https://wiki.vacc-austria.org/api.php?action=feedcontributions&feedformat=atom&user=Alexander+Arlow 2026-04-07T14:58:16Z User contributions MediaWiki 1.35.9 https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4687 2022-11-28T12:21:07Z

<p>Alexander Arlow: Deleted &quot;Wien Info&quot; Callsign</p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> <br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> In RL the area covered by FIC (Callsign Wien Information) is split into three sectors, Wien Information North (134.625) and Wien Information South (124.400).<br /> Additionally, FIC in the TMA LOWW is provided on frequency 118.525.<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 and TFI (Terminal Flight Information) on LOWW_I_APP (TMA LOWW only), on frequency 118.525. If LOWW_I_APP is not online, LOVV_I_CTR is responsible for flight information service in the whole FIR Wien, including TMA LOWW. Note: FIC provides flight information service only within the FIR LOVV.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> <br /> A pilot should initiate radio contact by calling in and providing only their callsign. No other information shall be passed upon initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Information, servus, OEABC.<br /> <br /> As the FISO (Flight Information Service Operator), you now check for the aircraft and the flight plan.<br /> If a flightplan has been filed:<br /> <br /> Info: OEABC, Wien Information, servus. I have all your details. QNH 1014.<br /> <br /> or, if it's a short sightseeing flight, from LOWI to LOWI, for example, replying with the following suffices:<br /> <br /> Info: OEABC, Wien Information, servus. QNH 1014.<br /> <br /> If no flight plan has been filed, you reply by:<br /> <br /> Info: OEABC, Wien Information, servus. Go ahead.<br /> OEABC: OEABC, SR22, VFR from LOWZ to LOGO, 5nm west of St Johann im Pongau, squawk 7000, 5500ft, request traffic information.<br /> <br /> You may now create a flight plan for that flight, if you so wish and reply:<br /> <br /> Info: OEABC, roger, QNH 1014.<br /> <br /> The phrase, &quot;Currently no traffic&quot; or similar shall not be used.<br /> <br /> ==== Further information ====<br /> <br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of parachuting activity overhead LOGO up to FL 125.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEABC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the controller, who is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, Linz Radar clears you to cross TMA Linz between 5000ft and 6000ft VFR, remain on my frequency.<br /> <br /> or, if the responsible controller requests you to hand the pilot over:<br /> <br /> Info: OEABC, for TMA crossing Linz contact Linz Radar on 129.625.<br /> <br /> ==== Traffic Information ====<br /> <br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (Unknown, VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude (tendency if applicable, climbing or descending)<br /> * Type of aircraft<br /> * Any other information that is deemed helpful to avoid a collision<br /> <br /> When initiating a traffic information call, give the pilot a chance to respond first:<br /> <br /> Info: OEABC, traffic information.<br /> OEABC: Go ahead.<br /> Info: OEABC, VFR traffic, 3 o'clock, 3nm, opposite direction, 500ft below, Cessna 172.<br /> <br /> In determining, whether or not to give traffic information at all, consider a 3nm/1000ft &quot;bubble&quot; around the aircraft in question - if this bubble is to be penetrated, traffic information should be issued.<br /> <br /> Additionally, traffic information for aircraft flying at 4 - 6 o'clock might be suboptimal, given the limited view behind.<br /> <br /> If a Pilot responds:<br /> <br /> OEABC: Traffic in sight.<br /> <br /> everything is fine.<br /> On the other hand, if the pilot reports:<br /> <br /> OEABC: Traffic not in sight. <br /> <br /> you may provide updated traffic information if the two targets move closer together.<br /> Nonetheless, you are not responsible for the separation at any time.<br /> If the aircraft is clear of traffic you respond:<br /> <br /> Info: OEABC, clear of traffic.<br /> <br /> ==== Weather Information ====<br /> <br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be adivsed, expect severe turbulence between LOWL and LOWS between 3000ft and FL120<br /> <br /> For current weather information refer to [https://www.homebriefing.com/ LL-SWC Alps] or [https://www.windy.com/ windy.com]<br /> <br /> == MISC ==<br /> <br /> === Squawks ===<br /> <br /> It is mandatory that all aircraft flying in Austrian airspace are equipped with a Mode-S transponder, so using squawk 7000 exclusively suffices for proper radar identification.<br /> <br /> If you want to simulate only secondary radar contacts without Mode-S, like in valleys, where Mode-S radar quality may not be assured, use the squawk range of 1550 - 1557. TopSky will assign the correct squawk automatically.<br /> <br /> === ASA ===<br /> <br /> Altimeter setting areas, short ASA - 8 distinct areas in the FIR LOVV where QNH is being measured. <br /> You may refer to the eAIP for an overview of the covered areas by each ASA: [https://eaip.austrocontrol.at/ Austrian eAIP ENR 6.7]. Upon initial contact, a pilot shall be provided with the current QNH for the ASA he is currently in; except if he is about to leave a certain ASA at the moment of initial call, the FISO may prodide him with the QNH for the next ASA. It is the pilot's obligation to check for a new QNH every 30 minutes, Wien Information does NOT update the pilot with a new QNH - neither when he crosses an ASA boundary, nor if the current QNH changes.<br /> <br /> === Turns &amp; Climbs ===<br /> <br /> In certain situations, may it be for avoiding danger areas, weather, or terrain, you are allowed to suggest headings/altitudes to the pilot:<br /> <br /> Info: OEABC, suggest VFR heading 180 to avoid restricted area Allentsteig.<br /> <br /> If a pilot requests an IFR pick-up, they often have to climb above the MVA to be able to join IFR.<br /> In this case, use:<br /> <br /> Info: OEABC, climb VFR altitude 9500ft.<br /> <br /> After that, you may send them over to the responsible radar unit for their IFR clearance.<br /> <br /> === Entering Airspace D/C vertically ===<br /> <br /> In certain situations, a pilot might need to fly a higher altitude than airspace E allows.<br /> In this case, coordinate with the responsible radar unit for clearance.<br /> <br /> Info: OEABC, Klagenfurt Radar clears you into airspace D up to FL 125, climb VFR FL125, remain this frequency.<br /> <br /> The radar unit may still request you to hand them over.<br /> <br /> === You may leave vs frequency change approved ===<br /> <br /> A VFR pilot may leave your frequency at any time.<br /> <br /> OEABC: Wien Information, OEABC approaching LOAV, leaving your frequency.<br /> Info: OEABC, you may leave, servus.<br /> <br /> If you told the pilot to remain your frequency, they are no longer allowed to leave on their own.<br /> In this case use:<br /> <br /> Info: OEABC, frequency change approved, servus.<br /> <br /> In case you assigned an SQ other then 7000, you tell them:<br /> <br /> Info: OEABC, squawk VFR, frequency change approved/you may leave, servus.</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Study_Guide:Basic_Lesson&diff=4677 2022-08-26T21:40:06Z

<p>Alexander Arlow: </p> <hr /> <div>''Overview: [[Study Guide]] - Next: [[Study Guide:OBS]]''<br /> <br /> = What is VATSIM? =<br /> VATSIM (short for: Virtual Air Traffic Simulation Network) is a worldwide private non-profit association to organize virtual air traffic. You can find more information about VATSIM at http://www.vatsim.net.<br /> <br /> There is a regional structure:<br /> <br /> VATSIM Global<br /> - VATEUR (consists of VATEUD, VATUK, VATRUS)<br /> - VATEUR is split in three Divisions :<br /> - VATEUD (33 European VACC's)<br /> '''- VACC Austria'''<br /> - VATUK (Includes only the United Kingdom and it is split in UK's 3 FIR's)<br /> - VATRUS (Includes Russias 12 FIR's)<br /> <br /> <br /> == As Real As It Gets ==<br /> <br /> VATSIM has a motto: &quot;As real as it gets&quot;: We use professional charts, issued by our real counterparts, the ATC for real world traffic. We use their procedures - just a few simplifications, because we are virtual. We even use (most of) their FIR, air traffic boundaries and frequencies.<br /> <br /> Pilots are free and welcome to fly in the VATSIM network - the more, the more fun we have. They can flock up in virtual airlines, fly alone, as they like.<br /> <br /> As for controllers, things are a bit different, because controlling air traffic &quot;as real as it gets&quot; requires learning and training. And - it is great fun too! Therefore, there is a &quot;career&quot; (S1-&gt;S2-&gt;S3-&gt;C1-&gt;...), there are stations you are allowed to staff (DEL, GND, APP, ...), there are even tests (ATSimTest, CPT, OTS). On the other hand: You are welcome in a community of fellow controllers who meet and have fun.<br /> <br /> = Preparation =<br /> <br /> The Training Department welcomes you to the virtual ATC world of VATSIM. Once you have decided to join, this is your way towards Center Control.<br /> <br /> Your training contains several theoretical and practical lessons.<br /> <br /> == Software ==<br /> see [https://wiki.vacc-austria.org/index.php?title=Study_Guide:Euroscope Study Guide:Euroscope]<br /> <br /> == Rules &amp; Regulations ==<br /> <br /> For sure, the priority of our hobby is having fun. But don´t forget we want to provide professional service to our pilots and this contains a handful of rules which we don´t have to ignore.<br /> <br /> CoC: [http://www.vatsim.net/network/docs/coc/ Code of Conduct]. This regulation is valid for everyone on VATSIM. <br /> <br /> Additionally every VACC has Rules&amp;Regulations regarding internal topics. Have a look into our [http://www.vacc-austria.org//index.php?page=content/static&amp;id=RULES Rules and Regulations].<br /> <br /> === Gentlemens' Agreement ===<br /> <br /> Not everything is written down in a document. The VACC-Austria stands for an excellent relationship among ourselves, courtesy and their reliabilty. If you want to receive these qualities, give it to each other. There is a Gentlemen's agreement: If you are unsure what the code of conduct says, then you might agree to being a gentleman :-)<br /> <br /> == Booking your station ==<br /> If you want to control on a specific date and time, you have to book your station on our homepage. Choose your station and the time you want to make ATC. If you´ve booked your station, everyone (especially the pilots) will see when they can expect ATC service and plan their flight to or from your station. If you won´t be able to control at your booked time, please delete your booking. It is not nice if pilots fly to the airport according to your booking and no ATC is online. Another point is: Please be online for the whole booked time.<br /> <br /> == Teamspeak during your ATC session ==<br /> Being online on teamspeak while being online at VATSIM is highly recommended.<br /> * As OBS, you are welcome to join any channel with active ATCs. Please respect privacy in the meeting channels, and ask for permission if you join training lessons.<br /> * As controller, it is highly recommended to be online at teamspeak and to join the channel you need to communicate with other ATC.<br /> <br /> = Your first basic lesson =<br /> <br /> Berfore your first basic lesson it is required to install the software written above. Be on time to your lesson to avoid delay.<br /> <br /> = Documents =<br /> <br /> There is also a PPT presentation for the basic lesson:<br /> <br /> [http://downloads.vacc-austria.org/ATC-Trainings_Department/Projekt/Trainingsunterlagen/Basic%20Lesson.ppt Basic Lesson Powerpoint]</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Study_Guide:Basic_Lesson&diff=4676 2022-08-26T21:39:51Z

<p>Alexander Arlow: VACC Ukraine no longer in VATRUS</p> <hr /> <div>''Overview: [[Study Guide]] - Next: [[Study Guide:OBS]]''<br /> <br /> = What is VATSIM? =<br /> VATSIM (short for: Virtual Air Traffic Simulation Network) is a worldwide private non-profit association to organize virtual air traffic. You can find more information about VATSIM at http://www.vatsim.net.<br /> <br /> There is a regional structure:<br /> <br /> VATSIM Global<br /> - VATEUR (consists of VATEUD, VATUK, VATRUS)<br /> - VATEUR is split in three Divisions :<br /> - VATEUD (32 European VACC's)<br /> '''- VACC Austria'''<br /> - VATUK (Includes only the United Kingdom and it is split in UK's 3 FIR's)<br /> - VATRUS (Includes Russias 12 FIR's)<br /> <br /> <br /> == As Real As It Gets ==<br /> <br /> VATSIM has a motto: &quot;As real as it gets&quot;: We use professional charts, issued by our real counterparts, the ATC for real world traffic. We use their procedures - just a few simplifications, because we are virtual. We even use (most of) their FIR, air traffic boundaries and frequencies.<br /> <br /> Pilots are free and welcome to fly in the VATSIM network - the more, the more fun we have. They can flock up in virtual airlines, fly alone, as they like.<br /> <br /> As for controllers, things are a bit different, because controlling air traffic &quot;as real as it gets&quot; requires learning and training. And - it is great fun too! Therefore, there is a &quot;career&quot; (S1-&gt;S2-&gt;S3-&gt;C1-&gt;...), there are stations you are allowed to staff (DEL, GND, APP, ...), there are even tests (ATSimTest, CPT, OTS). On the other hand: You are welcome in a community of fellow controllers who meet and have fun.<br /> <br /> = Preparation =<br /> <br /> The Training Department welcomes you to the virtual ATC world of VATSIM. Once you have decided to join, this is your way towards Center Control.<br /> <br /> Your training contains several theoretical and practical lessons.<br /> <br /> == Software ==<br /> see [https://wiki.vacc-austria.org/index.php?title=Study_Guide:Euroscope Study Guide:Euroscope]<br /> <br /> == Rules &amp; Regulations ==<br /> <br /> For sure, the priority of our hobby is having fun. But don´t forget we want to provide professional service to our pilots and this contains a handful of rules which we don´t have to ignore.<br /> <br /> CoC: [http://www.vatsim.net/network/docs/coc/ Code of Conduct]. This regulation is valid for everyone on VATSIM. <br /> <br /> Additionally every VACC has Rules&amp;Regulations regarding internal topics. Have a look into our [http://www.vacc-austria.org//index.php?page=content/static&amp;id=RULES Rules and Regulations].<br /> <br /> === Gentlemens' Agreement ===<br /> <br /> Not everything is written down in a document. The VACC-Austria stands for an excellent relationship among ourselves, courtesy and their reliabilty. If you want to receive these qualities, give it to each other. There is a Gentlemen's agreement: If you are unsure what the code of conduct says, then you might agree to being a gentleman :-)<br /> <br /> == Booking your station ==<br /> If you want to control on a specific date and time, you have to book your station on our homepage. Choose your station and the time you want to make ATC. If you´ve booked your station, everyone (especially the pilots) will see when they can expect ATC service and plan their flight to or from your station. If you won´t be able to control at your booked time, please delete your booking. It is not nice if pilots fly to the airport according to your booking and no ATC is online. Another point is: Please be online for the whole booked time.<br /> <br /> == Teamspeak during your ATC session ==<br /> Being online on teamspeak while being online at VATSIM is highly recommended.<br /> * As OBS, you are welcome to join any channel with active ATCs. Please respect privacy in the meeting channels, and ask for permission if you join training lessons.<br /> * As controller, it is highly recommended to be online at teamspeak and to join the channel you need to communicate with other ATC.<br /> <br /> = Your first basic lesson =<br /> <br /> Berfore your first basic lesson it is required to install the software written above. Be on time to your lesson to avoid delay.<br /> <br /> = Documents =<br /> <br /> There is also a PPT presentation for the basic lesson:<br /> <br /> [http://downloads.vacc-austria.org/ATC-Trainings_Department/Projekt/Trainingsunterlagen/Basic%20Lesson.ppt Basic Lesson Powerpoint]</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&diff=4669 2022-05-12T21:12:57Z

<p>Alexander Arlow: Changed RRSM - removed note that it can only be applied during daylight (now 24H)</p> <hr /> <div>'''&lt;span style=&quot;color:#ff0000;&quot;&gt;This study guide is still work in progress. Stay tuned for further chapters.&lt;/span&gt;''' <br /> <br /> '' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''<br /> <br /> <br /> == Introduction ==<br /> <br /> This Study Guide is designed to give you all the information you need to become an efficient Tower Controller within VACC Austria. We assume that you have already read the [[Study Guide:OBS]], [[Study Guide:Delivery]] and [[Study Guide:Ground]].<br /> <br /> Tower's main responsibility is to make efficient use of all available RWY's.<br /> <br /> The tower is therefore responsible:<br /> <br /> - for all movements on the runways <br /> - for all movements within the control zone (see &quot;Airspace Structure&quot; below).<br /> <br /> Euroscope visibility range for Tower should not exceed 50nm (regarding Vatsim CoC C12)<br /> <br /> == Aircraft Categories ==<br /> <br /> A/C are categorized by their respective weight and approach IAS<br /> <br /> === Weight Categories ===<br /> <br /> Aircraft are categorized into four weight categories: <br /> <br /> {| class=&quot;prettytable&quot;<br /> |-<br /> | '''Category''' <br /> | '''MTOW'''<br /> |-<br /> | Light Aircraft (L) <br /> | &amp;lt; 7 000 kg<br /> |-<br /> | Medium Aircraft (M) <br /> | 7 000 – 136 000 kg<br /> |-<br /> | Heavy Aircraft (H) <br /> | &amp;gt;136 000 kg<br /> |-<br /> | Super Aircraft (S)<br /> | is only one: the A380<br /> |}<br /> <br /> You can find a list of aircraft in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&amp;until=D228] &lt;br&gt;Weight depicted is MTOW.<br /> <br /> === Approach Speed ===<br /> <br /> Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight: <br /> <br /> {| class=&quot;prettytable&quot;<br /> |-<br /> | '''Category''' <br /> | '''Vref'''<br /> |-<br /> | A <br /> | &amp;lt;= 90 knots<br /> |-<br /> | B <br /> | 91 - 120 knots<br /> |-<br /> | C <br /> | 121 - 140 knots<br /> |-<br /> | D <br /> | 141 - 165 knots<br /> |-<br /> | E <br /> | &amp;gt;= 165 knots<br /> |}<br /> <br /> == Theoretical Knowledge ==<br /> <br /> === Producing Lift ===<br /> <br /> For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft. <br /> <br /> Basically, a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion, the lift is produced in the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle, the wing draws with the direction of movement. This angle is called Angle of Attack (AoA). <br /> <br /> The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decrease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircraft, it typically lies between 8 and 21 degrees. <br /> <br /> Think of a level flying aircraft that reduces its speed. In order to compensate for the reducing lift, the pilot has to raise the nose. However, at some point, the Angle of Attack will cross the critical angle of attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so-called stall speed but the aircraft is also limit by aerodynamics in the higher range of speed (buffeting). Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats (Approach). In General, when an aircraft flies it will produce thrust but at the same time it produces drag. So if you fly just horizontal (cruise) you have at the same time Lift=weight and thrust=drag. Drag produce automatic noise and that is the big problem. to prevent this we have different procedures in the approach and a lot of research in aviation to reduce the sound of the aircraft but the main part are the engines. <br /> <br /> On approach, pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this, the approach speed also depends on the weight and aircraft configuration (Flap/Slat setting). For safety, the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions. <br /> <br /> Generally, you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircraft's weight in relation to its maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.<br /> <br /> === Transition Altitude/Transition Level ===<br /> <br /> Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings, you have to use the actual local pressure in your area. As a memory hook, you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefore indicates a lower altitude. <br /> <br /> As ground pressure changes every hundred miles, aircraft would need to update their settings every few minutes. If ALL aircraft would need to do this, it would be terribly unpractical and dangerous. Guess what happens if one forgets? So the altitude is &quot;sliced&quot;:<br /> <br /> * In lower areas (where the terrain is in close proximity), aircraft have to update local settings. Most aircraft are there only for takeoff and landing, so no big deal.<br /> * In higher areas, aircraft all tune a standard-setting (QNH 1013 or 29.92 HG) - this setting may be &quot;wrong&quot;, but as all aircraft have the same &quot;wrong&quot; setting, it does not matter.<br /> <br /> And where is the altitude where that changes?<br /> <br /> * For climbing aircraft, it is the Transition Altitude, where they change from local to standard pressure.<br /> * For descending aircraft, it is the Transition Level, where they change from standard to local pressure.<br /> <br /> Between the two, there is a safety layer (called &quot;Transition Layer&quot;) which compensates for the difference between local and standard pressure, which is 1000ft minimum, so the stack is:<br /> <br /> Upper airspace: measured in Flight Levels (FL220 = Altitude 22.000ft at standard settings)<br /> Transition Level: the lowest Flight Level<br /> Transition layer (to keep distance)<br /> Transition Altitude (TA): the highest altitude cleared at local pressure settings<br /> Lower airspace, where the altitude is given (you write &quot;A5000ft&quot;).<br /> <br /> As the difference between TA and TL varies with pressure (the lower local pressure, the thinner), the size of the Transition Layer varies (the lower local pressure, the thicker). Use the following table to calculate your TRL: <br /> <br /> QNH &amp;lt; 0977: TA + 3000 ft.<br /> QNH 0978 - 1013: TA + 2000 ft.<br /> QNH 1014 - 1050: TA + 1000 ft.<br /> QNH 1051 &amp;gt; &amp;nbsp;: TA = TL<br /> <br /> <br /> ==Before you start controlling==<br /> <br /> Tower decides which runways are in use and maintains the ATIS. The tower is also responsible for ground and delivery if they are not online or if they are not defined for that particular airport (LOWS has DEL, but no GND; LOWI, LOWG and LOWK have only TWR).<br /> <br /> === Airspace Structure around Major Airports ===<br /> <br /> Major airports in Austria are surrounded by a control zone (CTR) which is class D airspace. This means that A/C need clearance for entry. So either they are cleared for an approach or they are cleared into the control zone. Details will be discussed in the VFR part later on.<br /> <br /> == Tower Workflow ==<br /> <br /> ===Setting the right priorities===<br /> The moment you are responsible for more than one aircraft you will have to set priorities in your handling. As a general guideline:<br /> <br /> #aircraft in the air have top priority - you take care of them first. Reason: They can't stop.<br /> #aircraft moving on the ground have next priority. They could bump into each other.<br /> #aircraft standing on ground have the least priority.<br /> <br /> === Runway Separation ===<br /> <br /> The runways are one of the most dynamic spots on an airport. Aircraft are travelling at high speed with little room to manoeuvre and most of the time no ability to stop at a reasonable distance. In general '''&lt;span style=&quot;color:#ff0000;&quot;&gt;only one aircraft may be cleared to use a runway at the same time.&lt;/span&gt;''', nevertheless there are exceptions to this rule which will be described in the upcoming chapters.<br /> <br /> === Departing Traffic ===<br /> <br /> So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance? <br /> <br /> *Have a look at the Flightplan. Take note of the type of aircraft and the Departure Route. <br /> *Check the traffic approaching the runway.<br /> <br /> To give a takeoff clearance the following phrase should be used: <br /> <br /> AUA2CM, wind 320 degrees, 7 knots, Runway 29, cleared for takeoff.<br /> <br /> When the A/C is well established in climb check if squawking Mode C and the right Code. Afterwards, he is handed off to the next Controller, in this case, a radar position:<br /> <br /> AUA2CM, contact Wien Radar frequency 134.675.<br /> <br /> <br /> The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceding aircraft is still occupying the runway. Now you get to know the first exception to the Runway separation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway: <br /> <br /> AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind.<br /> <br /> ''Note: you '''must''' add another &quot;behind&quot; at the end of the clearance!!<br /> <br /> This type of clearance is called conditional clearance. &lt;br&gt; The earliest possible point where you can issue the next takeoff clearance is, when the Proceedings aircraft has overflown the opposite runway end or has clearly turned onto either side of it.&lt;br&gt;<br /> <br /> <br /> ==== Take care! Phraseology around the runway is vital ====<br /> In 1977, at the Tenerife Airport, two 747 Jumbo Jets collided on the runway and burst up in flames, killing more than 500 people. There was a simple cause: misunderstandings in the takeoff phraseology: Tower said &quot;standby for takeoff&quot;, the pilot understood &quot;cleared for takeoff&quot;. So, there are two iron rules which you should never break as a Tower controller:<br /> <br /> * '''Use the word &quot;takeoff&quot; only when you clear for takeoff: Say &quot;&lt;aircraft&gt; cleared for takeoff&quot; and nothing else.''' If you have to say anything else (like that the aircraft can leave in 2 minutes), then use the word &quot;departure&quot;.<br /> * '''Use the word &quot;landing&quot; only when you clear for landing: Say &quot;&lt;aircraft&gt; cleared to land&quot; and nothing else.''' If you have to say anything else (like where to leave the runway after touchdown), use the word &quot;arrival&quot;.<br /> <br /> === Departure Separation ===<br /> There are several factors to take into consideration when deciding what the minimum separation between succeeding aircraft is. It is the tower controller's responsibility to decide which kind of separation to apply. The following types of separation shall be considered:<br /> *[[#Time Based Separation|Time Based Separation]]<br /> *[[#Radar Separation|Radar Separation]]<br /> <br /> '''CAUTION: Regardless of separation minima to be used, the following rule ALWAYS applies:'''<br /> <br /> Departing aircraft will not normally be permitted to commence take-off until<br /> *the preceding departing aircraft has crossed the end of the runway-in-use or<br /> *has started a turn or<br /> *until all preceding landing aircraft are clear of the runway-in-use.<br /> Note that this paragraph is not about the actual clearance. You may clear an aircraft - considering the minima below - for takeoff before the above conditions are fulfilled, taking into account the time it will take the aircraft, until the actual takeoff can be commenced.<br /> <br /> ==== Time Based Separation ====<br /> To avoid hazards created by the turbulence formed at the wingtips of aircraft (wakes), separation based on time shall be applied between succeeding departing traffic. This is due to the fact, that wakes need a certain time to dissipate.<br /> <br /> The actual time to apply depends on the wake turbulence category and thus on the weight of the aircraft:<br /> &lt;div align=&quot;left&quot;&gt;<br /> {| class=&quot;prettytable&quot;<br /> |-<br /> | Light Aircraft (L) <br /> | &amp;lt; 7 000 kg<br /> |-<br /> | Medium Aircraft (M) <br /> | 7 000 – 136 000 kg<br /> |-<br /> | Heavy Aircraft (H) <br /> | &amp;gt;136 000 kg<br /> |}<br /> &lt;/div&gt; <br /> <br /> ===== 2 Minutes =====<br /> Provided that succeeding aircraft are using:<br /> *the same runway<br /> *crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below<br /> *''parallel runways separated by less than 760m'' (no applicable in Austria)<br /> *''parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below (not applicable in Austria)''<br /> a minimum separation of 2 minutes applies whenever a<br /> &lt;div align=&quot;left&quot;&gt;<br /> {| class=&quot;prettytable&quot;<br /> |-<br /> | Light or Medium<br /> | follows<br /> | Heavy<br /> |-<br /> | Light<br /> | follows<br /> | Medium<br /> |}<br /> &lt;/div&gt; <br /> <br /> ===== 3 Minutes =====<br /> Provided that succeeding aircraft are taking off from:<br /> *an intermediate part of the same runway (read: intersection)<br /> *''an intermediate part of a parallel runway separated by less than 760 m (2 500 ft) (not applicable in Austria)''<br /> a minimum separation of 3 minutes applies whenever a<br /> &lt;div align=&quot;left&quot;&gt;<br /> {| class=&quot;prettytable&quot;<br /> |-<br /> | Light or Medium<br /> | follows<br /> | Heavy<br /> |-<br /> | Light<br /> | follows<br /> | Medium<br /> |}<br /> &lt;/div&gt;<br /> Note: In LOWW the following intersections are, for the purposes of wake vortex, NOT considered to be intersection departures:<br /> &lt;div align=&quot;left&quot;&gt;<br /> {| class=&quot;prettytable&quot;<br /> | Runway<br /> | Intersections<br /> |-<br /> | 11<br /> | A11 and A12<br /> |-<br /> | 29<br /> | A1 and A2<br /> |-<br /> | 16<br /> | B1 and B2<br /> |-<br /> | 34<br /> | B11 and B12<br /> |}<br /> &lt;/div&gt;<br /> <br /> To point out this hazard to a pilot the following phrase should be used: <br /> <br /> DLH32C, wind 180 degrees, 3 knots, runway 16 cleared for takeoff, &lt;u&gt;caution wake turbulence.&lt;/u&gt;<br /> <br /> ==== Radar Separation ====<br /> For radar-equipped TWR stations, which in Austria are basically all controlled TWR stations, departure separation shall be as such, that departing aircraft are entering the approach airspace with radar separation. For LOWW_TWR these minima are for example:<br /> <br /> &lt;div align=&quot;left&quot;&gt;<br /> {| class=&quot;prettytable&quot;<br /> |Traffic<br /> |Distance<br /> |Condition<br /> |-<br /> | Departing traffic on different SIDs<br /> | 3 nm <br /> | increasing<br /> |-<br /> | Departing traffic on same SIDs <br /> | 5 nm<br /> | increasing<br /> |}<br /> &lt;/div&gt; <br /> Note: LUGEM and MEDIX count as the same SID<br /> <br /> ==== Deciding Which Separation to apply ====<br /> In order to provide an expeditious flow of traffic for departing traffic, it is imperative for the tower controller to always apply the lowest separation minimum. Since time-based separation is always the larger of the minima, it should always be strived to achieve radar separation. In principle, taking the minima above into consideration, radar separation may always be applied when succeeding departing traffic is in the same wake turbulence category or if a heavier aircraft is departing behind a lighter one.<br /> Otherwise, time based separation has to be applied.<br /> <br /> ==== Tips And Tricks ====<br /> *Try to avoid having multiple aircraft using the same SID depart the same runway right after each other. Throw in a departure with another SID in between to utilize the 3nm radar separation minimum instead of 5.<br /> *If possible, have heavier planes depart behind lighter ones, so you avoid having to use time-based separation. Of course, take this with a grain of salt, since you can't let the heavier aircraft wait forever.<br /> *To achieve radar separation as soon as possible, use initial visual turns if weather permits (VMC). Example:<br /> TWR: AUA117M, after departure visual right turn to SOVIL is approved, wind calm, runway 11 cleared for takeoff.<br /> In this case, the aircraft will make a very early right turn, allowing you to have the next aircraft takeoff within seconds, provided it is not lighter than the preceding.<br /> *The ground controller should send aircraft to your frequency early enough during taxi - provided that there are no conflicts on the ground - that you should be able to distribute the aircraft onto the different holding points to your needs. Use the holding points in order to prepare a proper departure sequence that allows you to use the lowest minima possible.<br /> Note: According to the austrian AIP, the pilot shall prepare and be ready to use the following intersections for departure:<br /> &lt;div align=&quot;left&quot;&gt;<br /> {| class=&quot;prettytable&quot;<br /> | Runway<br /> | Intersections<br /> |-<br /> | 11<br /> | A10<br /> |-<br /> | 16<br /> | B4<br /> |-<br /> | 29<br /> | A3 (west)<br /> |-<br /> | 34<br /> | B10<br /> |}<br /> &lt;/div&gt;<br /> For those intersections it is normally not necessary to ask a pilot if he is able - it is his obligation to tell ground upon requesting taxi clearance or latest upon initial contact with the tower controller.<br /> <br /> === Arriving Traffic ===<br /> <br /> Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible. <br /> <br /> MAH224: Linz Tower, MAH224 established ILS Approach rwy 27.<br /> <br /> Again you are not allowed to clear more than one aircraft onto the same runway at the same time.&lt;br&gt; <br /> <br /> {| class=&quot;prettytable&quot;<br /> |-<br /> | In order to issue a landing clearance <br /> #preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway. <br /> #preceeding landing traffic must have left the runway safety strip with all parts. <br /> #traffic crossing the runway must have left the runway safety strip with all parts.<br /> <br /> |}<br /> <br /> If these conditions are met use the following phrase to clear the aircraft: <br /> <br /> MAH224, Linz Tower, wind 300 degrees 16 knots, runway 27, cleared to land.<br /> <br /> During periods of high traffic, it is likely that you have more than one aircraft approaching the same runway at the same time. The approach has to ensure the minimum radar separation of 3 nm and additionally increased separation due to wake turbulence. <br /> <br /> AUA26T: Linz Tower, AUA26T established ILS 27.<br /> TWR: AUA26T, Linz Tower, continue approach, wind 300 degrees 16 knots.<br /> <br /> {| class=&quot;prettytable&quot;<br /> |-<br /> | Meanwhile MAH224 has left the runway.<br /> |}<br /> <br /> AUA26T wind 310 degrees 14 knots, runway 27 cleared to land.<br /> <br /> <br /> {| class=&quot;prettytable&quot;<br /> |-<br /> | AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.<br /> |}<br /> <br /> AUA81: Wien Tower, AUA81 established ILS 16<br /> TWR: AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140<br /> degrees 7 knots.<br /> AUA81: continuing approach, AUA81.<br /> TWR: AUA81, There is a rescue helicopter operating west of the extended centerline, presently at<br /> your one o'clock position, 5 nm, 1400 ft.<br /> AUA81: Thank you, looking out, AUA81.<br /> AUA81: traffic in sight, AUA81.<br /> <br /> Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases. <br /> <br /> The rescue helicopter from the example above needs to land at your airport:<br /> OEBXR: Wien Tower, Freudenau 1500ft for landing.<br /> TWR: OEBXR, Fly direct G-A-C, stay north of extended centerline RWY 11, 020 deg 4 kts, land own discretion.<br /> <br /> <br /> To give you an idea of how dense traffic can get in real life consider that during peak times and good weather the separation is reduced to 2,5 nm. This corresponds to one landing every 75 seconds.<br /> <br /> === Merging Departing and Arriving Traffic ===<br /> <br /> And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration. <br /> <br /> &lt;br&gt; Still the above rule of only one aircraft at the same time applies, however, we also use conditional clearances which look very similar to those above in the departing traffic section. <br /> <br /> AUA123, behind next landing C750 line up RWY 29 behind.<br /> <br /> To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown. To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also, you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase: <br /> <br /> &quot;Ready for immediate departure?&quot;<br /> <br /> <br /> Example: <br /> <br /> {| class=&quot;prettytable&quot;<br /> |-<br /> | You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally, you have two departures waiting at the holding point of runway 29.<br /> |}<br /> <br /> TWR: CAL275, ready for immediate departure?<br /> CAL275: Affirm <br /> TWR: Wind 250 deg 6 kts, Runway 29 cleared for immediate takeoff.<br /> CAL275: cleared for immediate takeoff runway 29, CAL275<br /> <br /> {| class=&quot;prettytable&quot;<br /> |-<br /> | After the CAL B747 has taken off.<br /> |}<br /> <br /> TWR: AUA289, wind 300 degrees 7 knots, runway 29, cleared to land.<br /> AUA289: Runway 29, cleared to land, AUA289.<br /> TWR: AUA2LT, behind landing Airbus line up runway 29 behind.<br /> AUA2LT: Behind the landing Airbus, lining up runway 29 behind, AUA2LT.<br /> <br /> {| class=&quot;prettytable&quot;<br /> |-<br /> | AUA289 has vacated the runway.<br /> |}<br /> <br /> TWR: AUA2LT, wind 300 degrees 8 knots, runway 29 cleared for takeoff.<br /> AUA2LT: cleared for takeoff runway 29, AUA2LT.<br /> <br /> === VFR Traffic ===<br /> <br /> ==== Differences to handling of IFR Traffic ====<br /> <br /> The essential collision safety principle guiding the VFR pilot is &quot;see and avoid.&quot; Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a sufficient distance to ensure safety. <br /> <br /> To guide VFR Traffic through your airspace you make use of VFR Routes, Sectors, and reporting Points. '''Used phrases''': <br /> <br /> TWR:OE-AGA, enter control zone via VFR route Klosterneuburg, 1500ft or below,<br /> QNH 1020, Squawk 7000, report XXXX (i.e. Freudenau), expect runway 29.<br /> TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)<br /> <br /> VFR flights should be guided into downwind, base and final leg for landing.&lt;br&gt;&lt;br&gt; <br /> <br /> TWR: OE-AGA, join downwind for runway 29<br /> TWR: OE-AGA, join base for runway 29<br /> <br /> VFR Flights Squawk and basic information (active runway, QNH etc.) from Delivery, the route clearance from &lt;u&gt;Tower&lt;/u&gt;. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be:&lt;br&gt; <br /> <br /> TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß<br /> oder darunter, QNH 1014, Squawk 7000, Rechtskurve genehmigt.<br /> TWR:OE-AGA, leave Control Zone via VFR-route Klosterneuburg, 1500 feet or below,<br /> QNH 1014, Squawk 7000, right turn approved.<br /> <br /> TWR: OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.<br /> TWR: OE-AGA, climb 3500 feet, report Donauturm.<br /> <br /> In the air ATC provides [[traffic information]]. <br /> <br /> TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound<br /> route Klosterneuburg-Freudenau.<br /> <br /> When the aircraft leaves the control zone. <br /> <br /> TWR: OE-AGA, Squawk 7000, you may leave.<br /> <br /> <br /> ==== Merging in VFR Traffic ====<br /> <br /> To manage VFR Traffic efficiently you have to use [[traffic information]] and visual separation. <br /> <br /> TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5<br /> miles, report mentioned traffic in sight<br /> OE-ANX: Traffic in sight, OE-ANX<br /> <br /> Because of other traffic, it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed: <br /> <br /> TWR: OE-AGA, Extend right downwind.<br /> OE-AGA: Extending right downwind, OE-AGA<br /> <br /> To instruct the aircraft to continue it's approach use the following procedure: <br /> <br /> TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5<br /> miles, report mentioned traffic in sight<br /> OE-ANX: Traffic in sight, OE-ANX<br /> TWR: OE-AGA, behind B767 traffic, join final RWY 29, caution wake turbulence<br /> OE-AGA: Behind B767, join final RWY 29 behind, caution wake turbulence, OE-ANX<br /> <br /> When using an extended downwind you should always consider that the aircraft's speed might be considerably lower than the speed of other aircraft involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead, you should aim to keep the plane within the vicinity of the airfield: <br /> <br /> TWR: OE-AGA, Make a right three-sixty.<br /> OE-AGA: Making three-sixty to the right.<br /> TWR: OE-AGA, Orbit left<br /> OE-AGA: Orbiting left, OE-AGA<br /> <br /> The second instructions mean, that the pilot should make orbits until further advice.<br /> <br /> <br /> It is also possible to ask VFR traffic for a speed reduction.<br /> <br /> TWR: OEABW, Fly speed 90 kts<br /> OEABW: 90 kts, OEABW<br /> <br /> <br /> ==== Special VFR ====<br /> Could be used when weather Minimums are below VFR condition.<br /> <br /> Weather minimums for (S)VFR are follow<br /> <br /> - Base Cloud at min. 600ft<br /> <br /> - visibility min 1500m<br /> <br /> '''Used phrases''': <br /> Verlassen Sie Kontrollzone als Sonder-Sichtflug über Donauroute. <br /> Verlassen Sie Kontrollzone als Sonder-Sichtflug. Nach dem Abheben geradeaus steigen auf 600 ft, dann Rechtskurve Steuerkurs 340. <br /> Verlassen Sie Kontrollzone als Sonder-Sichtflug. Nach dem Abheben geradeaus bis zur Ende der Raffinerie. Folgen Sie der Donau. Ausflug Richtung Norden genehmigt. <br /> <br /> Leave control zone special-VFR via November<br /> Leave control zone special-VFR. After departure climb on runway heading 600 ft then right turn heading 340<br /> Leave control zone special-VFR. After departure climb on runway heading until end of refinery. turn right heading 360, follow the Danube. Leaving control zone to the north approved.<br /> <br /> ==== Night VFR ====<br /> <br /> Night VFR is handled like any other VFR flight. Adherence to special procedures associated with flying VFR after ECET and clearance of terrain is the responsibility of the PIC.<br /> <br /> ==== Traffic Pattern ====<br /> <br /> The traffic pattern is separated into departure, crosswind, downwind, base, and final.<br /> On request, the Tower controller can clear VFR traffic into the traffic pattern.<br /> <br /> OEABC, after departure, join traffic pattern Runway 29.<br /> <br /> or<br /> <br /> OEABC, after departure, join downwind runway 29.<br /> <br /> '''If the controller clears an aircraft into any part of the pattern, it implies the clearance for the whole pattern.'''<br /> To tell the pilot to maintain on the downwind use:<br /> <br /> OEABC, extend downwind<br /> <br /> or<br /> <br /> OEABC, I call you for base<br /> <br /> === Helicopters ===<br /> <br /> Helicopters are sometimes able to depart from their current position i.e helipad, GAC, TWY. Nevertheless they may also depart via runways:<br /> <br /> OEBXR: Wien Tower, OEBXR at G-A-C request to leave the Control Zone via Klosterneuburg.<br /> TWR: OEBXR, Wien Tower, after departure leave control zone via VFR Route Klosterneuburg, 1500 feet or below, SQ7000.<br /> OEBXR: After departure leave control zone via VFR Route Klosterneuburg, 1500 ft or below, SQ7000.<br /> TWR: Correct, ready for departure?<br /> OEBXR: Affirm<br /> TWR: 260 deg 4 kts, Takeoff own discretion.<br /> TWR: Airborn Time 52'<br /> <br /> === Coordination with other ATC Stations ===<br /> ''Communication from one controller to another is as important as the communication from controller to pilot.'' This is especially true during high traffic situations where you might be tempted to concentrate solely on what is happening on your frequency. In these situations don't hesitate to take a call from a fellow controller even if it means that a pilot has to wait before you call him back. Secondly, if you know a controller is busy, try to keep your conversation with him concisely and avoid chatting in a TeamSpeak channel next to him.<br /> <br /> Within VACC Austria we usually use TeamSpeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.<br /> Other means of communication are the Intercom functions of Euroscope which would be a very nice feature, however often they only work with certain controllers. The ATC Channel within Euroscope should not be used for individual coordination.<br /> <br /> When you come online or go offline you should inform neighbouring ATC stations.<br /> <br /> === Special Situations (High Traffic, Slots, ...) ===<br /> <br /> ==== Reduced Runway Separation Minima (LOWW) ====<br /> Each runway in Vienna has a 2400m-marker indicated on the runway - be aware that the second marker from the respective threshold is the 2400m-marker for that very threshold:<br /> For details refer to ICAO DOC4444 7.11<br /> <br /> Application of RRSM:<br /> An aircraft may be cleared for takeoff, given that:<br /> * a preceding departing aircraft has passed the 2400m-marker.<br /> <br /> An aircraft may be cleared to land, given that:<br /> * a preceding landing aircraft has passed the 2400m-marker, is in motion and is not required to make a backtrack.<br /> * a preceding departing aircraft has passed the 2400m-marker.<br /> <br /> Reduced runway separation minima shall be subject to the following conditions: <br /> * wake turbulence separation minima shall be applied<br /> * visibility shall be at least 5 km and ceiling (BKN/OVC) shall not be lower than 1000ft.<br /> * tailwind component shall not exceed 5 kt<br /> * minimum separation continues to exist between two departing aircraft immediately after take-off of the second aircraft<br /> * [[traffic information]] shall be provided to the flight crew of the succeeding aircraft concerned<br /> * Reduced runway separation minima shall not apply between a departing aircraft and a preceding landing aircraft<br /> <br /> ==== High traffic situations ====<br /> <br /> During high traffic situations, communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft. <br /> <br /> ==== Additional phrases during periods of high traffic ====<br /> <br /> In order to expedite the flow of traffic use the following phrases: <br /> <br /> Austrian 125, wind xxx/xx runway 29 cleared for takeoff, expedite<br /> Austrian 125, wind xxx/xx runway 34 cleared to land, expedite vacating<br /> OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn<br /> <br /> ==== Opposite runway operations ====<br /> <br /> This is one of the more difficult situations for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.<br /> <br /> == Resources ==<br /> <br /> *[http://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf LOWI QRS]<br /> *[http://downloads.vacc-austria.org/Documents/QRS_LOWK.pdf LOWK QRS]<br /> *[http://downloads.vacc-austria.org/Documents/QRS_LOWL.pdf LOWL QRS]<br /> *[http://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf LOWG QRS]<br /> *[http://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf LOWW QRS]<br /> *[http://downloads.vacc-austria.org/Documents/QRS_LOWS.pdf LOWS QRS]<br /> <br /> <br /> *[http://vateud.net/index.php?option=com_content&amp;view=article&amp;id=77&amp;Itemid=122 VATEUD Training Department] <br /> *[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]<br /> <br /> If you really want to study hard, then read the relevant sections for DEL in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].<br /> <br /> A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].<br /> <br /> ----<br /> <br /> '' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''<br /> <br /> [[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]]</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Flight_Level_Allocation_Scheme&diff=4537 2021-07-26T08:36:45Z

<p>Alexander Arlow: /* ARRIVALS */</p> <hr /> <div>= List of flight level allocations within LOVV FIR =<br /> <br /> == Introduction ==<br /> These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check [https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_09092020.pdf ENR chart 6.6 ATC sectors].<br /> <br /> == Definitions ==<br /> *from unit: the upstream unit that is delivering the flight where sector names according to eAIP ENR 6.6 or the last two letters of the approach unit in question is used.<br /> *ADEP: aerodrome of departure.<br /> *ADES: aerodrome of destination.<br /> *via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.<br /> *cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by &quot;climbing&quot; or &quot;descending&quot; as applicable except if stated otherwise in conditions.<br /> *conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.<br /> *HUFL: Highest usable flight level (sector's top vertical limit).<br /> *LUFL: Lowest usable flight level (sector's bottom vertical limit)<br /> *LAU: Local approach unit<br /> <br /> *AoR: area of responsibility (sector).<br /> *LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.<br /> *MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.<br /> *PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.<br /> *SEMI line: the souther sector border of E sector with S sector<br /> <br /> *Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.<br /> *Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.<br /> <br /> *Annotation: ▲240 +170, pronounced &quot;climbing flight level 240 out of flight level 170&quot;, is a short annotation to describe handover conditions. Details to the conditions are found in the conditions-column.<br /> <br /> == Procedures ==<br /> *General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.<br /> *Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.<br /> *Vertical handoff: Also called &quot;bottom/ceiling&quot; procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.<br /> *Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector<br /> <br /> == DEPARTURES ==<br /> {| class=&quot;wikitable&quot;<br /> | '''from unit''' || '''ADEP''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''<br /> |-<br /> |WW ||LOWW ||MEDIX/LUGEM/SOVIL||▲240 +170 ||released, MELK line FL170A||N1<br /> |-<br /> |WW ||LOWW ||RUPET/OSPEN ||▲240 +170 ||released, PINKA line FL170A||S1<br /> |-<br /> |WW ||LOWW ||BUWUT/LANUX ||▲240 +170 ||released||E1<br /> |-<br /> |WW ||LOWW ||RUPET ||160 ||released, ARR LOWK/LOWG||WG<br /> |-<br /> |WW ||LOWW ||SOVIL ||160 ||released, ARR LOWL/LOWS||WL<br /> |-<br /> |WW ||LOAx ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1<br /> |-<br /> |WW ||LOXT ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1<br /> |-<br /> |WW ||LOAx ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1<br /> |-<br /> |WW ||LOXT ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1<br /> |-<br /> |WW ||LKTB || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LZIB || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LOWG || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LOWL || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WI ||LOWI || ||160 ||bottom/ceiling||W1<br /> |-<br /> |WI ||LOWI ||SBG ||110 ||bottom/ceiling||WS<br /> |-<br /> |WI ||LOWS ||DETSA ||160 ||bottom/ceiling||W1<br /> |-<br /> |WS ||LOWS ||DETSA/RTT ||120 ||At level ||WI<br /> |-<br /> |WS ||LOWS ||NEMAL/VERDA||120 ||bottom/ceiling||B1<br /> |-<br /> |WG ||LJMB ||||160 ||bottom/ceiling||S1<br /> |-<br /> |WG ||LOWG || ||160 ||bottom/ceiling||S1<br /> |-<br /> |WK ||LOWK ||via S ||160 ||bottom/ceiling||S1<br /> |-<br /> |WK ||LOWK ||via W ||160 ||bottom/ceiling||W1<br /> |-<br /> |WL ||LOWL || ||160 ||bottom/ceiling||N1<br /> |-<br /> |WL ||LOWL ||via B ||▲160 +130 ||bottom/ceiling, FL130A||B1<br /> |-<br /> |WL ||LOWS || ||160 ||bottom/ceiling||N1<br /> |-<br /> |E1 ||LOWL || ||300 ||bottom/ceiling ||E2<br /> |-<br /> |E1 ||LOWG || ||300 ||bottom/ceiling ||E2<br /> |-<br /> |E1 ||LKPR || ||300 ||bottom/ceiling ||E2<br /> |-<br /> |E1 ||LKPD || ||300 ||bottom/ceiling ||E2<br /> |-<br /> |E1 ||LKMT || ||300 ||bottom/ceiling ||E2<br /> |-<br /> |S1 ||LOWG ||Via E ||220 || ||WW<br /> |-<br /> |S1 ||LOWG ||Via N ||260 ||climbing ||N1<br /> |-<br /> |S1 ||LOWG ||Via W ||300 ||bottom/ceiling ||W1<br /> |-<br /> |S1 ||LOWG ||Via B ||300 ||bottom/ceiling ||B1<br /> |-<br /> |S1 ||LOWK || ||300 ||bottom/ceiling ||S2<br /> |-<br /> |S1 ||LOWL || ||300 ||bottom/ceiling ||S2<br /> |-<br /> |S1 ||LOWS || ||300 ||bottom/ceiling ||S2<br /> |-<br /> |S1 ||TMA LOWW || ||300 ||bottom/ceiling ||S2<br /> |-<br /> |S1 ||LJLJ || ||300 ||bottom/ceiling ||S2<br /> |-<br /> |N1 ||LOWL || ||240 ||bottom/ceiling ||WW<br /> |-<br /> |N1 ||LOWL || ||▲250 ||climbing ||S1<br /> |-<br /> |N1 ||TMA LOWW || ||300 ||bottom/ceiling ||N2<br /> |-<br /> |N1 ||LOWG || ||300 ||bottom/ceiling ||N2<br /> |-<br /> |N1 ||EDDM || ||300 ||bottom/ceiling ||N2<br /> |-<br /> |N1 ||LOWS || ||300 ||bottom/ceiling ||N2<br /> |-<br /> |E1 ||LZIB || ||300 ||bottom/ceiling ||E2<br /> |-<br /> |E1 ||LKTB || ||300 ||bottom/ceiling ||E2<br /> |-<br /> |W2 ||LOWI || ||▲330 ||climbing ||S2<br /> |-<br /> |W1 ||EDDM || ||300 ||bottom/ceiling ||W2<br /> |-<br /> |W1 ||LOWI || ||300 ||bottom/ceiling, via W ||W2<br /> |-<br /> |W1 ||LOWI || ||290 ||bottom/ceiling, via B ||B1<br /> |-<br /> |W1 ||LOWK || ||300 ||bottom/ceiling ||W2<br /> |-<br /> |W1 ||LOWS || ||300 ||bottom/ceiling ||W2<br /> |-<br /> |W1 ||LJLJ || ||300 ||bottom/ceiling ||W2<br /> |-<br /> |B1 ||LOWL ||Via W ||300 ||bottom/ceiling ||W1<br /> |-<br /> |B1 ||LOWI || ||300 ||bottom/ceiling ||B2<br /> |-<br /> |B1 ||LOWS ||VERDA ||290 ||bottom/ceiling ||W1<br /> |-<br /> |B1 ||LOWS ||Via S ||290 ||bottom/ceiling ||S1<br /> |-<br /> |B1 ||LOWS ||Via N ||250 ||bottom/ceiling ||N1<br /> |-<br /> |B1 ||EDDM ||KIRDI ||290 ||bottom/ceiling ||N1<br /> |-<br /> |}<br /> <br /> == ARRIVALS ==<br /> {| class=&quot;wikitable&quot;<br /> | '''from unit''' || '''ADES''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''<br /> |-<br /> |WW ||LOWL ||STO/SITNI ||170 ||FL240B||N1<br /> |-<br /> |WW ||LOWG || ||160 ||At level||WG<br /> |-<br /> |WS ||LOWI ||SBG ||120 ||At level||WI<br /> |-<br /> |WL ||LOWS ||MATIG ||120 ||At level||WS<br /> |-<br /> |WK ||LOWG || ||▼130 -170 ||At LoR FL170B||WG<br /> |-<br /> |WG ||LOWK || ||▼120 -170 ||At LoR FL170B||WK<br /> |-<br /> |W2 ||LOWW || ||▼310 -340 ||At LoR FL340B||S2<br /> |-<br /> |W2 ||LOAx || ||▼310 -340 ||At LoR FL340B||S2<br /> |-<br /> |W2 ||LOXT || ||▼310 -340 ||At LoR FL340B||S2<br /> |-<br /> |W2 ||LDZA ||ACC S ||330 ||At level||S2<br /> |-<br /> |W2 ||LDZA || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LJMB || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LJLJ || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LZIB || ||330 ||At level||S2<br /> |-<br /> |W2 ||LZPP || ||330 ||At level||S2<br /> |-<br /> |W2 ||LHSM || ||330 ||At level||S2<br /> |-<br /> |W2 ||LHPA || ||330 ||At level||S2<br /> |-<br /> |W2 ||LHPR || ||330 ||At level||S2<br /> |-<br /> |W2 ||EDDM || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||EDMA || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||EDMO || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||EDNY ||ERKIR ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||EDJA ||ERKIR ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LSZR ||ERKIR ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LOWI || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LOWS ||RASTA ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LOWL || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LOWG || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LOWK || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LIPX ||DETSA ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LIPZ ||DETSA ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LIPS ||DETSA ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LIPA ||DETSA ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LIPQ ||DETSA ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LIPB ||DETSA ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LIPV ||DETSA ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LDPL || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LDLO || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LDRI || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W1 ||LOWI || ||170 ||bottom/ceiling||WI<br /> |-<br /> |W1 ||LOWK || ||170 ||bottom/ceiling||WK<br /> |-<br /> |W1 ||LOWG || ||170 ||bottom/ceiling||WK<br /> |-<br /> |W1 ||LOWL || ||▼220 -260 ||At LoR FL260B||B1<br /> |-<br /> |W1 ||EDDM || ||▼220 -300 ||At LoR FL300B||B1<br /> |-<br /> |W1 ||EDMA || ||▼220 -300 ||At LoR FL300B||B1<br /> |-<br /> |W1 ||EDMO || ||▼220 -300 ||At LoR FL300B||B1<br /> |-<br /> |W1 ||LOWS || ||▼170 -190 ||At LoR FL190B||B1<br /> |-<br /> |W1 ||LJMB || ||▼250 -300 ||At LoR FL300B||S1<br /> |-<br /> |W1 ||LJLJ ||LUMUS/ BERTA ||170 ||bottom/ceiling||WK<br /> |-<br /> |S2 ||LDZA ||PETOV ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LJLJ ||RADLY ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LDPL || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LDLO || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LDRI || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LDPL || ||310 ||At level||W2<br /> |-<br /> |S2 ||LDLO || ||310 ||At level||W2<br /> |-<br /> |S2 ||LDRI || ||310 ||At level||W2<br /> |-<br /> |S2 ||LOWI || ||340 ||At level||W2<br /> |-<br /> |S2 ||LKPR || ||340 ||At level||N2<br /> |-<br /> |S2 ||LKKB || ||340 ||At level||N2<br /> |-<br /> |S2 ||LKVO || ||340 ||At level||N2<br /> |-<br /> |S2 ||LKPD || ||340 ||At level||N2<br /> |-<br /> |S2 ||EDDM || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||EDMA || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||EDMO || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOWW || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOAx || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOXT || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOWL || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOWS || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LKTB || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LKKU || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LZIB || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LHPA || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LHPR || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LHSM || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LHPP || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LZPP || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S1 ||LOWW ||NIGSI ||180 ||At level||WW<br /> |-<br /> |S1 ||LOAx ||PINKA line ||180 ||At level||WW<br /> |-<br /> |S1 ||LOXT ||PINKA line ||180 ||At level||WW<br /> |-<br /> |S1 ||LZIB ||NIGSI ||▼210 -240 ||PINKA line FL240B||WW<br /> |-<br /> |S1 ||LZPP ||PINKA Line ||▼210 -240 ||PINKA line FL240B||WW<br /> |-<br /> |S1 ||LKTB ||PINKA Line ||▼250 -300 ||PINKA line FL300B||E1<br /> |-<br /> |S1 ||LKKU ||PINKA Line ||▼250 -300 ||PINKA line FL300B||E1<br /> |-<br /> |S1 ||LOWG ||except MURA ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWG ||MURA ||130 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LJLJ || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LJMB || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWK || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWS || ||▼170 -300 ||At LoR FL300B||B1<br /> |-<br /> |S1 ||EDDM || ||▼270 -300 ||At LoR FL300B||B1<br /> |-<br /> |S1 ||EDMA || ||▼270 -300 ||At LoR FL300B||B1<br /> |-<br /> |S1 ||EDMO || ||▼270 -300 ||At LoR FL300B||B1<br /> |-<br /> |S1 ||LOWL || ||▼170 -300 ||At LoR FL300B||N1<br /> |-<br /> |N2 ||LOWI ||via SBG ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LZIB || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LZPP || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LHPA || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LHPR || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LOWW || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LKPR ||BUDEX Area/ DEXIT, LAMSI ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LKVO ||BUDEX Area/ DEXIT, LAMSI ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LKKB ||BUDEX Area/ DEXIT, LAMSI ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LKPD ||BUDEX Area/ DEXIT, LAMSI ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LKTB || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LKKU || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||EDDM || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||EDMA || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||EDMO || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||EDDN ||SUBEN ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LDZA || ||330 ||At level||S2<br /> |-<br /> |N2 ||LJLJ || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDRI || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDLO || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDPL || ||330 ||At level||S2<br /> |-<br /> |N2 ||LOWI || ||320 ||At level||B2<br /> |-<br /> |N2 ||LHSM || ||330 ||At level||E2<br /> |-<br /> |N2 ||LJMB || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LOWG || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LOWK || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N1 ||LOWW ||MASUR ||170 ||At level||WW<br /> |-<br /> |N1 ||LOWW ||BARUG ||170 ||At level||WW<br /> |-<br /> |N1 ||LOAx ||MELK line ||170 ||At level||WW<br /> |-<br /> |N1 ||LOXT ||MELK line ||170 ||At level||WW<br /> |-<br /> |N1 ||LZIB ||MASUR/BARUG ||▼210 -240 ||MELK line FL240B||WW<br /> |-<br /> |N1 ||LZPP ||MELK Line ||▼210 -240 ||MELK line FL240B||WW<br /> |-<br /> |N1 ||LHPA ||MELK Line||▼210 -240 ||MELK line FL240B||WW<br /> |-<br /> |N1 ||LHPR ||MELK Line ||▼210 -240 ||MELK line FL240B||WW<br /> |-<br /> |N1 ||LKTB ||MELK line ||▼250 -300 ||MELK line FL300B||E1<br /> |-<br /> |N1 ||LKKU ||MELK line ||▼250 -300 ||MELK line FL300B||E1<br /> |-<br /> |N1 ||LOWS || ||170 ||bottom/ceiling||WL<br /> |-<br /> |N1 ||LOWL || ||170 ||bottom/ceiling||WL<br /> |-<br /> |N1 ||LKCS || ||170 ||bottom/ceiling||WL<br /> |-<br /> |N1 ||LOWI ||via SBG ||▼170 -240 ||At LoR FL240B||B1<br /> |-<br /> |N1 ||EDDM || ||170 ||At LoR FL300B||B1<br /> |-<br /> |N1 ||EDMA || ||170 ||At LoR FL300B||B1<br /> |-<br /> |N1 ||EDMO || ||170 ||At LoR FL300B||B1<br /> |-<br /> |N1 ||LOWG || ||▼170 -300 ||At LoR FL300B||S1<br /> |-<br /> |N1 ||LOWK || ||▼170 -300 ||At LoR FL300B||S1<br /> |-<br /> |N1 ||LJMB || ||290 ||At level||S1<br /> |-<br /> |E2 ||LDZA ||SOLNI Line ||▼310 -340 ||At LoR FL340B||S2<br /> |-<br /> |E2 ||LJLJ ||SOLNI Line ||▼310 -340 ||At LoR FL340B||S2<br /> |-<br /> |E2 ||LDPL ||SOLNI Line ||340 ||At level||S2<br /> |-<br /> |E2 ||LDLO ||SOLNI Line ||340 ||At level||S2<br /> |-<br /> |E2 ||LDRI ||SOLNI Line ||340 ||At level||S2<br /> |-<br /> |E2 ||LOWI ||SBG ||▼320 -340 ||LOR FL340B||N2<br /> |-<br /> |E2 ||EDDM || ||▼320 -340 ||LOR FL340B||N2<br /> |-<br /> |E2 ||EDMA || ||▼320 -340 ||LOR FL340B||N2<br /> |-<br /> |E2 ||EDMO || ||▼320 -340 ||LOR FL340B||N2<br /> |-<br /> |E2 ||LKPR|| ||310 ||bottom/ceiling||E1<br /> |-<br /> |E2 ||LKVO|| ||310 ||bottom/ceiling||E1<br /> |-<br /> |E2 ||LKKB|| ||310 ||bottom/ceiling||E1<br /> |-<br /> |E2 ||LKPD|| ||310 ||bottom/ceiling||E1<br /> |-<br /> |E2 ||LHBP|| ||310 ||bottom/ceiling||E1<br /> |-<br /> |E2 ||LHTL|| ||310 ||bottom/ceiling||E1<br /> |-<br /> |E2 ||LJMB|| ||310 ||bottom/ceiling||E1<br /> |-<br /> |E2 ||LOWK || ||310 ||bottom/ceiling||E1<br /> |-<br /> |E2 ||LOWG || ||310 ||bottom/ceiling||E1<br /> |-<br /> |E2 ||LOWS || ||310 ||bottom/ceiling||E1<br /> |-<br /> |E2 ||LOWL || ||310 ||bottom/ceiling||E1<br /> |-<br /> |E2 ||LHSM || ||310 ||bottom/ceiling||E1<br /> |-<br /> |E2 ||LHPP || ||310 ||bottom/ceiling||E1<br /> |-<br /> |E2 ||LKMT || ||310 ||bottom/ceiling||E1<br /> |-<br /> |E1 ||LOWL ||STO/SITNI ||250 ||bottom/ceiling||WW<br /> |-<br /> |E1 ||LOWG || ||250 ||bottom/ceiling||WW<br /> |-<br /> |E1 ||LOWS || ||300 ||At level||N1<br /> |-<br /> |E1 ||LOWK ||SOLNI Line ||▼250 -300 ||SOLNI Line FL300B||S1<br /> |-<br /> |E1 ||LJMB ||SOLNI Line ||▼250 -300 ||SOLNI Line FL300B||S1<br /> |-<br /> |E1 ||LKTB ||LEDVA ||250 ||bottom/ceiling||WW<br /> |-<br /> |E1 ||LKKU ||LEDVA ||250 ||bottom/ceiling||WW<br /> |-<br /> |E1 ||LHSM || ||250 ||bottom/ceiling||WW<br /> |-<br /> |B2 ||LKPR ||BUDEX Area ||330 ||At level||N2<br /> |-<br /> |B2 ||LKKU ||BUDEX Area ||330 ||At level||N2<br /> |-<br /> |B2 ||LKVO ||BUDEX Area ||330 ||At level||N2<br /> |-<br /> |B2 ||LKKB ||BUDEX Area ||330 ||At level||N2<br /> |-<br /> |B2 ||LKPD ||BUDEX Area ||330 ||At level||N2<br /> |-<br /> |B2 ||LDZA || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDZA || ||330 ||At level||S2<br /> |-<br /> |B2 ||LJLJ || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDRI || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDLO || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDPL || ||330 ||At level||W2<br /> |-<br /> |B2 ||LZIB || ||330 ||At level||N2<br /> |-<br /> |B2 ||LZPP || ||330 ||At level||N2<br /> |-<br /> |B2 ||LHPR || ||330 ||At level||N2<br /> |-<br /> |B2 ||LHPA || ||330 ||At level||N2<br /> |-<br /> |B2 ||EDNY ||TRAUN ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||EDJA ||TRAUN ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||LSZR ||TRAUN ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||EDDS ||TITIG/ KIRDI ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||LJMB || ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||LOWW ||Via N1 ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||LOAx ||Via N1 ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||LOXT ||Via N1 ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||LOWG || ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||LOWK || ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||LOWI ||NANIT ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||LOWW ||ABTAN ||▼310 -340 ||At LoR FL340B||S2<br /> |-<br /> |B1 ||LOWS ||RASTA/NUBRA/SBG ||130 ||bottom/ceiling||WS<br /> |-<br /> |B1 ||LOWI ||SBG ||130 || bottom/ceiling||WS<br /> |-<br /> |B1 ||LOWL ||NUBRA/NEMAL ||▼130 -160 ||At LoR FL160B||WL<br /> |-<br /> |B1 ||LOWI ||NANIT ||▼170 -220 ||At LoR FL220B||W1<br /> |-<br /> |B1 ||LOWG || ||▼170 -300 ||At LoR FL300B||S1<br /> |-<br /> |B1 ||LOWK || ||▼170 -300 ||At LoR FL300B||W1<br /> |-<br /> |B1 ||LOWW || ||▼270 -300 ||At LoR FL300B||N1<br /> |-<br /> |B1 ||LOAx || ||▼270 -300 ||At LoR FL300B||N1<br /> |-<br /> |B1 ||LOXT || ||▼270 -300 ||At LoR FL300B||N1<br /> |-<br /> |B1 ||LJMB || ||290 ||At Level||S1<br /> |-<br /> |}</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Main_Page&diff=4518 2021-04-30T23:29:16Z

<p>Alexander Arlow: </p> <hr /> <div>{| width=&quot;100%&quot; cellspacing=&quot;8&quot;<br /> |-<br /> | colspan=&quot;2&quot; | <br /> == Welcome to VACC Austria's DokuWiki ==<br /> <br /> Hello and welcome to the documentation system of VACC Austria. We use this system to provide you the documentation you need to control or sometimes to fly in virtual Austrian airspace. If you have any question about Austrian airspace or our procedures then you should be good to find this information here.<br /> But of course, such a project cannot be maintained by some few members - this project needs the help of everyone. So if you have some information that would fit into this Wiki then do not hesitate to add a new page or edit an existing. You have to be logged in for that, how to login is described later. If you need help on how to edit an article you can find all necessary information [[Help|Help]].<br /> <br /> == Overview ==<br /> <br /> |-<br /> | width=&quot;50%&quot; style=&quot;vertical-align:top;&quot; | <br /> === About our Wiki ===<br /> <br /> Currently there are {{NUMBEROFARTICLES}} Articles in this Wiki, which are maintained by {{NUMBEROFUSERS}} registered users. Until now they changed them {{NUMBEROFEDITS}} times. For a small overview about our Wiki we ask you to use following links:<br /> <br /> *[[Special:AllPages|Index of all pages]] <br /> *[[Special:NewPages|New pages]] <br /> *[[Special:Categories|Categories]]<br /> <br /> A complete list of automatically generated lists can be found [[Special:SpecialPages|here]].<br /> <br /> | width=&quot;50%&quot; style=&quot;vertical-align:top;&quot; |<br /> <br /> === How to enter this wiki ===<br /> <br /> Everybody is allowed to read this wiki, but changes are only allowed for registered users of VACC Austria. Your personal login information can be requested on our [http://www.vacc-austria.org homepage], it is as the same as the login for our website. Registering for our Wiki only is not possible. If you are logged in some pages are locked for editing too because they are system pages and can only be edited by our admins.<br /> |}<br /> <br /> {| width=&quot;100%&quot; cellspacing=&quot;8&quot;<br /> |-<br /> | colspan=&quot;2&quot; | <br /> == Important information and documents ==<br /> <br /> |-<br /> | width=&quot;50%&quot; style=&quot;vertical-align:top;&quot; | <br /> === '''Main airports in Austria:''' ===<br /> <br /> *[[Vienna]] ([[LOWW]]) <br /> *[[Innsbruck]] ([[LOWI]]) <br /> *[[Salzburg]] ([[LOWS]]) <br /> *[[Linz]] ([[LOWL]]) <br /> *[[Klagenfurt]] ([[LOWK]]) <br /> *[[Graz]] ([[LOWG]])<br /> <br /> === '''Documents for Pilots:''' ===<br /> <br /> *[[Example Flight]] <br /> *[http://downloads.vacc-austria.org/Documents/VATSIM_mit_X-Plane.pdf XSquawkbox Quick Tutorial (german)]<br /> <br /> | width=&quot;50%&quot; style=&quot;vertical-align:top;&quot; |<br /> === '''Documents for Controllers:''' ===<br /> *[[Study Guide:Euroscope]]<br /> *[[Study Guide]] <br /> *[[Squawk Codes]]<br /> *[[ATC academy]]<br /> *[[Radio Procedures for Controllers]]<br /> <br /> === ''' Quick Reference for Controllers:''' ===<br /> *[[Flight Level Allocation Scheme]]<br /> *[[CPDLC Guide#Logons|CPDLC Logons]]<br /> *[[Study Guide:Low Visibility Procedures#LVP Criteria For Airports|LVP Criteria]]<br /> *[[Study Guide: Approach#Wake turbulence separation|Wake Turbulence Separation]]<br /> <br /> <br /> |}<br /> <br /> {{Hide_in_print|__notoc__}}</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Radar_Identification&diff=4425 2021-03-26T01:57:29Z

<p>Alexander Arlow: /* Based on Primary Radar */</p> <hr /> <div>= Radar Identification =<br /> <br /> == Introduction ==<br /> This document shall provide information regarding the means of identification of aircraft. Once an aircraft has been identified by any of the means below, the phrase<br /> &quot;Identified&quot;<br /> or<br /> &quot;Radar Contact&quot;<br /> shall be used.<br /> <br /> For the purpose of VATSIM-operations, the airspace of Austria is considered to be fully covered by Mode-S surveillance and all aircraft are equipped with Mode-S transponders. [[https://www.skybrary.aero/index.php/Transponder]]<br /> <br /> <br /> == Establishing Identification ==<br /> <br /> === Based on Mode-S ===<br /> One of the following criteria must be met in order to identify an aircraft on VATSIM:<br /> *Recognition of an SSR label.<br /> *Recognition of a discrete (assigned) SSR-code which has been verified.<br /> *Direct recognition of the aircraft identification of a Mode-S-Equipped aircraft.<br /> *Transfer of identification.<br /> *Observation of compliance with an instruction to squawk IDENT.<br /> <br /> === Based on Primary Radar ===<br /> One of the following criteria must be met in order to identify an aircraft on VATSIM that is squawking STANDBY (primary target only):<br /> *By correlating a particular radar position with an aircraft reporting its position and by ascertaining that the track of the particular radar position is consistent with the aircraft reported heading.<br /> *By correlating an observed radar position indication with an aircraft which is known to have just departed. This form of identification may be used within 1nm from the departing runway end.<br /> *Transfer of identification<br /> *Instructing the pilot to execute one or more changes of heading of 30 degrees or more and correlating the movement of said aircraft with the indication on the radar.<br /> <br /> Using direction-finding bearings to assist identification of an aircraft may be used but shall never be used as the sole means of establishing identification.<br /> <br /> === Transfer of Identification ===<br /> It may be considered on VATSIM, that transfer of identification takes place, whenever an aircraft is handed over from one controller to another.<br /> <br /> == Conclusions ==<br /> Whenever an aircraft is displayed on the radar-screen on VATSIM correlated with its FPL-data (which is 99% of all aircraft at all times), the phrases &quot;Identified&quot; or &quot;Radar Contact&quot; may be used '''BEFORE''' instructing to squawk a certain SSR-code. Assigning an SSR-code merely adds an additional level of identification and helps identification of aircraft for downstream sectors.<br /> An aircraft may also be identified, even when squawk mode is set to STANDBY if one of the above primary radar conditions is met.</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=4424 2021-03-26T01:53:59Z

<p>Alexander Arlow: /* Identifikation mit Hilfe eines Transponders */</p> <hr /> <div>'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''<br /> <br /> = General =<br /> <br /> TMA&amp;nbsp;controller includes approach and departure control services associated with a particular airport have the following main tasks: <br /> <br /> #maintain an orderly flow of traffic <br /> #provide separation service between aircraft <br /> #provide assistance to pilots&lt;br&gt;<br /> <br /> ----<br /> <br /> = General radar procedures =<br /> <br /> ==== Identifikation mit Hilfe eines Transponders ====<br /> <br /> Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR&amp;nbsp;Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen. <br /> <br /> ===== Mode A =====<br /> <br /> Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode. <br /> <br /> ===== Mode C =====<br /> <br /> Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten. <br /> <br /> ===== Mode S =====<br /> <br /> Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs. <br /> <br /> Weitere Informationen: [[Radar_Identification|Radar Identification]]<br /> <br /> ----<br /> <br /> === Position information&lt;br&gt; ===<br /> <br /> Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen.&lt;br&gt; <br /> <br /> ----<br /> <br /> === Vectoring of Aircrafts ===<br /> <br /> Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme. <br /> <br /> ----<br /> <br /> === Usage of directs ===<br /> <br /> Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI&amp;nbsp;NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit.&lt;br&gt; <br /> <br /> ----<br /> <br /> = Separation =<br /> <br /> === Vertical separation ===<br /> <br /> Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM&amp;nbsp;airspace or 2000 feet above FL290 in non-RVSM&amp;nbsp;airspaces. To fly within RVSM an aircraft must be equipped with: <br /> <br /> #2 independent altimeters <br /> #an autopilot witch must be able to hold an specific altitude <br /> #min. Mode C transponder<br /> <br /> ----<br /> <br /> === Lateral separation ===<br /> <br /> Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation. <br /> <br /> ----<br /> <br /> === Wake turbulence separation ===<br /> <br /> Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft. <br /> <br /> ===== Takeoff&lt;br&gt; =====<br /> <br /> An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes. <br /> <br /> ===== Landing =====<br /> <br /> {| style=&quot;width: 415px; height: 256px;&quot; class=&quot;wikitable&quot;<br /> |-<br /> ! Preceding aircraft <br /> ! Following aircraft <br /> ! Minimum radar separation<br /> |-<br /> | rowspan=&quot;4&quot; | Super <br /> | Super <br /> | 4 [[Nautical mile|NM]]<br /> |-<br /> | Heavy <br /> | 6 NM<br /> |-<br /> | Large <br /> | 7 NM<br /> |-<br /> | Small <br /> | 8 NM<br /> |-<br /> | rowspan=&quot;3&quot; | Heavy <br /> | Heavy <br /> | 4 NM<br /> |-<br /> | Large <br /> | 5 NM<br /> |-<br /> | Small <br /> | 5 NM<br /> |-<br /> | Large <br /> | Small <br /> | <br /> 4 NM <br /> <br /> |}<br /> <br /> *Staying on or above leader's glide path&lt;br&gt;Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft.&lt;br&gt;<br /> <br /> ----<br /> <br /> === Separation with individual speeds&lt;br&gt; ===<br /> <br /> A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with &quot;minimum clean&quot; (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.<br /> <br /> For example:<br /> &lt;pre&gt;LOWW_APP: AUA14F, speed 220 knots indicated.<br /> AUA14F: Speed 220 Knots, AUA14F.<br /> &lt;/pre&gt;<br /> If the pilot reports &quot;unable&quot; ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.<br /> <br /> *'''The phrase &quot;&lt;strike&gt;Reduce to minimum approach speed&lt;/strike&gt;&quot; shall not be used!'''<br /> *'''Instead use &quot;Reduce to final approach speed&quot;'''<br /> <br /> The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.<br /> On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.<br /> <br /> ----<br /> <br /> <br /> <br /> = Phraseology&lt;br&gt; =<br /> <br /> A ...Pilot&lt;br&gt;G...ATC&lt;br&gt; <br /> <br /> ==== Approach&lt;br&gt; ====<br /> <br /> Standard clearances for arriving aircraft shall contain the following items, if applicable:&lt;br&gt; <br /> <br /> 1. Aircraft identification&lt;br&gt;2. Designator of assigned STAR&lt;br&gt;3. Runway-in-use, except when part of the STAR description&lt;br&gt;4. Initial level, except when this element is included in the START description and&lt;br&gt;5. Any other necessary instructions or information not contained in the START description, e.g. change of communication&lt;br&gt; <br /> <br /> ==== Type of approach procedure ====<br /> <br /> G: CLEARED / PROCEED VIA (designator) ARRIVAL&lt;br&gt;G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL&lt;br&gt;G: CLEARED (type of approach) APPROACH RUNWAY (number)&lt;br&gt;G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE]&lt;br&gt;G: CLEARED APPROACH RUNWAY (number)&lt;br&gt;A: REQUEST (type of approach) APPROACH [RUNWAY (number)]&lt;br&gt;G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions]&lt;br&gt;A: REQUEST (RNAV plain language designator)&lt;br&gt;G: CLEARED (RNAV plain language designator)&lt;br&gt;G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]? <br /> <br /> ==== Straight-in approach ====<br /> <br /> A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)]&lt;br&gt;G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)]&lt;br&gt;&lt;br&gt; <br /> <br /> ==== Approach instructions with radar ====<br /> <br /> G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number)&lt;br&gt;G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT&lt;br&gt;G: VECTORING FOR (positioning in the circuit)&lt;br&gt;G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number)&lt;br&gt;G: VECTORING FOR PRECISION APPROACH RUNWAY (number)&lt;br&gt;G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions)&lt;br&gt;G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits)&lt;br&gt;G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN&lt;br&gt;A: REQUEST (distance) FINAL&lt;br&gt;G: CLEARED FOR (type) APPROCH RUNWAY (number)&lt;br&gt;G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH]&lt;br&gt;G: REPORT ESTABLISHED ON FINAL APPROACH TRACK&lt;br&gt;G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED]&lt;br&gt;G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED]&lt;br&gt;G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason)&lt;br&gt;G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason]&lt;br&gt;G: TAKING YOU THROUGH (localizer or radio aid) [reason]&lt;br&gt;G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION&lt;br&gt;G: REPORT ESTABLISHED ON GLIDE PATH&lt;br&gt;G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED]&lt;br&gt;G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT]&lt;br&gt;G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT&lt;br&gt;G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER&lt;br&gt;G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number)&lt;br&gt;G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level)&lt;br&gt;G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions)&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> ==== Go around ====<br /> <br /> G: GO AROUND IMMEDIATELY (missed approach instruction) (reason)&lt;br&gt;G: IF GOING AROUND (appropriate instructions)&lt;br&gt;G: ARE YOU GOING AROUND?&lt;br&gt;A: GOING AROUND&lt;br&gt;&lt;br&gt; <br /> <br /> ==== Level changes, reports and rates ====<br /> <br /> G: CLIMB / DESCEND&lt;br&gt;- TO (level)&lt;br&gt;- TO AND MAINTAIN BLOCK (level) TO (level)&lt;br&gt;- TO REACH (level) AT / BY (time or significant point)&lt;br&gt;- REPORT LEAVING / REACHING / PASSING (level)&lt;br&gt;- AT (number) FEET PER MINUTE [OR GREATER / LESS]&lt;br&gt;G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)]&lt;br&gt;G: STOP CLIMB / DESCENT AT (level)&lt;br&gt;G: CONTINUE CLIMB / DESCENT TO (level)&lt;br&gt;G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)]&lt;br&gt;G: RESUME NORMAL RATE OF CLIMB / DESCENT&lt;br&gt;G: REPORT LEAVING / REACHING / PASSING (level)&lt;br&gt;G: WHEN READY CLIMB / DESCENT TO (level)&lt;br&gt;G: EXPEDITE CLIMB / DESCENT AT (time of significant point)&lt;br&gt;G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level)&lt;br&gt;A: REQUEST DESCENT AT (time)&lt;br&gt;A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)]&lt;br&gt;A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position)&lt;br&gt;G: EXPECT LEVEL CHANGE / CLIMB / DESCENT&lt;br&gt;- FROM (name of unit)&lt;br&gt;- AT (time or position)&lt;br&gt;- AFTER PASSING (position)&lt;br&gt;- IN (number) MINUTES&lt;br&gt;G: IMMEDIATELY&lt;br&gt;G: AFTER PASSING (significant point)&lt;br&gt;G: AT (time or significant point)&lt;br&gt;G: WHEN READY (instructions)&lt;br&gt; <br /> <br /> ==== Vectoring ====<br /> <br /> G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)]&lt;br&gt;G: CONTINUE HEADING (three digits)&lt;br&gt;G: CONTINUE PRESENT HEADING&lt;br&gt;G: FLY HEADING (three digits)&lt;br&gt;G: TURN LEFT / RIGHT HEADING (three digits) [reason]&lt;br&gt;G: TURN LEFT / RIGHT (number) DEGREES [reason]&lt;br&gt;G: STOP TURN HEADING (three digits)&lt;br&gt;G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point)&lt;br&gt;G: HEADING IS GOOD&lt;br&gt;G: WHEN ABLE PROCEED DIRECT (position)&lt;br&gt;G: SUGGEST (suggestion)&lt;br&gt;G: IF UNABLE [(alternative instructions)] ADVISE&lt;br&gt;A: UNABLE TO COMPLY (reason)&lt;br&gt;G: VECTORING FOR SPACING / SEPERATION / DELAY&lt;br&gt;G: VECTORING DUE TO TRAFFIC&lt;br&gt;G: RESUME OWN NAVIGATION (position of a/c) (specific instructions)&lt;br&gt;G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES]&lt;br&gt;G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason]&lt;br&gt;G: ORBIT LEFT / RIGHT [reason]&lt;br&gt;G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW”&lt;br&gt;G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT&lt;br&gt;G: TURN LEFT / RIGHT NOW&lt;br&gt;G: STOP TURN NOW&lt;br&gt; <br /> <br /> ==== Speed instructions: ====<br /> <br /> G: REPORT SPEED&lt;br&gt;G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER&lt;br&gt;A: SPEED (number) KNOTS / MACH (number)&lt;br&gt;G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)]&lt;br&gt;G: DO NOT EXCEED (number) KNOTS / MACH (number)&lt;br&gt;G: MAINTAIN PRESENT SPEED&lt;br&gt;G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS]&lt;br&gt;G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS]&lt;br&gt;A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number)&lt;br&gt;G: RESUME NORMAL SPEED&lt;br&gt;G: REDUCE TO MINIMUM APPROACH SPEED&lt;br&gt;G: REDUCE TO MINIMUM CLEAN SPEED&lt;br&gt;G: REDUCE TO MINUMUM SPEED&lt;br&gt;A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS&lt;br&gt;G: NO [ATC] SPEED RESTRICTIONS&lt;br&gt; <br /> <br /> ==== Flight rules ====<br /> <br /> A: CANCELLING IFR&lt;br&gt;G: IFR CANCELLED AT (time) <br /> <br /> A: REQUEST IFR CLEARANCE&lt;br&gt;G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)] <br /> <br /> G: CLEARED NIGHT VFR&lt;br&gt;G: CLEARED SPECIAL VFR&lt;br&gt; <br /> <br /> = FAQs&lt;br&gt; =<br /> <br /> '''How do I work with STARs and Transitions?'''&lt;br&gt;STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport.&lt;br&gt;Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing &quot;transition and profile&quot; the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published.&lt;br&gt;&lt;br&gt; <br /> <br /> '''How to use a Holding?'''&lt;br&gt;The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more.&lt;br&gt;A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg.&lt;br&gt;If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance.&lt;br&gt;Also every holding has a minimum altitude. <br /> <br /> &lt;br&gt; <br /> <br /> '''What does MRVA mean?'''&lt;br&gt;'''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> '''When is the best moment for my handoff?'''&lt;br&gt;Out of conflict and as early as possible.&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> '''Which classes of airspace are provided in Austria?''' <br /> <br /> *C&amp;nbsp;(Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT&amp;nbsp;FL195 and inside Special Rules Area (e.g. SRA&amp;nbsp;Wien)&lt;br&gt; <br /> *D&amp;nbsp;(Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR;&amp;nbsp;VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA. <br /> *E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas). <br /> *G&amp;nbsp;(Golf) uncontrolled airspace. Traffic information as far as possible.&lt;br&gt;&lt;br&gt;<br /> <br /> '''What are Y and Z-flights?'''&lt;br&gt;Basically these are flights with a change between IFR/VFR&lt;br&gt; <br /> <br /> *Y starts with IFR, changing to VFR (IFR cancellation)<br /> <br /> *Z starts with VFR, changing to IFR (IFR pickup)<br /> <br /> &lt;br&gt; &lt;br&gt; <br /> <br /> = References&lt;br&gt; =<br /> <br /> Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&amp;view=article&amp;id=127&amp;Itemid=205] <br /> <br /> Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&amp;view=article&amp;id=126&amp;Itemid=201] <br /> <br /> Links for the reference (working) sheets you find at the airport details.&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> = Local Procedures =<br /> <br /> == LOWW ==<br /> <br /> Frequencies: (called Wien Radar)<br /> <br /> 134.675 Wien Approach&lt;br&gt;<br /> 118.770 Wien N Approach&lt;br&gt;<br /> 129.050 Wien P Approach&lt;br&gt;<br /> 125.170 Wien M Approach&lt;br&gt;<br /> 119.800 Wien Director rwy16/34&lt;br&gt;<br /> 126.550 Wien Director rwy11/29<br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL245<br /> <br /> '''preferred RWY configurations''' <br /> <br /> - ARR 34/DEP 29&lt;br&gt;<br /> - ARR 11+16/DEP 16&lt;br&gt;<br /> - ARR 16/DEP 16+29&lt;br&gt;<br /> - ARR 34/DEP 34+29<br /> <br /> <br /> <br /> &lt;br&gt;reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]<br /> <br /> == LOWI ==<br /> <br /> Frequencies: 119.27 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' <br /> <br /> *LOC/DME West via KTI FL130 over KUDAV<br /> <br /> *LOC//DME East via RTT 9500ft over RTT<br /> <br /> *RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure<br /> <br /> *RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.<br /> <br /> *All arrivals are going via AB, finals after RUM are always visual<br /> <br /> The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]<br /> <br /> == LOWG ==<br /> <br /> Frequencies: 119.3 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used. <br /> <br /> *ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.<br /> <br /> *VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track<br /> <br /> *VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.<br /> <br /> '''hand/over''' <br /> <br /> *LHCC_CTR via GOTAR FL150<br /> <br /> *LJLA_CTR via RADLY FL160<br /> <br /> *LOVV_CTR FL160<br /> <br /> The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]<br /> <br /> == LOWK ==<br /> <br /> Frequencies: 126.825 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' <br /> <br /> *ILS 28<br /> <br /> *NDB-DME 28<br /> <br /> *NDB-DME 10<br /> <br /> *Circling 10: Anflug über ILS28, desc. 3000ft, circeling starts at KI<br /> <br /> '''hand/over''' <br /> <br /> *LJLA_CTR via REKTI FL160<br /> <br /> *LOVV_CTR FL160<br /> <br /> == &lt;br&gt;LOWS ==<br /> <br /> Frequencies: 123.720&lt;br&gt;Transition Altitude: 10000ft <br /> <br /> Limits <br /> <br /> - vertikal: GND - FL125 <br /> <br /> Arrivals <br /> <br /> ILS&amp;nbsp;15 &lt;br&gt;NDB&amp;nbsp;15&amp;nbsp;&lt;br&gt;visual&amp;nbsp;33 &lt;br&gt;&lt;br&gt;hand/over <br /> <br /> EDDM_S_APP via NAPSA and TRAUN&lt;br&gt;EDDM_CTR via TRAUN&lt;br&gt;rest to LOVV_CTR, all&amp;nbsp;FL120 &lt;br&gt; <br /> <br /> reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf] <br /> <br /> &lt;br&gt;<br /> <br /> == LOWL ==<br /> <br /> Frequencies: 129.620&lt;br&gt;Transition Altitude: 10000ft <br /> <br /> Limits <br /> <br /> - vertikal: GND - FL165 <br /> <br /> Arrivals <br /> <br /> ILS/VOR&amp;nbsp;08 (ILS 08 not in standard FSX)&amp;nbsp;&lt;br&gt;ILS/NDB 26&lt;br&gt;(former RWYs known as 09 and 27) <br /> <br /> hand/over <br /> <br /> EDDM_CTR via PABSA and TRAUN&lt;br&gt;LKAA_CTR via ADLET&lt;br&gt;rest to LOVV_CTR, all FL160 <br /> <br /> &lt;br&gt;reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]<br /> <br /> ==References==<br /> <br /> * http://en.wikipedia.org/wiki/Wake_turbulence&lt;br&gt; <br /> <br /> * The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).<br /> <br /> * The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]<br /> <br /> * [[Radar_Identification|Radar Identification]]<br /> <br /> [[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=4423 2021-03-26T01:53:43Z

<p>Alexander Arlow: /* General radar procedures */</p> <hr /> <div>'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''<br /> <br /> = General =<br /> <br /> TMA&amp;nbsp;controller includes approach and departure control services associated with a particular airport have the following main tasks: <br /> <br /> #maintain an orderly flow of traffic <br /> #provide separation service between aircraft <br /> #provide assistance to pilots&lt;br&gt;<br /> <br /> ----<br /> <br /> = General radar procedures =<br /> <br /> ==== Identifikation mit Hilfe eines Transponders ====<br /> <br /> Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR&amp;nbsp;Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen. <br /> <br /> ===== Mode A =====<br /> <br /> Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode. <br /> <br /> ===== Mode C =====<br /> <br /> Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten. <br /> <br /> ===== Mode S =====<br /> <br /> Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs. <br /> <br /> [[Radar_Identification|Radar Identification]]<br /> <br /> ----<br /> <br /> === Position information&lt;br&gt; ===<br /> <br /> Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen.&lt;br&gt; <br /> <br /> ----<br /> <br /> === Vectoring of Aircrafts ===<br /> <br /> Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme. <br /> <br /> ----<br /> <br /> === Usage of directs ===<br /> <br /> Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI&amp;nbsp;NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit.&lt;br&gt; <br /> <br /> ----<br /> <br /> = Separation =<br /> <br /> === Vertical separation ===<br /> <br /> Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM&amp;nbsp;airspace or 2000 feet above FL290 in non-RVSM&amp;nbsp;airspaces. To fly within RVSM an aircraft must be equipped with: <br /> <br /> #2 independent altimeters <br /> #an autopilot witch must be able to hold an specific altitude <br /> #min. Mode C transponder<br /> <br /> ----<br /> <br /> === Lateral separation ===<br /> <br /> Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation. <br /> <br /> ----<br /> <br /> === Wake turbulence separation ===<br /> <br /> Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft. <br /> <br /> ===== Takeoff&lt;br&gt; =====<br /> <br /> An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes. <br /> <br /> ===== Landing =====<br /> <br /> {| style=&quot;width: 415px; height: 256px;&quot; class=&quot;wikitable&quot;<br /> |-<br /> ! Preceding aircraft <br /> ! Following aircraft <br /> ! Minimum radar separation<br /> |-<br /> | rowspan=&quot;4&quot; | Super <br /> | Super <br /> | 4 [[Nautical mile|NM]]<br /> |-<br /> | Heavy <br /> | 6 NM<br /> |-<br /> | Large <br /> | 7 NM<br /> |-<br /> | Small <br /> | 8 NM<br /> |-<br /> | rowspan=&quot;3&quot; | Heavy <br /> | Heavy <br /> | 4 NM<br /> |-<br /> | Large <br /> | 5 NM<br /> |-<br /> | Small <br /> | 5 NM<br /> |-<br /> | Large <br /> | Small <br /> | <br /> 4 NM <br /> <br /> |}<br /> <br /> *Staying on or above leader's glide path&lt;br&gt;Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft.&lt;br&gt;<br /> <br /> ----<br /> <br /> === Separation with individual speeds&lt;br&gt; ===<br /> <br /> A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with &quot;minimum clean&quot; (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.<br /> <br /> For example:<br /> &lt;pre&gt;LOWW_APP: AUA14F, speed 220 knots indicated.<br /> AUA14F: Speed 220 Knots, AUA14F.<br /> &lt;/pre&gt;<br /> If the pilot reports &quot;unable&quot; ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.<br /> <br /> *'''The phrase &quot;&lt;strike&gt;Reduce to minimum approach speed&lt;/strike&gt;&quot; shall not be used!'''<br /> *'''Instead use &quot;Reduce to final approach speed&quot;'''<br /> <br /> The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.<br /> On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.<br /> <br /> ----<br /> <br /> <br /> <br /> = Phraseology&lt;br&gt; =<br /> <br /> A ...Pilot&lt;br&gt;G...ATC&lt;br&gt; <br /> <br /> ==== Approach&lt;br&gt; ====<br /> <br /> Standard clearances for arriving aircraft shall contain the following items, if applicable:&lt;br&gt; <br /> <br /> 1. Aircraft identification&lt;br&gt;2. Designator of assigned STAR&lt;br&gt;3. Runway-in-use, except when part of the STAR description&lt;br&gt;4. Initial level, except when this element is included in the START description and&lt;br&gt;5. Any other necessary instructions or information not contained in the START description, e.g. change of communication&lt;br&gt; <br /> <br /> ==== Type of approach procedure ====<br /> <br /> G: CLEARED / PROCEED VIA (designator) ARRIVAL&lt;br&gt;G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL&lt;br&gt;G: CLEARED (type of approach) APPROACH RUNWAY (number)&lt;br&gt;G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE]&lt;br&gt;G: CLEARED APPROACH RUNWAY (number)&lt;br&gt;A: REQUEST (type of approach) APPROACH [RUNWAY (number)]&lt;br&gt;G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions]&lt;br&gt;A: REQUEST (RNAV plain language designator)&lt;br&gt;G: CLEARED (RNAV plain language designator)&lt;br&gt;G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]? <br /> <br /> ==== Straight-in approach ====<br /> <br /> A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)]&lt;br&gt;G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)]&lt;br&gt;&lt;br&gt; <br /> <br /> ==== Approach instructions with radar ====<br /> <br /> G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number)&lt;br&gt;G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT&lt;br&gt;G: VECTORING FOR (positioning in the circuit)&lt;br&gt;G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number)&lt;br&gt;G: VECTORING FOR PRECISION APPROACH RUNWAY (number)&lt;br&gt;G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions)&lt;br&gt;G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits)&lt;br&gt;G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN&lt;br&gt;A: REQUEST (distance) FINAL&lt;br&gt;G: CLEARED FOR (type) APPROCH RUNWAY (number)&lt;br&gt;G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH]&lt;br&gt;G: REPORT ESTABLISHED ON FINAL APPROACH TRACK&lt;br&gt;G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED]&lt;br&gt;G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED]&lt;br&gt;G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason)&lt;br&gt;G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason]&lt;br&gt;G: TAKING YOU THROUGH (localizer or radio aid) [reason]&lt;br&gt;G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION&lt;br&gt;G: REPORT ESTABLISHED ON GLIDE PATH&lt;br&gt;G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED]&lt;br&gt;G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT]&lt;br&gt;G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT&lt;br&gt;G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER&lt;br&gt;G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number)&lt;br&gt;G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level)&lt;br&gt;G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions)&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> ==== Go around ====<br /> <br /> G: GO AROUND IMMEDIATELY (missed approach instruction) (reason)&lt;br&gt;G: IF GOING AROUND (appropriate instructions)&lt;br&gt;G: ARE YOU GOING AROUND?&lt;br&gt;A: GOING AROUND&lt;br&gt;&lt;br&gt; <br /> <br /> ==== Level changes, reports and rates ====<br /> <br /> G: CLIMB / DESCEND&lt;br&gt;- TO (level)&lt;br&gt;- TO AND MAINTAIN BLOCK (level) TO (level)&lt;br&gt;- TO REACH (level) AT / BY (time or significant point)&lt;br&gt;- REPORT LEAVING / REACHING / PASSING (level)&lt;br&gt;- AT (number) FEET PER MINUTE [OR GREATER / LESS]&lt;br&gt;G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)]&lt;br&gt;G: STOP CLIMB / DESCENT AT (level)&lt;br&gt;G: CONTINUE CLIMB / DESCENT TO (level)&lt;br&gt;G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)]&lt;br&gt;G: RESUME NORMAL RATE OF CLIMB / DESCENT&lt;br&gt;G: REPORT LEAVING / REACHING / PASSING (level)&lt;br&gt;G: WHEN READY CLIMB / DESCENT TO (level)&lt;br&gt;G: EXPEDITE CLIMB / DESCENT AT (time of significant point)&lt;br&gt;G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level)&lt;br&gt;A: REQUEST DESCENT AT (time)&lt;br&gt;A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)]&lt;br&gt;A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position)&lt;br&gt;G: EXPECT LEVEL CHANGE / CLIMB / DESCENT&lt;br&gt;- FROM (name of unit)&lt;br&gt;- AT (time or position)&lt;br&gt;- AFTER PASSING (position)&lt;br&gt;- IN (number) MINUTES&lt;br&gt;G: IMMEDIATELY&lt;br&gt;G: AFTER PASSING (significant point)&lt;br&gt;G: AT (time or significant point)&lt;br&gt;G: WHEN READY (instructions)&lt;br&gt; <br /> <br /> ==== Vectoring ====<br /> <br /> G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)]&lt;br&gt;G: CONTINUE HEADING (three digits)&lt;br&gt;G: CONTINUE PRESENT HEADING&lt;br&gt;G: FLY HEADING (three digits)&lt;br&gt;G: TURN LEFT / RIGHT HEADING (three digits) [reason]&lt;br&gt;G: TURN LEFT / RIGHT (number) DEGREES [reason]&lt;br&gt;G: STOP TURN HEADING (three digits)&lt;br&gt;G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point)&lt;br&gt;G: HEADING IS GOOD&lt;br&gt;G: WHEN ABLE PROCEED DIRECT (position)&lt;br&gt;G: SUGGEST (suggestion)&lt;br&gt;G: IF UNABLE [(alternative instructions)] ADVISE&lt;br&gt;A: UNABLE TO COMPLY (reason)&lt;br&gt;G: VECTORING FOR SPACING / SEPERATION / DELAY&lt;br&gt;G: VECTORING DUE TO TRAFFIC&lt;br&gt;G: RESUME OWN NAVIGATION (position of a/c) (specific instructions)&lt;br&gt;G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES]&lt;br&gt;G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason]&lt;br&gt;G: ORBIT LEFT / RIGHT [reason]&lt;br&gt;G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW”&lt;br&gt;G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT&lt;br&gt;G: TURN LEFT / RIGHT NOW&lt;br&gt;G: STOP TURN NOW&lt;br&gt; <br /> <br /> ==== Speed instructions: ====<br /> <br /> G: REPORT SPEED&lt;br&gt;G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER&lt;br&gt;A: SPEED (number) KNOTS / MACH (number)&lt;br&gt;G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)]&lt;br&gt;G: DO NOT EXCEED (number) KNOTS / MACH (number)&lt;br&gt;G: MAINTAIN PRESENT SPEED&lt;br&gt;G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS]&lt;br&gt;G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS]&lt;br&gt;A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number)&lt;br&gt;G: RESUME NORMAL SPEED&lt;br&gt;G: REDUCE TO MINIMUM APPROACH SPEED&lt;br&gt;G: REDUCE TO MINIMUM CLEAN SPEED&lt;br&gt;G: REDUCE TO MINUMUM SPEED&lt;br&gt;A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS&lt;br&gt;G: NO [ATC] SPEED RESTRICTIONS&lt;br&gt; <br /> <br /> ==== Flight rules ====<br /> <br /> A: CANCELLING IFR&lt;br&gt;G: IFR CANCELLED AT (time) <br /> <br /> A: REQUEST IFR CLEARANCE&lt;br&gt;G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)] <br /> <br /> G: CLEARED NIGHT VFR&lt;br&gt;G: CLEARED SPECIAL VFR&lt;br&gt; <br /> <br /> = FAQs&lt;br&gt; =<br /> <br /> '''How do I work with STARs and Transitions?'''&lt;br&gt;STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport.&lt;br&gt;Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing &quot;transition and profile&quot; the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published.&lt;br&gt;&lt;br&gt; <br /> <br /> '''How to use a Holding?'''&lt;br&gt;The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more.&lt;br&gt;A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg.&lt;br&gt;If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance.&lt;br&gt;Also every holding has a minimum altitude. <br /> <br /> &lt;br&gt; <br /> <br /> '''What does MRVA mean?'''&lt;br&gt;'''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> '''When is the best moment for my handoff?'''&lt;br&gt;Out of conflict and as early as possible.&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> '''Which classes of airspace are provided in Austria?''' <br /> <br /> *C&amp;nbsp;(Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT&amp;nbsp;FL195 and inside Special Rules Area (e.g. SRA&amp;nbsp;Wien)&lt;br&gt; <br /> *D&amp;nbsp;(Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR;&amp;nbsp;VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA. <br /> *E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas). <br /> *G&amp;nbsp;(Golf) uncontrolled airspace. Traffic information as far as possible.&lt;br&gt;&lt;br&gt;<br /> <br /> '''What are Y and Z-flights?'''&lt;br&gt;Basically these are flights with a change between IFR/VFR&lt;br&gt; <br /> <br /> *Y starts with IFR, changing to VFR (IFR cancellation)<br /> <br /> *Z starts with VFR, changing to IFR (IFR pickup)<br /> <br /> &lt;br&gt; &lt;br&gt; <br /> <br /> = References&lt;br&gt; =<br /> <br /> Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&amp;view=article&amp;id=127&amp;Itemid=205] <br /> <br /> Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&amp;view=article&amp;id=126&amp;Itemid=201] <br /> <br /> Links for the reference (working) sheets you find at the airport details.&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> = Local Procedures =<br /> <br /> == LOWW ==<br /> <br /> Frequencies: (called Wien Radar)<br /> <br /> 134.675 Wien Approach&lt;br&gt;<br /> 118.770 Wien N Approach&lt;br&gt;<br /> 129.050 Wien P Approach&lt;br&gt;<br /> 125.170 Wien M Approach&lt;br&gt;<br /> 119.800 Wien Director rwy16/34&lt;br&gt;<br /> 126.550 Wien Director rwy11/29<br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL245<br /> <br /> '''preferred RWY configurations''' <br /> <br /> - ARR 34/DEP 29&lt;br&gt;<br /> - ARR 11+16/DEP 16&lt;br&gt;<br /> - ARR 16/DEP 16+29&lt;br&gt;<br /> - ARR 34/DEP 34+29<br /> <br /> <br /> <br /> &lt;br&gt;reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]<br /> <br /> == LOWI ==<br /> <br /> Frequencies: 119.27 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' <br /> <br /> *LOC/DME West via KTI FL130 over KUDAV<br /> <br /> *LOC//DME East via RTT 9500ft over RTT<br /> <br /> *RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure<br /> <br /> *RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.<br /> <br /> *All arrivals are going via AB, finals after RUM are always visual<br /> <br /> The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]<br /> <br /> == LOWG ==<br /> <br /> Frequencies: 119.3 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used. <br /> <br /> *ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.<br /> <br /> *VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track<br /> <br /> *VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.<br /> <br /> '''hand/over''' <br /> <br /> *LHCC_CTR via GOTAR FL150<br /> <br /> *LJLA_CTR via RADLY FL160<br /> <br /> *LOVV_CTR FL160<br /> <br /> The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]<br /> <br /> == LOWK ==<br /> <br /> Frequencies: 126.825 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' <br /> <br /> *ILS 28<br /> <br /> *NDB-DME 28<br /> <br /> *NDB-DME 10<br /> <br /> *Circling 10: Anflug über ILS28, desc. 3000ft, circeling starts at KI<br /> <br /> '''hand/over''' <br /> <br /> *LJLA_CTR via REKTI FL160<br /> <br /> *LOVV_CTR FL160<br /> <br /> == &lt;br&gt;LOWS ==<br /> <br /> Frequencies: 123.720&lt;br&gt;Transition Altitude: 10000ft <br /> <br /> Limits <br /> <br /> - vertikal: GND - FL125 <br /> <br /> Arrivals <br /> <br /> ILS&amp;nbsp;15 &lt;br&gt;NDB&amp;nbsp;15&amp;nbsp;&lt;br&gt;visual&amp;nbsp;33 &lt;br&gt;&lt;br&gt;hand/over <br /> <br /> EDDM_S_APP via NAPSA and TRAUN&lt;br&gt;EDDM_CTR via TRAUN&lt;br&gt;rest to LOVV_CTR, all&amp;nbsp;FL120 &lt;br&gt; <br /> <br /> reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf] <br /> <br /> &lt;br&gt;<br /> <br /> == LOWL ==<br /> <br /> Frequencies: 129.620&lt;br&gt;Transition Altitude: 10000ft <br /> <br /> Limits <br /> <br /> - vertikal: GND - FL165 <br /> <br /> Arrivals <br /> <br /> ILS/VOR&amp;nbsp;08 (ILS 08 not in standard FSX)&amp;nbsp;&lt;br&gt;ILS/NDB 26&lt;br&gt;(former RWYs known as 09 and 27) <br /> <br /> hand/over <br /> <br /> EDDM_CTR via PABSA and TRAUN&lt;br&gt;LKAA_CTR via ADLET&lt;br&gt;rest to LOVV_CTR, all FL160 <br /> <br /> &lt;br&gt;reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]<br /> <br /> ==References==<br /> <br /> * http://en.wikipedia.org/wiki/Wake_turbulence&lt;br&gt; <br /> <br /> * The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).<br /> <br /> * The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]<br /> <br /> * [[Radar_Identification|Radar Identification]]<br /> <br /> [[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=4422 2021-03-26T01:53:11Z

<p>Alexander Arlow: /* References */</p> <hr /> <div>'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''<br /> <br /> = General =<br /> <br /> TMA&amp;nbsp;controller includes approach and departure control services associated with a particular airport have the following main tasks: <br /> <br /> #maintain an orderly flow of traffic <br /> #provide separation service between aircraft <br /> #provide assistance to pilots&lt;br&gt;<br /> <br /> ----<br /> <br /> = General radar procedures =<br /> <br /> ==== Identifikation mit Hilfe eines Transponders ====<br /> <br /> Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR&amp;nbsp;Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen. <br /> <br /> ===== Mode A =====<br /> <br /> Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode. <br /> <br /> ===== Mode C =====<br /> <br /> Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten. <br /> <br /> ===== Mode S =====<br /> <br /> Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs. <br /> <br /> ----<br /> <br /> === Position information&lt;br&gt; ===<br /> <br /> Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen.&lt;br&gt; <br /> <br /> ----<br /> <br /> === Vectoring of Aircrafts ===<br /> <br /> Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme. <br /> <br /> ----<br /> <br /> === Usage of directs ===<br /> <br /> Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI&amp;nbsp;NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit.&lt;br&gt; <br /> <br /> ----<br /> <br /> = Separation =<br /> <br /> === Vertical separation ===<br /> <br /> Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM&amp;nbsp;airspace or 2000 feet above FL290 in non-RVSM&amp;nbsp;airspaces. To fly within RVSM an aircraft must be equipped with: <br /> <br /> #2 independent altimeters <br /> #an autopilot witch must be able to hold an specific altitude <br /> #min. Mode C transponder<br /> <br /> ----<br /> <br /> === Lateral separation ===<br /> <br /> Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation. <br /> <br /> ----<br /> <br /> === Wake turbulence separation ===<br /> <br /> Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft. <br /> <br /> ===== Takeoff&lt;br&gt; =====<br /> <br /> An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes. <br /> <br /> ===== Landing =====<br /> <br /> {| style=&quot;width: 415px; height: 256px;&quot; class=&quot;wikitable&quot;<br /> |-<br /> ! Preceding aircraft <br /> ! Following aircraft <br /> ! Minimum radar separation<br /> |-<br /> | rowspan=&quot;4&quot; | Super <br /> | Super <br /> | 4 [[Nautical mile|NM]]<br /> |-<br /> | Heavy <br /> | 6 NM<br /> |-<br /> | Large <br /> | 7 NM<br /> |-<br /> | Small <br /> | 8 NM<br /> |-<br /> | rowspan=&quot;3&quot; | Heavy <br /> | Heavy <br /> | 4 NM<br /> |-<br /> | Large <br /> | 5 NM<br /> |-<br /> | Small <br /> | 5 NM<br /> |-<br /> | Large <br /> | Small <br /> | <br /> 4 NM <br /> <br /> |}<br /> <br /> *Staying on or above leader's glide path&lt;br&gt;Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft.&lt;br&gt;<br /> <br /> ----<br /> <br /> === Separation with individual speeds&lt;br&gt; ===<br /> <br /> A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with &quot;minimum clean&quot; (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.<br /> <br /> For example:<br /> &lt;pre&gt;LOWW_APP: AUA14F, speed 220 knots indicated.<br /> AUA14F: Speed 220 Knots, AUA14F.<br /> &lt;/pre&gt;<br /> If the pilot reports &quot;unable&quot; ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.<br /> <br /> *'''The phrase &quot;&lt;strike&gt;Reduce to minimum approach speed&lt;/strike&gt;&quot; shall not be used!'''<br /> *'''Instead use &quot;Reduce to final approach speed&quot;'''<br /> <br /> The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.<br /> On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.<br /> <br /> ----<br /> <br /> <br /> <br /> = Phraseology&lt;br&gt; =<br /> <br /> A ...Pilot&lt;br&gt;G...ATC&lt;br&gt; <br /> <br /> ==== Approach&lt;br&gt; ====<br /> <br /> Standard clearances for arriving aircraft shall contain the following items, if applicable:&lt;br&gt; <br /> <br /> 1. Aircraft identification&lt;br&gt;2. Designator of assigned STAR&lt;br&gt;3. Runway-in-use, except when part of the STAR description&lt;br&gt;4. Initial level, except when this element is included in the START description and&lt;br&gt;5. Any other necessary instructions or information not contained in the START description, e.g. change of communication&lt;br&gt; <br /> <br /> ==== Type of approach procedure ====<br /> <br /> G: CLEARED / PROCEED VIA (designator) ARRIVAL&lt;br&gt;G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL&lt;br&gt;G: CLEARED (type of approach) APPROACH RUNWAY (number)&lt;br&gt;G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE]&lt;br&gt;G: CLEARED APPROACH RUNWAY (number)&lt;br&gt;A: REQUEST (type of approach) APPROACH [RUNWAY (number)]&lt;br&gt;G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions]&lt;br&gt;A: REQUEST (RNAV plain language designator)&lt;br&gt;G: CLEARED (RNAV plain language designator)&lt;br&gt;G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]? <br /> <br /> ==== Straight-in approach ====<br /> <br /> A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)]&lt;br&gt;G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)]&lt;br&gt;&lt;br&gt; <br /> <br /> ==== Approach instructions with radar ====<br /> <br /> G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number)&lt;br&gt;G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT&lt;br&gt;G: VECTORING FOR (positioning in the circuit)&lt;br&gt;G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number)&lt;br&gt;G: VECTORING FOR PRECISION APPROACH RUNWAY (number)&lt;br&gt;G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions)&lt;br&gt;G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits)&lt;br&gt;G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN&lt;br&gt;A: REQUEST (distance) FINAL&lt;br&gt;G: CLEARED FOR (type) APPROCH RUNWAY (number)&lt;br&gt;G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH]&lt;br&gt;G: REPORT ESTABLISHED ON FINAL APPROACH TRACK&lt;br&gt;G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED]&lt;br&gt;G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED]&lt;br&gt;G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason)&lt;br&gt;G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason]&lt;br&gt;G: TAKING YOU THROUGH (localizer or radio aid) [reason]&lt;br&gt;G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION&lt;br&gt;G: REPORT ESTABLISHED ON GLIDE PATH&lt;br&gt;G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED]&lt;br&gt;G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT]&lt;br&gt;G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT&lt;br&gt;G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER&lt;br&gt;G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number)&lt;br&gt;G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level)&lt;br&gt;G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions)&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> ==== Go around ====<br /> <br /> G: GO AROUND IMMEDIATELY (missed approach instruction) (reason)&lt;br&gt;G: IF GOING AROUND (appropriate instructions)&lt;br&gt;G: ARE YOU GOING AROUND?&lt;br&gt;A: GOING AROUND&lt;br&gt;&lt;br&gt; <br /> <br /> ==== Level changes, reports and rates ====<br /> <br /> G: CLIMB / DESCEND&lt;br&gt;- TO (level)&lt;br&gt;- TO AND MAINTAIN BLOCK (level) TO (level)&lt;br&gt;- TO REACH (level) AT / BY (time or significant point)&lt;br&gt;- REPORT LEAVING / REACHING / PASSING (level)&lt;br&gt;- AT (number) FEET PER MINUTE [OR GREATER / LESS]&lt;br&gt;G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)]&lt;br&gt;G: STOP CLIMB / DESCENT AT (level)&lt;br&gt;G: CONTINUE CLIMB / DESCENT TO (level)&lt;br&gt;G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)]&lt;br&gt;G: RESUME NORMAL RATE OF CLIMB / DESCENT&lt;br&gt;G: REPORT LEAVING / REACHING / PASSING (level)&lt;br&gt;G: WHEN READY CLIMB / DESCENT TO (level)&lt;br&gt;G: EXPEDITE CLIMB / DESCENT AT (time of significant point)&lt;br&gt;G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level)&lt;br&gt;A: REQUEST DESCENT AT (time)&lt;br&gt;A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)]&lt;br&gt;A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position)&lt;br&gt;G: EXPECT LEVEL CHANGE / CLIMB / DESCENT&lt;br&gt;- FROM (name of unit)&lt;br&gt;- AT (time or position)&lt;br&gt;- AFTER PASSING (position)&lt;br&gt;- IN (number) MINUTES&lt;br&gt;G: IMMEDIATELY&lt;br&gt;G: AFTER PASSING (significant point)&lt;br&gt;G: AT (time or significant point)&lt;br&gt;G: WHEN READY (instructions)&lt;br&gt; <br /> <br /> ==== Vectoring ====<br /> <br /> G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)]&lt;br&gt;G: CONTINUE HEADING (three digits)&lt;br&gt;G: CONTINUE PRESENT HEADING&lt;br&gt;G: FLY HEADING (three digits)&lt;br&gt;G: TURN LEFT / RIGHT HEADING (three digits) [reason]&lt;br&gt;G: TURN LEFT / RIGHT (number) DEGREES [reason]&lt;br&gt;G: STOP TURN HEADING (three digits)&lt;br&gt;G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point)&lt;br&gt;G: HEADING IS GOOD&lt;br&gt;G: WHEN ABLE PROCEED DIRECT (position)&lt;br&gt;G: SUGGEST (suggestion)&lt;br&gt;G: IF UNABLE [(alternative instructions)] ADVISE&lt;br&gt;A: UNABLE TO COMPLY (reason)&lt;br&gt;G: VECTORING FOR SPACING / SEPERATION / DELAY&lt;br&gt;G: VECTORING DUE TO TRAFFIC&lt;br&gt;G: RESUME OWN NAVIGATION (position of a/c) (specific instructions)&lt;br&gt;G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES]&lt;br&gt;G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason]&lt;br&gt;G: ORBIT LEFT / RIGHT [reason]&lt;br&gt;G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW”&lt;br&gt;G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT&lt;br&gt;G: TURN LEFT / RIGHT NOW&lt;br&gt;G: STOP TURN NOW&lt;br&gt; <br /> <br /> ==== Speed instructions: ====<br /> <br /> G: REPORT SPEED&lt;br&gt;G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER&lt;br&gt;A: SPEED (number) KNOTS / MACH (number)&lt;br&gt;G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)]&lt;br&gt;G: DO NOT EXCEED (number) KNOTS / MACH (number)&lt;br&gt;G: MAINTAIN PRESENT SPEED&lt;br&gt;G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS]&lt;br&gt;G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS]&lt;br&gt;A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number)&lt;br&gt;G: RESUME NORMAL SPEED&lt;br&gt;G: REDUCE TO MINIMUM APPROACH SPEED&lt;br&gt;G: REDUCE TO MINIMUM CLEAN SPEED&lt;br&gt;G: REDUCE TO MINUMUM SPEED&lt;br&gt;A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS&lt;br&gt;G: NO [ATC] SPEED RESTRICTIONS&lt;br&gt; <br /> <br /> ==== Flight rules ====<br /> <br /> A: CANCELLING IFR&lt;br&gt;G: IFR CANCELLED AT (time) <br /> <br /> A: REQUEST IFR CLEARANCE&lt;br&gt;G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)] <br /> <br /> G: CLEARED NIGHT VFR&lt;br&gt;G: CLEARED SPECIAL VFR&lt;br&gt; <br /> <br /> = FAQs&lt;br&gt; =<br /> <br /> '''How do I work with STARs and Transitions?'''&lt;br&gt;STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport.&lt;br&gt;Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing &quot;transition and profile&quot; the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published.&lt;br&gt;&lt;br&gt; <br /> <br /> '''How to use a Holding?'''&lt;br&gt;The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more.&lt;br&gt;A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg.&lt;br&gt;If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance.&lt;br&gt;Also every holding has a minimum altitude. <br /> <br /> &lt;br&gt; <br /> <br /> '''What does MRVA mean?'''&lt;br&gt;'''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> '''When is the best moment for my handoff?'''&lt;br&gt;Out of conflict and as early as possible.&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> '''Which classes of airspace are provided in Austria?''' <br /> <br /> *C&amp;nbsp;(Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT&amp;nbsp;FL195 and inside Special Rules Area (e.g. SRA&amp;nbsp;Wien)&lt;br&gt; <br /> *D&amp;nbsp;(Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR;&amp;nbsp;VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA. <br /> *E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas). <br /> *G&amp;nbsp;(Golf) uncontrolled airspace. Traffic information as far as possible.&lt;br&gt;&lt;br&gt;<br /> <br /> '''What are Y and Z-flights?'''&lt;br&gt;Basically these are flights with a change between IFR/VFR&lt;br&gt; <br /> <br /> *Y starts with IFR, changing to VFR (IFR cancellation)<br /> <br /> *Z starts with VFR, changing to IFR (IFR pickup)<br /> <br /> &lt;br&gt; &lt;br&gt; <br /> <br /> = References&lt;br&gt; =<br /> <br /> Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&amp;view=article&amp;id=127&amp;Itemid=205] <br /> <br /> Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&amp;view=article&amp;id=126&amp;Itemid=201] <br /> <br /> Links for the reference (working) sheets you find at the airport details.&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> = Local Procedures =<br /> <br /> == LOWW ==<br /> <br /> Frequencies: (called Wien Radar)<br /> <br /> 134.675 Wien Approach&lt;br&gt;<br /> 118.770 Wien N Approach&lt;br&gt;<br /> 129.050 Wien P Approach&lt;br&gt;<br /> 125.170 Wien M Approach&lt;br&gt;<br /> 119.800 Wien Director rwy16/34&lt;br&gt;<br /> 126.550 Wien Director rwy11/29<br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL245<br /> <br /> '''preferred RWY configurations''' <br /> <br /> - ARR 34/DEP 29&lt;br&gt;<br /> - ARR 11+16/DEP 16&lt;br&gt;<br /> - ARR 16/DEP 16+29&lt;br&gt;<br /> - ARR 34/DEP 34+29<br /> <br /> <br /> <br /> &lt;br&gt;reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]<br /> <br /> == LOWI ==<br /> <br /> Frequencies: 119.27 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' <br /> <br /> *LOC/DME West via KTI FL130 over KUDAV<br /> <br /> *LOC//DME East via RTT 9500ft over RTT<br /> <br /> *RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure<br /> <br /> *RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.<br /> <br /> *All arrivals are going via AB, finals after RUM are always visual<br /> <br /> The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]<br /> <br /> == LOWG ==<br /> <br /> Frequencies: 119.3 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used. <br /> <br /> *ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.<br /> <br /> *VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track<br /> <br /> *VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.<br /> <br /> '''hand/over''' <br /> <br /> *LHCC_CTR via GOTAR FL150<br /> <br /> *LJLA_CTR via RADLY FL160<br /> <br /> *LOVV_CTR FL160<br /> <br /> The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]<br /> <br /> == LOWK ==<br /> <br /> Frequencies: 126.825 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' <br /> <br /> *ILS 28<br /> <br /> *NDB-DME 28<br /> <br /> *NDB-DME 10<br /> <br /> *Circling 10: Anflug über ILS28, desc. 3000ft, circeling starts at KI<br /> <br /> '''hand/over''' <br /> <br /> *LJLA_CTR via REKTI FL160<br /> <br /> *LOVV_CTR FL160<br /> <br /> == &lt;br&gt;LOWS ==<br /> <br /> Frequencies: 123.720&lt;br&gt;Transition Altitude: 10000ft <br /> <br /> Limits <br /> <br /> - vertikal: GND - FL125 <br /> <br /> Arrivals <br /> <br /> ILS&amp;nbsp;15 &lt;br&gt;NDB&amp;nbsp;15&amp;nbsp;&lt;br&gt;visual&amp;nbsp;33 &lt;br&gt;&lt;br&gt;hand/over <br /> <br /> EDDM_S_APP via NAPSA and TRAUN&lt;br&gt;EDDM_CTR via TRAUN&lt;br&gt;rest to LOVV_CTR, all&amp;nbsp;FL120 &lt;br&gt; <br /> <br /> reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf] <br /> <br /> &lt;br&gt;<br /> <br /> == LOWL ==<br /> <br /> Frequencies: 129.620&lt;br&gt;Transition Altitude: 10000ft <br /> <br /> Limits <br /> <br /> - vertikal: GND - FL165 <br /> <br /> Arrivals <br /> <br /> ILS/VOR&amp;nbsp;08 (ILS 08 not in standard FSX)&amp;nbsp;&lt;br&gt;ILS/NDB 26&lt;br&gt;(former RWYs known as 09 and 27) <br /> <br /> hand/over <br /> <br /> EDDM_CTR via PABSA and TRAUN&lt;br&gt;LKAA_CTR via ADLET&lt;br&gt;rest to LOVV_CTR, all FL160 <br /> <br /> &lt;br&gt;reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]<br /> <br /> ==References==<br /> <br /> * http://en.wikipedia.org/wiki/Wake_turbulence&lt;br&gt; <br /> <br /> * The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).<br /> <br /> * The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]<br /> <br /> * [[Radar_Identification|Radar Identification]]<br /> <br /> [[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=4421 2021-03-26T01:52:43Z

<p>Alexander Arlow: /* References */</p> <hr /> <div>'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''<br /> <br /> = General =<br /> <br /> TMA&amp;nbsp;controller includes approach and departure control services associated with a particular airport have the following main tasks: <br /> <br /> #maintain an orderly flow of traffic <br /> #provide separation service between aircraft <br /> #provide assistance to pilots&lt;br&gt;<br /> <br /> ----<br /> <br /> = General radar procedures =<br /> <br /> ==== Identifikation mit Hilfe eines Transponders ====<br /> <br /> Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR&amp;nbsp;Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen. <br /> <br /> ===== Mode A =====<br /> <br /> Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode. <br /> <br /> ===== Mode C =====<br /> <br /> Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten. <br /> <br /> ===== Mode S =====<br /> <br /> Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs. <br /> <br /> ----<br /> <br /> === Position information&lt;br&gt; ===<br /> <br /> Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen.&lt;br&gt; <br /> <br /> ----<br /> <br /> === Vectoring of Aircrafts ===<br /> <br /> Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme. <br /> <br /> ----<br /> <br /> === Usage of directs ===<br /> <br /> Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI&amp;nbsp;NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit.&lt;br&gt; <br /> <br /> ----<br /> <br /> = Separation =<br /> <br /> === Vertical separation ===<br /> <br /> Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM&amp;nbsp;airspace or 2000 feet above FL290 in non-RVSM&amp;nbsp;airspaces. To fly within RVSM an aircraft must be equipped with: <br /> <br /> #2 independent altimeters <br /> #an autopilot witch must be able to hold an specific altitude <br /> #min. Mode C transponder<br /> <br /> ----<br /> <br /> === Lateral separation ===<br /> <br /> Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation. <br /> <br /> ----<br /> <br /> === Wake turbulence separation ===<br /> <br /> Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft. <br /> <br /> ===== Takeoff&lt;br&gt; =====<br /> <br /> An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes. <br /> <br /> ===== Landing =====<br /> <br /> {| style=&quot;width: 415px; height: 256px;&quot; class=&quot;wikitable&quot;<br /> |-<br /> ! Preceding aircraft <br /> ! Following aircraft <br /> ! Minimum radar separation<br /> |-<br /> | rowspan=&quot;4&quot; | Super <br /> | Super <br /> | 4 [[Nautical mile|NM]]<br /> |-<br /> | Heavy <br /> | 6 NM<br /> |-<br /> | Large <br /> | 7 NM<br /> |-<br /> | Small <br /> | 8 NM<br /> |-<br /> | rowspan=&quot;3&quot; | Heavy <br /> | Heavy <br /> | 4 NM<br /> |-<br /> | Large <br /> | 5 NM<br /> |-<br /> | Small <br /> | 5 NM<br /> |-<br /> | Large <br /> | Small <br /> | <br /> 4 NM <br /> <br /> |}<br /> <br /> *Staying on or above leader's glide path&lt;br&gt;Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft.&lt;br&gt;<br /> <br /> ----<br /> <br /> === Separation with individual speeds&lt;br&gt; ===<br /> <br /> A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with &quot;minimum clean&quot; (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.<br /> <br /> For example:<br /> &lt;pre&gt;LOWW_APP: AUA14F, speed 220 knots indicated.<br /> AUA14F: Speed 220 Knots, AUA14F.<br /> &lt;/pre&gt;<br /> If the pilot reports &quot;unable&quot; ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.<br /> <br /> *'''The phrase &quot;&lt;strike&gt;Reduce to minimum approach speed&lt;/strike&gt;&quot; shall not be used!'''<br /> *'''Instead use &quot;Reduce to final approach speed&quot;'''<br /> <br /> The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.<br /> On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.<br /> <br /> ----<br /> <br /> <br /> <br /> = Phraseology&lt;br&gt; =<br /> <br /> A ...Pilot&lt;br&gt;G...ATC&lt;br&gt; <br /> <br /> ==== Approach&lt;br&gt; ====<br /> <br /> Standard clearances for arriving aircraft shall contain the following items, if applicable:&lt;br&gt; <br /> <br /> 1. Aircraft identification&lt;br&gt;2. Designator of assigned STAR&lt;br&gt;3. Runway-in-use, except when part of the STAR description&lt;br&gt;4. Initial level, except when this element is included in the START description and&lt;br&gt;5. Any other necessary instructions or information not contained in the START description, e.g. change of communication&lt;br&gt; <br /> <br /> ==== Type of approach procedure ====<br /> <br /> G: CLEARED / PROCEED VIA (designator) ARRIVAL&lt;br&gt;G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL&lt;br&gt;G: CLEARED (type of approach) APPROACH RUNWAY (number)&lt;br&gt;G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE]&lt;br&gt;G: CLEARED APPROACH RUNWAY (number)&lt;br&gt;A: REQUEST (type of approach) APPROACH [RUNWAY (number)]&lt;br&gt;G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions]&lt;br&gt;A: REQUEST (RNAV plain language designator)&lt;br&gt;G: CLEARED (RNAV plain language designator)&lt;br&gt;G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]? <br /> <br /> ==== Straight-in approach ====<br /> <br /> A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)]&lt;br&gt;G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)]&lt;br&gt;&lt;br&gt; <br /> <br /> ==== Approach instructions with radar ====<br /> <br /> G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number)&lt;br&gt;G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT&lt;br&gt;G: VECTORING FOR (positioning in the circuit)&lt;br&gt;G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number)&lt;br&gt;G: VECTORING FOR PRECISION APPROACH RUNWAY (number)&lt;br&gt;G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions)&lt;br&gt;G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits)&lt;br&gt;G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN&lt;br&gt;A: REQUEST (distance) FINAL&lt;br&gt;G: CLEARED FOR (type) APPROCH RUNWAY (number)&lt;br&gt;G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH]&lt;br&gt;G: REPORT ESTABLISHED ON FINAL APPROACH TRACK&lt;br&gt;G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED]&lt;br&gt;G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED]&lt;br&gt;G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason)&lt;br&gt;G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason]&lt;br&gt;G: TAKING YOU THROUGH (localizer or radio aid) [reason]&lt;br&gt;G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION&lt;br&gt;G: REPORT ESTABLISHED ON GLIDE PATH&lt;br&gt;G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED]&lt;br&gt;G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT]&lt;br&gt;G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT&lt;br&gt;G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER&lt;br&gt;G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number)&lt;br&gt;G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level)&lt;br&gt;G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions)&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> ==== Go around ====<br /> <br /> G: GO AROUND IMMEDIATELY (missed approach instruction) (reason)&lt;br&gt;G: IF GOING AROUND (appropriate instructions)&lt;br&gt;G: ARE YOU GOING AROUND?&lt;br&gt;A: GOING AROUND&lt;br&gt;&lt;br&gt; <br /> <br /> ==== Level changes, reports and rates ====<br /> <br /> G: CLIMB / DESCEND&lt;br&gt;- TO (level)&lt;br&gt;- TO AND MAINTAIN BLOCK (level) TO (level)&lt;br&gt;- TO REACH (level) AT / BY (time or significant point)&lt;br&gt;- REPORT LEAVING / REACHING / PASSING (level)&lt;br&gt;- AT (number) FEET PER MINUTE [OR GREATER / LESS]&lt;br&gt;G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)]&lt;br&gt;G: STOP CLIMB / DESCENT AT (level)&lt;br&gt;G: CONTINUE CLIMB / DESCENT TO (level)&lt;br&gt;G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)]&lt;br&gt;G: RESUME NORMAL RATE OF CLIMB / DESCENT&lt;br&gt;G: REPORT LEAVING / REACHING / PASSING (level)&lt;br&gt;G: WHEN READY CLIMB / DESCENT TO (level)&lt;br&gt;G: EXPEDITE CLIMB / DESCENT AT (time of significant point)&lt;br&gt;G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level)&lt;br&gt;A: REQUEST DESCENT AT (time)&lt;br&gt;A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)]&lt;br&gt;A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position)&lt;br&gt;G: EXPECT LEVEL CHANGE / CLIMB / DESCENT&lt;br&gt;- FROM (name of unit)&lt;br&gt;- AT (time or position)&lt;br&gt;- AFTER PASSING (position)&lt;br&gt;- IN (number) MINUTES&lt;br&gt;G: IMMEDIATELY&lt;br&gt;G: AFTER PASSING (significant point)&lt;br&gt;G: AT (time or significant point)&lt;br&gt;G: WHEN READY (instructions)&lt;br&gt; <br /> <br /> ==== Vectoring ====<br /> <br /> G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)]&lt;br&gt;G: CONTINUE HEADING (three digits)&lt;br&gt;G: CONTINUE PRESENT HEADING&lt;br&gt;G: FLY HEADING (three digits)&lt;br&gt;G: TURN LEFT / RIGHT HEADING (three digits) [reason]&lt;br&gt;G: TURN LEFT / RIGHT (number) DEGREES [reason]&lt;br&gt;G: STOP TURN HEADING (three digits)&lt;br&gt;G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point)&lt;br&gt;G: HEADING IS GOOD&lt;br&gt;G: WHEN ABLE PROCEED DIRECT (position)&lt;br&gt;G: SUGGEST (suggestion)&lt;br&gt;G: IF UNABLE [(alternative instructions)] ADVISE&lt;br&gt;A: UNABLE TO COMPLY (reason)&lt;br&gt;G: VECTORING FOR SPACING / SEPERATION / DELAY&lt;br&gt;G: VECTORING DUE TO TRAFFIC&lt;br&gt;G: RESUME OWN NAVIGATION (position of a/c) (specific instructions)&lt;br&gt;G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES]&lt;br&gt;G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason]&lt;br&gt;G: ORBIT LEFT / RIGHT [reason]&lt;br&gt;G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW”&lt;br&gt;G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT&lt;br&gt;G: TURN LEFT / RIGHT NOW&lt;br&gt;G: STOP TURN NOW&lt;br&gt; <br /> <br /> ==== Speed instructions: ====<br /> <br /> G: REPORT SPEED&lt;br&gt;G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER&lt;br&gt;A: SPEED (number) KNOTS / MACH (number)&lt;br&gt;G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)]&lt;br&gt;G: DO NOT EXCEED (number) KNOTS / MACH (number)&lt;br&gt;G: MAINTAIN PRESENT SPEED&lt;br&gt;G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS]&lt;br&gt;G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS]&lt;br&gt;A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number)&lt;br&gt;G: RESUME NORMAL SPEED&lt;br&gt;G: REDUCE TO MINIMUM APPROACH SPEED&lt;br&gt;G: REDUCE TO MINIMUM CLEAN SPEED&lt;br&gt;G: REDUCE TO MINUMUM SPEED&lt;br&gt;A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS&lt;br&gt;G: NO [ATC] SPEED RESTRICTIONS&lt;br&gt; <br /> <br /> ==== Flight rules ====<br /> <br /> A: CANCELLING IFR&lt;br&gt;G: IFR CANCELLED AT (time) <br /> <br /> A: REQUEST IFR CLEARANCE&lt;br&gt;G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)] <br /> <br /> G: CLEARED NIGHT VFR&lt;br&gt;G: CLEARED SPECIAL VFR&lt;br&gt; <br /> <br /> = FAQs&lt;br&gt; =<br /> <br /> '''How do I work with STARs and Transitions?'''&lt;br&gt;STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport.&lt;br&gt;Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing &quot;transition and profile&quot; the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published.&lt;br&gt;&lt;br&gt; <br /> <br /> '''How to use a Holding?'''&lt;br&gt;The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more.&lt;br&gt;A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg.&lt;br&gt;If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance.&lt;br&gt;Also every holding has a minimum altitude. <br /> <br /> &lt;br&gt; <br /> <br /> '''What does MRVA mean?'''&lt;br&gt;'''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> '''When is the best moment for my handoff?'''&lt;br&gt;Out of conflict and as early as possible.&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> '''Which classes of airspace are provided in Austria?''' <br /> <br /> *C&amp;nbsp;(Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT&amp;nbsp;FL195 and inside Special Rules Area (e.g. SRA&amp;nbsp;Wien)&lt;br&gt; <br /> *D&amp;nbsp;(Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR;&amp;nbsp;VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA. <br /> *E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas). <br /> *G&amp;nbsp;(Golf) uncontrolled airspace. Traffic information as far as possible.&lt;br&gt;&lt;br&gt;<br /> <br /> '''What are Y and Z-flights?'''&lt;br&gt;Basically these are flights with a change between IFR/VFR&lt;br&gt; <br /> <br /> *Y starts with IFR, changing to VFR (IFR cancellation)<br /> <br /> *Z starts with VFR, changing to IFR (IFR pickup)<br /> <br /> &lt;br&gt; &lt;br&gt; <br /> <br /> = References&lt;br&gt; =<br /> <br /> Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&amp;view=article&amp;id=127&amp;Itemid=205] <br /> <br /> Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&amp;view=article&amp;id=126&amp;Itemid=201] <br /> <br /> Links for the reference (working) sheets you find at the airport details.&lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> &lt;br&gt; <br /> <br /> = Local Procedures =<br /> <br /> == LOWW ==<br /> <br /> Frequencies: (called Wien Radar)<br /> <br /> 134.675 Wien Approach&lt;br&gt;<br /> 118.770 Wien N Approach&lt;br&gt;<br /> 129.050 Wien P Approach&lt;br&gt;<br /> 125.170 Wien M Approach&lt;br&gt;<br /> 119.800 Wien Director rwy16/34&lt;br&gt;<br /> 126.550 Wien Director rwy11/29<br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL245<br /> <br /> '''preferred RWY configurations''' <br /> <br /> - ARR 34/DEP 29&lt;br&gt;<br /> - ARR 11+16/DEP 16&lt;br&gt;<br /> - ARR 16/DEP 16+29&lt;br&gt;<br /> - ARR 34/DEP 34+29<br /> <br /> <br /> <br /> &lt;br&gt;reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]<br /> <br /> == LOWI ==<br /> <br /> Frequencies: 119.27 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' <br /> <br /> *LOC/DME West via KTI FL130 over KUDAV<br /> <br /> *LOC//DME East via RTT 9500ft over RTT<br /> <br /> *RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure<br /> <br /> *RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.<br /> <br /> *All arrivals are going via AB, finals after RUM are always visual<br /> <br /> The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]<br /> <br /> == LOWG ==<br /> <br /> Frequencies: 119.3 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used. <br /> <br /> *ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.<br /> <br /> *VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track<br /> <br /> *VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.<br /> <br /> '''hand/over''' <br /> <br /> *LHCC_CTR via GOTAR FL150<br /> <br /> *LJLA_CTR via RADLY FL160<br /> <br /> *LOVV_CTR FL160<br /> <br /> The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]<br /> <br /> == LOWK ==<br /> <br /> Frequencies: 126.825 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' <br /> <br /> *ILS 28<br /> <br /> *NDB-DME 28<br /> <br /> *NDB-DME 10<br /> <br /> *Circling 10: Anflug über ILS28, desc. 3000ft, circeling starts at KI<br /> <br /> '''hand/over''' <br /> <br /> *LJLA_CTR via REKTI FL160<br /> <br /> *LOVV_CTR FL160<br /> <br /> == &lt;br&gt;LOWS ==<br /> <br /> Frequencies: 123.720&lt;br&gt;Transition Altitude: 10000ft <br /> <br /> Limits <br /> <br /> - vertikal: GND - FL125 <br /> <br /> Arrivals <br /> <br /> ILS&amp;nbsp;15 &lt;br&gt;NDB&amp;nbsp;15&amp;nbsp;&lt;br&gt;visual&amp;nbsp;33 &lt;br&gt;&lt;br&gt;hand/over <br /> <br /> EDDM_S_APP via NAPSA and TRAUN&lt;br&gt;EDDM_CTR via TRAUN&lt;br&gt;rest to LOVV_CTR, all&amp;nbsp;FL120 &lt;br&gt; <br /> <br /> reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf] <br /> <br /> &lt;br&gt;<br /> <br /> == LOWL ==<br /> <br /> Frequencies: 129.620&lt;br&gt;Transition Altitude: 10000ft <br /> <br /> Limits <br /> <br /> - vertikal: GND - FL165 <br /> <br /> Arrivals <br /> <br /> ILS/VOR&amp;nbsp;08 (ILS 08 not in standard FSX)&amp;nbsp;&lt;br&gt;ILS/NDB 26&lt;br&gt;(former RWYs known as 09 and 27) <br /> <br /> hand/over <br /> <br /> EDDM_CTR via PABSA and TRAUN&lt;br&gt;LKAA_CTR via ADLET&lt;br&gt;rest to LOVV_CTR, all FL160 <br /> <br /> &lt;br&gt;reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]<br /> <br /> ==References==<br /> <br /> * http://en.wikipedia.org/wiki/Wake_turbulence&lt;br&gt; <br /> <br /> * The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).<br /> <br /> * The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]<br /> <br /> * [[Radar_Identification]]<br /> <br /> [[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Radar_Identification&diff=4419 2021-03-26T01:44:09Z

<p>Alexander Arlow: Created page with &quot;= Radar Identification = == Introduction == This document shall provide information regarding the means of identification of aircraft. Once an aircraft has been identified by...&quot;</p> <hr /> <div>= Radar Identification =<br /> <br /> == Introduction ==<br /> This document shall provide information regarding the means of identification of aircraft. Once an aircraft has been identified by any of the means below, the phrase<br /> &quot;Identified&quot;<br /> or<br /> &quot;Radar Contact&quot;<br /> shall be used.<br /> <br /> For the purpose of VATSIM-operations, the airspace of Austria is considered to be fully covered by Mode-S surveillance and all aircraft are equipped with Mode-S transponders. [[https://www.skybrary.aero/index.php/Transponder]]<br /> <br /> <br /> == Establishing Identification ==<br /> <br /> === Based on Mode-S ===<br /> One of the following criteria must be met in order to identify an aircraft on VATSIM:<br /> *Recognition of an SSR label.<br /> *Recognition of a discrete (assigned) SSR-code which has been verified.<br /> *Direct recognition of the aircraft identification of a Mode-S-Equipped aircraft.<br /> *Transfer of identificiation.<br /> *Observation of compliance with an instruction to squawk IDENT.<br /> <br /> === Based on Primary Radar ===<br /> One of the following criteria must be met in order to identify an aircraft on VATSIM that is squawking STANDBY (primary target only):<br /> *By correlating a particular radar position with an aircraft reporting its position and by ascertaining that the track of the particular radar position is consistent with the aircraft reported heading.<br /> *By correlating an observed radar position indication with an aircraft which is known to have just departed. This form of identification may be used withing 1nm from the departing runway end.<br /> *Transfer of identification<br /> *Instructing the pilot to execute one or more changes of heading of 30 degrees or more and correlating the movement of said aircraft with the indication on the radar.<br /> <br /> Using direction-finding bearings to assist identification of an aircraft may be used but shall never be used as the sole means of establishing identification.<br /> <br /> === Transfer of Identification ===<br /> It may be considered on VATSIM, that transfer of identification takes place, whenever an aircraft is handed over from one controller to another.<br /> <br /> == Conclusions ==<br /> Whenever an aircraft is display on the radar-screen on VATSIM correlated with its FPL-data (which is 99% of all aircraft at all times), the phrases &quot;Identified&quot; or &quot;Radar Contact&quot; may be used '''BEFORE''' instructing to squawk a certain SSR-code. Assigning an SSR-code merely adds an additional level of identification and helps identification of aircraft for downstream sectors.<br /> An aircraft may also be identified, even when squawk mode is set to STANDBY, if one of the above primary radar conditions is met.</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Study_Guide&diff=4418 2021-03-26T01:20:02Z

<p>Alexander Arlow: /* Other related documents */</p> <hr /> <div>Overview: [[Study Guide]] - Next: [[Study Guide:Basic Lesson]]<br /> <br /> = About this page =<br /> This is the overview of all study documents for our trainees. From here, you will find the links to other relevant pages.<br /> <br /> = Overview =<br /> * In the [[ATC_academy]] you will find all steps into your ATC career at VACC Austria.<br /> <br /> = Study Guide =<br /> <br /> The Study Guides are tutorial-like documents for the relevant steps in your training career. Study them step by step along with your trainings.<br /> <br /> *[[Study Guide:Intro]]<br /> *[[Study Guide:Basic Lesson]]<br /> *[[Study Guide:Euroscope]]<br /> *[[Study Guide:OBS]]<br /> *[[Study Guide:Delivery]]<br /> *[[Study Guide:Ground]]<br /> *[[Study Guide:Tower]]<br /> *[[Study Guide: Approach]] <br /> *[[Study Guide:Radar]] <br /> *[[Study Guide:Airport Details]] <br /> *[[Study Guide:Low Visibility Procedures]]<br /> *[[Study Guide:Special Procedures]]<br /> *[[Study Guide:Flight Level Allocation Scheme]]<br /> *[[Study Guide:Flight Information Center]]<br /> <br /> = Airport Primers =<br /> ... are documents with procedures how to handle specific airports.<br /> <br /> *[[LOWI_Primer]] for Innsbruck<br /> *[[LOWW_Primer]] for Vienna (under construction)<br /> <br /> = Other related documents =<br /> <br /> * [[Squawk_Codes]]<br /> * [[Airspace classes]]<br /> * [[Emergency procedures]]<br /> * [[Visibility ranges]]<br /> * [[Radio Procedures for Controllers]]<br /> * [[CPDLC Guide]]<br /> * [[Radar Identification]]</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Flight_Level_Allocation_Scheme&diff=4402 2021-02-27T17:01:18Z

<p>Alexander Arlow: </p> <hr /> <div>= List of flight level allocations within LOVV FIR =<br /> <br /> == Introduction ==<br /> These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check [https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_09092020.pdf ENR chart 6.6 ATC sectors].<br /> <br /> == Definitions ==<br /> *from unit: the upstream unit that is delivering the flight where sector names according to eAIP ENR 6.6 or the last two letters of the approach unit in question is used.<br /> *ADEP: aerodrome of departure.<br /> *ADES: aerodrome of destination.<br /> *via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.<br /> *cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by &quot;climbing&quot; or &quot;descending&quot; as applicable except if stated otherwise in conditions.<br /> *conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.<br /> *HUFL: Highest usable flight level (sector's top vertical limit).<br /> *LUFL: Lowest usable flight level (sector's bottom vertical limit)<br /> *LAU: Local approach unit<br /> <br /> *AoR: area of responsibility (sector).<br /> *LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.<br /> *MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.<br /> *PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.<br /> *SEMI line: the souther sector border of E sector with S sector<br /> <br /> *Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.<br /> *Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.<br /> <br /> *Annotation: ▲240 +170, pronounced &quot;climbing flight level 240 out of flight level 170&quot;, is a short annotation to describe handover conditions. Details to the conditions are found in the conditions-column.<br /> <br /> == Procedures ==<br /> *General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.<br /> *Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.<br /> *Vertical handoff: Also called &quot;bottom/ceiling&quot; procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.<br /> *Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector<br /> <br /> == DEPARTURES ==<br /> {| class=&quot;wikitable&quot;<br /> | '''from unit''' || '''ADEP''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''<br /> |-<br /> |WW ||LOWW ||MEDIX/LUGEM/SOVIL||▲240 +170 ||released, MELK line FL170A||N1<br /> |-<br /> |WW ||LOWW ||RUPET/OSPEN ||▲240 +170 ||released, PINKA line FL170A||S1<br /> |-<br /> |WW ||LOWW ||BUWUT/LANUX ||▲240 +170 ||released||E1<br /> |-<br /> |WW ||LOWW ||RUPET ||160 ||released, ARR LOWK/LOWG||WG<br /> |-<br /> |WW ||LOWW ||SOVIL ||160 ||released, ARR LOWL/LOWS||WL<br /> |-<br /> |WW ||LOAx ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1<br /> |-<br /> |WW ||LOXT ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1<br /> |-<br /> |WW ||LOAx ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1<br /> |-<br /> |WW ||LOXT ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1<br /> |-<br /> |WW ||LKTB || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LZIB || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LOWG || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LOWL || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WI ||LOWI || ||160 ||bottom/ceiling||W1<br /> |-<br /> |WI ||LOWI ||SBG ||110 ||bottom/ceiling||WS<br /> |-<br /> |WI ||LOWS ||DETSA ||160 ||bottom/ceiling||W1<br /> |-<br /> |WS ||LOWS ||DETSA/RTT ||120 ||At level ||WI<br /> |-<br /> |WS ||LOWS ||NEMAL/VERDA||120 ||bottom/ceiling||B1<br /> |-<br /> |WG ||LJMB ||||160 ||bottom/ceiling||S1<br /> |-<br /> |WG ||LOWG || ||160 ||bottom/ceiling||S1<br /> |-<br /> |WK ||LOWK ||via S ||160 ||bottom/ceiling||S1<br /> |-<br /> |WK ||LOWK ||via W ||160 ||bottom/ceiling||W1<br /> |-<br /> |WL ||LOWL || ||160 ||bottom/ceiling||N1<br /> |-<br /> |WL ||LOWL ||via B ||▲160 +130 ||bottom/ceiling, FL130A||B1<br /> |-<br /> |WL ||LOWS || ||160 ||bottom/ceiling||N1<br /> |-<br /> |E1 ||LOWL || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |E1 ||LOWG || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |S1 ||LOWG ||Via E ||220 || ||WW<br /> |-<br /> |S1 ||LOWG ||Via N ||260 ||bottom/ceiling ||N1 <br /> |-<br /> |S1 ||LOWG ||Via W ||300 ||bottom/ceiling ||W1 <br /> |-<br /> |S1 ||LOWG ||Via B ||300 ||bottom/ceiling ||B1 <br /> |-<br /> |S1 ||LOWK || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||LOWL || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||LOWS || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||TMA LOWW || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |N1 ||LOWL || ||240 ||bottom/ceiling ||WW<br /> |-<br /> |N1 ||TMA LOWW || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||LOWG || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||EDDM || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||LOWS || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |E1 ||LZIB || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |E1 ||LKTB || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |W1 ||EDDM || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |W1 ||LOWI || ||300 ||bottom/ceiling, via W ||W2 <br /> |-<br /> |W1 ||LOWI || ||300 ||bottom/ceiling, via B ||B1 <br /> |-<br /> |W1 ||LOWK || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |W1 ||LOWS || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |B1 ||LOWL ||Via W ||300 ||bottom/ceiling ||W1 <br /> |-<br /> |}<br /> <br /> == ARRIVALS ==<br /> {| class=&quot;wikitable&quot;<br /> | '''from unit''' || '''ADES''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''<br /> |-<br /> |WW ||LOWL ||STO/SITNI ||170 ||FL240B||WL<br /> |-<br /> |WW ||LOWG || ||160 ||At level||WG<br /> |-<br /> |WS ||LOWI ||SBG ||120 ||At level||WI<br /> |-<br /> |WS ||LOWL ||NUBRA/NEMAL ||▼130 -160 ||At LoR FL160B||WL<br /> |-<br /> |WL ||LOWS ||MATIG ||120 ||At level||WS<br /> |-<br /> |WK ||LOWG || ||▼130 -170 ||At LoR FL170B||WG<br /> |-<br /> |WG ||LOWK || ||▼120 -170 ||At LoR FL170B||WK<br /> |-<br /> |W2 ||EDDM || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LOWI || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W1 ||LOWI || ||170 ||bottom/ceiling||WI<br /> |-<br /> |W1 ||LOWK || ||170 ||bottom/ceiling||WK<br /> |-<br /> |W1 ||LOWG || ||170 ||bottom/ceiling||WK<br /> |-<br /> |W1 ||LOWL || ||▼220 -260 ||At LoR FL260B||B1<br /> |-<br /> |W1 ||EDDM || ||▼220 -300 ||At LoR FL300B||B1<br /> |-<br /> |W1 ||LOWS || ||▼170 -190 ||At LoR FL190B||B1<br /> |-<br /> |S2 ||EDDM || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOWL || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOWS || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LKTB || ||310 ||bottom/ceiling||S1 <br /> |-<br /> |S2 ||LZIB || ||310 ||bottom/ceiling||S1 <br /> |-<br /> |S2 ||LKPR || ||340 ||At level ||N2<br /> |-<br /> |S1 ||LOWW ||NIGSI ||180 ||At level||WW<br /> |-<br /> |S1 ||LOAx ||PINKA line ||180 ||At level||WW<br /> |-<br /> |S1 ||LOXT ||PINKA line ||180 ||At level||WW<br /> |-<br /> |S1 ||LZIB ||NIGSI ||▼210 -240 ||PINKA line FL240B||WW<br /> |-<br /> |S1 ||LKTB ||MASUR ||▼250 -300 ||PINKA line FL300B||WW<br /> |-<br /> |S1 ||LOWG ||except MURA ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWG ||MURA ||130 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LJLJ || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LJMB || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWK || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWS || ||▼170 -300 ||At LoR FL300B||B1<br /> |-<br /> |S1 ||EDDM || ||▼270 -300 ||At LoR FL300B||B1<br /> |-<br /> |S1 ||LOWL || ||▼170 -300 ||At LoR FL300B||N1<br /> |-<br /> |N2 ||LOWI ||via SBG ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LZIB || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LOWW ||Via MASUR ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LKTB || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||EDDM || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LDZA || ||330 ||At level||S2<br /> |-<br /> |N2 ||LJLJ || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDRI || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDLO || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDPL || ||330 ||At level||S2<br /> |-<br /> |N2 ||LJMB || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N2 ||LOWG || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N2 ||LOWK || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N1 ||LOWW ||MASUR ||170 ||At level||WW<br /> |-<br /> |N1 ||LOWW ||BARUG ||170 ||At level||WW<br /> |-<br /> |N1 ||LOAx ||MELK line ||170 ||At level||WW<br /> |-<br /> |N1 ||LOXT ||MELK line ||170 ||At level||WW<br /> |-<br /> |N1 ||LZIB ||MASUR/BARUG ||▼210 -240 ||MELK line FL240B||WW<br /> |-<br /> |N1 ||LKTB ||MELK line ||▼250 -300 ||MELK line FL300B||WW<br /> |-<br /> |N1 ||LOWS || ||170 ||bottom/ceiling||WL<br /> |-<br /> |N1 ||LOWL || ||170 ||bottom/ceiling||WL <br /> |-<br /> |N1 ||LOWI ||SBG ||▼170 -240 ||At LoR FL240B||B1<br /> |-<br /> |N1 ||EDDM || ||170 ||At LoR FL300B||B1<br /> |-<br /> |N1 ||LOWG || ||▼170 -300 ||At LoR FL300B||S1<br /> |-<br /> |N1 ||LOWK || ||▼170 -300 ||At LoR FL300B||S1 <br /> |-<br /> |N1 ||LJMB || ||290 ||AT level||S1<br /> |-<br /> |E2 ||LDZA ||SOLNI Line ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |E2 ||LJLJ ||SOLNI Line ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |E2 ||LKPR|| ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWL || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LHBP|| ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWK || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWG || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWS || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWL || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E1 ||LOWL ||STO/SITNI ||250 ||bottom/ceiling||WW<br /> |-<br /> |E1 ||LOWG || ||250 ||bottom/ceiling||WW<br /> |-<br /> |E1 ||LOWS || ||300 ||At level||N1<br /> |-<br /> |E1 ||LOWK ||SOLNI Line ||▼250 -300 ||SOLNI Line FL300B||WW<br /> |-<br /> |E1 ||LJMB ||SOLNI Line ||▼250 -300 ||SOLNI Line FL300B||WW<br /> |-<br /> |B2 ||LDZA || ||330 ||At level||W2<br /> |-<br /> |B2 ||LJLJ || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDRI || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDLO || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDPL || ||330 ||At level||W2<br /> |-<br /> |B2 ||LOWW ||Via N1 ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||LOWG || ||310 ||bottom/ceiling||B1 <br /> |-<br /> |B2 ||LOWK || ||310 ||bottom/ceiling||B1 <br /> |-<br /> |B2 ||LOWW ||Via S ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |B2 ||LOWI ||via SBG ||130 ||bottom/ceiling||B1<br /> |-<br /> |B1 ||LOWS ||RASTA/NUBRA/SBG ||130 ||bottom/ceiling||WS<br /> |-<br /> |B1 ||LOWI ||SBG ||130 ||Via SBG STAR. bottom/ceiling||WS <br /> |-<br /> |B1 ||LOWL || ||▼130 -160 ||At LoR FL160B||WL<br /> |-<br /> |B1 ||LOWI ||NANIT ||▼170 -220 ||At LoR FL220B||W1<br /> |-<br /> |B1 ||LOWG || ||▼170 -300 ||At LoR FL300B||W1<br /> |-<br /> |B1 ||LOWK || ||▼170 -300 ||At LoR FL300B||W1<br /> |-<br /> |B1 ||LOWW || ||▼270 -300 ||At LoR FL300B||N1<br /> |-<br /> |}</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Main_Page&diff=4401 2021-02-24T00:25:22Z

<p>Alexander Arlow: Quick Reference Added</p> <hr /> <div>{| width=&quot;100%&quot; cellspacing=&quot;8&quot;<br /> |-<br /> | colspan=&quot;2&quot; | <br /> == Welcome to VACC Austria's DokuWiki ==<br /> <br /> Hello and welcome to the documentation system of VACC Austria. We use this system to provide you the documentation you need to control or sometimes to fly in virtual Austrian airspace. If you have any question about Austrian airspace or our procedures then you should be good to find this information here.<br /> But of course, such a project cannot be maintained by some few members - this project needs the help of everyone. So if you have some information that would fit into this Wiki then do not hesitate to add a new page or edit an existing. You have to be logged in for that, how to login is described later. If you need help on how to edit an article you can find all necessary information [[Help|Help]].<br /> <br /> == Overview ==<br /> <br /> |-<br /> | width=&quot;50%&quot; style=&quot;vertical-align:top;&quot; | <br /> === About our Wiki ===<br /> <br /> Currently there are {{NUMBEROFARTICLES}} Articles in this Wiki, which are maintained by {{NUMBEROFUSERS}} registered users. Until now they changed them {{NUMBEROFEDITS}} times. For a small overview about our Wiki we ask you to use following links:<br /> <br /> *[[Special:AllPages|Index of all pages]] <br /> *[[Special:NewPages|New pages]] <br /> *[[Special:Categories|Categories]]<br /> <br /> A complete list of automatically generated lists can be found [[Special:SpecialPages|here]].<br /> <br /> | width=&quot;50%&quot; style=&quot;vertical-align:top;&quot; |<br /> <br /> === How to enter this wiki ===<br /> <br /> Everybody is allowed to read this wiki, but changes are only allowed for registered users of VACC Austria. Your personal login information can be requested on our [http://www.vacc-austria.org homepage], it is as the same as the login for our website. Registering for our Wiki only is not possible. If you are logged in some pages are locked for editing too because they are system pages and can only be edited by our admins.<br /> |}<br /> <br /> {| width=&quot;100%&quot; cellspacing=&quot;8&quot;<br /> |-<br /> | colspan=&quot;2&quot; | <br /> == Important information and documents ==<br /> <br /> |-<br /> | width=&quot;50%&quot; style=&quot;vertical-align:top;&quot; | <br /> === '''Main airports in Austria:''' ===<br /> <br /> *[[Vienna]] ([[LOWW]]) <br /> *[[Innsbruck]] ([[LOWI]]) <br /> *[[Salzburg]] ([[LOWS]]) <br /> *[[Linz]] ([[LOWL]]) <br /> *[[Klagenfurt]] ([[LOWK]]) <br /> *[[Graz]] ([[LOWG]])<br /> <br /> === '''Letters of Agreement:''' ===<br /> <br /> *[https://downloads.vacc-austria.org/LoA/LoA_LOVV_LKAA_15FEB2017.pdf LKAA]<br /> *[[LHCC]] <br /> *[[EDDM]]<br /> <br /> | width=&quot;50%&quot; style=&quot;vertical-align:top;&quot; |<br /> <br /> === '''Documents for Pilots:''' ===<br /> <br /> *[[Example Flight]] <br /> *[http://downloads.vacc-austria.org/Documents/VATSIM_mit_X-Plane.pdf XSquawkbox Quick Tutorial (german)]<br /> <br /> === '''Documents for Controllers:''' ===<br /> *[[Study Guide:Euroscope]]<br /> *[[Study Guide]] <br /> *[[Squawk Codes]]<br /> *[[ATC academy]]<br /> *[[Radio Procedures for Controllers]]<br /> <br /> === ''' Quick Reference for Controllers:''' ===<br /> *[[Flight Level Allocation Scheme]]<br /> *[[CPDLC Guide#Logons|CPDLC Logons]]<br /> *[[Study Guide:Low Visibility Procedures#LVP Criteria For Airports|LVP Criteria]]<br /> *[[Study Guide: Approach#Wake turbulence separation|Wake Turbulence Separation]]<br /> <br /> <br /> |}<br /> <br /> {{Hide_in_print|__notoc__}}</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Study_Guide:Low_Visibility_Procedures&diff=4359 2021-02-16T16:16:07Z

<p>Alexander Arlow: /* LOWS */</p> <hr /> <div>== Definition ==<br /> <br /> Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]<br /> <br /> === Terminology: RVR/CAT ===<br /> <br /> RVR = Runway Visual Range (Landebahnsicht)<br /> <br /> RVR is being measured at three points along the runway: &quot;Touchdown Zone&quot;, &quot;Mid Point&quot; and &quot;Stop End&quot;.<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> | ILS-Category|| Minimum RVR || Decision Height (DH)<br /> |-<br /> |Cat I || 550 meters or visibility 800 meters || 200ft<br /> |-<br /> |Cat II || 300 meters || 100ft<br /> |-<br /> |Cat IIIa || 200 meters || 100 - 0ft<br /> |-<br /> |Cat IIIb || 75 - 50 meters || 50 - 0ft<br /> |-<br /> |Cat IIIc || keine RVR Begrenzung|| nil<br /> |-<br /> |}<br /> <br /> As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.<br /> [[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]<br /> <br /> <br /> == Decision Making Process (LOWW) ==<br /> <br /> In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.<br /> <br /> For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]<br /> <br /> == Procedures ==<br /> <br /> === ATIS ===<br /> <br /> Pilots need to be informed about the activity of LVP. To do this, add „&amp;lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:<br /> <br /> LOW VISIBILITY PROCEDURES IN OPERATION<br /> <br /> === Landing Clearance ===<br /> <br /> During LVP Landing Clearances should be given:<br /> *'''Arriving A/C 2 NM Final'''<br /> *'''In exceptional circumstances at 1 NM Final'''<br /> Note: They &quot;should&quot; be given - this is not a requirement per se, but rather considered as guidance for the ATCO.<br /> <br /> === Sequencing On Final ===<br /> <br /> Lower visibilities require enlarged separation minima on final depending on the actual conditions:<br /> <br /> *'''CAT II radar separation on final: 4nm'''<br /> *'''CAT III radar separation on final: 6nm'''<br /> <br /> === Considerations For Takeoff ===<br /> <br /> *During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.<br /> <br /> == Phraseology ==<br /> <br /> '''As soon as the METAR indicates an RVR value e.g: R16/P1500N you are required to transmit this value'''<br /> <br /> In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end.<br /> <br /> <br /> '''Takeoff Clearance'''<br /> <br /> AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.<br /> <br /> <br /> '''RVR Above maximum measurable value (1500m)'''<br /> <br /> R16/'''P'''1500N <br /> <br /> RVR 1500 meters or more, RWY 16 Cleared for takeoff<br /> <br /> The words &quot;or more&quot; are induced by the preceeding &quot;P&quot; which indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m)<br /> <br /> <br /> '''VATSIM vs. Real Life'''<br /> <br /> As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.<br /> &quot;AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. &lt;/pre&gt;<br /> <br /> It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.<br /> <br /> The same applies to Takeoff Clearances:<br /> &quot;AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff&quot;<br /> Or:<br /> &quot;AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff&quot;<br /> <br /> No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.<br /> <br /> == LVP Criteria For Airports ==<br /> <br /> === LOWW ===<br /> <br /> Available CAT III runways: 16 &amp; 29.<br /> <br /> ==== NO LVP or CAT I ====<br /> RVR 600m or more '''AND''' ceiling 200 feet or above.<br /> <br /> ==== LVP CAT II (LVP Stage 2) ====<br /> RVR less than 600m '''OR''' ceiling less than 200 feet.<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> LVP CAT II conditions prevail '''AND''' RVR less than 350m.<br /> <br /> === LOWL ===<br /> Available CAT III runway: 26. <br /> <br /> ==== NO LVP or CAT I ====<br /> RVR 600m or more '''AND''' ceiling 200 feet or above.<br /> <br /> ==== LVP CAT II (LVP Stage 2) ====<br /> RVR less than 600m '''OR''' ceiling less than 200 feet.<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> LVP CAT II conditions prevail '''AND''' RVR less than 350m.<br /> <br /> === LOWK ===<br /> <br /> Available CAT II runway 28R<br /> <br /> CAT III requires authorization from authority (MA-climb 4,7%)<br /> <br /> ==== NO LVP or CAT I ====<br /> RVR 800m or more '''AND''' ceiling 300 feet or above.<br /> <br /> ==== LVP CAT II (LVP Stage 2) ====<br /> N/A<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> RVR less than 800m '''OR''' ceiling less than 300 feet.<br /> <br /> === LOWI ===<br /> Available CAT II or CAT III runways: none. <br /> <br /> No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.<br /> <br /> Also check further information in the [[LOWI_Primer]].<br /> <br /> === LOWG ===<br /> Available CAT III runways: 35C.<br /> <br /> ==== NO LVP or CAT I ====<br /> RVR 600m or more '''AND''' ceiling 200 feet or above.<br /> <br /> ==== LVP CAT II (LVP Stage 2) ====<br /> RVR less than 600m '''OR''' ceiling less than 200 feet.<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> LVP CAT II conditions prevail '''AND''' RVR less than 350m.<br /> <br /> === LOWS ===<br /> Available CAT II runway: 16.<br /> <br /> CAT III requires authorization (see special chart)<br /> <br /> ==== NO LVP or CAT I ====<br /> Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.<br /> <br /> ==== LVP CAT III (LVP Stage 2) ====<br /> N/A<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.<br /> <br /> [[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Study_Guide:Low_Visibility_Procedures&diff=4358 2021-02-16T15:59:42Z

<p>Alexander Arlow: </p> <hr /> <div>== Definition ==<br /> <br /> Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]<br /> <br /> === Terminology: RVR/CAT ===<br /> <br /> RVR = Runway Visual Range (Landebahnsicht)<br /> <br /> RVR is being measured at three points along the runway: &quot;Touchdown Zone&quot;, &quot;Mid Point&quot; and &quot;Stop End&quot;.<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> | ILS-Category|| Minimum RVR || Decision Height (DH)<br /> |-<br /> |Cat I || 550 meters or visibility 800 meters || 200ft<br /> |-<br /> |Cat II || 300 meters || 100ft<br /> |-<br /> |Cat IIIa || 200 meters || 100 - 0ft<br /> |-<br /> |Cat IIIb || 75 - 50 meters || 50 - 0ft<br /> |-<br /> |Cat IIIc || keine RVR Begrenzung|| nil<br /> |-<br /> |}<br /> <br /> As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.<br /> [[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]<br /> <br /> <br /> == Decision Making Process (LOWW) ==<br /> <br /> In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.<br /> <br /> For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]<br /> <br /> == Procedures ==<br /> <br /> === ATIS ===<br /> <br /> Pilots need to be informed about the activity of LVP. To do this, add „&amp;lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:<br /> <br /> LOW VISIBILITY PROCEDURES IN OPERATION<br /> <br /> === Landing Clearance ===<br /> <br /> During LVP Landing Clearances should be given:<br /> *'''Arriving A/C 2 NM Final'''<br /> *'''In exceptional circumstances at 1 NM Final'''<br /> Note: They &quot;should&quot; be given - this is not a requirement per se, but rather considered as guidance for the ATCO.<br /> <br /> === Sequencing On Final ===<br /> <br /> Lower visibilities require enlarged separation minima on final depending on the actual conditions:<br /> <br /> *'''CAT II radar separation on final: 4nm'''<br /> *'''CAT III radar separation on final: 6nm'''<br /> <br /> === Considerations For Takeoff ===<br /> <br /> *During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.<br /> <br /> == Phraseology ==<br /> <br /> '''As soon as the METAR indicates an RVR value e.g: R16/P1500N you are required to transmit this value'''<br /> <br /> In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end.<br /> <br /> <br /> '''Takeoff Clearance'''<br /> <br /> AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.<br /> <br /> <br /> '''RVR Above maximum measurable value (1500m)'''<br /> <br /> R16/'''P'''1500N <br /> <br /> RVR 1500 meters or more, RWY 16 Cleared for takeoff<br /> <br /> The words &quot;or more&quot; are induced by the preceeding &quot;P&quot; which indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m)<br /> <br /> <br /> '''VATSIM vs. Real Life'''<br /> <br /> As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.<br /> &quot;AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. &lt;/pre&gt;<br /> <br /> It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.<br /> <br /> The same applies to Takeoff Clearances:<br /> &quot;AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff&quot;<br /> Or:<br /> &quot;AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff&quot;<br /> <br /> No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.<br /> <br /> == LVP Criteria For Airports ==<br /> <br /> === LOWW ===<br /> <br /> Available CAT III runways: 16 &amp; 29.<br /> <br /> ==== NO LVP or CAT I ====<br /> RVR 600m or more '''AND''' ceiling 200 feet or above.<br /> <br /> ==== LVP CAT II (LVP Stage 2) ====<br /> RVR less than 600m '''OR''' ceiling less than 200 feet.<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> LVP CAT II conditions prevail '''AND''' RVR less than 350m.<br /> <br /> === LOWL ===<br /> Available CAT III runway: 26. <br /> <br /> ==== NO LVP or CAT I ====<br /> RVR 600m or more '''AND''' ceiling 200 feet or above.<br /> <br /> ==== LVP CAT II (LVP Stage 2) ====<br /> RVR less than 600m '''OR''' ceiling less than 200 feet.<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> LVP CAT II conditions prevail '''AND''' RVR less than 350m.<br /> <br /> === LOWK ===<br /> <br /> Available CAT II runway 28R<br /> <br /> CAT III requires authorization from authority (MA-climb 4,7%)<br /> <br /> ==== NO LVP or CAT I ====<br /> RVR 800m or more '''AND''' ceiling 300 feet or above.<br /> <br /> ==== LVP CAT II (LVP Stage 2) ====<br /> N/A<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> RVR less than 800m '''OR''' ceiling less than 300 feet.<br /> <br /> === LOWI ===<br /> Available CAT II or CAT III runways: none. <br /> <br /> No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.<br /> <br /> Also check further information in the [[LOWI_Primer]].<br /> <br /> === LOWG ===<br /> Available CAT III runways: 35C.<br /> <br /> ==== NO LVP or CAT I ====<br /> RVR 600m or more '''AND''' ceiling 200 feet or above.<br /> <br /> ==== LVP CAT II (LVP Stage 2) ====<br /> RVR less than 600m '''OR''' ceiling less than 200 feet.<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> LVP CAT II conditions prevail '''AND''' RVR less than 350m.<br /> <br /> === LOWS ===<br /> Available CAT II runway: 16.<br /> <br /> CAT-3 requires authorization (see special chart)<br /> <br /> ==== NO LVP or CAT I ====<br /> Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.<br /> <br /> ==== LVP CAT III (LVP Stage 2) ====<br /> N/A<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.<br /> <br /> [[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Study_Guide:Low_Visibility_Procedures&diff=4357 2021-02-16T15:54:39Z

<p>Alexander Arlow: Major overhaul</p> <hr /> <div>== Definition ==<br /> <br /> Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]<br /> <br /> === Terminology: RVR/CAT ===<br /> <br /> RVR = Runway Visual Range (Landebahnsicht)<br /> <br /> RVR is being measured at three points along the runway: &quot;Touchdown Zone&quot;, &quot;Mid Point&quot; and &quot;Stop End&quot;.<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> | ILS-Category|| Minimum RVR || Decision Height (DH)<br /> |-<br /> |Cat I || 550 meters or visibility 800 meters || 200ft<br /> |-<br /> |Cat II || 300 meters || 100ft<br /> |-<br /> |Cat IIIa || 200 meters || 100 - 0ft<br /> |-<br /> |Cat IIIb || 75 - 50 meters || 50 - 0ft<br /> |-<br /> |Cat IIIc || keine RVR Begrenzung|| nil<br /> |-<br /> |}<br /> <br /> As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.<br /> [[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]<br /> <br /> <br /> == Decision Making Process (LOWW) ==<br /> <br /> In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.<br /> <br /> For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]<br /> <br /> == Procedures ==<br /> <br /> === ATIS ===<br /> <br /> Pilots need to be informed about the activity of LVP. To do this, add „&amp;lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:<br /> <br /> LOW VISIBILITY PROCEDURES IN OPERATION<br /> <br /> === Landing Clearance ===<br /> <br /> During LVP Landing Clearances should be given:<br /> *'''Arriving A/C 2 NM Final'''<br /> *'''In exceptional circumstances at 1 NM Final'''<br /> Note: They &quot;should&quot; be given - this is not a requirement per se, but rather considered as guidance for the ATCO.<br /> <br /> === Sequencing On Final ===<br /> <br /> Lower visibilities require enlarged separation minima on final depending on the actual conditions:<br /> <br /> *'''CAT II radar separation on final: 4nm'''<br /> *'''CAT III radar separation on final: 6nm'''<br /> <br /> === Considerations For Takeoff ===<br /> <br /> *During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.<br /> <br /> == Phraseology ==<br /> <br /> '''As soon as the METAR indicates an RVR value e.g: R16/P1500N you are required to transmit this value'''<br /> <br /> In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end.<br /> <br /> <br /> '''Takeoff Clearance'''<br /> <br /> AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared to land.<br /> <br /> <br /> '''RVR Above maximum measurable value (1500m)'''<br /> <br /> R16/'''P'''1500N <br /> <br /> RVR 1500 meters or more, RWY 16 Cleared for takeoff<br /> <br /> The words &quot;or more&quot; are induced by the preceeding &quot;P&quot; which indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m)<br /> <br /> <br /> '''VATSIM vs. Real Life'''<br /> <br /> As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.<br /> &quot;AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. &lt;/pre&gt;<br /> <br /> It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.<br /> <br /> The same applies to Takeoff Clearances:<br /> &quot;AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff&quot;<br /> Or:<br /> &quot;AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff&quot;<br /> <br /> No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.<br /> <br /> == LVP Criteria For Airports ==<br /> <br /> === LOWW ===<br /> <br /> Available CAT III runways: 16 &amp; 29.<br /> <br /> ==== NO LVP or CAT I ====<br /> RVR 600m or more '''AND''' ceiling 200 feet or above.<br /> <br /> ==== LVP CAT II (LVP Stage 2) ====<br /> RVR less than 600m '''OR''' celing less than 200 feet.<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> LVP CAT II conditions prevail '''AND''' RVR less than 350m.<br /> <br /> === LOWL ===<br /> Available CAT III runway: 26. <br /> <br /> ==== NO LVP or CAT I ====<br /> RVR 600m or more '''AND''' ceiling 200 feet or above.<br /> <br /> ==== LVP CAT II (LVP Stage 2) ====<br /> RVR less than 600m '''OR''' celing less than 200 feet.<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> LVP CAT II conditions prevail '''AND''' RVR less than 350m.<br /> <br /> === LOWK ===<br /> <br /> Available CAT II runway 28R<br /> <br /> CAT III requires authorization from authority (MA-climb 4,7%)<br /> <br /> ==== NO LVP or CAT I ====<br /> RVR 800m or more '''AND''' ceiling 300 feet or above.<br /> <br /> ==== LVP CAT II (LVP Stage 2) ====<br /> RVR less than 800m '''OR''' celing less than 300 feet.<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> On pilot's request. <br /> <br /> === LOWI ===<br /> Available CAT II or CAT III runways: none. <br /> <br /> No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.<br /> <br /> Also check further information in the [[LOWI_Primer]].<br /> <br /> === LOWG ===<br /> Available CAT III runways: 35C.<br /> <br /> ==== NO LVP or CAT I ====<br /> RVR 600m or more '''AND''' ceiling 200 feet or above.<br /> <br /> ==== LVP CAT II (LVP Stage 2) ====<br /> RVR less than 600m '''OR''' celing less than 200 feet.<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> LVP CAT II conditions prevail '''AND''' RVR less than 350m.<br /> <br /> === LOWS ===<br /> Available CAT II runway: 16.<br /> <br /> CAT-3 requires ATC-authorization (see special chart)<br /> <br /> ==== NO LVP or CAT I ====<br /> RVR 600m or more '''AND''' ceiling 200 feet or above.<br /> <br /> ==== LVP CAT III (LVP Stage 2) ====<br /> RVR less than 600m '''OR''' celing less than 200 feet.<br /> <br /> ==== LVP CAT III (LVP Stage 3) ====<br /> On pilot's request.<br /> <br /> [[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=LOWI_for_pilots&diff=4216 2020-11-09T13:04:00Z

<p>Alexander Arlow: </p> <hr /> <div>= About this document =<br /> This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear, trigger go-arounds and smash virtual holes into the virtual mountains. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.<br /> <br /> The structure of this document covers in sequence <br /> * arrival, <br /> * approach, <br /> * ground and <br /> * departure.<br /> <br /> = Data status and AIRAC cycles =<br /> <br /> AIRAC status is 1704 as of April 2017. It includes updates on the new SAXFRA area over Austria East of Innsbruck and the de-activation of AB NDB.<br /> <br /> Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?<br /> <br /> # Do it like any pilot: Take the chart, tune in the navaids and fly them &quot;the old way&quot;.<br /> # evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.<br /> <br /> = Major recent Changes =<br /> <br /> * 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.<br /> <br /> * November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].<br /> <br /> Last major changes were 2015:<br /> <br /> * The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.<br /> * New RNAV approaches were introduced for runway 08 and 26<br /> * The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.<br /> <br /> September 2016: A new section &quot;airspace&quot; has been added for clearance<br /> <br /> = Things you need to be able to do =<br /> Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:<br /> * '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.<br /> * '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].<br /> * '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''<br /> <br /> * '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!<br /> <br /> An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.<br /> <br /> One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (mountains) and aircraft weight and you will find out that Concorde, A380, B747 and the like do not really fit with LOWI. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.<br /> <br /> = Charts you need to have =<br /> If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&amp;icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.<br /> <br /> Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''<br /> <br /> = Overview from the air(space) =<br /> LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends to a &quot;smile&quot;. This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.<br /> <br /> == Airspace around LOWI ==<br /> As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply &quot;control zone&quot;). <br /> <br /> === The CTR part ===<br /> Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.<br /> <br /> === The &quot;outside&quot; and &quot;upper&quot; part ===<br /> Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an &quot;inverted pyramid&quot;: The further away, the further they reach out. To name them:<br /> <br /> * TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green &quot;ears&quot;).<br /> * TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms<br /> * TMA LOWI 4 and 5 do the same Eastwards.<br /> <br /> For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.<br /> <br /> Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]<br /> <br /> === A note on SAXFRA ===<br /> SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:<br /> <br /> * If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.<br /> * If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).<br /> * If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.<br /> * To all other directions, things stay as they ever were :-)<br /> <br /> If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]<br /> <br /> = IFR approach =<br /> The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&amp;icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only.<br /> <br /> The STARs guide you to one of two entry points into the valley: <br /> * '''RTT NDB''' (Rattenberg)<br /> * '''ELMEM''', a Fix out to the West<br /> <br /> You can arrive without a STAR: Either by using an airway which passes RTT NDB (Y107 or Y103), or by crossing the SAXFRA airspace with RTT as exit point. Don't bother, just don't expect an arrival clearance as you are already there.<br /> <br /> If you come from the West, there are only special approaches which are all on request. Strictly, you must choose which one you like and request it, like:<br /> <br /> Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting LOC DME West approach<br /> <br /> Approach will then tell you if that's ok or offer alternatives.<br /> <br /> Overview:<br /> # LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08<br /> # LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08<br /> # RNAV (GNSS) Approach Z 08 via ELMEM<br /> # RNAV (RNP) Approach Y 08 via ELMEM<br /> # RNAV (RNP) Rwy 26 via WI001=RTT NDB<br /> # Visual BRENO approach<br /> # Special Föhn approach<br /> <br /> ==1. LOC DME EAST approach==<br /> ... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&amp;icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.<br /> <br /> [[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]<br /> Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north - '''it's NOT an ILS''' and you can't land with it! Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&amp;icao=LOWI here]) for details.<br /> <br /> # Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)<br /> # when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH! Charts say 9.500ft, but ATC clear 10.000ft) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.<br /> <br /> # When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' to reach 6,3dme OEV at 160kts or less. Yes, Tower tells you the runway, and that means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Approach at contact.<br /> <br /> # '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way).<br /> <br /> === a. Runway 26 for landing ===<br /> <br /> This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is at 6,3dme OEV. You have to go around if you are not cleared to land or informed about late clearance.<br /> <br /> Anyway, you disconnect your AP now and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.<br /> <br /> '''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building.<br /> <br /> === b. Circling Runway 08 for landing ===<br /> The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:<br /> <br /> LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report breaking off for circling.<br /> <br /> This clearance is valid all the way to runway 08 final. You have to report your turning off, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.<br /> <br /> # Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.<br /> # prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).<br /> # Fly the OEV localizer and glideslope until dme 6,3 OEV. Set your plane to approach (speed, flaps)<br /> # At dme 6,3 OEV: Check, if you have ground view, or go around, because the rest is purely visual.<br /> # Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!<br /> # Between now and 4,2dme OEV turn left (230° is a guideline - fly visually!) towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft &quot;minimums&quot; warning will prevent you from getting too low.<br /> # Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB on your left hand side.<br /> # On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!<br /> # Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.<br /> # When OEV DME has risen again to 3.5nm (that just about when you say &quot;ooh sh..&quot; as the mountain ahead approaches), do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.<br /> <br /> Common mistakes are:<br /> * '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.<br /> * '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.<br /> * '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.<br /> * '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.<br /> <br /> === Special LOC DME East approach ===<br /> ... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&amp;icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.<br /> <br /> == LOC DME West Approach ==<br /> For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.<br /> <br /> '''Caution for &quot;old&quot; MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&amp;s_supplier_aid=10724&amp;position=1&amp;anzahl_treffer=3 Gianni's &quot;Approaching Innsbruck&quot;]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&amp;Name=&amp;FileName=eurslowi.zip&amp;Author=&amp;CatID=root from the AVSIM library]].<br /> <br /> [[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]<br /> <br /> ===Arriving at ELMEM ===<br /> Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.<br /> <br /> ===Grabbing the localizer===<br /> The usual ATC phrase is:<br /> <br /> LOWI_APP: LHA123, cleared LOC DME West approach.<br /> <br /> This means:<br /> # Leave ELMEM at 101° at 13.000ft. Descend to 11.500ft towards the waypoint KUDAV (the former KTI NDB, which is now shut off).<br /> # Turn your OBS to 67° radial.<br /> # Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).<br /> # Arm the localizer.<br /> # Enough before KUDAV, '''Check your speed and configuration'''! You should have 160kts and flaps at least half down. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.<br /> # Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).<br /> # at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.<br /> <br /> A thrilling experience to descend from the snow-capped mountains into the valley!<br /> <br /> * If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP already at ELMEM. You turn off course after ELMEM into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.<br /> <br /> ==== Most common mistakes at ELMEM====<br /> <br /> * '''Too fast:''' The western descent is twice as steep as any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.<br /> <br /> * '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check before KUDAV, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).<br /> <br /> * '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.<br /> <br /> === Descending on the localizer ===<br /> Once established on the localizer, you are handed to Tower. Bear in mind:<br /> <br /> * No, there is no glideslope - descend with v/s or manually watching the table on the chart.<br /> <br /> * Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)<br /> <br /> * Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).<br /> <br /> * Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over RUM NDB. This means: You fly over the airport at about 7000ft.<br /> <br /> * Level off at 5000ft or where you are cleared to. That should be round the chime of the outer marker. <br /> <br /> * Arrive at RUM NDB with 160kt or less. The final approach begins, and it is '''visual'''.<br /> <br /> ====Most common mistakes at descent====<br /> * '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.<br /> <br /> * '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.<br /> <br /> Two options are available again:<br /> <br /> === a. Circling runway 26 ===<br /> <br /> Initial clearance from tower might look like this:<br /> LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report RUM NDB.<br /> <br /> This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.<br /> <br /> # '''Disconnect the AP now!''' <br /> <br /> # If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)<br /> <br /> # RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.<br /> <br /> # When the runway is ahead, continue descent and land.<br /> <br /> === b. (Double) Circling runway 08 ===<br /> The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:<br /> <br /> LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report RUM NDB.<br /> <br /> This is really fun! You have to circle twice, and you need to fly this by hand.<br /> # At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down.<br /> # Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.<br /> # Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.<br /> # prepare for landing (speed, flaps, gear)<br /> # watch DME OEJ indicator increase to D14.1 OEJ, <br /> # turn-and-descend onto final runway 08. <br /> <br /> ==== Most common errors at visual approach from LOC DME West ====<br /> * '''too fast at RUM NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.<br /> * '''continue descent after RUM NDB''': when you turn too low, you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.<br /> * '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.<br /> * '''turning into final too slowly''': You end up in the Martinswand cemetery.<br /> <br /> == RNAV (RNP) Approach rwy 26 ==<br /> Some aircraft are so sophisticated that they can't fly any approach without FMC (or are there any other reasons? Caution: irony). For these futuristic rockets, there is a RNAV approach from the East, which basically covers the LOC DME East approach. IT is fairly easy, if you have programmed it right:<br /> <br /> * Descent starts at WI001 which is (surprise!) RTT NDB, where all other aircraft queue in the holding.<br /> * You sink into the vally a bit to the left of LOC DME East, past WI003 (which is the outer marker) and end up dead ahead runway 08.<br /> * MAPt is extremely late - so well suited for very bad weather: Decision altitude is 2660ft, that is about half way from the outer marker to the runway - some 2 miles before touchdown. You really need to see the runway at that distance.<br /> <br /> * If you don't have further clearance or too little visibility, you go around, and that means: You continue flying your programmed route with FMC on: It goes up the valley where it opens again, where you do a steep left turn and go back the very same waypoints you came from to enter the RTT holding. Why that? It might happen that you are heavy or one engine is dead and you can't climb a lot. This route gives you more than plenty of time. In reality, you climb max rate, and once you are clear of peaks, APP will issue a direct to your next try.<br /> <br /> If you want to ''fly'' your aircraft, then this is the most boring approach, as the aircraft flies itself. Still, you can use this approach if visibility is nearing 3km.<br /> <br /> ''(Scotty:) Captain, the Enterprise is fully automated. A chimpanzee and two trainees could run her. (Kirk:) Thank you Scotty, I will try not to take that personally.''<br /> <br /> == RNAV (GNSS) Approach Y 08 ==<br /> There were times, where many planes from the North and West wanted an &quot;easy-in&quot; approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).<br /> <br /> You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:<br /> <br /> * ELMEM is IAF (initial fix): This is, where you should have your descent path identified.<br /> * WI801 is IF (intermediate fix): Have it identified.<br /> * WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.<br /> * WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.<br /> * If you continue, you continue visually along the programmed go-around path and land runway 08.<br /> * If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.<br /> * Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:<br /> <br /> TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.<br /> ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.<br /> <br /> But it could as well be:<br /> <br /> ACH123: Unable, going around.<br /> TWR: AirChild123, go around as published, contact Radar at 119.275.<br /> <br /> === Most common mistakes: ===<br /> * No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.<br /> * Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.<br /> * No altitude monitoring and ending up way too high.<br /> <br /> == RNAV (RNP) Approach Z 08 ==<br /> This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.<br /> <br /> The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.<br /> <br /> == Special visual arrival BRENO ==<br /> This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.<br /> <br /> Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.<br /> <br /> == Föhn special visual arrival and departure ==<br /> Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards, is limited by an inversion at peaks' altitude, and gets caught in the mountains, sending high, gusty and warm winds through the passes down to the north. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner pass northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley - makes up a nice windshear and turbulence. The least turbulence is on the northern slope (strong uplifts), whereas the southern slope is full of rotors. As the airport is West of the city, local winds there are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.<br /> <br /> &quot;Föhn&quot; procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).<br /> <br /> * '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.<br /> <br /> * '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.<br /> <br /> * '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area. <br /> <br /> * '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.<br /> <br /> = VFR Approach and departure =<br /> ... is really nice in Innsbruck. Be aware of the following points:<br /> <br /> * '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. &quot;Flying in the vicinity&quot; is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).<br /> <br /> * '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced &quot;Lojo&quot; by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you &quot;takeoff at own discretion&quot;. Helis from the airport need a takeoff clearance.<br /> <br /> * '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.<br /> <br /> == Entry and exit altitudes ==<br /> Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):<br /> <br /> [[File:LOWI_airspace_arlow_scn.jpg]]<br /> <br /> Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes. <br /> <br /> Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.<br /> <br /> * If you leave CTR to the above, you hit a LOWI 1 TMA for sure.<br /> * If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.<br /> * If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.<br /> * If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.<br /> <br /> If you are about to enter a controlled area, you need to request permission:<br /> * For CTR, request entry from Innsbruck Tower.<br /> * For TMA, request entry from Innsbruck Radar (Approach).<br /> * For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).<br /> * Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.<br /> <br /> == VFR entry ==<br /> If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.<br /> <br /> '''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.<br /> <br /> '''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.<br /> <br /> '''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.<br /> <br /> '''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.<br /> <br /> ==VFR Approach and Landing==<br /> Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.<br /> <br /> Some common clearance examples:<br /> <br /> OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.<br /> OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.<br /> DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.<br /> <br /> == VFR leaving CTR ==<br /> ... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.<br /> <br /> ''Want a nice VFR round?'' <br /> * ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.<br /> * ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''<br /> <br /> = On the ground =<br /> (see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)<br /> [[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]<br /> *The far eastern part is for General Aviation (GAC East).<br /> *The middle part of the apron is for larger birds.<br /> *Local General Aviation is at the very Western part in front of Hangars I, II and III.<br /> *In the western part is a &quot;cutout&quot; in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.<br /> *Rescure and police helicopters operate from the &quot;Flugrettungszentrum&quot; (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it &quot;Lojo&quot; and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.<br /> *The Apron has no predefined &quot;stands&quot; in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:<br /> <br /> LOWI_TWR: LHA123, taxi to stand of your choice<br /> <br /> = IFR Departure =<br /> '''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.<br /> <br /> '''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&amp;s_supplier_aid=10724&amp;position=1&amp;anzahl_treffer=3 Gianni's &quot;Approaching Innsbruck&quot;]] payware or fly an approximation.<br /> <br /> '''Caution (3):''' With Navigraph AIRAC cycles &gt;1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them &quot;the old fashioned way&quot;.<br /> <br /> ==SIDs out of runway 08==<br /> (See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])<br /> ===Standard SIDs via RTT===<br /> <br /> The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''<br /> <br /> You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.<br /> <br /> '''Important''': If Tower tells you '''&quot;max rate of climb&quot;''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.<br /> <br /> '''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a &quot;hole&quot; in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.<br /> <br /> Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.<br /> <br /> ===ADILO1J===<br /> <br /> ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.<br /> <br /> '''Important''': This SID is definitely '''&quot;max rate of climb&quot;''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.<br /> <br /> === BRENO2J ===<br /> ... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.<br /> <br /> === KPT3J Special Performance ===<br /> <br /> It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach RUM NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.<br /> <br /> === RTT 1Q Special Performance ===<br /> Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.<br /> <br /> === RTT2Z and KPT2Z ===<br /> ...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.<br /> <br /> ==SIDs out of runway 26==<br /> <br /> Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain. <br /> <br /> ===Standard SIDs runway 26 via RTT===<br /> ... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.<br /> <br /> Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.<br /> <br /> ===ADILO3H===<br /> Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.<br /> <br /> === BRENO3H ===<br /> ... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.<br /> <br /> === MOGTI2H RNAV (GNSS) departure ===<br /> This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.<br /> <br /> ===RTT3X===<br /> ... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!<br /> <br /> === MOGTI1X ===<br /> ... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.<br /> <br /> ===Most common error=== <br /> ... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.<br /> <br /> == Visual climbouts ==<br /> ... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.<br /> <br /> = Weather minima =<br /> At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly &quot;as-real-as-it-gets&quot;, you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:<br /> <br /> == VFR flight ==<br /> In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is D, and that means:<br /> * up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND<br /> * your flight path is free of clouds.<br /> <br /> == IFR arrivals ==<br /> * Aircraft category A-B: 3km flight visibility<br /> *: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.<br /> *: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).<br /> <br /> * Aircraft category C-D: 5km flight visibility<br /> *: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.<br /> *: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away.<br /> <br /> It is up to pilots to monitor conditions at landing!<br /> <br /> == IFR departures ==<br /> * Ground visibility: 1.500m AND<br /> * Ceiling: 1.500m<br /> * Exception 1: for Special Performance Departure: RVR 300m.<br /> * Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:<br /> *: RVR 600m AND<br /> *: visibility &gt;5km above this layer AND<br /> *: no further clouds 3.100ft AAL<br /> <br /> It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).<br /> <br /> = More information =<br /> * ... for controllers can be found in the [[LOWI_Primer]]<br /> * A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]<br /> * A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]<br /> * A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]<br /> * The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]<br /> <br /> = Checklist =<br /> is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Flight_Level_Allocation_Scheme&diff=4212 2020-11-04T16:52:35Z

<p>Alexander Arlow: </p> <hr /> <div>= List of flight level allocations within LOVV FIR =<br /> <br /> == Introduction ==<br /> These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check [https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_09092020.pdf ENR chart 6.6 ATC sectors].<br /> <br /> == Definitions ==<br /> *from unit: the upstream unit that is delivering the flight where sector names according to eAIP ENR 6.6 or the last two letters of the approach unit in question is used.<br /> *ADEP: aerodrome of departure.<br /> *ADES: aerodrome of destination.<br /> *via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.<br /> *cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by &quot;climbing&quot; or &quot;descending&quot; as applicable except if stated otherwise in conditions.<br /> *conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.<br /> *HUFL: Highest usable flight level (sector's top vertical limit).<br /> *LUFL: Lowest usable flight level (sector's bottom vertical limit)<br /> *LAU: Local approach unit<br /> <br /> *AoR: area of responsibility (sector).<br /> *LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.<br /> *MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.<br /> *PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.<br /> *SEMI line: the souther sector border of E sector with S sector<br /> <br /> *Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.<br /> *Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.<br /> <br /> *Annotation: ▲240 +170, pronounced &quot;climbing flight level 240 out of flight level 170&quot;, is a short annotation to describe handover conditions. Details to the conditions are found in the conditions-column.<br /> <br /> == Procedures ==<br /> *General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.<br /> *Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.<br /> *Vertical handoff: Also called &quot;bottom/ceiling&quot; procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.<br /> *Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector<br /> <br /> == DEPARTURES ==<br /> {| class=&quot;wikitable&quot;<br /> | '''from unit''' || '''ADEP''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''<br /> |-<br /> |WW ||LOWW ||MEDIX/LUGEM/SOVIL||▲240 +170 ||released, MELK line FL170A||N1<br /> |-<br /> |WW ||LOWW ||RUPET/OSPEN ||▲240 +170 ||released, PINKA line FL170A||S1<br /> |-<br /> |WW ||LOWW ||BUWUT/LANUX ||▲240 +170 ||released||E1<br /> |-<br /> |WW ||LOWW ||RUPET ||160 ||released, ARR LOWK/LOWG||WG<br /> |-<br /> |WW ||LOWW ||SOVIL ||160 ||released, ARR LOWL/LOWS||WL<br /> |-<br /> |WW ||LOAx ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1<br /> |-<br /> |WW ||LOXT ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1<br /> |-<br /> |WW ||LOAx ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1<br /> |-<br /> |WW ||LOXT ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1<br /> |-<br /> |WW ||LKTB || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LZIB || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LOWG || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LOWL || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WI ||LOWI || ||160 ||bottom/ceiling||W1<br /> |-<br /> |WI ||LOWI ||SBG ||110 ||bottom/ceiling||WS<br /> |-<br /> |WI ||LOWS ||DETSA ||160 ||bottom/ceiling||W1<br /> |-<br /> |WS ||LOWS ||DETSA ||120 ||At level ||WI<br /> |-<br /> |WS ||LOWS ||NEMAL/VERDA||120 ||bottom/ceiling||B1<br /> |-<br /> |WG ||LJMB ||||160 ||bottom/ceiling||S1<br /> |-<br /> |WG ||LOWG || ||160 ||bottom/ceiling||S1<br /> |-<br /> |WK ||LOWK ||via S ||160 ||bottom/ceiling||S1<br /> |-<br /> |WK ||LOWK ||via W ||160 ||bottom/ceiling||W1<br /> |-<br /> |WL ||LOWL || ||160 ||bottom/ceiling||N1<br /> |-<br /> |WL ||LOWL ||via B ||▲160 +130 ||bottom/ceiling, FL130A||B1<br /> |-<br /> |WL ||LOWS || ||160 ||bottom/ceiling||N1<br /> |-<br /> |E1 ||LOWL || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |E1 ||LOWG || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |S1 ||LOWG ||Via E ||220 || ||WW<br /> |-<br /> |S1 ||LOWG ||Via N ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||LOWG ||Via W ||300 ||bottom/ceiling ||W1 <br /> |-<br /> |S1 ||LOWG ||Via B ||300 ||bottom/ceiling ||B1 <br /> |-<br /> |S1 ||LOWK || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||LOWL || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||LOWS || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||TMA LOWW || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |N1 ||LOWL || ||240 ||bottom/ceiling ||WW<br /> |-<br /> |N1 ||TMA LOWW || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||LOWG || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||EDDM || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||LOWS || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |E1 ||LZIB || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |E1 ||LKTB || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |W1 ||EDDM || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |W1 ||LOWI || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |W1 ||LOWK || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |W1 ||LOWS || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |B1 ||LOWL ||Via W ||300 ||bottom/ceiling ||W1 <br /> |-<br /> |}<br /> <br /> == ARRIVALS ==<br /> {| class=&quot;wikitable&quot;<br /> | '''from unit''' || '''ADES''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''<br /> |-<br /> |WW ||LOWL ||STO/SITNI ||170 ||FL240B||WL<br /> |-<br /> |WW ||LOWG || ||160 ||At level||WG<br /> |-<br /> |WS ||LOWI ||SBG ||120 ||At level||WI<br /> |-<br /> |WS ||LOWL ||NUBRA/NEMAL ||▼130 -160 ||At LoR FL160B||WL<br /> |-<br /> |WL ||LOWS ||MATIG ||120 ||At level||WS<br /> |-<br /> |WK ||LOWG || ||▼130 -170 ||At LoR FL170B||WG<br /> |-<br /> |WG ||LOWK || ||▼120 -170 ||At LoR FL170B||WK<br /> |-<br /> |W2 ||EDDM || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LOWI || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W1 ||LOWI || ||170 ||bottom/ceiling||WI<br /> |-<br /> |W1 ||LOWK || ||170 ||bottom/ceiling||WK<br /> |-<br /> |W1 ||LOWG || ||170 ||bottom/ceiling||WK<br /> |-<br /> |W1 ||LOWL || ||▼220 -260 ||At LoR FL260B||B1<br /> |-<br /> |W1 ||EDDM || ||▼220 -300 ||At LoR FL300B||B1<br /> |-<br /> |W1 ||LOWS || ||▼170 -190 ||At LoR FL190B||B1<br /> |-<br /> |S2 ||EDDM || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOWL || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOWS || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LKTB || ||310 ||bottom/ceiling||S1 <br /> |-<br /> |S2 ||LZIB || ||310 ||bottom/ceiling||S1 <br /> |-<br /> |S2 ||LKPR || ||340 ||At level ||N2<br /> |-<br /> |S1 ||LOWW ||NIGSI ||180 ||At level||WW<br /> |-<br /> |S1 ||LOAx ||PINKA line ||180 ||At level||WW<br /> |-<br /> |S1 ||LOXT ||PINKA line ||180 ||At level||WW<br /> |-<br /> |S1 ||LZIB ||NIGSI ||▼210 -240 ||PINKA line FL240B||WW<br /> |-<br /> |S1 ||LKTB ||MASUR ||▼250 -300 ||PINKA line FL300B||WW<br /> |-<br /> |S1 ||LOWG ||except MURA ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWG ||MURA ||130 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LJLJ || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LJMB || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWK || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWS || ||▼170 -300 ||At LoR FL300B||B1<br /> |-<br /> |S1 ||EDDM || ||▼270 -300 ||At LoR FL300B||B1<br /> |-<br /> |S1 ||LOWL || ||▼170 -300 ||At LoR FL300B||N1<br /> |-<br /> |N2 ||LOWI ||via SBG ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LZIB || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LOWW ||Via MASUR ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LKTB || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||EDDM || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LDZA || ||330 ||At level||S2<br /> |-<br /> |N2 ||LJLJ || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDRI || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDLO || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDPL || ||330 ||At level||S2<br /> |-<br /> |N2 ||LJMB || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N2 ||LOWG || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N2 ||LOWK || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N1 ||LOWW ||MASUR ||170 ||At level||WW<br /> |-<br /> |N1 ||LOWW ||BARUG ||170 ||At level||WW<br /> |-<br /> |N1 ||LOAx ||MELK line ||170 ||At level||WW<br /> |-<br /> |N1 ||LOXT ||MELK line ||170 ||At level||WW<br /> |-<br /> |N1 ||LZIB ||MASUR/BARUG ||▼210 -240 ||MELK line FL240B||WW<br /> |-<br /> |N1 ||LKTB ||MELK line ||▼250 -300 ||MELK line FL300B||WW<br /> |-<br /> |N1 ||LOWS || ||170 ||bottom/ceiling||WL<br /> |-<br /> |N1 ||LOWL || ||170 ||bottom/ceiling||WL <br /> |-<br /> |N1 ||LOWI ||SBG ||▼170 -240 ||At LoR FL240B||B1<br /> |-<br /> |N1 ||EDDM || ||170 ||At LoR FL300B||B1<br /> |-<br /> |N1 ||LOWG || ||▼170 -300 ||At LoR FL300B||S1<br /> |-<br /> |N1 ||LOWK || ||▼170 -300 ||At LoR FL300B||S1 <br /> |-<br /> |N1 ||LJMB || ||290 ||AT level||S1<br /> |-<br /> |E2 ||LDZA ||SOLNI Line ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |E2 ||LJLJ ||SOLNI Line ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |E2 ||LJMB || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWK || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWG || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWS || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWL || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E1 ||LOWL ||STO/SITNI ||250 ||bottom/ceiling||WW<br /> |-<br /> |E1 ||LOWG || ||250 ||bottom/ceiling||WW<br /> |-<br /> |E1 ||LOWS || ||300 ||At level||N1<br /> |-<br /> |E1 ||LOWK ||SOLNI Line ||▼250 -300 ||SOLNI Line FL300B||WW<br /> |-<br /> |E1 ||LJMB ||SOLNI Line ||▼250 -300 ||SOLNI Line FL300B||WW<br /> |-<br /> |B2 ||LDZA || ||330 ||At level||W2<br /> |-<br /> |B2 ||LJLJ || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDRI || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDLO || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDPL || ||330 ||At level||W2<br /> |-<br /> |B2 ||LOWW ||Via N1 ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||LOWG || ||310 ||bottom/ceiling||B1 <br /> |-<br /> |B2 ||LOWK || ||310 ||bottom/ceiling||B1 <br /> |-<br /> |B2 ||LOWW ||Via S ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |B2 ||LOWI ||via SBG ||130 ||bottom/ceiling||B1<br /> |-<br /> |B1 ||LOWS ||RASTA/NUBRA/SBG ||130 ||bottom/ceiling||WS<br /> |-<br /> |B1 ||LOWI ||SBG ||130 ||Via SBG STAR. bottom/ceiling||WS <br /> |-<br /> |B1 ||LOWL || ||▼130 -160 ||At LoR FL160B||WL<br /> |-<br /> |B1 ||LOWI ||NANIT ||▼170 -220 ||At LoR FL220B||W1<br /> |-<br /> |B1 ||LOWG || ||▼170 -300 ||At LoR FL300B||W1<br /> |-<br /> |B1 ||LOWK ||MASUR ||▼170 -300 ||At LoR FL300B||W1<br /> |-<br /> |B1 ||LOWW || ||▼270 -300 ||At LoR FL300B||N1<br /> |-<br /> |}</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Flight_Level_Allocation_Scheme&diff=4211 2020-11-04T16:52:18Z

<p>Alexander Arlow: </p> <hr /> <div>= List of flight level allocations within LOVV FIR =<br /> <br /> == Introduction ==<br /> These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check [[https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_09092020.pdf ENR chart 6.6 ATC sectors]].<br /> <br /> == Definitions ==<br /> *from unit: the upstream unit that is delivering the flight where sector names according to eAIP ENR 6.6 or the last two letters of the approach unit in question is used.<br /> *ADEP: aerodrome of departure.<br /> *ADES: aerodrome of destination.<br /> *via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.<br /> *cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by &quot;climbing&quot; or &quot;descending&quot; as applicable except if stated otherwise in conditions.<br /> *conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.<br /> *HUFL: Highest usable flight level (sector's top vertical limit).<br /> *LUFL: Lowest usable flight level (sector's bottom vertical limit)<br /> *LAU: Local approach unit<br /> <br /> *AoR: area of responsibility (sector).<br /> *LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.<br /> *MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.<br /> *PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.<br /> *SEMI line: the souther sector border of E sector with S sector<br /> <br /> *Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.<br /> *Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.<br /> <br /> *Annotation: ▲240 +170, pronounced &quot;climbing flight level 240 out of flight level 170&quot;, is a short annotation to describe handover conditions. Details to the conditions are found in the conditions-column.<br /> <br /> == Procedures ==<br /> *General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.<br /> *Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.<br /> *Vertical handoff: Also called &quot;bottom/ceiling&quot; procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.<br /> *Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector<br /> <br /> == DEPARTURES ==<br /> {| class=&quot;wikitable&quot;<br /> | '''from unit''' || '''ADEP''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''<br /> |-<br /> |WW ||LOWW ||MEDIX/LUGEM/SOVIL||▲240 +170 ||released, MELK line FL170A||N1<br /> |-<br /> |WW ||LOWW ||RUPET/OSPEN ||▲240 +170 ||released, PINKA line FL170A||S1<br /> |-<br /> |WW ||LOWW ||BUWUT/LANUX ||▲240 +170 ||released||E1<br /> |-<br /> |WW ||LOWW ||RUPET ||160 ||released, ARR LOWK/LOWG||WG<br /> |-<br /> |WW ||LOWW ||SOVIL ||160 ||released, ARR LOWL/LOWS||WL<br /> |-<br /> |WW ||LOAx ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1<br /> |-<br /> |WW ||LOXT ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1<br /> |-<br /> |WW ||LOAx ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1<br /> |-<br /> |WW ||LOXT ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1<br /> |-<br /> |WW ||LKTB || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LZIB || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LOWG || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LOWL || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WI ||LOWI || ||160 ||bottom/ceiling||W1<br /> |-<br /> |WI ||LOWI ||SBG ||110 ||bottom/ceiling||WS<br /> |-<br /> |WI ||LOWS ||DETSA ||160 ||bottom/ceiling||W1<br /> |-<br /> |WS ||LOWS ||DETSA ||120 ||At level ||WI<br /> |-<br /> |WS ||LOWS ||NEMAL/VERDA||120 ||bottom/ceiling||B1<br /> |-<br /> |WG ||LJMB ||||160 ||bottom/ceiling||S1<br /> |-<br /> |WG ||LOWG || ||160 ||bottom/ceiling||S1<br /> |-<br /> |WK ||LOWK ||via S ||160 ||bottom/ceiling||S1<br /> |-<br /> |WK ||LOWK ||via W ||160 ||bottom/ceiling||W1<br /> |-<br /> |WL ||LOWL || ||160 ||bottom/ceiling||N1<br /> |-<br /> |WL ||LOWL ||via B ||▲160 +130 ||bottom/ceiling, FL130A||B1<br /> |-<br /> |WL ||LOWS || ||160 ||bottom/ceiling||N1<br /> |-<br /> |E1 ||LOWL || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |E1 ||LOWG || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |S1 ||LOWG ||Via E ||220 || ||WW<br /> |-<br /> |S1 ||LOWG ||Via N ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||LOWG ||Via W ||300 ||bottom/ceiling ||W1 <br /> |-<br /> |S1 ||LOWG ||Via B ||300 ||bottom/ceiling ||B1 <br /> |-<br /> |S1 ||LOWK || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||LOWL || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||LOWS || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||TMA LOWW || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |N1 ||LOWL || ||240 ||bottom/ceiling ||WW<br /> |-<br /> |N1 ||TMA LOWW || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||LOWG || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||EDDM || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||LOWS || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |E1 ||LZIB || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |E1 ||LKTB || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |W1 ||EDDM || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |W1 ||LOWI || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |W1 ||LOWK || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |W1 ||LOWS || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |B1 ||LOWL ||Via W ||300 ||bottom/ceiling ||W1 <br /> |-<br /> |}<br /> <br /> == ARRIVALS ==<br /> {| class=&quot;wikitable&quot;<br /> | '''from unit''' || '''ADES''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''<br /> |-<br /> |WW ||LOWL ||STO/SITNI ||170 ||FL240B||WL<br /> |-<br /> |WW ||LOWG || ||160 ||At level||WG<br /> |-<br /> |WS ||LOWI ||SBG ||120 ||At level||WI<br /> |-<br /> |WS ||LOWL ||NUBRA/NEMAL ||▼130 -160 ||At LoR FL160B||WL<br /> |-<br /> |WL ||LOWS ||MATIG ||120 ||At level||WS<br /> |-<br /> |WK ||LOWG || ||▼130 -170 ||At LoR FL170B||WG<br /> |-<br /> |WG ||LOWK || ||▼120 -170 ||At LoR FL170B||WK<br /> |-<br /> |W2 ||EDDM || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LOWI || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W1 ||LOWI || ||170 ||bottom/ceiling||WI<br /> |-<br /> |W1 ||LOWK || ||170 ||bottom/ceiling||WK<br /> |-<br /> |W1 ||LOWG || ||170 ||bottom/ceiling||WK<br /> |-<br /> |W1 ||LOWL || ||▼220 -260 ||At LoR FL260B||B1<br /> |-<br /> |W1 ||EDDM || ||▼220 -300 ||At LoR FL300B||B1<br /> |-<br /> |W1 ||LOWS || ||▼170 -190 ||At LoR FL190B||B1<br /> |-<br /> |S2 ||EDDM || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOWL || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOWS || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LKTB || ||310 ||bottom/ceiling||S1 <br /> |-<br /> |S2 ||LZIB || ||310 ||bottom/ceiling||S1 <br /> |-<br /> |S2 ||LKPR || ||340 ||At level ||N2<br /> |-<br /> |S1 ||LOWW ||NIGSI ||180 ||At level||WW<br /> |-<br /> |S1 ||LOAx ||PINKA line ||180 ||At level||WW<br /> |-<br /> |S1 ||LOXT ||PINKA line ||180 ||At level||WW<br /> |-<br /> |S1 ||LZIB ||NIGSI ||▼210 -240 ||PINKA line FL240B||WW<br /> |-<br /> |S1 ||LKTB ||MASUR ||▼250 -300 ||PINKA line FL300B||WW<br /> |-<br /> |S1 ||LOWG ||except MURA ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWG ||MURA ||130 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LJLJ || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LJMB || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWK || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWS || ||▼170 -300 ||At LoR FL300B||B1<br /> |-<br /> |S1 ||EDDM || ||▼270 -300 ||At LoR FL300B||B1<br /> |-<br /> |S1 ||LOWL || ||▼170 -300 ||At LoR FL300B||N1<br /> |-<br /> |N2 ||LOWI ||via SBG ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LZIB || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LOWW ||Via MASUR ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LKTB || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||EDDM || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LDZA || ||330 ||At level||S2<br /> |-<br /> |N2 ||LJLJ || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDRI || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDLO || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDPL || ||330 ||At level||S2<br /> |-<br /> |N2 ||LJMB || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N2 ||LOWG || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N2 ||LOWK || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N1 ||LOWW ||MASUR ||170 ||At level||WW<br /> |-<br /> |N1 ||LOWW ||BARUG ||170 ||At level||WW<br /> |-<br /> |N1 ||LOAx ||MELK line ||170 ||At level||WW<br /> |-<br /> |N1 ||LOXT ||MELK line ||170 ||At level||WW<br /> |-<br /> |N1 ||LZIB ||MASUR/BARUG ||▼210 -240 ||MELK line FL240B||WW<br /> |-<br /> |N1 ||LKTB ||MELK line ||▼250 -300 ||MELK line FL300B||WW<br /> |-<br /> |N1 ||LOWS || ||170 ||bottom/ceiling||WL<br /> |-<br /> |N1 ||LOWL || ||170 ||bottom/ceiling||WL <br /> |-<br /> |N1 ||LOWI ||SBG ||▼170 -240 ||At LoR FL240B||B1<br /> |-<br /> |N1 ||EDDM || ||170 ||At LoR FL300B||B1<br /> |-<br /> |N1 ||LOWG || ||▼170 -300 ||At LoR FL300B||S1<br /> |-<br /> |N1 ||LOWK || ||▼170 -300 ||At LoR FL300B||S1 <br /> |-<br /> |N1 ||LJMB || ||290 ||AT level||S1<br /> |-<br /> |E2 ||LDZA ||SOLNI Line ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |E2 ||LJLJ ||SOLNI Line ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |E2 ||LJMB || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWK || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWG || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWS || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWL || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E1 ||LOWL ||STO/SITNI ||250 ||bottom/ceiling||WW<br /> |-<br /> |E1 ||LOWG || ||250 ||bottom/ceiling||WW<br /> |-<br /> |E1 ||LOWS || ||300 ||At level||N1<br /> |-<br /> |E1 ||LOWK ||SOLNI Line ||▼250 -300 ||SOLNI Line FL300B||WW<br /> |-<br /> |E1 ||LJMB ||SOLNI Line ||▼250 -300 ||SOLNI Line FL300B||WW<br /> |-<br /> |B2 ||LDZA || ||330 ||At level||W2<br /> |-<br /> |B2 ||LJLJ || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDRI || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDLO || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDPL || ||330 ||At level||W2<br /> |-<br /> |B2 ||LOWW ||Via N1 ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||LOWG || ||310 ||bottom/ceiling||B1 <br /> |-<br /> |B2 ||LOWK || ||310 ||bottom/ceiling||B1 <br /> |-<br /> |B2 ||LOWW ||Via S ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |B2 ||LOWI ||via SBG ||130 ||bottom/ceiling||B1<br /> |-<br /> |B1 ||LOWS ||RASTA/NUBRA/SBG ||130 ||bottom/ceiling||WS<br /> |-<br /> |B1 ||LOWI ||SBG ||130 ||Via SBG STAR. bottom/ceiling||WS <br /> |-<br /> |B1 ||LOWL || ||▼130 -160 ||At LoR FL160B||WL<br /> |-<br /> |B1 ||LOWI ||NANIT ||▼170 -220 ||At LoR FL220B||W1<br /> |-<br /> |B1 ||LOWG || ||▼170 -300 ||At LoR FL300B||W1<br /> |-<br /> |B1 ||LOWK ||MASUR ||▼170 -300 ||At LoR FL300B||W1<br /> |-<br /> |B1 ||LOWW || ||▼270 -300 ||At LoR FL300B||N1<br /> |-<br /> |}</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Flight_Level_Allocation_Scheme&diff=4210 2020-11-04T16:39:53Z

<p>Alexander Arlow: clarification annotation and sector names</p> <hr /> <div>= List of flight level allocations within LOVV FIR =<br /> <br /> == Introduction ==<br /> These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check ENR chart 6.6 ATC sectors: [[https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_09092020.pdf]]<br /> <br /> == Definitions ==<br /> *from unit: the upstream unit that is delivering the flight where sector names according to eAIP ENR 6.6 or the last two letters of the approach unit in question is used.<br /> *ADEP: aerodrome of departure.<br /> *ADES: aerodrome of destination.<br /> *via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.<br /> *cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by &quot;climbing&quot; or &quot;descending&quot; as applicable except if stated otherwise in conditions.<br /> *conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.<br /> *HUFL: Highest usable flight level (sector's top vertical limit).<br /> *LUFL: Lowest usable flight level (sector's bottom vertical limit)<br /> *LAU: Local approach unit<br /> <br /> *AoR: area of responsibility (sector).<br /> *LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.<br /> *MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.<br /> *PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.<br /> *SEMI line: the souther sector border of E sector with S sector<br /> <br /> *Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.<br /> *Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.<br /> <br /> *Annotation: ▲240 +170, pronounced &quot;climbing flight level 240 out of flight level 170&quot;, is a short annotation to describe handover conditions. Details to the conditions are found in the conditions-column.<br /> <br /> == Procedures ==<br /> *General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.<br /> *Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.<br /> *Vertical handoff: Also called &quot;bottom/ceiling&quot; procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.<br /> *Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector<br /> <br /> == DEPARTURES ==<br /> {| class=&quot;wikitable&quot;<br /> | '''from unit''' || '''ADEP''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''<br /> |-<br /> |WW ||LOWW ||MEDIX/LUGEM/SOVIL||▲240 +170 ||released, MELK line FL170A||N1<br /> |-<br /> |WW ||LOWW ||RUPET/OSPEN ||▲240 +170 ||released, PINKA line FL170A||S1<br /> |-<br /> |WW ||LOWW ||BUWUT/LANUX ||▲240 +170 ||released||E1<br /> |-<br /> |WW ||LOWW ||RUPET ||160 ||released, ARR LOWK/LOWG||WG<br /> |-<br /> |WW ||LOWW ||SOVIL ||160 ||released, ARR LOWL/LOWS||WL<br /> |-<br /> |WW ||LOAx ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1<br /> |-<br /> |WW ||LOXT ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1<br /> |-<br /> |WW ||LOAx ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1<br /> |-<br /> |WW ||LOXT ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1<br /> |-<br /> |WW ||LKTB || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LZIB || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LOWG || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LOWL || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WI ||LOWI || ||160 ||bottom/ceiling||W1<br /> |-<br /> |WI ||LOWI ||SBG ||110 ||bottom/ceiling||WS<br /> |-<br /> |WI ||LOWS ||DETSA ||160 ||bottom/ceiling||W1<br /> |-<br /> |WS ||LOWS ||DETSA ||120 ||At level ||WI<br /> |-<br /> |WS ||LOWS ||NEMAL/VERDA||120 ||bottom/ceiling||B1<br /> |-<br /> |WG ||LJMB ||||160 ||bottom/ceiling||S1<br /> |-<br /> |WG ||LOWG || ||160 ||bottom/ceiling||S1<br /> |-<br /> |WK ||LOWK ||via S ||160 ||bottom/ceiling||S1<br /> |-<br /> |WK ||LOWK ||via W ||160 ||bottom/ceiling||W1<br /> |-<br /> |WL ||LOWL || ||160 ||bottom/ceiling||N1<br /> |-<br /> |WL ||LOWL ||via B ||▲160 +130 ||bottom/ceiling, FL130A||B1<br /> |-<br /> |WL ||LOWS || ||160 ||bottom/ceiling||N1<br /> |-<br /> |E1 ||LOWL || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |E1 ||LOWG || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |S1 ||LOWG ||Via E ||220 || ||WW<br /> |-<br /> |S1 ||LOWG ||Via N ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||LOWG ||Via W ||300 ||bottom/ceiling ||W1 <br /> |-<br /> |S1 ||LOWG ||Via B ||300 ||bottom/ceiling ||B1 <br /> |-<br /> |S1 ||LOWK || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||LOWL || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||LOWS || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||TMA LOWW || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |N1 ||LOWL || ||240 ||bottom/ceiling ||WW<br /> |-<br /> |N1 ||TMA LOWW || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||LOWG || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||EDDM || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||LOWS || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |E1 ||LZIB || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |E1 ||LKTB || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |W1 ||EDDM || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |W1 ||LOWI || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |W1 ||LOWK || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |W1 ||LOWS || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |B1 ||LOWL ||Via W ||300 ||bottom/ceiling ||W1 <br /> |-<br /> |}<br /> <br /> == ARRIVALS ==<br /> {| class=&quot;wikitable&quot;<br /> | '''from unit''' || '''ADES''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''<br /> |-<br /> |WW ||LOWL ||STO/SITNI ||170 ||FL240B||WL<br /> |-<br /> |WW ||LOWG || ||160 ||At level||WG<br /> |-<br /> |WS ||LOWI ||SBG ||120 ||At level||WI<br /> |-<br /> |WS ||LOWL ||NUBRA/NEMAL ||▼130 -160 ||At LoR FL160B||WL<br /> |-<br /> |WL ||LOWS ||MATIG ||120 ||At level||WS<br /> |-<br /> |WK ||LOWG || ||▼130 -170 ||At LoR FL170B||WG<br /> |-<br /> |WG ||LOWK || ||▼120 -170 ||At LoR FL170B||WK<br /> |-<br /> |W2 ||EDDM || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LOWI || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W1 ||LOWI || ||170 ||bottom/ceiling||WI<br /> |-<br /> |W1 ||LOWK || ||170 ||bottom/ceiling||WK<br /> |-<br /> |W1 ||LOWG || ||170 ||bottom/ceiling||WK<br /> |-<br /> |W1 ||LOWL || ||▼220 -260 ||At LoR FL260B||B1<br /> |-<br /> |W1 ||EDDM || ||▼220 -300 ||At LoR FL300B||B1<br /> |-<br /> |W1 ||LOWS || ||▼170 -190 ||At LoR FL190B||B1<br /> |-<br /> |S2 ||EDDM || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOWL || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOWS || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LKTB || ||310 ||bottom/ceiling||S1 <br /> |-<br /> |S2 ||LZIB || ||310 ||bottom/ceiling||S1 <br /> |-<br /> |S2 ||LKPR || ||340 ||At level ||N2<br /> |-<br /> |S1 ||LOWW ||NIGSI ||180 ||At level||WW<br /> |-<br /> |S1 ||LOAx ||PINKA line ||180 ||At level||WW<br /> |-<br /> |S1 ||LOXT ||PINKA line ||180 ||At level||WW<br /> |-<br /> |S1 ||LZIB ||NIGSI ||▼210 -240 ||PINKA line FL240B||WW<br /> |-<br /> |S1 ||LKTB ||MASUR ||▼250 -300 ||PINKA line FL300B||WW<br /> |-<br /> |S1 ||LOWG ||except MURA ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWG ||MURA ||130 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LJLJ || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LJMB || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWK || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWS || ||▼170 -300 ||At LoR FL300B||B1<br /> |-<br /> |S1 ||EDDM || ||▼270 -300 ||At LoR FL300B||B1<br /> |-<br /> |S1 ||LOWL || ||▼170 -300 ||At LoR FL300B||N1<br /> |-<br /> |N2 ||LOWI ||via SBG ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LZIB || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LOWW ||Via MASUR ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LKTB || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||EDDM || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LDZA || ||330 ||At level||S2<br /> |-<br /> |N2 ||LJLJ || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDRI || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDLO || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDPL || ||330 ||At level||S2<br /> |-<br /> |N2 ||LJMB || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N2 ||LOWG || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N2 ||LOWK || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N1 ||LOWW ||MASUR ||170 ||At level||WW<br /> |-<br /> |N1 ||LOWW ||BARUG ||170 ||At level||WW<br /> |-<br /> |N1 ||LOAx ||MELK line ||170 ||At level||WW<br /> |-<br /> |N1 ||LOXT ||MELK line ||170 ||At level||WW<br /> |-<br /> |N1 ||LZIB ||MASUR/BARUG ||▼210 -240 ||MELK line FL240B||WW<br /> |-<br /> |N1 ||LKTB ||MELK line ||▼250 -300 ||MELK line FL300B||WW<br /> |-<br /> |N1 ||LOWS || ||170 ||bottom/ceiling||WL<br /> |-<br /> |N1 ||LOWL || ||170 ||bottom/ceiling||WL <br /> |-<br /> |N1 ||LOWI ||SBG ||▼170 -240 ||At LoR FL240B||B1<br /> |-<br /> |N1 ||EDDM || ||170 ||At LoR FL300B||B1<br /> |-<br /> |N1 ||LOWG || ||▼170 -300 ||At LoR FL300B||S1<br /> |-<br /> |N1 ||LOWK || ||▼170 -300 ||At LoR FL300B||S1 <br /> |-<br /> |N1 ||LJMB || ||290 ||AT level||S1<br /> |-<br /> |E2 ||LDZA ||SOLNI Line ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |E2 ||LJLJ ||SOLNI Line ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |E2 ||LJMB || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWK || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWG || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWS || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWL || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E1 ||LOWL ||STO/SITNI ||250 ||bottom/ceiling||WW<br /> |-<br /> |E1 ||LOWG || ||250 ||bottom/ceiling||WW<br /> |-<br /> |E1 ||LOWS || ||300 ||At level||N1<br /> |-<br /> |E1 ||LOWK ||SOLNI Line ||▼250 -300 ||SOLNI Line FL300B||WW<br /> |-<br /> |E1 ||LJMB ||SOLNI Line ||▼250 -300 ||SOLNI Line FL300B||WW<br /> |-<br /> |B2 ||LDZA || ||330 ||At level||W2<br /> |-<br /> |B2 ||LJLJ || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDRI || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDLO || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDPL || ||330 ||At level||W2<br /> |-<br /> |B2 ||LOWW ||Via N1 ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||LOWG || ||310 ||bottom/ceiling||B1 <br /> |-<br /> |B2 ||LOWK || ||310 ||bottom/ceiling||B1 <br /> |-<br /> |B2 ||LOWW ||Via S ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |B2 ||LOWI ||via SBG ||130 ||bottom/ceiling||B1<br /> |-<br /> |B1 ||LOWS ||RASTA/NUBRA/SBG ||130 ||bottom/ceiling||WS<br /> |-<br /> |B1 ||LOWI ||SBG ||130 ||Via SBG STAR. bottom/ceiling||WS <br /> |-<br /> |B1 ||LOWL || ||▼130 -160 ||At LoR FL160B||WL<br /> |-<br /> |B1 ||LOWI ||NANIT ||▼170 -220 ||At LoR FL220B||W1<br /> |-<br /> |B1 ||LOWG || ||▼170 -300 ||At LoR FL300B||W1<br /> |-<br /> |B1 ||LOWK ||MASUR ||▼170 -300 ||At LoR FL300B||W1<br /> |-<br /> |B1 ||LOWW || ||▼270 -300 ||At LoR FL300B||N1<br /> |-<br /> |}</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Flight_Level_Allocation_Scheme&diff=4209 2020-11-04T13:13:30Z

<p>Alexander Arlow: RMV Levelcap Munich / Editorial</p> <hr /> <div>= List of flight level allocations within LOVV FIR =<br /> <br /> == Introduction ==<br /> These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check ENR chart 6.6 ATC sectors: [[https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_09092020.pdf]]<br /> <br /> == Definitions ==<br /> *from unit: the upstream unit that is delivering the flight.<br /> *ADEP: aerodrome of departure.<br /> *ADES: aerodrome of destination.<br /> *via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.<br /> *cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by &quot;climbing&quot; or &quot;descending&quot; as applicable except if stated otherwise in conditions.<br /> *conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.<br /> *HUFL: Highest usable flight level (sector's top vertical limit).<br /> *LUFL: Lowest usable flight level (sector's bottom vertical limit)<br /> *LAU: Local approach unit<br /> <br /> *AoR: area of responsibility (sector).<br /> *LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.<br /> *MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.<br /> *PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.<br /> *SEMI line: the souther sector border of E sector with S sector<br /> <br /> *Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.<br /> *Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.<br /> <br /> == Procedures ==<br /> *General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.<br /> *Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.<br /> *Vertical handoff: Also called &quot;bottom/ceiling&quot; procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.<br /> *Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector<br /> <br /> == DEPARTURES ==<br /> {| class=&quot;wikitable&quot;<br /> | '''from unit''' || '''ADEP''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''<br /> |-<br /> |WW ||LOWW ||MEDIX/LUGEM/SOVIL||▲240 +170 ||released, MELK line FL170A||N1<br /> |-<br /> |WW ||LOWW ||RUPET/OSPEN ||▲240 +170 ||released, PINKA line FL170A||S1<br /> |-<br /> |WW ||LOWW ||BUWUT/LANUX ||▲240 +170 ||released||E1<br /> |-<br /> |WW ||LOWW ||RUPET ||160 ||released, ARR LOWK/LOWG||WG<br /> |-<br /> |WW ||LOWW ||SOVIL ||160 ||released, ARR LOWL/LOWS||WL<br /> |-<br /> |WW ||LOAx ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1<br /> |-<br /> |WW ||LOXT ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1<br /> |-<br /> |WW ||LOAx ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1<br /> |-<br /> |WW ||LOXT ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1<br /> |-<br /> |WW ||LKTB || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LZIB || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LOWG || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WW ||LOWL || ||240 ||bottom/ceiling||E1<br /> |-<br /> |WI ||LOWI || ||160 ||bottom/ceiling||W1<br /> |-<br /> |WI ||LOWI ||SBG ||110 ||bottom/ceiling||WS<br /> |-<br /> |WI ||LOWS ||DETSA ||160 ||bottom/ceiling||W1<br /> |-<br /> |WS ||LOWS ||DETSA ||120 ||At level ||WI<br /> |-<br /> |WS ||LOWS ||NEMAL/VERDA||120 ||bottom/ceiling||B1<br /> |-<br /> |WG ||LJMB ||||160 ||bottom/ceiling||S1<br /> |-<br /> |WG ||LOWG || ||160 ||bottom/ceiling||S1<br /> |-<br /> |WK ||LOWK ||via S ||160 ||bottom/ceiling||S1<br /> |-<br /> |WK ||LOWK ||via W ||160 ||bottom/ceiling||W1<br /> |-<br /> |WL ||LOWL || ||160 ||bottom/ceiling||N1<br /> |-<br /> |WL ||LOWL ||via B ||▲160 +130 ||bottom/ceiling, FL130A||B1<br /> |-<br /> |WL ||LOWS || ||160 ||bottom/ceiling||N1<br /> |-<br /> |E1 ||LOWL || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |E1 ||LOWG || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |S1 ||LOWG ||Via E ||220 || ||WW<br /> |-<br /> |S1 ||LOWG ||Via N ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||LOWG ||Via W ||300 ||bottom/ceiling ||W1 <br /> |-<br /> |S1 ||LOWG ||Via B ||300 ||bottom/ceiling ||B1 <br /> |-<br /> |S1 ||LOWK || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||LOWL || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||LOWS || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |S1 ||TMA LOWW || ||300 ||bottom/ceiling ||S2 <br /> |-<br /> |N1 ||LOWL || ||240 ||bottom/ceiling ||WW<br /> |-<br /> |N1 ||TMA LOWW || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||LOWG || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||EDDM || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |N1 ||LOWS || ||300 ||bottom/ceiling ||N2 <br /> |-<br /> |E1 ||LZIB || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |E1 ||LKTB || ||300 ||bottom/ceiling ||E2 <br /> |-<br /> |W1 ||EDDM || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |W1 ||LOWI || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |W1 ||LOWK || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |W1 ||LOWS || ||300 ||bottom/ceiling ||W2 <br /> |-<br /> |B1 ||LOWL ||Via W ||300 ||bottom/ceiling ||W1 <br /> |-<br /> |}<br /> <br /> == ARRIVALS ==<br /> {| class=&quot;wikitable&quot;<br /> | '''from unit''' || '''ADES''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''<br /> |-<br /> |WW ||LOWL ||STO/SITNI ||170 ||FL240B||WL<br /> |-<br /> |WW ||LOWG || ||160 ||At level||WG<br /> |-<br /> |WS ||LOWI ||SBG ||120 ||At level||WI<br /> |-<br /> |WS ||LOWL ||NUBRA/NEMAL ||▼130 -160 ||At LoR FL160B||WL<br /> |-<br /> |WL ||LOWS ||MATIG ||120 ||At level||WS<br /> |-<br /> |WK ||LOWG || ||▼130 -170 ||At LoR FL170B||WG<br /> |-<br /> |WG ||LOWK || ||▼120 -170 ||At LoR FL170B||WK<br /> |-<br /> |W2 ||EDDM || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W2 ||LOWI || ||310 ||bottom/ceiling||W1<br /> |-<br /> |W1 ||LOWI || ||170 ||bottom/ceiling||WI<br /> |-<br /> |W1 ||LOWK || ||170 ||bottom/ceiling||WK<br /> |-<br /> |W1 ||LOWG || ||170 ||bottom/ceiling||WK<br /> |-<br /> |W1 ||LOWL || ||▼220 -260 ||At LoR FL260B||B1<br /> |-<br /> |W1 ||EDDM || ||▼220 -300 ||At LoR FL300B||B1<br /> |-<br /> |W1 ||LOWS || ||▼170 -190 ||At LoR FL190B||B1<br /> |-<br /> |S2 ||EDDM || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOWL || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LOWS || ||310 ||bottom/ceiling||S1<br /> |-<br /> |S2 ||LKTB || ||310 ||bottom/ceiling||S1 <br /> |-<br /> |S2 ||LZIB || ||310 ||bottom/ceiling||S1 <br /> |-<br /> |S2 ||LKPR || ||340 ||At level ||N2<br /> |-<br /> |S1 ||LOWW ||NIGSI ||180 ||At level||WW<br /> |-<br /> |S1 ||LOAx ||PINKA line ||180 ||At level||WW<br /> |-<br /> |S1 ||LOXT ||PINKA line ||180 ||At level||WW<br /> |-<br /> |S1 ||LZIB ||NIGSI ||▼210 -240 ||PINKA line FL240B||WW<br /> |-<br /> |S1 ||LKTB ||MASUR ||▼250 -300 ||PINKA line FL300B||WW<br /> |-<br /> |S1 ||LOWG ||except MURA ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWG ||MURA ||130 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LJLJ || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LJMB || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWK || ||170 ||bottom/ceiling||WG<br /> |-<br /> |S1 ||LOWS || ||▼170 -300 ||At LoR FL300B||B1<br /> |-<br /> |S1 ||EDDM || ||▼270 -300 ||At LoR FL300B||B1<br /> |-<br /> |S1 ||LOWL || ||▼170 -300 ||At LoR FL300B||N1<br /> |-<br /> |N2 ||LOWI ||via SBG ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LZIB || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LOWW ||Via MASUR ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LKTB || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||EDDM || ||310 ||bottom/ceiling||N1<br /> |-<br /> |N2 ||LDZA || ||330 ||At level||S2<br /> |-<br /> |N2 ||LJLJ || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDRI || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDLO || ||330 ||At level||S2<br /> |-<br /> |N2 ||LDPL || ||330 ||At level||S2<br /> |-<br /> |N2 ||LJMB || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N2 ||LOWG || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N2 ||LOWK || ||310 ||bottom/ceiling||N1 <br /> |-<br /> |N1 ||LOWW ||MASUR ||170 ||At level||WW<br /> |-<br /> |N1 ||LOWW ||BARUG ||170 ||At level||WW<br /> |-<br /> |N1 ||LOAx ||MELK line ||170 ||At level||WW<br /> |-<br /> |N1 ||LOXT ||MELK line ||170 ||At level||WW<br /> |-<br /> |N1 ||LZIB ||MASUR/BARUG ||▼210 -240 ||MELK line FL240B||WW<br /> |-<br /> |N1 ||LKTB ||MELK line ||▼250 -300 ||MELK line FL300B||WW<br /> |-<br /> |N1 ||LOWS || ||170 ||bottom/ceiling||WL<br /> |-<br /> |N1 ||LOWL || ||170 ||bottom/ceiling||WL <br /> |-<br /> |N1 ||LOWI ||SBG ||▼170 -240 ||At LoR FL240B||B1<br /> |-<br /> |N1 ||EDDM || ||170 ||At LoR FL300B||B1<br /> |-<br /> |N1 ||LOWG || ||▼170 -300 ||At LoR FL300B||S1<br /> |-<br /> |N1 ||LOWK || ||▼170 -300 ||At LoR FL300B||S1 <br /> |-<br /> |N1 ||LJMB || ||290 ||AT level||S1<br /> |-<br /> |E2 ||LDZA ||SOLNI Line ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |E2 ||LJLJ ||SOLNI Line ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |E2 ||LJMB || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWK || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWG || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWS || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E2 ||LOWL || ||310 ||bottom/ceiling||E1 <br /> |-<br /> |E1 ||LOWL ||STO/SITNI ||250 ||bottom/ceiling||WW<br /> |-<br /> |E1 ||LOWG || ||250 ||bottom/ceiling||WW<br /> |-<br /> |E1 ||LOWS || ||300 ||At level||N1<br /> |-<br /> |E1 ||LOWK ||SOLNI Line ||▼250 -300 ||SOLNI Line FL300B||WW<br /> |-<br /> |E1 ||LJMB ||SOLNI Line ||▼250 -300 ||SOLNI Line FL300B||WW<br /> |-<br /> |B2 ||LDZA || ||330 ||At level||W2<br /> |-<br /> |B2 ||LJLJ || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDRI || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDLO || ||330 ||At level||W2<br /> |-<br /> |B2 ||LDPL || ||330 ||At level||W2<br /> |-<br /> |B2 ||LOWW ||Via N1 ||310 ||bottom/ceiling||B1<br /> |-<br /> |B2 ||LOWG || ||310 ||bottom/ceiling||B1 <br /> |-<br /> |B2 ||LOWK || ||310 ||bottom/ceiling||B1 <br /> |-<br /> |B2 ||LOWW ||Via S ||▼310 -340 ||At LoR FL340B||S1<br /> |-<br /> |B2 ||LOWI ||via SBG ||130 ||bottom/ceiling||B1<br /> |-<br /> |B1 ||LOWS ||RASTA/NUBRA/SBG ||130 ||bottom/ceiling||WS<br /> |-<br /> |B1 ||LOWI ||SBG ||130 ||Via SBG STAR. bottom/ceiling||WS <br /> |-<br /> |B1 ||LOWL || ||▼130 -160 ||At LoR FL160B||WL<br /> |-<br /> |B1 ||LOWI ||NANIT ||▼170 -220 ||At LoR FL220B||W1<br /> |-<br /> |B1 ||LOWG || ||▼170 -300 ||At LoR FL300B||W1<br /> |-<br /> |B1 ||LOWK ||MASUR ||▼170 -300 ||At LoR FL300B||W1<br /> |-<br /> |B1 ||LOWW || ||▼270 -300 ||At LoR FL300B||N1<br /> |-<br /> |}</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4185 2020-10-09T20:20:49Z

<p>Alexander Arlow: Colab with MH to finish the doc</p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> <br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> In RL the area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into three sectors, Wien Information North (134.625) and Wien Information South (124.400).<br /> Additionally, FIC in the TMA LOWW is provided on frequency 118.525.<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 and LOWW_I_APP (TMA LOWW only), on frequency 118.525. If LOWW_I_APP is not online, LOVV_I_CTR is responsible for flight information service in the whole FIR Wien, including TMA LOWW. Note: FIC provides flight information service only within the FIR LOVV.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> <br /> A pilot should initiate radio contact by calling in and providing only their callsign. No other information shall be passed upon initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Information, servus, OEABC.<br /> <br /> As the FISO (Flight Information Service Operator), you now check for the aircraft and the flight plan.<br /> If a flightplan has been filed:<br /> <br /> Info: OEABC, Wien Information, servus. I have all your details. QNH 1014.<br /> <br /> or, if it's a short sightseeing flight, from LOWI to LOWI, for example, replying with the following suffices:<br /> <br /> Info: OEABC, Wien Information, servus. QNH 1014.<br /> <br /> If no flight plan has been filed, you reply by:<br /> <br /> Info: OEABC, Wien Information, servus. Go ahead.<br /> OEABC: OEABC, SR22, VFR from LOWZ to LOGO, 5nm west of St Johann im Pongau, squawk 7000, 5500ft, request traffic information.<br /> <br /> You may now create a flight plan for that flight, if you so wish and reply:<br /> <br /> Info: OEABC, roger, QNH 1014.<br /> <br /> The phrase, &quot;Currently no traffic&quot; or similar shall not be used.<br /> <br /> ==== Further information ====<br /> <br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of parachuting activity overhead LOGO up to FL 125.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEABC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the controller, who is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, Linz Radar clears you to cross TMA Linz between 5000ft and 6000ft VFR, remain on my frequency.<br /> <br /> or, if the responsible controller requests you to hand the pilot over:<br /> <br /> Info: OEABC, for TMA crossing Linz contact Linz Radar on 129.625.<br /> <br /> ==== Traffic Information ====<br /> <br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (Unknown, VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude (tendency if applicable, climbing or descending)<br /> * Type of aircraft<br /> * Any other information that is deemed helpful to avoid a collision<br /> <br /> When initiating a traffic information call, give the pilot a chance to respond first:<br /> <br /> Info: OEABC, traffic information.<br /> OEABC: Go ahead.<br /> Info: OEABC, VFR traffic, 3 o'clock, 3nm, opposite direction, 500ft below, Cessna 172.<br /> <br /> In determining, whether or not to give traffic information at all, consider a 3nm/1000ft &quot;bubble&quot; around the aircraft in question - if this bubble is to be penetrated, traffic information should be issued.<br /> <br /> Additionally, traffic information for aircraft flying at 4 - 6 o'clock might be suboptimal, given the limited view behind.<br /> <br /> If a Pilot responds:<br /> <br /> OEABC: Traffic in sight.<br /> <br /> everything is fine.<br /> On the other hand, if the pilot reports:<br /> <br /> OEABC: Traffic not in sight. <br /> <br /> you may provide updated traffic information if the two targets move closer together.<br /> Nonetheless, you are not responsible for the separation at any time.<br /> If the aircraft is clear of traffic you respond:<br /> <br /> Info: OEABC, clear of traffic.<br /> <br /> ==== Weather Information ====<br /> <br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be adivsed, expect severe turbulence between LOWL and LOWS between 3000ft and FL120<br /> <br /> For current weather information refer to [https://www.homebriefing.com/ LL-SWC Alps] or [https://www.windy.com/ windy.com]<br /> <br /> == MISC ==<br /> <br /> === Squawks ===<br /> <br /> It is mandatory that all aircraft flying in Austrian airspace are equipped with a Mode-S transponder, so using squawk 7000 exclusively suffices for proper radar identification.<br /> <br /> If you want to simulate only secondary radar contacts without Mode-S, like in valleys, where Mode-S radar quality may not be assured, use the squawk range of 1550 - 1557. TopSky will assign the correct squawk automatically.<br /> <br /> === ASA ===<br /> <br /> Altimeter setting areas, short ASA - 8 distinct areas in the FIR LOVV where QNH is being measured. <br /> You may refer to the eAIP for an overview of the covered areas by each ASA: [https://eaip.austrocontrol.at/ Austrian eAIP ENR 6.7]. Upon initial contact, a pilot shall be provided with the current QNH for the ASA he is currently in; except if he is about to leave a certain ASA at the moment of initial call, the FISO may prodide him with the QNH for the next ASA. It is the pilot's obligation to check for a new QNH every 30 minutes, Wien Information does NOT update the pilot with a new QNH - neither when he crosses an ASA boundary, nor if the current QNH changes.<br /> <br /> === Turns &amp; Climbs ===<br /> <br /> In certain situations, may it be for avoiding danger areas, weather, or terrain, you are allowed to suggest headings/altitudes to the pilot:<br /> <br /> Info: OEABC, suggest VFR heading 180 to avoid restricted area Allentsteig.<br /> <br /> If a pilot requests an IFR pick-up, they often have to climb above the MVA to be able to join IFR.<br /> In this case, use:<br /> <br /> Info: OEABC, climb VFR altitude 9500ft.<br /> <br /> After that, you may send them over to the responsible radar unit for their IFR clearance.<br /> <br /> === Entering Airspace D/C vertically ===<br /> <br /> In certain situations, a pilot might need to fly a higher altitude than airspace E allows.<br /> In this case, coordinate with the responsible radar unit for clearance.<br /> <br /> Info: OEABC, Klagenfurt Radar clears you into airspace D up to FL 125, climb VFR FL125, remain this frequency.<br /> <br /> The radar unit may still request you to hand them over.<br /> <br /> === You may leave vs frequency change approved ===<br /> <br /> A VFR pilot may leave your frequency at any time.<br /> <br /> OEABC: Wien Information, OEABC approaching LOAV, leaving your frequency.<br /> Info: OEABC, you may leave, servus.<br /> <br /> If you told the pilot to remain your frequency, they are no longer allowed to leave on their own.<br /> In this case use:<br /> <br /> Info: OEABC, frequency change approved, servus.<br /> <br /> In case you assigned an SQ other then 7000, you tell them:<br /> <br /> Info: OEABC, squawk VFR, frequency change approved/you may leave, servus.</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=CPDLC_Guide&diff=4107 2019-12-30T09:54:13Z

<p>Alexander Arlow: </p> <hr /> <div>= CPDLC Guide And Procedures For VACC Austria =<br /> <br /> == Recent Changes ==<br /> 22.11.2019 - Creation<br /> 25.11.2019 - Added supported message types<br /> <br /> == Introduction ==<br /> Controller Pilot Data Link Communications (CPDLC) allows pilots and controllers to exchange messages, requests and clearances via data link. It is not designed to replace but to supplement voice communications to reduce frequency usage and workload. This article is focused around the implementation of CPDLC in the VATSIM environment, specifically in VACC Austria using the Topsky plugin. It is highly recommended that you have a solid understanding of the [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary article on CPDLC].<br /> <br /> == CPDLC On VATSIM ==<br /> At the time of writing, VATSIM has not developed its own implementation of CPDLC, therefore it and other networks, rely on the services of [http://www.hoppie.nl/pub/ hoppie.nl]. Hoppie.nl is a dedicated network, created by Jeroen Hoppenbrouwers solely for the purpose of exchanging CPDLC and ACARS message regardless of simulator or network used. Because of this kind of implementation, no support of CPDLC is provided by VATSIM. Yet, there are many addons for flight simulators as well as for controllers that make use of the CPDLC capabilities already existing in real life and simulate them - for a (non exhaustive) list of supporting addons, refer to the end of this document.<br /> <br /> On the VATSIM network two different types of CPDLC-services are generally provided: PDC and CPDLC. PDC (Pre-Departure-Clearance, sometimes also called DCL) is basically the transmission of the enroute (IFR) clearance to the pilot while he is still at the gate. In Europe the term DCL is generally used but the term PDC is used by most pilots. CPDLC is the service to provide enroute ATC service for pilots and allow for their readback. Both of these services are generally not time critical so allow several seconds for messages to be propagated through the network to the pilot.<br /> <br /> == Using CPDLC As A Controller ==<br /> <br /> === Creating a [http://www.hoppie.nl/pub/ hoppie.nl] logon code ===<br /> The first step for anyone whishing to use CPDLC either as pilot or as a controller is to create a logon code. Head to the [http://www.hoppie.nl/acars/system/register.html logon creation page] on [http://www.hoppie.nl/pub/ hoppie.nl] and register using your name and your e-mail adress and your code will be sent to you. Be aware that the code will get deleted if you don't use it for more than 120 days, but you can create a new one anytime.<br /> <br /> === Logging in ===<br /> * Connect to VATSIM using Euroscope as usual. To inform pilots of your provision of CPDLC services, you may enter information on your logon into INFO lines (see video below).<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile using Topsky as primary plugin using the &quot;OPEN SCT&quot; button at the top. Sct files that use Topsky are LOVV_CTR or LOWW_APP for example.<br /> * In the menu on top of Topsky click on Setup -&gt; CPDLC Setting.<br /> * Verify your login is correct (list for reference is below) and enter your logon code. Check the services provided are appropriate for your station (list for reference below) and the min level is 125 if using CPDLC.<br /> * Click &quot;Connect&quot;.<br /> * (optional) Open the CPDLC message window using the menu Tools -&gt; CPDLC -&gt; Current messages. All in- and outgoing CPDLC message are displayed here and allow for better situational awareness.<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile appropriate for you current position.<br /> Congratulations you are now providing CPDLC service to the pilots.<br /> <br /> === Transmitting PDC clearances to the pilot ===<br /> In the deparure list, the column &quot;E&quot; will display an &quot;A&quot; if a pilot is requesting clearance via DCL. Verify that SID, RWY and ASSR are set in the departure list, then click the &quot;A&quot; indicator, verify the clearance in the popup and click send. No voice readback is required by the pilot - upon initial call a pushback clearance may be issued without further ado.<br /> <br /> (Todo: Insert Screenshots).<br /> <br /> === Providing enroute ATC using CPDLC ===<br /> Generally, once a pilot is logged in using your CPDLC logon, all clearances (unless explicitly omitted using the &quot;R/T&quot; button) will be transmitted to the pilot using CPDLC. A blue indication means that the clearance was transmitted to the pilot but no readback has been recieved yet. Once the readback was recieved, the blue indication will become white. On timeout or &quot;unable&quot; readback the indicator will become orange. ATTN: Due to Euroscope limitations, a direct via CPDLC must always be invoked via the HDG -&gt; More -&gt; Point dialogue and a click on the waypoint on the ASD, NOT via the normal direct function.<br /> <br /> Have a look at this video as a reference: [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> <br /> The pilot is obliged to use radio for the initial call regardless of the usage of CPDLC. This is because two-way radio communication with the pilot must still be assured at all times. The pilot has the obligation to listen to the frequency and react to any calls directed at him. Also, the usage of CPDLC does not require any additional phraseology. You may however acknowledge the usage of CPDLC if deemed necessary:<br /> <br /> A/C: Wien Radar, ABC123 passing FL195, climbing FL240 with CPDLC.<br /> CTR: ABC123, servus radar contact, roger CPDLC. (optional: climb instruction if CPDLC delay is expected to cause an aircraft to level off)<br /> <br /> ==== Supported CPDLC Messages ====<br /> <br /> ===== Uplink =====<br /> * Level clearance<br /> * Heading clearance<br /> * Direct-to clearance<br /> * Speed clearance<br /> * Squawk code assignment<br /> * Squawk ident instruction<br /> * Voice contact instruction<br /> * Free text<br /> <br /> ===== Downlink =====<br /> * Level request<br /> * Heading request<br /> * Direct-to request<br /> * Speed request<br /> * Urgency (MAYDAY/PAN/SQ7500)<br /> * Free text<br /> <br /> == Reference ==<br /> <br /> === Logons ===<br /> <br /> The logon with the ICAO code of the airport (i.e. LOWW) shall be used by the local station that is providing enroute clearances. Some examples:<br /> * If LOWW_DEL is online, DEL will use the logon LOWW and provide PDC, GND and TWR will not provide any CPDLC services and LOWW_APP will use the logon LOWA for CPDLC.<br /> * If LOWW_APP is online without other stations below, APP will provide CPDLC and PDC with the logon LOWW, because it is the only local station. If for example, TWR comes online, APP switches to the logon LOWA (CPDLC only) and TWR provides PDC with the logon LOWW<br /> * The respective CTR units always provide CPDLC and PDC with their respective logons, never using an ICAO code of an airport they provide service for.<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |DEL/TWR/GND ||ICAO CODE OF APT ||PDC || <br /> |-<br /> |LOVV_CTR ||LOVV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOVS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOVU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOVF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOVL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOWA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOWM ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LOWN ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOWP ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LOGA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LOIA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LOKA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LOLA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LOSA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === My logon is taken ===<br /> Since other networks may also make use of Hoppie's CPDLC features, it may be possible that your logon is take by another network, especially the ones reflecting the ICAO code of major airports. In that case use the following table:<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |LOWW ||LOTW ||PDC || <br /> |-<br /> |LOWG ||LOTG ||PDC || <br /> |-<br /> |LOWI ||LOTI ||PDC || <br /> |-<br /> |LOWK ||LOTK ||PDC || <br /> |-<br /> |LOWL ||LOTL ||PDC || <br /> |-<br /> |LOWS ||LOTS ||PDC || <br /> |-<br /> |LOVV_CTR ||LOCV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOCS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOCU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOCF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOCL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOAW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOMW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LONW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOPW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LORG ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LORI ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LORK ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LORL ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LORS ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === Aircraft addons supporting CPDLC ===<br /> This is a non-exhaustive list of 3rd party aircraft addons supporting CPDLC or PDC natively without the use of an external client.<br /> * [https://www.flightsimlabs.com/index.php/a319-x/ FSLabs A319 (PDC only)]<br /> * [https://www.flightsimlabs.com/ FSLabs A321 (PDC and enroute CPDLC)]<br /> <br /> === Links ===<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/VACC%20Austria%20Topsky%20Plugin%20Manual.pdf VACC Austria Topsky Plugin Manual]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20General.pdf TopSky Plugin for EuroScope General Manual by the Author]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20Data%20Link%20Functions.pdf TopSky Plugin for EuroScope Data Link Manual by the Author]<br /> * [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC Video by VACC-Austria]<br /> * [https://forum.vacc-austria.org/viewforum.php?f=11 VACC-Austria Euroscope Forum] - ask any remaining questions there!<br /> * [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary Article On CPDLC]<br /> * [https://files.flying-fox.de/forum/vatsim/VATGER_permanent/CPDLC/CPDLC_quickstart_edition_1.2.2.pdf Andreas Fuchs' ACARS CPDLC Quick Starter] - Mainly for pilots but a nice read!</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=CPDLC_Guide&diff=4106 2019-12-30T09:53:57Z

<p>Alexander Arlow: CPDLC Addons updated</p> <hr /> <div>= CPDLC Guide And Procedures For VACC Austria =<br /> <br /> == Recent Changes ==<br /> 22.11.2019 - Creation<br /> 25.11.2019 - Added supported message types<br /> <br /> == Introduction ==<br /> Controller Pilot Data Link Communications (CPDLC) allows pilots and controllers to exchange messages, requests and clearances via data link. It is not designed to replace but to supplement voice communications to reduce frequency usage and workload. This article is focused around the implementation of CPDLC in the VATSIM environment, specifically in VACC Austria using the Topsky plugin. It is highly recommended that you have a solid understanding of the [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary article on CPDLC].<br /> <br /> == CPDLC On VATSIM ==<br /> At the time of writing, VATSIM has not developed its own implementation of CPDLC, therefore it and other networks, rely on the services of [http://www.hoppie.nl/pub/ hoppie.nl]. Hoppie.nl is a dedicated network, created by Jeroen Hoppenbrouwers solely for the purpose of exchanging CPDLC and ACARS message regardless of simulator or network used. Because of this kind of implementation, no support of CPDLC is provided by VATSIM. Yet, there are many addons for flight simulators as well as for controllers that make use of the CPDLC capabilities already existing in real life and simulate them - for a (non exhaustive) list of supporting addons, refer to the end of this document.<br /> <br /> On the VATSIM network two different types of CPDLC-services are generally provided: PDC and CPDLC. PDC (Pre-Departure-Clearance, sometimes also called DCL) is basically the transmission of the enroute (IFR) clearance to the pilot while he is still at the gate. In Europe the term DCL is generally used but the term PDC is used by most pilots. CPDLC is the service to provide enroute ATC service for pilots and allow for their readback. Both of these services are generally not time critical so allow several seconds for messages to be propagated through the network to the pilot.<br /> <br /> == Using CPDLC As A Controller ==<br /> <br /> === Creating a [http://www.hoppie.nl/pub/ hoppie.nl] logon code ===<br /> The first step for anyone whishing to use CPDLC either as pilot or as a controller is to create a logon code. Head to the [http://www.hoppie.nl/acars/system/register.html logon creation page] on [http://www.hoppie.nl/pub/ hoppie.nl] and register using your name and your e-mail adress and your code will be sent to you. Be aware that the code will get deleted if you don't use it for more than 120 days, but you can create a new one anytime.<br /> <br /> === Logging in ===<br /> * Connect to VATSIM using Euroscope as usual. To inform pilots of your provision of CPDLC services, you may enter information on your logon into INFO lines (see video below).<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile using Topsky as primary plugin using the &quot;OPEN SCT&quot; button at the top. Sct files that use Topsky are LOVV_CTR or LOWW_APP for example.<br /> * In the menu on top of Topsky click on Setup -&gt; CPDLC Setting.<br /> * Verify your login is correct (list for reference is below) and enter your logon code. Check the services provided are appropriate for your station (list for reference below) and the min level is 125 if using CPDLC.<br /> * Click &quot;Connect&quot;.<br /> * (optional) Open the CPDLC message window using the menu Tools -&gt; CPDLC -&gt; Current messages. All in- and outgoing CPDLC message are displayed here and allow for better situational awareness.<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile appropriate for you current position.<br /> Congratulations you are now providing CPDLC service to the pilots.<br /> <br /> === Transmitting PDC clearances to the pilot ===<br /> In the deparure list, the column &quot;E&quot; will display an &quot;A&quot; if a pilot is requesting clearance via DCL. Verify that SID, RWY and ASSR are set in the departure list, then click the &quot;A&quot; indicator, verify the clearance in the popup and click send. No voice readback is required by the pilot - upon initial call a pushback clearance may be issued without further ado.<br /> <br /> (Todo: Insert Screenshots).<br /> <br /> === Providing enroute ATC using CPDLC ===<br /> Generally, once a pilot is logged in using your CPDLC logon, all clearances (unless explicitly omitted using the &quot;R/T&quot; button) will be transmitted to the pilot using CPDLC. A blue indication means that the clearance was transmitted to the pilot but no readback has been recieved yet. Once the readback was recieved, the blue indication will become white. On timeout or &quot;unable&quot; readback the indicator will become orange. ATTN: Due to Euroscope limitations, a direct via CPDLC must always be invoked via the HDG -&gt; More -&gt; Point dialogue and a click on the waypoint on the ASD, NOT via the normal direct function.<br /> <br /> Have a look at this video as a reference: [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> <br /> The pilot is obliged to use radio for the initial call regardless of the usage of CPDLC. This is because two-way radio communication with the pilot must still be assured at all times. The pilot has the obligation to listen to the frequency and react to any calls directed at him. Also, the usage of CPDLC does not require any additional phraseology. You may however acknowledge the usage of CPDLC if deemed necessary:<br /> <br /> A/C: Wien Radar, ABC123 passing FL195, climbing FL240 with CPDLC.<br /> CTR: ABC123, servus radar contact, roger CPDLC. (optional: climb instruction if CPDLC delay is expected to cause an aircraft to level off)<br /> <br /> ==== Supported CPDLC Messages ====<br /> <br /> ===== Uplink =====<br /> * Level clearance<br /> * Heading clearance<br /> * Direct-to clearance<br /> * Speed clearance<br /> * Squawk code assignment<br /> * Squawk ident instruction<br /> * Voice contact instruction<br /> * Free text<br /> <br /> ===== Downlink =====<br /> * Level request<br /> * Heading request<br /> * Direct-to request<br /> * Speed request<br /> * Urgency (MAYDAY/PAN/SQ7500)<br /> * Free text<br /> <br /> == Reference ==<br /> <br /> === Logons ===<br /> <br /> The logon with the ICAO code of the airport (i.e. LOWW) shall be used by the local station that is providing enroute clearances. Some examples:<br /> * If LOWW_DEL is online, DEL will use the logon LOWW and provide PDC, GND and TWR will not provide any CPDLC services and LOWW_APP will use the logon LOWA for CPDLC.<br /> * If LOWW_APP is online without other stations below, APP will provide CPDLC and PDC with the logon LOWW, because it is the only local station. If for example, TWR comes online, APP switches to the logon LOWA (CPDLC only) and TWR provides PDC with the logon LOWW<br /> * The respective CTR units always provide CPDLC and PDC with their respective logons, never using an ICAO code of an airport they provide service for.<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |DEL/TWR/GND ||ICAO CODE OF APT ||PDC || <br /> |-<br /> |LOVV_CTR ||LOVV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOVS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOVU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOVF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOVL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOWA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOWM ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LOWN ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOWP ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LOGA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LOIA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LOKA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LOLA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LOSA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === My logon is taken ===<br /> Since other networks may also make use of Hoppie's CPDLC features, it may be possible that your logon is take by another network, especially the ones reflecting the ICAO code of major airports. In that case use the following table:<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |LOWW ||LOTW ||PDC || <br /> |-<br /> |LOWG ||LOTG ||PDC || <br /> |-<br /> |LOWI ||LOTI ||PDC || <br /> |-<br /> |LOWK ||LOTK ||PDC || <br /> |-<br /> |LOWL ||LOTL ||PDC || <br /> |-<br /> |LOWS ||LOTS ||PDC || <br /> |-<br /> |LOVV_CTR ||LOCV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOCS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOCU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOCF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOCL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOAW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOMW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LONW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOPW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LORG ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LORI ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LORK ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LORL ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LORS ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === Aircraft addons supporting CPDLC ===<br /> This is a non-exhaustive list of 3rd party aircraft addons supporting CPDLC or PDC natively without the use of an external client.<br /> * [https://www.flightsimlabs.com/index.php/a319-x/ FLSabs A319 (PDC only)]<br /> * [https://www.flightsimlabs.com/ FSLabs A321 (PDC and enroute CPDLC)]<br /> <br /> === Links ===<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/VACC%20Austria%20Topsky%20Plugin%20Manual.pdf VACC Austria Topsky Plugin Manual]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20General.pdf TopSky Plugin for EuroScope General Manual by the Author]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20Data%20Link%20Functions.pdf TopSky Plugin for EuroScope Data Link Manual by the Author]<br /> * [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC Video by VACC-Austria]<br /> * [https://forum.vacc-austria.org/viewforum.php?f=11 VACC-Austria Euroscope Forum] - ask any remaining questions there!<br /> * [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary Article On CPDLC]<br /> * [https://files.flying-fox.de/forum/vatsim/VATGER_permanent/CPDLC/CPDLC_quickstart_edition_1.2.2.pdf Andreas Fuchs' ACARS CPDLC Quick Starter] - Mainly for pilots but a nice read!</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=CPDLC_Guide&diff=4100 2019-11-25T09:07:47Z

<p>Alexander Arlow: </p> <hr /> <div>= CPDLC Guide And Procedures For VACC Austria =<br /> <br /> == Recent Changes ==<br /> 22.11.2019 - Creation<br /> 25.11.2019 - Added supported message types<br /> <br /> == Introduction ==<br /> Controller Pilot Data Link Communications (CPDLC) allows pilots and controllers to exchange messages, requests and clearances via data link. It is not designed to replace but to supplement voice communications to reduce frequency usage and workload. This article is focused around the implementation of CPDLC in the VATSIM environment, specifically in VACC Austria using the Topsky plugin. It is highly recommended that you have a solid understanding of the [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary article on CPDLC].<br /> <br /> == CPDLC On VATSIM ==<br /> At the time of writing, VATSIM has not developed its own implementation of CPDLC, therefore it and other networks, rely on the services of [http://www.hoppie.nl/pub/ hoppie.nl]. Hoppie.nl is a dedicated network, created by Jeroen Hoppenbrouwers solely for the purpose of exchanging CPDLC and ACARS message regardless of simulator or network used. Because of this kind of implementation, no support of CPDLC is provided by VATSIM. Yet, there are many addons for flight simulators as well as for controllers that make use of the CPDLC capabilities already existing in real life and simulate them - for a (non exhaustive) list of supporting addons, refer to the end of this document.<br /> <br /> On the VATSIM network two different types of CPDLC-services are generally provided: PDC and CPDLC. PDC (Pre-Departure-Clearance, sometimes also called DCL) is basically the transmission of the enroute (IFR) clearance to the pilot while he is still at the gate. In Europe the term DCL is generally used but the term PDC is used by most pilots. CPDLC is the service to provide enroute ATC service for pilots and allow for their readback. Both of these services are generally not time critical so allow several seconds for messages to be propagated through the network to the pilot.<br /> <br /> == Using CPDLC As A Controller ==<br /> <br /> === Creating a [http://www.hoppie.nl/pub/ hoppie.nl] logon code ===<br /> The first step for anyone whishing to use CPDLC either as pilot or as a controller is to create a logon code. Head to the [http://www.hoppie.nl/acars/system/register.html logon creation page] on [http://www.hoppie.nl/pub/ hoppie.nl] and register using your name and your e-mail adress and your code will be sent to you. Be aware that the code will get deleted if you don't use it for more than 120 days, but you can create a new one anytime.<br /> <br /> === Logging in ===<br /> * Connect to VATSIM using Euroscope as usual. To inform pilots of your provision of CPDLC services, you may enter information on your logon into INFO lines (see video below).<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile using Topsky as primary plugin using the &quot;OPEN SCT&quot; button at the top. Sct files that use Topsky are LOVV_CTR or LOWW_APP for example.<br /> * In the menu on top of Topsky click on Setup -&gt; CPDLC Setting.<br /> * Verify your login is correct (list for reference is below) and enter your logon code. Check the services provided are appropriate for your station (list for reference below) and the min level is 125 if using CPDLC.<br /> * Click &quot;Connect&quot;.<br /> * (optional) Open the CPDLC message window using the menu Tools -&gt; CPDLC -&gt; Current messages. All in- and outgoing CPDLC message are displayed here and allow for better situational awareness.<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile appropriate for you current position.<br /> Congratulations you are now providing CPDLC service to the pilots.<br /> <br /> === Transmitting PDC clearances to the pilot ===<br /> In the deparure list, the column &quot;E&quot; will display an &quot;A&quot; if a pilot is requesting clearance via DCL. Verify that SID, RWY and ASSR are set in the departure list, then click the &quot;A&quot; indicator, verify the clearance in the popup and click send. No voice readback is required by the pilot - upon initial call a pushback clearance may be issued without further ado.<br /> <br /> (Todo: Insert Screenshots).<br /> <br /> === Providing enroute ATC using CPDLC ===<br /> Generally, once a pilot is logged in using your CPDLC logon, all clearances (unless explicitly omitted using the &quot;R/T&quot; button) will be transmitted to the pilot using CPDLC. A blue indication means that the clearance was transmitted to the pilot but no readback has been recieved yet. Once the readback was recieved, the blue indication will become white. On timeout or &quot;unable&quot; readback the indicator will become orange. ATTN: Due to Euroscope limitations, a direct via CPDLC must always be invoked via the HDG -&gt; More -&gt; Point dialogue and a click on the waypoint on the ASD, NOT via the normal direct function.<br /> <br /> Have a look at this video as a reference: [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> <br /> The pilot is obliged to use radio for the initial call regardless of the usage of CPDLC. This is because two-way radio communication with the pilot must still be assured at all times. The pilot has the obligation to listen to the frequency and react to any calls directed at him. Also, the usage of CPDLC does not require any additional phraseology. You may however acknowledge the usage of CPDLC if deemed necessary:<br /> <br /> A/C: Wien Radar, ABC123 passing FL195, climbing FL240 with CPDLC.<br /> CTR: ABC123, servus radar contact, roger CPDLC. (optional: climb instruction if CPDLC delay is expected to cause an aircraft to level off)<br /> <br /> ==== Supported CPDLC Messages ====<br /> <br /> ===== Uplink =====<br /> * Level clearance<br /> * Heading clearance<br /> * Direct-to clearance<br /> * Speed clearance<br /> * Squawk code assignment<br /> * Squawk ident instruction<br /> * Voice contact instruction<br /> * Free text<br /> <br /> ===== Downlink =====<br /> * Level request<br /> * Heading request<br /> * Direct-to request<br /> * Speed request<br /> * Urgency (MAYDAY/PAN/SQ7500)<br /> * Free text<br /> <br /> == Reference ==<br /> <br /> === Logons ===<br /> <br /> The logon with the ICAO code of the airport (i.e. LOWW) shall be used by the local station that is providing enroute clearances. Some examples:<br /> * If LOWW_DEL is online, DEL will use the logon LOWW and provide PDC, GND and TWR will not provide any CPDLC services and LOWW_APP will use the logon LOWA for CPDLC.<br /> * If LOWW_APP is online without other stations below, APP will provide CPDLC and PDC with the logon LOWW, because it is the only local station. If for example, TWR comes online, APP switches to the logon LOWA (CPDLC only) and TWR provides PDC with the logon LOWW<br /> * The respective CTR units always provide CPDLC and PDC with their respective logons, never using an ICAO code of an airport they provide service for.<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |DEL/TWR/GND ||ICAO CODE OF APT ||PDC || <br /> |-<br /> |LOVV_CTR ||LOVV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOVS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOVU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOVF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOVL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOWA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOWM ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LOWN ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOWP ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LOGA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LOIA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LOKA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LOLA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LOSA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === My logon is taken ===<br /> Since other networks may also make use of Hoppie's CPDLC features, it may be possible that your logon is take by another network, especially the ones reflecting the ICAO code of major airports. In that case use the following table:<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |LOWW ||LOTW ||PDC || <br /> |-<br /> |LOWG ||LOTG ||PDC || <br /> |-<br /> |LOWI ||LOTI ||PDC || <br /> |-<br /> |LOWK ||LOTK ||PDC || <br /> |-<br /> |LOWL ||LOTL ||PDC || <br /> |-<br /> |LOWS ||LOTS ||PDC || <br /> |-<br /> |LOVV_CTR ||LOCV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOCS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOCU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOCF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOCL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOAW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOMW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LONW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOPW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LORG ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LORI ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LORK ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LORL ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LORS ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === Aircraft addons supporting CPDLC ===<br /> This is a non-exhaustive list of 3rd party aircraft addons supporting CPDLC or PDC natively without the use of an external client.<br /> * [https://www.flightsimlabs.com/index.php/a319-x/ FLSabs A319 (PDC only)]<br /> * [https://www.flightsimlabs.com/ Upcoming FSLabs A321 (PDC and enroute CPDLC)]<br /> * [https://www.aerosoft.com/us/flight-simulation/news/work-in-progress-aerosoft-a330-professional Upcoming Aerosoft A330]<br /> <br /> === Links ===<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/VACC%20Austria%20Topsky%20Plugin%20Manual.pdf VACC Austria Topsky Plugin Manual]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20General.pdf TopSky Plugin for EuroScope General Manual by the Author]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20Data%20Link%20Functions.pdf TopSky Plugin for EuroScope Data Link Manual by the Author]<br /> * [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC Video by VACC-Austria]<br /> * [https://forum.vacc-austria.org/viewforum.php?f=11 VACC-Austria Euroscope Forum] - ask any remaining questions there!<br /> * [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary Article On CPDLC]<br /> * [https://files.flying-fox.de/forum/vatsim/VATGER_permanent/CPDLC/CPDLC_quickstart_edition_1.2.2.pdf Andreas Fuchs' ACARS CPDLC Quick Starter] - Mainly for pilots but a nice read!</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=CPDLC_Guide&diff=4099 2019-11-25T09:07:34Z

<p>Alexander Arlow: Added supported message types</p> <hr /> <div>= CPDLC Guide And Procedures For VACC Austria =<br /> <br /> == Recent Changes ==<br /> 22.11.2019 - Creation<br /> 25.11.2019 - Added supported message types<br /> <br /> == Introduction ==<br /> Controller Pilot Data Link Communications (CPDLC) allows pilots and controllers to exchange messages, requests and clearances via data link. It is not designed to replace but to supplement voice communications to reduce frequency usage and workload. This article is focused around the implementation of CPDLC in the VATSIM environment, specifically in VACC Austria using the Topsky plugin. It is highly recommended that you have a solid understanding of the [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary article on CPDLC].<br /> <br /> == CPDLC On VATSIM ==<br /> At the time of writing, VATSIM has not developed its own implementation of CPDLC, therefore it and other networks, rely on the services of [http://www.hoppie.nl/pub/ hoppie.nl]. Hoppie.nl is a dedicated network, created by Jeroen Hoppenbrouwers solely for the purpose of exchanging CPDLC and ACARS message regardless of simulator or network used. Because of this kind of implementation, no support of CPDLC is provided by VATSIM. Yet, there are many addons for flight simulators as well as for controllers that make use of the CPDLC capabilities already existing in real life and simulate them - for a (non exhaustive) list of supporting addons, refer to the end of this document.<br /> <br /> On the VATSIM network two different types of CPDLC-services are generally provided: PDC and CPDLC. PDC (Pre-Departure-Clearance, sometimes also called DCL) is basically the transmission of the enroute (IFR) clearance to the pilot while he is still at the gate. In Europe the term DCL is generally used but the term PDC is used by most pilots. CPDLC is the service to provide enroute ATC service for pilots and allow for their readback. Both of these services are generally not time critical so allow several seconds for messages to be propagated through the network to the pilot.<br /> <br /> == Using CPDLC As A Controller ==<br /> <br /> === Creating a [http://www.hoppie.nl/pub/ hoppie.nl] logon code ===<br /> The first step for anyone whishing to use CPDLC either as pilot or as a controller is to create a logon code. Head to the [http://www.hoppie.nl/acars/system/register.html logon creation page] on [http://www.hoppie.nl/pub/ hoppie.nl] and register using your name and your e-mail adress and your code will be sent to you. Be aware that the code will get deleted if you don't use it for more than 120 days, but you can create a new one anytime.<br /> <br /> === Logging in ===<br /> * Connect to VATSIM using Euroscope as usual. To inform pilots of your provision of CPDLC services, you may enter information on your logon into INFO lines (see video below).<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile using Topsky as primary plugin using the &quot;OPEN SCT&quot; button at the top. Sct files that use Topsky are LOVV_CTR or LOWW_APP for example.<br /> * In the menu on top of Topsky click on Setup -&gt; CPDLC Setting.<br /> * Verify your login is correct (list for reference is below) and enter your logon code. Check the services provided are appropriate for your station (list for reference below) and the min level is 125 if using CPDLC.<br /> * Click &quot;Connect&quot;.<br /> * (optional) Open the CPDLC message window using the menu Tools -&gt; CPDLC -&gt; Current messages. All in- and outgoing CPDLC message are displayed here and allow for better situational awareness.<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile appropriate for you current position.<br /> Congratulations you are now providing CPDLC service to the pilots.<br /> <br /> === Transmitting PDC clearances to the pilot ===<br /> In the deparure list, the column &quot;E&quot; will display an &quot;A&quot; if a pilot is requesting clearance via DCL. Verify that SID, RWY and ASSR are set in the departure list, then click the &quot;A&quot; indicator, verify the clearance in the popup and click send. No voice readback is required by the pilot - upon initial call a pushback clearance may be issued without further ado.<br /> <br /> (Todo: Insert Screenshots).<br /> <br /> === Providing enroute ATC using CPDLC ===<br /> Generally, once a pilot is logged in using your CPDLC logon, all clearances (unless explicitly omitted using the &quot;R/T&quot; button) will be transmitted to the pilot using CPDLC. A blue indication means that the clearance was transmitted to the pilot but no readback has been recieved yet. Once the readback was recieved, the blue indication will become white. On timeout or &quot;unable&quot; readback the indicator will become orange. ATTN: Due to Euroscope limitations, a direct via CPDLC must always be invoked via the HDG -&gt; More -&gt; Point dialogue and a click on the waypoint on the ASD, NOT via the normal direct function.<br /> <br /> Have a look at this video as a reference: [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> <br /> The pilot is obliged to use radio for the initial call regardless of the usage of CPDLC. This is because two-way radio communication with the pilot must still be assured at all times. The pilot has the obligation to listen to the frequency and react to any calls directed at him. Also, the usage of CPDLC does not require any additional phraseology. You may however acknowledge the usage of CPDLC if deemed necessary:<br /> <br /> A/C: Wien Radar, ABC123 passing FL195, climbing FL240 with CPDLC.<br /> CTR: ABC123, servus radar contact, roger CPDLC. (optional: climb instruction if CPDLC delay is expected to cause an aircraft to level off)<br /> <br /> ==== Supported CPDLC Messages ====<br /> <br /> ===== Uplink ====<br /> * Level clearance<br /> * Heading clearance<br /> * Direct-to clearance<br /> * Speed clearance<br /> * Squawk code assignment<br /> * Squawk ident instruction<br /> * Voice contact instruction<br /> * Free text<br /> <br /> ===== Downlink =====<br /> * Level request<br /> * Heading request<br /> * Direct-to request<br /> * Speed request<br /> * Urgency (MAYDAY/PAN/SQ7500)<br /> * Free text<br /> <br /> == Reference ==<br /> <br /> === Logons ===<br /> <br /> The logon with the ICAO code of the airport (i.e. LOWW) shall be used by the local station that is providing enroute clearances. Some examples:<br /> * If LOWW_DEL is online, DEL will use the logon LOWW and provide PDC, GND and TWR will not provide any CPDLC services and LOWW_APP will use the logon LOWA for CPDLC.<br /> * If LOWW_APP is online without other stations below, APP will provide CPDLC and PDC with the logon LOWW, because it is the only local station. If for example, TWR comes online, APP switches to the logon LOWA (CPDLC only) and TWR provides PDC with the logon LOWW<br /> * The respective CTR units always provide CPDLC and PDC with their respective logons, never using an ICAO code of an airport they provide service for.<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |DEL/TWR/GND ||ICAO CODE OF APT ||PDC || <br /> |-<br /> |LOVV_CTR ||LOVV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOVS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOVU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOVF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOVL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOWA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOWM ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LOWN ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOWP ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LOGA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LOIA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LOKA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LOLA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LOSA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === My logon is taken ===<br /> Since other networks may also make use of Hoppie's CPDLC features, it may be possible that your logon is take by another network, especially the ones reflecting the ICAO code of major airports. In that case use the following table:<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |LOWW ||LOTW ||PDC || <br /> |-<br /> |LOWG ||LOTG ||PDC || <br /> |-<br /> |LOWI ||LOTI ||PDC || <br /> |-<br /> |LOWK ||LOTK ||PDC || <br /> |-<br /> |LOWL ||LOTL ||PDC || <br /> |-<br /> |LOWS ||LOTS ||PDC || <br /> |-<br /> |LOVV_CTR ||LOCV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOCS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOCU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOCF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOCL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOAW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOMW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LONW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOPW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LORG ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LORI ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LORK ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LORL ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LORS ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === Aircraft addons supporting CPDLC ===<br /> This is a non-exhaustive list of 3rd party aircraft addons supporting CPDLC or PDC natively without the use of an external client.<br /> * [https://www.flightsimlabs.com/index.php/a319-x/ FLSabs A319 (PDC only)]<br /> * [https://www.flightsimlabs.com/ Upcoming FSLabs A321 (PDC and enroute CPDLC)]<br /> * [https://www.aerosoft.com/us/flight-simulation/news/work-in-progress-aerosoft-a330-professional Upcoming Aerosoft A330]<br /> <br /> === Links ===<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/VACC%20Austria%20Topsky%20Plugin%20Manual.pdf VACC Austria Topsky Plugin Manual]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20General.pdf TopSky Plugin for EuroScope General Manual by the Author]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20Data%20Link%20Functions.pdf TopSky Plugin for EuroScope Data Link Manual by the Author]<br /> * [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC Video by VACC-Austria]<br /> * [https://forum.vacc-austria.org/viewforum.php?f=11 VACC-Austria Euroscope Forum] - ask any remaining questions there!<br /> * [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary Article On CPDLC]<br /> * [https://files.flying-fox.de/forum/vatsim/VATGER_permanent/CPDLC/CPDLC_quickstart_edition_1.2.2.pdf Andreas Fuchs' ACARS CPDLC Quick Starter] - Mainly for pilots but a nice read!</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=CPDLC_Guide&diff=4098 2019-11-25T09:02:50Z

<p>Alexander Arlow: /* Links */</p> <hr /> <div>= CPDLC Guide And Procedures For VACC Austria =<br /> <br /> == Recent Changes ==<br /> 22.11.2019 - Creation<br /> <br /> == Introduction ==<br /> Controller Pilot Data Link Communications (CPDLC) allows pilots and controllers to exchange messages, requests and clearances via data link. It is not designed to replace but to supplement voice communications to reduce frequency usage and workload. This article is focused around the implementation of CPDLC in the VATSIM environment, specifically in VACC Austria using the Topsky plugin. It is highly recommended that you have a solid understanding of the [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary article on CPDLC].<br /> <br /> == CPDLC On VATSIM ==<br /> At the time of writing, VATSIM has not developed its own implementation of CPDLC, therefore it and other networks, rely on the services of [http://www.hoppie.nl/pub/ hoppie.nl]. Hoppie.nl is a dedicated network, created by Jeroen Hoppenbrouwers solely for the purpose of exchanging CPDLC and ACARS message regardless of simulator or network used. Because of this kind of implementation, no support of CPDLC is provided by VATSIM. Yet, there are many addons for flight simulators as well as for controllers that make use of the CPDLC capabilities already existing in real life and simulate them - for a (non exhaustive) list of supporting addons, refer to the end of this document.<br /> <br /> On the VATSIM network two different types of CPDLC-services are generally provided: PDC and CPDLC. PDC (Pre-Departure-Clearance, sometimes also called DCL) is basically the transmission of the enroute (IFR) clearance to the pilot while he is still at the gate. In Europe the term DCL is generally used but the term PDC is used by most pilots. CPDLC is the service to provide enroute ATC service for pilots and allow for their readback. Both of these services are generally not time critical so allow several seconds for messages to be propagated through the network to the pilot.<br /> <br /> == Using CPDLC As A Controller ==<br /> <br /> === Creating a [http://www.hoppie.nl/pub/ hoppie.nl] logon code ===<br /> The first step for anyone whishing to use CPDLC either as pilot or as a controller is to create a logon code. Head to the [http://www.hoppie.nl/acars/system/register.html logon creation page] on [http://www.hoppie.nl/pub/ hoppie.nl] and register using your name and your e-mail adress and your code will be sent to you. Be aware that the code will get deleted if you don't use it for more than 120 days, but you can create a new one anytime.<br /> <br /> === Logging in ===<br /> * Connect to VATSIM using Euroscope as usual. To inform pilots of your provision of CPDLC services, you may enter information on your logon into INFO lines (see video below).<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile using Topsky as primary plugin using the &quot;OPEN SCT&quot; button at the top. Sct files that use Topsky are LOVV_CTR or LOWW_APP for example.<br /> * In the menu on top of Topsky click on Setup -&gt; CPDLC Setting.<br /> * Verify your login is correct (list for reference is below) and enter your logon code. Check the services provided are appropriate for your station (list for reference below) and the min level is 125 if using CPDLC.<br /> * Click &quot;Connect&quot;.<br /> * (optional) Open the CPDLC message window using the menu Tools -&gt; CPDLC -&gt; Current messages. All in- and outgoing CPDLC message are displayed here and allow for better situational awareness.<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile appropriate for you current position.<br /> Congratulations you are now providing CPDLC service to the pilots.<br /> <br /> === Transmitting PDC clearances to the pilot ===<br /> In the deparure list, the column &quot;E&quot; will display an &quot;A&quot; if a pilot is requesting clearance via DCL. Verify that SID, RWY and ASSR are set in the departure list, then click the &quot;A&quot; indicator, verify the clearance in the popup and click send. No voice readback is required by the pilot - upon initial call a pushback clearance may be issued without further ado.<br /> <br /> (Todo: Insert Screenshots).<br /> <br /> === Providing enroute ATC using CPDLC ===<br /> Generally, once a pilot is logged in using your CPDLC logon, all clearances (unless explicitly omitted using the &quot;R/T&quot; button) will be transmitted to the pilot using CPDLC. A blue indication means that the clearance was transmitted to the pilot but no readback has been recieved yet. Once the readback was recieved, the blue indication will become white. On timeout or &quot;unable&quot; readback the indicator will become orange. ATTN: Due to Euroscope limitations, a direct via CPDLC must always be invoked via the HDG -&gt; More -&gt; Point dialogue and a click on the waypoint on the ASD, NOT via the normal direct function.<br /> <br /> Have a look at this video as a reference: [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> <br /> The pilot is obliged to use radio for the initial call regardless of the usage of CPDLC. This is because two-way radio communication with the pilot must still be assured at all times. The pilot has the obligation to listen to the frequency and react to any calls directed at him. Also, the usage of CPDLC does not require any additional phraseology. You may however acknowledge the usage of CPDLC if deemed necessary:<br /> <br /> A/C: Wien Radar, ABC123 passing FL195, climbing FL240 with CPDLC.<br /> CTR: ABC123, servus radar contact, roger CPDLC. (optional: climb instruction if CPDLC delay is expected to cause an aircraft to level off)<br /> <br /> == Reference ==<br /> <br /> === Logons ===<br /> <br /> The logon with the ICAO code of the airport (i.e. LOWW) shall be used by the local station that is providing enroute clearances. Some examples:<br /> * If LOWW_DEL is online, DEL will use the logon LOWW and provide PDC, GND and TWR will not provide any CPDLC services and LOWW_APP will use the logon LOWA for CPDLC.<br /> * If LOWW_APP is online without other stations below, APP will provide CPDLC and PDC with the logon LOWW, because it is the only local station. If for example, TWR comes online, APP switches to the logon LOWA (CPDLC only) and TWR provides PDC with the logon LOWW<br /> * The respective CTR units always provide CPDLC and PDC with their respective logons, never using an ICAO code of an airport they provide service for.<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |DEL/TWR/GND ||ICAO CODE OF APT ||PDC || <br /> |-<br /> |LOVV_CTR ||LOVV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOVS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOVU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOVF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOVL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOWA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOWM ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LOWN ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOWP ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LOGA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LOIA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LOKA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LOLA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LOSA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === My logon is taken ===<br /> Since other networks may also make use of Hoppie's CPDLC features, it may be possible that your logon is take by another network, especially the ones reflecting the ICAO code of major airports. In that case use the following table:<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |LOWW ||LOTW ||PDC || <br /> |-<br /> |LOWG ||LOTG ||PDC || <br /> |-<br /> |LOWI ||LOTI ||PDC || <br /> |-<br /> |LOWK ||LOTK ||PDC || <br /> |-<br /> |LOWL ||LOTL ||PDC || <br /> |-<br /> |LOWS ||LOTS ||PDC || <br /> |-<br /> |LOVV_CTR ||LOCV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOCS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOCU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOCF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOCL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOAW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOMW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LONW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOPW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LORG ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LORI ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LORK ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LORL ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LORS ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === Aircraft addons supporting CPDLC ===<br /> This is a non-exhaustive list of 3rd party aircraft addons supporting CPDLC or PDC natively without the use of an external client.<br /> * [https://www.flightsimlabs.com/index.php/a319-x/ FLSabs A319 (PDC only)]<br /> * [https://www.flightsimlabs.com/ Upcoming FSLabs A321 (PDC and enroute CPDLC)]<br /> * [https://www.aerosoft.com/us/flight-simulation/news/work-in-progress-aerosoft-a330-professional Upcoming Aerosoft A330]<br /> <br /> === Links ===<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/VACC%20Austria%20Topsky%20Plugin%20Manual.pdf VACC Austria Topsky Plugin Manual]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20General.pdf TopSky Plugin for EuroScope General Manual by the Author]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20Data%20Link%20Functions.pdf TopSky Plugin for EuroScope Data Link Manual by the Author]<br /> * [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC Video by VACC-Austria]<br /> * [https://forum.vacc-austria.org/viewforum.php?f=11 VACC-Austria Euroscope Forum] - ask any remaining questions there!<br /> * [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary Article On CPDLC]<br /> * [https://files.flying-fox.de/forum/vatsim/VATGER_permanent/CPDLC/CPDLC_quickstart_edition_1.2.2.pdf Andreas Fuchs' ACARS CPDLC Quick Starter] - Mainly for pilots but a nice read!</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=CPDLC_Guide&diff=4097 2019-11-24T23:20:52Z

<p>Alexander Arlow: /* Aircraft addons supporting CPDLC */</p> <hr /> <div>= CPDLC Guide And Procedures For VACC Austria =<br /> <br /> == Recent Changes ==<br /> 22.11.2019 - Creation<br /> <br /> == Introduction ==<br /> Controller Pilot Data Link Communications (CPDLC) allows pilots and controllers to exchange messages, requests and clearances via data link. It is not designed to replace but to supplement voice communications to reduce frequency usage and workload. This article is focused around the implementation of CPDLC in the VATSIM environment, specifically in VACC Austria using the Topsky plugin. It is highly recommended that you have a solid understanding of the [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary article on CPDLC].<br /> <br /> == CPDLC On VATSIM ==<br /> At the time of writing, VATSIM has not developed its own implementation of CPDLC, therefore it and other networks, rely on the services of [http://www.hoppie.nl/pub/ hoppie.nl]. Hoppie.nl is a dedicated network, created by Jeroen Hoppenbrouwers solely for the purpose of exchanging CPDLC and ACARS message regardless of simulator or network used. Because of this kind of implementation, no support of CPDLC is provided by VATSIM. Yet, there are many addons for flight simulators as well as for controllers that make use of the CPDLC capabilities already existing in real life and simulate them - for a (non exhaustive) list of supporting addons, refer to the end of this document.<br /> <br /> On the VATSIM network two different types of CPDLC-services are generally provided: PDC and CPDLC. PDC (Pre-Departure-Clearance, sometimes also called DCL) is basically the transmission of the enroute (IFR) clearance to the pilot while he is still at the gate. In Europe the term DCL is generally used but the term PDC is used by most pilots. CPDLC is the service to provide enroute ATC service for pilots and allow for their readback. Both of these services are generally not time critical so allow several seconds for messages to be propagated through the network to the pilot.<br /> <br /> == Using CPDLC As A Controller ==<br /> <br /> === Creating a [http://www.hoppie.nl/pub/ hoppie.nl] logon code ===<br /> The first step for anyone whishing to use CPDLC either as pilot or as a controller is to create a logon code. Head to the [http://www.hoppie.nl/acars/system/register.html logon creation page] on [http://www.hoppie.nl/pub/ hoppie.nl] and register using your name and your e-mail adress and your code will be sent to you. Be aware that the code will get deleted if you don't use it for more than 120 days, but you can create a new one anytime.<br /> <br /> === Logging in ===<br /> * Connect to VATSIM using Euroscope as usual. To inform pilots of your provision of CPDLC services, you may enter information on your logon into INFO lines (see video below).<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile using Topsky as primary plugin using the &quot;OPEN SCT&quot; button at the top. Sct files that use Topsky are LOVV_CTR or LOWW_APP for example.<br /> * In the menu on top of Topsky click on Setup -&gt; CPDLC Setting.<br /> * Verify your login is correct (list for reference is below) and enter your logon code. Check the services provided are appropriate for your station (list for reference below) and the min level is 125 if using CPDLC.<br /> * Click &quot;Connect&quot;.<br /> * (optional) Open the CPDLC message window using the menu Tools -&gt; CPDLC -&gt; Current messages. All in- and outgoing CPDLC message are displayed here and allow for better situational awareness.<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile appropriate for you current position.<br /> Congratulations you are now providing CPDLC service to the pilots.<br /> <br /> === Transmitting PDC clearances to the pilot ===<br /> In the deparure list, the column &quot;E&quot; will display an &quot;A&quot; if a pilot is requesting clearance via DCL. Verify that SID, RWY and ASSR are set in the departure list, then click the &quot;A&quot; indicator, verify the clearance in the popup and click send. No voice readback is required by the pilot - upon initial call a pushback clearance may be issued without further ado.<br /> <br /> (Todo: Insert Screenshots).<br /> <br /> === Providing enroute ATC using CPDLC ===<br /> Generally, once a pilot is logged in using your CPDLC logon, all clearances (unless explicitly omitted using the &quot;R/T&quot; button) will be transmitted to the pilot using CPDLC. A blue indication means that the clearance was transmitted to the pilot but no readback has been recieved yet. Once the readback was recieved, the blue indication will become white. On timeout or &quot;unable&quot; readback the indicator will become orange. ATTN: Due to Euroscope limitations, a direct via CPDLC must always be invoked via the HDG -&gt; More -&gt; Point dialogue and a click on the waypoint on the ASD, NOT via the normal direct function.<br /> <br /> Have a look at this video as a reference: [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> <br /> The pilot is obliged to use radio for the initial call regardless of the usage of CPDLC. This is because two-way radio communication with the pilot must still be assured at all times. The pilot has the obligation to listen to the frequency and react to any calls directed at him. Also, the usage of CPDLC does not require any additional phraseology. You may however acknowledge the usage of CPDLC if deemed necessary:<br /> <br /> A/C: Wien Radar, ABC123 passing FL195, climbing FL240 with CPDLC.<br /> CTR: ABC123, servus radar contact, roger CPDLC. (optional: climb instruction if CPDLC delay is expected to cause an aircraft to level off)<br /> <br /> == Reference ==<br /> <br /> === Logons ===<br /> <br /> The logon with the ICAO code of the airport (i.e. LOWW) shall be used by the local station that is providing enroute clearances. Some examples:<br /> * If LOWW_DEL is online, DEL will use the logon LOWW and provide PDC, GND and TWR will not provide any CPDLC services and LOWW_APP will use the logon LOWA for CPDLC.<br /> * If LOWW_APP is online without other stations below, APP will provide CPDLC and PDC with the logon LOWW, because it is the only local station. If for example, TWR comes online, APP switches to the logon LOWA (CPDLC only) and TWR provides PDC with the logon LOWW<br /> * The respective CTR units always provide CPDLC and PDC with their respective logons, never using an ICAO code of an airport they provide service for.<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |DEL/TWR/GND ||ICAO CODE OF APT ||PDC || <br /> |-<br /> |LOVV_CTR ||LOVV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOVS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOVU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOVF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOVL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOWA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOWM ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LOWN ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOWP ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LOGA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LOIA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LOKA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LOLA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LOSA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === My logon is taken ===<br /> Since other networks may also make use of Hoppie's CPDLC features, it may be possible that your logon is take by another network, especially the ones reflecting the ICAO code of major airports. In that case use the following table:<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |LOWW ||LOTW ||PDC || <br /> |-<br /> |LOWG ||LOTG ||PDC || <br /> |-<br /> |LOWI ||LOTI ||PDC || <br /> |-<br /> |LOWK ||LOTK ||PDC || <br /> |-<br /> |LOWL ||LOTL ||PDC || <br /> |-<br /> |LOWS ||LOTS ||PDC || <br /> |-<br /> |LOVV_CTR ||LOCV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOCS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOCU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOCF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOCL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOAW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOMW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LONW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOPW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LORG ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LORI ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LORK ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LORL ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LORS ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === Aircraft addons supporting CPDLC ===<br /> This is a non-exhaustive list of 3rd party aircraft addons supporting CPDLC or PDC natively without the use of an external client.<br /> * [https://www.flightsimlabs.com/index.php/a319-x/ FLSabs A319 (PDC only)]<br /> * [https://www.flightsimlabs.com/ Upcoming FSLabs A321 (PDC and enroute CPDLC)]<br /> * [https://www.aerosoft.com/us/flight-simulation/news/work-in-progress-aerosoft-a330-professional Upcoming Aerosoft A330]<br /> <br /> === Links ===<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/VACC%20Austria%20Topsky%20Plugin%20Manual.pdf VACC Austria Topsky Plugin Manual]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20General.pdf TopSky Plugin for EuroScope General Manual by the Author]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20Data%20Link%20Functions.pdf TopSky Plugin for EuroScope Data Link Manual by the Author]<br /> * [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> * [https://forum.vacc-austria.org/viewforum.php?f=11 VACC-Austria Euroscope Forum] - ask any remaining questions there!<br /> * [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary Article On CPDLC]<br /> * [https://files.flying-fox.de/forum/vatsim/VATGER_permanent/CPDLC/CPDLC_quickstart_edition_1.2.2.pdf Andreas Fuchs' ACARS CPDLC Quick Starter] - Mainly for pilots but a nice read!</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=CPDLC_Guide&diff=4096 2019-11-24T23:20:36Z

<p>Alexander Arlow: </p> <hr /> <div>= CPDLC Guide And Procedures For VACC Austria =<br /> <br /> == Recent Changes ==<br /> 22.11.2019 - Creation<br /> <br /> == Introduction ==<br /> Controller Pilot Data Link Communications (CPDLC) allows pilots and controllers to exchange messages, requests and clearances via data link. It is not designed to replace but to supplement voice communications to reduce frequency usage and workload. This article is focused around the implementation of CPDLC in the VATSIM environment, specifically in VACC Austria using the Topsky plugin. It is highly recommended that you have a solid understanding of the [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary article on CPDLC].<br /> <br /> == CPDLC On VATSIM ==<br /> At the time of writing, VATSIM has not developed its own implementation of CPDLC, therefore it and other networks, rely on the services of [http://www.hoppie.nl/pub/ hoppie.nl]. Hoppie.nl is a dedicated network, created by Jeroen Hoppenbrouwers solely for the purpose of exchanging CPDLC and ACARS message regardless of simulator or network used. Because of this kind of implementation, no support of CPDLC is provided by VATSIM. Yet, there are many addons for flight simulators as well as for controllers that make use of the CPDLC capabilities already existing in real life and simulate them - for a (non exhaustive) list of supporting addons, refer to the end of this document.<br /> <br /> On the VATSIM network two different types of CPDLC-services are generally provided: PDC and CPDLC. PDC (Pre-Departure-Clearance, sometimes also called DCL) is basically the transmission of the enroute (IFR) clearance to the pilot while he is still at the gate. In Europe the term DCL is generally used but the term PDC is used by most pilots. CPDLC is the service to provide enroute ATC service for pilots and allow for their readback. Both of these services are generally not time critical so allow several seconds for messages to be propagated through the network to the pilot.<br /> <br /> == Using CPDLC As A Controller ==<br /> <br /> === Creating a [http://www.hoppie.nl/pub/ hoppie.nl] logon code ===<br /> The first step for anyone whishing to use CPDLC either as pilot or as a controller is to create a logon code. Head to the [http://www.hoppie.nl/acars/system/register.html logon creation page] on [http://www.hoppie.nl/pub/ hoppie.nl] and register using your name and your e-mail adress and your code will be sent to you. Be aware that the code will get deleted if you don't use it for more than 120 days, but you can create a new one anytime.<br /> <br /> === Logging in ===<br /> * Connect to VATSIM using Euroscope as usual. To inform pilots of your provision of CPDLC services, you may enter information on your logon into INFO lines (see video below).<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile using Topsky as primary plugin using the &quot;OPEN SCT&quot; button at the top. Sct files that use Topsky are LOVV_CTR or LOWW_APP for example.<br /> * In the menu on top of Topsky click on Setup -&gt; CPDLC Setting.<br /> * Verify your login is correct (list for reference is below) and enter your logon code. Check the services provided are appropriate for your station (list for reference below) and the min level is 125 if using CPDLC.<br /> * Click &quot;Connect&quot;.<br /> * (optional) Open the CPDLC message window using the menu Tools -&gt; CPDLC -&gt; Current messages. All in- and outgoing CPDLC message are displayed here and allow for better situational awareness.<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile appropriate for you current position.<br /> Congratulations you are now providing CPDLC service to the pilots.<br /> <br /> === Transmitting PDC clearances to the pilot ===<br /> In the deparure list, the column &quot;E&quot; will display an &quot;A&quot; if a pilot is requesting clearance via DCL. Verify that SID, RWY and ASSR are set in the departure list, then click the &quot;A&quot; indicator, verify the clearance in the popup and click send. No voice readback is required by the pilot - upon initial call a pushback clearance may be issued without further ado.<br /> <br /> (Todo: Insert Screenshots).<br /> <br /> === Providing enroute ATC using CPDLC ===<br /> Generally, once a pilot is logged in using your CPDLC logon, all clearances (unless explicitly omitted using the &quot;R/T&quot; button) will be transmitted to the pilot using CPDLC. A blue indication means that the clearance was transmitted to the pilot but no readback has been recieved yet. Once the readback was recieved, the blue indication will become white. On timeout or &quot;unable&quot; readback the indicator will become orange. ATTN: Due to Euroscope limitations, a direct via CPDLC must always be invoked via the HDG -&gt; More -&gt; Point dialogue and a click on the waypoint on the ASD, NOT via the normal direct function.<br /> <br /> Have a look at this video as a reference: [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> <br /> The pilot is obliged to use radio for the initial call regardless of the usage of CPDLC. This is because two-way radio communication with the pilot must still be assured at all times. The pilot has the obligation to listen to the frequency and react to any calls directed at him. Also, the usage of CPDLC does not require any additional phraseology. You may however acknowledge the usage of CPDLC if deemed necessary:<br /> <br /> A/C: Wien Radar, ABC123 passing FL195, climbing FL240 with CPDLC.<br /> CTR: ABC123, servus radar contact, roger CPDLC. (optional: climb instruction if CPDLC delay is expected to cause an aircraft to level off)<br /> <br /> == Reference ==<br /> <br /> === Logons ===<br /> <br /> The logon with the ICAO code of the airport (i.e. LOWW) shall be used by the local station that is providing enroute clearances. Some examples:<br /> * If LOWW_DEL is online, DEL will use the logon LOWW and provide PDC, GND and TWR will not provide any CPDLC services and LOWW_APP will use the logon LOWA for CPDLC.<br /> * If LOWW_APP is online without other stations below, APP will provide CPDLC and PDC with the logon LOWW, because it is the only local station. If for example, TWR comes online, APP switches to the logon LOWA (CPDLC only) and TWR provides PDC with the logon LOWW<br /> * The respective CTR units always provide CPDLC and PDC with their respective logons, never using an ICAO code of an airport they provide service for.<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |DEL/TWR/GND ||ICAO CODE OF APT ||PDC || <br /> |-<br /> |LOVV_CTR ||LOVV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOVS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOVU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOVF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOVL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOWA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOWM ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LOWN ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOWP ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LOGA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LOIA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LOKA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LOLA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LOSA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === My logon is taken ===<br /> Since other networks may also make use of Hoppie's CPDLC features, it may be possible that your logon is take by another network, especially the ones reflecting the ICAO code of major airports. In that case use the following table:<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |LOWW ||LOTW ||PDC || <br /> |-<br /> |LOWG ||LOTG ||PDC || <br /> |-<br /> |LOWI ||LOTI ||PDC || <br /> |-<br /> |LOWK ||LOTK ||PDC || <br /> |-<br /> |LOWL ||LOTL ||PDC || <br /> |-<br /> |LOWS ||LOTS ||PDC || <br /> |-<br /> |LOVV_CTR ||LOCV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOCS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOCU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOCF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOCL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOAW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOMW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LONW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOPW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LORG ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LORI ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LORK ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LORL ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LORS ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === Aircraft addons supporting CPDLC ===<br /> This is a non-exhaustive list of 3rd party aircraft addons supporting CPDLC or PDC natively without the use of an external client.<br /> * [https://www.flightsimlabs.com/index.php/a319-x/] FLSabs A319 (PDC only)<br /> * [https://www.flightsimlabs.com/ Upcoming FSLabs A321 (PDC and enroute CPDLC)]<br /> * [https://www.aerosoft.com/us/flight-simulation/news/work-in-progress-aerosoft-a330-professional Upcoming Aerosoft A330]<br /> <br /> === Links ===<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/VACC%20Austria%20Topsky%20Plugin%20Manual.pdf VACC Austria Topsky Plugin Manual]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20General.pdf TopSky Plugin for EuroScope General Manual by the Author]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20Data%20Link%20Functions.pdf TopSky Plugin for EuroScope Data Link Manual by the Author]<br /> * [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> * [https://forum.vacc-austria.org/viewforum.php?f=11 VACC-Austria Euroscope Forum] - ask any remaining questions there!<br /> * [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary Article On CPDLC]<br /> * [https://files.flying-fox.de/forum/vatsim/VATGER_permanent/CPDLC/CPDLC_quickstart_edition_1.2.2.pdf Andreas Fuchs' ACARS CPDLC Quick Starter] - Mainly for pilots but a nice read!</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=CPDLC_Guide&diff=4095 2019-11-24T23:16:05Z

<p>Alexander Arlow: </p> <hr /> <div>= CPDLC Guide And Procedures For VACC Austria =<br /> <br /> == Recent Changes ==<br /> 22.11.2019 - Creation<br /> <br /> == Introduction ==<br /> Controller Pilot Data Link Communications (CPDLC) allows pilots and controllers to exchange messages, requests and clearances via data link. It is not designed to replace but to supplement voice communications to reduce frequency usage and workload. This article is focused around the implementation of CPDLC in the VATSIM environment, specifically in VACC Austria using the Topsky plugin. It is highly recommended that you have a solid understanding of the [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary article on CPDLC].<br /> <br /> == CPDLC On VATSIM ==<br /> At the time of writing, VATSIM has not developed its own implementation of CPDLC, therefore it and other networks, rely on the services of [http://www.hoppie.nl/pub/ hoppie.nl]. Hoppie.nl is a dedicated network, created by Jeroen Hoppenbrouwers solely for the purpose of exchanging CPDLC and ACARS message regardless of simulator or network used. Because of this kind of implementation, no support of CPDLC is provided by VATSIM. Yet, there are many addons for flight simulators as well as for controllers that make use of the CPDLC capabilities already existing in real life and simulate them - for a (non exhaustive) list of supporting addons, refer to the end of this document.<br /> <br /> On the VATSIM network two different types of CPDLC-services are generally provided: PDC and CPDLC. PDC (Pre-Departure-Clearance, sometimes also called DCL) is basically the transmission of the enroute (IFR) clearance to the pilot while he is still at the gate. In Europe the term DCL is generally used but the term PDC is used by most pilots. CPDLC is the service to provide enroute ATC service for pilots and allow for their readback. Both of these services are generally not time critical so allow several seconds for messages to be propagated through the network to the pilot.<br /> <br /> == Using CPDLC As A Controller ==<br /> <br /> === Creating a [http://www.hoppie.nl/pub/ hoppie.nl] logon code ===<br /> The first step for anyone whishing to use CPDLC either as pilot or as a controller is to create a logon code. Head to the [http://www.hoppie.nl/acars/system/register.html logon creation page] on [http://www.hoppie.nl/pub/ hoppie.nl] and register using your name and your e-mail adress and your code will be sent to you. Be aware that the code will get deleted if you don't use it for more than 120 days, but you can create a new one anytime.<br /> <br /> === Logging in ===<br /> * Connect to VATSIM using Euroscope as usual. To inform pilots of your provision of CPDLC services, you may enter information on your logon into INFO lines (see video below).<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile using Topsky as primary plugin using the &quot;OPEN SCT&quot; button at the top. Sct files that use Topsky are LOVV_CTR or LOWW_APP for example.<br /> * In the menu on top of Topsky click on Setup -&gt; CPDLC Setting.<br /> * Verify your login is correct (list for reference is below) and enter your logon code. Check the services provided are appropriate for your station (list for reference below) and the min level is 125 if using CPDLC.<br /> * Click &quot;Connect&quot;.<br /> * (optional) Open the CPDLC message window using the menu Tools -&gt; CPDLC -&gt; Current messages. All in- and outgoing CPDLC message are displayed here and allow for better situational awareness.<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile appropriate for you current position.<br /> Congratulations you are now providing CPDLC service to the pilots.<br /> <br /> === Transmitting PDC clearances to the pilot ===<br /> In the deparure list, the column &quot;E&quot; will display an &quot;A&quot; if a pilot is requesting clearance via DCL. Verify that SID, RWY and ASSR are set in the departure list, then click the &quot;A&quot; indicator, verify the clearance in the popup and click send. No voice readback is required by the pilot - upon initial call a pushback clearance may be issued without further ado.<br /> <br /> (Todo: Insert Screenshots).<br /> <br /> === Providing enroute ATC using CPDLC ===<br /> Generally, once a pilot is logged in using your CPDLC logon, all clearances (unless explicitly omitted using the &quot;R/T&quot; button) will be transmitted to the pilot using CPDLC. A blue indication means that the clearance was transmitted to the pilot but no readback has been recieved yet. Once the readback was recieved, the blue indication will become white. On timeout or &quot;unable&quot; readback the indicator will become orange. ATTN: Due to Euroscope limitations, a direct via CPDLC must always be invoked via the HDG -&gt; More -&gt; Point dialogue and a click on the waypoint on the ASD, NOT via the normal direct function.<br /> <br /> Have a look at this video as a reference: [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> <br /> The pilot is obliged to use radio for the initial call regardless of the usage of CPDLC. This is because two-way radio communication with the pilot must still be assured at all times. The pilot has the obligation to listen to the frequency and react to any calls directed at him. Also, the usage of CPDLC does not require any additional phraseology. You may however acknowledge the usage of CPDLC if deemed necessary:<br /> <br /> A/C: Wien Radar, ABC123 passing FL195, climbing FL240 with CPDLC.<br /> CTR: ABC123, servus radar contact, roger CPDLC. (optional: climb instruction if CPDLC delay is expected to cause an aircraft to level off)<br /> <br /> == Reference ==<br /> <br /> === Logons ===<br /> <br /> The logon with the ICAO code of the airport (i.e. LOWW) shall be used by the local station that is providing enroute clearances. Some examples:<br /> * If LOWW_DEL is online, DEL will use the logon LOWW and provide PDC, GND and TWR will not provide any CPDLC services and LOWW_APP will use the logon LOWA for CPDLC.<br /> * If LOWW_APP is online without other stations below, APP will provide CPDLC and PDC with the logon LOWW, because it is the only local station. If for example, TWR comes online, APP switches to the logon LOWA (CPDLC only) and TWR provides PDC with the logon LOWW<br /> * The respective CTR units always provide CPDLC and PDC with their respective logons, never using an ICAO code of an airport they provide service for.<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |DEL/TWR/GND ||ICAO CODE OF APT ||PDC || <br /> |-<br /> |LOVV_CTR ||LOVV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOVS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOVU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOVF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOVL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOWA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOWM ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LOWN ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOWP ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LOGA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LOIA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LOKA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LOLA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LOSA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === My logon is taken ===<br /> Since other networks may also make use of Hoppie's CPDLC features, it may be possible that your logon is take by another network, especially the ones reflecting the ICAO code of major airports. In that case use the following table:<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |LOWW ||LOTW ||PDC || <br /> |-<br /> |LOWG ||LOTG ||PDC || <br /> |-<br /> |LOWI ||LOTI ||PDC || <br /> |-<br /> |LOWK ||LOTK ||PDC || <br /> |-<br /> |LOWL ||LOTL ||PDC || <br /> |-<br /> |LOWS ||LOTS ||PDC || <br /> |-<br /> |LOVV_CTR ||LOCV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOCS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOCU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOCF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOCL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOAW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOMW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LONW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOPW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LORG ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LORI ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LORK ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LORL ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LORS ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === Aircraft addons supporting CPDLC ===<br /> This is a non-exhaustive list of 3rd party aircraft addons supporting CPDLC or PDC natively without the use of an external client.<br /> * [https://www.flightsimlabs.com/ Upcoming FSLabs A321]<br /> * [https://www.aerosoft.com/us/flight-simulation/news/work-in-progress-aerosoft-a330-professional Upcoming Aerosoft A330]<br /> <br /> === Links ===<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/VACC%20Austria%20Topsky%20Plugin%20Manual.pdf VACC Austria Topsky Plugin Manual]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20General.pdf TopSky Plugin for EuroScope General Manual by the Author]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20Data%20Link%20Functions.pdf TopSky Plugin for EuroScope Data Link Manual by the Author]<br /> * [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> * [https://forum.vacc-austria.org/viewforum.php?f=11 VACC-Austria Euroscope Forum] - ask any remaining questions there!<br /> * [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary Article On CPDLC]<br /> * [https://files.flying-fox.de/forum/vatsim/VATGER_permanent/CPDLC/CPDLC_quickstart_edition_1.2.2.pdf Andreas Fuchs' ACARS CPDLC Quick Starter] - Mainly for pilots but a nice read!</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=CPDLC_Guide&diff=4094 2019-11-24T23:15:26Z

<p>Alexander Arlow: </p> <hr /> <div>= CPDLC Guide And Procedures For VACC Austria =<br /> <br /> == Recent Changes ==<br /> 22.11.2019 - Creation<br /> <br /> == Introduction ==<br /> Controller Pilot Data Link Communications (CPDLC) allows pilots and controllers to exchange messages, requests and clearances via data link. It is not designed to replace but to supplement voice communications to reduce frequency usage and workload. This article is focused around the implementation of CPDLC in the VATSIM environment, specifically in VACC Austria using the Topsky plugin. It is highly recommended that you have a solid understanding of the [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary article on CPDLC].<br /> <br /> == CPDLC On VATSIM ==<br /> At the time of writing, VATSIM has not developed its own implementation of CPDLC, therefore it and other networks, rely on the services of [http://www.hoppie.nl/pub/ hoppie.nl]. Hoppie.nl is a dedicated network, created by Jeroen Hoppenbrouwers solely for the purpose of exchanging CPDLC and ACARS message regardless of simulator or network used. Because of this kind of implementation, no support of CPDLC is provided by VATSIM. Yet, there are many addons for flight simulators as well as for controllers that make use of the CPDLC capabilities already existing in real life and simulate them - for a (non exhaustive) list of supporting addons, refer to the end of this document.<br /> <br /> On the VATSIM network two different types of CPDLC-services are generally provided: PDC and CPDLC. PDC (Pre-Departure-Clearance, sometimes also called DCL) is basically the transmission of the enroute (IFR) clearance to the pilot while he is still at the gate. In Europe the term DCL is generally used but the term PDC is used by most pilots. CPDLC is the service to provide enroute ATC service for pilots and allow for their readback. Both of these services are generally not time critical so allow several seconds for messages to be propagated through the network to the pilot.<br /> <br /> == Using CPDLC As A Controller ==<br /> <br /> === Creating a [http://www.hoppie.nl/pub/ hoppie.nl] logon code ===<br /> The first step for anyone whishing to use CPDLC either as pilot or as a controller is to create a logon code. Head to the [http://www.hoppie.nl/acars/system/register.html logon creation page] on [http://www.hoppie.nl/pub/ hoppie.nl] and register using your name and your e-mail adress and your code will be sent to you. Be aware that the code will get deleted if you don't use it for more than 120 days, but you can create a new one anytime.<br /> <br /> === Logging in ===<br /> * Connect to VATSIM using Euroscope as usual. To inform pilots of your provision of CPDLC services, you may enter information on your logon into INFO lines (see video below).<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile using Topsky as primary plugin using the &quot;OPEN SCT&quot; button at the top. Sct files that use Topsky are LOVV_CTR or LOWW_APP for example.<br /> * In the menu on top of Topsky click on Setup -&gt; CPDLC Setting.<br /> * Verify your login is correct (list for reference is below) and enter your logon code. Check the services provided are appropriate for your station (list for reference below) and the min level is 125 if using CPDLC.<br /> * Click &quot;Connect&quot;.<br /> * (optional) Open the CPDLC message window using the menu Tools -&gt; CPDLC -&gt; Current messages. All in- and outgoing CPDLC message are displayed here and allow for better situational awareness.<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile appropriate for you current position.<br /> Congratulations you are now providing CPDLC service to the pilots.<br /> <br /> === Transimitting PDC clearances to the pilot ===<br /> In the deparure list, the column &quot;E&quot; will display an &quot;A&quot; if a pilot is requesting clearance via DCL. Verify that SID, RWY and ASSR are set in the departure list, then click the &quot;A&quot; indicator, verify the clearance in the popup and click send. No voice readback is required by the pilot - upon initial call a pushback clearance may be issued without further ado.<br /> <br /> (Todo: Insert Screenshots).<br /> <br /> === Providing enroute ATC using CPDLC ===<br /> Generally, once a pilot is logged in using your CPDLC logon, all clearances (unless explicitly omitted using the &quot;R/T&quot; button) will be transmitted to the pilot using CPDLC. A blue indication means that the clearance was transmitted to the pilot but no readback has been recieved yet. Once the readback was recieved, the blue indication will become white. On timeout or &quot;unable&quot; readback the indicator will become orange. ATTN: Due to Euroscope limitations, a direct via CPDLC must always be invoked via the HDG -&gt; More -&gt; Point dialogue and a click on the waypoint on the ASD, NOT via the normal direct function.<br /> <br /> Have a look at this video as a reference: [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> <br /> The pilot is obliged to use radio for the initial call regardless of the usage of CPDLC. This is because two-way radio communication with the pilot must still be assured at all times. The pilot has the obligation to listen to the frequency and react to any calls directed at him. Also, the usage of CPDLC does not require any additional phraseology. You may however acknowledge the usage of CPDLC if deemed necessary:<br /> <br /> A/C: Wien Radar, ABC123 passing FL195, climbing FL240 with CPDLC.<br /> CTR: ABC123, servus radar contact, roger CPDLC. (optional: climb instruction if CPDLC delay is expected to cause an aircraft to level off)<br /> <br /> == Reference ==<br /> <br /> === Logons ===<br /> <br /> The logon with the ICAO code of the airport (i.e. LOWW) shall be used by the local station that is providing enroute clearances. Some examples:<br /> * If LOWW_DEL is online, DEL will use the logon LOWW and provide PDC, GND and TWR will not provide any CPDLC services and LOWW_APP will use the logon LOWA for CPDLC.<br /> * If LOWW_APP is online without other stations below, APP will provide CPDLC and PDC with the logon LOWW, because it is the only local station. If for example, TWR comes online, APP switches to the logon LOWA (CPDLC only) and TWR provides PDC with the logon LOWW<br /> * The respective CTR units always provide CPDLC and PDC with their respective logons, never using an ICAO code of an airport they provide service for.<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |DEL/TWR/GND ||ICAO CODE OF APT ||PDC || <br /> |-<br /> |LOVV_CTR ||LOVV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOVS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOVU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOVF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOVL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOWA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOWM ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LOWN ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOWP ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LOGA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LOIA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LOKA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LOLA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LOSA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === My logon is taken ===<br /> Since other networks may also make use of Hoppie's CPDLC features, it may be possible that your logon is take by another network, especially the ones reflecting the ICAO code of major airports. In that case use the following table:<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |LOWW ||LOTW ||PDC || <br /> |-<br /> |LOWG ||LOTG ||PDC || <br /> |-<br /> |LOWI ||LOTI ||PDC || <br /> |-<br /> |LOWK ||LOTK ||PDC || <br /> |-<br /> |LOWL ||LOTL ||PDC || <br /> |-<br /> |LOWS ||LOTS ||PDC || <br /> |-<br /> |LOVV_CTR ||LOCV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOCS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOCU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOCF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOCL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOAW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOMW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LONW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOPW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LORG ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LORI ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LORK ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LORL ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LORS ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === Aircraft Addons Supporting CPDLC ===<br /> This is a non-exhaustive list of 3rd party aircraft addons supporting CPDLC or PDC natively without the use of an external client.<br /> * [https://www.flightsimlabs.com/ Upcoming FSLabs A321]<br /> * [https://www.aerosoft.com/us/flight-simulation/news/work-in-progress-aerosoft-a330-professional Upcoming Aerosoft A330]<br /> <br /> === Links ===<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/VACC%20Austria%20Topsky%20Plugin%20Manual.pdf VACC Austria Topsky Plugin Manual]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20General.pdf TopSky Plugin for EuroScope General Manual by the Author]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20Data%20Link%20Functions.pdf TopSky Plugin for EuroScope Data Link Manual by the Author]<br /> * [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> * [https://forum.vacc-austria.org/viewforum.php?f=11 VACC-Austria Euroscope Forum] - ask any remaining questions there!<br /> * [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary Article On CPDLC]<br /> * [https://files.flying-fox.de/forum/vatsim/VATGER_permanent/CPDLC/CPDLC_quickstart_edition_1.2.2.pdf Andreas Fuchs' ACARS CPDLC Quick Starter] - Mainly for pilots but a nice read!</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=CPDLC_Guide&diff=4093 2019-11-24T23:14:37Z

<p>Alexander Arlow: </p> <hr /> <div>= CPDLC Guide And Procedures For VACC Austria (under construction) =<br /> <br /> == Recent Changes ==<br /> 22.11.2019 - Creation<br /> <br /> == Introduction ==<br /> Controller Pilot Data Link Communications (CPDLC) allows pilots and controllers to exchange messages, requests and clearances via data link. It is not designed to replace but to supplement voice communications to reduce frequency usage and workload. This article is focused around the implementation of CPDLC in the VATSIM environment, specifically in VACC Austria using the Topsky plugin. It is highly recommended that you have a solid understanding of the [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary article on CPDLC].<br /> <br /> == CPDLC On VATSIM ==<br /> At the time of writing, VATSIM has not developed its own implementation of CPDLC, therefore it and other networks, rely on the services of [http://www.hoppie.nl/pub/ hoppie.nl]. Hoppie.nl is a dedicated network, created by Jeroen Hoppenbrouwers solely for the purpose of exchanging CPDLC and ACARS message regardless of simulator or network used. Because of this kind of implementation, no support of CPDLC is provided by VATSIM. Yet, there are many addons for flight simulators as well as for controllers that make use of the CPDLC capabilities already existing in real life and simulate them - for a (non exhaustive) list of supporting addons, refer to the end of this document.<br /> <br /> On the VATSIM network two different types of CPDLC-services are generally provided: PDC and CPDLC. PDC (Pre-Departure-Clearance, sometimes also called DCL) is basically the transmission of the enroute (IFR) clearance to the pilot while he is still at the gate. In Europe the term DCL is generally used but the term PDC is used by most pilots. CPDLC is the service to provide enroute ATC service for pilots and allow for their readback. Both of these services are generally not time critical so allow several seconds for messages to be propagated through the network to the pilot.<br /> <br /> == Using CPDLC As A Controller ==<br /> <br /> === Creating a [http://www.hoppie.nl/pub/ hoppie.nl] logon code ===<br /> The first step for anyone whishing to use CPDLC either as pilot or as a controller is to create a logon code. Head to the [http://www.hoppie.nl/acars/system/register.html logon creation page] on [http://www.hoppie.nl/pub/ hoppie.nl] and register using your name and your e-mail adress and your code will be sent to you. Be aware that the code will get deleted if you don't use it for more than 120 days, but you can create a new one anytime.<br /> <br /> === Logging in ===<br /> * Connect to VATSIM using Euroscope as usual. To inform pilots of your provision of CPDLC services, you may enter information on your logon into INFO lines (see video below).<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile using Topsky as primary plugin using the &quot;OPEN SCT&quot; button at the top. Sct files that use Topsky are LOVV_CTR or LOWW_APP for example.<br /> * In the menu on top of Topsky click on Setup -&gt; CPDLC Setting.<br /> * Verify your login is correct (list for reference is below) and enter your logon code. Check the services provided are appropriate for your station (list for reference below) and the min level is 125 if using CPDLC.<br /> * Click &quot;Connect&quot;.<br /> * (optional) Open the CPDLC message window using the menu Tools -&gt; CPDLC -&gt; Current messages. All in- and outgoing CPDLC message are displayed here and allow for better situational awareness.<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile appropriate for you current position.<br /> Congratulations you are now providing CPDLC service to the pilots.<br /> <br /> === Transimitting PDC clearances to the pilot ===<br /> In the deparure list, the column &quot;E&quot; will display an &quot;A&quot; if a pilot is requesting clearance via DCL. Verify that SID, RWY and ASSR are set in the departure list, then click the &quot;A&quot; indicator, verify the clearance in the popup and click send. No voice readback is required by the pilot - upon initial call a pushback clearance may be issued without further ado.<br /> <br /> (Todo: Insert Screenshots).<br /> <br /> === Providing enroute ATC using CPDLC ===<br /> Generally, once a pilot is logged in using your CPDLC logon, all clearances (unless explicitly omitted using the &quot;R/T&quot; button) will be transmitted to the pilot using CPDLC. A blue indication means that the clearance was transmitted to the pilot but no readback has been recieved yet. Once the readback was recieved, the blue indication will become white. On timeout or &quot;unable&quot; readback the indicator will become orange. ATTN: Due to Euroscope limitations, a direct via CPDLC must always be invoked via the HDG -&gt; More -&gt; Point dialogue and a click on the waypoint on the ASD, NOT via the normal direct function.<br /> <br /> Have a look at this video as a reference: [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> <br /> The pilot is obliged to use radio for the initial call regardless of the usage of CPDLC. This is because two-way radio communication with the pilot must still be assured at all times. The pilot has the obligation to listen to the frequency and react to any calls directed at him. Also, the usage of CPDLC does not require any additional phraseology. You may however acknowledge the usage of CPDLC if deemed necessary:<br /> <br /> A/C: Wien Radar, ABC123 passing FL195, climbing FL240 with CPDLC.<br /> CTR: ABC123, servus radar contact, roger CPDLC. (optional: climb instruction if CPDLC delay is expected to cause an aircraft to level off)<br /> <br /> == Reference ==<br /> <br /> === Logons ===<br /> <br /> The logon with the ICAO code of the airport (i.e. LOWW) shall be used by the local station that is providing enroute clearances. Some examples:<br /> * If LOWW_DEL is online, DEL will use the logon LOWW and provide PDC, GND and TWR will not provide any CPDLC services and LOWW_APP will use the logon LOWA for CPDLC.<br /> * If LOWW_APP is online without other stations below, APP will provide CPDLC and PDC with the logon LOWW, because it is the only local station. If for example, TWR comes online, APP switches to the logon LOWA (CPDLC only) and TWR provides PDC with the logon LOWW<br /> * The respective CTR units always provide CPDLC and PDC with their respective logons, never using an ICAO code of an airport they provide service for.<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |DEL/TWR/GND ||ICAO CODE OF APT ||PDC || <br /> |-<br /> |LOVV_CTR ||LOVV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOVS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOVU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOVF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOVL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOWA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOWM ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LOWN ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOWP ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LOGA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LOIA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LOKA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LOLA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LOSA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === My logon is taken ===<br /> Since other networks may also make use of Hoppie's CPDLC features, it may be possible that your logon is take by another network, especially the ones reflecting the ICAO code of major airports. In that case use the following table:<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |LOWW ||LOTW ||PDC || <br /> |-<br /> |LOWG ||LOTG ||PDC || <br /> |-<br /> |LOWI ||LOTI ||PDC || <br /> |-<br /> |LOWK ||LOTK ||PDC || <br /> |-<br /> |LOWL ||LOTL ||PDC || <br /> |-<br /> |LOWS ||LOTS ||PDC || <br /> |-<br /> |LOVV_CTR ||LOCV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOCS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOCU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOCF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOCL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOAW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOMW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LONW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOPW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LORG ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LORI ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LORK ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LORL ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LORS ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === Aircraft Addons Supporting CPDLC ===<br /> This is a non-exhaustive list of 3rd party aircraft addons supporting CPDLC or PDC natively without the use of an external client.<br /> * [https://www.flightsimlabs.com/ Upcoming FSLabs A321]<br /> * [https://www.aerosoft.com/us/flight-simulation/news/work-in-progress-aerosoft-a330-professional Upcoming Aerosoft A330]<br /> <br /> === Links ===<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/VACC%20Austria%20Topsky%20Plugin%20Manual.pdf VACC Austria Topsky Plugin Manual]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20General.pdf TopSky Plugin for EuroScope General Manual by the Author]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20Data%20Link%20Functions.pdf TopSky Plugin for EuroScope Data Link Manual by the Author]<br /> * [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> * [https://forum.vacc-austria.org/viewforum.php?f=11 VACC-Austria Euroscope Forum] - ask any remaining questions there!<br /> * [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary Article On CPDLC]<br /> * [https://files.flying-fox.de/forum/vatsim/VATGER_permanent/CPDLC/CPDLC_quickstart_edition_1.2.2.pdf Andreas Fuchs' ACARS CPDLC Quick Starter] - Mainly for pilots but a nice read!</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=CPDLC_Guide&diff=4092 2019-11-24T23:09:11Z

<p>Alexander Arlow: </p> <hr /> <div>= CPDLC Guide And Procedures For VACC Austria (under construction) =<br /> <br /> == Recent Changes ==<br /> 22.11.2019 - Creation<br /> <br /> == Introduction ==<br /> Controller Pilot Data Link Communications (CPDLC) allows pilots and controllers to exchange messages, requests and clearances via data link. It is not designed to replace but to supplement voice communications to reduce frequency usage and workload. This article is focused around the implementation of CPDLC in the VATSIM environment, specifically in VACC Austria using the Topsky plugin. It is highly recommended that you have a solid understanding of the [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary article on CPDLC].<br /> <br /> == CPDLC On VATSIM ==<br /> At the time of writing, VATSIM has not developed its own implementation of CPDLC, therefore it and other networks, rely on the services of [http://www.hoppie.nl/pub/ hoppie.nl]. Hoppie.nl is a dedicated network, created by Jeroen Hoppenbrouwers solely for the purpose of exchanging CPDLC and ACARS message regardless of simulator or network used. Because of this kind of implementation, no support of CPDLC is provided by VATSIM. Yet, there are many addons for flight simulators as well as for controllers that make use of the CPDLC capabilities already existing in real life and simulate them - for a (non exhaustive) list of supporting addons, refer to the end of this document.<br /> <br /> On the VATSIM network two different types of CPDLC-services are generally provided: PDC and CPDLC. PDC (Pre-Departure-Clearance, sometimes also called DCL) is basically the transmission of the enroute (IFR) clearance to the pilot while he is still at the gate. In Europe the term DCL is generally used but the term PDC is used by most pilots. CPDLC is the service to provide enroute ATC service for pilots and allow for their readback. Both of these services are generally not time critical so allow several seconds for messages to be propagated through the network to the pilot.<br /> <br /> == Using CPDLC As A Controller ==<br /> <br /> === Creating a [http://www.hoppie.nl/pub/ hoppie.nl] logon code ===<br /> The first step for anyone whishing to use CPDLC either as pilot or as a controller is to create a logon code. Head to the [http://www.hoppie.nl/acars/system/register.html logon creation page] on [http://www.hoppie.nl/pub/ hoppie.nl] and register using your name and your e-mail adress and your code will be sent to you. Be aware that the code will get deleted if you don't use it for more than 120 days, but you can create a new one anytime.<br /> <br /> === Logging in ===<br /> * Connect to VATSIM using Euroscope as usual. To inform pilots of your provision of CPDLC services, you may enter information on your logon into INFO lines (see video below).<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile using Topsky as primary plugin using the &quot;OPEN SCT&quot; button at the top. Sct files that use Topsky are LOVV_CTR or LOWW_APP for example.<br /> * In the menu on top of Topsky click on Setup -&gt; CPDLC Setting.<br /> * Verify your login is correct (list for reference is below) and enter your logon code. Check the services provided are appropriate for your station (list for reference below) and the min level is 125 if using CPDLC.<br /> * Click &quot;Connect&quot;.<br /> * (optional) Open the CPDLC message window using the menu Tools -&gt; CPDLC -&gt; Current messages. All in- and outgoing CPDLC message are displayed here and allow for better situational awareness.<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile appropriate for you current position.<br /> Congratulations you are now providing CPDLC service to the pilots.<br /> <br /> === Transimitting PDC clearances to the pilot ===<br /> In the deparure list, the column &quot;E&quot; will display an &quot;A&quot; if a pilot is requesting clearance via DCL. Verify that SID, RWY and ASSR are set in the departure list, then click the &quot;A&quot; indicator, verify the clearance in the popup and click send. No voice readback is required by the pilot - upon initial call a pushback clearance may be issued without further ado.<br /> <br /> (Todo: Insert Screenshots).<br /> <br /> === Providing enroute ATC using CPDLC ===<br /> Generally, once a pilot is logged in using your CPDLC logon, all clearances (unless explicitly omitted using the &quot;R/T&quot; button) will be transmitted to the pilot using CPDLC. A blue indication means that the clearance was transmitted to the pilot but no readback has been recieved yet. Once the readback was recieved, the blue indication will become white. On timeout or &quot;unable&quot; readback the indicator will become orange. ATTN: Due to Euroscope limitations, a direct via CPDLC must always be invoked via the HDG -&gt; More -&gt; Point dialogue and a click on the waypoint on the ASD, NOT via the normal direct function.<br /> <br /> Have a look at this video as a reference: [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> <br /> The pilot is obliged to use radio for the initial call regardless of the usage of CPDLC. This is because two-way radio communication with the pilot must still be assured at all times. The pilot has the obligation to listen to the frequency and react to any calls directed at him. Also, the usage of CPDLC does not require any additional phraseology. You may however acknowledge the usage of CPDLC if deemed necessary:<br /> <br /> A/C: Wien Radar, ABC123 passing FL195, climbing FL240 with CPDLC.<br /> CTR: ABC123, servus radar contact, roger CPDLC. (optional: climb instruction if CPDLC delay is expected to cause an aircraft to level off)<br /> <br /> == Reference ==<br /> <br /> === Logons ===<br /> <br /> The logon with the ICAO code of the airport (i.e. LOWW) shall be used by the local station that is providing enroute clearances. Some examples:<br /> * If LOWW_DEL is online, DEL will use the logon LOWW and provide PDC, GND and TWR will not provide any CPDLC services and LOWW_APP will use the logon LOWA for CPDLC.<br /> * If LOWW_APP is online without other stations below, APP will provide CPDLC and PDC with the logon LOWW, because it is the only local station. If for example, TWR comes online, APP switches to the logon LOWA (CPDLC only) and TWR provides PDC with the logon LOWW<br /> * The respective CTR units always provide CPDLC and PDC with their respective logons, never using an ICAO code of an airport they provide service for.<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |DEL/TWR/GND ||ICAO CODE OF APT ||PDC || <br /> |-<br /> |LOVV_CTR ||LOVV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOVS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOVU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOVF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOVL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOWA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOWM ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LOWN ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOWP ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LOGA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LOIA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LOKA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LOLA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LOSA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === My logon is taken ===<br /> Since other networks may also make use of Hoppie's CPDLC features, it may be possible that your logon is take by another network, especially the ones reflecting the ICAO code of major airports. In that case use the following table:<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |LOWW ||LOTW ||PDC || <br /> |-<br /> |LOWG ||LOTG ||PDC || <br /> |-<br /> |LOWI ||LOTI ||PDC || <br /> |-<br /> |LOWK ||LOTK ||PDC || <br /> |-<br /> |LOWL ||LOTL ||PDC || <br /> |-<br /> |LOWS ||LOTS ||PDC || <br /> |-<br /> |LOVV_CTR ||LOCV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOCS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOCU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOCF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOCL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOAW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOMW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LONW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOPW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LORG ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LORI ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LORK ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LORL ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LORS ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === Links ===<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/VACC%20Austria%20Topsky%20Plugin%20Manual.pdf VACC Austria Topsky Plugin Manual]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20General.pdf TopSky Plugin for EuroScope General Manual by the Author]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20Data%20Link%20Functions.pdf TopSky Plugin for EuroScope Data Link Manual by the Author]<br /> * [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> * [https://forum.vacc-austria.org/viewforum.php?f=11 VACC-Austria Euroscope Forum] - ask any remaining questions there!<br /> * [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary Article On CPDLC]<br /> * [https://files.flying-fox.de/forum/vatsim/VATGER_permanent/CPDLC/CPDLC_quickstart_edition_1.2.2.pdf Andreas Fuchs' ACARS CPDLC Quick Starter] - Mainly for pilots but a nice read!</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=CPDLC_Guide&diff=4091 2019-11-24T22:57:21Z

<p>Alexander Arlow: Creation</p> <hr /> <div>= CPDLC Guide And Procedures For VACC Austria (under construction) =<br /> <br /> == Recent Changes ==<br /> 22.11.2019 - Creation<br /> <br /> == Introduction ==<br /> Controller Pilot Data Link Communications (CPDLC) allows pilots and controllers to exchange messages, requests and clearances via data link. It is not designed to replace but to supplement voice communications to reduce frequency usage and workload. This article is focused around the implementation of CPDLC in the VATSIM environment, specifically in VACC Austria using the Topsky plugin. It is highly recommended that you have a solid understanding of the [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary article on CPDLC].<br /> <br /> == CPDLC On VATSIM ==<br /> At the time of writing, VATSIM has not developed its own implementation of CPDLC, therefore it and other networks, rely on the services of [http://www.hoppie.nl/pub/ hoppie.nl]. Hoppie.nl is a dedicated network, created by Jeroen Hoppenbrouwers solely for the purpose of exchanging CPDLC and ACARS message regardless of simulator or network used. Because of this kind of implementation, no support of CPDLC is provided by VATSIM. Yet, there are many addons for flight simulators as well as for controllers that make use of the CPDLC capabilities already existing in real life and simulate them - for a (non exhaustive) list of supporting addons, refer to the end of this document.<br /> <br /> On the VATSIM network two different types of CPDLC-services are generally provided: PDC and CPDLC. PDC (Pre-Departure-Clearance, sometimes also called DCL) is basically the transmission of the enroute (IFR) clearance to the pilot while he is still at the gate. In Europe the term DCL is generally used but the term PDC is used by most pilots. CPDLC is the service to provide enroute ATC service for pilots and allow for their readback. Both of these services are generally not time critical so allow several seconds for messages to be propagated through the network to the pilot.<br /> <br /> == Using CPDLC As A Controller ==<br /> <br /> === Creating a [http://www.hoppie.nl/pub/ hoppie.nl] logon code ===<br /> The first step for anyone whishing to use CPDLC either as pilot or as a controller is to create a logon code. Head to the [http://www.hoppie.nl/acars/system/register.html logon creation page] on [http://www.hoppie.nl/pub/ hoppie.nl] and register using your name and your e-mail adress and your code will be sent to you. Be aware that the code will get deleted if you don't use it for more than 120 days, but you can create a new one anytime.<br /> <br /> === Logging in ===<br /> * Connect to VATSIM using Euroscope as usual. To inform pilots of your provision of CPDLC services, you may enter information on your logon into INFO lines (see video below).<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile using Topsky as primary plugin using the &quot;OPEN SCT&quot; button at the top. Sct files that use Topsky are LOVV_CTR or LOWW_APP for example.<br /> * In the menu on top of Topsky click on Setup -&gt; CPDLC Setting.<br /> * Verify your login is correct (list for reference is below) and enter your logon code. Check the services provided are appropriate for your station (list for reference below) and the min level is 125 if using CPDLC.<br /> * Click &quot;Connect&quot;.<br /> * (optional) Open the CPDLC message window using the menu Tools -&gt; CPDLC -&gt; Current messages. All in- and outgoing CPDLC message are displayed here and allow for better situational awareness.<br /> * (skip this step if you are using a profile that primarily uses Topsky) Switch to a .sct profile appropriate for you current position.<br /> Congratulations you are now providing CPDLC service to the pilots.<br /> <br /> === Transimitting PDC clearances to the pilot ===<br /> In the deparure list, the column &quot;E&quot; will display an &quot;A&quot; if a pilot is requesting clearance via DCL. Verify that SID, RWY and ASSR are set in the departure list, then click the &quot;A&quot; indicator, verify the clearance in the popup and click send.<br /> <br /> (Todo: Insert Screenshots).<br /> <br /> === Providing enroute ATC using CPDLC ===<br /> Generally, once a pilot is logged in using your CPDLC logon, all clearances (unless explicitly omitted using the &quot;R/T&quot; button) will be transmitted to the pilot using CPDLC. A blue indication means that the clearance was transmitted to the pilot but no readback has been recieved yet. Once the readback was recieved, the blue indication will become white. On timeout or &quot;unable&quot; readback the indicator will become orange. ATTN: Due to Euroscope limitations, a direct via CPDLC must always be invoked via the HDG -&gt; More -&gt; Point dialogue and a click on the waypoint on the ASD, NOT via the normal direct function.<br /> <br /> Have a look at this video as a reference: [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> <br /> == Reference ==<br /> <br /> === Logons ===<br /> <br /> The logon with the ICAO code of the airport (i.e. LOWW) shall be used by the local station that is providing enroute clearances. Some examples:<br /> * If LOWW_DEL is online, DEL will use the logon LOWW and provide PDC, GND and TWR will not provide any CPDLC services and LOWW_APP will use the logon LOWA for CPDLC.<br /> * If LOWW_APP is online without other stations below, APP will provide CPDLC and PDC with the logon LOWW, because it is the only local station. If for example, TWR comes online, APP switches to the logon LOWA (CPDLC only) and TWR provides PDC with the logon LOWW<br /> * The respective CTR units always provide CPDLC and PDC with their respective logons, never using an ICAO code of an airport they provide service for.<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |DEL/TWR/GND ||ICAO CODE OF APT ||PDC || <br /> |-<br /> |LOVV_CTR ||LOVV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOVS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOVU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOVF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOVL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOWA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOWM ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LOWN ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOWP ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LOGA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LOIA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LOKA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LOLA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LOSA ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === My logon is taken ===<br /> Since other networks may also make use of Hoppie's CPDLC features, it may be possible that your logon is take by another network, especially the ones reflecting the ICAO code of major airports. In that case use the following table:<br /> <br /> {| class=&quot;wikitable&quot;<br /> | '''Station''' || '''Logon''' || '''Services''' || '''Remarks''' <br /> |-<br /> |LOWW ||LOTW ||PDC || <br /> |-<br /> |LOWG ||LOTG ||PDC || <br /> |-<br /> |LOWI ||LOTI ||PDC || <br /> |-<br /> |LOWK ||LOTK ||PDC || <br /> |-<br /> |LOWL ||LOTL ||PDC || <br /> |-<br /> |LOWS ||LOTS ||PDC || <br /> |-<br /> |LOVV_CTR ||LOCV ||CPDLC/PDC || <br /> |-<br /> |LOVV_S_CTR ||LOCS ||CPDLC/PDC || <br /> |-<br /> |LOVV_U_CTR ||LOCU ||CPDLC/PDC || <br /> |-<br /> |LOVV_F_CTR ||LOCF ||CPDLC/PDC || <br /> |-<br /> |LOVV_L_CTR ||LOCL ||CPDLC/PDC || <br /> |-<br /> |LOWW_APP ||LOAW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_M_APP ||LOMW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_N_APP ||LONW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWW_P_APP ||LOPW ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWG_APP ||LORG ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWI_APP ||LORI ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWK_APP ||LORK ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWL_APP ||LORL ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |LOWS_APP ||LORS ||CPDLC || Only to be used if there is at least one other station below<br /> |-<br /> |}<br /> <br /> === Links ===<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/VACC%20Austria%20Topsky%20Plugin%20Manual.pdf VACC Austria Topsky Plugin Manual]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20General.pdf TopSky Plugin for EuroScope General Manual by the Author]<br /> * [https://downloads.vacc-austria.org/wiki/Manuals/TopSky%20plugin%20for%20EuroScope%20-%20Data%20Link%20Functions.pdf TopSky Plugin for EuroScope Data Link Manual by the Author]<br /> * [https://www.youtube.com/watch?v=nD20NgW3ZOk Topsky Plugin CPDLC by VACC-Austria]<br /> * [https://forum.vacc-austria.org/viewforum.php?f=11 VACC-Austria Euroscope Forum] - ask any remaining questions there!<br /> * [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary Article On CPDLC]<br /> * [https://files.flying-fox.de/forum/vatsim/VATGER_permanent/CPDLC/CPDLC_quickstart_edition_1.2.2.pdf Andreas Fuchs' ACARS CPDLC Quick Starter] - Mainly for pilots but a nice read!</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=CPDLC_Guide&diff=4090 2019-11-22T15:52:42Z

<p>Alexander Arlow: Created page with &quot;= CPDLC Guide And Procedures For VACC Austria (under construction) = == Recent Changes == 22.11.2019 - Creation == Introduction == Controller Pilot Data Link Communications...&quot;</p> <hr /> <div>= CPDLC Guide And Procedures For VACC Austria (under construction) =<br /> <br /> == Recent Changes ==<br /> 22.11.2019 - Creation<br /> <br /> == Introduction ==<br /> Controller Pilot Data Link Communications (CPDLC) allows pilots and controllers to exchange messages, requests and clearances via data link. It is not designed to replace but to supplement voice communications to reduce frequency usage and workload. This article is focused around the implementation of CPDLC in the VATSIM environment, specifically in VACC Austria using the Topsky plugin. It is highly recommended that you have a solid understanding of the [https://www.skybrary.aero/index.php/Controller_Pilot_Data_Link_Communications_(CPDLC) Skybrary article on CPDLC].<br /> <br /> == CPDLC On VATSIM ==<br /> At the time of writing, VATSIM has not developed its own implementation of CPDLC, therefore it and other networks, rely on the services of [http://www.hoppie.nl/pub/ hoppie.nl]. Hoppie.nl is a dedicated network, created by Jeroen Hoppenbrouwers solely for the purpose of exchanging CPDLC and ACARS message regardless of simulator or network used. Because of this kind of implementation, no support of CPDLC is provided by VATSIM. Yet, there are many addons for flight simulators as well as for controllers that make use of the CPDLC capabilities already existing in real life and simulate them - for a (non exhaustive) list of supporting addons, refer to the end of this document.<br /> <br /> == Using CPDLC As A Controller ==<br /> <br /> === Creating a [http://www.hoppie.nl/pub/ hoppie.nl] logon code ===<br /> The first step for anyone whishing to use CPDLC either as pilot or as a controller is to create a logon code. Head to the [http://www.hoppie.nl/acars/system/register.html logon creation page] on [http://www.hoppie.nl/pub/ hoppie.nl] and register using your name and your e-mail adress and your code will be sent to you. Be aware that the code will get deleted if you don't use it for more than 120 days, but you can create a new one anytime.</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Study_Guide&diff=4089 2019-11-22T15:21:59Z

<p>Alexander Arlow: </p> <hr /> <div>Overview: [[Study Guide]] - Next: [[Study Guide:Basic Lesson]]<br /> <br /> = About this page =<br /> This is the overview of all study documents for our trainees. From here, you will find the links to other relevant pages.<br /> <br /> = Overview =<br /> * In the [[ATC_academy]] you will find all steps into your ATC career at VACC Austria.<br /> <br /> = Study Guide =<br /> <br /> The Study Guides are tutorial-like documents for the relevant steps in your training career. Study them step by step along with your trainings.<br /> <br /> *[[Study Guide:Intro]]<br /> *[[Study Guide:Basic Lesson]]<br /> *[[Study Guide:Euroscope]]<br /> *[[Study Guide:OBS]]<br /> *[[Study Guide:Delivery]]<br /> *[[Study Guide:Ground]]<br /> *[[Study Guide:Tower]]<br /> *[[Study Guide: Approach]] <br /> *[[Study Guide:Radar]] <br /> *[[Study Guide:Airport Details]] <br /> *[[Study Guide:Low Visibility Procedures]]<br /> *[[Study Guide:Special Procedures]]<br /> *[[Study Guide:Flight Level Allocation Scheme]]<br /> <br /> = Airport Primers =<br /> ... are documents with procedures how to handle specific airports.<br /> <br /> *[[LOWI_Primer]] for Innsbruck<br /> *[[LOWW_Primer]] for Vienna (under construction)<br /> <br /> = Other related documents =<br /> <br /> * [[Squawk_Codes]]<br /> * [[Airspace classes]]<br /> * [[Emergency procedures]]<br /> * [[Visibility ranges]]<br /> * [[Radio Procedures for Controllers]]<br /> * [[CPDLC Guide]]</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Radio_Procedures_for_Controllers&diff=4083 2019-10-16T22:23:30Z

<p>Alexander Arlow: </p> <hr /> <div>= Radio Procedures For Controllers Using AFV (Audio For VATSIM) =<br /> <br /> == Recent Changes ==<br /> 11.10.2019 - Creation<br /> <br /> == Introduction ==<br /> This Page will give you an overview of all procedures to be used when using Audio For VATSIM, the new VATSIM voice codec (called AFV from this point), within VACC-Austria. It will be updated as new procedures develop and as the AFV itself gets enhanced by new features. It is expected that you have read the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide] before proceeding as the information contained in that document forms the very basics in understanding the principles of AFV. Please take your time in reading the user guide and this wiki-page, many things have changed and there is the potential for errors along the way.<br /> <br /> == Preparation ==<br /> <br /> === Configuring Euroscope ===<br /> Euroscope needs to be updated to the most recent BETA version, which is 3.2.1.23 at the time of this writing - [https://www.euroscope.hu/install/EuroScopeBeta32a23.zip Direct download link.]<br /> <br /> AFV does not rely on classic voice servers hosted by VACCs but is a centralized service provided by VATSIM. Therefore it is imperative that your ATC client does not connect to the legacy voice server. To achieve this please update your relevant files with the update provided on our [http://files.aero-nav.com/LOVV sectorfile download page.] &lt;span style=&quot;color:#FF0000&quot;&gt;Make sure to use Full_Installer since the profiles and other required files are only contained therein.&lt;/span&gt;<br /> <br /> Finally you need to install the [https://audio.vatsim.net/docs/1.0/atc/euroscope AFV Standalone client] to connect to the new voice servers. This program needs to be started alongside Euroscope to be able to use voice on VATSIM. AFV will be integrated into Euroscope at a later time.<br /> <br /> === Starting Euroscope ===<br /> After launching Euroscope make sure that all server entries in the voice communications setup within Euroscope have been changed to something else than voice.vacc-austria.org. This way your client will try to connect to a host that does not exist and will not use any of the voice features within Euroscope.<br /> <br /> Verify that the Audio for Vatsim EuroScope Bridge Plug-In is loaded.<br /> <br /> Next, the AFV standalone client needs to be launched and configured according to the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide].<br /> <br /> === Connecting Euroscope ===<br /> Connect to VATSIM the same way you normally would - choose a Station, verify name, VID and password and off you go. Once Euroscope is connected, you need to press the &quot;connect&quot; button within the AFV standalone client. Congratulations, you are now using AFV to talk to pilots.<br /> <br /> == Working With AFV ==<br /> === Connecting ATIS ===<br /> ATIS voice synthesis under AFV is provided by a dedicated ATIS server that converts the text to speech using a generic male voice. Custom voice sets are coming at a later time.<br /> <br /> To connect your voice ATIS simply select an ATIS airport, get the METAR, select the ATIS letter, press &quot;Test URL&quot; and &quot;Connect ATIS&quot; and the &quot;start multiple record playback&quot; button. You can check if your ATIS is transmitting successfully by listening to the ATIS frequency. (see below) The pronounciation of the ATIS can be sloppy at time, this will be fixed later.<br /> <br /> === Using Your Frequencies ===<br /> After logging in, the AFV standalone client will present you with your primary frequency selected (RX/TX) in the Voice Communication Control System (VCCS) and also with a prefined selection of frequencies that may be of use for the controller. Below is an example of LOWW_APP VCCS:<br /> <br /> [[File:Loww app frequency list.png]]<br /> <br /> Note that you can transmit or recieve on any frequency by pressing the TX or the RX button respectively. You can switch through multiple pages with the page selection buttons on the lower right. You may also, at any time, delete frequencies from your list by pressing the X-Button. Using the +-Button a controller may at any time add another frequency to the table, even ones that are not predefined; for example, LOWW_ATIS is not a recognized ATC-frequency so the client will ask you for the frequency - after entering the correct frequency you can listen to your ATIS by pressing the RX-button.<br /> <br /> The list of predefined frequencies is maintained by the facility engineers. If you think a frequency is missing or there are too many frequencies in the list, do not hesitate to let the FEs know in the controller forums.<br /> <br /> === Cross-Coupling ===<br /> For an extensive introduction on the different means of cross-coupling please refer to the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide], chapter 6.4.<br /> <br /> == LOVV Specific Procedures ==<br /> ===Preface===<br /> Due to a bug encountered in the final testing phases of AFV, the possibility of injecting pseudo-stations in the FSD-server has been disabled. That means if you select a second frequency TX on your VCCS, it will NOT show up for pilots and the pilotclients. This is going to change in the future and procedures will be adapted when this happens. Because of the lack of FSD-injection, it is recommended by the BoG as well as the AFV-team that VACCs stay with the single frequency operation known from pre-AFV times to avoid pilot confusion when a frequency does not show up in their client.<br /> <br /> ===General Procedures===<br /> All controllers shall, except for the stations listed below, use only their primary frequency to provide ATC services. This does not apply for shift changes or short term tests in a controlled environment with knowledgeable pilots and low workload.<br /> <br /> ===ALL CTR===<br /> Even though CTR will be operating only one frequency after the AFV-release, make sure that single frequency coupling is enabled to assure that pilots that are apart from each other can hear each other on the frequency. <br /> <br /> [[File:CTR_VCCS.png]]<br /> <br /> ===ALL APP===<br /> Do not enable cross coupling on your primary frequency. This may lead to flights not being able to hear each other, but this adds to realism.<br /> <br /> [[File:APP_VCCS.png]]<br /> <br /> ===LOWW===<br /> ====GENERAL====<br /> For all stations using multiple frequencies, there is no need to hand off aircraft to oneself except when the opening of another relevant station is expected. Example: GND is online and a departing aircraft calls on the GAC west on frequency 121.775 for taxi to RWY16. There is no need to send the aircraft to frequency 121.6 later on just to have it on the correct frequency. The exception would be if you expect a W_GND to come online in the next minutes, in which case you can either keep him on 121.775 and release the traffic for W_GND to handle him until he reaches the HP RWY16. Or you can send him over to 121.6 shortly before opening of W_GND so he won't bother your just logged-in partner.<br /> ====APP====<br /> When TWR is online, APP shall send flights arriving on RWY16/34 to frequency 123.8 and flights on RWY11/29 to frequency 119.4.<br /> <br /> When GND is online but TWR is not, APP shall send flights arriving on RWY16/34 to frequency 121.6 and flights on RWY11/29 to frequency 121.775.<br /> <br /> ====TWR====<br /> LOWW_TWR controllers shall use both frequencies (119.4 and 123.8) simultaneously in Duplex Cross Coupling mode unless circumstances do not allow for such an operation in which case the frequency in use has to be coordinated with DEL/GND/APP.<br /> <br /> When GND is online, TWR shall send flights arriving on RWY16/34 to frequency 121.6 and flights on RWY11/29 to frequency 121.775.<br /> <br /> [[File:TWR_VCCS.png]]<br /> <br /> ====GND====<br /> LOWW_GND controllers shall use both frequencies (121.6 and 121.775) simultaneously in Duplex Cross Coupling mode unless circumstances do not allow for such an operation in which case the frequency in use has to be coordinated with DEL/TWR/APP.<br /> <br /> When TWR is online, GND shall send flights departing on RWY16/34 to frequency 123.8 and flights departing on RWY11/29 to frequency 119.4.<br /> <br /> [[File:GND_VCCS.png]]<br /> <br /> ====DEL====<br /> When GND is online, DEL shall send flights requesting pushback to the correct GND frequency depening on the gate position.<br /> <br /> When TWR is online but GND is not, DEL shall send flights requesting pushback to frequency 123.8 when departing on RWY16/34 and to frequency 119.4 when flights departing on RWY11/29.<br /> <br /> ===Special Stations===<br /> For Trainers (LOWx_M_APP), Examiners (LOWx_X_APP) or Handoff callsigns (LOWx_1_APP), no frequencies are preconfigured - once you log in, you will be presented with an empty VCCS. To enable the frequencies that you would find on a normal login press the +-Button in the AFV VCCS and enter the Callsign of the station that you are training/examining/taking over - all predefined frequencies will then be added to your VCCS.<br /> <br /> == Future Development ==<br /> ===Terrainmasking===<br /> In the future radio wave will be obstructed by terrain. That means that low level flights within the alps will be hard to understand or may even be unreachable. The location of our trancievers will ensure that the radio coverage will be as real as it gets.<br /> ===G/G Communication===<br /> Efforts are being made to allow controllers to talk to each other using AFV natively. This will enable controllers to coordinate via voice even when they are not on teamspeak.<br /> ===Different Locations of RX and TX===<br /> At release, all transcievers are both, RX and TX. In reality RX and TX are not always colocated which leads to situations where the controller can hear a pilot but the pilot can not hear the controller or vice versa. This will be fully simulated at a later time.<br /> ===Pseudo Positions===<br /> As mentioned earlier in this document, in due time, pseudo-positions will be injected into the network when operating several frequencies. This allow for top-down service on different frequencies, especially during low workload.</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Study_Guide&diff=4081 2019-10-11T21:06:51Z

<p>Alexander Arlow: /* Other related documents */</p> <hr /> <div>Overview: [[Study Guide]] - Next: [[Study Guide:Basic Lesson]]<br /> <br /> = About this page =<br /> This is the overview of all study documents for our trainees. From here, you will find the links to other relevant pages.<br /> <br /> = Overview =<br /> * In the [[ATC_academy]] you will find all steps into your ATC career at VACC Austria.<br /> <br /> = Study Guide =<br /> <br /> The Study Guides are tutorial-like documents for the relevant steps in your training career. Study them step by step along with your trainings.<br /> <br /> *[[Study Guide:Intro]]<br /> *[[Study Guide:Basic Lesson]]<br /> *[[Study Guide:Euroscope]]<br /> *[[Study Guide:OBS]]<br /> *[[Study Guide:Delivery]]<br /> *[[Study Guide:Ground]]<br /> *[[Study Guide:Tower]]<br /> *[[Study Guide: Approach]] <br /> *[[Study Guide:Radar]] <br /> *[[Study Guide:Airport Details]] <br /> *[[Study Guide:Low Visibility Procedures]]<br /> *[[Study Guide:Special Procedures]]<br /> *[[Study Guide:Flight Level Allocation Scheme]]<br /> <br /> = Airport Primers =<br /> ... are documents with procedures how to handle specific airports.<br /> <br /> *[[LOWI_Primer]] for Innsbruck<br /> *[[LOWW_Primer]] for Vienna (under construction)<br /> <br /> = Other related documents =<br /> <br /> * [[Squawk_Codes]]<br /> * [[Airspace classes]]<br /> * [[Emergency procedures]]<br /> * [[Visibility ranges]]<br /> * [[Radio Procedures for Controllers]]</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Radio_Procedures_for_Controllers&diff=4080 2019-10-11T20:03:08Z

<p>Alexander Arlow: </p> <hr /> <div>= Radio Procedures For Controllers Using AFV (Audio For VATSIM) =<br /> <br /> == Recent Changes ==<br /> 11.10.2019 - Creation<br /> <br /> == Introduction ==<br /> This Page will give you an overview of all procedures to be used when using Audio For VATSIM, the new VATSIM voice codec (called AFV from this point), within VACC-Austria. It will be updated as new procedures develop and as the AFV itself gets enhanced by new features. It is expected that you have read the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide] before proceeding as the information contained in that document forms the very basics in understanding the principles of AFV. Please take your time in reading the user guide and this wiki-page, many things have changed and there is the potential for errors along the way.<br /> <br /> == Preparation ==<br /> <br /> === Configuring Euroscope ===<br /> Euroscope needs to be updated to the most recent BETA version, which is 3.2.1.23 at the time of this writing - [https://www.euroscope.hu/install/EuroScopeBeta32a23.zip Direct download link.]<br /> <br /> AFV does not rely on classic voice servers hosted by VACCs but is a centralized service provided by VATSIM. Therefore it is imperative that your ATC client does not connect to the legacy voice server. To achieve this please update your relevant files with the update provided on our [http://files.aero-nav.com/LOVV sectorfile download page.] &lt;span style=&quot;color:#FF0000&quot;&gt;Make sure to use Full_Installer since the profiles and other required files are only contained therein.&lt;/span&gt;<br /> <br /> Finally you need to install the [https://audio.vatsim.net/docs/1.0/atc/euroscope AFV Standalone client] to connect to the new voice servers. This program needs to be started alongside Euroscope to be able to use voice on VATSIM. AFV will be integrated into Euroscope at a later time.<br /> <br /> === Starting Euroscope ===<br /> After launching Euroscope make sure that all server entries in the voice communications setup within Euroscope have been changed to something else than voice.vacc-austria.org. This way your client will try to connect to a host that does not exist and will not use any of the voice features within Euroscope.<br /> <br /> Verify that the Audio for Vatsim EuroScope Bridge Plug-In is loaded.<br /> <br /> Next, the AFV standalone client needs to be launched and configured according to the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide].<br /> <br /> === Connecting Euroscope ===<br /> Connect to VATSIM the same way you normally would - choose a Station, verify name, VID and password and off you go. Once Euroscope is connected, you need to press the &quot;connect&quot; button within the AFV standalone client. Congratulations, you are now using AFV to talk to pilots.<br /> <br /> == Working With AFV ==<br /> === Connecting ATIS ===<br /> ATIS voice synthesis under AFV is provided by a dedicated ATIS server that converts the text to speech using a generic male voice. Custom voice sets are coming at a later time.<br /> <br /> To connect your voice ATIS simply select an ATIS airport, get the METAR, select the ATIS letter, press &quot;Test URL&quot; and &quot;Connect ATIS&quot;. DO NOT press the &quot;start multiple record playback&quot; button. You can check if your ATIS is transmitting successfully by listening to the ATIS frequency. (see below) The pronounciation of the ATIS can be sloppy at time, this will be fixed later.<br /> <br /> === Using Your Frequencies ===<br /> After logging in, the AFV standalone client will present you with your primary frequency selected (RX/TX) in the Voice Communication Control System (VCCS) and also with a prefined selection of frequencies that may be of use for the controller. Below is an example of LOWW_APP VCCS:<br /> <br /> [[File:Loww app frequency list.png]]<br /> <br /> Note that you can transmit or recieve on any frequency by pressing the TX or the RX button respectively. You can switch through multiple pages with the page selection buttons on the lower right. You may also, at any time, delete frequencies from your list by pressing the X-Button. Using the +-Button a controller may at any time add another frequency to the table, even ones that are not predefined; for example, LOWW_ATIS is not a recognized ATC-frequency so the client will ask you for the frequency - after entering the correct frequency you can listen to your ATIS by pressing the RX-button.<br /> <br /> The list of predefined frequencies is maintained by the facility engineers. If you think a frequency is missing or there are too many frequencies in the list, do not hesitate to let the FEs know in the controller forums.<br /> <br /> === Cross-Coupling ===<br /> For an extensive introduction on the different means of cross-coupling please refer to the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide], chapter 6.4.<br /> <br /> == LOVV Specific Procedures ==<br /> ===Preface===<br /> Due to a bug encountered in the final testing phases of AFV, the possibility of injecting pseudo-stations in the FSD-server has been disabled. That means if you select a second frequency TX on your VCCS, it will NOT show up for pilots and the pilotclients. This is going to change in the future and procedures will be adapted when this happens. Because of the lack of FSD-injection, it is recommended by the BoG as well as the AFV-team that VACCs stay with the single frequency operation known from pre-AFV times to avoid pilot confusion when a frequency does not show up in their client.<br /> <br /> ===General Procedures===<br /> All controllers shall, except for the stations listed below, use only their primary frequency to provide ATC services. This does not apply for shift changes or short term tests in a controlled environment with knowledgeable pilots and low workload.<br /> <br /> ===ALL CTR===<br /> Even though CTR will be operating only one frequency after the AFV-release, make sure that single frequency coupling is enabled to assure that pilots that are apart from each other can hear each other on the frequency. <br /> <br /> [[File:CTR_VCCS.png]]<br /> <br /> ===ALL APP===<br /> Do not enable cross coupling on your primary frequency. This may lead to flights not being able to hear each other, but this adds to realism.<br /> <br /> [[File:APP_VCCS.png]]<br /> <br /> ===LOWW===<br /> ====GENERAL====<br /> For all stations using multiple frequencies, there is no need to hand off aircraft to oneself except when the opening of another relevant station is expected. Example: GND is online and a departing aircraft calls on the GAC west on frequency 121.775 for taxi to RWY16. There is no need to send the aircraft to frequency 121.6 later on just to have it on the correct frequency. The exception would be if you expect a W_GND to come online in the next minutes, in which case you can either keep him on 121.775 and release the traffic for W_GND to handle him until he reaches the HP RWY16. Or you can send him over to 121.6 shortly before opening of W_GND so he won't bother your just logged-in partner.<br /> ====APP====<br /> When TWR is online, APP shall send flights arriving on RWY16/34 to frequency 123.8 and flights on RWY11/29 to frequency 119.4.<br /> <br /> When GND is online but TWR is not, APP shall send flights arriving on RWY16/34 to frequency 121.6 and flights on RWY11/29 to frequency 121.775.<br /> <br /> ====TWR====<br /> LOWW_TWR controllers shall use both frequencies (119.4 and 123.8) simultaneously in Duplex Cross Coupling mode unless circumstances do not allow for such an operation in which case the frequency in use has to be coordinated with DEL/GND/APP.<br /> <br /> When GND is online, TWR shall send flights arriving on RWY16/34 to frequency 121.6 and flights on RWY11/29 to frequency 121.775.<br /> <br /> [[File:TWR_VCCS.png]]<br /> <br /> ====GND====<br /> LOWW_GND controllers shall use both frequencies (121.6 and 121.775) simultaneously in Duplex Cross Coupling mode unless circumstances do not allow for such an operation in which case the frequency in use has to be coordinated with DEL/TWR/APP.<br /> <br /> When TWR is online, GND shall send flights departing on RWY16/34 to frequency 123.8 and flights departing on RWY11/29 to frequency 119.4.<br /> <br /> [[File:GND_VCCS.png]]<br /> <br /> ====DEL====<br /> When GND is online, DEL shall send flights requesting pushback to the correct GND frequency depening on the gate position.<br /> <br /> When TWR is online but GND is not, DEL shall send flights requesting pushback to frequency 123.8 when departing on RWY16/34 and to frequency 119.4 when flights departing on RWY11/29.<br /> <br /> ===Special Stations===<br /> For Trainers (LOWx_M_APP), Examiners (LOWx_X_APP) or Handoff callsigns (LOWx_1_APP), no frequencies are preconfigured - once you log in, you will be presented with an empty VCCS. To enable the frequencies that you would find on a normal login press the +-Button in the AFV VCCS and enter the Callsign of the station that you are training/examining/taking over - all predefined frequencies will then be added to your VCCS.<br /> <br /> == Future Development ==<br /> ===Terrainmasking===<br /> In the future radio wave will be obstructed by terrain. That means that low level flights within the alps will be hard to understand or may even be unreachable. The location of our trancievers will ensure that the radio coverage will be as real as it gets.<br /> ===G/G Communication===<br /> Efforts are being made to allow controllers to talk to each other using AFV natively. This will enable controllers to coordinate via voice even when they are not on teamspeak.<br /> ===Different Locations of RX and TX===<br /> At release, all transcievers are both, RX and TX. In reality RX and TX are not always colocated which leads to situations where the controller can hear a pilot but the pilot can not hear the controller or vice versa. This will be fully simulated at a later time.<br /> ===Pseudo Positions===<br /> As mentioned earlier in this document, in due time, pseudo-positions will be injected into the network when operating several frequencies. This allow for top-down service on different frequencies, especially during low workload.</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Radio_Procedures_for_Controllers&diff=4079 2019-10-11T10:58:37Z

<p>Alexander Arlow: </p> <hr /> <div>= Radio Procedures For Controllers Using AFV (Audio For VATSIM) =<br /> <br /> == Recent Changes ==<br /> 11.10.2019 - Creation<br /> <br /> == Introduction ==<br /> This Page will give you an overview of all procedures to be used when using Audio For VATSIM, the new VATSIM voice codec (called AFV from this point), within VACC-Austria. It will be updated as new procedures develop and as the AFV itself gets enhanced by new features. It is expected that you have read the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide] before proceeding as the information contained in that document forms the very basics in understanding the principles of AFV. Please take your time in reading the user guide and this wiki-page, many things have changed and there is the potential for errors along the way.<br /> <br /> == Preparation ==<br /> <br /> === Configuring Euroscope ===<br /> Euroscope needs to be updated to the most recent version, which is 3.2.10 at the time of this writing - [https://www.euroscope.hu/install/EuroScopeSetup32.msi Direct download link.]<br /> <br /> AFV does not rely on classic voice servers hosted by VACCs but is a centralized service provided by VATSIM. Therefore it is imperative that your ATC client does not connect to the legacy voice server. To achieve this please update your relevant files with the update provided on our [http://files.aero-nav.com/LOVV sectorfile download page.] &lt;span style=&quot;color:#FF0000&quot;&gt;Make sure to use Full_Installer since the profiles and other required files are only contained therein.&lt;/span&gt;<br /> <br /> Finally you need to install the [https://audio.vatsim.net/docs/1.0/atc/euroscope AFV Standalone client] to connect to the new voice servers. This program needs to be started alongside Euroscope to be able to use voice on VATSIM. AFV will be integrated into Euroscope at a later time.<br /> <br /> === Starting Euroscope ===<br /> After launching Euroscope make sure that all server entries in the voice communications setup within Euroscope have been changed to something else than voice.vacc-austria.org. This way your client will try to connect to a host that does not exist and will not use any of the voice features within Euroscope.<br /> <br /> Verify that the Audio for Vatsim EuroScope Bridge Plug-In is loaded.<br /> <br /> Next, the AFV standalone client needs to be launched and configured according to the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide].<br /> <br /> === Connecting Euroscope ===<br /> Connect to VATSIM the same way you normally would - choose a Station, verify name, VID and password and off you go. Once Euroscope is connected, you need to press the &quot;connect&quot; button within the AFV standalone client. Congratulations, you are now using AFV to talk to pilots.<br /> <br /> == Working With AFV ==<br /> === Connecting ATIS ===<br /> ATIS voice synthesis under AFV is provided by a dedicated ATIS server that converts the text to speech using a generic male voice. Custom voice sets are coming at a later time.<br /> <br /> To connect your voice ATIS simply select an ATIS airport, get the METAR, select the ATIS letter, press &quot;Test URL&quot; and &quot;Connect ATIS&quot;. DO NOT press the &quot;start multiple record playback&quot; button. You can check if your ATIS is transmitting successfully by listening to the ATIS frequency. (see below) The pronounciation of the ATIS can be sloppy at time, this will be fixed later.<br /> <br /> === Using Your Frequencies ===<br /> After logging in, the AFV standalone client will present you with your primary frequency selected (RX/TX) in the Voice Communication Control System (VCCS) and also with a prefined selection of frequencies that may be of use for the controller. Below is an example of LOWW_APP VCCS:<br /> <br /> [[File:Loww app frequency list.png]]<br /> <br /> Note that you can transmit or recieve on any frequency by pressing the TX or the RX button respectively. You can switch through multiple pages with the page selection buttons on the lower right. You may also, at any time, delete frequencies from your list by pressing the X-Button. Using the +-Button a controller may at any time add another frequency to the table, even ones that are not predefined; for example, LOWW_ATIS is not a recognized ATC-frequency so the client will ask you for the frequency - after entering the correct frequency you can listen to your ATIS by pressing the RX-button.<br /> <br /> The list of predefined frequencies is maintained by the facility engineers. If you think a frequency is missing or there are too many frequencies in the list, do not hesitate to let the FEs know in the controller forums.<br /> <br /> === Cross-Coupling ===<br /> For an extensive introduction on the different means of cross-coupling please refer to the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide], chapter 6.4.<br /> <br /> == LOVV Specific Procedures ==<br /> ===Preface===<br /> Due to a bug encountered in the final testing phases of AFV, the possibility of injecting pseudo-stations in the FSD-server has been disabled. That means if you select a second frequency TX on your VCCS, it will NOT show up for pilots and the pilotclients. This is going to change in the future and procedures will be adapted when this happens. Because of the lack of FSD-injection, it is recommended by the BoG as well as the AFV-team that VACCs stay with the single frequency operation known from pre-AFV times to avoid pilot confusion when a frequency does not show up in their client.<br /> <br /> ===General Procedures===<br /> All controllers shall, except for the stations listed below, use only their primary frequency to provide ATC services. This does not apply for shift changes or short term tests in a controlled environment with knowledgeable pilots and low workload.<br /> <br /> ===ALL CTR===<br /> Even though CTR will be operating only one frequency after the AFV-release, make sure that single frequency coupling is enabled to assure that pilots that are apart from each other can hear each other on the frequency. <br /> <br /> [[File:CTR_VCCS.png]]<br /> <br /> ===ALL APP===<br /> Do not enable cross coupling on your primary frequency. This may lead to flights not being able to hear each other, but this adds to realism.<br /> <br /> [[File:APP_VCCS.png]]<br /> <br /> ===LOWW===<br /> ====GENERAL====<br /> For all stations using multiple frequencies, there is no need to hand off aircraft to oneself except when the opening of another relevant station is expected. Example: GND is online and a departing aircraft calls on the GAC west on frequency 121.775 for taxi to RWY16. There is no need to send the aircraft to frequency 121.6 later on just to have it on the correct frequency. The exception would be if you expect a W_GND to come online in the next minutes, in which case you can either keep him on 121.775 and release the traffic for W_GND to handle him until he reaches the HP RWY16. Or you can send him over to 121.6 shortly before opening of W_GND so he won't bother your just logged-in partner.<br /> ====APP====<br /> When TWR is online, APP shall send flights arriving on RWY16/34 to frequency 123.8 and flights on RWY11/29 to frequency 119.4.<br /> <br /> When GND is online but TWR is not, APP shall send flights arriving on RWY16/34 to frequency 121.6 and flights on RWY11/29 to frequency 121.775.<br /> <br /> ====TWR====<br /> LOWW_TWR controllers shall use both frequencies (119.4 and 123.8) simultaneously in Duplex Cross Coupling mode unless circumstances do not allow for such an operation in which case the frequency in use has to be coordinated with DEL/GND/APP.<br /> <br /> When GND is online, TWR shall send flights arriving on RWY16/34 to frequency 121.6 and flights on RWY11/29 to frequency 121.775.<br /> <br /> [[File:TWR_VCCS.png]]<br /> <br /> ====GND====<br /> LOWW_GND controllers shall use both frequencies (121.6 and 121.775) simultaneously in Duplex Cross Coupling mode unless circumstances do not allow for such an operation in which case the frequency in use has to be coordinated with DEL/TWR/APP.<br /> <br /> When TWR is online, GND shall send flights departing on RWY16/34 to frequency 123.8 and flights departing on RWY11/29 to frequency 119.4.<br /> <br /> [[File:GND_VCCS.png]]<br /> <br /> ====DEL====<br /> When GND is online, DEL shall send flights requesting pushback to the correct GND frequency depening on the gate position.<br /> <br /> When TWR is online but GND is not, DEL shall send flights requesting pushback to frequency 123.8 when departing on RWY16/34 and to frequency 119.4 when flights departing on RWY11/29.<br /> <br /> ===Special Stations===<br /> For Trainers (LOWx_M_APP), Examiners (LOWx_X_APP) or Handoff callsigns (LOWx_1_APP), no frequencies are preconfigured - once you log in, you will be presented with an empty VCCS. To enable the frequencies that you would find on a normal login press the +-Button in the AFV VCCS and enter the Callsign of the station that you are training/examining/taking over - all predefined frequencies will then be added to your VCCS.<br /> <br /> == Future Development ==<br /> ===Terrainmasking===<br /> In the future radio wave will be obstructed by terrain. That means that low level flights within the alps will be hard to understand or may even be unreachable. The location of our trancievers will ensure that the radio coverage will be as real as it gets.<br /> ===G/G Communication===<br /> Efforts are being made to allow controllers to talk to each other using AFV natively. This will enable controllers to coordinate via voice even when they are not on teamspeak.<br /> ===Different Locations of RX and TX===<br /> At release, all transcievers are both, RX and TX. In reality RX and TX are not always colocated which leads to situations where the controller can hear a pilot but the pilot can not hear the controller or vice versa. This will be fully simulated at a later time.<br /> ===Pseudo Positions===<br /> As mentioned earlier in this document, in due time, pseudo-positions will be injected into the network when operating several frequencies. This allow for top-down service on different frequencies, especially during low workload.</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Radio_Procedures_for_Controllers&diff=4078 2019-10-11T10:56:01Z

<p>Alexander Arlow: </p> <hr /> <div>= Radio Procedures For Controllers Using AFV (Audio For VATSIM) =<br /> <br /> == Introduction ==<br /> This Page will give you an overview of all procedures to be used when using Audio For VATSIM, the new VATSIM voice codec (called AFV from this point), within VACC-Austria. It will be updated as new procedures develop and as the AFV itself gets enhanced by new features. It is expected that you have read the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide] before proceeding as the information contained in that document forms the very basics in understanding the principles of AFV. Please take your time in reading the user guide and this wiki-page, many things have changed and there is the potential for errors along the way.<br /> <br /> == Preparation ==<br /> <br /> === Configuring Euroscope ===<br /> Euroscope needs to be updated to the most recent version, which is 3.2.10 at the time of this writing - [https://www.euroscope.hu/install/EuroScopeSetup32.msi Direct download link.]<br /> <br /> AFV does not rely on classic voice servers hosted by VACCs but is a centralized service provided by VATSIM. Therefore it is imperative that your ATC client does not connect to the legacy voice server. To achieve this please update your relevant files with the update provided on our [http://files.aero-nav.com/LOVV sectorfile download page.] &lt;span style=&quot;color:#FF0000&quot;&gt;Make sure to use Full_Installer since the profiles and other required files are only contained therein.&lt;/span&gt;<br /> <br /> Finally you need to install the [https://audio.vatsim.net/docs/1.0/atc/euroscope AFV Standalone client] to connect to the new voice servers. This program needs to be started alongside Euroscope to be able to use voice on VATSIM. AFV will be integrated into Euroscope at a later time.<br /> <br /> === Starting Euroscope ===<br /> After launching Euroscope make sure that all server entries in the voice communications setup within Euroscope have been changed to something else than voice.vacc-austria.org. This way your client will try to connect to a host that does not exist and will not use any of the voice features within Euroscope.<br /> <br /> Verify that the Audio for Vatsim EuroScope Bridge Plug-In is loaded.<br /> <br /> Next, the AFV standalone client needs to be launched and configured according to the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide].<br /> <br /> === Connecting Euroscope ===<br /> Connect to VATSIM the same way you normally would - choose a Station, verify name, VID and password and off you go. Once Euroscope is connected, you need to press the &quot;connect&quot; button within the AFV standalone client. Congratulations, you are now using AFV to talk to pilots.<br /> <br /> == Working With AFV ==<br /> === Connecting ATIS ===<br /> ATIS voice synthesis under AFV is provided by a dedicated ATIS server that converts the text to speech using a generic male voice. Custom voice sets are coming at a later time.<br /> <br /> To connect your voice ATIS simply select an ATIS airport, get the METAR, select the ATIS letter, press &quot;Test URL&quot; and &quot;Connect ATIS&quot;. DO NOT press the &quot;start multiple record playback&quot; button. You can check if your ATIS is transmitting successfully by listening to the ATIS frequency. (see below) The pronounciation of the ATIS can be sloppy at time, this will be fixed later.<br /> <br /> === Using Your Frequencies ===<br /> After logging in, the AFV standalone client will present you with your primary frequency selected (RX/TX) in the Voice Communication Control System (VCCS) and also with a prefined selection of frequencies that may be of use for the controller. Below is an example of LOWW_APP VCCS:<br /> <br /> [[File:Loww app frequency list.png]]<br /> <br /> Note that you can transmit or recieve on any frequency by pressing the TX or the RX button respectively. You can switch through multiple pages with the page selection buttons on the lower right. You may also, at any time, delete frequencies from your list by pressing the X-Button. Using the +-Button a controller may at any time add another frequency to the table, even ones that are not predefined; for example, LOWW_ATIS is not a recognized ATC-frequency so the client will ask you for the frequency - after entering the correct frequency you can listen to your ATIS by pressing the RX-button.<br /> <br /> The list of predefined frequencies is maintained by the facility engineers. If you think a frequency is missing or there are too many frequencies in the list, do not hesitate to let the FEs know in the controller forums.<br /> <br /> === Cross-Coupling ===<br /> For an extensive introduction on the different means of cross-coupling please refer to the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide], chapter 6.4.<br /> <br /> == LOVV Specific Procedures ==<br /> ===Preface===<br /> Due to a bug encountered in the final testing phases of AFV, the possibility of injecting pseudo-stations in the FSD-server has been disabled. That means if you select a second frequency TX on your VCCS, it will NOT show up for pilots and the pilotclients. This is going to change in the future and procedures will be adapted when this happens. Because of the lack of FSD-injection, it is recommended by the BoG as well as the AFV-team that VACCs stay with the single frequency operation known from pre-AFV times to avoid pilot confusion when a frequency does not show up in their client.<br /> <br /> ===General Procedures===<br /> All controllers shall, except for the stations listed below, use only their primary frequency to provide ATC services. This does not apply for shift changes or short term tests in a controlled environment with knowledgeable pilots and low workload.<br /> <br /> ===ALL CTR===<br /> Even though CTR will be operating only one frequency after the AFV-release, make sure that single frequency coupling is enabled to assure that pilots that are apart from each other can hear each other on the frequency. <br /> <br /> [[File:CTR_VCCS.png]]<br /> <br /> ===ALL APP===<br /> Do not enable cross coupling on your primary frequency. This may lead to flights not being able to hear each other, but this adds to realism.<br /> <br /> [[File:APP_VCCS.png]]<br /> <br /> ===LOWW===<br /> ====GENERAL====<br /> For all stations using multiple frequencies, there is no need to hand off aircraft to oneself except when the opening of another relevant station is expected. Example: GND is online and a departing aircraft calls on the GAC west on frequency 121.775 for taxi to RWY16. There is no need to send the aircraft to frequency 121.6 later on just to have it on the correct frequency. The exception would be if you expect a W_GND to come online in the next minutes, in which case you can either keep him on 121.775 and release the traffic for W_GND to handle him until he reaches the HP RWY16. Or you can send him over to 121.6 shortly before opening of W_GND so he won't bother your just logged-in partner.<br /> ====APP====<br /> When TWR is online, APP shall send flights arriving on RWY16/34 to frequency 123.8 and flights on RWY11/29 to frequency 119.4.<br /> <br /> When GND is online but TWR is not, APP shall send flights arriving on RWY16/34 to frequency 121.6 and flights on RWY11/29 to frequency 121.775.<br /> <br /> ====TWR====<br /> LOWW_TWR controllers shall use both frequencies (119.4 and 123.8) simultaneously in Duplex Cross Coupling mode unless circumstances do not allow for such an operation in which case the frequency in use has to be coordinated with DEL/GND/APP.<br /> <br /> When GND is online, TWR shall send flights arriving on RWY16/34 to frequency 121.6 and flights on RWY11/29 to frequency 121.775.<br /> <br /> [[File:TWR_VCCS.png]]<br /> <br /> ====GND====<br /> LOWW_GND controllers shall use both frequencies (121.6 and 121.775) simultaneously in Duplex Cross Coupling mode unless circumstances do not allow for such an operation in which case the frequency in use has to be coordinated with DEL/TWR/APP.<br /> <br /> When TWR is online, GND shall send flights departing on RWY16/34 to frequency 123.8 and flights departing on RWY11/29 to frequency 119.4.<br /> <br /> [[File:GND_VCCS.png]]<br /> <br /> ====DEL====<br /> When GND is online, DEL shall send flights requesting pushback to the correct GND frequency depening on the gate position.<br /> <br /> When TWR is online but GND is not, DEL shall send flights requesting pushback to frequency 123.8 when departing on RWY16/34 and to frequency 119.4 when flights departing on RWY11/29.<br /> <br /> ===Special Stations===<br /> For Trainers (LOWx_M_APP), Examiners (LOWx_X_APP) or Handoff callsigns (LOWx_1_APP), no frequencies are preconfigured - once you log in, you will be presented with an empty VCCS. To enable the frequencies that you would find on a normal login press the +-Button in the AFV VCCS and enter the Callsign of the station that you are training/examining/taking over - all predefined frequencies will then be added to your VCCS.<br /> <br /> == Future Development ==<br /> ===Terrainmasking===<br /> In the future radio wave will be obstructed by terrain. That means that low level flights within the alps will be hard to understand or may even be unreachable. The location of our trancievers will ensure that the radio coverage will be as real as it gets.<br /> ===G/G Communication===<br /> Efforts are being made to allow controllers to talk to each other using AFV natively. This will enable controllers to coordinate via voice even when they are not on teamspeak.<br /> ===Different Locations of RX and TX===<br /> At release, all transcievers are both, RX and TX. In reality RX and TX are not always colocated which leads to situations where the controller can hear a pilot but the pilot can not hear the controller or vice versa. This will be fully simulated at a later time.<br /> ===Pseudo Positions===<br /> As mentioned earlier in this document, in due time, pseudo-positions will be injected into the network when operating several frequencies. This allow for top-down service on different frequencies, especially during low workload.</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=File:GND_VCCS.png&diff=4077 2019-10-11T10:53:54Z

<p>Alexander Arlow: </p> <hr /> <div></div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=File:TWR_VCCS.png&diff=4076 2019-10-11T10:53:43Z

<p>Alexander Arlow: </p> <hr /> <div></div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=File:APP_VCCS.png&diff=4075 2019-10-11T10:53:36Z

<p>Alexander Arlow: </p> <hr /> <div></div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=File:CTR_VCCS.png&diff=4074 2019-10-11T10:53:26Z

<p>Alexander Arlow: </p> <hr /> <div></div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=Radio_Procedures_for_Controllers&diff=4073 2019-10-11T10:52:25Z

<p>Alexander Arlow: Short introduction to AFV and reference for all stations on how to use the frequencies (mandatory for all controllers)</p> <hr /> <div>= Radio Procedures For Controllers Using AFV (Audio For VATSIM) =<br /> <br /> == Introduction ==<br /> This Page will give you an overview of all procedures to be used when using Audio For VATSIM, the new VATSIM voice codec (called AFV from this point), within VACC-Austria. It will be updated as new procedures develop and as the AFV itself gets enhanced by new features. It is expected that you have read the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide] before proceeding as the information contained in that document forms the very basics in understanding the principles of AFV. Please take your time in reading the user guide and this wiki-page, many things have changed and there is the potential for errors along the way.<br /> <br /> == Preparation ==<br /> <br /> === Configuring Euroscope ===<br /> Euroscope needs to be updated to the most recent version, which is 3.2.10 at the time of this writing - [https://www.euroscope.hu/install/EuroScopeSetup32.msi Direct download link.]<br /> <br /> AFV does not rely on classic voice servers hosted by VACCs but is a centralized service provided by VATSIM. Therefore it is imperative that your ATC client does not connect to the legacy voice server. To achieve this please update your relevant files with the update provided on our [http://files.aero-nav.com/LOVV sectorfile download page.] &lt;span style=&quot;color:#FF0000&quot;&gt;Make sure to use Full_Installer since the profiles and other required files are only contained therein.&lt;/span&gt;<br /> <br /> Finally you need to install the [https://audio.vatsim.net/docs/1.0/atc/euroscope AFV Standalone client] to connect to the new voice servers. This program needs to be started alongside Euroscope to be able to use voice on VATSIM. AFV will be integrated into Euroscope at a later time.<br /> <br /> === Starting Euroscope ===<br /> After launching Euroscope make sure that all server entries in the voice communications setup within Euroscope have been changed to something else than voice.vacc-austria.org. This way your client will try to connect to a host that does not exist and will not use any of the voice features within Euroscope.<br /> <br /> Verify that the Audio for Vatsim EuroScope Bridge Plug-In is loaded.<br /> <br /> Next, the AFV standalone client needs to be launched and configured according to the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide].<br /> <br /> === Connecting Euroscope ===<br /> Connect to VATSIM the same way you normally would - choose a Station, verify name, VID and password and off you go. Once Euroscope is connected, you need to press the &quot;connect&quot; button within the AFV standalone client. Congratulations, you are now using AFV to talk to pilots.<br /> <br /> == Working With AFV ==<br /> === Connecting ATIS ===<br /> ATIS voice synthesis under AFV is provided by a dedicated ATIS server that converts the text to speech using a generic male voice. Custom voice sets are coming at a later time.<br /> <br /> To connect your voice ATIS simply select an ATIS airport, get the METAR, select the ATIS letter, press &quot;Test URL&quot; and &quot;Connect ATIS&quot;. DO NOT press the &quot;start multiple record playback&quot; button. You can check if your ATIS is transmitting successfully by listening to the ATIS frequency. (see below) The pronounciation of the ATIS can be sloppy at time, this will be fixed later.<br /> <br /> === Using Your Frequencies ===<br /> After logging in, the AFV standalone client will present you with your primary frequency selected (RX/TX) in the Voice Communication Control System (VCCS) and also with a prefined selection of frequencies that may be of use for the controller. Below is an example of LOWW_APP VCCS:<br /> <br /> [[File:Loww app frequency list.png]]<br /> <br /> Note that you can transmit or recieve on any frequency by pressing the TX or the RX button respectively. You can switch through multiple pages with the page selection buttons on the lower right. You may also, at any time, delete frequencies from your list by pressing the X-Button. Using the +-Button a controller may at any time add another frequency to the table, even ones that are not predefined; for example, LOWW_ATIS is not a recognized ATC-frequency so the client will ask you for the frequency - after entering the correct frequency you can listen to your ATIS by pressing the RX-button.<br /> <br /> The list of predefined frequencies is maintained by the facility engineers. If you think a frequency is missing or there are too many frequencies in the list, do not hesitate to let the FEs know in the controller forums.<br /> <br /> === Cross-Coupling ===<br /> For an extensive introduction on the different means of cross-coupling please refer to the [https://downloads.vacc-austria.org/Documents/VATSIM_AFV_User_Guide.pdf official AFV User Guide], chapter 6.4.<br /> <br /> == LOVV Specific Procedures ==<br /> ===Preface===<br /> Due to a bug encountered in the final testing phases of AFV, the possibility of injecting pseudo-stations in the FSD-server has been disabled. That means if you select a second frequency TX on your VCCS, it will NOT show up for pilots and the pilotclients. This is going to change in the future and procedures will be adapted when this happens. Because of the lack of FSD-injection, it is recommended by the BoG as well as the AFV-team that VACCs stay with the single frequency operation known from pre-AFV times to avoid pilot confusion when a frequency does not show up in their client.<br /> <br /> ===General Procedures===<br /> All controllers shall, except for the stations listed below, use only their primary frequency to provide ATC services. This does not apply for shift changes or short term tests in a controlled environment with knowledgeable pilots and low workload.<br /> <br /> ===ALL CTR===<br /> Even though CTR will be operating only one frequency after the AFV-release, make sure that single frequency coupling is enabled to assure that pilots that are apart from each other can hear each other on the frequency. <br /> <br /> ===ALL APP===<br /> Do not enable cross coupling on your primary frequency. This may lead to flights not being able to hear each other, but this adds to realism.<br /> <br /> ===LOWW===<br /> ====GENERAL====<br /> For all stations using multiple frequencies, there is no need to hand off aircraft to oneself except when the opening of another relevant station is expected. Example: GND is online and a departing aircraft calls on the GAC west on frequency 121.775 for taxi to RWY16. There is no need to send the aircraft to frequency 121.6 later on just to have it on the correct frequency. The exception would be if you expect a W_GND to come online in the next minutes, in which case you can either keep him on 121.775 and release the traffic for W_GND to handle him until he reaches the HP RWY16. Or you can send him over to 121.6 shortly before opening of W_GND so he won't bother your just logged-in partner.<br /> ====APP====<br /> When TWR is online, APP shall send flights arriving on RWY16/34 to frequency 123.8 and flights on RWY11/29 to frequency 119.4.<br /> <br /> When GND is online but TWR is not, APP shall send flights arriving on RWY16/34 to frequency 121.6 and flights on RWY11/29 to frequency 121.775.<br /> <br /> ====TWR====<br /> LOWW_TWR controllers shall use both frequencies (119.4 and 123.8) simultaneously in Duplex Cross Coupling mode unless circumstances do not allow for such an operation in which case the frequency in use has to be coordinated with DEL/GND/APP.<br /> <br /> When GND is online, TWR shall send flights arriving on RWY16/34 to frequency 121.6 and flights on RWY11/29 to frequency 121.775.<br /> <br /> ====GND====<br /> LOWW_GND controllers shall use both frequencies (121.6 and 121.775) simultaneously in Duplex Cross Coupling mode unless circumstances do not allow for such an operation in which case the frequency in use has to be coordinated with DEL/TWR/APP.<br /> <br /> When TWR is online, GND shall send flights departing on RWY16/34 to frequency 123.8 and flights departing on RWY11/29 to frequency 119.4.<br /> <br /> ====DEL====<br /> When GND is online, DEL shall send flights requesting pushback to the correct GND frequency depening on the gate position.<br /> <br /> When TWR is online but GND is not, DEL shall send flights requesting pushback to frequency 123.8 when departing on RWY16/34 and to frequency 119.4 when flights departing on RWY11/29.<br /> <br /> ===Special Stations===<br /> For Trainers (LOWx_M_APP), Examiners (LOWx_X_APP) or Handoff callsigns (LOWx_1_APP), no frequencies are preconfigured - once you log in, you will be presented with an empty VCCS. To enable the frequencies that you would find on a normal login press the +-Button in the AFV VCCS and enter the Callsign of the station that you are training/examining/taking over - all predefined frequencies will then be added to your VCCS.<br /> <br /> == Future Development ==<br /> ===Terrainmasking===<br /> In the future radio wave will be obstructed by terrain. That means that low level flights within the alps will be hard to understand or may even be unreachable. The location of our trancievers will ensure that the radio coverage will be as real as it gets.<br /> ===G/G Communication===<br /> Efforts are being made to allow controllers to talk to each other using AFV natively. This will enable controllers to coordinate via voice even when they are not on teamspeak.<br /> ===Different Locations of RX and TX===<br /> At release, all transcievers are both, RX and TX. In reality RX and TX are not always colocated which leads to situations where the controller can hear a pilot but the pilot can not hear the controller or vice versa. This will be fully simulated at a later time.<br /> ===Pseudo Positions===<br /> As mentioned earlier in this document, in due time, pseudo-positions will be injected into the network when operating several frequencies. This allow for top-down service on different frequencies, especially during low workload.</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=File:Loww_app_frequency_list.png&diff=4072 2019-10-11T09:40:32Z

<p>Alexander Arlow: A list of AFV-frequencies, shown when logged in as LOWW_APP</p> <hr /> <div>== Summary ==<br /> A list of AFV-frequencies, shown when logged in as LOWW_APP</div>

Alexander Arlow https://wiki.vacc-austria.org/index.php?title=File:LO_ED_Interface_Lines.png&diff=4023 2018-10-22T12:18:33Z

<p>Alexander Arlow: </p> <hr /> <div></div>

Alexander Arlow