in the event of consecutive departures via BIDEL. |
+
| 21 | +BASOS #Q |
+Cat A to D | +Preferred departure for QN and western-bound international traffic. |
+
| 21 | +AKPIN #Q |
+Cat A to D | +Preferred departure for southern-bound traffic. | +
| 21 | +ALBOX #Q |
+Cat A to D | +Secondary departure for southern-bound traffic | +
| 21 | +OCEAN # |
+Cat A to D | +To OREXI and SW. Non-RNAV. |
+
| 21 | +BE #A |
+Cat A to D | +To OREXI. Non-RNAV. |
+
| 21 | +BE #B |
+Cat A to D | +To PORUT. Non-RNAV. |
+
| Runway | +Procedure | +Allowed A/C Categories | +Notes | +
|---|---|---|---|
| 03 | +BIDEL #P |
+Cat A to D | +Preferred departure for northern-bound aircraft via BIDEL. |
+
| 03 | +BIDEL #R |
+Cat A to D | +More track miles to BIDEL, can be issued in the event of consecutive departures via BIDEL. |
+
| 03 | +BASOS #P |
+Cat A to D | +Preferred departure for QN and western-bound international traffic. |
+
| 03 | +AKPIN #P |
+Cat A to D | +Preferred departure for NV traffic. |
+
| 03 | +SOUTH # |
+Cat A to D | +To OREXI and PORUT. Non-RNAV. |
+
| 03 | +SWAMPY # |
+Cat A to D | +To BIDEL, MEGUG MIPAK, PORUT and QN. Non-RNAV. |
+
When RWY 03 is in use, Tower may issue northern-bound aircraft a visual departure direct to BIDEL at pilot's request.
When RWY 21 is in use, Tower may issue aircraft cleared the BIDEL #Qor BIDEL #S a visual departure to ATGUB or IDLIK at pilot's request.
Visual Departure
+Dunedin Tower: "ANZ758M, re-cleared a visual departure, left turn direct ATGUB to re-join the SID."
STH will issue STARs without coordination with Dunedin Tower.
+Dunedin Tower may request aircraft be issued the MIPAK #C arrival for RWY 03 when prevailing winds are from the north-west, or when requested by the pilot. This may be changed on initial contact.
All arrivals terminate at ESKAT, which is the IAF for the RNAV and ILS approach.
All arrivals terminate at AKLAR, which is the IAF for the RNAV and ILS approach.
In order to lessen the amount of instructions given to VFR traffic, the Controller shall issue a published VFR arrival where possible. Once the Pilot reports overhead the respective VRP, Dunedin Tower shall issue circuit joining instructions. Refer to AIP chart for VFR arrivals.
+In order to lessen the amount of instructions given to VFR traffic, the Controller shall issue one of the VFR Departure Procedures where possible, otherwise a more plain language clearance may be issued. Refer to AIP chart for VFR departures.
+Taieri is a small, uncontrolled GA aerodrome located 8nm Northeast of NZDN. Aircraft may operate within the Taieri circuit and within 3nm of the aerodrome below A011 without reference to ATC. Aircraft departing Taieri shall receive clearance and departure instructions from Dunedin Tower prior to departure.
Info
+VFR aircraft bound for Taieri are to be handed off to UNICOM approaching the aerodrome. A good rule of thumb for aircraft coming from the North, South or the city is to hand them off as they enter the Taieri Plains valley.
+Tower is normally not required to advise STH of any departing IFR traffic, and may conduct a silent handover when aircraft crosses the common boundary, or when approaching the top of Tower's CTA. Except where previously coordinated, IFR aircraft shall cross the common airspace boundary overhead an IFR waypoint, or established on an airway.
+All VFR traffic handovers shall be coordinated with STH.
+Tower shall coordinate all traffic handovers with NV TWR, and shall advise the aircraft's current and cleared altitude, and estimated time that they will be crossing the common airspace boundary.
+ + + + + + + + + + + + + + + + + + + + + + +| Position Name | +Shortcode | +Callsign | +Frequency | +Login ID | +Usage | +
|---|---|---|---|---|---|
| Invercargill ADC | +TNV | +Invercargill Tower | +118.500 | +NZNV_TWR | +Primary | +
The Invercargill CTR/D follows the inner lateral boundries shown below from SFC to A015. The CTR/D is comprised of three sectors - North, South and Instrument.
The wider Invercargill CTA/D follows the outer boundaries as shown below, with the vertical boundaries also listed in their respective sector. Invercargill's airspace upper limit is A095.
Invercargill Tower provides a Procedural Approach service for the wider CTA/D and an uncontrolled service into Ryans Creek.
+
+
Invercargill's main apron has five stands. The areas of responsibility are as depicted below.
+
+
Pushback and startup clearance from stand one to five is managed by Tower. Controllers can make use of a "tail-facing" instruction to manage direction of pushback.
+An aircraft may be given a combined taxi/backtrack instruction, Traffic permitting. Aircraft may advise the controller they are able to accept an intersection departure, therefore they may be taxiied to the holding point, omiting the backtrack instruction.
+Taxi Backtrack Instruction
+ZK-ELT: "ELT, request taxi."
+Invercargill Tower: "ELT, via A, enter backtrack, lineup runway 22, cross grass 22"
Crossing Grass Runways
+If aircraft are required to cross more than one grass runway during their taxi, the controller must issue an additional clearance.
+Invercargill Tower: "ELT, enter backtrack line up runway 04, cross all grass runways"
+IFR traffic departing via ADLUP shall be handed off to STH either crossing KELSO or passing A095. Other IFR departures shall be handed off to the appropriate sector either crossing the lateral boundary of the airspace or passing the upper limit of A095 - whichever comes first.
The controller shall assign the SID that is suggested by their Controller Client noting the steep climb gradient to FL150 required by SIDs via ANOPA .
Tower is responsible for issuing STAR clearances for aircraft bound for Dunedin and Queenstown with reference to the QN and DN ATIS for the appropriate STARs.
+STH, QTMA, and DN TWR shall issue STARs to arrivals without coordination with Invercargill Tower. Invercargill Tower may choose to coordinate with the adjacent sectors or amend the arrival on first contact.
+All RNAV arrivals terminate at ESNUP or EGAMU, which is the IAF for the RNP approach. Aircraft for the VOR approach will track direct to the NV VOR. Aircraft for the VOR DME approach will either track to the NV VOR , direct to PEBLY, or join the NV DME 10 DME arc depending on the aircraft's position.
| Preference | +Approach | +
|---|---|
| 1 | +RNP RWY | +
| 2 | +VOR DME | +
| 3 | +VOR | +
All RNAV arrivals terminate at either LALEV or DOTLU, which are the IAF for the RNP approach. Aircraft for the VOR approach will track direct to the NV VOR. Aircraft for the VOR DME approach will either track to the NV VOR, direct to PEBLY, or join the NV DME 10 DME arc depending on the aircraft's position.
| Preference | +Approach | +
|---|---|
| 1 | +RNP RWY | +
| 2 | +VOR DME | +
| 3 | +VOR | +
NZNV has no published VFR procedures. VFR traffic shall be issued plain language instructions.
+Due to the nature of procedural airspace the TWR controller shall note the following positions where aircraft are transferred.
+For Arrivals:
+| Scenario | +Handover Point | +
|---|---|
NZDN to NZNV via H402 |
+51nm outbound from NV DME |
+
NZDN to NZNV via H234 |
+OREXI |
+
NZDN to NZNV via AKPIN |
+AKPIN |
+
via DUKOP |
+DUKOP |
+
For Departures:
+| Scenario | +Handover Point | +
|---|---|
W118 to the North |
+KELSO |
+
Q787 to the North |
+20nm prior to SUNGU |
+
Tower is normally not required to advise STH of any departing IFR traffic, and may conduct a silent handover per the list above, IFR aircraft shall cross the common airspace boundary overhead an IFR waypoint, or established on an airway.
+All VFR traffic handovers shall be coordinated with STH.
+Tower is normally not required to advise QTMA of any departing IFR traffic, and may conduct a silent handover as per the list above. Except where previously coordinated, IFR aircraft shall cross the common airspace boundary overhead an IFR waypoint, or established on an airway.
+All VFR traffic handovers shall be coordinated with QTMA.
+Tower shall coordinate all traffic handovers with DN TWR, and shall advise the aircraft's current and cleared altitude, and estimated time that they will be crossing the common airspace boundary, or handover point as defined in the handover table.
+Ryans Creek (NZRC) is a small uncontrolled aerodrome 30 nm south of Invercargill.
+IFR aircraft on the ground at RC shall call TNV prior to taxi to obtain IFR clearance. After a correct readback aircraft shall be cleared to enter controlled airspace via SEBSA 1 departure. Aircraft are then advised to report prior to entering controlled airspace.
TNV shall clear the aircraft to leave controlled airspace via the RNAV approach for runway 22. The aircraft shall be instsructed to report on the ground to cancel their IFR flight plan.
+ + + + + + + + + + + + + + + + + + + + + + +This section covers aerodrome specific procedures, separated by airspace class.
+Class C airspace is applied to CTRs at large international aerodromes, associated CTAs, and en‑route airspace covering principal domestic air routes.
+In this airspace IFR and VFR traffic are separated from each other at all times. Within a CTR, IFR aircraft are separated from special VFR (operating below visual meteorological conditions) aircraft, and special VFR aircraft are eparated from each other when visibility is less than 5 km.
+Where separation is not being provided, air traffic controllers are required to pass appropriate traffic information to VFR aircraft about other VFR aircraft, or special VFR aircraft when visibility is less than 5 km. VFR aircraft, however, must maintain their own separation from each other.
+All aircraft require an ATC clearance to be in Class C airspace.
+Class D airspace normally applies to CTRs and CTAs surrounding regional aerodromes, such as Rotorua and Nelson.
+IFR aircraft are separated from other IFR aircraft, but VFR aircraft are not separated from any IFR or other VFR aircraft. Within a CTR only, during special VFR conditions, IFR aircraft are separated from special VFR aircraft, and pecial VFR aircraft are separated from other special VFR aircraft when visibility is less than 5 km.
+Pilots of VFR and IFR aircraft operating within Class D airspace must use a good lookout to separate themselves from each other as ATC separation is not provided.
+ + + + + + + + + + + + + + + + + + + + + + + +