Divergent Missed Approach Protection System

What is a Missed Approach Procedure (MAP)?

A missed approach, also called a go-around or aborted landing, is a safe and standard manoeuvre where a plane stops its landing approach. This can be initiated by the pilot or air traffic control. Missed approaches are uncommon and usually occur due to bad weather, runway obstructions, or other aircraft on the runway.

During a missed approach, the pilot increases engine power, raises the landing gear and flaps, and climbs according to the Missed Approach Procedure (MAP), which guides the plane's direction and altitude to avoid collisions with other aircraft and obstacles.

Currently at Auckland Airport (AKL) the MAP and the Jet Standard Instrument Departure (SID) follow the same flightpath from take-off up to 3000ft on runway 23L (23L), and on runway 05R (05R). Having these two procedures share the same flightpath creates complexities because Air Traffic Control (ATC) have separation requirements (that are required to be met under Civil Aviation Rules) between aircraft on the same flightpath. These requirements must be maintained in the event of an arriving aircraft being unable to land for any reason.

Enhancing safety in air travel

The Divergent Missed Approach Protection System (DMAPS) procedures are a set of air traffic management procedures aimed at enhancing flight safety and efficiency for air travellers. They ensure safe management of aircraft unable to land by reducing complexity and uncertainty, aligning with the global trend towards safety-by-design instrument flight procedures. They also help reduce delays, fuel consumption, and associated CO2 emissions.

Under the new DMAPS system for AKL, missed approach procedures (MAP) and departing jet flight paths (Jet SID) are now separate. Departing jets continue to climb straight ahead, while planes that miss their approach turn 30 degrees north of the centreline.

The benefits of DMAPS for AKL include:

  • Safety-by-design: DMAPS increases safety and efficiency by reducing complexity and uncertainty.
  • Consistent flight paths: Pilots can follow a more predictable missed approach path, avoiding departing jets and using instrument procedures instead of visual cues.
  • Risk reduction: This aligns with the global trend towards instrument flight procedures, enhancing overall aviation safety.
  • Reduced delays: DMAPS allows ATC to minimise gaps between approaching aircraft, especially in poor weather.
  • Lower fuel consumption and Emissions: The new procedures decrease delays and the total distance flown by jets, cutting fuel use and CO2 emissions.


Flightpath change due to DMAPS

DMAPS requires a change to the turboprop North SID.

Currently at AKL the MAP and the Turboprop North SID are on separate flight paths that diverge 30 degrees from one another (see figure 3).

This 30-degree separation needs to be maintained, therefore the Turboprop North SID will now need to move another 30 degrees North.

Departures on 05R

The current turboprop north SID tracks over Papatoetoe – Pakuranga. This will move to a proposed new track of Mangere East – Mt Wellington/Stonefields.

Departures on 23L

The current turboprop north SID tracks over the Manukau Harbour – Armour Bay. This will move to a new proposed track of Manukau Harbour – South Titirangi.

Frequently asked questions

Why are the flight paths changing?

Due to a new safety approach at Auckland Airport, the flight paths for propeller (turboprop planes) is changing as the new, Divergent Missed Approach Protection System (DMAPS), is introduced from late November.

The Divergent Missed Approach Protection System (DMAPS) is a set of air traffic management procedures designed to make flights safer and more efficient for air travellers.

The DMAPS procedures safely manage an approaching aircraft that is unable to land for any reason, by reducing complexity and uncertainty, in line with the global move towards safety-by-design instrument flight procedures. They also reduce delays, as well as fuel burn and the associated CO2 emissions.

DMAPS was introduced at Wellington Airport on 1 December 2022 and has been in place at Christchurch Airport since 2020.

What are the differences in noise for these areas with the new flight paths?

The noise impact from turboprop planes is minimal, some residents might hear more noise from the new flight paths, independent studies have indicated the noise difference is the same as a truck passing 40 metres away.

Will the new flight paths be reviewed over time?

To ensure the noise impact is accurately assessed, Auckland Airport will commission a
follow-up study. The results will be published in March 2025.

How many turbo prop flights a day will go over Stonefields and Titirangi once the changes start in late November?

There will be around 12-14 turboprop aircraft depart daily and fly over Stonefields and Titirangi, this will increase to around 38 – 40 flights over the summer period. Schedules may increase or decrease depending on demand from the airlines.

How is the airport communicating these changes?

Auckland Airport is communicating the flight path changes in a range of ways. There has been extensive engagement with the relevant local boards, and the airport is also advertising the changes in local media, online, social media, as well as hosting a number of community drop-in sessions at Mt Wellington/Stonefields and Titirangi.


Auckland Airport memo to inform the Aircraft Noise Community Consultative Group on the Missed Approach Procedure change

Memo to ANCCG - Missed Approach Procedure Change

Marshall Day Acoustics report on Missed Approach Procedure change

MDA Missed Approach Procedure change report