Queenstown Class C Separations and Procedures. Updated - Version 5 9 June 2016

Transcription

1 Queenstown Class C Separations and Procedures Updated - Version 5 9 June 2016 Details of ATC separations and procedures to be implemented for Queenstown controlled airspace under Class C.

2 Update version 2 20 May 2016 changes: 1. Changed Section 7 Separation of Nic arrival from GNSS G missed approach Since the 12 April version, GroupEAD has advised that a better solution is to introduce an additional GNSS approach for RWY 23 that is basically the same as the existing G approach. The G approach would not have the climb requirement on the missed approach for separation from the Nic arrival whereas the new approach would along with the slightly steeper climb gradient required to achieve those from the same 4100 ft MDA. 2. Additional Section 23 Separation of North Sector from ANPOV1A and IPNOR1A RNP departures Addition of 6000 ft minimum crossing level at QN852 on the RNP ANPOV1A and IPNOR1A departures to facilitate geographical separation from North Sector. That geographical separation applies the same principles as for the RWY 23 RNP departure sector and for the RNPO Y RWY 05 missed approach. 3. Addition of Section 24 applying further constraints on the Figure-eight circuit procedure and visual manoeuvring off an approach to join the procedure. Update version 3 31 May 2016 changes: 1. Change to Section 23 Separation of North Sector from ANPOV1A and IPNOR1A departures. The requirement to cross QN852 at minimum 6000 ft is amended to cross QN849 at MNM 6000 ft. This change, along with the requirement to cross QN553 on the RNAV (RNP) Y RWY 05 missed approach, will provide for airspace containment above G753 and G755 as well as the ATC requirement for separation from North Sector. Update version 4 2 June 2016 changes: 1. Change to sections 3.1 and 3.7 amended text regarding use of VFR Afton arrival 2. Change to section 6.3 amended text for SUNGU1Q departure ENKUV MNM crossing altitude Update version 5 9 June 2016 changes: (changes indicated by single vertical bar) 1. Section 2.2 Moonlight departure deleted 2. Section 3 Milford flow arrival procedures text changes and addition of new 'Moonlight Arr'. 3. Section 5.1 addition of likely designators for waypoints QNnew, QNnea and QNned 4. Section addition of Gibbston VFR arrival and justification of separation from IFR approaches 'over the top' to RWY Section 12.5 updated chart of Jardines parachute sectors with larger Wye Creek Sector. Sections 3.2 and 3.6 Nic arrival and Afton arrival - added requirement to be on or south of the track Section 6.20 added requirement to be within 0.5 NM, or inland, of the coast 6. Section 12.5 enlarged Wye Creek parachute operations sector 9 June 2016 QN Class C Separations Ver 5 Page 2 of 86

3 For correspondence regarding this paper, please contact either; or Clayton Lightfoot Chief Controller Queenstown Tower Private Bag Queenstown 9348 Office: (03) Mobile: John Wagtendonk ATS Operations Specialist Office: (03) Enlarged copies of diagrams in this paper may be obtained from John Wagtendonk at the address above. Purpose The primary purpose of this paper is to detail to CAA, aircraft operators and Queenstown Airport Corporation how Airways/Queenstown ATC intends to apply separation between VFR and IFR flights within the Queenstown control zone (QN CTR) and Queenstown control area (QN CTA) once the classification of those airspaces becomes Class C on Thursday 10 November Other purposes of this paper are to identify and detail; changes that will be required to instrument and visual flight procedures any requested changes to airspace the separation evaluations and charting that will be required of GroupEAD The paper also intends to provide an explanation to operators as to why the various level requirements and geographical limitations are needed. It will also be a source of information for the training of controllers and pilots/operators if they so wish. The procedures and separations in this paper are subject to acceptance by CAA. The lateral separations detailed in this paper are subject to GroupEAD validation. During the drafting of this paper, various aircraft operators were consulted regarding changes to the IFR and VFR flight procedures. The Airways understanding is that the procedure changes detailed in this paper are acceptable to operators. However, feedback from operators is invited should they have any concerns or issues with the procedures and separations in this paper or want further information. 9 June 2016 QN Class C Separations Ver 5 Page 3 of 86

4 Summary Queenstown ATC will provide separation between IFR and VFR flights in the Queenstown controlled airspace once it becomes Class C. The default is that separations applied will be in accordance with existing rules, requirements and criteria. However, some of the Queenstown situations call for the application of lateral and geographical separation in a manner not previously used in New Zealand for example, the application of lateral separation against a defined high level ATC sector. These are detailed in this paper and are subject to CAA acceptance. To facilitate the provision of separations and minimise impact, approximately 30 individual changes to IFR and VFR flight procedures will be needed. These changes are detailed in this paper. Publication cut-off dates for the changes are not far away the soonest being 14 May 2016 for instrument flight procedure changes to GroupEAD. The changes to various IFR procedures involves only the addition of level requirements applicable at existing or new waypoints on existing tracks, and the visual segments of some IFR procedures, including the Figure-eight visual circuit procedure, needing the addition of geographical limits. The primary arrival procedure for the Milford flow aircraft will basically be the same as the existing arrival but with the addition of level requirements that will cause the aircraft to be lower than they currently are. The Milford flow operators have expressed concern about the lower profile. Requested airspace changes are limited to a lowered upper level and small boundary change of transit lane T752 and the internal moving of a CTA boundary within the existing controlled airspace. It appears that there will be minimal impact to the parachute operators at Jardines, Wanaka and Glenorchy. NZG756 Skyline is unaffected by the change to Class C. There will be some impact on helicopter operations in the CTR mainly, requirements to be lower and some short delays. Some new VFR arrival and departure procedures for helicopter operations are likely to be of benefit these are still to be determined and developed. The procedures and intended methods of separation presented in this paper cover the main traffic situations such as the Milford flow and parachuting operations. Some refinement of these procedures and separations may occur either before implementation in November or after implementation based on experience gained in their use. Also, it is likely that some further procedures, particularly sectors, will be developed prior to or after November to better manage traffic situations and/or reduce impact on aircraft operations. Any further refinements or procedures will either be in accordance with existing rules and criteria or, subject to CAA acceptance, in-line with the criteria detailed in this document or other criteria accepted by CAA. 9 June 2016 QN Class C Separations Ver 5 Page 4 of 86

5 Contents Purpose... page 3 Summary... page 4 Section 1 Application of vertical separation... page 6 The traffic situations covered in this paper are; Section 2 Milford flow departure procedures... page 6 Section 3 Milford flow arrival procedures... page 7 Section 4 Transit lane NZT752 Ridge Peak... page 12 Section 5 Separation of Nic arrival from QN RWY 23 RNP IFR procedures... page 14 Section 6 Separation of Nic arrival from QN RWY 23 RNAV IFR procedures... page 23 Section 7 Separation of Nic arrival from QN RWY 23 RNAV GNSS G missed approach... page 32 Section 8 Separation of Nic arrival from RWY 05 approaches... page 35 Section 9 Separation of Nic arrival from QN RWY 23 Frankton 4 departure... page 37 Section 10 Separation of Nic arrival from RWY 05 IPNOR1C and SUNGU1P departures... page 38 Section 11 Separation of Nic arrival from VOR/DME B missed approach... page 39 Section 12 Separation from Jardines parachute operations... page 40 Section 13 Separation from Wanaka parachute operations... page 46 Section 14 Separation from Glenorchy parachute operations... page 48 Section 15 Separation of NZG756 Skyline operations... page 50 Section 16 Separation of IFR 'Figure 8' procedure... page 51 Section 17 Separation between IFR and helicopters and other VFR operations in the CTR... page 55 Section 18 Instrument training flights... page 58 Section 19 Separation in CTA... page 59 Section 20 Implementation training for controllers... page 64 Section 21 Consequential document changes... page 64 Section 22 Consolidated list of required changes to instrument and visual procedures... page 65 Section 23 Separation of North Sector from ANPOV1A and IPNOR1A RNP departures... page 74 Section 24 Additional - Separation of Figure 8 procedures from VFR operations... page 76 Appendix A Separation Requirements for parachute operations at Jardines... page 76 9 June 2016 QN Class C Separations Ver 5 Page 5 of 86

6 1. Application of vertical separation Level requirements will be added to some IFR and VFR procedures to achieve vertical separation between portions of particular procedures. The vertical separation will be 500 ft where CA Rule and the Manual of Air Traffic Services (MATS) allow. Those references require that where 500 ft vertical separation is used, both aircraft need to be either medium or light wake turbulence category. Therefore, where separation of those procedures is based on 500 ft it is only valid for medium and light wake turbulence category aircraft. QN ATC Local Unit Orders will include a statement reflecting that. 2. Milford flow departure procedures 2.1 The existing AIPNZ QN VFR departure procedures will be retained apart from the departure via Moonlight as mentioned below. 2.2 The default departure procedure for the Milford aircraft will be the existing Skippers Saddle Dep. The published Moonlight Dep is to be deleted from AIPNZ although departures via Moonlight may still be possible when traffic permits. 2.3 Visual separation by ATC will be the primary separation method for flights on the Skippers Saddle Dep and Moonlight Dep verses IFR aircraft arriving and departing NZQN. 9 June 2016 QN Class C Separations Ver 5 Page 6 of 86

7 3. Milford flow arrival procedure 3.1 The existing QN VFR arrival procedure 'South Arr' is replaced by the 'Nic Arr'. The Nic arrival is similar to the existing South arrival but contains additional visual reporting points (VRP) and level requirements to facilitate separation from instrument procedures. The Nic arrival will be the primary arrival procedure for the Milford flow when QN RWY 23, 14 or 32 is in use. The primary arrival procedure for the Milford flow when RWY 05 is in use will be straight-in from Rat Point or Mount Nic Station or via a new VFR 'Moonlight Arrival'. An additional new VFR arrival procedure, the 'Afton Arr' will also be introduced. This will be used when necessary to assist with sequencing the Milford flow with IFR departures from runway 23. The Nic arr, Afton arr and Moonlight arr are detailed on the following pages. (Note: Another new VFR arrival not applicable to the Milford flow will be the Gibbston Arr detailed in Section 17.11) The existing VFR North arr will be deleted. The existing VRP 'Fernhill' will be deleted. 9 June 2016 QN Class C Separations Ver 5 Page 7 of 86

8 3.2 The Nic arrival is defined as; Enter the QN CTR and track via Mount Nic Station, Stream (new VRP), Walter Peak, Gully (new VRP), Hidden Island and Shoreline (new VRP) to Tollgate. Be 6000 ft or below entering the CTR Be 5000 ft or below passing Stream Be 4000 ft or below passing Walter Peak Remain inland of the coast from entering the CTR to Walter Peak Remain on or south of the track Walter Peak to Hidden Island and be 2700 ft or below passing Gully Track Hidden Island direct, or south of, to Shoreline at or below 2700 ft. Do NOT track north of a line Hidden Island to Shoreline VRPs and remain clear of Jardines PDS. Report crossing Shoreline VRP From Tollgate: o For RWY 14 join left-hand downwind, at 2700 ft until east of Highway 6 o For RWY 23 cross overhead, join right-hand downwind at 2700 ft until east of Highway 6 o For RWY 05 cross overhead, join left-hand downwind at 2700 ft until east of Highway 6 o For RWY 32 make straight-in approach. 3.3 The altitude requirements applicable to entering the CTR and at Stream and Walter Peak are associated with separation from the runway 23 GNSS departure and missed approach. The altitude requirements at Gully, Hidden Island and Shoreline are associated with separation from the runway 23 RNP departure and missed approach. The requirement to remain inland of the coast to Walter Peak and then on or south of track Walter Peak to Hidden Island is to preserve separation from an IFR departure (the ANPOV1T). 9 June 2016 QN Class C Separations Ver 5 Page 8 of 86

9 3.4 Feedback from the Milford flow operators regarding this arrival is their concern about being able to achieve the steeper descent requirements and the lower level (2700 ft) crossing the lake from Hidden Island to Shoreline. The Airways understanding is that, whilst they do have concerns, they can achieve the level requirements. One of those operators sent the following; [operator] still stand by the fact that compared to the current procedure the proposed procedure greatly increases the unfavourable consequences in the event of a Single Engine aircraft suffering an engine failure from Table Bay-Shoreline, during a South/Woolshed arrival. Factors to consider; o The new 2700 hold down point at Gully is over 1000 lower than current crossing heights and 800 lower at Hidden Island o Extra airspeed (approx. 20kts) can be carried through this area on the constant descent profile the current arrival allows. With the new procedure aircraft will level off at Gully and fly at normal straight and level airspeeds. On average with a GA aircraft you can expect to recover altitude from airspeed at approximately 9 feet/knot/100knots so in effect we will be sacrificing another 200 feet of potential altitude in an emergency through the Gully- Shoreline area. o The Bottom line is; The new procedure while not increasing the probability of an engine failure has severely decreased our ability to mitigate the hazard. 3.5 The Nic arrival requires three new VRPs; Stream, Gully and Shoreline which are defined in the following diagrams. Stream VRP 9 June 2016 QN Class C Separations Ver 5 Page 9 of 86

10 Gully VRP Shoreline VRP 9 June 2016 QN Class C Separations Ver 5 Page 10 of 86

11 3.6 The Afton arrival is defined as; Enter the QN CTR and track west of Mt. Nicholas, Afton Burn Saddle, Stream (new VRP) and Walter Peak to Gully (new VRP). Remain on or south of the track Walter Peak to Gully. CLEARANCE LIMIT GULLY Be 6000 ft or below entering the CTR Be 5000 ft or below passing Stream Be 4000 ft or below passing Walter Peak Closely follow the coast Walter Peak to Hidden Island and be 2700 ft or below by Gully MAX IAS 120 kt. If unable to comply advise ATC with preferred speed. Once conflicting aircraft is clear, expect onwards clearance via the Nic arr. 3.7 It is intended that the Afton arrival would be used when necessary to assist with sequencing the Milford flow with IFR departures from runway 23. Further information about that is provided in following sections. 3.8 Where the Afton arrival is issued, it is vital for separation purposes that the aircraft does not proceed past Gully VRP unless otherwise cleared by ATC. Once the IFR aircraft is clear or above 3200 ft, expect ATC to issue a clearance to continue on the Nic arrival which does then allow aircraft to proceed past Gully. 3.9 Use of the Afton arrival creates a gap in the traffic that allows departures off runway 23 to track around Deer Park. The arrival includes the speed restriction maximum 120 kts to help ensure a sufficient gap. 9 June 2016 QN Class C Separations Ver 5 Page 11 of 86

12 3.10 The Moonlight arrival is defined as: Enter the CTR at Moonlight and track via Arthurs Point to west of Tucker Beach at 5000 ft or below Be 3500 ft or below by Arthurs Point Report approaching west of Tucker Beach then: For RWY 14 For RWY 23 For RWY 05 For RWY 32 join left base remaining west of Shotover River join right-hand downwind join left-hand downwind remaining west of Shotover River join right-hand downwind 9 June 2016 QN Class C Separations Ver 5 Page 12 of 86

13 4. Transit lane NZT752 Ridge Peak 4.1 The Nic and Afton arrivals are likely to result in the Milford flow aircraft needing to descend earlier than they currently do. An earlier/lower descent profile is likely to take the aircraft through NZT752 Ridge Peak transit lane. The Milford flow operators have expressed concern about this and request amendment to NZT752 as detailed below. 4.2 NZT752 is not included in the Fiordland CFZ and does not have a nominated frequency for use by aircraft flying in the transit lane. Also, NORDO flights may transit through NZT When the Milford flow aircraft track through NZT752 there would be a reduction in their awareness of nearby aircraft. This is due to the lack of traffic information from ATC about aircraft operating in NZT752. Also, since there is no promulgated common frequency for NZT752, awareness of other aircraft may not be achieved from positions reports and there would be no awareness by RTF of NORDO flights in NZT752. This is seen as an erosion of safety to the commercial operations of the Milford flow flights. 4.4 Amending the dimensions of NZT752 as shown below would enable the Milford flow aircraft to remain in controlled airspace above NZT752 and therefore receive traffic information from ATC and avoid a lack of RTF awareness of flights in NZT The proposed changes to NZT752 are: 1. alteration of the eastern boundary so that it would follow the river that lies just west of Walter Peak (the Afton Burn East Branch), and 2. lowering of the upper limit from 5000 ft to 4000 ft AMSL. 4.6 Airways consulted with local operators about this proposed change and received three responses two of those indicating no opposition and the third making the comment that; "Getting back to T752 the top of Mt Nic is around 5000 so that means putting us down between the mts and remember you need 3200 ft minimum to get thru the Afton Burn saddle" 4.7 Airways considered the feedback along with the reasons for the change and elected to submit a petition to CAA requesting the changes to NZT June 2016 QN Class C Separations Ver 5 Page 13 of 86

14 4.8 NZT752mod v4 is defined as; All that airspace bounded by straight lines between; S45 03' 44.0" E168 27' 36.4" existing NZT752 seq 1 point S45 04' 30.7" E168 27' 42.9" existing NZT752 seq 2 point Rat Point S45 06' 22.3" E168 27' 24.9" existing NZT752 seq 3 point S45 08' 10.04" E168 27' 55.66" new point S45 09' 18.28" E168 28' 00.03" new point S45 10' 35.42" E168 27' 19.97" new point on CTR boundary S45 12' 07.2" E168 23' 58.4" existing NZT752 seq 5 point Ridge Peak, 6030ft S45 13' 18.7" E168 18' 34.8" existing NZT752 seq 6 point S45 12' 13.4" E168 15' 24.0" existing NZT752 seq 7 point Mt Lookup, 5653 S45 08' 40.9" E168 13' 01.6" existing NZT752 seq 8 point S45 03' 44.0" E168 27' 36.4" existing NZT752 seq 1 point Surface to 4000 ft The Google Earth diagram above depicts the amended T752 boundary in red. Note that it lies just to the east of the river/valley floor. 9 June 2016 QN Class C Separations Ver 5 Page 14 of 86

15 5. Separation of Nic arrival from QN RWY 23 RNP IFR procedures This section details how Airways intends to provide separation between the Nic arrival and the following IFR RNP procedures for RWY 23; modified QN RNAV (RNP) ANPOV ONE BRAVO departure; modified QN RNAV (RNP) IPNOR ONE BRAVO departure; modified QN RNAV (RNP) Y RWY 23 approach missed approach. 5.1 The modifications to those IFPs are; A new waypoint 'QNnew' is inserted into the current track 2.8 NM along track from the upwind threshold with an ATC requirement that aircraft cross 'QNnew' at minimum 3200 ft AMSL QNnew S45 02' 36.55" E168 40' 52.23" (Note: QNnew is likely to be designated KABAP) A new waypoint 'QNnea' is inserted into the current track 4.3 NM along track from the upwind threshold with an ATC requirement that aircraft cross 'QNnea' at minimum 4000 ft AMSL QNnea S45 04' 01.69" E168 40' 38.48" (Note: QNnea is likely to be designated NOLUV) A new waypoint 'QNned' is inserted into the current track 8.8 NM along track from the upwind threshold (1.5 NM before QN737) with an ATC requirement that aircraft cross 'QNned' at 9000 ft AMSL or below. QNned S45 07' 33.41" E168 44' 28.25" (Note: QNned is likely to be designated RUXAK) Note: The waypoint co-ordinates may differ slightly when GE/Naverus calculates them. 9 June 2016 QN Class C Separations Ver 5 Page 15 of 86

16 5.2 Indications from the four jet airlines that fly these procedures are that generally, in normal conditions they can achieve the climb requirements at QNnew and QNnea. However, the 9000 ft maximum level at QNned may cause some flights to level off for a short period. As those three level requirements are ATC requirements they can be cancelled if a particular aircraft advised that it could not meet the requirement(s). If this is the case then it is important that ATC are advised at start-up. 5.3 An instrument sector will be established that is based on and encompasses the QN RNAV (RNP) ANPOV ONE BRAVO Departure, QN RNAV (RNP) IPNOR ONE BRAVO Departure and QN RNAV (RNP) Y RWY 23 missed approach to the point where the IFP reaches QNnew. This sector is named the "RWY 23 RNP Departures Sector". The RWY 23 RNP Departure Sector will not be promulgated on VNC charts but will be promulgated to QN ATC for use. Instrument sectors can be utilised for the provision of geographical separation and it is intended that the RWY 23 RNP Departures Sector would be used for that purpose. The RWY 23 RNP Departures Sector boundaries are determined by; Eastern boundary at the missed approach point a line perpendicular to the RWY extending to 1 NM either side of the RWY/track. This is the same dimension as a VOR splay as used to determine an Instrument Sector. (ref: GroupEAD NOTOD 15/15 and CAA policy Designation and review of airspace procedure) 9 June 2016 QN Class C Separations Ver 5 Page 16 of 86

17 Northern boundary a line starting 1 NM abeam the missed approach point that splays out at 7.8 degrees compared to the RWY centreline and initial departure track to waypoint QN727. This boundary line continues in a straight line until it meets a 1.6 NM buffer from the nominal track of the IFPs. This boundary line is co-incident with an instrument sector for a straight-in/straight-out IFP. (ref: GroupEAD NOTOD 15/15 and CAA policy Designation and review of airspace procedure) Western boundary a curved line that is 1.6 NM from the nominal track of the IFPs and ends when abeam a point 1.3 NM further along track from waypoint QNnew. The 1.6 NM buffer is derived from 2 x RNP value of the IFPs (which are RNP 0.3 to ENKUV/VAPLI) plus 1 NM. This criteria is in-line with that applied to RNP AR procedure instrument sectors. (ref: GroupEAD NOTOD 15/15) Southern boundary a straight line perpendicular to the nominal track of the IFPs passing through a point 1.3 NM further along track from waypoint QNnew that extends 1.6 NM both sides of the nominal track of the IFPs. The location of this boundary provides for a 1.3 NM along-track buffer between QNnew and the sector boundary. This 1.3 NM buffer incorporates an along track tolerance (ATT), which GE/Naverus has advised to apply 0.3 NM, plus a 1 NM buffer. South-eastern boundary a line following the 1.6 NM buffer and then from its tangent a straight line to a point 1 NM abeam the missed approach point. This latter line is greater than a 7.8 degree splay. This criteria is in-line with that applied to RNP AR procedure instrument sectors. 5.4 It is emphasised that the RWY 23 RNP Departure Sector is only applicable to the three specified RNP procedures and only as far as QNnew at which point the procedures are required to be at or above 3200 ft. 5.5 All the boundaries of the RWY 23 RNP Departures Sector, except the southern boundary, are consistent with existing criteria for instrument sectors used for geographical separation and therefore those boundaries of the departure sector can be used for geographical separation. 9 June 2016 QN Class C Separations Ver 5 Page 17 of 86

18 5.6 The southern boundary of the RWY 23 RNP Departures Sector lies 1.3 NM along track from QNnew. It is deemed that this boundary is also suitable for the application of geographical separation regarding VFR aircraft flying the Nic arrival (which requires them to be 2700 ft or below from Gully to Tollgate) and other VFR aircraft crossing the southern arm of Lake Wakatipu at or below 2700 ft. Justification and supporting information for that is provided in para Justification and supporting information for the application of geographical separation to the south of the RWY 23 RNP Departures Sector for the Nic arrival and other flights crossing the southern arm of Lake Wakatipu at or below 2700 ft is; a. There are prominent geographical features for the VFR flights on the Nic arrival to be able to accurately navigate between Hidden Island and Shoreline to remain south of the departure sector. This is supported by information from Carlton Campbell, CAA Aviation Safety Advisor and experienced QN operator; As per our phone call last week I am confident the fixed wing operators can maintain south of a line Hidden Island-Woolshed [replaced by Shoreline which is further south] as this is so close to current tracking, at least initially across the lake, as to mean little change. Having spoken to Milford Flightseeing, Air Milford, Air Wakatipu and Glenorchy Air pilots this morning they all assure me that in order to have 2700 at Hidden Island they can confidently maintain the tracking required. 9 June 2016 QN Class C Separations Ver 5 Page 18 of 86

19 The comment was also made that In tracking Hidden Island the norm is to be Cecil Peak side of the Island to be able to look down to the left and confirm position if warranted. No concern with maintaining appropriate tracking in reduced viz was confirmed. There are also enough prominent geographical features on both sides of the southern arm of Lake Wakatipu for other VFR flights to accurately navigate across the lake and remain south of a line Hidden Island to Shoreline. b. The vast majority of the pilots who will fly the Nic arrival, and other flights crossing the lake, are experienced local commercial pilots who will regularly fly this arrival procedure and area. They'll know how to keep south of the departure sector. c. Information from the Airways ATAC flight path recorder shows that the departing jets often reach 3200ft the point at which vertical separation is in place - before QNnew. d. The jets flying the departures will be climbing fairly steeply (at minimum 724ft per NM/ 12% to QNnew) and will have an additional requirement to be 4000 ft or higher as they cross the Nic arrival aircraft which will be at 2700 ft or below. (The 4000 ft requirement is in regards to Jardines parachute operations.) e. The Nic arrival published in the AIPNZ will have an explicit requirement stating "Do NOT track north of a line Hidden Island to Shoreline VRPs." f. If QNnew was on an airspace boundary, then, in accordance with airspace design policy, the lower limit of the CTA immediately south of QNnew could be 2700 ft as there is a prominent geographical feature (the coast) aligned with the boundary. In such a situation, uncontrolled VFR flights could be 2700 ft and below immediately south of QNnew and the departure procedure would still be considered to be protected. For this departure sector, the sector boundary lies not immediately south of QNnew but 1 NM further south. 9 June 2016 QN Class C Separations Ver 5 Page 19 of 86

20 g. Similar to the point above, in accordance with the airspace design policy, a VFR transit lane up to 2700 ft could be established immediately south of QNnew as there is a prominent geographical feature (the coast) aligned with the boundary. Such a transit lane would permit uncontrolled VFR flights up to 2700 ft under the departures immediately south of QNnew. For this departure sector, the boundary is not immediately south of QNnew but 1 NM further south. h. The departure sector can be displayed on surveillance (MLAT) screens in the Tower and it will be possible for controllers to observe if VFR flights look likely to move into the departure area. If this were to happen, the controller should be able to advise the VFR pilot to move further south to stay outside the departure sector. 5.8 VFR flights outside a 1.6 NM buffer from the QN RNAV (RNP) ANPOV ONE BRAVO Departure, QN RNAV (RNP) IPNOR ONE BRAVO Departure and QN RNAV (RNP) Y RWY 23 missed approach are deemed to be geographically separated from those procedures. This is in-line with the criteria for the application of geographical separation from RNP instrument sectors NM being the required buffer for an instrument sector for an RNP 0.3 IFP. (ref: GroupEAD NOTOD 15/15) 5.9 The Nic Arrival all the way to NZQN is deemed to be separated from the complete instrument flight procedures (IFPs) specified above because; (see fig 1 below) the Nic arrival west of Gully is geographically separated from the complete IFPs; and (see fig 2) the complete Nic arrival to Tollgate is geographically separated from the IFPs north of QNnew/3200 ft; and (see fig 3) the Nic arrival east of Gully is vertically separated from the IFPs south of QNnew/above 3200ft; and Aircraft flying the Nic arrival north of Tollgate will be visually separated by ATC from the IFPs. Figure 1 9 June 2016 QN Class C Separations Ver 5 Page 20 of 86

21 Figure 2 Figure Because the Nic arrival is separated from the three specified departures/missed approach, VFR flights can fly all the way along the Nic arrival independent of IFR aircraft flying one of the IFPs. 9 June 2016 QN Class C Separations Ver 5 Page 21 of 86

22 5.11 Limited visibility consideration Regarding the ability for the Nic arrival flights to be able to navigate accurately across the lake from Hidden Island to Shoreline in limited visibility, the distance from Hidden Island to Shoreline is 3 NM (5.6km). The VFR met minima for this situation is 5km. Potentially then, it may not be possible to sight the needed visual features when at Hidden Island to be able to accurately navigate across the lake to Shoreline. A possible solution to this would be to impose a visibility minima requirement of 8km for crossing the lake. However, such an imposition would result in a non-standard visibility minima that may not be remembered by pilots or the need recognised by ATC. Carlton Campbell made the comment; In tracking Hidden Island the norm is to be Cecil Peak side of the Island to be able to look down to the left and confirm position if warranted. No concern with maintaining appropriate tracking in reduced viz was confirmed. When necessary for navigation across the lake in limited visibility, the Nic arrival aircraft would be able to continue along the coast past Hidden Island until they sight useable visual features on the far coast that would then allow them to navigate accurately across remaining south of the departure sector. Taking into account Carlton's comment and that the Nic arrival aircraft can continue along the coast before crossing the lake, no special procedure or limitation will be imposed for limited visibility operations. 9 June 2016 QN Class C Separations Ver 5 Page 22 of 86

23 5.12 ACAS Implications Some concern has been raised by airlines as to ACAS alerting issues that may eventuate with jets flying towards the Milford flow aircraft. Based on past experience, the QN TWR expectation is that there should not be any issues with ACAS alerting for jet aircraft flying the modified departures/missed approach in regards to VFR aircraft on the Nic arrival. The current traffic situation is very similar to the proposed situation - VFR flights cross from Hidden Island to Toll Gate VRP up to 3500 ft, underneath the departing jets. ACAS alerting is not an issue for this current situation. The proposed situation should present less chance of ACAS events as the VFR flights will be crossing underneath the departing jets at a lower level and slightly further down track than present Inability to reach 3200 ft by QNnew The separation of the Nic arrival from the RNP departures explained above requires that the departing flights (and on the missed approach) reach 3200 ft by QNnew otherwise a loss of separation may occur. Whilst indications from the four jet airlines that fly these procedures are that generally, in normal conditions they can achieve the climb requirements at QNnew, there may be times when a particular flight may not be able to comply. It is important that ATC are advised on start-up when a particular flight would not achieve the climb requirement or there is doubt in the pilot's mind that it may not be achieved. When ATC is advised of inability to comply with the climb requirement on start-up, ATC can cancel the requirement and separation will be achieved by sequencing the departure with Milford flow aircraft. Depending on the traffic situation, sequencing the departure with the Milford flow aircraft may require; a short departure delay until the Milford flow aircraft has passed Tollgate; or the Milford flow aircraft being kept west of Gully VRP until the departure has climbed through 3200 ft. This may involve use of the Afton arrival. 9 June 2016 QN Class C Separations Ver 5 Page 23 of 86

24 6. Separation of Nic arrival from QN RWY 23 RNAV (GNSS) IFR departures This section details how Airways intends to provide separation between the Nic arrival and the following IFR GNSS departures from RWY 23; modified ANPOV ONE DELTA departure; modified IPNOR ONE DELTA departure; modified SUNGU ONE QUEBEC departure; modified SUNGU ONE SIERRA departure; modified ANPOV ONE SIERRA departure; modified ANPOV ONE TANGO departure 6.1 The modifications to the ANPOV1D, IPNOR1D and SUNGU1Qs are; the visual segment is limited to remaining east and north of a line Sunshine Bay VRP to Hidden Island VRP to Jacks Point - this would be specified in AIPNZ NZQN AD for the SUNGU1Q departure an ATC requirement to cross ENKUV at MNM 4500 ft is added. The existing 4200 ft MNM is retained as this is for obstacle clearance purposes. (Existing MNM altitudes for ANPOV1D 4600 ft and IPNOR1D 5300 ft unchanged.) New waypoint 'QNnec' inserted into the track between ENKUV and VAPLI at 2.9 NM past ENKUV. An ATC requirement to cross QNnec between 6000 ft and 9000 ft would be specified in AIPNZ. QNnec S45 04' 06.23" E168 36' 39.68" New waypoint 'QNnex' inserted into the track between ENKUV and VAPLI at 5.8 NM past ENKUV. An ATC requirement to cross QNnex at 7000 ft or above would be specified in AIPNZ. QNnex S45 05' 23.51" E168 32' 59.22" Note: The not above 9000 ft requirement at QNnec is for the purpose of separation between these departures and parachute aircraft operations at Jardines as detailed in section June 2016 QN Class C Separations Ver 5 Page 24 of 86

25 6.2 Mount Cook Airlines, the predominant user of the GNSS departure, has advised that generally they can achieve the requirements of the GNSS departures specified above however, "the 6000 ft and the 7000 ft requirements would be unachievable in some instances. The most common situation is when the cloud base is 4,500 ft. In this situation, climbing from the set heading altitude of 4,500 feet to 6,000 feet in just under three NM is not achievable." Those ATC requirements can be cancelled by ATC when required. Pilots should advise ATC at start-up, or as soon as possible thereafter, if they cannot or may not achieve the climb requirements. It is anticipated that when a departure advises being unable to meet those requirements, they should be able to be cancelled as it is not likely there will be any Milford flow aircraft operating due to the low cloud base that is requiring the departure to cross ENKUV at 4500 ft. However, if there is Milford flow aircraft, then ATC would keep the Milford flow aircraft outside the CTR or requiring them to enter at 4000 ft or below, or a higher altitude that provides for vertical separation. 6.3 For separation purposes, the ANPOV1D, IPNOR1D and SUNGU1Q departures need to cross ENKUV at minimum 4500 ft. The existing requirement for the ANPOV1D is cross ENKUV at MNM 4600 ft which is for obstacle clearance requirements. That requirement also satisfies the ATC requirement of MNM 4500 ft. Likewise, the existing requirement for the IPNOR1D is cross ENKUV at MNM 5300 ft for obstacle clearance requirements. That requirement also satisfies the ATC requirement of MNM 4500 ft. However, the existing obstacle clearance requirement for the SUNGU1Q is cross ENKUV at MNM 4200 ft - this does not satisfy the 4500 ft ATC requirement. Consideration was given to raising this to 4500 ft but Mount Cook Airlines indicated a need for the lower level to be retained. Therefore, the SUNGU1Q will need the addition of an ATC requirement to cross ENKUV at MNM 4500 ft - this requirement being able to be cancelled by ATC when traffic permits. Care will be needed with specifying in AIPNZ the ATC 4500 ft requirement so that when this is cancelled by ATC it will be clear to pilots that the 4200 ft obstacle clearance requirement will still continue to be applicable. A possible solution is to amend AIPNZ NZQN AD as below; ENKUV crossing altitudes: ANPOV1D MNM 4600 ft IPNOR1D MNM 5300 ft SUNGU1Q MNM *4500 ft (4200 ft available on request) * ATC Restriction 6.4 The three GNSS departures listed above conflict with the Nic arrival in two situations 1. the visual segment from the end of the Frankton Arm round the south of Deer Park hill; and 2. the 'instrument' segment between ENKUV and VAPLI. 9 June 2016 QN Class C Separations Ver 5 Page 25 of 86

26 The visual segment 6.5 Airways explored a concept similar to that used for the RWY 23 RNP departures i.e. the visual segment tracks towards Sunshine Bay and does not turn left until passing 3200 ft thereby achieving geographical and then vertical separation over the top of the Nic arrival. A requirement to reach 3200 ft and turn remaining east of Sunshine Bay would also need to apply. Mount Cook Airlines, the main user of these departures, advised that, whilst sometimes they could, generally there would be insufficient room to reach 3200 ft and turn remaining east of Sunshine Bay. Extending further west before turning was also not acceptable due to the high terrain of Cecil Peak. In view of the Mount Cook Airlines advice, this concept was not pursued. 6.6 Since no other procedure for separated, independent operations of the GNSS departures and the Nic arrival could be established, the GNSS departures visual segment and the Nic arrival aircraft will need to be sequenced to ensure separation is in place. This will result in some delays at times to either the GNSS departure or the Nic arrival aircraft. 6.7 Sequencing will require either; the GNSS departure delaying take-off until the Nic arrival aircraft has passed Tollgate where visual separation can be applied; or the Nic arrival aircraft remains west of Gully VRP until the GNSS departure has climbed above 3200 ft where vertical separation will be achieved. Note: It is anticipated that with experience the separation 'cut-off' points mentioned above may be able to be improved upon resulting in slightly less delays being needed. 9 June 2016 QN Class C Separations Ver 5 Page 26 of 86

27 6.8 It is deemed that the horizontal distance of 1.4 NM between Gully VRP and a line Sunshine Bay to Hidden Island VRPs is sufficient for the application of geographical separation as all the aircraft concerned are navigating by visual reference to prominent geographical features. 6.9 The more consistent the time between the departing aircraft's start-up call and being lined-up on the RWY ready for take-off, the more efficiently ATC will be able to manage these situations and reduce delays The Afton arrival, rather than the Nic arrival, is likely to be utilised when appropriate to assist with keeping the Milford flow aircraft west of Gully to achieve the required separation. Once the GNSS departure is above 3200 ft, ATC can cancel the Afton arrival and issue the Nic arrival thereby clearing the VFR aircraft to continue east of Gully in accordance with the Nic arrival. 9 June 2016 QN Class C Separations Ver 5 Page 27 of 86

28 The 'instrument' segment between ENKUV and VAPLI 6.11 The GNSS departure segment from ENKUV to VAPLI is opposite direction to the Milford flow/nic arrival. Separation of these flights will be achieved by climb and descent requirements placed on the departure and arrival procedures to ensure that separation will be in place by a combination of geographical and vertical separation The GNSS departure leg from ENKUV to QNnec is deemed to be geographically separated from the Nic arrival portion west of Walter Peak as these portions of the procedures are geographically apart by 3.8 NM. 3.8 NM is 2 NM greater than the along track tolerance of the GNSS departure (0.8 NM) plus a 1 NM buffer The GNSS departure leg from ENKUV to QNnec is vertically separated from the Nic arrival portion east of Walter Peak. Note: The ATC requirement to cross ENKUV at MNM 4500 ft is so that ENKUV to QNnec is vertically separated from the Nic arrival east of Walter Peak where the VFR flights need to be at or below 4000 ft. 9 June 2016 QN Class C Separations Ver 5 Page 28 of 86

29 6.14 The GNSS departure leg from QNnec to QNnex is deemed to be geographically separated from the Nic arrival portion west of Stream as these portions of the procedures are geographically apart by 3.1 NM. 3.1 NM is 1.3 NM greater than the along track tolerance of the GNSS departure (0.8 NM) plus a 1 NM buffer The GNSS leg from QNnec to QNnex is vertically separated from the Nic arrival portion east of Stream The GNSS leg from QNnex to VAPLI is vertically separated from the entire Nic arrival Application of geographical separation as detailed in the above situations has been accepted by CAA. (CAA 11/03/2016) 9 June 2016 QN Class C Separations Ver 5 Page 29 of 86

30 6.18 The RNAV (GNSS) SUNGU1S departure will be modified to require the visual segment to remain east and north of a line Sunshine Bay VRP to Hidden Island VRP to Jacks Point - this will be specified in AIPNZ NZQN AD The visual segment of the SUNGU1S GNSS departure off RWY 23 as far as Tollgate will be sequenced with Nic arrival flights in the same manner as detailed in para 6.7 Once the GNSS departure is above 3200 ft, vertical separation will be in place and the Nic arrival aircraft can proceed east of Gully. The leg from ISLON to MEBKA is vertically separated from the Nic arrival east of Gully and laterally separated from the Nic arrival west of Gully. 9 June 2016 QN Class C Separations Ver 5 Page 30 of 86

31 6.19 The RNAV (GNSS) ANPOV1S departure will be modified to require the visual segment to remain east and north of a line Sunshine Bay VRP to Hidden Island VRP to Jacks Point - this will be specified in AIPNZ NZQN AD The ANPOV1S departure visual segment to DULUL will be sequenced with Nic arrival aircraft in the same manner as detailed in para 6.7 i.e. the Nic arrival aircraft remaining west of Gully until the GNSS departure is above 3200 ft thereafter vertical separation is in place. 9 June 2016 QN Class C Separations Ver 5 Page 31 of 86

32 6.20 The RNAV (GNSS) ANPOV1T departure will be modified in AIPNZ NZQN AD to read: Departures via DULUL (ANPOV1T) Follow the Frankton Arm then direct to cross Sunshine Bay VRP and track along the northern coast of Lake Wakatipu to RAT POINT VRP Turn RIGHT and track direct to DULUL (IDF) Remain within 0.5 NM of the coast, or inland, from Sunshine Bay VRP until tracking direct to DULUL Cross DULUL on track 029 at 10,000 ft Note: On pilot request, ATC may approve an early right turn to DULUL The visual segment of the ANPOV1T departure via Rat Point to DULUL is deemed to be geographically separated from the Nic arrival as both tracks are flown visually along the northern/southern coast of the middle arm of Lake Wakatipu and there is at least 1 NM between the tracks. It is highlighted that the ANPOV1T tracking along the coast and around the corner by Rat Point needs to stay on the coastline as indicated in the diagram below to preserve separation from the Nic arrival. To support that the limitation of within 0.5 NM of the coast, or inland, is included in the departure specification. 9 June 2016 QN Class C Separations Ver 5 Page 32 of 86

33 7. Separation of the Nic arrival from QN RWY 23 RNAV (GNSS) G Missed Approach 7.1 The RNAV (GNSS) G missed approach will not be separated from the Nic arrival. Consideration was given to incorporating climb requirements into the missed approach track that are the same as those for the RWY 23 GNSS departures (i.e. cross ENKUV at MNM 4500 ft, cross QNnec at MNM 6000 ft and cross QNnex at MNM 7000 ft). Whilst Mount Cook Airlines indicated that those requirements should normally be achievable, there may be times when they wouldn't. As well as that, since the climb gradient required is slightly steeper than the standard for a missed approach, the technicalities of the instrument approach design would require multiple MDAs specified for the approach. To avoid complexity and/or a need to have a higher MDA, the GNSS G missed approach will be retained but not have the climb requirements needed for separation from the Nic arrival. And, a new GNSS approach, additional to the G approach will be published that will include the climb requirements (and slightly steeper gradient) on the missed approach and therefore be separated from the Nic arrival. This additional new GNSS approach (referred to here as the GNSS H approach) will be the same as the G approach except for the additional climb requirements. The existing 4100 ft MDA will be applicable to the GNSS H approach. The default GNSS approach to RWY 23 will be the new H approach so that separation from the Nic arrival will be in place. However, the G approach will generally be available on pilot request although some short delay may be needed at times. 7.2 As detailed in Section 12.7 for separation from Jardine parachute operations, the GNSS G approach will have a new waypoint QNnec added 2.9 NM along track/west of ENKUV with an ATC requirement to cross QNnec at 9000 ft or below. As mentioned above, a new, additional GNSS H approach will be published. This approach is identical to the G approach except as detailed below. 7.3 The RNAV (GNSS) H approach missed approach will include; add an ATC requirement to cross ENKUV at 4500 ft or above; and add a new waypoint QNnec on the leg ENKUV to VAPLI with an ATC requirement to cross QNnec between 6000 ft and 9000 ft. QNnec is 2.9 NM past ENKUV (same additional point as for RWY 23 GNSS departures as detailed in para 6.1) add a new waypoint QNnex on the leg ENKUV to VAPLI with an ATC requirement to cross QNnex at 7000 ft or above. QNnex is 5.8 NM past ENKUV (same additional waypoint as for the RWY 23 GNSS departures as detailed in para 6.1) 7.4 The MDA of the RNAV (GNSS) H approach is 4100 ft. 9 June 2016 QN Class C Separations Ver 5 Page 33 of 86

34 7.5 The RNAV (GNSS) H approach and missed approach is separated from the Nic arrival because; (refer diagram below) the approach and missed approach to ENKUV is vertically separated from the Nic arrival east of Gully and is deemed to be geographically separated from the Nic arrival west of Gully as the distance between ENKUV and Gully is 2.9 NM which is 1.1 NM greater than the along-track tolerance (0.8 NM) of the missed approached plus a 1 NM buffer; and (refer diagram below) the approach and missed approach between ENKUV and QNnec is vertically separated from the Nic arrival east of Walter Peak and is deemed to be geographically separated from the Nic arrival west of Walter Peak because the distance between QNnec and Walter Peak is 3.8 NM which is 2 NM greater than the along-track tolerance (0.8 NM) of the missed approached track plus a 1 NM buffer; and 9 June 2016 QN Class C Separations Ver 5 Page 34 of 86

35 (refer diagram below) the approach and missed approach between QNnec and QNnex is vertically separated from the Nic arrival east of Stream and geographically separated from the Nic arrival west of Stream because the distance between QNnex and Stream is 3.1 NM which is 1.3 NM greater than the along-track tolerance (0.8 NM) of the missed approached track plus a 1 NM buffer; and the approach and missed approach west of QNnex is vertically separated from the Nic arrival. 7.6 The GNSS H approach will have the same ATC limitations placed on descent once visual and on the visual manoeuvring segment as detailed in sections 16 and June 2016 QN Class C Separations Ver 5 Page 35 of 86

36 8. Separation of the Nic arrival from RWY 05 Approaches 8.1 The existing VFR North arrival will be deleted. 8.2 Where possible VFR arrivals for runway 05 will be routed from Mt. Nic/Rat Point VRPs straight in for RWY 05 in front of arriving IFR flights applying visual separation. 8.3 Where there is not enough room in front of the IFR arrival, the VFR aircraft will be held outside the CTR or in T752 until the VFR aircraft is able to sight and follow the IFR aircraft. Airways anticipate that any such holding should be limited to 3 to 4 minutes. 9 June 2016 QN Class C Separations Ver 5 Page 36 of 86

37 8.4 The Afton arrival may also be used to sequence the VFR arrival behind the IFR flight. 9 June 2016 QN Class C Separations Ver 5 Page 37 of 86

38 9. Separation of Nic arrival from QN RWY 23 FRANKTON 4 IFR departure 9.1 The visual segment of the VOR/DME-based Frankton 4 departure off RWY 23 round to 5 NM QN DME will be sequenced with Nic arrival flights in the same manner as detailed in para 6.7. This will require the limitation of remaining east and north of a line Sunshine Bay VRP to Hidden Island VRP to Jacks Point being included in the departure (AIPNZ NZQN AD text and diagram change). 9.2 Due to the rare use of this departure, it is planned that QN ATC will tactically manage separations from the 'instrument' segment of this departure west of 5 NM QN DME by the application of vertical separation. This may result in some added delay for aircraft intending to fly this departure. Because of that, along with the existing complexities of ATC management of VOR/DME-based approaches and departures in the predominantly PBN QN environment and the added complexity of class C, it is requested that AIPNZ NZQN AD QUEENSTOWN AERODROME (2) includes the following statement "VOR/DME approaches and departures may be subject to additional ATC delays". 9.3 In the event that it proves desirable, the departure could be modified to include climb requirements at DME distances on the 214 radial that would enable geographical and vertical separation similar to that applied to the RWY 23 GNSS departures (refer para 6.11) 9 June 2016 QN Class C Separations Ver 5 Page 38 of 86

39 10. Separation of the Nic arrival from QN RWY 05 IPNOR1C and SUNGU1P departures The IPNOR1C and SUNGU1P GNSS departures off RWY 05 are separated from the Nic arrival because; the visual segment to the east and north of QN aerodrome is deemed to be geographically separated from the Nic arrival south/west of Tollgate because there is more than 1 NM between those prominent geographic locations; and for the short portion (0.6 NM) of the departures between QN aerodrome and ISLON, the departing aircraft is just about to reach 3900 ft if not significantly higher so will almost certainly be at least 500 ft vertically above the Nic arrival aircraft at 2700 ft. But, if necessary, QN ATC can instruct the departing aircraft to reach 3200 ft prior to being abeam QN aerodrome. Once the Nic arrival aircraft is north of Tollgate, visual separation can be applied by ATC between that aircraft and the visual segment of the departure. The leg from ISLON to MEBKA is vertically separated from the Nic arrival east of Gully and laterally separated from the Nic arrival west of Gully. 9 June 2016 QN Class C Separations Ver 5 Page 39 of 86

40 11. Separation of Nic arrival from VOR/DME B missed approach 11.1 The VOR/DME B approach and missed approach east of the QN VOR vertically separated from the Nic arrival east of Gully and is deemed to be geographically separated from the Nic arrival west of Gully as this portion of the Nic arrival is no closer than 9 NM away from the IFR track EAST of the VOR Due to the rare use of this missed approach, it is planned that QN ATC will tactically manage separations from the missed approach west of QN VOR by the application of vertical separation. This may result in some added delay for aircraft intending to fly this approach In the event that it proves desirable, the missed approach could be modified to include climb requirements at DME distances along the missed approach track that would enable geographical and vertical separation similar to that applied to the GNSS G missed approach (refer section 7). 9 June 2016 QN Class C Separations Ver 5 Page 40 of 86

41 12. Separation from Jardines parachute operations 12.1 Intensive parachute operations take place from Jardines airfield around 3.5 NM to the south of NZQN. These operations often extend into the QN CTA up to FL The existing Jardines parachute drop sector (PDS) and parachute drop area (PDA) will be retained for Class C operations. The PDS and PDA are co-incident with each other the PDS being within the QN CTR and the PDA within the QN CTA. Parachute descents are confined to within these areas. The parachutists land on the parachute landing area (PLA) located on Jardine airfield. The PDS and PDA are defined and promulgated in an MOU between QN TWR and the Jardines parachute operator. The PDS is also depicted in AIPNZ NZQN AD and three other charts specific to AIPNZ Vol In accordance with MATS RAC S3.6 IFR flights will be kept clear of the PDS and PDA when it is active unless visual separation can be applied. QN TWR has in place procedures applicable to parachute dropping within the Jardines PDA/PDS that ensure that IFR flights are kept well clear so that the parachutists do not come into conflict with nearby IFR flights. Those procedures, titled "Separation Requirements for Parachute Operations at Jardines", are copied in Appendix A and will continue to apply when QN airspace becomes Class C. In most cases, in accordance with the procedures in Appendix A, the parachutists commence their drop once the pilot has sighted and is behind the conflicting IFR flights. 9 June 2016 QN Class C Separations Ver 5 Page 41 of 86

42 12.4 Various sectors will be established to manage the climb and descent of the parachute aircraft. These sectors are still in development to determine where the boundaries need to be so that the sector will be laterally separated from particular IFR procedures. The current draft sectors are depicted in the diagram below. These sectors would not be promulgated on charts but would be defined and promulgated to QN ATC and the Jardines operator/pilots in an MOU between them. Airspace within the sectors when active remains Class C It is intended that: The Remarkables, Cecil and Wye sectors will be laterally separated from most of the QN IFR procedures. The Remarkables Sector is likely to be divided east and west of the ridge to assist with lateral separations. The Point Sector will be vertically and/or laterally separated from many of the IFR procedures. The Jardines Sector, which is a combination of all the sectors, will be laterally separated from some of the IFR procedures. ATC will utilise appropriate sectors on a tactical basis depending on the IFR traffic at the time. Note: Co-ordinates defining the various sectors will be documented once the sectors are finalised. 9 June 2016 QN Class C Separations Ver 5 Page 42 of 86

43 12.6 For the purposes of establishing lateral separation between a parachute sector and the surrounding IFR procedures, GroupEAD shall; 1. when determining lateral separation, treat the parachute sector in the same manner as they would for a GAA; and 2. apply a visual fix tolerance of zero NM (i.e. no visual fix tolerance required). Justifications for no visual fix tolerance are: i ii iii iv v there are sufficient visual features for the pilots to determine where they need to be so that they remain inside the boundaries; and the parachute operator has advised that they can remain inside the boundaries; and the parachute sector will only be used for parachute aircraft operations by the Jardines operator who has an MOU with QN TWR. The MOU will include text regarding the strict need for compliance with the sector boundaries; and the sector will only be used by the parachute operator's commercial pilots. These pilots will be operating within the boundaries on a regular basis and will be familiar with them; and the application of zero NM visual fix tolerance is currently in use for one boundary of the Lake Station GAA NZG870 (refer GroupEAD CADDS File N00960C-2) 12.7 The lower limit of the Point Sector will be 10,000 ft. To facilitate the provision of vertical separation of IFR procedures underneath the Point Sector, the following IFR procedures will be amended to include a hold down at 9000 ft as detailed below: 1. RNAV (RNP) Y RWY 23 approach missed approach; and 2. RNAV (RNP) ANPOV1B departure; and 3. RNAV (RNP) IPNOR1B departure A new waypoint 'QNned' is inserted into the current departure track 8.8 NM along track from the upwind threshold (1.5 NM before QN737) with an ATC requirement to cross 'QNned' at 9000 ft AMSL or below. QNned S45 07' 33.41" E168 44' 28.25" QNned is 1.3 NM beyond (south of) the Point Sector. Aircraft flying these procedures will be laterally separated from Point Sector after passing QNned and can continue climb. Google Earth image 9 June 2016 QN Class C Separations Ver 5 Page 43 of 86

44 Indications from the four jet airlines that fly those procedures are that generally, in normal conditions the 9000 ft maximum level at QNned should have no impact for them however, it may cause some flights to level off for a short period. It should be noted that this level requirement is an ATC requirement that could be cancelled by ATC when necessary or appropriate. 4. RNAV (GNSS) G approach - missed approach; and 5. ANPOV1D departure; and 6. IPNOR1D departure; and 7. SUNGU1Q departure A new waypoint 'QNnec' is inserted into the current track 2.9 NM along track from ENKUV with an ATC requirement that aircraft cross 'QNnec' between 6000 ft and 9000 ft. (Note: the 6000 ft requirement is detailed in section 6) QNnec S45 04' 06.23" E168 36' 39.68" Aircraft flying these procedures will be laterally separated from Point Sector after passing QNnec and can continue climb. Google Earth image Indications from Mount Cook Airlines are that generally, the maximum 9000 ft at QNnec will not impact on their departures, however, they "would prefer there to be no hold downs on the missed approach." Being an ATC requirement it can be cancelled by ATC if it is possible - early advice to ATC of a desire for it to be cancelled would help. 9 June 2016 QN Class C Separations Ver 5 Page 44 of 86

45 8. SUNGU1P departure; and 9. IPNOR1C departure; and 10. SUNGU1S departure A new waypoint 'QNnef' is inserted into the current track 9.3 NM along track from ISLON with an ATC requirement that aircraft cross 'QNnef' at 9000 ft or below. QNnef S45 10' 13.45" E168 40' 36.88" Aircraft flying these procedures will be laterally separated from Point Sector after passing QNnef and can continue climb. (Note: The exact location of QNnef so that it will be laterally separated from Point Sector is yet to be determined by GroupEAD. GroupEAD may determine that QNnef can be moved north a bit.) Being an ATC requirement it can be cancelled by ATC - early advice to ATC of a desire for it to be cancelled would help. The existing level requirements at ISLON are amended to read "Between 3900 ft and 9000 ft" Google Earth image 9 June 2016 QN Class C Separations Ver 5 Page 45 of 86

46 12.8 Separation of the initial departures from Jardines vs the RNP 23 departures and missed approach. The diagram below includes the Jardines airfield. Take-offs are towards the north-west. Once airborne, the parachute aircraft can climb to maximum altitude 2700 ft south of a line Hidden Island to Shoreline VRPs as it will be outside/south of the RNP Departure Sector as described in section 5. Once south/east of a line Collins Bay VRP through Jacks Point the aircraft can climb to maximum altitude 3500 ft underneath the RNP RWY 23 departures and missed approach. South/east of Collins Bay Jacks Point is deemed to be geographically separated from those IFR procedures as far as QNnea where they are at or above 4000 ft by application of the same principles as detailed in section NM is greater than the 0.3 NM along track tolerance of the procedures plus 1 NM. Once the parachute aircraft is established in either the Remarkables or Cecil sector it can climb above 2700 ft or 3500 ft as those sectors are laterally separated from the IFR procedures. 9 June 2016 QN Class C Separations Ver 5 Page 46 of 86

47 13. Separation from Wanaka parachute operations 13.1 Intensive parachute operations take place from Wanaka airport (NZWF). These operations often extend into the QN CTA (lower limit 9500ft) up to FL The Wanaka Parachute Sector is established to manage the operations of the parachute aircraft as it climbs and descends in controlled airspace. This sector is depicted in green in the diagram below. It extends from 9500 ft to FL170 and the airspace within the sector when active remains Class C. This sector would not be promulgated on charts but would be defined and promulgated to QN ATC and in an MOU between QN TWR and the WF parachute operator(s) The Wanaka parachute drop area (PDA) as depicted in red in the diagram below will be established. The PDA is the area within which the parachutists descend in controlled airspace. The PDA is defined and promulgated in an MOU between QN TWR and the Wanaka parachute operator(s) The WF parachute sector and WF PDA depicted below are basically the same size as the areas currently used except that the north-western boundary and the long northern boundary are slightly inside the existing areas. This slight reduction in area is so that the parachute sector and PDA will be laterally separated from the surrounding instrument flight procedures. At this stage it has not been formally confirmed by GroupEAD that the sector and PDA as shown will be laterally separated from the surrounding procedures, however, indications are that they will be. Being laterally separated from the IFR procedures means that parachuting operations within the sector and PDA can take place at the same time as IFR flights are flying the instrument procedures. 9 June 2016 QN Class C Separations Ver 5 Page 47 of 86

48 13.5 For the purposes of establishing lateral separation between the parachute sector/pda and the surrounding IFR procedures, GroupEAD shall; 1. when determining lateral separation, treat the WF parachute sector and PDA in the same manner as they would for a GAA; and 2. apply a visual fix tolerance of zero NM (i.e. no visual fix tolerance required). Justifications for no visual fix tolerance are: i ii iii iv v there are sufficient visual features for the pilots and jumpers to determine where they need to be so that they remain inside the boundaries; and the parachute operator has advised that they can remain inside the boundaries; and the WF parachute sector and PDA will only be used for WF parachute operations by operators who have an MOU with QN TWR. The MOU will include text regarding the strict need for compliance with the sector boundaries; and the sector and PDA will only be used by the parachute operator's commercial pilots and professional jumpers. These pilots and jumpers will be operating within the boundaries on a regular basis and will be familiar with them; and the application of zero NM visual fix tolerance is currently in use for one boundary of the Lake Station GAA NZG870 (refer GroupEAD CADDS File N00960C-2) 13.6 Subject to GroupEAD evaluation for lateral separation, the WF parachute sector is defined as: The airspace bounded by straight lines between S44 37' 08.29" E169 26' 16.59" S44 40' 35.01" E169 28' 41.94" S44 45' 51.35" E169 17' 01.28" then the arc of a 3 NM radius circle centred on the WF ARP from S44 45' 51.35" E169 17' 01.28" clockwise to S44 43' 52.63" E169 10' 35.01" then straight lines to S44 41' 26.82" E169 11' 52.08" S44 37' 08.29" E169 26' 16.59" 9500 ft to FL170 Class C 13.7 The WF PDA is defined as: The airspace bounded by the arc of a 3 NM radius circle centred on the WF ARP from S44 40' 22.77" E169 15' 26.38" clockwise to S44 43' 52.63" E169 10' 35.01" then straight lines to S44 41' 26.82" E169 11' 52.08" S44 40' 22.77" E169 15' 26.38" 9500 ft to FL170 Class C 9 June 2016 QN Class C Separations Ver 5 Page 48 of 86

49 14. Separation from Glenorchy parachute operations 14.1 Intensive parachute operations take place from Glenorchy airport (NZGY). These operations often extend into the QN CTA (lower limit 13500ft) up to FL The Glenorchy Parachute Sector as depicted in the diagram below will be established to manage the operations of the parachute aircraft as it climbs and descends in controlled airspace. It extends from ft to FL170 and the airspace within the sector when active remains Class C. This sector would not be promulgated on charts but would be defined and promulgated to QN ATC and in an MOU between QN TWR and the GY parachute operator(s) The Glenorchy parachute drop area (PDA), co-incident with the parachute sector, will also be established. The PDA is the area within which the parachutists descend in controlled airspace. The PDA is defined and promulgated in an MOU between QN TWR and the GY parachute operator(s) The GY parachute sector and PDA depicted below is basically the same size as the area currently used except that the north-eastern and south-eastern boundaries are slightly inside the existing area. This slight reduction in area is so that the parachute sector and PDA will be laterally separated from the surrounding instrument flight procedures. At this stage it has not been formally confirmed by GroupEAD that the sector and PDA as shown will be laterally separated from the surrounding procedures, however, indications are that they will be. Being laterally separated from the IFR procedures means that parachuting operations within the sector and PDA can take place at the same time as IFR flights are flying the instrument procedures. 9 June 2016 QN Class C Separations Ver 5 Page 49 of 86

50 14.5 For the purposes of establishing lateral separation between the parachute sector/pda and the surrounding IFR procedures, GroupEAD shall; 1. when determining lateral separation, treat the GY parachute sector and PDA in the same manner as they would for a GAA; and 2. apply a visual fix tolerance of zero NM (i.e. no visual fix tolerance required). Justifications for no visual fix tolerance are: i ii iii iv v there are sufficient visual features for the pilots and jumpers to determine where they need to be so that they remain inside the boundaries; and the parachute operator has advised that they can remain inside the boundaries; and the GY parachute sector and PDA will only be used for GY parachute operations by operators who have an MOU with QN TWR. The MOU will include text regarding the strict need for compliance with the sector boundaries; and the sector and PDA will only be used by the parachute operator's commercial pilots and professional jumpers. These pilots and jumpers will be operating within the boundaries on a regular basis and will be familiar with them; and the application of zero NM visual fix tolerance is currently in use for one boundary of the Lake Station GAA NZG870 (refer GroupEAD CADDS File N00960C-2) 14.6 Subject to GroupEAD evaluation for lateral separation, the GY parachute sector and PDA is defined as: The airspace bounded by straight lines between S44 47' 14.08" E168 27' 13.92" S44 50' 23.70" E168 28' 18.84" S44 54' 24.37" E168 26' 54.50" S44 54' 59.42" E168 25' 12.32" S44 54' 49.93" E168 23' 51.92" S44 52' 09.82" E168 18' 21.89" S44 45' 25.77" E168 21' 40.94" S44 47' 14.08" E168 27' 13.92" ft to FL170 Class C 9 June 2016 QN Class C Separations Ver 5 Page 50 of 86

51 15. Separation of NZG756 Skyline operations Unlike the other GAAs within the QN CTR, NZG756 Skyline is designated as Active by Approval of ATC. Operations within G756 are covered by MOUs between Airways and operators using G756. CAA has advised Airways that operations in accordance with the MOUs may continue in G756 without any further separation requirements being needed. Note: The other GAAs in the QN CTR (G753 Crown Terrace, G757 Arrow Junction and G755 Coronet Peak) are active by day and not subject to specific separation by ATC. Keeping the nearby IFR flights clear of these GAAs is a controlled airspace containment situation rather than a separation situation. It is likely that some IFR procedures will have a climb requirement added to ensure controlled airspace containment. 9 June 2016 QN Class C Separations Ver 5 Page 51 of 86

52 16. Separation of IFR 'Figure 8' procedure (also refer new Section 24) 16.1 The QN aerodrome 'Figure-eight' circuit procedure (refer AIPNZ NZQN AD ) applicable to IFR aircraft and VFR aircraft greater than 5700 kg will continue to exist and be used under Class C. However, it will be amended as detailed below to facilitate separation between IFR flights flying the procedure and nearby VFR flights Separation from the Figure-eight procedure will be achieved by a combination of visual, geographical and vertical separation The Figure-eight procedure for runway 23 will be amended (AIPNZ text changes) to require the aircraft to track towards Sunshine Bay VRP until passing 3200 ft and then turn left, remaining east and north of a line Sunshine Bay - Hidden Island - Jacks Point, to track around Deer Park into the Figure-eight pattern. The tracking towards Sunshine Bay until passing 3200 ft is to provide geographical separation and then vertical separation from the Nic arrival aircraft crossing from Hidden Island to Shoreline and the Jardines parachute aircraft departures at 2700 ft. 9 June 2016 QN Class C Separations Ver 5 Page 52 of 86

53 Note: The main change to the Figure-eight pattern as promulgated in AIPNZ NZQN AD is to the text, however, to help with interpretation it is recommended that the diagram is also changed so that it is more 'zoomed in' on the Figure-eight procedure and the location of Jacks Point is added. The tracking of the Figure-eight along Frankton Arm and then directly towards Sunshine Bay VRP is deemed to be geographically separated from the Nic arrival because the tracks will be not less than 1.4 NM apart and the aircraft concerned will be navigating by visual reference to prominent visual features To facilitate vertical separation, the VOR/DME B, RNAV (GNSS) F and RNAV (GNSS) G [and new GNSS H] approaches would be amended to add a requirement to maintain 4000 ft once proceeding on the visual segment until further descent is issued by ATC. That requirement should have minimal impact on those approaches as the MDAs for them are: VOR/DME B 4270 ft RNAV (GNSS) F 4120 ft RNAV (GNSS) G 4100 ft RNAV (GNSS) H 4100 ft 16.5 Once the Figure-eight aircraft is maintaining (or still above) 4000 ft, vertical separation can be applied with VFR flights operating at 3500 ft or below. Application of visual separation is also probable in many situations however, the high and nearby hills and terrain will prevent visual separation in some situations. Geographical separation will also often be used until another form of separation is in place The Figure-eight pattern will be limited to east and north of a line through Sunshine Bay VRP, Hidden Island VRP and Jacks Point. With that limit in place the VFR flights operating to the west of Gully VRP (West Sector) and south of Collins Bay VRP (South Sector) are deemed to be geographically separated from the Figure-eight circuit because all the aircraft concerned will be navigating by visual reference using prominent visual features and there is greater than 1 NM buffer between the areas within which the aircraft are confined Other sectors have been developed to assist with the provision of geographical separation from the Figure-eight circuit procedure these are detailed on the following pages. Further sectors may be developed to better assist with provision of separation from the Figure-eight circuit. The sectors will not be published in AIPNZ or on VNC, however, they will be defined and promulgated to QN ATC for use in the application of geographical separation Due to the impact the Figure-eight procedure will have on many of the VFR helicopter operations in the QN CTR, it is requested that AIPNZ NZQN AD also include the following statement: "Flights wanting to train in the Figure-eight circuit pattern must do so VFR" 9 June 2016 QN Class C Separations Ver 5 Page 53 of 86

54 16.9 The diagram below details sectors that are deemed geographically separated from the southern portion of the Figure-eight circuit procedure. VFR aircraft in Sector 10 are deemed to be geographically separated from the southern/western portion of the Figure-eight procedure because; the amended Figure-eight circuit as it will be detailed in AIPNZ requires the IFR aircraft to "Enter the figure-eight pattern as shown above" [on the diagram in AIPNZ]. That pattern, reflected in the diagram above, requires the aircraft to track along Frankton Arm, a very prominent visual feature. Also, the text for RWY 23 requires the aircraft to follow Frankton Arm and then directly towards Sunshine Bay VRP. The rest of the southern portion of the Figure-eight is to the south of Frankton Arm; and the VFR aircraft in Sector 10 will be in receipt of a clearance/instructions to follow visual features that will contain the aircraft within Sector 10; and there is a buffer of not less than 1.4 NM between the southern boundary of Sector 10 and the northern coast of Frankton Arm and not less than 1.2 NM to the aerodrome. It is intended that some helicopter arrival procedures will be developed that will provide for separation from the Figure-eight circuit aircraft. These will incorporate a level requirement to be at or below 3500 ft before the procedure exits the sector thereby being vertically separated from the Figure-eight aircraft at 4000 ft. An example is to "track Moke Lake Ben Lomond north of Queenstown Hill to Lake Johnson: be 3500 ft or below by abeam Queenstown Hill". 9 June 2016 QN Class C Separations Ver 5 Page 54 of 86

55 16.10 The diagram below details sectors that are deemed geographically separated from the northern portion of the Figure-eight circuit procedure. Refer new Section 24 for updated diagram VFR aircraft in Sector 5 are deemed to be geographically separated from the northern/eastern portion of the Figure-eight procedure because; that portion of the Figure-eight is entirely to the north and east of Queenstown aerodrome; and the VFR aircraft in Sector 5 will be in receipt of a clearance/instructions to follow visual features that will contain the aircraft within Sector 5; and Sector 5 is not less than 1 NM west of the aerodrome and 1.3 NM south of the aerodrome. VFR aircraft in East Sector are deemed to be geographically separated from the northern/eastern portion of the Figure-eight procedure because; East Sector is defined as east of Bungy Bridge VRP and VFR aircraft will be in receipt of a clearance/instruction to remain east of Bungy Bridge; and the terrain will constrain the Figure-eight circuit aircraft from coming within 1 NM of East Sector. In reality the Figure-eight circuit won't come within about 1.6 NM of East Sector. 9 June 2016 QN Class C Separations Ver 5 Page 55 of 86

56 17. Separation between IFR aircraft and helicopters and other VFR operations in the CTR 17.1 Helicopter and other VFR operations within the CTR will be separated from IFR aircraft primarily by a combination of geographical, lateral and visual separation. Vertical separation will also be used where this is practical A new VFR arrival procedure, the 'Gibbston Arr' will be promulgated in AIPNZ For the application of geographical and lateral separation, various sectors will be established. Due to the various IFR approach and departure tracks and the various tracks of the VFR operations, at this stage not all sector requirements have been determined. The sectors that have been determined are shown in the following diagrams. When further sectors are developed, they will be submitted to CAA for their acceptance prior to being used The sectors will not be published in AIPNZ or on VNC. However, they will be defined and promulgated to QN ATC for use in the application of geographical or lateral separation. Some of the sectors are yet to be named Where a sector boundary is laterally separated from IFR procedures, the lateral separation will be determined by GroupEAD applying existing criteria or criteria specifically accepted by CAA. The draft sectors in this document are all still subject to final GroupEAD evaluation and may need slight changes. 9 June 2016 QN Class C Separations Ver 5 Page 56 of 86

57 17.6 North Sector SFC to 5000 ft The North Sector will be separated from: GNSS F approach but NOT the missed approach (it's the bit near Lake Johnson that infringes the MA) RNP departures off RWY 23 RNP Y 23 missed approach GNSS G app but not the missed approach Southern portion of Figure 8 circling To separate the RNAV (RNP) Y RWY 05 approach missed approach from the North Sector, the missed approach is amended to add ATC requirement to cross QN553 at MNM 6000 ft. With the 6000 ft ATC level requirement in place, the RNP Y RWY 05 missed approach is deemed to be separated from the North Sector by application of the same principles as the separation of the Nic arrival from the RNP RWY 23 departures and missed approach (refer Section 5). In support of this situation; 1. QN553 is 1.6 NM away from the North Sector boundary this distance is greater than the along track tolerance for the missed approach (0.3 NM) plus a 1 NM buffer; and 9 June 2016 QN Class C Separations Ver 5 Page 57 of 86

58 2. the North sector boundary is defined by a straight line immediately east of Skippers Saddle to the northern point of Lake Johnson - two prominent and well-known visual features; therefore 3. for this particular situation, QN553 and east thereof is deemed to be geographically separated from North Sector; and 4. since North Sector has an upper limit of 5000 ft, the missed approach aircraft once west of QN553 will be at or above 6000 ft and therefore vertically separated from North Sector Regarding the RNP departures and missed approach for runway 23, the North Sector is outside the RNP 23 Departures Sector as defined in Section 5. The southern long boundary of North Sector is co-incident with the boundary of Sector 10 as described in Section 16. Therefore, North Sector is geographically separated from the southern portion of the Figure-eight circuit for the reasons detailed in Section Sector 11 SFC to 6000 ft will be separated from: RNP Y 05 approach and missed approach GNSS F approach RNP departures RWY 23 RNP Y RWY 23 missed approach GNSS G approach and missed approach Figure 8 circling 9 June 2016 QN Class C Separations Ver 5 Page 58 of 86

59 17.8 West Sector SFC to 6000 ft will be separated from; RNP Y RWY 05 missed approach and probably the approach east of QN555 RNP departures and missed approach for RWY 23 RWY 23 departure visual segments around Deer Park as these will be confined to east of Sunshine Bay Hidden Island which is 1.2 NM or greater away from West Sector Figure 8 circling for the reasons detailed in Section South Sector will be separated from; RWY 23 departure visual segments around Deer Park as these will be confined to east and north of Sunshine Bay Hidden Island Jacks Point which is 1.6 NM or greater away from South Sector Figure 8 circling for the reasons detailed in Section As previously mentioned, the sectors detailed above are those that have been drafted so far. It is expected that in time and with more experience of QN Class C operations modifications to those sectors, and further sectors, may be necessary or desirable to better manage the traffic. Any such modifications or additional sectors will be designed to existing criteria for lateral separation or where no existing criteria exists to criteria acceptable to CAA. 9 June 2016 QN Class C Separations Ver 5 Page 59 of 86

60 17.11 A new VFR Gibbston Arrival will be promulgated in AIPNZ to facilitate some VFR arrivals that will separated underneath the RNAV (RNP) Y RWY 23, RNAV (GNSS) G, new RNAV (GNSS) H and VOR/DME B approaches to RWY 23. The Gibbston Arr is defined as: Enter the QN CTR and track via Victoria togibbston 2800 ft or below. Hold east of Gibbston Gibbston is indicated on VNC. 9 June 2016 QN Class C Separations Ver 5 Page 60 of 86

61 The RNAV (RNP) Y RWY 23 approach is separated from the Gibbston arrival because; the RNP Y RWY 23 approach is required to cross LARAV at 3300 ft or above and is therefore vertically separated east of LARAV from the Gibbston arrival which is required to be at 2800 ft or below; and the RNP Y RWY 23 approach west of LARAV is geographically separated from the Gibbston arrival which is restricted to east of Gibbston. Geographical separation is in place because Gibbston is 2.3 NM east of LARAV and thus equal to the along track tolerance of the RNP Y RWY 23 approach (0.3 NM) plus a 1 NM buffer plus a 1 NM visual fix tolerance. The RNAV (GNSS) G and new H approaches are separated from the Gibbston arrival because the MDA of those approaches is 4100 ft and those approaches will be limited to 4000 ft once proceeding on the visual segment thus vertically separated above the Gibbston arrival which has a requirement to be at 2800 ft or above. The VOR/DME B approach is separated from the Gibbston arrival because the MDA of that approach is 4270 ft and that approach will be limited to 4000 ft once proceeding on the visual segment thus vertically separated above the Gibbston arrival which has a requirement to be at 2800 ft or above. Once the IFR aircraft off the GNSS or VOR/DME approaches is established in the confines of the figure-8 pattern it will be geographically separated from the Gibbston arrival which is contained within the East Sector (refer section 16.10). 18. Instrument training flights Due to the complexities of traffic arriving and departing at Queenstown, it is requested that AIPNZ NZQN AD is amended to add the following statement; Instrument Training Operations Due to traffic congestion and complexity at times, all instrument training operations are to be precoordinated by telephone or RTF with Queenstown ATC. Those operations may be subject to delays at times. 9 June 2016 QN Class C Separations Ver 5 Page 61 of 86

62 19. Separation in CTA 19.1 Separation of IFR and VFR flights in control areas (CTA) will be in accordance with existing separation criteria and requirements. (Note: The QN CTAs are above 7500 ft) This will be achieved by the application of vertical separation and surveillance separation where this is provided. Lateral separation may also be applied from particular ATC sectors that may be established for that purpose. At this stage no such sectors have been established except for the parachute operating sectors for Jardines, Wanaka and Glenorchy. Visual separation may also be applied where possible following the initial application of one of the above separations 19.2 To help with overall air traffic management, it is intended that a portion of Queenstown's CTA will be designated as being allocated to Christchurch Control Enroute Sector (surveillance sector). The airspace concerned is highlighted in the diagram below. The dotted line is the existing CTA boundary between the CH CTA LL ft to the east and the QN CTA LL ft to the west. This diagram incorporates the Airways request for lowered CTA to the south of Queenstown. 9 June 2016 QN Class C Separations Ver 5 Page 62 of 86

63 19.3 Changing the highlight airspace would not involve any additional controlled airspace. What is planned is that the existing CTA boundary between CH and QN is moved westward to the blue line Moving the boundary even further west, closer to Queenstown, was considered but doing that would result in additional ATC co-ordination requirements that would create significant additional ATC workload QN and CH CTA changes definitions Includes separately requested airspace changes to NZA944, the lowering of the airspace around SUNGU holding patterns to the south of Queenstown, changes associated with Invercargill CTA changes and the changes to NZA949 high level CTA boundary to the south-west of Queenstown. NZA7bb (copied from Airways petition to CAA 21 December 2015) S E existing point NZA943 seq 11 Mt. Lookup 5653, to; S E new point, to; S E new point, to; S E new point, to; S E new point, to; S E new point, to; S E new point, to; S E existing point NZA943 seq 11 Mt. Lookup 5653, to; ft to FL175 Class C Queenstown Approach June 2016 QN Class C Separations Ver 5 Page 63 of 86

64 NZA7aa (copied from Airways petition to CAA 21 December 2015) S E existing point NZA743 seq 1, to; S E new point, to; S E new point, to; S E existing point NZA735 seq 10, to; S E new point on existing CTA boundary, to; S E new point, to; S E new point, to; S E new point, to; S E new point on existing boundary, to; S E existing point NZA743 seq 4 Mt. Lookup 5653, to; S E existing point NZA743 seq 5, to; S E existing point NZA743 seq 6, to; 9500 ft to FL175 Class C Queenstown Approach NZA943mod S44 58' 08.83" E169 28' 36.39" new point S45 20' 05.19" E169 09' 42.08" new point S45 28' 05.45" E168 02' 47.31" new point S45 35' 29.08" E168 54' 17.57" new point S45 17' 51.2" E168 46' 54.9" Existing point NZA943 seq 14 S45 12' 55.8" E168 47' 11.3" Existing point NZA943 seq 15 S45 09' 24.8" E168 47' 32.4" Existing point NZA943 seq 16 S45 03' 16.5" E168 48' 09.3" Existing point NZA943 seq 17 S45 02' 36.4" E168 50' 03.3" Existing point NZA943 seq 18 S45 02' 47.2" E168 51' 58.9" Existing point NZA943 seq 19 Ben Cruachans 6217 ft S45 04' 30.4" E169 00' 09.1" Existing point NZA943 seq 20 S45 04' 45.4" E169 01' 20.1" Existing point NZA943 seq 21 S45 04' 24.1" E169 05' 54.0" Existing point NZA943 seq 22 S45 01' 02.9" E169 07' 34.8" Existing point NZA943 seq 23 S44 58' 08.83" E169 28' 36.39" new point ft to FL175 Class C Queenstown Approach June 2016 QN Class C Separations Ver 5 Page 64 of 86

65 NZA944mod S44 10' 24.4" E171 29' 16.3" Existing point NZA944 seq 1 S45 01' 15.7" E170 54' 58.5" Existing point NZA944 seq 2 S45 27' 42.9" E170 30' 31.4" Existing point NZA944 seq 3 S45 40' 30.3" E170 18' 17.2" Existing point NZA944 seq 4 S45 52' 08.6" E169 53' 37.1" Existing point NZA944 seq 5 S45 59' 59.7" E169 26' 57.2" Existing point NZA944 seq 6 S45 43' 37.1" E169 04' 59.9" Existing point NZA944 seq 7 S45 49' 39.5" E168 57' 21.7" Existing point NZA943 seq 6 S45 45' 31.9" E168 45' 27.9" Existing point NZA943 seq 7 S45 42' 08.14" E168 51' 47.03" new point S45 35' 29.08" E168 54' 17.57" new point S45 28' 05.45" E169 02' 47.31" new point S45 20' 05.19" E169 09' 42.08" new point S44 58' 08.83" E169 28' 36.39" new point S44 53' 53.2" E169 39' 40.5" Existing point NZA943 seq 25 S44 43' 59.9" E169 44' 42.1" Existing point NZA943 seq 26 S44 26' 30.1" E169 32' 19.5" Existing point NZA944 seq 14 S44 24' 50.8" E169 38' 05.7" Existing point NZA944 seq 15 S44 04' 29.4" E170 13' 34.9" Existing point NZA944 seq 16 S43 29' 34.2" E170 50' 08.3" Existing point NZA944 seq 17 S43 30' 31.8" E171 08' 25.7" Existing point NZA944 seq 18 then the arc of a circle of 60 NM radius centred on S43 30' 15.1" E172 30' 52.9" (CH VOR/DME) from S43 30' 31.8" E171 08' 25.7" Existing point NZA944 seq 18 to S44 10' 24.4" E171 29' 16.3" Existing point NZA944 seq ft to FL600 Class C Christchurch Control June 2016 QN Class C Separations Ver 5 Page 65 of 86

66 NZA949mod S E existing point NZA949 seq 1, to; S E existing point NZA949 seq 2, to; S E existing point NZA949 seq 3, to; S E existing point NZA949 seq 4, to; S44 53' 53.2" E169 39' 40.5" existing point NZA943 seq 25 S44 58' 08.83" E169 28' 36.39" new point S45 20' 05.19" E169 09' 42.08" new point S45 28' 05.45" E169 02' 47.31" new point S45 35' 29.08" E168 54' 17.57" new point S45 42' 08.14" E168 51' 47.03" new point S E existing point NZA949 seq 11 to; S E new point to; S E new point to; S E new point to; S E new point to; S E new point to; S E new point to; S E existing point NZA949 seq 18 to; S E existing point NZA949 seq 19 to; S E existing point NZA949 seq 20 to; S E existing point NZA949 seq 21 to; S E FL175 to FL600 Class C Christchurch Control June 2016 QN Class C Separations Ver 5 Page 66 of 86

67 20. Implementation training for controllers The change to Class C airspace at Queenstown will be significant to the Queenstown Tower controllers. Appropriate training and assessment programmes will be developed and delivered to controllers prior to implementation. 21. Consequential document changes The following consequential changes to documents have been identified during the preparation of this Separations Paper. Most likely this list is far from complete AIPNZ Sound Milford procedures Amendment needed to text in AIPNZ NZMF AD Arrival/Departure (2) Collision Avoidance and Communication Procedures Landing lights are to be used at all times in the Milford Sound aerodrome and Milford Sound area, and in the Arthur Valley when any inbound traffic is conflicting with outbound traffic. A clearance is required from Queenstown Tower to enter Queenstown class D C airspace. 9 June 2016 QN Class C Separations Ver 5 Page 67 of 86

68 22. Consolidated list of required changes to instrument and visual flight procedures. (Not complete) 1. Delete VFR South Arrival from AIPNZ page NZQN AD and 35.2 Actioned by: GroupEAD/AIM. PSSI to task by 30 June Delete VFR North Arrival from AIPNZ page NZQN AD and 35.2 Actioned by: GroupEAD/AIM. PSSI to task by 30 June Promulgate new VFR Nic Arrival in AIPNZ page NZQN AD and 35.2 Actioned by: GroupEAD/AIM. PSSI to task by 30 June Promulgate new VFR Afton Arrival in AIPNZ page NZQN AD and 35.2 Actioned by: GroupEAD/AIM. PSSI to task by 30 June 2016 Note: The chart on AIPNZ page NZQN AD depicting the Nic and Afton arrivals need only depict the CTR portion west of QN. 5. Amend AIPNZ NZQN AD text beneath diagram to delete entry for Mount Nic Station and Rat Point Actioned by: GroupEAD/AIM. PSSI to task by 30 June Establish new visual reporting points; Stream: a point on a stream 0.1 NM inland of coast. S45 07' 12.07" E168 29' 22.67" Gully: a prominent point on the coastline. S45 05' 00.43" E168 37' 15.90" Shoreline: a prominent feature on the coastline. S45 04' 06.90" E168 43' 17.63" Actioned by: CAA. Airways to petition by 15 April Delete existing visual reporting point 'Fernhill'. Actioned by: CAA. Airways to petition by 15 April Amend the lateral and vertical dimensions of NZT752 Ridge Peak Actioned by: CAA. Airspace petition already submitted by Airways 9. Amend the QN RNAV (RNP) ANPOV1B departure to include 3 new waypoints with ATC level requirements; QNnew; 2.8 NM along track from upwind THR RWY 23; cross at MNM 3200 ft QNnea; 4.3 NM along track from upwind THR RWY 23; cross at MNM 4000 ft QNned; 8.8 NM along track from upwind THE RWY 23; cross at MAX 9000 ft Actioned by: GE/Naverus. PSSI to task by 13 June Amend the QN RNAV (RNP) IPNOR1B departure to include 3 new waypoints with ATC level requirements; QNnew; 2.8 NM along track from upwind THR RWY 23; cross at MNM 3200 ft QNnea; 4.3 NM along track from upwind THR RWY 23; cross at MNM 4000 ft QNned; 8.8 NM along track from upwind THE RWY 23; cross at MAX 9000 ft Actioned by: GE/Naverus. PSSI to task by 13 June June 2016 QN Class C Separations Ver 5 Page 68 of 86

69 11. Amend the QN RNAV (RNP) Y RWY 23 approach missed approach to include 3 new waypoints with ATC level requirements; QNnew; 2.8 NM along track from upwind THR RWY 23; cross at MNM 3200 ft QNnea; 4.3 NM along track from upwind THR RWY 23; cross at MNM 4000 ft QNned; 8.8 NM along track from upwind THE RWY 23; cross at MAX 9000 ft Actioned by: GE/Naverus. PSSI to task by 13 June Amend the AIPNZ NZQN AD QN RNAV (GNSS) SID RWY 23 (1) as below; Add to diagram: 1. Sunshine Bay VRP; 2. Hidden Island VRP; and 3. location of 'Jacks Point' geographical feature. Jacks Point is at S45 04' 59.26" E168 43' 07.00" 4. a line Sunshine Bay VRP to Hidden Island VRP to Jacks Point Add to text under ALL DEPARTURES RWY 23 Visual Segments Note 1. Minimum turn altitude after take-off 1600 ft 2. Remain east and north of a line Sunshine Bay VRP Hidden Island VRP Jacks Point Renumber following notes. Add ATC requirement to ENKUV crossing altitudes for the SUNGU1Q ENKUV crossing altitudes: ANPOV1D MNM 4600 ft IPNOR1D MNM 5300 ft SUNGU1Q MNM 4200 ft - ATC requirement SUNGU1Q MNM 4500 ft. When cancelled by ATC, MNM 4200 ft continues to apply Change Departures via ISLON (SUNGU1S) 5 th bullet to read: Reach MNM 3900 ft, MAX 9,000 ft overhead ISLON Actioned by: GroupEAD/ADD. PSSI to task by 14 May Amend the QN RNAV (GNSS) SID RWY 23 ANPOV1D departure to add 2 new waypoints with ATC level requirements; QNnec; 2.9 NM along track from ENKUV; cross at MNM 6000 ft and MAX 9000 ft QNnex; 5.8 NM along track from ENKUV; cross at MNM 7000 ft QNnec S45 04' 06.23" E168 36' 39.68" QNnex S45 05' 23.51" E168 32' 59.22" Actioned by: GroupEAD/ADD. PSSI to task by 14 May Amend the QN RNAV (GNSS) SID RWY 23 IPNOR1D departure to add 2 new waypoints with ATC level requirements; QNnec; 2.9 NM along track from ENKUV; cross at MNM 6000 ft and MAX 9000 ft QNnex; 5.8 NM along track from ENKUV; cross at MNM 7000 ft QNnec S45 04' 06.23" E168 36' 39.68" QNnex S45 05' 23.51" E168 32' 59.22" Actioned by: GroupEAD/ADD. PSSI to task by 14 May June 2016 QN Class C Separations Ver 5 Page 69 of 86

70 15. Amend the QN RNAV (GNSS) SID RWY 23 SUNGU1Q departure to add 2 new waypoints with ATC level requirements; QNnec; 2.9 NM along track from ENKUV; cross at MNM 6000 ft and MAX 9000 ft QNnex; 5.8 NM along track from ENKUV; cross at MNM 7000 ft QNnec S45 04' 06.23" E168 36' 39.68" QNnex S45 05' 23.51" E168 32' 59.22" Actioned by: GroupEAD/ADD. PSSI to task by 14 May Change the QN RNAV (GNSS) SID RWY 23 SUNGU1S departure on AIPNZ NZQN AD point 2 1 st bullet to read: Reach MNM 3900 ft MAX 9,000ft overhead ISLON Actioned by: GroupEAD/ADD. PSSI to task by 14 May Change the QN RNAV (GNSS) SID RWY 23 ANPOV1S departure on AIPNZ NZQN AD to read: Departures via DULUL (ANPOV1S) Follow the Frankton Arm until abeam Kelvin Heights Turn LEFT around Deer Park remaining east and north of a line Sunshine Bay VRP Hidden Island VRP Jacks Point Cross overhead AD and track direct to DULUL (IDF) Cross DULUL on track 029 at 10,000 ft Refer chart. Actioned by: GroupEAD/ADD. PSSI to task by 14 May Change the QN RNAV (GNSS) SID RWY 23 ANPOV1T departure on AIPNZ NZQN AD to read: Departures via DULUL (ANPOV1T) Follow the Frankton Arm and track closely along the northern coast of Lake Wakatipu to RAT POINT VRP Turn RIGHT remaining close to or inland of the coast and track direct to DULUL (IDF) Cross DULUL on track 029 at 10,000 ft Note: ATC may approve an early right turn to DULUL on request Actioned by: GroupEAD/ADD. PSSI to task by 14 May June 2016 QN Class C Separations Ver 5 Page 70 of 86

71 19. Change the QN RNAV (GNSS) G approach missed approach to; add an ATC requirement to cross ENKUV at 4500 ft or above; and add a new waypoint QNnec on the leg ENKUV to VAPLI with an ATC requirement to cross QNnec between 6000 ft and 9000 ft. QNnec is 2.9 NM past ENKUV (same additional point as for RWY 23 GNSS departures as detailed in para 6.1) QNnec S45 04' 06.23" E168 36' 39.68" add a new waypoint QNnex on the leg ENKUV to VAPLI with an ATC requirement to cross QNnex at 7000 ft or above. QNnex is 5.8 NM past ENKUV (same additional waypoint as for the RWY 23 GNSS departures as detailed in para 6.1) QNnex S45 05' 23.51" E168 32' 59.22" Actioned by: GroupEAD/ADD. PSSI to task by 14 May Change the QN FRANKTON FOUR departure on AIPNZ NZQN AD to read: Minimum net climb gradient 5.7% (345 ft/nm) to 9800 ft - follow Frankton Arm until abeam Kelvin Heights (5 QN DME) - turn LEFT around Deer Park remaining east and north of a line Sunshine Bay VRP Hidden Island VRP Jacks Point - intercept R214 from QN VOR - reach MNM 4100 ft abeam KELVIN HEIGHTS (IDF 5 QN DME) Add to the diagram of the FKN4 dep location of Jacks Point; and add to the diagram of the FKN4 dep a line going SUNSHINE BAY VRP to HIDDEN ISLAND VRP to Jacks Point. Actioned by: GroupEAD/ADD. PSSI to task by 14 May Add to AIPNZ NZQN AD QUEENSTOWN AERODROME (2) the statement; 17. VOR/DME approaches and departures may be subject to additional ATC delays. Actioned by: GroupEAD/AIM. PSSI to task by 11 August Amend AIPNZ NZQN AD QUEENSTOWN RNAV (GNSS) SID RWY 05 (1) as below; Departures via ISLON (IPNOR1C, SUNGU1P) Follow the Kawarau River, turn LEFT abeam Morven Hill Contiune LEFT to track 178 to ISLON (IDF) Reach MNM 3900 ft, MAX 9,000 ft overhead ISLON Actioned by: GroupEAD/ADD. PSSI to task by 14 May June 2016 QN Class C Separations Ver 5 Page 71 of 86

72 23. Jardines parachute operations sectors. Determination of parachute sector boundaries so that they are laterally separated from specified IFPs. May require consultation by PSSI with operators to arrive at agreed boundaries. Production of lateral separation chart(s) specifying lateral separation(s) from specified IFPs. Current plan is for 5 sectors, possibility of 1 or 2 more each needing the above work. Completed lat sep charts need to be issued to QN TWR by 30 September 2016 to give sufficient time for controller training. Actioned by: GroupEAD/ADD. PSSI to task by 30 June SUNGU1P departure GroupEAD/ADD to determine the location beyond Point Sector (for Jardines parachute operations) where the SUNGU1P, IPNOR1C and SUNGU1S departures will be laterally separated from Point Sector. This location is to be defined by a new waypoint QNnef. It is believed that QNnef will be about 9.3 NM along track from ISLON 3 NM past Point Sector. Change the QN SUNGU1P departure to add new waypoint QNnef on the leg ISLON to MEBKA at the location where it will laterally separated beyond Point Sector with an ATC requirement to cross QNnef at MAX 9000 ft Actioned by: GroupEAD/ADD. PSSI to task by 14 May IPNOR1C departure Change the QN IPNOR1C departure to add new waypoint QNnef on the leg ISLON to MEBKA at the location where it will laterally separated beyond Point Sector with an ATC requirement to cross QNnef at MAX 9000 ft Actioned by: GroupEAD/ADD. PSSI to task by 14 May SUNGU1S departure Change the QN SUNGU1S departure to add new waypoint QNnef on the leg ISLON to MEBKA at the location where it will laterally separated beyond Point Sector with an ATC requirement to cross QNnef at MAX 9000 ft Actioned by: GroupEAD/ADD. PSSI to task by 14 May June 2016 QN Class C Separations Ver 5 Page 72 of 86

73 27. Wanaka parachute operations sector. Determination of Wanaka parachute sector boundaries so that they are laterally separated from specified IFPs. May require consultation by PSSI with operators to arrive at agreed boundaries. Production of lateral separation chart(s) specifying lateral separation(s) from specified IFPs. Completed lat sep charts need to be issued to QN TWR by 30 September 2016 to give sufficient time for controller training. Actioned by: GroupEAD/ADD. PSSI to task by 30 June AIPNZ NZQN AD QUEENSTOWN AERODROME (3): The Figure-eight circuit Amended the text to require the aircraft to track towards Sunshine Bay VRP until passing 3200 ft and then turn left, remaining east and north of a line Sunshine Bay - Hidden Island - Jacks Point, to track around Deer Park into the Figure-eight pattern. The proposed text changes are detailed in Section 16.3 of this paper. Add the following text: Flights wanting to train in the Figure-eight circuit pattern must do so VFR. Amend the diagram to add the location of Jacks Point. Jacks Point is at S45 04' 59.26" E168 43' 07.00" Amend diagram so that the SUNSHINE BAY VRP label is written in BOLD Amend the diagram to add a line Sunshine Bay VRP to Hidden Island VRP to Jacks Point. Amend the diagram to add new VRPs Gully and Shoreline. Remove deleted Fernhill VRP. Consider amending the diagram so that it is more 'zoomed in' on the Figure-eight in order to make the diagram less cluttered and easier to interpret. 9 June 2016 QN Class C Separations Ver 5 Page 73 of 86

74 The diagram doesn't need to go as far south as Bayonet Peak VRP but it should show the location of Wye Creek VRP moving that symbol will allow for more cropping to the south. Actioned by: GroupEAD/AIM. PSSI to task by 30 June AIPNZ NZQN AD VOR/DME B In the small box explaining/depicting the VISUAL CIRCUIT add ATC requirement: "Maintain 4000 ft once proceeding on visual segment until further descent is issued by ATC" And, in that box add a line from Sunshine Bay VRP (not shown in diagram) to Hidden Island VRP to Jacks Point. Hidden Island and Jacks Point should be labelled on the diagram if possible. Actioned by: GroupEAD/ADD. PSSI to task by 14 May AIPNZ NZQN AD RNAV (GNSS) F In the small box explaining/depicting the VISUAL CIRCUIT add ATC requirement: "Maintain 4000 ft once proceeding on visual segment until further descent is issued by ATC" And, in that box add a line from Sunshine Bay VRP (not shown in diagram) to Hidden Island VRP to Jacks Point. Hidden Island and Jacks Point should be labelled on the diagram if possible. Actioned by: GroupEAD/ADD. PSSI to task by 14 May June 2016 QN Class C Separations Ver 5 Page 74 of 86

75 31. AIPNZ NZQN AD RNAV (GNSS) G In the small box explaining/depicting the VISUAL CIRCUIT add ATC requirement: "Maintain 4000 ft once proceeding on visual segment until further descent is issued by ATC" And, in that box add a line from Sunshine Bay VRP (not shown in diagram) to Hidden Island VRP to Jacks Point. Hidden Island and Jacks Point should be labelled on the diagram if possible. Actioned by: GroupEAD/ADD. PSSI to task by 14 May AIPNZ NZQN AD VOR/DME C Add in the small box for VISUAL CIRCUIT a line from Sunshine Bay VRP (not shown in diagram) to Hidden Island VRP to Jacks Point. Hidden Island and Jacks Point should be labelled on the diagram if possible. Actioned by: GroupEAD/ADD. PSSI to task by 14 May RNAV (RNP) Y RWY 05 Addition of ATC requirement to cross QN553 at MNM 6000 ft Actioned by: GE/Naverus. PSSI to task by 13 June North Sector Determination of North Sector boundary so that it will be laterally separated from specified IFPs. Determination that North Sector will be outside the RWY 23 RNP Departures Sector as defined in Section 5.3. Production of lateral separation chart specifying lateral separation of North Sector from specified IFPs. Completed lat sep chart needs to be issued to QN TWR by 30 September 2016 to give sufficient time for controller training. Actioned by: GroupEAD/ADD. PSSI to task by 30 June Sector 11 Determination of Sector 11 boundary so that it will be laterally separated from specified IFPs. Production of lateral separation chart specifying lateral separation of North Sector from specified IFPs. Completed lat sep chart needs to be issued to QN TWR by 30 September 2016 to give sufficient time for controller training. Actioned by: GroupEAD/ADD. PSSI to task by 30 June June 2016 QN Class C Separations Ver 5 Page 75 of 86

76 36. AIPNZ NZQN AD QUEENSTOWN ARRIVAL/DEPARTURE Add following new section; Instrument Training Operations Due to traffic congestion and complexity at times, all instrument training operations are to be precoordinated by telephone or RTF with Queenstown ATC. Those operations may be subject to delays at times. Actioned by: GroupEAD/AIM. PSSI to task by 30 June QN CTA Boundary Change Amend Enroute Charts and VNCs to incorporate moved CTA boundary as per Section 19 Actioned by: CAA. Airways to petition by 15 April Skyline Surveillance System Addition of map depicting RWY 23 RNP Departure Sector Actioned by: Airways E&M QN TWR to task 39. Queenstown ATC LUOs Addition of statement reflecting application of vertical separation as specified in Section 1. Actioned by: QN TWR 9 June 2016 QN Class C Separations Ver 5 Page 76 of 86

77 23. Separation of North Sector from ANPOV1A and IPNOR1A RNP departures This section is additional to Section 17 dealing with the separation between IFR aircraft and helicopters and other VFR operations in the CTR. Section 17 describes various sectors that will be introduced that will be separated from particular IFR procedures. One of those sectors is the North Sector which is SFC to 5000 ft. The North Sector will be separated from various instrument procedures including the RNAV (RNP) Y RWY 05 missed approach as detailed in Section 17.5 As detailed below, the RNAV (RNP) ANPOV1A and IPNOR1A departures will also be separated from the North Sector by application of the same principles as detailed in Section 5 for the RWY 23 RNP departures and Section 17.5 for the RNAV (RNP) Y RWY 05 missed approach. The principles and justification for the separation follows. The diagram above depicts the RNAV (RNP) ANPOV1A and IPNOR1A departures along with the RNAV (RNP) Y RWY 05 missed approach track (dashed line) To separate the RNAV (RNP) ANPOV1A and IPNOR1A departures off RWY 05 from the North Sector, those departures will be amended to add an ATC requirement to cross QN849 at MNM 6000 ft With the 6000 ft ATC level requirement in place, the ANPOV1A and IPNOR1A departures are deemed to be separated from the North Sector by application of the same principles as the separation of the Nic arrival from the RNP RWY 23 departures and missed approach (refer Section 5) and RNP Y RWY 05 (refer Section 17.5). In support of this situation; 1. QN849 is 3.8 NM away from the North Sector boundary this distance is greater than the along track tolerance for the missed approach (0.3 NM) plus a 1 NM buffer; and 9 June 2016 QN Class C Separations Ver 5 Page 77 of 86

78 2. the North sector boundary is defined by a straight line immediately east of Skippers Saddle to the northern point of Lake Johnson - two prominent and well-known visual features; therefore 3. for this particular situation, QN849 and east thereof is deemed to be geographically separated from North Sector; and 4. since North Sector has an upper limit of 5000 ft, the aircraft on the departures once west of/beyond QN849 will be at or above 6000 ft and therefore vertically separated from North Sector The requirement to cross QN849 at 6000 ft or above, and the requirement to cross QN553 on the RNAV (RNP) Y RWY 05 missed approach at 6000 ft or above detailed in Section 17.5, will provide airspace containment above NZG 753 and NZG755 for those procedures. 9 June 2016 QN Class C Separations Ver 5 Page 78 of 86

79 24 Additional - Separation of Figure 8 procedure from VFR operations 24.1 Additional to the separations and changes detailed in sections 16 and 17, to facilitate separation between VFR operations in the northwest of the CTR, the Figure-eight circuit procedure and the visual segments of the VOR and GNSS approaches will be modified to limit the visual manoeuvring into and within the Figure 8 to remain east of a line from the start of the peninsula near the town to Lake Johnson to the corner of G755 as shown on the example diagram below. 9 June 2016 QN Class C Separations Ver 5 Page 79 of 86