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Auckland Airport

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Name Auckland Airport
Region Asia and Pacific
Territory New Zealand NZ.gif
Location Mangere, Manukau City
Serving Auckland
Elevation 7.01 m
23 ft
23 ft7.01 m
Coordinates 37° 0' 34.20" S, 174° 47' 29.43" E
Designator Length Width Surface ROPS
05L/23R 3108 m10,196.85 ft
45 m147.638 ft
CON no/no
05R/23L 3635 m11,925.853 ft
45 m147.638 ft
CON yes/yes

Observation NZAA 310300Z AUTO 33012KT 9999 -RA SCT014/// SCT055/// OVC100/// 20/18 Q1018 NOSIG TEMPO BKN015
Station Auckland Airport
Date/Time 31 October 2020 03:00:00
Wind direction 330°
Wind speed 12 kts
Lowest cloud amount scattered clouds
Temperature 20°C
Dew point 18°C
Humidity 88%
QNH 1018 hPa
Weather condition light rain

Tag(s) Parallel Runway Operation

Auckland Airport



Auckland Airport (formerly Auckland International Airport) is the largest and busiest airport in New Zealand. The airport is in Mangere, a western suburb of Manukau City, and is 21 km11.339 nm
21,000 m
68,897.638 ft
south of Auckland City centre.


Temperate Marine climate/Oceanic climate (Köppen climate classification Cfb) - Moderately cool summer and comparatively warm winter.



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Airport Layout

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Accidents & Serious Incidents at or in vicinity of NZAA

  • A320, Auckland New Zealand, 2017 (On 27 October 2017, an Airbus A320 returned to Auckland after advice from ATC that the right engine may have been affected by ingestion of FOD during engine start - a clipboard and paper left just inside the right hand engine by an employee of the airline’s ground handling contractor acting as the aircraft loading supervisor. The subsequent inspection found paper throughout the engine and minor damage to an engine fan blade and the fan case attrition liner. The Dispatcher overseeing the departure said she had seen the clipboard inside the engine but assumed it would be retrieved before departure.)
  • A320, vicinity Auckland New Zealand, 2012 (On 20 June 2012, the right V2500 engine compressor of an Airbus A320 suddenly stalled on final approach. The crew reduced the right engine thrust to flight idle and completed the planned landing uneventfully. Extensive engine damage was subsequently discovered and the investigation conducted attributed this to continued use of the engine in accordance with required maintenance procedures following bird ingestion during the previous sector. No changes to procedures for deferral of a post bird strike boroscope inspection for one further flight in normal service were proposed but it was noted that awareness of operations under temporary alleviations was important.)
  • A343, Auckland New Zealand, 2013 (On 18 May 2013 an Airbus A340 with the Captain acting as 'Pilot Flying' commenced its night take off from Auckland in good visibility on a fully lit runway without the crew recognising that it was lined up with the runway edge. After continuing ahead for approximately 1400 metres, the aircraft track was corrected and the take off completed. The incident was not reported to ATC and debris on the runway from broken edge lights was not discovered until a routine inspection almost three hours later. The Investigation concluded that following flights were put at risk by the failure to report.)
  • B190 / B190, Auckland NZ, 2007 (On 1 August 2007, the crew of a Beech 1900 aircraft holding on an angled taxiway at Auckland International Airport mistakenly accepted the take-off clearance for another Beech 1900 that was waiting on the runway and which had a somewhat similar call sign. The pilots of both aircraft read back the clearance. The aerodrome controller heard, but did not react to, the crossed transmissions. The holding aircraft entered the runway in front of the cleared aircraft, which had commenced its take-off. The pilots of both aircraft took avoiding action and stopped on the runway without any damage or injury.)
  • B738, Auckland New Zealand, 2013 (On 7 June 2013, stabiliser trim control cable, pulley and drum damage were discovered on a Boeing 737-800 undergoing scheduled maintenance at Auckland. The Investigation found the damage to have been due to a rag which was found trapped in the forward cable drum windings and concluded that the integrity of the system which provided for stabiliser trim system manual control by pilots had been compromised over an extended period. The rag was traced to a specific Australian maintenance facility which was run by the Operator's parent company and which was the only user of the particular type of rag.)

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