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4.12.8 Radar vectoring of a departing flight will not be terminated until the aircraft is at or above the MSA for the route.
Minimum Safe Altitude Warning (MSAW)
4.12.9 Minimum Safe Altitude Warning (MSAW) is a safety net system to assist in the prevention of controlled flight into terrain (CFIT) by generation of a warning to controllers of actual or predicted infringements of defined obstacle clearance surfaces (obstacle clearance polygons). It is a function of the radar data processing element of the ATM system and utilises Mode C level information from aircraft.
4.12.10System configuration is designed to provide protection where it is most appropriate within the constraints of the system capability. These constraints include SSR coverage and performance, controller workload and the ability of the controller receiving the alert to promptly communicate with the affected pilot.
4.12.11MSAW may be deselected at any time for servicing, or when suitable QNH data is not available, or in the event that radar anomalies or other circumstances generate numbers of “nuisance” alerts to the extent that the primary functions of ATC are compromised.
4.12.12The system is configured to provide alerts for IFR flights within operative controlled airspace under the following conditions:
(a)  
Radar control services are being provided.

(b)  
General terrain monitoring in terminal airspaces where reliable SSR coverage extends to within approximately 1000ft of ground level.

(c)  
Instrument Approach Path monitoring to within 2NM of a runway threshold provided SSR coverage exists.

(d)  
Monitoring will be suppressed for aircraft on visual manoeuvres, and aircraft vacating controlled airspace.

 

4.12.13 General Terrain Monitoring consists of monitoring the actual position of an aircraft and the predicted position of that aircraft for a look ahead time of 40 seconds, and providing an alert to ATC if the aircraft infringes or is predicted to infringe obstacle clearance polygons.
4.12.14 Approach Path Monitoring consists of monitoring the actual position of an aircraft and the predicted position of that aircraft for a look ahead time of 15 seconds, for an aircraft on the inbound (final approach) leg of an instrument approach, and providing an alert to ATC if the aircraft infringes or is predicted to infringe the appropriate obstacle clearance surface. Approach path monitoring ceases 2NM from the runway threshold.
Note: the obstacle clearance surface is established below the segment OCA for that portion of the instrument approach in order to reduce nuisance alerts.
4.12.15In the event of an alert pilots will be advised
“TERRAIN ALERT” and instructions or information passed as appropriate.

4.12.16 Subject to the conditions above, MSAW is available within the following airspaces:
(a)  
Whenuapai CTR/D;

(b)  
Auckland CTR/C, and all CTA airspaces within 45NM of Auckland AD;

(c)  
Hamilton CTR/D and CTA/D;

(d)  
Tauranga CTR/D;

(e)  
Rotorua CTR/D and CTA/D;

(f)  
All CTA airspaces within 45NM of PSN S 38° 00’ 30” E 175° 48’ 40” (midway Matamata and Tokoroa aerodromes);

(g)  
Ohakea CTR/D, and all CTA airspaces within 45NM of Ohakea AD;

(h)  
Palmerston North CTR/D;

(i)  
Wellington CTR/C, and all CTA airspaces within 45NM of Wellington AD;

within Woodbourne CTA/D, 5000ft and above only;
(j)  Christchurch CTR/C, and all CTA airspaces within 45NM of Christchurch AD;
Changes to this listing of locations will be advised by NOTAM or AIP Supplement.

4.13  Radar Separation
4.13.1 Except where wake turbulence is a factor, when radar separation is being applied between controlled flights the minimum horizontal separation is 5NM. This may be reduced in the following circumstances:
　
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