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Study Guide:Tower

2017-10-05T14:49:29Z

Claus Faber: /* Before you start controlling */

'''This study guide is still work in progress. Stay tuned for further chapters.'''

'' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''

== Introduction ==

This Study Guide is designed to give you all the information you need to become a Tower Controller within VACC Austria. We assume that you have already read the [[Study Guide:OBS]], [[Study Guide:Delivery]] and [[Study Guide:Ground]] and that you have some experience controlling on VATSIM.

When you reach tower, you will handle aircraft in the air for the first time. So we will discuss some basic principles of flying before actually talking about procedures. Also we'll have to talk about some organisational issues. The fourth chapter of this article will then familiarize you with the procedures you need for controlling tower positions.

Euroscope Visibilty Range for Tower should not exceed 50nm (regarding to Vatsim CoC C12)

== Aircraft and basic Flying Principles ==

=== Producing Lift ===

For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.

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 into 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).

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 decerease. 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 aircrafts it typically lies between 8 and 21 degrees.

Think of an level flying aircraft that reduces it speed. In order to compensate 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 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 fly it will produce thrust but at same time it produce 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.

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 weight an aircraft configuration (Flap/Slat setting). For safety the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

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 aircrafts weight in relation to it's 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.

=== Aircraft Categories ===

The most important ways of categorizing aircraft in aviation are by weight or by approach speed.

==== Weight Categories ====

Aircraft are categorized into three weight categories:

{| class="prettytable"
|-
| '''Category'''
| '''MTOW'''
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|-
| Super Aircraft (S)
| is only one: the A380
|}

You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228] Weight depicted is MTOW.

==== Approach Speed ====

Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:

{| class="prettytable"
|-
| '''Category'''
| '''Vref'''
|-
| A
| <= 90 knots
|-
| B
| 91 - 120 knots
|-
| C
| 121 - 140 knots
|-
| D
| 141 - 165 knots
|-
| E
| >= 165 knots
|}

==Before you start controlling==

Tower is responsible ...

- for all movements on the runways
- for all movements within the control zone (see "Airspace Structure" below).

Tower decides which runways are in use and maintains the ATIS. 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).

=== Airspace Structure around Major Airports ===
Major airports in Austria are surrounded by a so called control zone which is a class D airspace. This means that all aircraft need a clearance to enter this piece of airspace. So either they are cleared to an approach or you need to clear them specifically into the control zone. Details will be discussed in the VFR part later on.

===Choosing the active runways===
The guiding principle in choosing the active runways is that aircraft prefer to depart and land into the wind.
An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In
this case runway 34 is chosen as the active runway.

Look at a more complicated example:

LOWW has two runways: 16/34 and 11/29.
Suppose, wind is 020°, and you see: runway 34 is only 20° off, while 110 is 90° off --> runway 34 is the better choice.

Beware: All major airports have preferential runway configurations which depend on approach configuration, noise abatement and terrain.

Generally, tailwind components of up to five knots are normally accepted.

However due to noise abatement and terrain considerations most airports have some kind of preferential runway system.
Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.

For details on the preferred runway configurations for a specific airport ask your mentor or look into the airport QRS (quick reference sheets). See in the Resources section at the very bottom for links to them.

=== ATIS ===

ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter.

A ATIS broadcast has to consist of:

*Name of the Airport
*Identification Letter
*Time of Observation
*Active Runways
*Transition Level
*Wind direction and velocity
*Visibilities
*Special weather conditions (such as rain)
*Cloud ceiling
*Temperature and Dewpoint
*QNH
*Trends

It is updated every 30 minutes or as soon as significant changes occur. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.

 

=== Transition Altitude/Transition Level ===

Knowing the altitude you are flying is one of the most important informations you need in order to safely operate an airplane. 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 therefor indicates a lower altitude.

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 "sliced":

* In lower areas (where terrain is near), aircraft have to update local settings. Most aircraft are there only for takeoff and landing, so no big deal.
* In higher areas, aircraft all tune a standard setting (QNH 1013 or 29.92 HG) - this setting may be "wrong", but as all aircraft have the same "wrong" setting, it does not matter.

And where is the altitude where that changes?

* For climbing aircraft, it is the Transition Altitude, where they change from local to standard pressure.
* For descending aircraft, it is the Transition Level, where they change from standard to local pressure.

Between the two, there is a safety layer (called "Transition Layer") which compensates for the difference between local and standard pressure, which is 1000ft minimum, so the stack is:

Upper airspace: measured in Flight Levels (FL220 = Altitude 22.000ft at standard settings)
Transition Level: the lowest Flight Level
Transition layer (to keep distance)
Transition Altitude (TA): the highest altitude cleared at local pressure settings
Lower airspace, where altitude is given (you write "A5000ft").

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 calculated your TRL:

QNH < 0977: TA + 3000 ft.
QNH 0978 - 1013: TA + 2000 ft.
QNH 1014 - 1050: TA + 1000 ft.
QNH 1051 >  : TA = TL

== Working as a Tower Controller ==

===Setting the right priorities===
The moment you are responsible for more than one aircraft you will have to set priorities in your handling. As a general guideline:

#aircraft in the air have top priority - you take care of them first. Reason: They can't stop.
#aircraft moving on the ground have next priority. They could bump into each other.
#aircraft standing on ground have the least priority.

This also means that you will have to tell pilots to stand by while you attend to other matters. Make sure you keep a list of aircraft you told to stand by so you don't forget to call them back. This also means, that you might have to set priority in services which aircraft in the air need first, like setting up ATIS.

=== Runway Separation ===

The runways are one of the most dangerous spots on an airport because aircraft are travelling at high speed with little room to maneuver and most of the time no ability to stop at a reasonable distance. Because of this the general rule is that '''only one aircaft may be cleared to use a runway at the same time.''' What this means practically and exceptions from this rule are explained in the following chapters.

=== Departing Traffic ===

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?

*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route.
*Check the traffic approaching the runway.

To give him the takeoff clearance the following phrase should be used:

e.g.: TWR: AUA2CM, wind 320 degerees, 7 knots, Runway 29, cleared for takeoff.
AUA2CM: Cleared for takeoff Runway 29, AUA2CM

The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:
<pre>LOWW_TWR: AUA2CM, contact Wien Radar frequency 128.20, bye bye!
AUA2CM: Contacting Wien Radar frequency 128.20, AUA2CM. </pre>
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 preceeding aircraft is still occupying the runway. Now you get to know the first exception to the Runway Seperation 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:

TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 and wait behind.
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.
''Note: you '''must''' add another "behind" at the end to make sure the aircraft really waits before lining up!

This type of clearance is called a conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the preceeding aircraft has overflown the opposite runway end or has clearly turned onto either side of it. However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters.

Helicopters are sometimes able to start from there current position like a Helipad or a normal stand, if he want to depart from a Runway you can use the normal Phrases for VFR Traffic.

e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.
TWR: OEATD, Wien Tower, after departure leave control zone via Freudenau and Donauturm, 2500 feet or below, Wind 290° 6 Knots, present position cleared for take-off.
OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.

==== Take care! Phraseology around the runway is vital ====
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 "standby for takeoff", the pilot understood "cleared for takeoff". So, there is two iron rules which you should never break as Tower controller:

* '''Use the word "takeoff" only when you clear for takeoff: Say "<aircraft> cleared for takeoff" and nothing else.''' If you have to say anything else (like that the aircraft can leave in 2 minutes), then use the word "departure".
* '''Use the word "landing" only when you clear for landing: Say "<aircraft> cleared to land" and nothing else.''' If you have to say anything else (like where to leave the runway after touchdown), use the word "arrival".

=== Departure Separation ===

==== Based on Type of Aircraft and departure route ====

One of the main tasks of air traffic control is to keep aircraft at a safe distance to each other. So imagine the following situation:

{| class="prettytable"
|-
|
*Two aircraft are departing right after each other.
*The first aircraft is a relatively slow Cessna 208 (~around 70 knots in climb), the second one a fast Boeing 767 (140-180 knots on the initial climb).
*Both follow the same departure route.

|}

Obviously it would not take long until the B767 catches up with the Cessna, a potentially very dangerous situation! You can see, that it is very important to check the flightplan of the aircraft you are about to clear for takeoff. The minimum radar seperation in the area around an airport is 3 nm or 1000 feet. These are the limits radar stations have to obey. Tower Controllers should aim to achieve the following seperation for departing aircraft following departure routes which share a common part:
<div align="left">
{| class="prettytable"
|-
| Fast followed by slow
| 3 nm
|-
| Matching Types
| 5 nm
|-
| Slow followed by fast
| 10 nm
|}
</div>
In extreme examples like the one above it is often more advisable to coordinate with APP to find another solution. Often this involves clearing the aircraft to a non standard altitude or departure route:

TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff
DLH2441: Cleared for takeoff runway 29, DLH2441

The other main task of ATC is to expedite the flow of traffic. Situation:

{| class="prettytable"
|-
|
*You have numerous aircraft departing from the same runway, following different departure routes. Some of them involve immediate right turns other SIDs immediate left turns.
*There are two holdingpoints available.

|}

It would benificial to use the gaps that arise between the aircraft using similar Departure Routes, so in close coordination with ground you should try to distribute aircraft over the holding points in a way to be able to fill those gaps.

==== Based on Wake Turbulence Category ====

There are two ways aircraft influence the air around them when passing through it:

{| class="prettytable"
|-
|
*Jetwash produced by the engines
*Turbulence created at the wings and especially at the wingtips

|}

This turbulence can cause severe problems or even loss of control for following aircraft. The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>
For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category LIGHT or MEDIUM departs behind an aircraft in wake turbulence category HEAVY, or when a LIGHT category aircraft departs behind a MEDIUM category aircraft. You may issue a take-off clearance to an aircraft that has waived wake turbulence separation, except, if it's a light or medium aircraft departing as follows:

{| class="prettytable"
|-
|
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.

|}

To point out this hazard to a pilot the following phrase should be used:

TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,
caution wake turbulence.
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.

=== Arriving Traffic ===

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.

MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.

Again you are not allowed to clear more than one aircraft onto the same runway at the same time. 

{| class="prettytable"
|-
| In order to issue a landing clearance
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.
#preceeding landing traffic must have left the runway safety strip with all parts.
#traffic crossing the runway must have left the runway safety strip with all parts.

|}

If these conditions are met use the following phrase to clear the aircraft:

TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.
MAH224:cleared to land runway 27, MAH224.

During periods of high traffic it is likely that you have more than one aircraft approaching the same runway at the same time. Approach has to ensure the minimum radar seperation of 3 nm and additionally increased seperation due to wake turbulence.

AUA26T:Linz Tower, AUA26T established ILS 27.
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.
AUA26T:continuing approach, AUA26T.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.
AUA26T:Runway 27, cleared to land, AUA26T.

Often it is useful to give pilots additional information, such as traffic information or wind:

{| class="prettytable"
|-
| CSA276 is following NLY7751 (A320):
|}

CSA276: Wien Tower, CSA276 established ILS 34.
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue
approach runway 34, wind 010 degrees at 4 knots.
CSA276:We have the airbus in sight continue approach, CSA276.

{| class="prettytable"
|-
| 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.
|}

AUA81:Wien Tower, AUA81 established ILS 16
TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140
degrees at 7 knots.
AUA81:continuing approach, AUA81.
TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at
your one o'clock position, 5 nm, 1400 ft.
AUA81: Thank you, looking out, AUA81.
AUA81: traffic in sight, AUA81.

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.

eg. the rescue helicopter from the example above needs to land on your airport:
OEATD: Wien Tower, request landing at the General Aviation Terminal.
TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.

To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved.
You can check this site to see a normal peak time. the capacity from EGLL (London) has reached the 90 percent. Make a replay from one day and you can see further problems in the aviation ....[http://casperflights.com/]

=== Issuing "late clearances" ===
If an aircraft approaches for landing and does not receive landing clearance, then it has to go around - no way to avoid that. For each approach, there is a specific point (MAPt: Missed Approach Point) noted in the charts, where either landing clearance is received or go-around has to be initiated. There is no third option. In airports like LOWW, this is no issue, as the MAPt (when using ILS) is almost the runway threshold. Other airports (like LOWI) have the MAPt some miles out.

So, if traffic gets crowded and some bloke misses the turnoff and taxis along the runway, that can get pretty hard: You know that the arriving aircraft will make it in time for a free runway, but the runway is not free yet, and the arriving aircraft is at the MAPt. What can you do? '''You issue a "late clearance warning" to allow the aircraft to continue his approach:

TWR: LHA123, expect late clearance.
LHA123: expecting late clearance, LHA123.

This means, that the aircraft may continue approach and expect to be cleared in time. ''Note: it is not "expect late landing clearance", as "landing" is only to be used when clearing to land!''

=== Merging Departing and Arriving Traffic ===

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.

 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.

LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight
AUA123: Traffic in sight, AUA123
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123

To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight. You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake.

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:

Callsign, are you ready for immediate departure?

Again it is a good idea to give the pilot an idea of the traffic situation around him.

Example:

{| class="prettytable"
|-
| 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 ruwnay 29.
|}

TWR:CAL275, are you ready for immediate departure?
CAL275:Affirmitive, ready for immediate departure, CAL275
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for
immediate takeoff.
CAL275:cleared for immediate takeoff runway 29, CAL275

{| class="prettytable"
|-
| After the CAL B747 has taken off.
|}

TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.
AUA289:Runway 29, cleared to land, AUA289.
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?
AUA2LT:Traffic in sight, AUA2LT.
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.

{| class="prettytable"
|-
| AUA289 has vacated the runway.
|}

TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is
now on a 3,5 nm final.
AUA2LT:cleread for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

==== Differences to handling of IFR Traffic ====

The essential collision safety principle guiding the VFR pilot is "see and avoid." 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 far enough distance to ensure safety.

To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''':

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 2500ft or below,
QNH 1020, Squawk 0001, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights should be guided into downwind, base and final leg for landing. 

TWR:OE-AGA, enter downwind for runway 29, report on downwind
TWR:OE-AGA, enter base for runway 29, report on base

VFR Flights get squawk and basic information (active runway, QNH etc.) from Delivery, the route clearance from Tower. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be: 

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 0001, Rechtskurve nach dem Abheben so bald als möglich.
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 0001, right turn after departure as soon as possible.

TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
TWR:OE-AGA, climb 3500 feet, report Donauturm.

In the air ATC provides traffic information.

TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound
route Klosterneuburg-Freudenau.

When the aircraft leaves the controlzone.

TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.

Wien Tower/Turm can also be contacted in German.

==== Merging in VFR Traffic ====

To manage VFR Traffic efficiently you have to use traffic information and visual separation.

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX

Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:

TWR:OE-AGA, fly extended right downwind, standby for base.
OE-AGA: Extending right downwind, OE-AGA

To instruct the aircraft to continue it's approach use the following procedure:

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX

When using an extended downwind you should always consider that the aircrafts speed might be considerably lower than the speed of other aircrafts 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:

TWR: OE-AGA, Make a right three-sixty.
OE-AGA: Making three-sixty to the right.
TWR: OE-AGA, Orbit left
OE-AGA: Orbiting left, OE-AGA

The second instructions means, that the pilot should make orbits until further advice.

==== Special VFR ====
Could be used when weather Minimums are below VFR condition.

Weather mimimuns for (S)VFR are follow

- Base Cloud at min. 600ft

- visibility min 1500m

'''Used phrases''':
Verlassen Sie Kontrollzone Sonder-VFR über Donauroute.
Verlassen Sie Kontrollzone Sonder-VFR. Nach dem Abheben geradeaus steigen auf 600 ft, dann Rechtskurve Steuerkurs 340.
Verlassen Sie Kontrollzone Sonder-VFR. Nach dem Abheben geradeaus bis zur Ende der Raffenerie. Folgen Sie der Donau. Ausflug Richtung Norden genehmigt.

Leave control zone special-VFR via November
Leave control zone special-VFR. After departure climb on runway heading 600 ft then right turn heading 340
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 noth approved.

==== Night VFR ====

Night VFR is handled like any other VFR flight. Adherence to special procedures associated with flying VFR after ECET and clearance of terrain is responsibility of the PIC.

=== Coordination with other ATC Stations ===
''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 concise and avoid chatting in a teamspeak channel next to him.

Within VACC Austria we usually use teamspeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.
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.

When you come online or go offline you should inform neighboring ATC stations.

=== Special Situations (High Traffic, Slots, ...) ===

==== High traffic situations ====

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.

==== Additional phrases during periods of high traffic ====

In order to expedite the flow of traffic use the following phrases:

Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn

==== Opposite runway operations ====

This is one of the more difficult situtions 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.

== Resources ==

*[http://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf LOWI QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWK.pdf LOWK QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWL.pdf LOWL QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf LOWG QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf LOWW QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWS.pdf LOWS QRS]

*[http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]

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].

A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].

----

'' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''

[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]]

Study Guide:Tower

2017-10-05T14:48:10Z

Claus Faber: /* Introduction */

'''This study guide is still work in progress. Stay tuned for further chapters.'''

'' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''

== Introduction ==

This Study Guide is designed to give you all the information you need to become a Tower Controller within VACC Austria. We assume that you have already read the [[Study Guide:OBS]], [[Study Guide:Delivery]] and [[Study Guide:Ground]] and that you have some experience controlling on VATSIM.

When you reach tower, you will handle aircraft in the air for the first time. So we will discuss some basic principles of flying before actually talking about procedures. Also we'll have to talk about some organisational issues. The fourth chapter of this article will then familiarize you with the procedures you need for controlling tower positions.

Euroscope Visibilty Range for Tower should not exceed 50nm (regarding to Vatsim CoC C12)

== Aircraft and basic Flying Principles ==

=== Producing Lift ===

For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.

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 into 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).

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 decerease. 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 aircrafts it typically lies between 8 and 21 degrees.

Think of an level flying aircraft that reduces it speed. In order to compensate 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 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 fly it will produce thrust but at same time it produce 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.

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 weight an aircraft configuration (Flap/Slat setting). For safety the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

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 aircrafts weight in relation to it's 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.

=== Aircraft Categories ===

The most important ways of categorizing aircraft in aviation are by weight or by approach speed.

==== Weight Categories ====

Aircraft are categorized into three weight categories:

{| class="prettytable"
|-
| '''Category'''
| '''MTOW'''
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|-
| Super Aircraft (S)
| is only one: the A380
|}

You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228] Weight depicted is MTOW.

==== Approach Speed ====

Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:

{| class="prettytable"
|-
| '''Category'''
| '''Vref'''
|-
| A
| <= 90 knots
|-
| B
| 91 - 120 knots
|-
| C
| 121 - 140 knots
|-
| D
| 141 - 165 knots
|-
| E
| >= 165 knots
|}

==Before you start controlling==

Tower is responsible for all movements on the runways as well as for all movements within the control zone (see "Airspace Structure" below)

Tower decides which runways are in use and maintains the ATIS. 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).

=== Airspace Structure around Major Airports ===
Major airports in Austria are surrounded by a so called control zone which is a class D airspace. This means that all aircraft need a clearance to enter this piece of airspace. So either they are cleared to an approach or you need to clear them specifically into the control zone. Details will be discussed in the VFR part later on.

===Choosing the active runways===
The guiding principle in choosing the active runways is that aircraft prefer to depart and land into the wind.
An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In
this case runway 34 is chosen as the active runway.

Look at a more complicated example:

LOWW has two runways: 16/34 and 11/29.
Suppose, wind is 020°, and you see: runway 34 is only 20° off, while 110 is 90° off --> runway 34 is the better choice.

Beware: All major airports have preferential runway configurations which depend on approach configuration, noise abatement and terrain.

Generally, tailwind components of up to five knots are normally accepted.

However due to noise abatement and terrain considerations most airports have some kind of preferential runway system.
Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.

For details on the preferred runway configurations for a specific airport ask your mentor or look into the airport QRS (quick reference sheets). See in the Resources section at the very bottom for links to them.

=== ATIS ===

ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter.

A ATIS broadcast has to consist of:

*Name of the Airport
*Identification Letter
*Time of Observation
*Active Runways
*Transition Level
*Wind direction and velocity
*Visibilities
*Special weather conditions (such as rain)
*Cloud ceiling
*Temperature and Dewpoint
*QNH
*Trends

It is updated every 30 minutes or as soon as significant changes occur. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.

 

=== Transition Altitude/Transition Level ===

Knowing the altitude you are flying is one of the most important informations you need in order to safely operate an airplane. 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 therefor indicates a lower altitude.

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 "sliced":

* In lower areas (where terrain is near), aircraft have to update local settings. Most aircraft are there only for takeoff and landing, so no big deal.
* In higher areas, aircraft all tune a standard setting (QNH 1013 or 29.92 HG) - this setting may be "wrong", but as all aircraft have the same "wrong" setting, it does not matter.

And where is the altitude where that changes?

* For climbing aircraft, it is the Transition Altitude, where they change from local to standard pressure.
* For descending aircraft, it is the Transition Level, where they change from standard to local pressure.

Between the two, there is a safety layer (called "Transition Layer") which compensates for the difference between local and standard pressure, which is 1000ft minimum, so the stack is:

Upper airspace: measured in Flight Levels (FL220 = Altitude 22.000ft at standard settings)
Transition Level: the lowest Flight Level
Transition layer (to keep distance)
Transition Altitude (TA): the highest altitude cleared at local pressure settings
Lower airspace, where altitude is given (you write "A5000ft").

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 calculated your TRL:

QNH < 0977: TA + 3000 ft.
QNH 0978 - 1013: TA + 2000 ft.
QNH 1014 - 1050: TA + 1000 ft.
QNH 1051 >  : TA = TL

== Working as a Tower Controller ==

===Setting the right priorities===
The moment you are responsible for more than one aircraft you will have to set priorities in your handling. As a general guideline:

#aircraft in the air have top priority - you take care of them first. Reason: They can't stop.
#aircraft moving on the ground have next priority. They could bump into each other.
#aircraft standing on ground have the least priority.

This also means that you will have to tell pilots to stand by while you attend to other matters. Make sure you keep a list of aircraft you told to stand by so you don't forget to call them back. This also means, that you might have to set priority in services which aircraft in the air need first, like setting up ATIS.

=== Runway Separation ===

The runways are one of the most dangerous spots on an airport because aircraft are travelling at high speed with little room to maneuver and most of the time no ability to stop at a reasonable distance. Because of this the general rule is that '''only one aircaft may be cleared to use a runway at the same time.''' What this means practically and exceptions from this rule are explained in the following chapters.

=== Departing Traffic ===

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?

*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route.
*Check the traffic approaching the runway.

To give him the takeoff clearance the following phrase should be used:

e.g.: TWR: AUA2CM, wind 320 degerees, 7 knots, Runway 29, cleared for takeoff.
AUA2CM: Cleared for takeoff Runway 29, AUA2CM

The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:
<pre>LOWW_TWR: AUA2CM, contact Wien Radar frequency 128.20, bye bye!
AUA2CM: Contacting Wien Radar frequency 128.20, AUA2CM. </pre>
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 preceeding aircraft is still occupying the runway. Now you get to know the first exception to the Runway Seperation 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:

TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 and wait behind.
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.
''Note: you '''must''' add another "behind" at the end to make sure the aircraft really waits before lining up!

This type of clearance is called a conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the preceeding aircraft has overflown the opposite runway end or has clearly turned onto either side of it. However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters.

Helicopters are sometimes able to start from there current position like a Helipad or a normal stand, if he want to depart from a Runway you can use the normal Phrases for VFR Traffic.

e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.
TWR: OEATD, Wien Tower, after departure leave control zone via Freudenau and Donauturm, 2500 feet or below, Wind 290° 6 Knots, present position cleared for take-off.
OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.

==== Take care! Phraseology around the runway is vital ====
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 "standby for takeoff", the pilot understood "cleared for takeoff". So, there is two iron rules which you should never break as Tower controller:

* '''Use the word "takeoff" only when you clear for takeoff: Say "<aircraft> cleared for takeoff" and nothing else.''' If you have to say anything else (like that the aircraft can leave in 2 minutes), then use the word "departure".
* '''Use the word "landing" only when you clear for landing: Say "<aircraft> cleared to land" and nothing else.''' If you have to say anything else (like where to leave the runway after touchdown), use the word "arrival".

=== Departure Separation ===

==== Based on Type of Aircraft and departure route ====

One of the main tasks of air traffic control is to keep aircraft at a safe distance to each other. So imagine the following situation:

{| class="prettytable"
|-
|
*Two aircraft are departing right after each other.
*The first aircraft is a relatively slow Cessna 208 (~around 70 knots in climb), the second one a fast Boeing 767 (140-180 knots on the initial climb).
*Both follow the same departure route.

|}

Obviously it would not take long until the B767 catches up with the Cessna, a potentially very dangerous situation! You can see, that it is very important to check the flightplan of the aircraft you are about to clear for takeoff. The minimum radar seperation in the area around an airport is 3 nm or 1000 feet. These are the limits radar stations have to obey. Tower Controllers should aim to achieve the following seperation for departing aircraft following departure routes which share a common part:
<div align="left">
{| class="prettytable"
|-
| Fast followed by slow
| 3 nm
|-
| Matching Types
| 5 nm
|-
| Slow followed by fast
| 10 nm
|}
</div>
In extreme examples like the one above it is often more advisable to coordinate with APP to find another solution. Often this involves clearing the aircraft to a non standard altitude or departure route:

TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff
DLH2441: Cleared for takeoff runway 29, DLH2441

The other main task of ATC is to expedite the flow of traffic. Situation:

{| class="prettytable"
|-
|
*You have numerous aircraft departing from the same runway, following different departure routes. Some of them involve immediate right turns other SIDs immediate left turns.
*There are two holdingpoints available.

|}

It would benificial to use the gaps that arise between the aircraft using similar Departure Routes, so in close coordination with ground you should try to distribute aircraft over the holding points in a way to be able to fill those gaps.

==== Based on Wake Turbulence Category ====

There are two ways aircraft influence the air around them when passing through it:

{| class="prettytable"
|-
|
*Jetwash produced by the engines
*Turbulence created at the wings and especially at the wingtips

|}

This turbulence can cause severe problems or even loss of control for following aircraft. The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>
For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category LIGHT or MEDIUM departs behind an aircraft in wake turbulence category HEAVY, or when a LIGHT category aircraft departs behind a MEDIUM category aircraft. You may issue a take-off clearance to an aircraft that has waived wake turbulence separation, except, if it's a light or medium aircraft departing as follows:

{| class="prettytable"
|-
|
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.

|}

To point out this hazard to a pilot the following phrase should be used:

TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,
caution wake turbulence.
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.

=== Arriving Traffic ===

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.

MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.

Again you are not allowed to clear more than one aircraft onto the same runway at the same time. 

{| class="prettytable"
|-
| In order to issue a landing clearance
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.
#preceeding landing traffic must have left the runway safety strip with all parts.
#traffic crossing the runway must have left the runway safety strip with all parts.

|}

If these conditions are met use the following phrase to clear the aircraft:

TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.
MAH224:cleared to land runway 27, MAH224.

During periods of high traffic it is likely that you have more than one aircraft approaching the same runway at the same time. Approach has to ensure the minimum radar seperation of 3 nm and additionally increased seperation due to wake turbulence.

AUA26T:Linz Tower, AUA26T established ILS 27.
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.
AUA26T:continuing approach, AUA26T.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.
AUA26T:Runway 27, cleared to land, AUA26T.

Often it is useful to give pilots additional information, such as traffic information or wind:

{| class="prettytable"
|-
| CSA276 is following NLY7751 (A320):
|}

CSA276: Wien Tower, CSA276 established ILS 34.
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue
approach runway 34, wind 010 degrees at 4 knots.
CSA276:We have the airbus in sight continue approach, CSA276.

{| class="prettytable"
|-
| 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.
|}

AUA81:Wien Tower, AUA81 established ILS 16
TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140
degrees at 7 knots.
AUA81:continuing approach, AUA81.
TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at
your one o'clock position, 5 nm, 1400 ft.
AUA81: Thank you, looking out, AUA81.
AUA81: traffic in sight, AUA81.

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.

eg. the rescue helicopter from the example above needs to land on your airport:
OEATD: Wien Tower, request landing at the General Aviation Terminal.
TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.

To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved.
You can check this site to see a normal peak time. the capacity from EGLL (London) has reached the 90 percent. Make a replay from one day and you can see further problems in the aviation ....[http://casperflights.com/]

=== Issuing "late clearances" ===
If an aircraft approaches for landing and does not receive landing clearance, then it has to go around - no way to avoid that. For each approach, there is a specific point (MAPt: Missed Approach Point) noted in the charts, where either landing clearance is received or go-around has to be initiated. There is no third option. In airports like LOWW, this is no issue, as the MAPt (when using ILS) is almost the runway threshold. Other airports (like LOWI) have the MAPt some miles out.

So, if traffic gets crowded and some bloke misses the turnoff and taxis along the runway, that can get pretty hard: You know that the arriving aircraft will make it in time for a free runway, but the runway is not free yet, and the arriving aircraft is at the MAPt. What can you do? '''You issue a "late clearance warning" to allow the aircraft to continue his approach:

TWR: LHA123, expect late clearance.
LHA123: expecting late clearance, LHA123.

This means, that the aircraft may continue approach and expect to be cleared in time. ''Note: it is not "expect late landing clearance", as "landing" is only to be used when clearing to land!''

=== Merging Departing and Arriving Traffic ===

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.

 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.

LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight
AUA123: Traffic in sight, AUA123
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123

To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight. You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake.

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:

Callsign, are you ready for immediate departure?

Again it is a good idea to give the pilot an idea of the traffic situation around him.

Example:

{| class="prettytable"
|-
| 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 ruwnay 29.
|}

TWR:CAL275, are you ready for immediate departure?
CAL275:Affirmitive, ready for immediate departure, CAL275
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for
immediate takeoff.
CAL275:cleared for immediate takeoff runway 29, CAL275

{| class="prettytable"
|-
| After the CAL B747 has taken off.
|}

TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.
AUA289:Runway 29, cleared to land, AUA289.
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?
AUA2LT:Traffic in sight, AUA2LT.
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.

{| class="prettytable"
|-
| AUA289 has vacated the runway.
|}

TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is
now on a 3,5 nm final.
AUA2LT:cleread for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

==== Differences to handling of IFR Traffic ====

The essential collision safety principle guiding the VFR pilot is "see and avoid." 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 far enough distance to ensure safety.

To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''':

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 2500ft or below,
QNH 1020, Squawk 0001, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights should be guided into downwind, base and final leg for landing. 

TWR:OE-AGA, enter downwind for runway 29, report on downwind
TWR:OE-AGA, enter base for runway 29, report on base

VFR Flights get squawk and basic information (active runway, QNH etc.) from Delivery, the route clearance from Tower. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be: 

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 0001, Rechtskurve nach dem Abheben so bald als möglich.
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 0001, right turn after departure as soon as possible.

TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
TWR:OE-AGA, climb 3500 feet, report Donauturm.

In the air ATC provides traffic information.

TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound
route Klosterneuburg-Freudenau.

When the aircraft leaves the controlzone.

TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.

Wien Tower/Turm can also be contacted in German.

==== Merging in VFR Traffic ====

To manage VFR Traffic efficiently you have to use traffic information and visual separation.

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX

Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:

TWR:OE-AGA, fly extended right downwind, standby for base.
OE-AGA: Extending right downwind, OE-AGA

To instruct the aircraft to continue it's approach use the following procedure:

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX

When using an extended downwind you should always consider that the aircrafts speed might be considerably lower than the speed of other aircrafts 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:

TWR: OE-AGA, Make a right three-sixty.
OE-AGA: Making three-sixty to the right.
TWR: OE-AGA, Orbit left
OE-AGA: Orbiting left, OE-AGA

The second instructions means, that the pilot should make orbits until further advice.

==== Special VFR ====
Could be used when weather Minimums are below VFR condition.

Weather mimimuns for (S)VFR are follow

- Base Cloud at min. 600ft

- visibility min 1500m

'''Used phrases''':
Verlassen Sie Kontrollzone Sonder-VFR über Donauroute.
Verlassen Sie Kontrollzone Sonder-VFR. Nach dem Abheben geradeaus steigen auf 600 ft, dann Rechtskurve Steuerkurs 340.
Verlassen Sie Kontrollzone Sonder-VFR. Nach dem Abheben geradeaus bis zur Ende der Raffenerie. Folgen Sie der Donau. Ausflug Richtung Norden genehmigt.

Leave control zone special-VFR via November
Leave control zone special-VFR. After departure climb on runway heading 600 ft then right turn heading 340
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 noth approved.

==== Night VFR ====

Night VFR is handled like any other VFR flight. Adherence to special procedures associated with flying VFR after ECET and clearance of terrain is responsibility of the PIC.

=== Coordination with other ATC Stations ===
''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 concise and avoid chatting in a teamspeak channel next to him.

Within VACC Austria we usually use teamspeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.
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.

When you come online or go offline you should inform neighboring ATC stations.

=== Special Situations (High Traffic, Slots, ...) ===

==== High traffic situations ====

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.

==== Additional phrases during periods of high traffic ====

In order to expedite the flow of traffic use the following phrases:

Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn

==== Opposite runway operations ====

This is one of the more difficult situtions 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.

== Resources ==

*[http://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf LOWI QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWK.pdf LOWK QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWL.pdf LOWL QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf LOWG QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf LOWW QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWS.pdf LOWS QRS]

*[http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]

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].

A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].

----

'' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''

[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]]

Study Guide:Delivery

2017-10-05T14:46:35Z

Claus Faber:

'' <-- Back: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next--> [[Study Guide:Ground]]''

== Introduction ==

This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before and have logged in as observer.

== Working Delivery Positions ==

Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will have trouble.

There are 2 types of flight plans at VATSIM:
*IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.

*VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.

=== Flightplan Structure ===

'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.

At VATSIM, flight plans are filed with a VATSIM server. It can be done out of the simulator via the selected VATSIM client (Squawkbox, Xsquawkbox, ...), or [https://cert.vatsim.net/fp/file.php via the web].

'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.

Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.

#'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
#'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.

'''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.

=== Flight Plan Syntax ===

'''Syntax for IFR flight plans''' is quite strict, and pilots are encouraged to look up flight plans via online tools (like [http://www.vatroute.net www.vatroute.net]) and paste the code into the routing field. The form is usually <waypoint><route><waypoint><route><destination>, where every waypoint is noted, where the itinerary changes from one route to another (waypoints on the route are omitted). This is necessary, as radar clients (Euroscope) read and interpret this data.

Example: A valid routing from LOWW to EDDM is the following:

SOVIL SITNI DCT BAGSI DCT MATIG DCT AMADI Q113 NAPSA

* SOVIL is the SID exit point (where the aircraft leaves the SID. For more information on the SID, see ###).
* SITNI BAGSI MATIG AMADI are enroute waypoints
* Q113 is the route to the STAR entry point for EDDM.
* The "DCT" in-between means that there is no airway between these points: they are "DireCT".

'''Syntax for VFR flight plans''' is unregulated and should be self-explanatory (controllers read it themselves). A good code for a VFR flight from LOWW to LOWI might be:

SIERRA SEMMERING MUR MÜRZ LOWZ GERLOS MIKE

* Sector S is the preferred VFR exit route from Vienna TMA
* The rest is a description of a popular route to Innsbruck through scenic mountains
* Mike ist the logical entry into LOWI.

----

== Workflow for DEL controllers ==
=== 1. Setup ===
When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes.
# If there is no Tower or upstream, then there is no ATIS. In this case, check the wind, as you will need to tell this to pilots. In this case, you can set (in Euroscope) and clear (the pilot) a matching departure runway, although it is pilot's discretion to choose the runway.

=== 2. Check the flight Plan ===
At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. At this point, DEL controller work starts, but Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.

'''For IFR flight plans, ...'''

* Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C172 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.
* Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope (Pilots never file a particular runway - it's Euroscope setting it for you).
* Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc (in real, only Concordes request flight levels that high). If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again.
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SITNI5B is the SID leading from LOWW rwy 16 to SITNI). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID.

Watch out:
* In some airports (like LOWI), there are more SIDs to the same waypoint, valid for different aircraft (usually, one is "standard" and the other are "special departure" depending on aircraft performance and equipment).
* In most airports, there are special SIDs for aircraft with no FMC (the co-called Non-RNAV departures: they only rely on VOR and NDB).
* Some departures are only for jet or only for prop aircraft.
* Some airports have noise abatement procedures after certain hours in the evening.

Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft type, performance, equipment and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.

'''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde", or "LOWL via Donau").

* Check, if this intention is possible and makes sense (you might check with TWR).

=== 2. Set Squawk and initial clearance altitude ===
*Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad and shouts "DUPE" (for "duplicate squawk"). Technically, this is not a problem at VATSIM, but annoying. In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).
* Since 2016, real-life technology has changed. The so-called "transponder mode S" ("S" stands for "selective") allows aircraft to be linked with other means than the transponder code. All mode S aircraft receive squawk 1000. This makes Euroscope shout "DUPE" again. To silence this warning, "1000" must be added to the VFR codes ("7000" should be in there too). It's a setting: You do it once and gone.
*Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), In LOWI, you have to check with APP (it's between FL120 and 160), and Salzburg has different altitudes for different SIDs (look into the SID description).

=== 3. Wait for initial contact ===
ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.
At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:
<pre>LHA123: Wien Delivery, servus. Leipzig Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.
LHA456: Wien Delivery, Leipzig Air 456 on gate 32 requesting IFR clearance.</pre>

Why should the pilot give aircraft and gate information? Because you want to double-triplecheck, if you deal with the correct aircraft: It can happen that you mistake LHA123 with LHA132, but it is unlikely that you mistake a LHA123 B737 to Munich on gate 32 with a LHA132 A320 to Athens on F02.

=== 4. Issue IFR Routing Clearances ===

First, clear everything which is wrong or unclear in the flight plan, something like ...
<pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly eastbound in that case your flight level must be an even flight level.
What do you prefer flight level 300 or 320?
LHA123: Flight level 310, Leipzig Air 123.</pre>

If you '''change anything in the flight plan''' (like RFL=requested flight level), then you must edit his flight plan in Euroscope, and you must tell the pilot:

DEL: LHA123, flight plan amended with new flight level 300.

Then (if you have an amendment, even in one broadcast without readback), '''issue your clearance''':

DEL gives routing clearances to all departing aircraft with the following information: 

* aircraft identification
* clearance limit (normally destination aerodrome)
* designator of the assigned SID
* (NEU) Cleared flight level
* allocated SSR code (the "squawk")
* any other necessary instructions or information not contained in the SID description, e.g. instructions relating to change of frequency or CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)
* You may include a confirmation of the ATIS letter.

Normal construction of a routing clearance:

<pre>Callsign, cleared to XXXX via XXXXX XX departure, initial climb 5000ft, Squawk 46XX</pre>

Example:

<pre>Austrian 125, cleared to Frankfurt via LUGEM 1C departure, initial climb 5000ft,
Squawk 4601, info B is current.</pre>

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure.

Callsign,cleared to XXXX, after departure RWY XX yyyy, initial climb 5000ft,
Squawk 46XX

Example:

<pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGEM, initial climb 5000 ft, Squawk 4601.</pre>

You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase:

Callsign, readback correct => Austrian 125, readback correct

=== 5. Handover ===
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:

Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye

----

== Special Situations (High Traffic, Slots, ...) ==

=== Missing ATIS ===
*Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.
*Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:

LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.
DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.

=== VFR flight plans ===
The Tower is responsible for VFR Traffic. However, pilots can contact DEL for clearance. You have to enquire with Tower, how to handle that:

* Either direct him to Tower, if Tower wishes to.
* Or ask Tower for the following information and clear the pilot yourself:

- runway to expect (VFR is not bound to the active rwy)

- route to expect

Pilot should call you 10min before Flight for clearance

OE-DLT: C172 at General aviation East, request VFR clearance for Leave controllzone
DEL: OE-DLT Active rwy16, cleared to leave via MIKE, 1500ft or below, Squawk 0001.
OE-DLT: cleared to leave via MIKE, 1500ft or below, Squawk 0001.
DEL: Readback correct, contact Ground 121.600Mhz.

'''Important Note''':

Squawk's like 4601, 4602 and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in Mind if you have high Traffic and that is in normal time IFR its better you take sqk's like 0002 and so on.

=== Slots ===

In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT (Calculated Time Of Takeoff) mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.

In real world the are always reserved Slots for the airliners. If they fail the slot time they must wait for a new. The reason is that you won't want too many aircraft in the air with no space to land. Responsible for the Slot Coordianten is the CFMU called "Central Flow Management" Unit in Brussels. The CFMU analyses and calculates traffic demand for 1 day, per week, per month and so on.

=== Behavior in situations with increased traffic ===

Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:

Austrian 125, readback correct, expect startup in 10 minutes. "The reason for that is we have an emergency in progress"
Austrian 125, startup approved, expect departure in 10 minutes. Thanks for Information

=== More Information ===
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].

A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].

----

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:OBS

2017-10-05T14:46:19Z

Claus Faber:

'' <-- Back: [[Study Guide:Basic Lesson]] - Overview: [[Study Guide]] - Next --> [[Study Guide:Delivery]]''

== Introduction ==

This chapter of the [[Study Guide]] has been designed to give you all the information needed to start monitoring as Observer (OBS) with the intention to become a controller. It contains the fundamental basics so that you can understand, what happens. You won't learn how to control yet.

This version of the guide is of 24. April 2017.

----

== Radio Communication - Basics ==

Radio Communication is the only way to make flying safe. So there is a lot of rules about it to make it so. As a starter, the following things apply:

* The world's flying language is English, and there is exceptions.
* All IFR flight communication in Austria is English.
* For VFR communications, '''pilots decide''' if the want English or German (they do so by using their preferred language on first contact). There are some controllers at VACC Austria, who only speak English, and they may do so --> you don't need to learn German to control at VACC Austria.
* To make radio communication safe, it is not complete English, but a defined ''phraseology''. It is a form of simplified English, with certain words or phrases (and not others) and also a defined communication syntax.

=== Basic Rules ===

In order to achieve the goals set above the following rules important:

#''Listen before you talk''
#:It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.
#''Think before you talk''
#:The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.
#''As far as possible use standard phraseology and syntax''
#:To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages. This might sound strange at the beginning, but the aim is simple: radio quality may be bad; controllers and pilots speak some hundred different languages; time to talk and listen may be scarce. Standard phraseology helps a great deal to shorten communication and prevent misunderstandings. In the course of this study guide and training documents, you will learn the relevant phrases. Stick to them - it's real life, and it's relevant on VATSIM, and you need to know it to pass your tests.

=== Callsigns and Principles ===

Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387). The airline is called by its real name (i.e. "Austrian" for AUA). Numbers and letters are spelled using the ICAO-Alphabet, found here in the [[Buchstabiertabelle]].

Radio communication is safety-relevant. If anything goes wrong, [[http://www.youtube.com/watch?v=iX--6ee7nsA this]] happens. Therefore, it follows four crucial principles:

==== 1) Syntax ====
A call has the following structure:

Called station, calling station, Message
Example: '''LHA123:''' Wien Radar, Leipzig Air 123, Flight level 240.

''That means: LHA123 calls Wien Radar to report at which altitude he flies.''

==== 2) Readback ====

When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message. But saying "roger" is only in movies - what are you "roger"ing? The called station understood something, but what? Therefore, the '''message content has to be read back in relevant parts'''. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback.

The '''Syntax for the readback is reversed''': First the message, then the callsign.

'''LHA123:''' Wien Radar, Leipzig Air 123, Flight level 230.
'''LOVV_CTR:''' Leipzig Air 123, identified, continue.
'''LHA123:''' Continuing, Leipzig Air 123.

''That means: LHA123 calls in the first time and tells which altitude in order to be found and identified by the controller (see part 3) below). The Controller acknowledges the contact, and then issues an order: to coninue (on the filed flight plan). This order is then read back by the pilot.''

*Items that '''must always be read back''' in full are all clearances (including altitudes, headings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies.

*There are also items that '''should not be read''' back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.

'''LOWW_APP:''' AUA251, turn left heading 290, descend Altitude 5000 feet, QNH 1019.
'''AUA251:''' Turn left heading 290, descending altitude 5000 feet QNH 1019, AUA251

'''LOWW_TWR:''' AUA251, traffic information: Cessna on rwy 16 downwind, report in sight.
'''AUA251:''' Traffic in sight, AUA251.

'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way
to Speedbird Airbus A320 crossing right to left on M.
'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way on M, QNH 1019, OE-DLT.

==== 3) Contact - messages - handoff ====

All conversation follows the following pattern:
#Initial call
# ... messages (there may be pauses, and other messages to other stations)
# handoff/handover.

'''Initial Call:''' An aircraft arrives in an airspace and needs to tell "Hi, I'm here!". To initiate the contact between two stations an initial call has to be made. Example - Austrian 251 is calling Wien Tower:

'''AUA251:''' Wien Delivery, Austrian 251, Radiocheck.
'''LOWW_DEL:''' Austrian 251, Wien Delivery, read you 5 by 5.

'''Messages:''' Once contact is established, you stay in contact, even if you don't talk to each other. This means: You know that the other station knows of you and counts on you to pick up conversation any time.

In ongoing conversation, two rules apply:

* when giving an instruction the callsign is first (the called station needs to know that it is for him/for her.)
* when reading back the callsign is at the end (although you are allowed to do it at the beginning too - the instructing station needs to know if the message has reached the right recipient).

Usually, ATC gives instructions and pilots read back, so in normal operations this means: ATC omits his own station (but says the called station), and pilots omit the calling station and report their callsign at the end.

Now one Example for a normal Clearence. You will learn in detail in the next section.
'''Situation:''' Austrian 251 is requesting IFR clearance to München at Gate C34,Type of aircraft is a Fokker 70, Information C is the latest weather recieved.

'''AUA251:''' Wien Delivery, Austrian 251, Information C, Gate C34, request IFR clearence to München.
'''LOWW_DEL''' Austrian 251, cleared to München via SITNI4C departure, initial climb 5000 feet, Squawk 4612, QNH 1012.
'''AUA251:''' Cleared to München via SITNI4C departure, initial climb 5000 feet, Squawk 4612, QNH 1012, AUA251.

'''Handover/Handoff''': At some point, it's time to say good bye - that is a handoff or handover. It is vital that no aircraft disappears from the radio. Handover is a transfer to another station. Handoff is dropping contact into uncontrolled airspace (like UNICOM).

'''LOWW_DEL''' Austrian 251, readback correct, for push and start contact Wien Ground on 121.600.
'''AUA251''': Contacting Wien Ground on 121.600, Austrian 251.

==== 4) Reserved words ====
Some words are reserved and should only be used, if they are meant:
* '''mayday''' and '''Pan-pan''': Only use it, when you declare it.
* '''takeoff''' and '''landing''': Only use it, when you clear (or read back) for takeoff or to land. If you report ready for t... no: you report ready for departure.
* '''Affirm(ative)''' means "yes". '''Negative''' means "no". '''Unable''' means that the pilot can't do what the ATC just instructed.

----

== METAR and TAF ==

As a controller, METAR and TAF are the base for clearances: They determine procedures, active runways and even airport closures. When you become a controller, you should be able to understand METAR and TAF. Startign with [[Study Guide:TWR]], you will learn what it means for your decisions as controller.

References for detailed information: [[METAR]], [[TAF]] 

----

== How is an Aerodrome organized ==

As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.

So the Tower Position got divided into thre basic types with different areas of responsibility.

#Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.
#Ground (GND), responsible for all traffic on the apron and the taxiways.
#Tower (TWR), responsible for movements on the runway and within its associated Control Zone.

Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.

Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:

#APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.
#ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.

If the air is too crowded, APP and CTR can be divided horizontally (lower and higher APP), vertically (north APP and south APP), or a director responsible for approach spacing - but we won't want to make it too complicated for now. Local procedures and agreements regulate it, how this is done.

*Since they all use their radar to control air traffic, they are also called Radar positions.
----
=Login as OBS=
With this preparation, you are fit to login as Observer. You can listen and understand what happens and learn from others doing. Important info and the Euroscope software can be found [[http://www.vacc-austria.org/?page=content/static&id=SOFTWARE_ATC here]]. (You must be accepted as controller to access the page. If you are not yet, contact your mentor).

Please abide to the following rules:

* Logged on as Observer, your callsign should be a letter code (best are your initials) and "_OBS", like "CF_OBS". In the "connect" dialogue, set the visual range to 100 - the maximum allowed range for observers. If you exceed, you will get a nasty whack from a VATSIM supervisor.

* You can log onto the VACC Austria Teamspeak server. Software and access instructions are [[http://www.vacc-austria.org/?page=content/static&id=SOFTWARE_PILOTS here]]. Teamspeak version 3 is current.

* Teamspek is recommended - vital ATC coordination happens there. If you want to listen to controller coordination then switch channel to where those controllers are who you monitor. Say hello, say that you observe and learn, and then shup up. Don't even ask if intense coordination is going on - wait for a pause in traffic and conversation. Do not change into a channel where an exam is going on.

* If you ask a question, then wait for a pause and ask first, if you can ask a question. You can do so by PM in Euroscope or via Teamspeak. Do not ask if traffic is intense, if a training or an exam is going on (in trainings, you might want to ask the trainer in a PM first). Controllers are happy to explain, but ATC is first.

=More Information=
*from the [http://dl.dropbox.com/u/8371094/somewherepublic/VACC_AUT_BasicLesson.pdf VACC Austria Basic lesson]
*on definitions from [http://dl.dropbox.com/u/8371094/somewherepublic/vacc-sag-definitions.pdf VACC SAG]
*on METAR from [http://dl.dropbox.com/u/8371094/somewherepublic/metar-vacc-sag.pdf VACC SAG]
* METAR definition [http://www.skybrary.aero/index.php/METAR SKY BRARY]
*on a lot more brilliant documents from [http://forum.vacc-sag.org/?PAGE=training_pilot VACC SAG]. (with which we share important training documents)
To download them, register yourself as user with VACC-SAG, it's free.
*a very explained in detail documentation is the Pilots Guide check here also the METAR section [http://vacc-austria.org/?page=content/static&id=PTM Meteorologie]

==== More information on Radiotelephony ====
... are not really an option at VATSIM. We take the real thing as reference, and this reference is '''really''' thick. Some links for further reading:

* The [[http://www.caa.co.uk/docs/33/CAP413.PDF British CAA Radiotelephony Manual]]
* The [[http://ivaosy-data.com/Radiotelephony_Manual-Doc_9432.pdf ICAO Document 9432 on Radiotelephony]]
* As work in progress: there is a Wiki Page: [[Study Guide:Radio Telephony]]
----
'' Overview: [[Study Guide]] - Next: [[Study Guide:Delivery]]''

Study Guide:Basic Lesson

2017-10-05T14:45:53Z

Claus Faber:

''Overview: [[Study Guide]] - Next: [[Study Guide:OBS]]''

= What is VATSIM? =
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.

There is a regional structure:

VATSIM Global
- VATEUR (consists of VATEUD, VATUK, VATRUS)
- VATEUD (32 European VATSIMs except UK and Russia)
- VACC Austria

== As Real As It Gets ==

VATSIM has a motto: "As real as it gets": 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.

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.

As for controllers, things are a bit different, because controlling air traffic "as real as it gets" requires learning and training. And - it is great fun too! Therefore, there is a "career" (S1->S2->S3->C1->...), 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.

= Preparation =

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.

Your training contains several theoretical and practical lessons.

== Software ==
Before we start with your training you have to download the necessary software:

*To communicate with your mentor we use [[Teamspeak]] (make sure to get Version 3).

*Thereafter we need an ATC client. There are a couple of clients available on VATSIM, but the VACC-Austria use only Euroscope.

You can find it at the [http://www.euroscope.hu euroscope homepage] or you use the full configured VACC-Austria edition from our [http://www.vacc-austria.org//index.php?page=content/static&id=SOFTWARE_ATC homepage].

== Rules & Regulations ==

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.

The ''holy bible'' is the [http://www.vatsim.net/network/docs/coc/ Code of Conduct]. This regulation is valid for everyone on VATSIM.

Additionally every VACC has Rules&Regulations regarding internal topics. Have a look into our [http://www.vacc-austria.org//index.php?page=content/static&id=RULES Rules and Regulations].

=== Gentlemens' Agreement ===

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 :-)

== Booking your station ==
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.

== Teamspeak during your ATC session ==
Being online on teamspeak while being online at VATSIM is highly recommended.
* 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.
* As controller, it is highly recommended to be online at teamspeak and to join the channel you need to communicate with other ATC.

= Your first basic lesson =

Berfore your first basic lesson it is required to install the software written above. Be on time to your lesson to avoid delay.

= Documents =

There is also a PPT presentation for the basic lesson:

[[http://downloads.vacc-austria.org/Documents/ATC-Trainings_Department/Projekt/Trainingsunterlagen/Basic%20Lesson.pdf Basic Lesson]]

Study Guide:OBS

2017-10-05T14:45:39Z

Claus Faber:

'' Back: [[Study Guide:Basic Lesson]] - Overview: [[Study Guide]] - Next: [[Study Guide:Delivery]]''

== Introduction ==

This chapter of the [[Study Guide]] has been designed to give you all the information needed to start monitoring as Observer (OBS) with the intention to become a controller. It contains the fundamental basics so that you can understand, what happens. You won't learn how to control yet.

This version of the guide is of 24. April 2017.

----

== Radio Communication - Basics ==

Radio Communication is the only way to make flying safe. So there is a lot of rules about it to make it so. As a starter, the following things apply:

* The world's flying language is English, and there is exceptions.
* All IFR flight communication in Austria is English.
* For VFR communications, '''pilots decide''' if the want English or German (they do so by using their preferred language on first contact). There are some controllers at VACC Austria, who only speak English, and they may do so --> you don't need to learn German to control at VACC Austria.
* To make radio communication safe, it is not complete English, but a defined ''phraseology''. It is a form of simplified English, with certain words or phrases (and not others) and also a defined communication syntax.

=== Basic Rules ===

In order to achieve the goals set above the following rules important:

#''Listen before you talk''
#:It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.
#''Think before you talk''
#:The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.
#''As far as possible use standard phraseology and syntax''
#:To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages. This might sound strange at the beginning, but the aim is simple: radio quality may be bad; controllers and pilots speak some hundred different languages; time to talk and listen may be scarce. Standard phraseology helps a great deal to shorten communication and prevent misunderstandings. In the course of this study guide and training documents, you will learn the relevant phrases. Stick to them - it's real life, and it's relevant on VATSIM, and you need to know it to pass your tests.

=== Callsigns and Principles ===

Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387). The airline is called by its real name (i.e. "Austrian" for AUA). Numbers and letters are spelled using the ICAO-Alphabet, found here in the [[Buchstabiertabelle]].

Radio communication is safety-relevant. If anything goes wrong, [[http://www.youtube.com/watch?v=iX--6ee7nsA this]] happens. Therefore, it follows four crucial principles:

==== 1) Syntax ====
A call has the following structure:

Called station, calling station, Message
Example: '''LHA123:''' Wien Radar, Leipzig Air 123, Flight level 240.

''That means: LHA123 calls Wien Radar to report at which altitude he flies.''

==== 2) Readback ====

When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message. But saying "roger" is only in movies - what are you "roger"ing? The called station understood something, but what? Therefore, the '''message content has to be read back in relevant parts'''. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback.

The '''Syntax for the readback is reversed''': First the message, then the callsign.

'''LHA123:''' Wien Radar, Leipzig Air 123, Flight level 230.
'''LOVV_CTR:''' Leipzig Air 123, identified, continue.
'''LHA123:''' Continuing, Leipzig Air 123.

''That means: LHA123 calls in the first time and tells which altitude in order to be found and identified by the controller (see part 3) below). The Controller acknowledges the contact, and then issues an order: to coninue (on the filed flight plan). This order is then read back by the pilot.''

*Items that '''must always be read back''' in full are all clearances (including altitudes, headings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies.

*There are also items that '''should not be read''' back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.

'''LOWW_APP:''' AUA251, turn left heading 290, descend Altitude 5000 feet, QNH 1019.
'''AUA251:''' Turn left heading 290, descending altitude 5000 feet QNH 1019, AUA251

'''LOWW_TWR:''' AUA251, traffic information: Cessna on rwy 16 downwind, report in sight.
'''AUA251:''' Traffic in sight, AUA251.

'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way
to Speedbird Airbus A320 crossing right to left on M.
'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way on M, QNH 1019, OE-DLT.

==== 3) Contact - messages - handoff ====

All conversation follows the following pattern:
#Initial call
# ... messages (there may be pauses, and other messages to other stations)
# handoff/handover.

'''Initial Call:''' An aircraft arrives in an airspace and needs to tell "Hi, I'm here!". To initiate the contact between two stations an initial call has to be made. Example - Austrian 251 is calling Wien Tower:

'''AUA251:''' Wien Delivery, Austrian 251, Radiocheck.
'''LOWW_DEL:''' Austrian 251, Wien Delivery, read you 5 by 5.

'''Messages:''' Once contact is established, you stay in contact, even if you don't talk to each other. This means: You know that the other station knows of you and counts on you to pick up conversation any time.

In ongoing conversation, two rules apply:

* when giving an instruction the callsign is first (the called station needs to know that it is for him/for her.)
* when reading back the callsign is at the end (although you are allowed to do it at the beginning too - the instructing station needs to know if the message has reached the right recipient).

Usually, ATC gives instructions and pilots read back, so in normal operations this means: ATC omits his own station (but says the called station), and pilots omit the calling station and report their callsign at the end.

Now one Example for a normal Clearence. You will learn in detail in the next section.
'''Situation:''' Austrian 251 is requesting IFR clearance to München at Gate C34,Type of aircraft is a Fokker 70, Information C is the latest weather recieved.

'''AUA251:''' Wien Delivery, Austrian 251, Information C, Gate C34, request IFR clearence to München.
'''LOWW_DEL''' Austrian 251, cleared to München via SITNI4C departure, initial climb 5000 feet, Squawk 4612, QNH 1012.
'''AUA251:''' Cleared to München via SITNI4C departure, initial climb 5000 feet, Squawk 4612, QNH 1012, AUA251.

'''Handover/Handoff''': At some point, it's time to say good bye - that is a handoff or handover. It is vital that no aircraft disappears from the radio. Handover is a transfer to another station. Handoff is dropping contact into uncontrolled airspace (like UNICOM).

'''LOWW_DEL''' Austrian 251, readback correct, for push and start contact Wien Ground on 121.600.
'''AUA251''': Contacting Wien Ground on 121.600, Austrian 251.

==== 4) Reserved words ====
Some words are reserved and should only be used, if they are meant:
* '''mayday''' and '''Pan-pan''': Only use it, when you declare it.
* '''takeoff''' and '''landing''': Only use it, when you clear (or read back) for takeoff or to land. If you report ready for t... no: you report ready for departure.
* '''Affirm(ative)''' means "yes". '''Negative''' means "no". '''Unable''' means that the pilot can't do what the ATC just instructed.

----

== METAR and TAF ==

As a controller, METAR and TAF are the base for clearances: They determine procedures, active runways and even airport closures. When you become a controller, you should be able to understand METAR and TAF. Startign with [[Study Guide:TWR]], you will learn what it means for your decisions as controller.

References for detailed information: [[METAR]], [[TAF]] 

----

== How is an Aerodrome organized ==

As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.

So the Tower Position got divided into thre basic types with different areas of responsibility.

#Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.
#Ground (GND), responsible for all traffic on the apron and the taxiways.
#Tower (TWR), responsible for movements on the runway and within its associated Control Zone.

Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.

Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:

#APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.
#ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.

If the air is too crowded, APP and CTR can be divided horizontally (lower and higher APP), vertically (north APP and south APP), or a director responsible for approach spacing - but we won't want to make it too complicated for now. Local procedures and agreements regulate it, how this is done.

*Since they all use their radar to control air traffic, they are also called Radar positions.
----
=Login as OBS=
With this preparation, you are fit to login as Observer. You can listen and understand what happens and learn from others doing. Important info and the Euroscope software can be found [[http://www.vacc-austria.org/?page=content/static&id=SOFTWARE_ATC here]]. (You must be accepted as controller to access the page. If you are not yet, contact your mentor).

Please abide to the following rules:

* Logged on as Observer, your callsign should be a letter code (best are your initials) and "_OBS", like "CF_OBS". In the "connect" dialogue, set the visual range to 100 - the maximum allowed range for observers. If you exceed, you will get a nasty whack from a VATSIM supervisor.

* You can log onto the VACC Austria Teamspeak server. Software and access instructions are [[http://www.vacc-austria.org/?page=content/static&id=SOFTWARE_PILOTS here]]. Teamspeak version 3 is current.

* Teamspek is recommended - vital ATC coordination happens there. If you want to listen to controller coordination then switch channel to where those controllers are who you monitor. Say hello, say that you observe and learn, and then shup up. Don't even ask if intense coordination is going on - wait for a pause in traffic and conversation. Do not change into a channel where an exam is going on.

* If you ask a question, then wait for a pause and ask first, if you can ask a question. You can do so by PM in Euroscope or via Teamspeak. Do not ask if traffic is intense, if a training or an exam is going on (in trainings, you might want to ask the trainer in a PM first). Controllers are happy to explain, but ATC is first.

=More Information=
*from the [http://dl.dropbox.com/u/8371094/somewherepublic/VACC_AUT_BasicLesson.pdf VACC Austria Basic lesson]
*on definitions from [http://dl.dropbox.com/u/8371094/somewherepublic/vacc-sag-definitions.pdf VACC SAG]
*on METAR from [http://dl.dropbox.com/u/8371094/somewherepublic/metar-vacc-sag.pdf VACC SAG]
* METAR definition [http://www.skybrary.aero/index.php/METAR SKY BRARY]
*on a lot more brilliant documents from [http://forum.vacc-sag.org/?PAGE=training_pilot VACC SAG]. (with which we share important training documents)
To download them, register yourself as user with VACC-SAG, it's free.
*a very explained in detail documentation is the Pilots Guide check here also the METAR section [http://vacc-austria.org/?page=content/static&id=PTM Meteorologie]

==== More information on Radiotelephony ====
... are not really an option at VATSIM. We take the real thing as reference, and this reference is '''really''' thick. Some links for further reading:

* The [[http://www.caa.co.uk/docs/33/CAP413.PDF British CAA Radiotelephony Manual]]
* The [[http://ivaosy-data.com/Radiotelephony_Manual-Doc_9432.pdf ICAO Document 9432 on Radiotelephony]]
* As work in progress: there is a Wiki Page: [[Study Guide:Radio Telephony]]
----
'' Overview: [[Study Guide]] - Next: [[Study Guide:Delivery]]''

Study Guide:OBS

2017-10-05T14:45:25Z

Claus Faber:

'' Back: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Delivery]]''

== Introduction ==

This chapter of the [[Study Guide]] has been designed to give you all the information needed to start monitoring as Observer (OBS) with the intention to become a controller. It contains the fundamental basics so that you can understand, what happens. You won't learn how to control yet.

This version of the guide is of 24. April 2017.

----

== Radio Communication - Basics ==

Radio Communication is the only way to make flying safe. So there is a lot of rules about it to make it so. As a starter, the following things apply:

* The world's flying language is English, and there is exceptions.
* All IFR flight communication in Austria is English.
* For VFR communications, '''pilots decide''' if the want English or German (they do so by using their preferred language on first contact). There are some controllers at VACC Austria, who only speak English, and they may do so --> you don't need to learn German to control at VACC Austria.
* To make radio communication safe, it is not complete English, but a defined ''phraseology''. It is a form of simplified English, with certain words or phrases (and not others) and also a defined communication syntax.

=== Basic Rules ===

In order to achieve the goals set above the following rules important:

#''Listen before you talk''
#:It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.
#''Think before you talk''
#:The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.
#''As far as possible use standard phraseology and syntax''
#:To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages. This might sound strange at the beginning, but the aim is simple: radio quality may be bad; controllers and pilots speak some hundred different languages; time to talk and listen may be scarce. Standard phraseology helps a great deal to shorten communication and prevent misunderstandings. In the course of this study guide and training documents, you will learn the relevant phrases. Stick to them - it's real life, and it's relevant on VATSIM, and you need to know it to pass your tests.

=== Callsigns and Principles ===

Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387). The airline is called by its real name (i.e. "Austrian" for AUA). Numbers and letters are spelled using the ICAO-Alphabet, found here in the [[Buchstabiertabelle]].

Radio communication is safety-relevant. If anything goes wrong, [[http://www.youtube.com/watch?v=iX--6ee7nsA this]] happens. Therefore, it follows four crucial principles:

==== 1) Syntax ====
A call has the following structure:

Called station, calling station, Message
Example: '''LHA123:''' Wien Radar, Leipzig Air 123, Flight level 240.

''That means: LHA123 calls Wien Radar to report at which altitude he flies.''

==== 2) Readback ====

When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message. But saying "roger" is only in movies - what are you "roger"ing? The called station understood something, but what? Therefore, the '''message content has to be read back in relevant parts'''. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback.

The '''Syntax for the readback is reversed''': First the message, then the callsign.

'''LHA123:''' Wien Radar, Leipzig Air 123, Flight level 230.
'''LOVV_CTR:''' Leipzig Air 123, identified, continue.
'''LHA123:''' Continuing, Leipzig Air 123.

''That means: LHA123 calls in the first time and tells which altitude in order to be found and identified by the controller (see part 3) below). The Controller acknowledges the contact, and then issues an order: to coninue (on the filed flight plan). This order is then read back by the pilot.''

*Items that '''must always be read back''' in full are all clearances (including altitudes, headings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies.

*There are also items that '''should not be read''' back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.

'''LOWW_APP:''' AUA251, turn left heading 290, descend Altitude 5000 feet, QNH 1019.
'''AUA251:''' Turn left heading 290, descending altitude 5000 feet QNH 1019, AUA251

'''LOWW_TWR:''' AUA251, traffic information: Cessna on rwy 16 downwind, report in sight.
'''AUA251:''' Traffic in sight, AUA251.

'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way
to Speedbird Airbus A320 crossing right to left on M.
'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way on M, QNH 1019, OE-DLT.

==== 3) Contact - messages - handoff ====

All conversation follows the following pattern:
#Initial call
# ... messages (there may be pauses, and other messages to other stations)
# handoff/handover.

'''Initial Call:''' An aircraft arrives in an airspace and needs to tell "Hi, I'm here!". To initiate the contact between two stations an initial call has to be made. Example - Austrian 251 is calling Wien Tower:

'''AUA251:''' Wien Delivery, Austrian 251, Radiocheck.
'''LOWW_DEL:''' Austrian 251, Wien Delivery, read you 5 by 5.

'''Messages:''' Once contact is established, you stay in contact, even if you don't talk to each other. This means: You know that the other station knows of you and counts on you to pick up conversation any time.

In ongoing conversation, two rules apply:

* when giving an instruction the callsign is first (the called station needs to know that it is for him/for her.)
* when reading back the callsign is at the end (although you are allowed to do it at the beginning too - the instructing station needs to know if the message has reached the right recipient).

Usually, ATC gives instructions and pilots read back, so in normal operations this means: ATC omits his own station (but says the called station), and pilots omit the calling station and report their callsign at the end.

Now one Example for a normal Clearence. You will learn in detail in the next section.
'''Situation:''' Austrian 251 is requesting IFR clearance to München at Gate C34,Type of aircraft is a Fokker 70, Information C is the latest weather recieved.

'''AUA251:''' Wien Delivery, Austrian 251, Information C, Gate C34, request IFR clearence to München.
'''LOWW_DEL''' Austrian 251, cleared to München via SITNI4C departure, initial climb 5000 feet, Squawk 4612, QNH 1012.
'''AUA251:''' Cleared to München via SITNI4C departure, initial climb 5000 feet, Squawk 4612, QNH 1012, AUA251.

'''Handover/Handoff''': At some point, it's time to say good bye - that is a handoff or handover. It is vital that no aircraft disappears from the radio. Handover is a transfer to another station. Handoff is dropping contact into uncontrolled airspace (like UNICOM).

'''LOWW_DEL''' Austrian 251, readback correct, for push and start contact Wien Ground on 121.600.
'''AUA251''': Contacting Wien Ground on 121.600, Austrian 251.

==== 4) Reserved words ====
Some words are reserved and should only be used, if they are meant:
* '''mayday''' and '''Pan-pan''': Only use it, when you declare it.
* '''takeoff''' and '''landing''': Only use it, when you clear (or read back) for takeoff or to land. If you report ready for t... no: you report ready for departure.
* '''Affirm(ative)''' means "yes". '''Negative''' means "no". '''Unable''' means that the pilot can't do what the ATC just instructed.

----

== METAR and TAF ==

As a controller, METAR and TAF are the base for clearances: They determine procedures, active runways and even airport closures. When you become a controller, you should be able to understand METAR and TAF. Startign with [[Study Guide:TWR]], you will learn what it means for your decisions as controller.

References for detailed information: [[METAR]], [[TAF]] 

----

== How is an Aerodrome organized ==

As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.

So the Tower Position got divided into thre basic types with different areas of responsibility.

#Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.
#Ground (GND), responsible for all traffic on the apron and the taxiways.
#Tower (TWR), responsible for movements on the runway and within its associated Control Zone.

Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.

Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:

#APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.
#ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.

If the air is too crowded, APP and CTR can be divided horizontally (lower and higher APP), vertically (north APP and south APP), or a director responsible for approach spacing - but we won't want to make it too complicated for now. Local procedures and agreements regulate it, how this is done.

*Since they all use their radar to control air traffic, they are also called Radar positions.
----
=Login as OBS=
With this preparation, you are fit to login as Observer. You can listen and understand what happens and learn from others doing. Important info and the Euroscope software can be found [[http://www.vacc-austria.org/?page=content/static&id=SOFTWARE_ATC here]]. (You must be accepted as controller to access the page. If you are not yet, contact your mentor).

Please abide to the following rules:

* Logged on as Observer, your callsign should be a letter code (best are your initials) and "_OBS", like "CF_OBS". In the "connect" dialogue, set the visual range to 100 - the maximum allowed range for observers. If you exceed, you will get a nasty whack from a VATSIM supervisor.

* You can log onto the VACC Austria Teamspeak server. Software and access instructions are [[http://www.vacc-austria.org/?page=content/static&id=SOFTWARE_PILOTS here]]. Teamspeak version 3 is current.

* Teamspek is recommended - vital ATC coordination happens there. If you want to listen to controller coordination then switch channel to where those controllers are who you monitor. Say hello, say that you observe and learn, and then shup up. Don't even ask if intense coordination is going on - wait for a pause in traffic and conversation. Do not change into a channel where an exam is going on.

* If you ask a question, then wait for a pause and ask first, if you can ask a question. You can do so by PM in Euroscope or via Teamspeak. Do not ask if traffic is intense, if a training or an exam is going on (in trainings, you might want to ask the trainer in a PM first). Controllers are happy to explain, but ATC is first.

=More Information=
*from the [http://dl.dropbox.com/u/8371094/somewherepublic/VACC_AUT_BasicLesson.pdf VACC Austria Basic lesson]
*on definitions from [http://dl.dropbox.com/u/8371094/somewherepublic/vacc-sag-definitions.pdf VACC SAG]
*on METAR from [http://dl.dropbox.com/u/8371094/somewherepublic/metar-vacc-sag.pdf VACC SAG]
* METAR definition [http://www.skybrary.aero/index.php/METAR SKY BRARY]
*on a lot more brilliant documents from [http://forum.vacc-sag.org/?PAGE=training_pilot VACC SAG]. (with which we share important training documents)
To download them, register yourself as user with VACC-SAG, it's free.
*a very explained in detail documentation is the Pilots Guide check here also the METAR section [http://vacc-austria.org/?page=content/static&id=PTM Meteorologie]

==== More information on Radiotelephony ====
... are not really an option at VATSIM. We take the real thing as reference, and this reference is '''really''' thick. Some links for further reading:

* The [[http://www.caa.co.uk/docs/33/CAP413.PDF British CAA Radiotelephony Manual]]
* The [[http://ivaosy-data.com/Radiotelephony_Manual-Doc_9432.pdf ICAO Document 9432 on Radiotelephony]]
* As work in progress: there is a Wiki Page: [[Study Guide:Radio Telephony]]
----
'' Overview: [[Study Guide]] - Next: [[Study Guide:Delivery]]''

Study Guide:Basic Lesson

2017-10-05T14:44:40Z

Claus Faber:

Overview: [[Study Guide]] - Next: [[Study Guide:OBS]]

= What is VATSIM? =
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.

There is a regional structure:

VATSIM Global
- VATEUR (consists of VATEUD, VATUK, VATRUS)
- VATEUD (32 European VATSIMs except UK and Russia)
- VACC Austria

== As Real As It Gets ==

VATSIM has a motto: "As real as it gets": 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.

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.

As for controllers, things are a bit different, because controlling air traffic "as real as it gets" requires learning and training. And - it is great fun too! Therefore, there is a "career" (S1->S2->S3->C1->...), 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.

= Preparation =

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.

Your training contains several theoretical and practical lessons.

== Software ==
Before we start with your training you have to download the necessary software:

*To communicate with your mentor we use [[Teamspeak]] (make sure to get Version 3).

*Thereafter we need an ATC client. There are a couple of clients available on VATSIM, but the VACC-Austria use only Euroscope.

You can find it at the [http://www.euroscope.hu euroscope homepage] or you use the full configured VACC-Austria edition from our [http://www.vacc-austria.org//index.php?page=content/static&id=SOFTWARE_ATC homepage].

== Rules & Regulations ==

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.

The ''holy bible'' is the [http://www.vatsim.net/network/docs/coc/ Code of Conduct]. This regulation is valid for everyone on VATSIM.

Additionally every VACC has Rules&Regulations regarding internal topics. Have a look into our [http://www.vacc-austria.org//index.php?page=content/static&id=RULES Rules and Regulations].

=== Gentlemens' Agreement ===

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 :-)

== Booking your station ==
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.

== Teamspeak during your ATC session ==
Being online on teamspeak while being online at VATSIM is highly recommended.
* 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.
* As controller, it is highly recommended to be online at teamspeak and to join the channel you need to communicate with other ATC.

= Your first basic lesson =

Berfore your first basic lesson it is required to install the software written above. Be on time to your lesson to avoid delay.

= Documents =

There is also a PPT presentation for the basic lesson:

[[http://downloads.vacc-austria.org/Documents/ATC-Trainings_Department/Projekt/Trainingsunterlagen/Basic%20Lesson.pdf Basic Lesson]]

Study Guide

2017-10-05T14:44:23Z

Claus Faber:

Overview: [[Study Guide]] - Next: [[Study Guide:Basic Lesson]]

= About this page =
This is the overview of all study documents for our trainees. From here, you will find the links to other relevant pages.

= Overview =
* In the [[ATC_academy]] you will find all steps into your ATC career at VACC Austria.

= Study Guide =

The Study Guides are tutorial-like documents for the relevant steps in your training career. Study them step by step along with your trainings.

*[[Study Guide:Basic Lesson]]
*[[Study Guide:OBS]]
*[[Study Guide:Euroscope]]
*[[Study Guide:Delivery]]
*[[Study Guide:Ground]]
*[[Study Guide:Tower]]
*[[Study Guide: Approach]]
*[[Study Guide:Radar]]
*[[Study Guide:Airport Details]]
*[[Study Guide:Low Visibility Procedures]]
*[[Study Guide:Special Procedures]]

= Airport Primers =
... are documents with procedures how to handle specific airports.

*[[LOWI_Primer]] for Innsbruck
*[[LOWW_Primer]] for Vienna (under construction)

= Other related documents =

* [[Squawk_Codes]]
*

Study Guide

2017-10-05T14:43:59Z

Claus Faber:

Overview: [[Study Guide]] - Next: [[Study Guide:OBS]]

= About this page =
This is the overview of all study documents for our trainees. From here, you will find the links to other relevant pages.

= Overview =
* In the [[ATC_academy]] you will find all steps into your ATC career at VACC Austria.

= Study Guide =

The Study Guides are tutorial-like documents for the relevant steps in your training career. Study them step by step along with your trainings.

*[[Study Guide:Basic Lesson]]
*[[Study Guide:OBS]]
*[[Study Guide:Euroscope]]
*[[Study Guide:Delivery]]
*[[Study Guide:Ground]]
*[[Study Guide:Tower]]
*[[Study Guide: Approach]]
*[[Study Guide:Radar]]
*[[Study Guide:Airport Details]]
*[[Study Guide:Low Visibility Procedures]]
*[[Study Guide:Special Procedures]]

= Airport Primers =
... are documents with procedures how to handle specific airports.

*[[LOWI_Primer]] for Innsbruck
*[[LOWW_Primer]] for Vienna (under construction)

= Other related documents =

* [[Squawk_Codes]]
*

Study Guide:Basic Lesson

2017-10-05T14:43:39Z

Claus Faber:

Overview: [[Study Guide]] - Next: [[Study Guide:Basic Lesson]]

= What is VATSIM? =
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.

There is a regional structure:

VATSIM Global
- VATEUR (consists of VATEUD, VATUK, VATRUS)
- VATEUD (32 European VATSIMs except UK and Russia)
- VACC Austria

== As Real As It Gets ==

VATSIM has a motto: "As real as it gets": 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.

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.

As for controllers, things are a bit different, because controlling air traffic "as real as it gets" requires learning and training. And - it is great fun too! Therefore, there is a "career" (S1->S2->S3->C1->...), 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.

= Preparation =

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.

Your training contains several theoretical and practical lessons.

== Software ==
Before we start with your training you have to download the necessary software:

*To communicate with your mentor we use [[Teamspeak]] (make sure to get Version 3).

*Thereafter we need an ATC client. There are a couple of clients available on VATSIM, but the VACC-Austria use only Euroscope.

You can find it at the [http://www.euroscope.hu euroscope homepage] or you use the full configured VACC-Austria edition from our [http://www.vacc-austria.org//index.php?page=content/static&id=SOFTWARE_ATC homepage].

== Rules & Regulations ==

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.

The ''holy bible'' is the [http://www.vatsim.net/network/docs/coc/ Code of Conduct]. This regulation is valid for everyone on VATSIM.

Additionally every VACC has Rules&Regulations regarding internal topics. Have a look into our [http://www.vacc-austria.org//index.php?page=content/static&id=RULES Rules and Regulations].

=== Gentlemens' Agreement ===

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 :-)

== Booking your station ==
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.

== Teamspeak during your ATC session ==
Being online on teamspeak while being online at VATSIM is highly recommended.
* 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.
* As controller, it is highly recommended to be online at teamspeak and to join the channel you need to communicate with other ATC.

= Your first basic lesson =

Berfore your first basic lesson it is required to install the software written above. Be on time to your lesson to avoid delay.

= Documents =

There is also a PPT presentation for the basic lesson:

[[http://downloads.vacc-austria.org/Documents/ATC-Trainings_Department/Projekt/Trainingsunterlagen/Basic%20Lesson.pdf Basic Lesson]]

Study Guide

2017-10-05T14:43:07Z

Claus Faber:

Study Guide

2017-10-05T14:42:33Z

Claus Faber: /* About this page */

Overview: [[Study Guide]] - Next: [[Basic Lesson]]

= About this page =
This is the overview of all study documents for our trainees. From here, you will find the links to other relevant pages.

= Overview =
* In the [[ATC_academy]] you will find all steps into your ATC career at VACC Austria.

= Study Guide =

The Study Guides are tutorial-like documents for the relevant steps in your training career. Study them step by step along with your trainings.

*[[Study Guide:Basic Lesson]]
*[[Study Guide:OBS]]
*[[Study Guide:Euroscope]]
*[[Study Guide:Delivery]]
*[[Study Guide:Ground]]
*[[Study Guide:Tower]]
*[[Study Guide: Approach]]
*[[Study Guide:Radar]]
*[[Study Guide:Airport Details]]
*[[Study Guide:Low Visibility Procedures]]
*[[Study Guide:Special Procedures]]

= Airport Primers =
... are documents with procedures how to handle specific airports.

*[[LOWI_Primer]] for Innsbruck
*[[LOWW_Primer]] for Vienna (under construction)

= Other related documents =

* [[Squawk_Codes]]
*

LOWW Primer

2017-06-14T12:23:25Z

Claus Faber: /* ARR RWY 11/16sim. / DEP RWY 16 */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. SIDs after 21:00 might change. Tower changes runways, so expect to be notified of the change.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway in Euroscope) and hand him over to ground as any other IFR flight. Enter the exit route into the flight plan or the text field in the tag.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29 or in departure from runway 11 (they use the ILS too). There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29 ===
>>> calm/NW winds - undisturbed two-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed simultaneous operation, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. Caution: The go-around paths cross: Arrival sequence on rwy 16 has to be 5nm. Arrivals and departures from 16 must be synced with arrivals on 11 to avoid conflicts. Quite a challenging configuration, to be honest.

Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

=== ARR RWY 29 / DEP RWY 29 ===
>>> 1900z - 0500z, Noise Abatement

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-14T12:23:11Z

Claus Faber: /* ARR RWY 29 / DEP RWY 29 */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. SIDs after 21:00 might change. Tower changes runways, so expect to be notified of the change.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway in Euroscope) and hand him over to ground as any other IFR flight. Enter the exit route into the flight plan or the text field in the tag.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29 or in departure from runway 11 (they use the ILS too). There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29 ===
>>> calm/NW winds - undisturbed two-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed simultaneous operation, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. Caution: The go-around paths cross: Arrival sequence on rwy 16 has to be 5nm. Arrivals and departures from 16 must be synced with arrivals on 11 to avoid conflicts. Quite a challenging configuration, to be honest.

=== ARR RWY 29 / DEP RWY 29 ===
>>> 1900z - 0500z, Noise Abatement

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-14T12:22:50Z

Claus Faber: /* ARR RWY 11/16sim. / DEP RWY 16 */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. SIDs after 21:00 might change. Tower changes runways, so expect to be notified of the change.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway in Euroscope) and hand him over to ground as any other IFR flight. Enter the exit route into the flight plan or the text field in the tag.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29 or in departure from runway 11 (they use the ILS too). There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29 ===
>>> calm/NW winds - undisturbed two-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed simultaneous operation, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. Caution: The go-around paths cross: Arrival sequence on rwy 16 has to be 5nm. Arrivals and departures from 16 must be synced with arrivals on 11 to avoid conflicts. Quite a challenging configuration, to be honest.

=== ARR RWY 29 / DEP RWY 29 ===
>>> 1900z - 0500z, Noise Abatement

Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-14T12:22:01Z

Claus Faber: /* ARR RWY 16 / DEP RWY 29 */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. SIDs after 21:00 might change. Tower changes runways, so expect to be notified of the change.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway in Euroscope) and hand him over to ground as any other IFR flight. Enter the exit route into the flight plan or the text field in the tag.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29 or in departure from runway 11 (they use the ILS too). There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29 ===
>>> calm/NW winds - undisturbed two-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed simultaneous operation, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. Caution: The go-around paths cross: Arrival sequence on rwy 16 has to be 5nm and must be synced with arrivals or departures from 11 to avoid conflicts. Quite a challenging configuration, to be honest.

=== ARR RWY 29 / DEP RWY 29 ===
>>> 1900z - 0500z, Noise Abatement

Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-14T12:21:35Z

Claus Faber: /* ARR RWY 11/16sim. / DEP RWY 16 */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. SIDs after 21:00 might change. Tower changes runways, so expect to be notified of the change.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway in Euroscope) and hand him over to ground as any other IFR flight. Enter the exit route into the flight plan or the text field in the tag.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29 or in departure from runway 11 (they use the ILS too). There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29 ===
>>> calm/NW winds - undisturbed two-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. Caution: The go-around paths cross: Arrival sequence on rwy 16 has to be 5nm and must be synced with arrivals or departures from 11 to avoid conflicts. Quite a challenging configuration, to be honest.

=== ARR RWY 29 / DEP RWY 29 ===
>>> 1900z - 0500z, Noise Abatement

Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-14T12:19:37Z

Claus Faber: /* Restrictions to Ground Movement */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. SIDs after 21:00 might change. Tower changes runways, so expect to be notified of the change.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway in Euroscope) and hand him over to ground as any other IFR flight. Enter the exit route into the flight plan or the text field in the tag.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29 or in departure from runway 11 (they use the ILS too). There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29 ===
>>> calm/NW winds - undisturbed two-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. * Does this config still exist?

=== ARR RWY 29 / DEP RWY 29 ===
>>> 1900z - 0500z, Noise Abatement

Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-14T12:10:58Z

Claus Faber: /* ARR RWY 34 / DEP RWY 29 */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. SIDs after 21:00 might change. Tower changes runways, so expect to be notified of the change.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway in Euroscope) and hand him over to ground as any other IFR flight. Enter the exit route into the flight plan or the text field in the tag.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29. There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29 ===
>>> calm/NW winds - undisturbed two-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. * Does this config still exist?

=== ARR RWY 29 / DEP RWY 29 ===
>>> 1900z - 0500z, Noise Abatement

Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-14T12:10:46Z

Claus Faber: /* ARR RWY 11 / DEP RWY 16 */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. SIDs after 21:00 might change. Tower changes runways, so expect to be notified of the change.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway in Euroscope) and hand him over to ground as any other IFR flight. Enter the exit route into the flight plan or the text field in the tag.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29. There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29 ===
>>> calm/NW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. * Does this config still exist?

=== ARR RWY 29 / DEP RWY 29 ===
>>> 1900z - 0500z, Noise Abatement

Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-14T12:10:31Z

Claus Faber: /* TWR Position */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. SIDs after 21:00 might change. Tower changes runways, so expect to be notified of the change.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway in Euroscope) and hand him over to ground as any other IFR flight. Enter the exit route into the flight plan or the text field in the tag.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29. There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29
>>> calm/NW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. * Does this config still exist?

=== ARR RWY 29 / DEP RWY 29 ===
>>> 1900z - 0500z, Noise Abatement

Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-14T12:10:18Z

Claus Faber: /* Handover to Tower */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. SIDs after 21:00 might change. Tower changes runways, so expect to be notified of the change.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway in Euroscope) and hand him over to ground as any other IFR flight. Enter the exit route into the flight plan or the text field in the tag.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29. There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29
>>> calm/NW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. * Does this config still exist?

=== ARR RWY 29 / DEP RWY 29 ===
>>> 1900z - 0500z, Noise Abatement

Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-14T12:09:59Z

Claus Faber: /* DEL - Delivery position */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. SIDs after 21:00 might change. Tower changes runways, so expect to be notified of the change.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway in Euroscope) and hand him over to ground as any other IFR flight. Enter the exit route into the flight plan or the text field in the tag.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29. There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29
>>> calm/NW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. * Does this config still exist?

=== ARR RWY 29 / DEP RWY 29 ===
>>> 1900z - 0500z, Noise Abatement

Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-14T12:09:01Z

Claus Faber: /* DEL - Delivery position */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. SIDs after 21:00 might change. Tower changes runways, so expect to be notified of the change.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway!) and hand him over to ground as any other IFR flight.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29. There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29
>>> calm/NW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. * Does this config still exist?

=== ARR RWY 29 / DEP RWY 29 ===
>>> 1900z - 0500z, Noise Abatement

Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-14T12:08:44Z

Claus Faber: /* DEL - Delivery position */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. SIDs after 21:00 might change. Tower changes runways, so expect to be notified of the change, don't just execute it.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway!) and hand him over to ground as any other IFR flight.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29. There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29
>>> calm/NW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. * Does this config still exist?

=== ARR RWY 29 / DEP RWY 29 ===
>>> 1900z - 0500z, Noise Abatement

Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-12T17:55:25Z

Claus Faber: /* ARR RWY 11/16sim. / DEP RWY 16 */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. Cleared SIDs after 21:00 change. Tower changes runways, so expect to be notified of the change, don't just execute it.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway!) and hand him over to ground as any other IFR flight.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29. There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29
>>> calm/NW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. * Does this config still exist?

=== ARR RWY 29 / DEP RWY 29 ===
>>> 1900z - 0500z, Noise Abatement

Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-12T17:51:48Z

Claus Faber: /* Possible Runway Configurations */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. Cleared SIDs after 21:00 change. Tower changes runways, so expect to be notified of the change, don't just execute it.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway!) and hand him over to ground as any other IFR flight.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29. There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

= TWR Position =

== Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

=== ARR RWY 11 / DEP RWY 16 ===
>>> SE winds, if no simultaneous approach possible. Caution: No departures on 16, if extended centerlines cross. Whenever an aircraft is on short final 11, departures from 16 have to wait, until aircraft has touched down and safely slowing down.

=== ARR RWY 34 / DEP RWY 29
>>> calm/NW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 16 / DEP RWY 29 ===
>>> calm/SW winds - undisturbed to-runway operations, as centerlines do not cross.

=== ARR RWY 11/16sim. / DEP RWY 16 ===
>>> calm/SE winds, simultaneous approach possible. * Does this config still exist?

=== ARR RWY 29 / DEP RWY 29
>>> 1900z - 0500z, Noise Abatement

Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

LOWW Primer

2017-06-12T17:45:07Z

Claus Faber: /* TWR Position */

=About this Document=

This document is intended as training and reference material for controlling Vienna Airport (LOWW). This page is work in progress. If you are controller: Feel free to discuss and edit.

'''If you are a Pilot:''' The page [[Vienna]] is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1704 (May 2017).

The structure of this document follows the stations to be manned: DEL, GND, TWR, APP.

= Overview =
Vienna has two runways, which flight paths cross. Still, the airport has frequencies which make parallel operations necessary - therefore, Vienna has developed a set of special rules and practices on how to use them.

== Ground ==
(see the ground chart [[https://www.vacc-austria.org/?page=content/chartlist&icao=LOWW which you find here]]).

Vienna has three piers with gates and some stands around. From West to East, there are:

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or "Skylink" is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

* Two parallel taxiways (L and M) run along runway 11/29. Caution: Taxiway L after EX12 is narrower and cannot be used for M and H aircraft.
* Runway 16/34 have another two taxiways: D and E. D is somehow shorter, E goes through all the way.
* An extra taxiway (W) leads from EX2 to EX21.
* Then there are some taxilanes to access Pier North (TL35, 36 and 37 to the South of the pier, TL40 to the North). TL40 has a blue (south) and an orange (north) variant, which not all sceneries have, so be aware if pilots can see it.

= DEL - Delivery position =
Delivery in Wien is straightforward as described in the [[Study_Guide:Delivery]]. Bear in mind the following factors:

* There is a Noise Abatement procedure after 21:00 local time, which changes runways to 29-only, if wind permits. Cleared SIDs after 21:00 change. Tower changes runways, so expect to be notified of the change, don't just execute it.

* VFR traffic does not necessary depart or land from the runway in use - enquire from TWR, what to clear, and if TWR or DEL clears. Most likely you will clear him (set the runway!) and hand him over to ground as any other IFR flight.

= GND - Ground Position =
Ground position in Vienna is somehow complicated. Why? Because traffic flow changes with runway configuration, and sometimes traffic flows left-around.

== Handover to Tower ==
* When aircraft are on the right taxiway for departure and free of conflict (that means: They only queue up to a preceding aircraft; no intersections ahead where another aircraft will cross), you hand them over to Tower.
* In busy situations, Tower will not want aircraft calling in. The tower controller will notify you to issue the "monitor Tower" command. Then you say:

GND: Air Child 123, monitor Tower on frequency 119.4, bye.
ACH123: Monitoring Tower 119,4 bye.

== Taxiing with 29-only ==
With strong westerly wind and after 21:00 local, 29-only is the option. This the option for minimizing conflicts:

[[File:29only.jpg]]

== Taxiing with 29-34 ==
When wind is Northwesterly, then departing 29 and arriving 34 is an option.

There may even be departures from 34 in this ground flow configuration. Traffic flow could be as follows:

[[File:29-34.jpg]]

== Taxiing with 11-16 ==
Vienna has a local procedure to have quasi-parallel operation of runway 11 and 16. In this configuration, aircraft depart from 16. Arrivals are 11 and 16 depending on traffic and aircraft class (Heavies cannot approach 11 if 16 is open, as go-around paths would cross). Taxiing is somehow complex in this situation:

You could handle the flow like this, which will turn L and M to left-around to minimise conflicts. There is a hot spot at EX23, where outbound and inbound traffic cross. However, departing traffic will be able to see departing on their right hand side, so you can work with conditional clearances ("give way to crossing traffic from D at Exit 23").

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

When the wind is low, but southerly, then 29-16 is a good option. This is how you can handle it:

[[File:29-16.jpg]]

== Restrictions to Ground Movement ==

Runway 16/34 crosses the final approach for runway 29. The ILS beacon for runway 29 runs right across taxiway E, D and the runway.

This means, that there is no traffic allowed on the relevant sections of D and E, if there is any aircraft in approach for runway 29. There are intermediate holding points (in the chart: "IHP"), conditional clearances must be issued:

GND: Austrian 123, taxi to stand C31 via E and M, hold short at E4 until the approaching 737 on final runway 29 has landed.
AUA123: taxiing C31 via E and M, holding short at E4, aircraft in sight.

[[File:LOWW_ILS29.jpg]]

= TWR Position =

== Possible Runway Configurations ==
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft. 
'''Possible runway configurations are:'''

* ARR RWY 11 / DEP RWY 16 >>> SE winds, if no simultaneous approach possible
* ARR RWY 34 / DEP RWY 29 >>> calm/NW winds
* ARR RWY 16 / DEP RWY 29 >>> calm/SW winds
* ARR RWY 11/16sim. / DEP RWY 16 >>> calm/SE winds, simultaneous approach possible
* ARR RWY 29 / DEP RWY 29 >>> 1900z - 0500z, Noise Abatement
Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. 
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately. 

==All Weather Operations (AWO)==
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.
Runway 29 is also equipped with a CAT IIIb ILS.

==Intersection take-off==
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request. 

===VFR Traffic===
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org. 

= APP Position =

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.

Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

For high traffic procedures refer to [[LOWW - High Traffic Procedures]]

== Visual Approaches ==
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:

* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).

* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

Study Guide:Airport Details

2017-06-12T17:41:58Z

Claus Faber: /* LOWW (Wien Schwechat) */

'''This study guide is still work in progress. Stay tuned for further chapters.
'''
== LOWW (Wien Schwechat) ==
... has been moved to the more extensive [[LOWW_Primer]].

== LOWL (Blue Danube Airport) ==
=== Pisten ===
* '''08/26:''' Beton mit 3 Kilometer Länge und 60 Meter Breite
* '''08/26 (Gras):''' Graspiste mit 660 Meter Länge und 45 Meter Breite.

Die Graspiste wird in Real nur für An- und Abflüge von Helikoptern verwendet.

=== Anflugverfahren ===
Folgende Anflugverfahren beziehen sich nur auf die Piste 08/26. Die parallele Graspiste ist nur per Sicht anzufliegen.
*'''ILS:'''
** Richtung 26 bis CAT IIIb (109.30, Finalapproachtrack: 266°)
** Richtung 08 nur CAT I (110.55, Finalapproachtrack: 086°)
* '''VOR''' (LNZ, 116.600):
** Primär Richtung 08 (Radial 086)
** Mit Platzrundenanflug Richtung 26 (Radial 086, Wegbrechen nach Süden)
* '''NDB''' (LNZ 327):
** Primär Richtung 26 (Radial 266)
** Mit Platzrundenanflug Richtung 08 (Radial 266, Wegbrechen nach Süden)

=== ATC-Stationen in Linz ===
In Linz gibt es folgende drei Stationen: 
* LOWL_ATIS (Linz ATIS) auf 128.120
* LOWL_TWR (Linz Turm) auf 118.800
* LOWL_APP (Linz Radar) auf 129.620

=== Besonderheiten in Linz ===
* In Linz dürfen Platzrundenanflüge (Visualcirclings) nur in südliche Richtung gemacht werden!
* Der Bereich südlich der Piste 26-08 ist militärisches Gelände!
* Für größere Flugzeugtypen stehen in Linz folgende Parkpositionen zur Verfügung:
** Position 13 bis zur Boeing 747-400
** Position 11 auch bis Boeing 747-400 (Wenn auf 11 und 13 B744 sind, kein Platz auf 12)

==LOWS (Salzburg Maxglan) ==
===Pisten===
* '''15/33:''' Beton mit 2.75 Kilometer Länge und 45 Meter Breite

=== Anflugverfahren ===
* '''ILS:''' Richtung 16 bis Special CATIII (109.90 OES, Finalapproachtrack: 154°)
* '''NDB:''' (SBG 382.0), primär Richtung 16 (Radial 156)
* '''Visual Circling:''', Richtung 16 bis SI 410.0 (Radial 336, wegbrechen nach links)

=== ATC Stationen in Salzburg ===
In Salzburg gibt es folgende Stationen:
*LOWS_DEL (Salzburg Delivery) auf Freq. 121.750 (an stark frequentierten Samstagen, sonst nur TWR) 
*LOWS_TWR (Salzburg Tower) auf Freq. 118.100
*LOWS_APP (Salzburg Radar) auf Freq. 123.720
*LOWS_F_APP (Salzburg Director) auf Freq. 134.97 (bei starker Verkehrsfrequenz)

==LOWI (Innsbruck Kranebitten)==
===Pisten===
* '''08/26:''' Betonpiste mit 2000 (6562´) Meter Länge und 45 Meter (148´) Breite

=== Anflugverfahren ===

* '''LOC/DME EAST''' (111.10 OEV)
* '''LOC/DME WEST''' (109.70 OEJ)

=== ATC Stationen in Innsbruck ===
*LOWI TWR (Innsbruck Tower) 120.100
*LOWI_APP (Innsbruck Radar) auf 119.275
=== Mehr Informationen ===
* auf [[LOWI_Primer]] gibt es detaillierte Infos und Schulungsmaterial zum Controllen in Innsbruck
(danke an unseren emsigen Tiroler Herrmann Plunser!)
Achtung: Work in progress.

==LOWK (Klagenfurt Alpe Adria Airport)==
=== Pisten ===
* '''10L/28R:''' Beton mit 2720 Meter (8294') Länge und 45 Meter Breite
* '''10R/28L''' Graspiste mit 710 Meter (2329') Länge

Folgende Anflugverfahren stehen für Klagenfurt zur Verfügung für die Piste 10L bzw. 28R:
* '''ILS'''
**28R: 110.10 (OEK) 285°

* '''NDB'''
**10L: 405 (KW) 105°
**28R: 374 (KFT) 273°

=== ATC-Stationen in Klagenfurt ===
* LOWK_TWR (Klagenfurt Tower) auf 118.100
* LOWK_APP (Klagenfurt Radar) auf 126.820
* LOWK_ATIS: 126.320

==LOWG (Graz Thalerhof)==
=== Pisten ===
* '''17L/35L:''' Graspiste mit 760 (2493´) Meter Länge und 30 Meter (98´) Breite
* '''17C/35C:''' Betonpiste mit 3000 (9843´) Meter Länge und 45 Meter (148´) Breite
* '''17R/35R:''' Graspiste mit 640 (2100´) Meter Länge und 25 Meter (82´) Breite

=== Anflugverfahren ===

Folgende Anflugverfahren stehen für Graz zur Verfügung für die Piste 17C/35C:

* '''ILS'''
**35C: 110.90 / 348°
**CAT II / III: 110.90 / 348°

* '''VOR/DME'''
**17C: 116.20 (GRZ VOR) / 168°
**35C: 116.20 (GRZ VOR) / 348°

* '''NDB'''
**35C: 290 (GRZ NDB) / 348°

* '''GPS'''
**35C: OWG01 / 348°

=== ATC-Stationen in Graz ===

* LOWG_TWR: 118.200
* LOWG_APP: 119.300
* LOWG_ATIS: 126.120

[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]][[Category:Airports]]

Study Guide:Airport Details

2017-06-12T17:41:45Z

Claus Faber: /* LOWW (Wien Schwechat) */

'''This study guide is still work in progress. Stay tuned for further chapters.
'''
== LOWW (Wien Schwechat) ==
... has been moved to the more extensive [LOWW_Primer].

== LOWL (Blue Danube Airport) ==
=== Pisten ===
* '''08/26:''' Beton mit 3 Kilometer Länge und 60 Meter Breite
* '''08/26 (Gras):''' Graspiste mit 660 Meter Länge und 45 Meter Breite.

Die Graspiste wird in Real nur für An- und Abflüge von Helikoptern verwendet.

=== Anflugverfahren ===
Folgende Anflugverfahren beziehen sich nur auf die Piste 08/26. Die parallele Graspiste ist nur per Sicht anzufliegen.
*'''ILS:'''
** Richtung 26 bis CAT IIIb (109.30, Finalapproachtrack: 266°)
** Richtung 08 nur CAT I (110.55, Finalapproachtrack: 086°)
* '''VOR''' (LNZ, 116.600):
** Primär Richtung 08 (Radial 086)
** Mit Platzrundenanflug Richtung 26 (Radial 086, Wegbrechen nach Süden)
* '''NDB''' (LNZ 327):
** Primär Richtung 26 (Radial 266)
** Mit Platzrundenanflug Richtung 08 (Radial 266, Wegbrechen nach Süden)

=== ATC-Stationen in Linz ===
In Linz gibt es folgende drei Stationen: 
* LOWL_ATIS (Linz ATIS) auf 128.120
* LOWL_TWR (Linz Turm) auf 118.800
* LOWL_APP (Linz Radar) auf 129.620

=== Besonderheiten in Linz ===
* In Linz dürfen Platzrundenanflüge (Visualcirclings) nur in südliche Richtung gemacht werden!
* Der Bereich südlich der Piste 26-08 ist militärisches Gelände!
* Für größere Flugzeugtypen stehen in Linz folgende Parkpositionen zur Verfügung:
** Position 13 bis zur Boeing 747-400
** Position 11 auch bis Boeing 747-400 (Wenn auf 11 und 13 B744 sind, kein Platz auf 12)

==LOWS (Salzburg Maxglan) ==
===Pisten===
* '''15/33:''' Beton mit 2.75 Kilometer Länge und 45 Meter Breite

=== Anflugverfahren ===
* '''ILS:''' Richtung 16 bis Special CATIII (109.90 OES, Finalapproachtrack: 154°)
* '''NDB:''' (SBG 382.0), primär Richtung 16 (Radial 156)
* '''Visual Circling:''', Richtung 16 bis SI 410.0 (Radial 336, wegbrechen nach links)

=== ATC Stationen in Salzburg ===
In Salzburg gibt es folgende Stationen:
*LOWS_DEL (Salzburg Delivery) auf Freq. 121.750 (an stark frequentierten Samstagen, sonst nur TWR) 
*LOWS_TWR (Salzburg Tower) auf Freq. 118.100
*LOWS_APP (Salzburg Radar) auf Freq. 123.720
*LOWS_F_APP (Salzburg Director) auf Freq. 134.97 (bei starker Verkehrsfrequenz)

==LOWI (Innsbruck Kranebitten)==
===Pisten===
* '''08/26:''' Betonpiste mit 2000 (6562´) Meter Länge und 45 Meter (148´) Breite

=== Anflugverfahren ===

* '''LOC/DME EAST''' (111.10 OEV)
* '''LOC/DME WEST''' (109.70 OEJ)

=== ATC Stationen in Innsbruck ===
*LOWI TWR (Innsbruck Tower) 120.100
*LOWI_APP (Innsbruck Radar) auf 119.275
=== Mehr Informationen ===
* auf [[LOWI_Primer]] gibt es detaillierte Infos und Schulungsmaterial zum Controllen in Innsbruck
(danke an unseren emsigen Tiroler Herrmann Plunser!)
Achtung: Work in progress.

==LOWK (Klagenfurt Alpe Adria Airport)==
=== Pisten ===
* '''10L/28R:''' Beton mit 2720 Meter (8294') Länge und 45 Meter Breite
* '''10R/28L''' Graspiste mit 710 Meter (2329') Länge

Folgende Anflugverfahren stehen für Klagenfurt zur Verfügung für die Piste 10L bzw. 28R:
* '''ILS'''
**28R: 110.10 (OEK) 285°

* '''NDB'''
**10L: 405 (KW) 105°
**28R: 374 (KFT) 273°

=== ATC-Stationen in Klagenfurt ===
* LOWK_TWR (Klagenfurt Tower) auf 118.100
* LOWK_APP (Klagenfurt Radar) auf 126.820
* LOWK_ATIS: 126.320

==LOWG (Graz Thalerhof)==
=== Pisten ===
* '''17L/35L:''' Graspiste mit 760 (2493´) Meter Länge und 30 Meter (98´) Breite
* '''17C/35C:''' Betonpiste mit 3000 (9843´) Meter Länge und 45 Meter (148´) Breite
* '''17R/35R:''' Graspiste mit 640 (2100´) Meter Länge und 25 Meter (82´) Breite

=== Anflugverfahren ===

Folgende Anflugverfahren stehen für Graz zur Verfügung für die Piste 17C/35C:

* '''ILS'''
**35C: 110.90 / 348°
**CAT II / III: 110.90 / 348°

* '''VOR/DME'''
**17C: 116.20 (GRZ VOR) / 168°
**35C: 116.20 (GRZ VOR) / 348°

* '''NDB'''
**35C: 290 (GRZ NDB) / 348°

* '''GPS'''
**35C: OWG01 / 348°

=== ATC-Stationen in Graz ===

* LOWG_TWR: 118.200
* LOWG_APP: 119.300
* LOWG_ATIS: 126.120

[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]][[Category:Airports]]

LOWW Primer

2017-06-12T17:38:41Z

Claus Faber: /* Handover to Tower */

LOWW Primer

2017-06-12T17:38:10Z

Claus Faber: /* GND - Ground Position */

LOWW Primer

2017-06-12T17:29:35Z

Claus Faber: /* Taxiing with 29-34 */

LOWW Primer

2017-06-12T17:28:12Z

Claus Faber: /* DEL - Delivery position */

Study Guide:Ground

2017-06-11T07:38:24Z

Claus Faber: /* How to make Ground's life easy */

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

= General =

Ground is responsible for all movements of aircraft on ground, except the movements on the runway. Ground takes over responsibility for Delivery if he is not online.

== What is Ground's job? ==
* Most aircraft (especially the large ones) have only very limited view. They cannot look back, and they can easily miss out a little Cessna under their nose in front of them. Therefore, '''Ground has to guide rolling aircraft as if they were (alsmost) blind'''.

* No aircraft knows, where to dock after landing. Therefore, '''Ground assigns gates''' to go to.

* No aircraft knows exactly, from where to take off. In fact, only Tower knows, but '''Ground is responsible to queue departing aircraft''' in the appropriate order.

* There are no fixed directions on where to taxi on an airport, and taxiways are too narrow to have traffic in both directions. Therefore, it is '''Ground's responsibility to maintain a traffic flow''' to avoid nasty nose-to-nose situations which (in real life) need a pushback car to resolve.

Your responsibility is strict: if you allow a plane to do something, the pilot can do without looking either way - you have to be sure the way is clear.

== How can Ground do this? ==

* by issuing approvals: If Ground says "... approved" then the pilot knows: He is allowed to do it in reasonable time. He does not need to do it in this very second. An approval contains "approved". Startup is an approval, as the pilot needs to follow his checklist before doing it. Pushback is an approval too.

* by issuing commands: A command does NOT use "approved" - it orders the pilot to perform a specific action. If he can't (because one engine just failed) he has to report. Caution: Commands are also clearances, and that means, that a pilot may follow the instruction without looking anywhere else (except straight ahead maybe).

== How to set up Ground's job ==

# First, contact your upstream controller and enquire the runway configuration: Where will departing aircraft take off and arriving aircraft land? You might need intermediate conversation, so you better "sit" in the same teamspeak room as your Tower.
# Second: make a plan on how to circle traffic: Which taxiway will you want to use which way to queue departing aircraft where? Which taxiways will you use for arriving aircraft? The trick is to have a pattern in mind that minimizes conflicts: The less crossings you have, the less you will have to pay attention on crashes. There is more information for specific airports [[Vienna|LOWW (Vienna)]] and [[LOWI_Primer|LOWI (Innsbruck)]].
# Third: Go online and do it.

== How to make Ground's life easy ==

There is a simple rule on how to make Ground's life easy: Make it easy for pilots. Imagine, they have just landed, they can't find their ground chart, still brake and retract and steer, and then you issue a taxi clearance that is 6 items long? Forget it. The less you order, the easier it is for them, and the easier it is for you.

How can you put this into practice? With a good traffic plan: How can traffic flow on your airport to have the least turns and the least conflicts? There are examples on the [[LOWW_Primer]] page on how to do it. '''A good traffic plan is the art of Ground staffing'''.

== Phraseology ==

=== Basic principles ===
The basic principles for [[Study_Guide:Radio_Telephony|Radio Telephony]] apply:

* You have first contact, you have messages with established contact, you have handover.
* You are responsible for all aircraft acting under your clearance or approval. If you have issued "pushback approved", then the space behind him is blocked in your mind - you must not clear anyone else to go into. If the guy does not push back and you want another aircraft taxi through, then you have to withdraw the pushback clearance.
* You are also responsible if anyone makes a mess and aircraft in contact with you have a problem with it: If a pilot takes a wrong turn, you have to act. This means: You have to monitor, if pilots comply.

==== Making contact ====
The pilot says hello by stating: Who, where, and the request:

AUA125: Wien Ground, servus. Austrian 125, Foxtrot 05 requesting Pushback.
GND: Austrian 125, Wien Ground. Pushback approved.
AUA125: Push approved, Austrian 125.

==== Start-up clearance ====

Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less. 

Austrian 125, start-up approved, (Temperature Minus 3)

==== Push-back clearance ====

Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back. 

Austrian 125, push-back approved

Push-back is an ''approval'' - pilots are free to do it whenever they are ready. This means two things:

1. It could take a while. This means: In busy conditions, you can't let that happen. For example, a pilot may be taxiing behind an aircraft which is slow to push back, creating an unwanted scenario.

Several options are available to solve this problem:

Austrian 125, immediate push-back approved.

(the pilot has to say "unable" if they still require time to program their FMC.)

Austrian 125, startup approved, call for push with running engines

(the pilot is ready for push and will have their engines already running prior to pushback.)

2. It also means, that the space behind the aircraft is reserved in your mind, as the Pilot may push whenever he is ready. You won't clear anyone to taxi behind this aircraft.

If the guy fell asleep instead of pushing, and you want another aircraft taxiing by, you have to cancel the pushback approval:

GND: Austrian 123, hold position, pushback cancelled (Aircraft taxiing behind).
AUA123: Holding position, Austrian 123.

Then you can clear anyone else to pass behind, and you have to issue a new pushback approval.

==== '''Combination of both phrases''' ====

During low traffic you can use these two phrases together 

Austrian 125, start(-up) and push(-back) approved

==== Taxi Instructions ====

Bear in mind: Taxi instructions are '''clearances''', that means: The pilot must and will do it regardless of other things - they don't have a great amount of choice. Don't clear anyone for taxiing around, without knowing that the path is safe for the aircraft. Aircraft won't stop at junctions and look left or right, so it's your job to ensure that pilots are aware of when to stop, or where to expect other aircraft.

The pilot will push back and start the aircraft's engines. As soon as he is ready for taxi they will call you:

AUA125: AUA125, ready for taxi.

Depending on traffic you can give him the taxi instruction to his departure runway:

GND: AUA125, taxi to holding point Rwy 16 via taxiline35, L and W, QNH 1019.
AUA125: Taxiing to holding point runway 16 via taxiline35, L and W, AUA125.

So, how do you maintain traffic flow at a busy airport, and still maintain safety? There are some options:

First is to clear the aircraft all the way, for the vacant path: "taxi to exit 32". "Taxi on E until intersection B4". But this is time-consuming and you loose overview, therefore creating unnecessary delays.

Second, and more elegant is the '''hold short''' argument:

GND: AUA125, hold short of taxiway L.
AUA125: Holding short of L, AUA125.

This means: The aircraft is cleared all the way to the holding point, but has to "hold short" (=to stop) in mid way '''for a condition which you specify'''. After that (that's the elegant part), they continues as cleared without further instructions.

* This could be only to "hold short" --> until you tell they "continue".
* It could be "give way to crossing B737 from your left to your right" --> the pilot will stop, wait for a passing 737 and continue.
* It could be "follow company B737 taxiing on L" --> the pilot will look out for a B737 of his own airline and follow them.
* It could be anything else, provided that the pilot is able to do it, like 1 minute or whatever.

The "Hold short" argument puts some '''burden on the pilot''': They must judge if they can meet the conditions given. If you tell a B747 to follow a C172, he might likely say "unable", as he is simply unable to see the small aircraft under his nose. As a controller, it is no good idea to tell pilots something they can't do (i.e. look behind) - pilots might oversee it and - bang.

Bear in mind that it is '''controllers' job to decide on wingspan room'''. Aircraft will taxi, and if you don't look out, [http://www.youtube.com/watch?v=ayCWSm1f9qk this] happens. If in doubt (as on VATSIM, you usually only have a scope and no window), warn the pilot and ask if he is able to pass without hitting anything.

At VATSIM, you sometimes meet pilots who apparently don't have charts and/or lose orientation - especially when it is dark and the scenery is bad. If a pilot starts sight-seeing, you can tell them to '''stop ("hold position")''' and to '''"expect progressive taxi"''', and that means: you taxi him step by step, and they is instructed to stop at every step. This is a good means to guide a lost aircraft around.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as the aircraft is conflict-free in your area of responsibility. This means, if no other aircraft can be in the way on his way to the runway. Example for LOWW: Suppose, rwy29 is for departure. GND will line up all aircraft on taxiway M facing East, and TWR will pick them from there. Hand them over to TWR as soon as they approach the queue.

GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!
AUA125:contacting Tower on frequency 118,10 bye!

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.
<pre>OEATD: request air taxi to Runway 29.
GND: OEATD, contact TWR for further instructions.
OEATD: Servus Wien Tower, request air taxi to Runway 29 via Exit 13 and M.
TWR: OEATD, air taxi to Runway 29 via Exit 13 and M. wind 280 deg 5 knots
OEATD: air taxi to Runway 29 via M.
</pre>
----

=== Ground Traffic Management ===

Bear in mind, that '''it is GND's job that they can taxi freely'''. If an aircraft has clearance, it can roll without looking anywhere else than straight ahead. You must see if the way is clear. But on a busy evening, you will have 5-10 aircraft taxiing at the same time. How you do this so that they don't bump into each other? It's called '''Ground Traffic Management'''.

To organize the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above.

There are a few tools which you can use:

====Taxiway configurations====
Only one aircraft can taxi on a taxiway, so you have to order the traffic flow. On larger airports, you set the rules where outbound and where inbound aircraft roll. For LOWW, there is a nice document by [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf Patrick Hrusa] (thanks!). For LOWI, there is a nice [[LOWI_Primer]] by Claus and Hermann.

====Step-by-step clearance====
A very secure, but time-consuming way to control. Clear the aircraft only as far as it is definitely clear:

GND: AUA251, taxi to intersection M via E.
GND: AUA251, taxi to Exit 9 via M.
GND: AUA251, taxi to gate D21 via Exit 9.

You need a lot of time and patience for this, and with more traffic, you will end up in an overload soon.

====Conditional clearance====
This provides much more flow, but you have to think in advance. See, which aircraft approach to where and give one of them a conditional clearance to stop some point and give way. Make sure that the condition is clear: a specific intersection, a precise plane from a precise direction, like this:

GND: AUA251, taxi to gate D21 via E, M and Exit 9, hold short M for company A320 turning on M from your right.

"Conditional clearance" means: AUA251 is free to taxi until its final clearance limit (D21), but stops inbetween until the condition is met, in this case: another Austrian A320 taxiing (presumably on D) and turning in before him. Then, he is free to continue without instruction. "Hold short" means: You are cleared to your destination, but you should stop inbetween.

====Intermediate instructions====
Sometimes, things go differently as expected: Aircraft stop to sort out checklists, or they speed up. You might need to re-clear or stop the plane, like:

GND: AUA251, hold position, say again: hold position
GND: AUA251, continue.
GND: AUA251, hold short intersection W for a B190 crossing from your right to your left.
GND: AUA251, gate change, taxi to gate F1 via M, Exit 12 and taxilane 34, hold short Exit 12 and give way to B737 crossing from left to right.

====Progressive Taxi====
Some pilots don't know how to taxi, and some don't know where to taxi, and they can drive you mad. To them, you can issue progressive taxi instructions:

GND: Leipzig Air 600, hold position, expect progressive taxi.
GND: Leipzig Air 600, turn next left hold next intersection.
GND: Leipzig Air 600, turn right, on third intersection left and hold.

Consider the following situation:

{| class="prettytable"
|-
| You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand B84.
|}

GND:DLH6KM taxi to stand C40 via taxiway D and L.
DLH6KM:Taxiing to stand C40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand B84, ready for taxi.
GND:LZB421, taxi taxiway M, hold short of taxiway L.
LZB421:taxiing via W holding short of L.

{| class="prettytable"
|-
| The aircraft are now both approaching the intersection L/W.
|}

GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue
taxi to holding point runway 29 via taxiways Exit 2, M and A1.
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point
runway 29 via Exit 2, M and A1.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed. In some cases it is also useful to let one aircraft follow the other:
<pre>GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.
</pre>
----

=== Intersection departure ===

Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits. Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

----

=== Special Situations (High Traffic, Slots, ...) ===

==== Slots ====

In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.

==== Opposite runway operations ====

At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

==== Mind the wingtip: Size matters to GND controllers ====

As GND controller, you have to watch out for the size of an aircraft. You have two indications for the aircraft size in Euroscope: The Letter "L/M/H/S" in the flight strip, and the precise aircraft type in the departure list or tag - an abbreviation which you might need to google, but you will learn over time.

* '''Light aircraft''' (L) need to go to stands, not to docks (you won't want to dock a Cessna, will you?). But "light" is not "light" - on some GAC aprons the aircraft has to be really light, especially when it comes to grass surface. Watch out to the aircraft type.
(A Cessna 172 taxiing in front of an A330:) Tower, confirm I should taxi before the Speedbird A330?
(Tower, smiling:) Confirmed, she's not hungry.

* '''Medium aircraft''' have a different trouble: Some of them (like the Beech 99, the Dash or the Avro RJ are medium, but they need stands. Others, not much bigger, like the Fokker 70 or 100, can dock at the gate, whereas others (like the A319), only a little bigger, usually dock. In doubt: ask the pilot. The medium category goes up to the most-frequent cruisers A320 and B737.

* '''Heavy aircraft''' are (almost) everything above: A330, B757, B767 and B747, the MD11 and the new B787. They almost exclusively dock, but there is another risk: Not all docks are suitable for heavies - ground charts tell you more. Look here to [[Vienna]] to see where you can park which birds.

* '''Superheavy aircraft''' is in fact only one: The A380. There are no suitable docks for A380's in Austria - they park on large stands. Take care with those albatrosses when issuing taxi instructions: Many taxiways (like L in Vienna) are simply not made for this wingspan. [[http://www.youtube.com/watch?v=zVIOCVg1G4E This]] could happen.

=== More Information ===
If you really want to study hard, then read the relevant sections for GND 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].

A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].

----

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

LOWW Primer

2017-06-11T07:37:00Z

Claus Faber: /* Restrictions to Ground Movement */

LOWW Primer

2017-06-11T07:36:30Z

Claus Faber: /* Restrictions to Ground Movement */

File:LOWW ILS29.jpg

2017-06-11T07:35:44Z

Claus Faber: uploaded a new version of "File:LOWW ILS29.jpg": added D3 and title

Intermediate holding points for ILS clearance if rwy 29 is active

File:LOWW ILS29.jpg

2017-06-11T07:33:01Z

Claus Faber: Intermediate holding points for ILS clearance if rwy 29 is active

Intermediate holding points for ILS clearance if rwy 29 is active

LOWW Primer

2017-06-11T07:32:19Z

Claus Faber: /* TWR Position */

LOWW Primer

2017-06-10T09:35:30Z

Claus Faber: /* Taxiing with 29-16 */

LOWW Primer

2017-06-10T09:30:50Z

Claus Faber: /* GND - Ground Position */

Study Guide:Ground

2017-06-09T12:00:33Z

Claus Faber: /* Push-back clearance */

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

= General =

Ground is responsible for all movements of aircraft on ground, except the movements on the runway. Ground takes over responsibility for Delivery if he is not online.

== What is Ground's job? ==
* Most aircraft (especially the large ones) have only very limited view. They cannot look back, and they can easily miss out a little Cessna under their nose in front of them. Therefore, '''Ground has to guide rolling aircraft as if they were (alsmost) blind'''.

* No aircraft knows, where to dock after landing. Therefore, '''Ground assigns gates''' to go to.

* No aircraft knows exactly, from where to take off. In fact, only Tower knows, but '''Ground is responsible to queue departing aircraft''' in the appropriate order.

* There are no fixed directions on where to taxi on an airport, and taxiways are too narrow to have traffic in both directions. Therefore, it is '''Ground's responsibility to maintain a traffic flow''' to avoid nasty nose-to-nose situations which (in real life) need a pushback car to resolve.

Your responsibility is strict: if you allow a plane to do something, the pilot can do without looking either way - you have to be sure the way is clear.

== How can Ground do this? ==

* by issuing approvals: If Ground says "... approved" then the pilot knows: He is allowed to do it in reasonable time. He does not need to do it in this very second. An approval contains "approved". Startup is an approval, as the pilot needs to follow his checklist before doing it. Pushback is an approval too.

* by issuing commands: A command does NOT use "approved" - it orders the pilot to perform a specific action. If he can't (because one engine just failed) he has to report. Caution: Commands are also clearances, and that means, that a pilot may follow the instruction without looking anywhere else (except straight ahead maybe).

== How to set up Ground's job ==

# First, contact your upstream controller and enquire the runway configuration: Where will departing aircraft take off and arriving aircraft land? You might need intermediate conversation, so you better "sit" in the same teamspeak room as your Tower.
# Second: make a plan on how to circle traffic: Which taxiway will you want to use which way to queue departing aircraft where? Which taxiways will you use for arriving aircraft? The trick is to have a pattern in mind that minimizes conflicts: The less crossings you have, the less you will have to pay attention on crashes. There is more information for specific airports [[Vienna|LOWW (Vienna)]] and [[LOWI_Primer|LOWI (Innsbruck)]].
# Third: Go online and do it.

== How to make Ground's life easy ==

There is a simple rule on how to make Ground's life easy: Make it easy for pilots. Imagine, they have just landed, they can't find their ground chart, still brake and retract and steer, and then you issue a taxi clearance that is 6 items long? Forget it. The less you order, the easier it is for them, and the easier it is for you.

How can you put this into practice? With a good traffic plan: How can traffic flow on your airport to have the least turns and the least conflicts? There are examples on the [[LOWW_Primer]] page on how to do it.

== Phraseology ==

=== Basic principles ===
The basic principles for [[Study_Guide:Radio_Telephony|Radio Telephony]] apply:

* You have first contact, you have messages with established contact, you have handover.
* You are responsible for all aircraft acting under your clearance or approval. If you have issued "pushback approved", then the space behind him is blocked in your mind - you must not clear anyone else to go into. If the guy does not push back and you want another aircraft taxi through, then you have to withdraw the pushback clearance.
* You are also responsible if anyone makes a mess and aircraft in contact with you have a problem with it: If a pilot takes a wrong turn, you have to act. This means: You have to monitor, if pilots comply.

==== Making contact ====
The pilot says hello by stating: Who, where, and the request:

AUA125: Wien Ground, servus. Austrian 125, Foxtrot 05 requesting Pushback.
GND: Austrian 125, Wien Ground. Pushback approved.
AUA125: Push approved, Austrian 125.

==== Start-up clearance ====

Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less. 

Austrian 125, start-up approved, (Temperature Minus 3)

==== Push-back clearance ====

Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back. 

Austrian 125, push-back approved

Push-back is an ''approval'' - pilots are free to do it whenever they are ready. This means two things:

1. It could take a while. This means: In busy conditions, you can't let that happen. For example, a pilot may be taxiing behind an aircraft which is slow to push back, creating an unwanted scenario.

Several options are available to solve this problem:

Austrian 125, immediate push-back approved.

(the pilot has to say "unable" if they still require time to program their FMC.)

Austrian 125, startup approved, call for push with running engines

(the pilot is ready for push and will have their engines already running prior to pushback.)

2. It also means, that the space behind the aircraft is reserved in your mind, as the Pilot may push whenever he is ready. You won't clear anyone to taxi behind this aircraft.

If the guy fell asleep instead of pushing, and you want another aircraft taxiing by, you have to cancel the pushback approval:

GND: Austrian 123, hold position, pushback cancelled (Aircraft taxiing behind).
AUA123: Holding position, Austrian 123.

Then you can clear anyone else to pass behind, and you have to issue a new pushback approval.

==== '''Combination of both phrases''' ====

During low traffic you can use these two phrases together 

Austrian 125, start(-up) and push(-back) approved

==== Taxi Instructions ====

Bear in mind: Taxi instructions are '''clearances''', that means: The pilot must and will do it regardless of other things - they don't have a great amount of choice. Don't clear anyone for taxiing around, without knowing that the path is safe for the aircraft. Aircraft won't stop at junctions and look left or right, so it's your job to ensure that pilots are aware of when to stop, or where to expect other aircraft.

The pilot will push back and start the aircraft's engines. As soon as he is ready for taxi they will call you:

AUA125: AUA125, ready for taxi.

Depending on traffic you can give him the taxi instruction to his departure runway:

GND: AUA125, taxi to holding point Rwy 16 via taxiline35, L and W, QNH 1019.
AUA125: Taxiing to holding point runway 16 via taxiline35, L and W, AUA125.

So, how do you maintain traffic flow at a busy airport, and still maintain safety? There are some options:

First is to clear the aircraft all the way, for the vacant path: "taxi to exit 32". "Taxi on E until intersection B4". But this is time-consuming and you loose overview, therefore creating unnecessary delays.

Second, and more elegant is the '''hold short''' argument:

GND: AUA125, hold short of taxiway L.
AUA125: Holding short of L, AUA125.

This means: The aircraft is cleared all the way to the holding point, but has to "hold short" (=to stop) in mid way '''for a condition which you specify'''. After that (that's the elegant part), they continues as cleared without further instructions.

* This could be only to "hold short" --> until you tell they "continue".
* It could be "give way to crossing B737 from your left to your right" --> the pilot will stop, wait for a passing 737 and continue.
* It could be "follow company B737 taxiing on L" --> the pilot will look out for a B737 of his own airline and follow them.
* It could be anything else, provided that the pilot is able to do it, like 1 minute or whatever.

The "Hold short" argument puts some '''burden on the pilot''': They must judge if they can meet the conditions given. If you tell a B747 to follow a C172, he might likely say "unable", as he is simply unable to see the small aircraft under his nose. As a controller, it is no good idea to tell pilots something they can't do (i.e. look behind) - pilots might oversee it and - bang.

Bear in mind that it is '''controllers' job to decide on wingspan room'''. Aircraft will taxi, and if you don't look out, [http://www.youtube.com/watch?v=ayCWSm1f9qk this] happens. If in doubt (as on VATSIM, you usually only have a scope and no window), warn the pilot and ask if he is able to pass without hitting anything.

At VATSIM, you sometimes meet pilots who apparently don't have charts and/or lose orientation - especially when it is dark and the scenery is bad. If a pilot starts sight-seeing, you can tell them to '''stop ("hold position")''' and to '''"expect progressive taxi"''', and that means: you taxi him step by step, and they is instructed to stop at every step. This is a good means to guide a lost aircraft around.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as the aircraft is conflict-free in your area of responsibility. This means, if no other aircraft can be in the way on his way to the runway. Example for LOWW: Suppose, rwy29 is for departure. GND will line up all aircraft on taxiway M facing East, and TWR will pick them from there. Hand them over to TWR as soon as they approach the queue.

GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!
AUA125:contacting Tower on frequency 118,10 bye!

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.
<pre>OEATD: request air taxi to Runway 29.
GND: OEATD, contact TWR for further instructions.
OEATD: Servus Wien Tower, request air taxi to Runway 29 via Exit 13 and M.
TWR: OEATD, air taxi to Runway 29 via Exit 13 and M. wind 280 deg 5 knots
OEATD: air taxi to Runway 29 via M.
</pre>
----

=== Ground Traffic Management ===

Bear in mind, that '''it is GND's job that they can taxi freely'''. If an aircraft has clearance, it can roll without looking anywhere else than straight ahead. You must see if the way is clear. But on a busy evening, you will have 5-10 aircraft taxiing at the same time. How you do this so that they don't bump into each other? It's called '''Ground Traffic Management'''.

To organize the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above.

There are a few tools which you can use:

====Taxiway configurations====
Only one aircraft can taxi on a taxiway, so you have to order the traffic flow. On larger airports, you set the rules where outbound and where inbound aircraft roll. For LOWW, there is a nice document by [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf Patrick Hrusa] (thanks!). For LOWI, there is a nice [[LOWI_Primer]] by Claus and Hermann.

====Step-by-step clearance====
A very secure, but time-consuming way to control. Clear the aircraft only as far as it is definitely clear:

GND: AUA251, taxi to intersection M via E.
GND: AUA251, taxi to Exit 9 via M.
GND: AUA251, taxi to gate D21 via Exit 9.

You need a lot of time and patience for this, and with more traffic, you will end up in an overload soon.

====Conditional clearance====
This provides much more flow, but you have to think in advance. See, which aircraft approach to where and give one of them a conditional clearance to stop some point and give way. Make sure that the condition is clear: a specific intersection, a precise plane from a precise direction, like this:

GND: AUA251, taxi to gate D21 via E, M and Exit 9, hold short M for company A320 turning on M from your right.

"Conditional clearance" means: AUA251 is free to taxi until its final clearance limit (D21), but stops inbetween until the condition is met, in this case: another Austrian A320 taxiing (presumably on D) and turning in before him. Then, he is free to continue without instruction. "Hold short" means: You are cleared to your destination, but you should stop inbetween.

====Intermediate instructions====
Sometimes, things go differently as expected: Aircraft stop to sort out checklists, or they speed up. You might need to re-clear or stop the plane, like:

GND: AUA251, hold position, say again: hold position
GND: AUA251, continue.
GND: AUA251, hold short intersection W for a B190 crossing from your right to your left.
GND: AUA251, gate change, taxi to gate F1 via M, Exit 12 and taxilane 34, hold short Exit 12 and give way to B737 crossing from left to right.

====Progressive Taxi====
Some pilots don't know how to taxi, and some don't know where to taxi, and they can drive you mad. To them, you can issue progressive taxi instructions:

GND: Leipzig Air 600, hold position, expect progressive taxi.
GND: Leipzig Air 600, turn next left hold next intersection.
GND: Leipzig Air 600, turn right, on third intersection left and hold.

Consider the following situation:

{| class="prettytable"
|-
| You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand B84.
|}

GND:DLH6KM taxi to stand C40 via taxiway D and L.
DLH6KM:Taxiing to stand C40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand B84, ready for taxi.
GND:LZB421, taxi taxiway M, hold short of taxiway L.
LZB421:taxiing via W holding short of L.

{| class="prettytable"
|-
| The aircraft are now both approaching the intersection L/W.
|}

GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue
taxi to holding point runway 29 via taxiways Exit 2, M and A1.
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point
runway 29 via Exit 2, M and A1.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed. In some cases it is also useful to let one aircraft follow the other:
<pre>GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.
</pre>
----

=== Intersection departure ===

Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits. Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

----

=== Special Situations (High Traffic, Slots, ...) ===

==== Slots ====

In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.

==== Opposite runway operations ====

At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

==== Mind the wingtip: Size matters to GND controllers ====

As GND controller, you have to watch out for the size of an aircraft. You have two indications for the aircraft size in Euroscope: The Letter "L/M/H/S" in the flight strip, and the precise aircraft type in the departure list or tag - an abbreviation which you might need to google, but you will learn over time.

* '''Light aircraft''' (L) need to go to stands, not to docks (you won't want to dock a Cessna, will you?). But "light" is not "light" - on some GAC aprons the aircraft has to be really light, especially when it comes to grass surface. Watch out to the aircraft type.
(A Cessna 172 taxiing in front of an A330:) Tower, confirm I should taxi before the Speedbird A330?
(Tower, smiling:) Confirmed, she's not hungry.

* '''Medium aircraft''' have a different trouble: Some of them (like the Beech 99, the Dash or the Avro RJ are medium, but they need stands. Others, not much bigger, like the Fokker 70 or 100, can dock at the gate, whereas others (like the A319), only a little bigger, usually dock. In doubt: ask the pilot. The medium category goes up to the most-frequent cruisers A320 and B737.

* '''Heavy aircraft''' are (almost) everything above: A330, B757, B767 and B747, the MD11 and the new B787. They almost exclusively dock, but there is another risk: Not all docks are suitable for heavies - ground charts tell you more. Look here to [[Vienna]] to see where you can park which birds.

* '''Superheavy aircraft''' is in fact only one: The A380. There are no suitable docks for A380's in Austria - they park on large stands. Take care with those albatrosses when issuing taxi instructions: Many taxiways (like L in Vienna) are simply not made for this wingspan. [[http://www.youtube.com/watch?v=zVIOCVg1G4E This]] could happen.

=== More Information ===
If you really want to study hard, then read the relevant sections for GND 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].

A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].

----

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Ground

2017-06-09T11:56:20Z

Claus Faber: /* Basic principles */

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

= General =

Ground is responsible for all movements of aircraft on ground, except the movements on the runway. Ground takes over responsibility for Delivery if he is not online.

== What is Ground's job? ==
* Most aircraft (especially the large ones) have only very limited view. They cannot look back, and they can easily miss out a little Cessna under their nose in front of them. Therefore, '''Ground has to guide rolling aircraft as if they were (alsmost) blind'''.

* No aircraft knows, where to dock after landing. Therefore, '''Ground assigns gates''' to go to.

* No aircraft knows exactly, from where to take off. In fact, only Tower knows, but '''Ground is responsible to queue departing aircraft''' in the appropriate order.

* There are no fixed directions on where to taxi on an airport, and taxiways are too narrow to have traffic in both directions. Therefore, it is '''Ground's responsibility to maintain a traffic flow''' to avoid nasty nose-to-nose situations which (in real life) need a pushback car to resolve.

Your responsibility is strict: if you allow a plane to do something, the pilot can do without looking either way - you have to be sure the way is clear.

== How can Ground do this? ==

* by issuing approvals: If Ground says "... approved" then the pilot knows: He is allowed to do it in reasonable time. He does not need to do it in this very second. An approval contains "approved". Startup is an approval, as the pilot needs to follow his checklist before doing it. Pushback is an approval too.

* by issuing commands: A command does NOT use "approved" - it orders the pilot to perform a specific action. If he can't (because one engine just failed) he has to report. Caution: Commands are also clearances, and that means, that a pilot may follow the instruction without looking anywhere else (except straight ahead maybe).

== How to set up Ground's job ==

# First, contact your upstream controller and enquire the runway configuration: Where will departing aircraft take off and arriving aircraft land? You might need intermediate conversation, so you better "sit" in the same teamspeak room as your Tower.
# Second: make a plan on how to circle traffic: Which taxiway will you want to use which way to queue departing aircraft where? Which taxiways will you use for arriving aircraft? The trick is to have a pattern in mind that minimizes conflicts: The less crossings you have, the less you will have to pay attention on crashes. There is more information for specific airports [[Vienna|LOWW (Vienna)]] and [[LOWI_Primer|LOWI (Innsbruck)]].
# Third: Go online and do it.

== How to make Ground's life easy ==

There is a simple rule on how to make Ground's life easy: Make it easy for pilots. Imagine, they have just landed, they can't find their ground chart, still brake and retract and steer, and then you issue a taxi clearance that is 6 items long? Forget it. The less you order, the easier it is for them, and the easier it is for you.

How can you put this into practice? With a good traffic plan: How can traffic flow on your airport to have the least turns and the least conflicts? There are examples on the [[LOWW_Primer]] page on how to do it.

== Phraseology ==

=== Basic principles ===
The basic principles for [[Study_Guide:Radio_Telephony|Radio Telephony]] apply:

* You have first contact, you have messages with established contact, you have handover.
* You are responsible for all aircraft acting under your clearance or approval. If you have issued "pushback approved", then the space behind him is blocked in your mind - you must not clear anyone else to go into. If the guy does not push back and you want another aircraft taxi through, then you have to withdraw the pushback clearance.
* You are also responsible if anyone makes a mess and aircraft in contact with you have a problem with it: If a pilot takes a wrong turn, you have to act. This means: You have to monitor, if pilots comply.

==== Making contact ====
The pilot says hello by stating: Who, where, and the request:

AUA125: Wien Ground, servus. Austrian 125, Foxtrot 05 requesting Pushback.
GND: Austrian 125, Wien Ground. Pushback approved.
AUA125: Push approved, Austrian 125.

==== Start-up clearance ====

Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less. 

Austrian 125, start-up approved, (Temperature Minus 3)

==== Push-back clearance ====

Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back. 

Austrian 125, push-back approved

Push-back is an ''approval'' - pilots are free to do it whenever they are ready. This means: It could take a while. This means: In busy conditions, you can't let that happen. For example, a pilot may be taxiing behind an aircraft which is slow to push back, creating an unwanted scenario. Several options are available to solve this problem:

Austrian 125, immediate push-back approved.

(the pilot has to say "unable" if they still require time to program their FMC.)

Austrian 125, startup approved, call for push with running engines

(the pilot is ready for push and will have their engines already running prior to pushback.)

==== '''Combination of both phrases''' ====

During low traffic you can use these two phrases together 

Austrian 125, start(-up) and push(-back) approved

==== Taxi Instructions ====

Bear in mind: Taxi instructions are '''clearances''', that means: The pilot must and will do it regardless of other things - they don't have a great amount of choice. Don't clear anyone for taxiing around, without knowing that the path is safe for the aircraft. Aircraft won't stop at junctions and look left or right, so it's your job to ensure that pilots are aware of when to stop, or where to expect other aircraft.

The pilot will push back and start the aircraft's engines. As soon as he is ready for taxi they will call you:

AUA125: AUA125, ready for taxi.

Depending on traffic you can give him the taxi instruction to his departure runway:

GND: AUA125, taxi to holding point Rwy 16 via taxiline35, L and W, QNH 1019.
AUA125: Taxiing to holding point runway 16 via taxiline35, L and W, AUA125.

So, how do you maintain traffic flow at a busy airport, and still maintain safety? There are some options:

First is to clear the aircraft all the way, for the vacant path: "taxi to exit 32". "Taxi on E until intersection B4". But this is time-consuming and you loose overview, therefore creating unnecessary delays.

Second, and more elegant is the '''hold short''' argument:

GND: AUA125, hold short of taxiway L.
AUA125: Holding short of L, AUA125.

This means: The aircraft is cleared all the way to the holding point, but has to "hold short" (=to stop) in mid way '''for a condition which you specify'''. After that (that's the elegant part), they continues as cleared without further instructions.

* This could be only to "hold short" --> until you tell they "continue".
* It could be "give way to crossing B737 from your left to your right" --> the pilot will stop, wait for a passing 737 and continue.
* It could be "follow company B737 taxiing on L" --> the pilot will look out for a B737 of his own airline and follow them.
* It could be anything else, provided that the pilot is able to do it, like 1 minute or whatever.

The "Hold short" argument puts some '''burden on the pilot''': They must judge if they can meet the conditions given. If you tell a B747 to follow a C172, he might likely say "unable", as he is simply unable to see the small aircraft under his nose. As a controller, it is no good idea to tell pilots something they can't do (i.e. look behind) - pilots might oversee it and - bang.

Bear in mind that it is '''controllers' job to decide on wingspan room'''. Aircraft will taxi, and if you don't look out, [http://www.youtube.com/watch?v=ayCWSm1f9qk this] happens. If in doubt (as on VATSIM, you usually only have a scope and no window), warn the pilot and ask if he is able to pass without hitting anything.

At VATSIM, you sometimes meet pilots who apparently don't have charts and/or lose orientation - especially when it is dark and the scenery is bad. If a pilot starts sight-seeing, you can tell them to '''stop ("hold position")''' and to '''"expect progressive taxi"''', and that means: you taxi him step by step, and they is instructed to stop at every step. This is a good means to guide a lost aircraft around.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as the aircraft is conflict-free in your area of responsibility. This means, if no other aircraft can be in the way on his way to the runway. Example for LOWW: Suppose, rwy29 is for departure. GND will line up all aircraft on taxiway M facing East, and TWR will pick them from there. Hand them over to TWR as soon as they approach the queue.

GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!
AUA125:contacting Tower on frequency 118,10 bye!

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.
<pre>OEATD: request air taxi to Runway 29.
GND: OEATD, contact TWR for further instructions.
OEATD: Servus Wien Tower, request air taxi to Runway 29 via Exit 13 and M.
TWR: OEATD, air taxi to Runway 29 via Exit 13 and M. wind 280 deg 5 knots
OEATD: air taxi to Runway 29 via M.
</pre>
----

=== Ground Traffic Management ===

Bear in mind, that '''it is GND's job that they can taxi freely'''. If an aircraft has clearance, it can roll without looking anywhere else than straight ahead. You must see if the way is clear. But on a busy evening, you will have 5-10 aircraft taxiing at the same time. How you do this so that they don't bump into each other? It's called '''Ground Traffic Management'''.

To organize the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above.

There are a few tools which you can use:

====Taxiway configurations====
Only one aircraft can taxi on a taxiway, so you have to order the traffic flow. On larger airports, you set the rules where outbound and where inbound aircraft roll. For LOWW, there is a nice document by [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf Patrick Hrusa] (thanks!). For LOWI, there is a nice [[LOWI_Primer]] by Claus and Hermann.

====Step-by-step clearance====
A very secure, but time-consuming way to control. Clear the aircraft only as far as it is definitely clear:

GND: AUA251, taxi to intersection M via E.
GND: AUA251, taxi to Exit 9 via M.
GND: AUA251, taxi to gate D21 via Exit 9.

You need a lot of time and patience for this, and with more traffic, you will end up in an overload soon.

====Conditional clearance====
This provides much more flow, but you have to think in advance. See, which aircraft approach to where and give one of them a conditional clearance to stop some point and give way. Make sure that the condition is clear: a specific intersection, a precise plane from a precise direction, like this:

GND: AUA251, taxi to gate D21 via E, M and Exit 9, hold short M for company A320 turning on M from your right.

"Conditional clearance" means: AUA251 is free to taxi until its final clearance limit (D21), but stops inbetween until the condition is met, in this case: another Austrian A320 taxiing (presumably on D) and turning in before him. Then, he is free to continue without instruction. "Hold short" means: You are cleared to your destination, but you should stop inbetween.

====Intermediate instructions====
Sometimes, things go differently as expected: Aircraft stop to sort out checklists, or they speed up. You might need to re-clear or stop the plane, like:

GND: AUA251, hold position, say again: hold position
GND: AUA251, continue.
GND: AUA251, hold short intersection W for a B190 crossing from your right to your left.
GND: AUA251, gate change, taxi to gate F1 via M, Exit 12 and taxilane 34, hold short Exit 12 and give way to B737 crossing from left to right.

====Progressive Taxi====
Some pilots don't know how to taxi, and some don't know where to taxi, and they can drive you mad. To them, you can issue progressive taxi instructions:

GND: Leipzig Air 600, hold position, expect progressive taxi.
GND: Leipzig Air 600, turn next left hold next intersection.
GND: Leipzig Air 600, turn right, on third intersection left and hold.

Consider the following situation:

{| class="prettytable"
|-
| You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand B84.
|}

GND:DLH6KM taxi to stand C40 via taxiway D and L.
DLH6KM:Taxiing to stand C40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand B84, ready for taxi.
GND:LZB421, taxi taxiway M, hold short of taxiway L.
LZB421:taxiing via W holding short of L.

{| class="prettytable"
|-
| The aircraft are now both approaching the intersection L/W.
|}

GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue
taxi to holding point runway 29 via taxiways Exit 2, M and A1.
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point
runway 29 via Exit 2, M and A1.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed. In some cases it is also useful to let one aircraft follow the other:
<pre>GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.
</pre>
----

=== Intersection departure ===

Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits. Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

----

=== Special Situations (High Traffic, Slots, ...) ===

==== Slots ====

In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.

==== Opposite runway operations ====

At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

==== Mind the wingtip: Size matters to GND controllers ====

As GND controller, you have to watch out for the size of an aircraft. You have two indications for the aircraft size in Euroscope: The Letter "L/M/H/S" in the flight strip, and the precise aircraft type in the departure list or tag - an abbreviation which you might need to google, but you will learn over time.

* '''Light aircraft''' (L) need to go to stands, not to docks (you won't want to dock a Cessna, will you?). But "light" is not "light" - on some GAC aprons the aircraft has to be really light, especially when it comes to grass surface. Watch out to the aircraft type.
(A Cessna 172 taxiing in front of an A330:) Tower, confirm I should taxi before the Speedbird A330?
(Tower, smiling:) Confirmed, she's not hungry.

* '''Medium aircraft''' have a different trouble: Some of them (like the Beech 99, the Dash or the Avro RJ are medium, but they need stands. Others, not much bigger, like the Fokker 70 or 100, can dock at the gate, whereas others (like the A319), only a little bigger, usually dock. In doubt: ask the pilot. The medium category goes up to the most-frequent cruisers A320 and B737.

* '''Heavy aircraft''' are (almost) everything above: A330, B757, B767 and B747, the MD11 and the new B787. They almost exclusively dock, but there is another risk: Not all docks are suitable for heavies - ground charts tell you more. Look here to [[Vienna]] to see where you can park which birds.

* '''Superheavy aircraft''' is in fact only one: The A380. There are no suitable docks for A380's in Austria - they park on large stands. Take care with those albatrosses when issuing taxi instructions: Many taxiways (like L in Vienna) are simply not made for this wingspan. [[http://www.youtube.com/watch?v=zVIOCVg1G4E This]] could happen.

=== More Information ===
If you really want to study hard, then read the relevant sections for GND 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].

A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].

----

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Ground

2017-06-09T11:53:06Z

Claus Faber: /* What is Ground's job? */

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

= General =

Ground is responsible for all movements of aircraft on ground, except the movements on the runway. Ground takes over responsibility for Delivery if he is not online.

== What is Ground's job? ==
* Most aircraft (especially the large ones) have only very limited view. They cannot look back, and they can easily miss out a little Cessna under their nose in front of them. Therefore, '''Ground has to guide rolling aircraft as if they were (alsmost) blind'''.

* No aircraft knows, where to dock after landing. Therefore, '''Ground assigns gates''' to go to.

* No aircraft knows exactly, from where to take off. In fact, only Tower knows, but '''Ground is responsible to queue departing aircraft''' in the appropriate order.

* There are no fixed directions on where to taxi on an airport, and taxiways are too narrow to have traffic in both directions. Therefore, it is '''Ground's responsibility to maintain a traffic flow''' to avoid nasty nose-to-nose situations which (in real life) need a pushback car to resolve.

Your responsibility is strict: if you allow a plane to do something, the pilot can do without looking either way - you have to be sure the way is clear.

== How can Ground do this? ==

* by issuing approvals: If Ground says "... approved" then the pilot knows: He is allowed to do it in reasonable time. He does not need to do it in this very second. An approval contains "approved". Startup is an approval, as the pilot needs to follow his checklist before doing it. Pushback is an approval too.

* by issuing commands: A command does NOT use "approved" - it orders the pilot to perform a specific action. If he can't (because one engine just failed) he has to report. Caution: Commands are also clearances, and that means, that a pilot may follow the instruction without looking anywhere else (except straight ahead maybe).

== How to set up Ground's job ==

# First, contact your upstream controller and enquire the runway configuration: Where will departing aircraft take off and arriving aircraft land? You might need intermediate conversation, so you better "sit" in the same teamspeak room as your Tower.
# Second: make a plan on how to circle traffic: Which taxiway will you want to use which way to queue departing aircraft where? Which taxiways will you use for arriving aircraft? The trick is to have a pattern in mind that minimizes conflicts: The less crossings you have, the less you will have to pay attention on crashes. There is more information for specific airports [[Vienna|LOWW (Vienna)]] and [[LOWI_Primer|LOWI (Innsbruck)]].
# Third: Go online and do it.

== How to make Ground's life easy ==

There is a simple rule on how to make Ground's life easy: Make it easy for pilots. Imagine, they have just landed, they can't find their ground chart, still brake and retract and steer, and then you issue a taxi clearance that is 6 items long? Forget it. The less you order, the easier it is for them, and the easier it is for you.

How can you put this into practice? With a good traffic plan: How can traffic flow on your airport to have the least turns and the least conflicts? There are examples on the [[LOWW_Primer]] page on how to do it.

== Phraseology ==

=== Basic principles ===
The basic principles for [[Study_Guide:Radio_Telephony|Radio Telephony]] apply:

* You have first contact, you have messages with established contact, you have handover.
* You are responsible for all aircraft acting under your clearance or approval. If you have issued "pushback approved", then the space behind him is blocked in your mind - you must not clear anyone else to go into. If the guy does not push back and you want another aircraft taxi through, then you have to withdraw the pushback clearance.
* You are also responsible if anyone makes a mess and aircraft in contact with you have a problem with it: If a pilot takes a wrong turn, you have to act. This means: You have to monitor, if pilots comply.

==== Start-up clearance ====

Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less. 

Austrian 125, start-up approved, (Temperature Minus 3)

==== Push-back clearance ====

Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back. 

Austrian 125, push-back approved

Push-back is an ''approval'' - pilots are free to do it whenever they are ready. This means: It could take a while. This means: In busy conditions, you can't let that happen. For example, a pilot may be taxiing behind an aircraft which is slow to push back, creating an unwanted scenario. Several options are available to solve this problem:

Austrian 125, immediate push-back approved.

(the pilot has to say "unable" if they still require time to program their FMC.)

Austrian 125, startup approved, call for push with running engines

(the pilot is ready for push and will have their engines already running prior to pushback.)

==== '''Combination of both phrases''' ====

During low traffic you can use these two phrases together 

Austrian 125, start(-up) and push(-back) approved

==== Taxi Instructions ====

Bear in mind: Taxi instructions are '''clearances''', that means: The pilot must and will do it regardless of other things - they don't have a great amount of choice. Don't clear anyone for taxiing around, without knowing that the path is safe for the aircraft. Aircraft won't stop at junctions and look left or right, so it's your job to ensure that pilots are aware of when to stop, or where to expect other aircraft.

The pilot will push back and start the aircraft's engines. As soon as he is ready for taxi they will call you:

AUA125: AUA125, ready for taxi.

Depending on traffic you can give him the taxi instruction to his departure runway:

GND: AUA125, taxi to holding point Rwy 16 via taxiline35, L and W, QNH 1019.
AUA125: Taxiing to holding point runway 16 via taxiline35, L and W, AUA125.

So, how do you maintain traffic flow at a busy airport, and still maintain safety? There are some options:

First is to clear the aircraft all the way, for the vacant path: "taxi to exit 32". "Taxi on E until intersection B4". But this is time-consuming and you loose overview, therefore creating unnecessary delays.

Second, and more elegant is the '''hold short''' argument:

GND: AUA125, hold short of taxiway L.
AUA125: Holding short of L, AUA125.

This means: The aircraft is cleared all the way to the holding point, but has to "hold short" (=to stop) in mid way '''for a condition which you specify'''. After that (that's the elegant part), they continues as cleared without further instructions.

* This could be only to "hold short" --> until you tell they "continue".
* It could be "give way to crossing B737 from your left to your right" --> the pilot will stop, wait for a passing 737 and continue.
* It could be "follow company B737 taxiing on L" --> the pilot will look out for a B737 of his own airline and follow them.
* It could be anything else, provided that the pilot is able to do it, like 1 minute or whatever.

The "Hold short" argument puts some '''burden on the pilot''': They must judge if they can meet the conditions given. If you tell a B747 to follow a C172, he might likely say "unable", as he is simply unable to see the small aircraft under his nose. As a controller, it is no good idea to tell pilots something they can't do (i.e. look behind) - pilots might oversee it and - bang.

Bear in mind that it is '''controllers' job to decide on wingspan room'''. Aircraft will taxi, and if you don't look out, [http://www.youtube.com/watch?v=ayCWSm1f9qk this] happens. If in doubt (as on VATSIM, you usually only have a scope and no window), warn the pilot and ask if he is able to pass without hitting anything.

At VATSIM, you sometimes meet pilots who apparently don't have charts and/or lose orientation - especially when it is dark and the scenery is bad. If a pilot starts sight-seeing, you can tell them to '''stop ("hold position")''' and to '''"expect progressive taxi"''', and that means: you taxi him step by step, and they is instructed to stop at every step. This is a good means to guide a lost aircraft around.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as the aircraft is conflict-free in your area of responsibility. This means, if no other aircraft can be in the way on his way to the runway. Example for LOWW: Suppose, rwy29 is for departure. GND will line up all aircraft on taxiway M facing East, and TWR will pick them from there. Hand them over to TWR as soon as they approach the queue.

GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!
AUA125:contacting Tower on frequency 118,10 bye!

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.
<pre>OEATD: request air taxi to Runway 29.
GND: OEATD, contact TWR for further instructions.
OEATD: Servus Wien Tower, request air taxi to Runway 29 via Exit 13 and M.
TWR: OEATD, air taxi to Runway 29 via Exit 13 and M. wind 280 deg 5 knots
OEATD: air taxi to Runway 29 via M.
</pre>
----

=== Ground Traffic Management ===

Bear in mind, that '''it is GND's job that they can taxi freely'''. If an aircraft has clearance, it can roll without looking anywhere else than straight ahead. You must see if the way is clear. But on a busy evening, you will have 5-10 aircraft taxiing at the same time. How you do this so that they don't bump into each other? It's called '''Ground Traffic Management'''.

To organize the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above.

There are a few tools which you can use:

====Taxiway configurations====
Only one aircraft can taxi on a taxiway, so you have to order the traffic flow. On larger airports, you set the rules where outbound and where inbound aircraft roll. For LOWW, there is a nice document by [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf Patrick Hrusa] (thanks!). For LOWI, there is a nice [[LOWI_Primer]] by Claus and Hermann.

====Step-by-step clearance====
A very secure, but time-consuming way to control. Clear the aircraft only as far as it is definitely clear:

GND: AUA251, taxi to intersection M via E.
GND: AUA251, taxi to Exit 9 via M.
GND: AUA251, taxi to gate D21 via Exit 9.

You need a lot of time and patience for this, and with more traffic, you will end up in an overload soon.

====Conditional clearance====
This provides much more flow, but you have to think in advance. See, which aircraft approach to where and give one of them a conditional clearance to stop some point and give way. Make sure that the condition is clear: a specific intersection, a precise plane from a precise direction, like this:

GND: AUA251, taxi to gate D21 via E, M and Exit 9, hold short M for company A320 turning on M from your right.

"Conditional clearance" means: AUA251 is free to taxi until its final clearance limit (D21), but stops inbetween until the condition is met, in this case: another Austrian A320 taxiing (presumably on D) and turning in before him. Then, he is free to continue without instruction. "Hold short" means: You are cleared to your destination, but you should stop inbetween.

====Intermediate instructions====
Sometimes, things go differently as expected: Aircraft stop to sort out checklists, or they speed up. You might need to re-clear or stop the plane, like:

GND: AUA251, hold position, say again: hold position
GND: AUA251, continue.
GND: AUA251, hold short intersection W for a B190 crossing from your right to your left.
GND: AUA251, gate change, taxi to gate F1 via M, Exit 12 and taxilane 34, hold short Exit 12 and give way to B737 crossing from left to right.

====Progressive Taxi====
Some pilots don't know how to taxi, and some don't know where to taxi, and they can drive you mad. To them, you can issue progressive taxi instructions:

GND: Leipzig Air 600, hold position, expect progressive taxi.
GND: Leipzig Air 600, turn next left hold next intersection.
GND: Leipzig Air 600, turn right, on third intersection left and hold.

Consider the following situation:

{| class="prettytable"
|-
| You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand B84.
|}

GND:DLH6KM taxi to stand C40 via taxiway D and L.
DLH6KM:Taxiing to stand C40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand B84, ready for taxi.
GND:LZB421, taxi taxiway M, hold short of taxiway L.
LZB421:taxiing via W holding short of L.

{| class="prettytable"
|-
| The aircraft are now both approaching the intersection L/W.
|}

GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue
taxi to holding point runway 29 via taxiways Exit 2, M and A1.
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point
runway 29 via Exit 2, M and A1.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed. In some cases it is also useful to let one aircraft follow the other:
<pre>GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.
</pre>
----

=== Intersection departure ===

Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits. Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

----

=== Special Situations (High Traffic, Slots, ...) ===

==== Slots ====

In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.

==== Opposite runway operations ====

At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

==== Mind the wingtip: Size matters to GND controllers ====

As GND controller, you have to watch out for the size of an aircraft. You have two indications for the aircraft size in Euroscope: The Letter "L/M/H/S" in the flight strip, and the precise aircraft type in the departure list or tag - an abbreviation which you might need to google, but you will learn over time.

* '''Light aircraft''' (L) need to go to stands, not to docks (you won't want to dock a Cessna, will you?). But "light" is not "light" - on some GAC aprons the aircraft has to be really light, especially when it comes to grass surface. Watch out to the aircraft type.
(A Cessna 172 taxiing in front of an A330:) Tower, confirm I should taxi before the Speedbird A330?
(Tower, smiling:) Confirmed, she's not hungry.

* '''Medium aircraft''' have a different trouble: Some of them (like the Beech 99, the Dash or the Avro RJ are medium, but they need stands. Others, not much bigger, like the Fokker 70 or 100, can dock at the gate, whereas others (like the A319), only a little bigger, usually dock. In doubt: ask the pilot. The medium category goes up to the most-frequent cruisers A320 and B737.

* '''Heavy aircraft''' are (almost) everything above: A330, B757, B767 and B747, the MD11 and the new B787. They almost exclusively dock, but there is another risk: Not all docks are suitable for heavies - ground charts tell you more. Look here to [[Vienna]] to see where you can park which birds.

* '''Superheavy aircraft''' is in fact only one: The A380. There are no suitable docks for A380's in Austria - they park on large stands. Take care with those albatrosses when issuing taxi instructions: Many taxiways (like L in Vienna) are simply not made for this wingspan. [[http://www.youtube.com/watch?v=zVIOCVg1G4E This]] could happen.

=== More Information ===
If you really want to study hard, then read the relevant sections for GND 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].

A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].

----

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Ground

2017-06-09T11:52:31Z

Claus Faber: /* What is Ground's job? */

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

= General =

Ground is responsible for all movements of aircraft on ground, except the movements on the runway. Ground takes over responsibility for Delivery if he is not online.

== What is Ground's job? ==
* Most aircraft (especially the large ones) have only very limited view. They cannot look back, and they can easily miss out a little Cessna under their nose in front of them. Therefore, '''Ground has to guide rolling aircraft as if they were (alsmost) blind'''.

* No aircraft knows, where to dock after landing. Therefore, '''Ground assigns gates''' to go to.

* No aircraft knows exactly, from where to take off. In fact, only Tower knows, but '''Ground is responsible to queue departing aircraft''' in the appropriate order.

* There are no fixed rolling paths on an airport, and taxiways are too narrow to have traffic in both directions. Therefore, it is '''Ground's responsibility to maintain a traffic flow''' to avoid nasty nose-to-nose situations which (in real life) need a pushback car to resolve.

Your responsibility is strict: if you allow a plane to do something, the pilot can do without looking either way - you have to be sure the way is clear.

== How can Ground do this? ==

* by issuing approvals: If Ground says "... approved" then the pilot knows: He is allowed to do it in reasonable time. He does not need to do it in this very second. An approval contains "approved". Startup is an approval, as the pilot needs to follow his checklist before doing it. Pushback is an approval too.

* by issuing commands: A command does NOT use "approved" - it orders the pilot to perform a specific action. If he can't (because one engine just failed) he has to report. Caution: Commands are also clearances, and that means, that a pilot may follow the instruction without looking anywhere else (except straight ahead maybe).

== How to set up Ground's job ==

# First, contact your upstream controller and enquire the runway configuration: Where will departing aircraft take off and arriving aircraft land? You might need intermediate conversation, so you better "sit" in the same teamspeak room as your Tower.
# Second: make a plan on how to circle traffic: Which taxiway will you want to use which way to queue departing aircraft where? Which taxiways will you use for arriving aircraft? The trick is to have a pattern in mind that minimizes conflicts: The less crossings you have, the less you will have to pay attention on crashes. There is more information for specific airports [[Vienna|LOWW (Vienna)]] and [[LOWI_Primer|LOWI (Innsbruck)]].
# Third: Go online and do it.

== How to make Ground's life easy ==

There is a simple rule on how to make Ground's life easy: Make it easy for pilots. Imagine, they have just landed, they can't find their ground chart, still brake and retract and steer, and then you issue a taxi clearance that is 6 items long? Forget it. The less you order, the easier it is for them, and the easier it is for you.

How can you put this into practice? With a good traffic plan: How can traffic flow on your airport to have the least turns and the least conflicts? There are examples on the [[LOWW_Primer]] page on how to do it.

== Phraseology ==

=== Basic principles ===
The basic principles for [[Study_Guide:Radio_Telephony|Radio Telephony]] apply:

* You have first contact, you have messages with established contact, you have handover.
* You are responsible for all aircraft acting under your clearance or approval. If you have issued "pushback approved", then the space behind him is blocked in your mind - you must not clear anyone else to go into. If the guy does not push back and you want another aircraft taxi through, then you have to withdraw the pushback clearance.
* You are also responsible if anyone makes a mess and aircraft in contact with you have a problem with it: If a pilot takes a wrong turn, you have to act. This means: You have to monitor, if pilots comply.

==== Start-up clearance ====

Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less. 

Austrian 125, start-up approved, (Temperature Minus 3)

==== Push-back clearance ====

Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back. 

Austrian 125, push-back approved

Push-back is an ''approval'' - pilots are free to do it whenever they are ready. This means: It could take a while. This means: In busy conditions, you can't let that happen. For example, a pilot may be taxiing behind an aircraft which is slow to push back, creating an unwanted scenario. Several options are available to solve this problem:

Austrian 125, immediate push-back approved.

(the pilot has to say "unable" if they still require time to program their FMC.)

Austrian 125, startup approved, call for push with running engines

(the pilot is ready for push and will have their engines already running prior to pushback.)

==== '''Combination of both phrases''' ====

During low traffic you can use these two phrases together 

Austrian 125, start(-up) and push(-back) approved

==== Taxi Instructions ====

Bear in mind: Taxi instructions are '''clearances''', that means: The pilot must and will do it regardless of other things - they don't have a great amount of choice. Don't clear anyone for taxiing around, without knowing that the path is safe for the aircraft. Aircraft won't stop at junctions and look left or right, so it's your job to ensure that pilots are aware of when to stop, or where to expect other aircraft.

The pilot will push back and start the aircraft's engines. As soon as he is ready for taxi they will call you:

AUA125: AUA125, ready for taxi.

Depending on traffic you can give him the taxi instruction to his departure runway:

GND: AUA125, taxi to holding point Rwy 16 via taxiline35, L and W, QNH 1019.
AUA125: Taxiing to holding point runway 16 via taxiline35, L and W, AUA125.

So, how do you maintain traffic flow at a busy airport, and still maintain safety? There are some options:

First is to clear the aircraft all the way, for the vacant path: "taxi to exit 32". "Taxi on E until intersection B4". But this is time-consuming and you loose overview, therefore creating unnecessary delays.

Second, and more elegant is the '''hold short''' argument:

GND: AUA125, hold short of taxiway L.
AUA125: Holding short of L, AUA125.

This means: The aircraft is cleared all the way to the holding point, but has to "hold short" (=to stop) in mid way '''for a condition which you specify'''. After that (that's the elegant part), they continues as cleared without further instructions.

* This could be only to "hold short" --> until you tell they "continue".
* It could be "give way to crossing B737 from your left to your right" --> the pilot will stop, wait for a passing 737 and continue.
* It could be "follow company B737 taxiing on L" --> the pilot will look out for a B737 of his own airline and follow them.
* It could be anything else, provided that the pilot is able to do it, like 1 minute or whatever.

The "Hold short" argument puts some '''burden on the pilot''': They must judge if they can meet the conditions given. If you tell a B747 to follow a C172, he might likely say "unable", as he is simply unable to see the small aircraft under his nose. As a controller, it is no good idea to tell pilots something they can't do (i.e. look behind) - pilots might oversee it and - bang.

Bear in mind that it is '''controllers' job to decide on wingspan room'''. Aircraft will taxi, and if you don't look out, [http://www.youtube.com/watch?v=ayCWSm1f9qk this] happens. If in doubt (as on VATSIM, you usually only have a scope and no window), warn the pilot and ask if he is able to pass without hitting anything.

At VATSIM, you sometimes meet pilots who apparently don't have charts and/or lose orientation - especially when it is dark and the scenery is bad. If a pilot starts sight-seeing, you can tell them to '''stop ("hold position")''' and to '''"expect progressive taxi"''', and that means: you taxi him step by step, and they is instructed to stop at every step. This is a good means to guide a lost aircraft around.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as the aircraft is conflict-free in your area of responsibility. This means, if no other aircraft can be in the way on his way to the runway. Example for LOWW: Suppose, rwy29 is for departure. GND will line up all aircraft on taxiway M facing East, and TWR will pick them from there. Hand them over to TWR as soon as they approach the queue.

GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!
AUA125:contacting Tower on frequency 118,10 bye!

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.
<pre>OEATD: request air taxi to Runway 29.
GND: OEATD, contact TWR for further instructions.
OEATD: Servus Wien Tower, request air taxi to Runway 29 via Exit 13 and M.
TWR: OEATD, air taxi to Runway 29 via Exit 13 and M. wind 280 deg 5 knots
OEATD: air taxi to Runway 29 via M.
</pre>
----

=== Ground Traffic Management ===

Bear in mind, that '''it is GND's job that they can taxi freely'''. If an aircraft has clearance, it can roll without looking anywhere else than straight ahead. You must see if the way is clear. But on a busy evening, you will have 5-10 aircraft taxiing at the same time. How you do this so that they don't bump into each other? It's called '''Ground Traffic Management'''.

To organize the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above.

There are a few tools which you can use:

====Taxiway configurations====
Only one aircraft can taxi on a taxiway, so you have to order the traffic flow. On larger airports, you set the rules where outbound and where inbound aircraft roll. For LOWW, there is a nice document by [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf Patrick Hrusa] (thanks!). For LOWI, there is a nice [[LOWI_Primer]] by Claus and Hermann.

====Step-by-step clearance====
A very secure, but time-consuming way to control. Clear the aircraft only as far as it is definitely clear:

GND: AUA251, taxi to intersection M via E.
GND: AUA251, taxi to Exit 9 via M.
GND: AUA251, taxi to gate D21 via Exit 9.

You need a lot of time and patience for this, and with more traffic, you will end up in an overload soon.

====Conditional clearance====
This provides much more flow, but you have to think in advance. See, which aircraft approach to where and give one of them a conditional clearance to stop some point and give way. Make sure that the condition is clear: a specific intersection, a precise plane from a precise direction, like this:

GND: AUA251, taxi to gate D21 via E, M and Exit 9, hold short M for company A320 turning on M from your right.

"Conditional clearance" means: AUA251 is free to taxi until its final clearance limit (D21), but stops inbetween until the condition is met, in this case: another Austrian A320 taxiing (presumably on D) and turning in before him. Then, he is free to continue without instruction. "Hold short" means: You are cleared to your destination, but you should stop inbetween.

====Intermediate instructions====
Sometimes, things go differently as expected: Aircraft stop to sort out checklists, or they speed up. You might need to re-clear or stop the plane, like:

GND: AUA251, hold position, say again: hold position
GND: AUA251, continue.
GND: AUA251, hold short intersection W for a B190 crossing from your right to your left.
GND: AUA251, gate change, taxi to gate F1 via M, Exit 12 and taxilane 34, hold short Exit 12 and give way to B737 crossing from left to right.

====Progressive Taxi====
Some pilots don't know how to taxi, and some don't know where to taxi, and they can drive you mad. To them, you can issue progressive taxi instructions:

GND: Leipzig Air 600, hold position, expect progressive taxi.
GND: Leipzig Air 600, turn next left hold next intersection.
GND: Leipzig Air 600, turn right, on third intersection left and hold.

Consider the following situation:

{| class="prettytable"
|-
| You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand B84.
|}

GND:DLH6KM taxi to stand C40 via taxiway D and L.
DLH6KM:Taxiing to stand C40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand B84, ready for taxi.
GND:LZB421, taxi taxiway M, hold short of taxiway L.
LZB421:taxiing via W holding short of L.

{| class="prettytable"
|-
| The aircraft are now both approaching the intersection L/W.
|}

GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue
taxi to holding point runway 29 via taxiways Exit 2, M and A1.
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point
runway 29 via Exit 2, M and A1.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed. In some cases it is also useful to let one aircraft follow the other:
<pre>GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.
</pre>
----

=== Intersection departure ===

Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits. Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

----

=== Special Situations (High Traffic, Slots, ...) ===

==== Slots ====

In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.

==== Opposite runway operations ====

At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

==== Mind the wingtip: Size matters to GND controllers ====

As GND controller, you have to watch out for the size of an aircraft. You have two indications for the aircraft size in Euroscope: The Letter "L/M/H/S" in the flight strip, and the precise aircraft type in the departure list or tag - an abbreviation which you might need to google, but you will learn over time.

* '''Light aircraft''' (L) need to go to stands, not to docks (you won't want to dock a Cessna, will you?). But "light" is not "light" - on some GAC aprons the aircraft has to be really light, especially when it comes to grass surface. Watch out to the aircraft type.
(A Cessna 172 taxiing in front of an A330:) Tower, confirm I should taxi before the Speedbird A330?
(Tower, smiling:) Confirmed, she's not hungry.

* '''Medium aircraft''' have a different trouble: Some of them (like the Beech 99, the Dash or the Avro RJ are medium, but they need stands. Others, not much bigger, like the Fokker 70 or 100, can dock at the gate, whereas others (like the A319), only a little bigger, usually dock. In doubt: ask the pilot. The medium category goes up to the most-frequent cruisers A320 and B737.

* '''Heavy aircraft''' are (almost) everything above: A330, B757, B767 and B747, the MD11 and the new B787. They almost exclusively dock, but there is another risk: Not all docks are suitable for heavies - ground charts tell you more. Look here to [[Vienna]] to see where you can park which birds.

* '''Superheavy aircraft''' is in fact only one: The A380. There are no suitable docks for A380's in Austria - they park on large stands. Take care with those albatrosses when issuing taxi instructions: Many taxiways (like L in Vienna) are simply not made for this wingspan. [[http://www.youtube.com/watch?v=zVIOCVg1G4E This]] could happen.

=== More Information ===
If you really want to study hard, then read the relevant sections for GND 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].

A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].

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'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

LOWW Primer

2017-06-09T11:28:59Z

Claus Faber: /* Documents */

LOWW Primer

2017-06-09T09:37:45Z

Claus Faber: /* Taxiing with 29-16 */

ATC academy

2017-06-09T09:35:39Z

Claus Faber: /* Special Airport Documents */

= General =

The ATC academy manages the education of VACC-Austria's permanent and visiting controllers. The main purpose consists of the training of new controllers, quality control of our active controllers, arrange CPT's and over the shoulder sessions. The current ATC academy management, can be found on our [http://www.vacc-austria.org/page/STAFF homepage]. 

Becoming a Controller is different from becoming a pilot at VATSIM. As pilot, you log on and fly - you might want to [http://www.vatsim.net/prc/ study documents] or do a [http://www.vatsim.net/pilots/ptd/ pilot training], but you don't need to. Becoming a Controller is different:
*You learn, you pass tests, you earn degrees that allow you to staff certain stations step by step.
*You are part of a team which works with you, shares opinions, has disputes and fun together.

Therefore, there is a formal path for your education. With these steps (defined in [http://www.vatsim.net/index.php?eID=tx_nawsecuredl&u=0&file=fileadmin/docs/ec/GRP_version201109.pdf&t=1330684189&hash=97721eda367ae7c9741c3e14d0bc31e8 VATSIM regulations]), it is ensured that you are able to do the job you want to do, and have fun together with fellow controllers and pilots.
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=== How to start your education ===

#[[How to become a VACC Austria Controller|How to become a VACC controller]] 
#[[How to become a visiting controller in the VACC Austria|How to become a visiting controller]] 

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=== How to become an Student 1 controller ===

===== Required theoretical lessons =====

#[[Study Guide:Basic Lesson|Basic lesson]]
#[[Eurotest|Eurotest]] under its new name: ATSim Test
#Theoretical lesson for the [[Study Guide:Delivery|clearance/delivery position]] 
#Theoretical lesson for [[Study Guide:Ground|ground control]]
 

*A lot of theory is done allready, now you have your first VATSIM controller rating and its time to gather some practical experience, well done. 

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===== Required practice lessons and trainings =====

#Practical lesson LOWS_DEL
#Staffing LOWS_DEL
#Practical lesson LOWW_GND
#Staffing LOWW_DEL/LOWW_GND
#Training high traffic procedures for ground controller

*Please note, additional training due to the traffic situation and your knowledge can be required.

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=== How to become an Student 2 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for [[Study Guide:Tower|tower control]]
#[[Eurotest|Eurotest]]

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===== Required practice lessons and trainings =====

#Practical lesson LOWS_TWR
#Practical lesson uncontrolled airfields (info station) 
#Staffing LOWS_TWR
#Practical lesson LOWW_TWR
#Tower [[Controller practical test|CPT]]
#Staffing LOWW_TWR
#Theoretical & practical lessons LOWG_TWR/LOWK_TWR/LOWL_TWR and LOWI_TWR 
#Staffing a tower of your choice 
#Training high traffic procedures for tower controller 
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] Tower

*Please note, additional training due to the traffic situation and your knowledge can be required.

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=== How to become an Student 3 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for [[Study Guide: Approach|approach and departure control]]
#[[Eurotest|Eurotest]]

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===== Required practice lessons and trainings =====

#Practical lesson LOWS_APP
#Practical lesson flight information service 
#Staffing LOWS_APP
#Practical lesson LOWW_APP
#Approach [[Controller practical test|CPT]]
#Staffing LOWW_APP
#Theoretical & practical lessons LOWG_APP/LOWK_APP/LOWL_APP and LOWI_APP
#Staffing an approach position of your choice
#Training high traffic procedures for approach controller
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] approach

*Please note, additional training due to the traffic situation and your knowledge can be required.

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=== How to become an C1 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for the [[Study Guide:Radar|center position]]
#[[Eurotest|Eurotest]]

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===== Required practice lessons and trainings =====

#Practical lesson LOVV_CTR
#Practical lesson flight information service 
#Center [[Controller practical test|CPT]] 
#Staffing an center position of your choice
#Training high traffic procedures for center controller
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] center

*Please note, additional training due to the traffic situation and your knowledge can be required.

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*Congratulations, your education is done. You are now free to staff ANY station within our airspace.

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= Library of ATC academy =

== General ==

Diese Bibliothek stellte eine Sammlung aller Trainingsdokumente in einer Bibliothek dar, jedes Dokument behandelt ein oder mehrere Themen, die in deiner Ausbildung von großer Bedeutung sein werden. Diese Dokumente werden überwiegend zum Selbststudium bereitgestellt, bei Fragen wende dich gerne an den Mentor oder an das [mailto:training@vacc-austria.org Trainings Team]. Wir wünschen viel Spaß beim Lesen.

===== Overview =====

# The [[Study Guide]] is the right place to start, especially...
# [[Training Checklist]] for the topics that should be covered in the relevant lessons.
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===== Documents for clearance/delivery controllers =====

# [[Study Guide:OBS]] for your first glance into Euroscope, radiotelephony and more.
#[[Study Guide:Delivery|Study guide clearance/delivery]]
#[[METAR|METAR guide]]
#[[Squawk Codes|Squawk codes]]

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===== Documents for ground controllers =====

#[[Study Guide:Ground|Study guide for ground controllers]]
#[[METAR|METAR guide]]

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===== Documents for tower controllers =====

#[[Study Guide:Tower|Study guide for tower controllers]]
#[[Reduced runway separation]]
#[[Special VFR|Special VFR procedures]]
#[[Night VFR|Night VFR procedures]]
#[[METAR|METAR guide]]
#[[Squawk Codes|Squawk codes ]]
#[[LOWI Primer]] for learning to control Innsbruck

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===== Documents for approach/departure controllers =====

#[[Study Guide: Approach|Study guide for approach/departure controllers]]
#[[Controlled visual flight rules|Controlled VFR procedures]]
#[[Night VFR|Night VFR procedures]]
#[[Special VFR|Special VFR procedures]]
#[[Flight Rule Changes|Flight rule change procedures]]
#[[METAR|METAR guide]]
#Letters of agreement

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===== Special Airport Documents =====
# [[LOWI_Primer]] for ATC in Innsbruck
# [[LOWW_Primer]] for ATC in Vienna (under construction)

#QRS LOWS
#QRS LOWW
#QRS LOWK
#QRS LOWL
#QRS LOWG
#QRS LOWI
#[[Wien Information|Wien Information ]]

===== Other documents =====

#[[Mentor/trainer|Role of a mentor]]
#[[Examiner/checker|Role of a examiner]]
#[[Controller_practical_test|Controller practical test (CPT)]]
#[[Over_the_shoulder|Over the shoulder (OTS)]]

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