<?xml version="1.0"?>
<feed xmlns="http://www.w3.org/2005/Atom" xml:lang="en">
	<id>https://wiki.vacc-austria.org/api.php?action=feedcontributions&amp;feedformat=atom&amp;user=Clemens+Moritz</id>
	<title>VACC Austria DokuWiki - User contributions [en]</title>
	<link rel="self" type="application/atom+xml" href="https://wiki.vacc-austria.org/api.php?action=feedcontributions&amp;feedformat=atom&amp;user=Clemens+Moritz"/>
	<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php/Special:Contributions/Clemens_Moritz"/>
	<updated>2026-04-07T16:16:05Z</updated>
	<subtitle>User contributions</subtitle>
	<generator>MediaWiki 1.35.9</generator>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=MediaWiki:Common.css&amp;diff=4675</id>
		<title>MediaWiki:Common.css</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=MediaWiki:Common.css&amp;diff=4675"/>
		<updated>2022-06-08T22:28:09Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: &lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;/**&lt;br /&gt;
&amp;lt;pre&amp;gt; */&lt;br /&gt;
 /***** BACKGROUND COLORS FOR NAMESPACES *****/&lt;br /&gt;
 &lt;br /&gt;
  /* Colour of pseudo NS Special (light grey) */&lt;br /&gt;
 &lt;br /&gt;
 .ns--2 #content, .ns--2 #p-cactions li, .ns--2 #p-cactions li a { background: #f4f4f4; }&lt;br /&gt;
 .ns--2 div.thumb { border-color: #f4f4f4; } &lt;br /&gt;
 &lt;br /&gt;
 /* Colour of NS Project + Project_talk (light sky blue) */&lt;br /&gt;
 &lt;br /&gt;
 .ns-4 #content, .ns-4 #p-cactions li, .ns-4 #p-cactions li a { background: #f8fcff; }&lt;br /&gt;
 .ns-4 div.thumb { border-color: #f8fcff; } &lt;br /&gt;
 &lt;br /&gt;
 .ns-5 #content, .ns-5 #p-cactions li, .ns-5 #p-cactions li a { background: #f8fcff; }&lt;br /&gt;
 .ns-5 div.thumb { border-color: #f8fcff; }&lt;br /&gt;
 &lt;br /&gt;
 /* Colour of NS MediaWiki + MediaWiki_talk (light grey) */&lt;br /&gt;
 &lt;br /&gt;
 .ns-8 #content, .ns-8 #p-cactions li, .ns-8 #p-cactions li a { background: #f4f4f4; }&lt;br /&gt;
 .ns-8 div.thumb { border-color: #f4f4f4; } &lt;br /&gt;
 &lt;br /&gt;
 .ns-9 #content, .ns-9 #p-cactions li, .ns-9 #p-cactions li a { background: #f4f4f4; }&lt;br /&gt;
 .ns-9 div.thumb { border-color: #f4f4f4; }&lt;br /&gt;
 &lt;br /&gt;
 /* Blue border for Public Domain namespaces.  This is currently NS Help (but NOT Help_talk) */&lt;br /&gt;
 &lt;br /&gt;
 .ns-12 #content { &lt;br /&gt;
    border: 2px solid #0000CC; border-right: none; &lt;br /&gt;
 &lt;br /&gt;
    background-image: url(http://upload.wikimedia.org/wikipedia/mediawiki/b/b8/PD-banner.png);&lt;br /&gt;
    background-repeat: no-repeat;&lt;br /&gt;
    background-position: right top;&lt;br /&gt;
  }&lt;br /&gt;
 &lt;br /&gt;
  .ns-12 #bodyContent {&lt;br /&gt;
    background-image: url(http://upload.wikimedia.org/wikipedia/mediawiki/6/67/PD-icon-faded.png);&lt;br /&gt;
    background-repeat: no-repeat;&lt;br /&gt;
    background-position: right 5em;&lt;br /&gt;
  }&lt;br /&gt;
 &lt;br /&gt;
 /* Colour of NS Manual + Manual_talk (light bluish violet) */&lt;br /&gt;
 &lt;br /&gt;
 .ns-100 #content, .ns-100 #p-cactions li, .ns-100 #p-cactions li a { background: #f3f3ff; }&lt;br /&gt;
 .ns-100 div.thumb { border-color: #f3f3ff; } &lt;br /&gt;
 &lt;br /&gt;
 .ns-101 #content, .ns-101 #p-cactions li, .ns-101 #p-cactions li a { background: #f3f3ff; }&lt;br /&gt;
 .ns-101 div.thumb { border-color: #f3f3ff; }&lt;br /&gt;
 &lt;br /&gt;
 /***** BACKGROUND AND BORDER COLORS FOR CONTENT  *****/&lt;br /&gt;
 &lt;br /&gt;
 /* Border colors */&lt;br /&gt;
 &lt;br /&gt;
 .borderc1 { border-color: #e9e9e9; border-width:thin; }  /* light grey */&lt;br /&gt;
 &lt;br /&gt;
 .borderc2 { border-color: #aaaaaa; border-width:thin; }  /* grey (as toc) */&lt;br /&gt;
 &lt;br /&gt;
 .borderc3 { border-color: #777777; border-width:thin; }  /* dark grey */&lt;br /&gt;
 &lt;br /&gt;
 .borderc4 { border-color: #000000; border-width:thin; }  /* black */&lt;br /&gt;
 &lt;br /&gt;
 .borderc5 { border-color: #c00000; border-width:thin; }  /* red */&lt;br /&gt;
 &lt;br /&gt;
 .borderc6 { border-color: #025e9d; border-width:thin; }  /* blue */&lt;br /&gt;
 &lt;br /&gt;
 .borderc7 { border-color: #008040; border-width:thin; }  /* green */&lt;br /&gt;
 &lt;br /&gt;
 .borderc8 { border-color: #ffcc00; border-width:thin; }  /* yellow */&lt;br /&gt;
 &lt;br /&gt;
 /* Background colors */&lt;br /&gt;
 &lt;br /&gt;
 .backgroundc1 { background-color: #ffffff; }  /* white */&lt;br /&gt;
 &lt;br /&gt;
 .backgroundc2 { background-color: #f9f9f9; }  /* light grey (as toc)  */&lt;br /&gt;
 &lt;br /&gt;
 .backgroundc3 { background-color: #eeeeee; }  /* light grey (headers) */ &lt;br /&gt;
 &lt;br /&gt;
 .backgroundc4 { background-color: #e0e0e0; }  /* more grey */&lt;br /&gt;
 &lt;br /&gt;
 .backgroundc5 { background-color: #d2d2d2; }  /* more grey */&lt;br /&gt;
 &lt;br /&gt;
 .backgroundc6 { background-color: #b7b7b7; }  /* more grey */&lt;br /&gt;
 &lt;br /&gt;
 .backgroundc7 { background-color: #a3a3a3; }  /* darker grey */&lt;br /&gt;
 &lt;br /&gt;
 /***** SOME OTHER SMALL THINGS *****/&lt;br /&gt;
 &lt;br /&gt;
 /* Give a bit of space to the TOC */&lt;br /&gt;
 &lt;br /&gt;
 #toc { margin: 1em 0; }&lt;br /&gt;
 &lt;br /&gt;
 /* Marking redirects in Special:Allpages  */&lt;br /&gt;
 &lt;br /&gt;
 .allpagesredirect { font-style: italic; }&lt;br /&gt;
 &lt;br /&gt;
 .watchlistredir { font-style: italic; }&lt;br /&gt;
 &lt;br /&gt;
 /* Bug 1583 Printing of thumbnails */&lt;br /&gt;
 &lt;br /&gt;
 div.tright { clear: right; }&lt;br /&gt;
 &lt;br /&gt;
 /* SideBoxes ([[:de:Wikipedia:TownBox|TB]]) */&lt;br /&gt;
 &lt;br /&gt;
 div.sideBox {&lt;br /&gt;
 	position: relative;&lt;br /&gt;
 	float: right;&lt;br /&gt;
 	background: white;&lt;br /&gt;
 	margin-left: 1em;&lt;br /&gt;
 	border: 1px solid gray;&lt;br /&gt;
 	padding: 0.3em;&lt;br /&gt;
 	width: 200px;&lt;br /&gt;
 	overflow: hidden;&lt;br /&gt;
 	clear: right;&lt;br /&gt;
 }&lt;br /&gt;
 div.sideBox dl {&lt;br /&gt;
 	padding: 0;&lt;br /&gt;
 	margin: 0 0 0.3em 0;&lt;br /&gt;
 	font-size: 96%;&lt;br /&gt;
 }&lt;br /&gt;
 div.sideBox dl dt {&lt;br /&gt;
 	background: none;&lt;br /&gt;
 	margin: 0.4em 0 0 0;&lt;br /&gt;
 }&lt;br /&gt;
 div.sideBox dl dd {&lt;br /&gt;
 	margin: 0.1em 0 0 1.1em;&lt;br /&gt;
 	background-color: #f3f3f3;&lt;br /&gt;
 }&lt;br /&gt;
 &lt;br /&gt;
/* Major warning - used on the main page template to warn against editing carelessly, but can be used elsewhere as well */&lt;br /&gt;
.majorwarning {&lt;br /&gt;
  background: yellow; &lt;br /&gt;
  padding: 0.3em; &lt;br /&gt;
  text-align: center; &lt;br /&gt;
  font-size: 125%; &lt;br /&gt;
  border: 2px solid red;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/******* MAIN PAGE STYLING **********/&lt;br /&gt;
 &lt;br /&gt;
#mainpage_topbox {&lt;br /&gt;
  background: #f9f9f9; &lt;br /&gt;
  padding: 0px; &lt;br /&gt;
  border: 1px solid #aaaaaa; &lt;br /&gt;
  margin: 0.2em 10px 10px;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.mainpage_boxtitle, .mainpage_hubtitle, #mainpage_pagetitle {&lt;br /&gt;
  font-size: 105%; &lt;br /&gt;
  padding: 0.4em; &lt;br /&gt;
  background-color: #eeeeee; &lt;br /&gt;
  border-bottom: 1px solid #aaaaaa; &lt;br /&gt;
 &lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.mainpage_boxtitle {&lt;br /&gt;
  line-height: 120%;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
#mainpage_pagetitle {&lt;br /&gt;
  color: #cf7606; &lt;br /&gt;
  font-size: 200% !important;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
#mainpage_sitelinks {&lt;br /&gt;
  padding: 0.2em; &lt;br /&gt;
  text-align: center;&lt;br /&gt;
  background-color: white;&lt;br /&gt;
}&lt;br /&gt;
.mainpage_hubtitle {&lt;br /&gt;
  text-align: center;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.mainpage_boxcontents, .mainpage_boxcontents_small {&lt;br /&gt;
  background: #ffffff;&lt;br /&gt;
  padding:0.2em 0.4em;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.mainpage_boxcontents_small {&lt;br /&gt;
  font-size: 95%;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.mainpage_hubbox, #mainpage_newscell, #mainpage_downloadcell {&lt;br /&gt;
  padding: 0;&lt;br /&gt;
  border: 1px solid #aaaaaa;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.mainpage_hubbox {&lt;br /&gt;
  margin-bottom: 0;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
#mainpage_newscell {&lt;br /&gt;
  margin-bottom: 15px;&lt;br /&gt;
  margin-top: 0 !important;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
#mainpage_newscell .mainpage_boxtitle {&lt;br /&gt;
    background-image: url(http://upload.wikimedia.org/wikipedia/commons/thumb/8/89/Exquisite-khelpcenter.png/20px-Exquisite-khelpcenter.png);&lt;br /&gt;
    background-repeat: no-repeat;&lt;br /&gt;
    background-position: 99% 0.3em;&lt;br /&gt;
    padding-right: 25px;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
#mainpage_downloadcell {&lt;br /&gt;
  width: 17em; &lt;br /&gt;
  margin-bottom: 5px; &lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
#mainpage_downloadcell .mainpage_boxtitle {&lt;br /&gt;
    background-image: url(http://upload.wikimedia.org/wikipedia/commons/thumb/5/5d/Crystal_Clear_action_build.png/18px-Crystal_Clear_action_build.png);&lt;br /&gt;
    background-repeat: no-repeat;&lt;br /&gt;
    background-position: 96% 0.33em;&lt;br /&gt;
    padding-right: 25px;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/* The words 'MediaWiki.org' in the title.*/&lt;br /&gt;
#mainpage_mwtitle {&lt;br /&gt;
  color: #005288;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/********* Extension Infobox Styling ***********/&lt;br /&gt;
 &lt;br /&gt;
.ext-infobox {&lt;br /&gt;
  border: 2px solid #aaaaaa;&lt;br /&gt;
  width: 272px; &lt;br /&gt;
  float: right; &lt;br /&gt;
  margin: 0 0 0.5em 0.5em; &lt;br /&gt;
  border-collapse: collapse; &lt;br /&gt;
  background-color: white;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.ext-infobox td {&lt;br /&gt;
  border: 2px none #aaaaaa;&lt;br /&gt;
  padding: 0.2em 0.5em;&lt;br /&gt;
  border-bottom: 1px solid #f0f0f0 !important;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.ext-header {&lt;br /&gt;
  background-color: #aaaaaa;&lt;br /&gt;
  color: white;&lt;br /&gt;
  text-align: left;&lt;br /&gt;
}&lt;br /&gt;
.ext-header td {&lt;br /&gt;
  padding-top: 0.5em;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.ext-header img {&lt;br /&gt;
  padding: 0 0.2em 0 0.5em;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.ext-status-unstable, .ext-status-unstable td {&lt;br /&gt;
  border-color: #990000;&lt;br /&gt;
}&lt;br /&gt;
.ext-status-unstable .ext-header {&lt;br /&gt;
  background-color: #990000;&lt;br /&gt;
  color: #ffff00;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.ext-status-experimental, .ext-status-experimental td {&lt;br /&gt;
  border-color: #CC6600;&lt;br /&gt;
}&lt;br /&gt;
.ext-status-experimental .ext-header {&lt;br /&gt;
  background-color: #CC6600;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.ext-status-beta, .ext-status-beta td {&lt;br /&gt;
  border-color: #000099;&lt;br /&gt;
}&lt;br /&gt;
.ext-status-beta .ext-header {&lt;br /&gt;
  background-color: #000099;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.ext-status-stable, .ext-status-stable td  {&lt;br /&gt;
  border-color: #009900;&lt;br /&gt;
}&lt;br /&gt;
.ext-status-stable .ext-header {&lt;br /&gt;
  background-color: #009900;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
 &lt;br /&gt;
  /**** prettify [[Extension Matrix]] ****/  &lt;br /&gt;
 &lt;br /&gt;
  .xm-table {&lt;br /&gt;
    border: 1px solid #666666;&lt;br /&gt;
    background-color: white;&lt;br /&gt;
  }&lt;br /&gt;
 &lt;br /&gt;
  .xm-table td, .xm-table th {&lt;br /&gt;
    vertical-align: top;&lt;br /&gt;
    text-align: left;&lt;br /&gt;
    border: none;&lt;br /&gt;
    background-color: #EEEEEE;&lt;br /&gt;
  }&lt;br /&gt;
 &lt;br /&gt;
  .xm-table th {&lt;br /&gt;
    font-weight: bold;&lt;br /&gt;
  }&lt;br /&gt;
 &lt;br /&gt;
  .xm-name { font-weight: bold; }&lt;br /&gt;
 &lt;br /&gt;
  .xm-status-unknown { color:#888888; }&lt;br /&gt;
  .xm-status-experimental { color:red; }&lt;br /&gt;
  .xm-status-beta { color:blue; }&lt;br /&gt;
  .xm-status-stable { color:green; }&lt;br /&gt;
 &lt;br /&gt;
  .xm-type-unknown { color:#888888; }&lt;br /&gt;
 &lt;br /&gt;
  .xm-name, .xm-status, .xm-type, .xm-version, .xm-updated { white-space: nowrap; }&lt;br /&gt;
 &lt;br /&gt;
  .xm-updated { font-size:80%; }&lt;br /&gt;
 &lt;br /&gt;
  .xm-alert { background-color: yellow; }&lt;br /&gt;
 &lt;br /&gt;
  td.xm-blank { background-color: inherit; }&lt;br /&gt;
  td.xm-updated { background-color: inherit; }&lt;br /&gt;
 &lt;br /&gt;
  td.xm-description { &lt;br /&gt;
    background-color: inherit;&lt;br /&gt;
    font-style: italic;&lt;br /&gt;
  }&lt;br /&gt;
 &lt;br /&gt;
  th.xm-blank, th.xm-updated, th.xm-description { &lt;br /&gt;
    background-color: inherit; &lt;br /&gt;
    padding-bottom:0.6ex;&lt;br /&gt;
    border-bottom: 1px solid #666666;&lt;br /&gt;
  }&lt;br /&gt;
 &lt;br /&gt;
  th.xm-description { &lt;br /&gt;
    font-style: italic;&lt;br /&gt;
  }&lt;br /&gt;
 &lt;br /&gt;
/** GENERAL PURPOSE PRETTY TABLES */&lt;br /&gt;
table.datatable {&lt;br /&gt;
	background-color: transparent;&lt;br /&gt;
}&lt;br /&gt;
table.datatable th, table.datatable td {&lt;br /&gt;
	padding: 4px;&lt;br /&gt;
}&lt;br /&gt;
table.datatable th {&lt;br /&gt;
	text-align: left;&lt;br /&gt;
	background-color: #999999;&lt;br /&gt;
}&lt;br /&gt;
table.datatable tr {&lt;br /&gt;
	background-color: #CCCCCC;&lt;br /&gt;
}&lt;br /&gt;
table.datatable tr:hover {&lt;br /&gt;
	background-color: #FFFFCC;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/* wikitable/prettytable class for skinning normal tables */&lt;br /&gt;
table.wikitable,&lt;br /&gt;
table.prettytable {&lt;br /&gt;
  margin: 1em 1em 1em 0;&lt;br /&gt;
  background: #f9f9f9;&lt;br /&gt;
  border: 1px #aaa solid;&lt;br /&gt;
  border-collapse: collapse;&lt;br /&gt;
  empty-cells:show;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
table.wikitable th, table.wikitable td,&lt;br /&gt;
table.prettytable th, table.prettytable td {&lt;br /&gt;
  border: 1px #aaa solid;&lt;br /&gt;
  padding: 0.2em 0.4em;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
table.wikitable th, table.wikitable td.hl3, table.wikitable th.hl3,&lt;br /&gt;
table.prettytable th, table.prettytable td.hl3, table.wikitable th.hl3 {&lt;br /&gt;
  background: #8da7d6;&lt;br /&gt;
  text-align: center;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
table.wikitable td.hl1, table.wikitable th.hl1,&lt;br /&gt;
table.prettytable td.hl1, table.wikitable th.hl1 {&lt;br /&gt;
  background: #c5d8fc;&lt;br /&gt;
  text-align: center;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
table.wikitable td.hl2, table.wikitable th.hl2,&lt;br /&gt;
table.prettytable td.hl2, table.wikitable th.hl2 {&lt;br /&gt;
  background: #a7c1f2;&lt;br /&gt;
  text-align: center;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
table.wikitable caption,&lt;br /&gt;
table.prettytable caption {&lt;br /&gt;
  margin-left: inherit;&lt;br /&gt;
  margin-right: inherit;&lt;br /&gt;
  font-weight: bold;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
 &lt;br /&gt;
/** Sidebar External Links **/&lt;br /&gt;
 &lt;br /&gt;
#n-browse-cvs a, #n-phpdoc a, #n-Mailing-list a {&lt;br /&gt;
	background: url(/skins-1.5/monobook/external.png) center right no-repeat;&lt;br /&gt;
	padding-right: 13px;&lt;br /&gt;
	color: #36b;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/* make the list of references look smaller */&lt;br /&gt;
ol.references {&lt;br /&gt;
   font-size: 100%;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.references-small { font-size: 90%;}&lt;br /&gt;
 &lt;br /&gt;
/* prevent ugly horizontal page expansion */&lt;br /&gt;
pre { overflow: auto; }&lt;br /&gt;
 &lt;br /&gt;
/**** Version box on [[Manual:Downloading MediaWiki]] ****/&lt;br /&gt;
 &lt;br /&gt;
#DownloadVersionBox {&lt;br /&gt;
  border: 2px solid black;&lt;br /&gt;
  border-collapse: collapse; &lt;br /&gt;
  margin: auto;&lt;br /&gt;
  width: 50%;&lt;br /&gt;
  color: black;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
#DownloadVersionBox td {&lt;br /&gt;
  border: 2px solid black;&lt;br /&gt;
  padding: 20px;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/*** More whitespace on search page ***/&lt;br /&gt;
.page-Special_Search #search {&lt;br /&gt;
  padding: 1em 0 2em 0;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.page-Special_Search #powersearch {&lt;br /&gt;
  border: 1px solid #CCCCCC;&lt;br /&gt;
  padding: 0.5em 0.5em;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.page-Special_Search #powersearch-namespaces {&lt;br /&gt;
  padding-left: 1em;&lt;br /&gt;
  margin: 0.7em 0;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.page-Special_Search #powersearch-namespaces label {&lt;br /&gt;
  white-space: nowrap;&lt;br /&gt;
  min-width: 8.4em;&lt;br /&gt;
  display: block;&lt;br /&gt;
  float: left;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/* Clear search button, but not check-boxes: */&lt;br /&gt;
.page-Special_Search br {&lt;br /&gt;
  clear: left;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/**&lt;br /&gt;
 * Cute little &amp;quot;tip&amp;quot; boxes&lt;br /&gt;
 */&lt;br /&gt;
div.tip {&lt;br /&gt;
    padding: 4px;&lt;br /&gt;
    margin-top: 4px;&lt;br /&gt;
    margin-bottom: 4px;&lt;br /&gt;
    min-height: 30px; /* IE users will hate this... */&lt;br /&gt;
}&lt;br /&gt;
div.tip-info {&lt;br /&gt;
    border: 1px solid #CC9933;&lt;br /&gt;
    background-color: #CCCC99;&lt;br /&gt;
}&lt;br /&gt;
div.tip-gotcha {&lt;br /&gt;
    border: 1px solid #CC0000;&lt;br /&gt;
    background-color: #CC6666;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/* Some styling for special page navigation */&lt;br /&gt;
 &lt;br /&gt;
.sp-cached {&lt;br /&gt;
    background-image: url(http://upload.wikimedia.org/wikipedia/commons/thumb/8/8c/Clock%20and%20warning.svg/20px-Clock%20and%20warning.svg);&lt;br /&gt;
    background-position: 5px 3px;&lt;br /&gt;
    background-repeat: no-repeat;&lt;br /&gt;
    padding: 4px 0 4px 30px;&lt;br /&gt;
    font-style: italic;&lt;br /&gt;
    color: #606000;&lt;br /&gt;
    margin: 0.3em 0;&lt;br /&gt;
 &lt;br /&gt;
    border: 1px solid #EEEE80;&lt;br /&gt;
    background-color: #FFFFE0;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.SpecialPageInfo {&lt;br /&gt;
    background-color: #f9f9f9;&lt;br /&gt;
    background-image: url(http://upload.wikimedia.org/wikipedia/commons/thumb/8/89/Exquisite-khelpcenter.png/35px-Exquisite-khelpcenter.png);&lt;br /&gt;
    background-position: 0.8em 0.5em;&lt;br /&gt;
    background-repeat: no-repeat;&lt;br /&gt;
 &lt;br /&gt;
    padding: 0.3em 0.5em 0.3em 5.0em;&lt;br /&gt;
 &lt;br /&gt;
    border-color: #025e9d; &lt;br /&gt;
    border-width: 1px; &lt;br /&gt;
    border-style: solid;&lt;br /&gt;
    border-bottom-width: medium;&lt;br /&gt;
 &lt;br /&gt;
    margin-bottom: 1em;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
#searchresulttext {&lt;br /&gt;
    background-image: url(http://upload.wikimedia.org/wikipedia/commons/thumb/f/f1/Exquisite-kfind.png/45px-Exquisite-kfind.png);&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.mw-viewprevnext {&lt;br /&gt;
  display: block;&lt;br /&gt;
  border: 1px solid #CCCCCC;&lt;br /&gt;
  background-color: #F9F9F2;&lt;br /&gt;
  padding: 0.2em 0.4em;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/* Language template */&lt;br /&gt;
 &lt;br /&gt;
.LanguageLinks {&lt;br /&gt;
    margin-top: 0.5em;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.LanguageLinks table {&lt;br /&gt;
    clear: both;&lt;br /&gt;
    border: 1px solid #aaaaaa;&lt;br /&gt;
    border-collapse: collapse;&lt;br /&gt;
    padding: 0.2em;&lt;br /&gt;
    margin: 0;&lt;br /&gt;
    font-size: 85%;&lt;br /&gt;
    margin: 0 1px;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.LanguageLinks span {&lt;br /&gt;
    white-space: nowrap;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/* Page headings used throughout the wiki (though not very much at the time of writing...) */ &lt;br /&gt;
.page-notice, .page-warning {&lt;br /&gt;
    border-width: 1px; &lt;br /&gt;
    border-style: solid;&lt;br /&gt;
 &lt;br /&gt;
    padding: 0.3em 0.5em;&lt;br /&gt;
    margin-bottom: 1em;&lt;br /&gt;
 &lt;br /&gt;
    width: 80%; &lt;br /&gt;
    margin-left: auto; &lt;br /&gt;
    margin-right: auto; &lt;br /&gt;
 &lt;br /&gt;
    text-align: center;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/* Used to add informative notices to the top of pages - BLUE */&lt;br /&gt;
.page-notice {&lt;br /&gt;
    background-color: #f9f9f9;&lt;br /&gt;
    border-color: #025e9d; &lt;br /&gt;
    text-align: left;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/* Used to add warning information to the top of pages - RED */&lt;br /&gt;
.page-warning {&lt;br /&gt;
    background-color: #ffffff;&lt;br /&gt;
    border-color: #c51919;&lt;br /&gt;
    border-width: 2px;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.pw-head {&lt;br /&gt;
    color: #c51919;&lt;br /&gt;
    font-weight: bold;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/* Coloured watchlist / Special:Recentchanges numbers */&lt;br /&gt;
.mw-plusminus-pos {&lt;br /&gt;
  color: #006400; /* darkgreen */&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/* .mw-plusminus-null currently at developer default */&lt;br /&gt;
 &lt;br /&gt;
.mw-plusminus-neg {&lt;br /&gt;
  color: #8B0000; /* darkred */&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/* extra buttons for edit dialog */&lt;br /&gt;
/* from commons:MediaWiki:Common.css */&lt;br /&gt;
 &lt;br /&gt;
.my-buttons {&lt;br /&gt;
   padding: 0.5em;&lt;br /&gt;
 }&lt;br /&gt;
.my-buttons a {&lt;br /&gt;
   color: black;&lt;br /&gt;
   background-color: #ccddee !important;&lt;br /&gt;
   font-weight: bold;&lt;br /&gt;
   font-size: 0.9em;&lt;br /&gt;
   text-decoration: none;&lt;br /&gt;
   border: thin #006699 outset;&lt;br /&gt;
   padding: 0 0.1em 0.1em 0.1em;&lt;br /&gt;
 }&lt;br /&gt;
.my-buttons a:hover, .my-buttons a:active {&lt;br /&gt;
   background-color: #bbccdd;&lt;br /&gt;
   border-style: inset;&lt;br /&gt;
 }&lt;br /&gt;
 &lt;br /&gt;
/* from [[User:Splarka/Help:Linked images]] */&lt;br /&gt;
.imagelink_wikilogo a {&lt;br /&gt;
  width:135px;&lt;br /&gt;
  height:135px;&lt;br /&gt;
  display:block;&lt;br /&gt;
  text-decoration:none;&lt;br /&gt;
  background-image: url(&amp;quot;http://upload.wikimedia.org/wikipedia/mediawiki/b/bc/Wiki.png&amp;quot;) &lt;br /&gt;
}&lt;br /&gt;
&lt;br /&gt;
.hidden {&lt;br /&gt;
  display:none&lt;br /&gt;
}&lt;br /&gt;
&lt;br /&gt;
/* Infobox template style */&lt;br /&gt;
.infobox {&lt;br /&gt;
    border: 1px solid #aaa;&lt;br /&gt;
    background-color: #f9f9f9;&lt;br /&gt;
    color: black;&lt;br /&gt;
    margin: 0.5em 0 0.5em 1em;&lt;br /&gt;
    padding: 0.2em;&lt;br /&gt;
    /* @noflip */&lt;br /&gt;
    float: right;&lt;br /&gt;
    /* @noflip */&lt;br /&gt;
    clear: right;&lt;br /&gt;
    text-align: left;&lt;br /&gt;
    font-size: 88%;&lt;br /&gt;
    line-height: 1.5em;&lt;br /&gt;
}&lt;br /&gt;
.infobox caption {&lt;br /&gt;
    font-size: 125%;&lt;br /&gt;
    font-weight: bold;&lt;br /&gt;
}&lt;br /&gt;
.infobox td,&lt;br /&gt;
.infobox th {&lt;br /&gt;
    vertical-align: top;&lt;br /&gt;
}&lt;br /&gt;
.infobox.bordered {&lt;br /&gt;
    border-collapse: collapse;&lt;br /&gt;
}&lt;br /&gt;
.infobox.bordered td,&lt;br /&gt;
.infobox.bordered th {&lt;br /&gt;
    border: 1px solid #aaa;&lt;br /&gt;
}&lt;br /&gt;
.infobox.bordered .borderless td,&lt;br /&gt;
.infobox.bordered .borderless th {&lt;br /&gt;
    border: 0;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.infobox.sisterproject {&lt;br /&gt;
    width: 20em;&lt;br /&gt;
    font-size: 90%;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.infobox.standard-talk {&lt;br /&gt;
    border: 1px solid #c0c090;&lt;br /&gt;
    background-color: #f8eaba;&lt;br /&gt;
}&lt;br /&gt;
.infobox.standard-talk.bordered td,&lt;br /&gt;
.infobox.standard-talk.bordered th {&lt;br /&gt;
    border: 1px solid #c0c090;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/* styles for bordered infobox with merged rows */&lt;br /&gt;
.infobox.bordered .mergedtoprow td,&lt;br /&gt;
.infobox.bordered .mergedtoprow th {&lt;br /&gt;
    border: 0;&lt;br /&gt;
    border-top: 1px solid #aaa;&lt;br /&gt;
    border-right: 1px solid #aaa;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.infobox.bordered .mergedrow td,&lt;br /&gt;
.infobox.bordered .mergedrow th {&lt;br /&gt;
    border: 0;&lt;br /&gt;
    border-right: 1px solid #aaa;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
/* Styles for geography infoboxes, eg countries,&lt;br /&gt;
   country subdivisions, cities, etc.            */&lt;br /&gt;
.infobox.geography {&lt;br /&gt;
    /* @noflip */&lt;br /&gt;
    text-align: left;&lt;br /&gt;
    border-collapse: collapse;&lt;br /&gt;
    line-height: 1.2em; &lt;br /&gt;
    font-size: 90%;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.infobox.geography  td,&lt;br /&gt;
.infobox.geography  th {&lt;br /&gt;
    border-top: 1px solid #aaa;&lt;br /&gt;
    padding: 0.4em 0.6em 0.4em 0.6em;&lt;br /&gt;
}&lt;br /&gt;
.infobox.geography .mergedtoprow td,&lt;br /&gt;
.infobox.geography .mergedtoprow th {&lt;br /&gt;
    border-top: 1px solid #aaa;&lt;br /&gt;
    padding: 0.4em 0.6em 0.2em 0.6em;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.infobox.geography .mergedrow td,&lt;br /&gt;
.infobox.geography .mergedrow th {&lt;br /&gt;
    border: 0;&lt;br /&gt;
    padding: 0 0.6em 0.2em 0.6em;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.infobox.geography .mergedbottomrow td,&lt;br /&gt;
.infobox.geography .mergedbottomrow th {&lt;br /&gt;
    border-top: 0;&lt;br /&gt;
    border-bottom: 1px solid #aaa;&lt;br /&gt;
    padding: 0 0.6em 0.4em 0.6em;&lt;br /&gt;
}&lt;br /&gt;
 &lt;br /&gt;
.infobox.geography .maptable td,&lt;br /&gt;
.infobox.geography .maptable th {&lt;br /&gt;
    border: 0;&lt;br /&gt;
    padding: 0;&lt;br /&gt;
}&lt;br /&gt;
&lt;br /&gt;
.mw-wiki-logo {&lt;br /&gt;
    background-size: contain;&lt;br /&gt;
}&lt;br /&gt;
&lt;br /&gt;
/** &amp;lt;/pre&amp;gt;&lt;br /&gt;
*/&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=4400</id>
		<title>Main Page</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=4400"/>
		<updated>2021-02-21T11:31:26Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: Changed protection level for &amp;quot;Main Page&amp;quot; ([Edit=⧼protect-level-main-page-edit⧽] (indefinite) [Move=⧼protect-level-main-page-edit⧽] (indefinite))&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Welcome to VACC Austria's DokuWiki  ==&lt;br /&gt;
&lt;br /&gt;
Hello and welcome to the documentation system of VACC Austria. We use this system to provide you the documentation you need to control or sometimes to fly in virtual Austrian airspace. If you have any question about Austrian airspace or our procedures then you should be good to find this information here.&lt;br /&gt;
But of course, such a project cannot be maintained by some few members - this project needs the help of everyone. So if you have some information that would fit into this Wiki then do not hesitate to add a new page or edit an existing. You have to be logged in for that, how to login is described later. If you need help on how to edit an article you can find all necessary information [[Help|Help]].&lt;br /&gt;
&lt;br /&gt;
== Overview  ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== About our Wiki  ===&lt;br /&gt;
&lt;br /&gt;
Currently there are {{NUMBEROFARTICLES}} Articles in this Wiki, which are maintained by {{NUMBEROFUSERS}} registered users. Until now they changed them {{NUMBEROFEDITS}} times. For a small overview about our Wiki we ask you to use following links:&lt;br /&gt;
&lt;br /&gt;
*[[Special:AllPages|Index of all pages]] &lt;br /&gt;
*[[Special:NewPages|New pages]] &lt;br /&gt;
*[[Special:Categories|Categories]]&lt;br /&gt;
&lt;br /&gt;
A complete list of automatically generated lists can be found [[Special:SpecialPages|here]].&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== How to enter this wiki  ===&lt;br /&gt;
&lt;br /&gt;
Everybody is allowed to read this wiki, but changes are only allowed for registered users of VACC Austria. Your personal login information can be requested on our [http://www.vacc-austria.org homepage], it is as the same as the login for our website.  Registering for our Wiki only is not possible. If you are logged in some pages are locked for editing too because they are system pages and can only be edited by our admins.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Important information and documents ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== '''Main airports in Austria:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Vienna]] ([[LOWW]]) &lt;br /&gt;
*[[Innsbruck]] ([[LOWI]]) &lt;br /&gt;
*[[Salzburg]] ([[LOWS]]) &lt;br /&gt;
*[[Linz]] ([[LOWL]]) &lt;br /&gt;
*[[Klagenfurt]] ([[LOWK]]) &lt;br /&gt;
*[[Graz]] ([[LOWG]])&lt;br /&gt;
&lt;br /&gt;
=== '''Letters of Agreement:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[https://downloads.vacc-austria.org/LoA/LoA_LOVV_LKAA_15FEB2017.pdf LKAA]&lt;br /&gt;
*[[LHCC]] &lt;br /&gt;
*[[EDDM]]&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== '''Documents for Pilots:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Example Flight]] &lt;br /&gt;
*[http://downloads.vacc-austria.org/Documents/VATSIM_mit_X-Plane.pdf XSquawkbox Quick Tutorial (german)]&lt;br /&gt;
&lt;br /&gt;
=== '''Documents for Controllers:'''  ===&lt;br /&gt;
*[[Study Guide:Euroscope]]&lt;br /&gt;
*[[Study Guide]] &lt;br /&gt;
*[[Squawk Codes]]&lt;br /&gt;
*[[ATC academy]]&lt;br /&gt;
*[[Flight Level Allocation Scheme]]&lt;br /&gt;
*[[Radio Procedures for Controllers]]&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{{Hide_in_print|__notoc__}}&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=4082</id>
		<title>Main Page</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=4082"/>
		<updated>2019-10-13T20:15:17Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: &lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Welcome to VACC Austria's DokuWiki  ==&lt;br /&gt;
&lt;br /&gt;
Hello and welcome to the documentation system of VACC Austria. We use this system to provide you the documentation you need to control or sometimes to fly in virtual Austrian airspace. If you have any question about Austrian airspace or our procedures then you should be good to find this information here.&lt;br /&gt;
But of course, such a project cannot be maintained by some few members - this project needs the help of everyone. So if you have some information that would fit into this Wiki then do not hesitate to add a new page or edit an existing. You have to be logged in for that, how to login is described later. If you need help on how to edit an article you can find all necessary information [[Help|Help]].&lt;br /&gt;
&lt;br /&gt;
== Overview  ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== About our Wiki  ===&lt;br /&gt;
&lt;br /&gt;
Currently there are {{NUMBEROFARTICLES}} Articles in this Wiki, which are maintained by {{NUMBEROFUSERS}} registered users. Until now they changed them {{NUMBEROFEDITS}} times. For a small overview about our Wiki we ask you to use following links:&lt;br /&gt;
&lt;br /&gt;
*[[Special:AllPages|Index of all pages]] &lt;br /&gt;
*[[Special:NewPages|New pages]] &lt;br /&gt;
*[[Special:Categories|Categories]]&lt;br /&gt;
&lt;br /&gt;
A complete list of automatically generated lists can be found [[Special:SpecialPages|here]].&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== How to enter this wiki  ===&lt;br /&gt;
&lt;br /&gt;
Everybody is allowed to read this wiki, but changes are only allowed for registered users of VACC Austria. Your personal login information can be requested on our [http://www.vacc-austria.org homepage], it is as the same as the login for our website.  Registering for our Wiki only is not possible. If you are logged in some pages are locked for editing too because they are system pages and can only be edited by our admins.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Important information and documents ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== '''Main airports in Austria:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Vienna]] ([[LOWW]]) &lt;br /&gt;
*[[Innsbruck]] ([[LOWI]]) &lt;br /&gt;
*[[Salzburg]] ([[LOWS]]) &lt;br /&gt;
*[[Linz]] ([[LOWL]]) &lt;br /&gt;
*[[Klagenfurt]] ([[LOWK]]) &lt;br /&gt;
*[[Graz]] ([[LOWG]])&lt;br /&gt;
&lt;br /&gt;
=== '''Letters of Agreement:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[https://downloads.vacc-austria.org/LoA/LoA_LOVV_LKAA_15FEB2017.pdf LKAA]&lt;br /&gt;
*[[LHCC]] &lt;br /&gt;
*[[EDDM]]&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== '''Documents for Pilots:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Example Flight]] &lt;br /&gt;
*[http://downloads.vacc-austria.org/Documents/VATSIM_mit_X-Plane.pdf XSquawkbox Quick Tutorial (german)]&lt;br /&gt;
&lt;br /&gt;
=== '''Documents for Controllers:'''  ===&lt;br /&gt;
*[[Study Guide:Euroscope]]&lt;br /&gt;
*[[Study Guide]] &lt;br /&gt;
*[[Squawk Codes]]&lt;br /&gt;
*[[ATC academy]]&lt;br /&gt;
*[[Flight Level Allocation Scheme]]&lt;br /&gt;
*[[Radio Procedures for Controllers]]&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{{Hide_in_print|__notoc__}}&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=4048</id>
		<title>Main Page</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=4048"/>
		<updated>2019-02-05T11:29:29Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Documents for Controllers: */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Welcome to VACC Austria's DokuWiki  ==&lt;br /&gt;
&lt;br /&gt;
Hello and welcome to the documentation system of VACC Austria. We use this system to provide you the documentation you need to control or sometimes to fly in virtual Austrian airspace. If you have any question about Austrian airspace or our procedures then you should be good to find this information here.&lt;br /&gt;
But of course, such a project cannot be maintained by some few members - this project needs the help of everyone. So if you have some information that would fit into this Wiki then do not hesitate to add a new page or edit an existing. You have to be logged in for that, how to login is described later. If you need help on how to edit an article you can find all necessary information [[Help|Help]].&lt;br /&gt;
&lt;br /&gt;
== Overview  ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== About our Wiki  ===&lt;br /&gt;
&lt;br /&gt;
Currently there are {{NUMBEROFARTICLES}} Articles in this Wiki, which are maintained by {{NUMBEROFUSERS}} registered users. Until now they changed them {{NUMBEROFEDITS}} times. For a small overview about our Wiki we ask you to use following links:&lt;br /&gt;
&lt;br /&gt;
*[[Special:AllPages|Index of all pages]] &lt;br /&gt;
*[[Special:NewPages|New pages]] &lt;br /&gt;
*[[Special:Categories|Categories]]&lt;br /&gt;
&lt;br /&gt;
A complete list of automatically generated lists can be found [[Special:SpecialPages|here]].&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== How to enter this wiki  ===&lt;br /&gt;
&lt;br /&gt;
Everybody is allowed to read this wiki, but changes are only allowed for registered users of VACC Austria. Your personal login information can be requested on our [http://www.vacc-austria.org homepage], it is as the same as the login for our website.  Registering for our Wiki only is not possible. If you are logged in some pages are locked for editing too because they are system pages and can only be edited by our admins.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Important information and documents ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== '''Main airports in Austria:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Vienna]] ([[LOWW]]) &lt;br /&gt;
*[[Innsbruck]] ([[LOWI]]) &lt;br /&gt;
*[[Salzburg]] ([[LOWS]]) &lt;br /&gt;
*[[Linz]] ([[LOWL]]) &lt;br /&gt;
*[[Klagenfurt]] ([[LOWK]]) &lt;br /&gt;
*[[Graz]] ([[LOWG]])&lt;br /&gt;
&lt;br /&gt;
=== '''Letters of Agreement:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[https://downloads.vacc-austria.org/LoA/LoA_LOVV_LKAA_15FEB2017.pdf LKAA]&lt;br /&gt;
*[[LHCC]] &lt;br /&gt;
*[[EDDM]]&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== '''Documents for Pilots:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Example Flight]] &lt;br /&gt;
*[http://downloads.vacc-austria.org/Documents/VATSIM_mit_X-Plane.pdf XSquawkbox Quick Tutorial (german)]&lt;br /&gt;
&lt;br /&gt;
=== '''Documents for Controllers:'''  ===&lt;br /&gt;
*[[Study Guide]] &lt;br /&gt;
*[[Squawk Codes]]&lt;br /&gt;
*[[ATC academy]]&lt;br /&gt;
*[[Flight Level Allocation Scheme]]&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{{Hide_in_print|__notoc__}}&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Level_Allocation_Scheme&amp;diff=4047</id>
		<title>Study Guide:Flight Level Allocation Scheme</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Level_Allocation_Scheme&amp;diff=4047"/>
		<updated>2019-02-05T11:29:10Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: Clemens Moritz moved page Study Guide:Flight Level Allocation Scheme to Flight Level Allocation Scheme: Move to main page&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;#REDIRECT [[Flight Level Allocation Scheme]]&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Flight_Level_Allocation_Scheme&amp;diff=4046</id>
		<title>Flight Level Allocation Scheme</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Flight_Level_Allocation_Scheme&amp;diff=4046"/>
		<updated>2019-02-05T11:29:10Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: Clemens Moritz moved page Study Guide:Flight Level Allocation Scheme to Flight Level Allocation Scheme: Move to main page&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;= List of flight level allocations within LOVV FIR =&lt;br /&gt;
&lt;br /&gt;
== Introduction ==&lt;br /&gt;
These lists provide a complete overview of all intersector handover levels within LOVV FIR.&lt;br /&gt;
&lt;br /&gt;
== Definitions ==&lt;br /&gt;
*from unit: the upstream unit that is delivering the flight.&lt;br /&gt;
*ADEP: aerodrome of departure.&lt;br /&gt;
*ADES: aerodrome of destination.&lt;br /&gt;
*via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.&lt;br /&gt;
*cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by &amp;quot;climbing&amp;quot; or &amp;quot;descending&amp;quot; as applicable except if stated otherwise in conditions.&lt;br /&gt;
*conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.&lt;br /&gt;
*HUFL: Highest usable flight level (sector's top vertical limit).&lt;br /&gt;
*LUFL: Lowest usable flight level (sector's bottom vertical limit).&lt;br /&gt;
&lt;br /&gt;
*AoR: area of responsibility (sector).&lt;br /&gt;
*MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.&lt;br /&gt;
*PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.&lt;br /&gt;
&lt;br /&gt;
*Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.&lt;br /&gt;
*Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.&lt;br /&gt;
&lt;br /&gt;
== Procedures ==&lt;br /&gt;
*General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.&lt;br /&gt;
*Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.&lt;br /&gt;
*Vertical handoff: Also called &amp;quot;bottom/ceiling&amp;quot; procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.&lt;br /&gt;
&lt;br /&gt;
== DEPARTURES ==&lt;br /&gt;
{| class=&amp;quot;wikitable&amp;quot;&lt;br /&gt;
| '''from unit''' || '''ADEP''' || '''via'''                   ||'''cleared level''' || '''conditions''' || '''to unit'''&lt;br /&gt;
|-&lt;br /&gt;
|LOWW_APP		||LOWW	||MEDIX/LUGEM/SOVIL/RUPET/OSPEN/DITIS	||240		||released||CTR&lt;br /&gt;
|-&lt;br /&gt;
|LOWW_APP		||LOAx		||||240		||||CTR&lt;br /&gt;
|-&lt;br /&gt;
|LOWW_APP		||LOXT		||||240		||||CTR&lt;br /&gt;
|-&lt;br /&gt;
|LOWW_APP		||LKTB		||||240		||bottom/ceiling||CTR&lt;br /&gt;
|-&lt;br /&gt;
|LOWW_APP		||LZIB		||||240		||bottom/ceiling||CTR&lt;br /&gt;
|-&lt;br /&gt;
|LOWW_APP		||LOWG		||||240		||bottom/ceiling||CTR&lt;br /&gt;
|-&lt;br /&gt;
|LOWW_APP		||LOWL		||||240		||bottom/ceiling||CTR&lt;br /&gt;
|-&lt;br /&gt;
|LOWI_APP		||LOWI		||||160		||bottom/ceiling||CTR&lt;br /&gt;
|-&lt;br /&gt;
|LOWI_APP		||LOWS	||DETSA	||160		||bottom/ceiling||CTR&lt;br /&gt;
|-&lt;br /&gt;
|LOWS_APP		||LOWS	||NEMAL/VERDA	||120		||bottom/ceiling||CTR&lt;br /&gt;
|-&lt;br /&gt;
|LOWS_APP		||LOWS	||LNZ	||120		||||LOWL_APP&lt;br /&gt;
|-&lt;br /&gt;
|LOWS_APP		||LOWS	||DETSA	||120		||||LOWI_APP&lt;br /&gt;
|-&lt;br /&gt;
|LOWG_APP		||LJMB		||||160		||bottom/ceiling||CTR&lt;br /&gt;
|-&lt;br /&gt;
|LOWG_APP		||LOWG		||||160		||bottom/ceiling||CTR&lt;br /&gt;
|-&lt;br /&gt;
|LOWK_APP		||LOWK	||	||160		||bottom/ceiling||CTR&lt;br /&gt;
|-&lt;br /&gt;
|LOWL_APP		||LOWL	||||160	||bottom/ceiling	||CTR&lt;br /&gt;
|-&lt;br /&gt;
|LOWL_APP		||LOWS	||	||160	||bottom/ceiling||CTR&lt;br /&gt;
|-&lt;br /&gt;
|CTR		||LOWG		||||220		||||LOWW_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR		||LOWL		||||240		||||LOWW_APP&lt;br /&gt;
|-&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
== ARRIVALS ==&lt;br /&gt;
{| class=&amp;quot;wikitable&amp;quot;&lt;br /&gt;
| '''from unit''' || '''ADES''' || '''via'''                   ||'''cleared level''' || '''conditions''' || '''to unit'''&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOWW	||MASUR	||170		||||LOWW_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOWW	||BARUG	||170		||||LOWW_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOWW	||NIGSI	||180		||||LOWW_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOWI		||||170		||bottom/ceiling||LOWI_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOWS	||MATIG	||170	||bottom/ceiling||LOWL_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOWS	||RASTA/NUBRA	||130		||bottom/ceiling||LOWS_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOWS	||SBG	||130		||bottom/ceiling||LOWS_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOWG	||(all except via MURA)	||170		||bottom/ceiling||LOWG_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOWG	||MURA	||130		||||LOWG_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOWL	||NEMAL/BUMUK	||130	||||LOWL_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOWL	||ADLET/LIMRA/STO/SITNI	||170	||bottom/ceiling||LOWL_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOAx	||MELK line	||170		||||LOWW_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOXT	||MELK line	||170		||||LOWW_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOAx	||PINKA line	||180		||||LOWW_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOXT	||PINKA line	||180		||||LOWW_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LZIB		||||210	||MELK/PINKA line FL240 or below	||LOWW_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LKTB		||||210	||MELK/PINKA line FL240 or below	||LOWW_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOWL		||||250	||bottom/ceiling	||LOWW_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LOWG		||||250	||bottom/ceiling	||LOWW_APP&lt;br /&gt;
|-&lt;br /&gt;
|CTR	||LJLJ	||RADLY	||170		||bottom/ceiling||LOWG_APP&lt;br /&gt;
|-&lt;br /&gt;
|LOWW_APP	||LOWL		||||170		||bottom/ceiling||LOWL_APP&lt;br /&gt;
|-&lt;br /&gt;
|LOWW_APP	||LOWG		||||160		||||LOWG_APP&lt;br /&gt;
|-&lt;br /&gt;
|LOWS_APP	||LOWI		||||120		||||LOWI_APP&lt;br /&gt;
|-&lt;br /&gt;
|LOWL_APP	||LOWS	||MATIG	||120		||||LOWS_APP&lt;br /&gt;
|-&lt;br /&gt;
|}&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=4045</id>
		<title>Main Page</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=4045"/>
		<updated>2019-02-05T11:27:23Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Important information and documents */ Reshuffled document section to make room for more items.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Welcome to VACC Austria's DokuWiki  ==&lt;br /&gt;
&lt;br /&gt;
Hello and welcome to the documentation system of VACC Austria. We use this system to provide you the documentation you need to control or sometimes to fly in virtual Austrian airspace. If you have any question about Austrian airspace or our procedures then you should be good to find this information here.&lt;br /&gt;
But of course, such a project cannot be maintained by some few members - this project needs the help of everyone. So if you have some information that would fit into this Wiki then do not hesitate to add a new page or edit an existing. You have to be logged in for that, how to login is described later. If you need help on how to edit an article you can find all necessary information [[Help|Help]].&lt;br /&gt;
&lt;br /&gt;
== Overview  ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== About our Wiki  ===&lt;br /&gt;
&lt;br /&gt;
Currently there are {{NUMBEROFARTICLES}} Articles in this Wiki, which are maintained by {{NUMBEROFUSERS}} registered users. Until now they changed them {{NUMBEROFEDITS}} times. For a small overview about our Wiki we ask you to use following links:&lt;br /&gt;
&lt;br /&gt;
*[[Special:AllPages|Index of all pages]] &lt;br /&gt;
*[[Special:NewPages|New pages]] &lt;br /&gt;
*[[Special:Categories|Categories]]&lt;br /&gt;
&lt;br /&gt;
A complete list of automatically generated lists can be found [[Special:SpecialPages|here]].&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== How to enter this wiki  ===&lt;br /&gt;
&lt;br /&gt;
Everybody is allowed to read this wiki, but changes are only allowed for registered users of VACC Austria. Your personal login information can be requested on our [http://www.vacc-austria.org homepage], it is as the same as the login for our website.  Registering for our Wiki only is not possible. If you are logged in some pages are locked for editing too because they are system pages and can only be edited by our admins.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Important information and documents ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== '''Main airports in Austria:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Vienna]] ([[LOWW]]) &lt;br /&gt;
*[[Innsbruck]] ([[LOWI]]) &lt;br /&gt;
*[[Salzburg]] ([[LOWS]]) &lt;br /&gt;
*[[Linz]] ([[LOWL]]) &lt;br /&gt;
*[[Klagenfurt]] ([[LOWK]]) &lt;br /&gt;
*[[Graz]] ([[LOWG]])&lt;br /&gt;
&lt;br /&gt;
=== '''Letters of Agreement:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[https://downloads.vacc-austria.org/LoA/LoA_LOVV_LKAA_15FEB2017.pdf LKAA]&lt;br /&gt;
*[[LHCC]] &lt;br /&gt;
*[[EDDM]]&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== '''Documents for Pilots:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Example Flight]] &lt;br /&gt;
*[http://downloads.vacc-austria.org/Documents/VATSIM_mit_X-Plane.pdf XSquawkbox Quick Tutorial (german)]&lt;br /&gt;
&lt;br /&gt;
=== '''Documents for Controllers:'''  ===&lt;br /&gt;
*[[Study Guide]] &lt;br /&gt;
*[[Squawk Codes]]&lt;br /&gt;
*[[ATC academy]]&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{{Hide_in_print|__notoc__}}&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=4000</id>
		<title>Main Page</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=4000"/>
		<updated>2018-06-22T21:06:55Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Letters of Agreement: */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Welcome to VACC Austria's DokuWiki  ==&lt;br /&gt;
&lt;br /&gt;
Hello and welcome to the documentation system of VACC Austria. We use this system to provide you the documentation you need to control or sometimes to fly in virtual Austrian airspace. If you have any question about Austrian airspace or our procedures then you should be good to find this information here.&lt;br /&gt;
But of course, such a project cannot be maintained by some few members - this project needs the help of everyone. So if you have some information that would fit into this Wiki then do not hesitate to add a new page or edit an existing. You have to be logged in for that, how to login is described later. If you need help on how to edit an article you can find all necessary information [[Help|Help]].&lt;br /&gt;
&lt;br /&gt;
== Overview  ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== About our Wiki  ===&lt;br /&gt;
&lt;br /&gt;
Currently there are {{NUMBEROFARTICLES}} Articles in this Wiki, which are maintained by {{NUMBEROFUSERS}} registered users. Until now they changed them {{NUMBEROFEDITS}} times. For a small overview about our Wiki we ask you to use following links:&lt;br /&gt;
&lt;br /&gt;
*[[Special:AllPages|Index of all pages]] &lt;br /&gt;
*[[Special:NewPages|New pages]] &lt;br /&gt;
*[[Special:Categories|Categories]]&lt;br /&gt;
&lt;br /&gt;
A complete list of automatically generated lists can be found [[Special:SpecialPages|here]].&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== How to enter this wiki  ===&lt;br /&gt;
&lt;br /&gt;
Everybody is allowed to read this wiki, but changes are only allowed for registered users of VACC Austria. Your personal login information can be requested on our [http://www.vacc-austria.org homepage], it is as the same as the login for our website.  Registering for our Wiki only is not possible. If you are logged in some pages are locked for editing too because they are system pages and can only be edited by our admins.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Important information and documents ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== '''Main airports in Austria:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Vienna]] ([[LOWW]]) &lt;br /&gt;
*[[Innsbruck]] ([[LOWI]]) &lt;br /&gt;
*[[Salzburg]] ([[LOWS]]) &lt;br /&gt;
*[[Linz]] ([[LOWL]]) &lt;br /&gt;
*[[Klagenfurt]] ([[LOWK]]) &lt;br /&gt;
*[[Graz]] ([[LOWG]])&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== '''Letters of Agreement:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[https://downloads.vacc-austria.org/LoA/LoA_LOVV_LKAA_15FEB2017.pdf LKAA]&lt;br /&gt;
*[[LHCC]] &lt;br /&gt;
*[[EDDM]]&lt;br /&gt;
&lt;br /&gt;
=== '''Some further interesting documents:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Example Flight]] &lt;br /&gt;
*[[Study Guide]] &lt;br /&gt;
*[[Squawk Codes]]&lt;br /&gt;
*[[ATC academy]] &lt;br /&gt;
*[http://downloads.vacc-austria.org/Documents/VATSIM_mit_X-Plane.pdf XSquawkbox Quick Tutorial (german)]&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{{Hide_in_print|__notoc__}}&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=3996</id>
		<title>Main Page</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=3996"/>
		<updated>2018-06-21T19:47:03Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Letters of Agreement: */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Welcome to VACC Austria's DokuWiki  ==&lt;br /&gt;
&lt;br /&gt;
Hello and welcome to the documentation system of VACC Austria. We use this system to provide you the documentation you need to control or sometimes to fly in virtual Austrian airspace. If you have any question about Austrian airspace or our procedures then you should be good to find this information here.&lt;br /&gt;
But of course, such a project cannot be maintained by some few members - this project needs the help of everyone. So if you have some information that would fit into this Wiki then do not hesitate to add a new page or edit an existing. You have to be logged in for that, how to login is described later. If you need help on how to edit an article you can find all necessary information [[Help|Help]].&lt;br /&gt;
&lt;br /&gt;
== Overview  ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== About our Wiki  ===&lt;br /&gt;
&lt;br /&gt;
Currently there are {{NUMBEROFARTICLES}} Articles in this Wiki, which are maintained by {{NUMBEROFUSERS}} registered users. Until now they changed them {{NUMBEROFEDITS}} times. For a small overview about our Wiki we ask you to use following links:&lt;br /&gt;
&lt;br /&gt;
*[[Special:AllPages|Index of all pages]] &lt;br /&gt;
*[[Special:NewPages|New pages]] &lt;br /&gt;
*[[Special:Categories|Categories]]&lt;br /&gt;
&lt;br /&gt;
A complete list of automatically generated lists can be found [[Special:SpecialPages|here]].&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== How to enter this wiki  ===&lt;br /&gt;
&lt;br /&gt;
Everybody is allowed to read this wiki, but changes are only allowed for registered users of VACC Austria. Your personal login information can be requested on our [http://www.vacc-austria.org homepage], it is as the same as the login for our website.  Registering for our Wiki only is not possible. If you are logged in some pages are locked for editing too because they are system pages and can only be edited by our admins.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Important information and documents ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== '''Main airports in Austria:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Vienna]] ([[LOWW]]) &lt;br /&gt;
*[[Innsbruck]] ([[LOWI]]) &lt;br /&gt;
*[[Salzburg]] ([[LOWS]]) &lt;br /&gt;
*[[Linz]] ([[LOWL]]) &lt;br /&gt;
*[[Klagenfurt]] ([[LOWK]]) &lt;br /&gt;
*[[Graz]] ([[LOWG]])&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== '''Letters of Agreement:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[LKAA]]&lt;br /&gt;
*[[LHCC]] &lt;br /&gt;
*[[EDDM]]&lt;br /&gt;
&lt;br /&gt;
=== '''Some further interesting documents:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Example Flight]] &lt;br /&gt;
*[[Study Guide]] &lt;br /&gt;
*[[Squawk Codes]]&lt;br /&gt;
*[[ATC academy]] &lt;br /&gt;
*[http://downloads.vacc-austria.org/Documents/VATSIM_mit_X-Plane.pdf XSquawkbox Quick Tutorial (german)]&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{{Hide_in_print|__notoc__}}&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=3258</id>
		<title>Main Page</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=3258"/>
		<updated>2015-11-09T07:41:13Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Letters of Agreement: */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Welcome to VACC Austria's DokuWiki  ==&lt;br /&gt;
&lt;br /&gt;
Hello and welcome to the documentation system of VACC Austria. We use this system to provide you the documentation you need to control or sometimes to fly in virtual Austrian airspace. If you have any question about Austrian airspace or our procedures then you should be good to find this information here.&lt;br /&gt;
But of course, such a project cannot be maintained by some few members - this project needs the help of everyone. So if you have some information that would fit into this Wiki then do not hesitate to add a new page or edit an existing. You have to be logged in for that, how to login is described later. If you need help on how to edit an article you can find all necessary information [[Help|Help]].&lt;br /&gt;
&lt;br /&gt;
== Overview  ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== About our Wiki  ===&lt;br /&gt;
&lt;br /&gt;
Currently there are {{NUMBEROFARTICLES}} Articles in this Wiki, which are maintained by {{NUMBEROFUSERS}} registered users. Until now they changed them {{NUMBEROFEDITS}} times. For a small overview about our Wiki we ask you to use following links:&lt;br /&gt;
&lt;br /&gt;
*[[Special:AllPages|Index of all pages]] &lt;br /&gt;
*[[Special:NewPages|New pages]] &lt;br /&gt;
*[[Special:Categories|Categories]]&lt;br /&gt;
&lt;br /&gt;
A complete list of automatically generated lists can be found [[Special:SpecialPages|here]].&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== How to enter this wiki  ===&lt;br /&gt;
&lt;br /&gt;
Everybody is allowed to read this wiki, but changes are only allowed for registered users of VACC Austria. Your personal login information can be requested on our [http://www.vacc-austria.org homepage], it is as the same as the login for our website.  Registering for our Wiki only is not possible. If you are logged in some pages are locked for editing too because they are system pages and can only be edited by our admins.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Important information and documents ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== '''Main airports in Austria:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Vienna]] ([[LOWW]]) &lt;br /&gt;
*[[Innsbruck]] ([[LOWI]]) &lt;br /&gt;
*[[Salzburg]] ([[LOWS]]) &lt;br /&gt;
*[[Linz]] ([[LOWL]]) &lt;br /&gt;
*[[Klagenfurt]] ([[LOWK]]) &lt;br /&gt;
*[[Graz]] ([[LOWG]])&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== '''Letters of Agreement:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[http://downloads.vacc-austria.org/LoA/LOVV-LKAA_20151109.pdf LKAA]&lt;br /&gt;
*[[LHCC]] &lt;br /&gt;
*[[EDDM]]&lt;br /&gt;
&lt;br /&gt;
=== '''Some further interesting documents:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Example Flight]] &lt;br /&gt;
*[[Study Guide]] &lt;br /&gt;
*[[Squawk Codes]]&lt;br /&gt;
*[[ATC academy]] &lt;br /&gt;
*[http://downloads.vacc-austria.org/Documents/VATSIM_mit_X-Plane.pdf XSquawkbox Quick Tutorial (german)]&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{{Hide_in_print|__notoc__}}&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=3257</id>
		<title>Main Page</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=3257"/>
		<updated>2015-11-09T07:24:43Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Letters of Agreement: */  Updated LOVV-LKAA LoA&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Welcome to VACC Austria's DokuWiki  ==&lt;br /&gt;
&lt;br /&gt;
Hello and welcome to the documentation system of VACC Austria. We use this system to provide you the documentation you need to control or sometimes to fly in virtual Austrian airspace. If you have any question about Austrian airspace or our procedures then you should be good to find this information here.&lt;br /&gt;
But of course, such a project cannot be maintained by some few members - this project needs the help of everyone. So if you have some information that would fit into this Wiki then do not hesitate to add a new page or edit an existing. You have to be logged in for that, how to login is described later. If you need help on how to edit an article you can find all necessary information [[Help|Help]].&lt;br /&gt;
&lt;br /&gt;
== Overview  ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== About our Wiki  ===&lt;br /&gt;
&lt;br /&gt;
Currently there are {{NUMBEROFARTICLES}} Articles in this Wiki, which are maintained by {{NUMBEROFUSERS}} registered users. Until now they changed them {{NUMBEROFEDITS}} times. For a small overview about our Wiki we ask you to use following links:&lt;br /&gt;
&lt;br /&gt;
*[[Special:AllPages|Index of all pages]] &lt;br /&gt;
*[[Special:NewPages|New pages]] &lt;br /&gt;
*[[Special:Categories|Categories]]&lt;br /&gt;
&lt;br /&gt;
A complete list of automatically generated lists can be found [[Special:SpecialPages|here]].&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== How to enter this wiki  ===&lt;br /&gt;
&lt;br /&gt;
Everybody is allowed to read this wiki, but changes are only allowed for registered users of VACC Austria. Your personal login information can be requested on our [http://www.vacc-austria.org homepage], it is as the same as the login for our website.  Registering for our Wiki only is not possible. If you are logged in some pages are locked for editing too because they are system pages and can only be edited by our admins.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Important information and documents ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== '''Main airports in Austria:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Vienna]] ([[LOWW]]) &lt;br /&gt;
*[[Innsbruck]] ([[LOWI]]) &lt;br /&gt;
*[[Salzburg]] ([[LOWS]]) &lt;br /&gt;
*[[Linz]] ([[LOWL]]) &lt;br /&gt;
*[[Klagenfurt]] ([[LOWK]]) &lt;br /&gt;
*[[Graz]] ([[LOWG]])&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== '''Letters of Agreement:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[http://downloads.vacc-austria.org/LoA/LKAA-LOVV_20151109.pdf LKAA]&lt;br /&gt;
*[[LHCC]] &lt;br /&gt;
*[[EDDM]]&lt;br /&gt;
&lt;br /&gt;
=== '''Some further interesting documents:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Example Flight]] &lt;br /&gt;
*[[Study Guide]] &lt;br /&gt;
*[[Squawk Codes]]&lt;br /&gt;
*[[ATC academy]] &lt;br /&gt;
*[http://downloads.vacc-austria.org/Documents/VATSIM_mit_X-Plane.pdf XSquawkbox Quick Tutorial (german)]&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{{Hide_in_print|__notoc__}}&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=SMS_Plugin&amp;diff=3065</id>
		<title>SMS Plugin</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=SMS_Plugin&amp;diff=3065"/>
		<updated>2014-07-26T13:10:33Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Installation */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;== General ==&lt;br /&gt;
The ''VACC-Austria Slot Management System Plugin'' has been designed to help controllers keep track of slots during events. It provides a list of slots and associated times and of aircraft at and around the airport. The information one controller enters into the system is communicated to the controllers around them such that they all have the same information available.&lt;br /&gt;
&lt;br /&gt;
The plugin comes with two modes: Simple and Event. Slot Information is provided via a text file that can be downloaded by VACC-Austria members in the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area].&lt;br /&gt;
== Prerequisites and Download ==&lt;br /&gt;
To use the current version of the plugin you need to have [http://www.euroscope.hu Euroscope] V3.2 installed. The current Version of the Plugin can be found in the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area] (login required).&lt;br /&gt;
== Installation ==&lt;br /&gt;
* Copy the files SMS.dll and SMS_Default.asr to a location of your choice.&lt;br /&gt;
* Some may need to install ''Visual C++ Redistributable for Visual Studio 2012'' which is packaged with the Plugin or may be downloaded from [http://www.microsoft.com/de-at/download/details.aspx?id=30679 here].&lt;br /&gt;
* Open Euroscope&lt;br /&gt;
* Go to ''Other SET'' &amp;amp;rarr; ''Plug-ins''&lt;br /&gt;
** Click on Load and locate the file SMS.dll&lt;br /&gt;
** The plugin should now be listed in the list of plugins. Click it again and make sure that ''SMS View'' and, if you want to use the SMS TAG items, ''Standard ES Radar Screen'' are listed unter ''Allowed to draw on types''.&lt;br /&gt;
** Close the Plug-ins Dialog&lt;br /&gt;
* After (!) loading the plugin go to ''Open SCT'' &amp;amp;rarr; ''Open ...'' and open the SMS_Default.asr&lt;br /&gt;
* You should now see a grid looking something like this:&lt;br /&gt;
[[File:EuroScope_v3.2_2014-07-24_20-00-31.png|frame|center]]&lt;br /&gt;
&lt;br /&gt;
== Usage ==&lt;br /&gt;
=== Configuration ===&lt;br /&gt;
[[File:EuroScope v3.2 2014-07-24 20-16-06.png|right|frame|150px]]The settings of the plugin can be changed in the ''CFG'' dialog that can be opened by clicking on the ''CFG'' or by directly editing the ASR file used. There you can switch between ''DEPARTURE'' and ''ARRIVAL'' view, change colors and adapt various other settings to your liking. Also you can chooose between the methods slots are inserted into the system.&lt;br /&gt;
&lt;br /&gt;
There are three ways to specify the slots displayed:&lt;br /&gt;
* ''Simple'' - Empty slots are created in a fixed time interval and can then be assigned by the controller&lt;br /&gt;
* ''Local'' - Event slots and bookings are loaded from a local file that is specified in the ASR file.&lt;br /&gt;
* ''Server'' - Event slots and bookings are loaded from the web.&lt;br /&gt;
&lt;br /&gt;
The easiest way to configure the system is by going to the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area]. The options are as follows:&lt;br /&gt;
* '''General options'''&lt;br /&gt;
** ''Event'' - If there is an upcoming event that uses slots and the slot booking period has passed, it will be shown here. Otherwise only the Simple Mode is available.&lt;br /&gt;
** ''Airport'' - Airport to be shown&lt;br /&gt;
** ''View'' - Specifies whether departure or arrival slots will be shown&lt;br /&gt;
* '''Advanced Options'''&lt;br /&gt;
** ''Local Folder'' - When using Server mode to retrieve slot information, necessary files will be save to this folder.&lt;br /&gt;
** ''Fontsize'' - Fontsize used&lt;br /&gt;
** ''Position top'' and ''Position left'' - Control the position of the slot grid within the ES radar screen&lt;br /&gt;
** ''Grid Height'' and ''Grid width'' - Control the space available for the slot grid&lt;br /&gt;
** ''Grid Space'' - Controls the space between the slot list and the aircraft list&lt;br /&gt;
Once you have set the right settings, download the file and open it via the ''Open SCT'' &amp;amp;rarr; ''Open ...'' dialog. &lt;br /&gt;
&lt;br /&gt;
More advanced options can accessed by editing the ASR file directly and they are also documented in the files that can be downloaded from the [http://www.vacc-austria.org VACC-Austria] homepage.&lt;br /&gt;
&lt;br /&gt;
=== Using the plugin ===&lt;br /&gt;
The display of the plugin is split into two lists: a list of the slots coming up in the near future on the left and a list of waiting aircraft on the right. The columns have the following meanings:&lt;br /&gt;
* ''NR'' - Slot number&lt;br /&gt;
* ''SLOT'' - Slot time&lt;br /&gt;
* ''CS'' - Callsign&lt;br /&gt;
* ''RWY'' - Assigned runway&lt;br /&gt;
* For Arrivals:&lt;br /&gt;
** ''EST'' - Estimated time of arrival&lt;br /&gt;
** ''DIFF'' - Difference of ETA to Slot time&lt;br /&gt;
* For Departures:&lt;br /&gt;
** ''GNR'' - Gate number the aircraft is currently occupying&lt;br /&gt;
** ''CL'' - Recommended latest time to issue clearance&lt;br /&gt;
** ''SU'' - Recommended latest time to issue start-up/push-back clearance&lt;br /&gt;
** ''TX'' - Recommended latest time to issue taxi clearance&lt;br /&gt;
Slots can be assigned by dragging an aircraft callsign onto the desired slot, either from the waiting aircraft list, or from another slot.&lt;br /&gt;
&lt;br /&gt;
The following picture gives you an overview over the information displayed:&lt;br /&gt;
[[File:EuroScope SMS in use.png|center|frame]]&lt;br /&gt;
&lt;br /&gt;
The information one controller enters into the system is relayed to the other controllers using the scratchpad of the respective aircraft. In order for this feature to work, all controllers need to use the same configuration of the slot plugin.&lt;br /&gt;
&lt;br /&gt;
== Additional Features ==&lt;br /&gt;
The SMS plugin provides the following TAG items:&lt;br /&gt;
* ''Slot Time'' - Time of the slot&lt;br /&gt;
* ''Time to Slot'' - Time difference to the slot in minutes. Negative numbers indicate slots that are in the future, positive numbers indicate that the slot time has passed.&lt;br /&gt;
These items can be used both in lists, to which they can be added by clicking on the ''S'' symbol, or in tags that can be edited in the ''Open SCT'' &amp;amp;rarr; ''TAG editor ...'' dialog.[[File:EuroScope SMS list config.png|center|frame]]&lt;br /&gt;
&lt;br /&gt;
== Version and Known Issues ==&lt;br /&gt;
This guide has last been updated for SMS Plugin V1.2 for Euroscope V3.2.&lt;br /&gt;
* If you get a message &amp;quot;Failed to load plugin DLL&amp;quot;, make sure that you have [http://www.microsoft.com/de-at/download/details.aspx?id=30679 ''Visual C++ Redistributable for Visual Studio 2012''] installed.&lt;br /&gt;
* Opening multiple ASR files can lead to incorrect display of slot times in TAGs.&lt;br /&gt;
* Switching from DEPARTURE to ARRIVAL mode will transfer departure slots over to arrival slots.&lt;br /&gt;
&lt;br /&gt;
== Reporting Bugs ==&lt;br /&gt;
If you find a bug in the plugin or have any other questions regarging its use, please don't hesitate to contact us via the [http://www.vacc-austria.org/?page=content/contact contact form].&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=SMS_Plugin&amp;diff=3064</id>
		<title>SMS Plugin</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=SMS_Plugin&amp;diff=3064"/>
		<updated>2014-07-26T13:10:17Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Version and Known Issues */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;== General ==&lt;br /&gt;
The ''VACC-Austria Slot Management System Plugin'' has been designed to help controllers keep track of slots during events. It provides a list of slots and associated times and of aircraft at and around the airport. The information one controller enters into the system is communicated to the controllers around them such that they all have the same information available.&lt;br /&gt;
&lt;br /&gt;
The plugin comes with two modes: Simple and Event. Slot Information is provided via a text file that can be downloaded by VACC-Austria members in the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area].&lt;br /&gt;
== Prerequisites and Download ==&lt;br /&gt;
To use the current version of the plugin you need to have [http://www.euroscope.hu Euroscope] V3.2 installed. The current Version of the Plugin can be found in the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area] (login required).&lt;br /&gt;
== Installation ==&lt;br /&gt;
* Copy the files SMS.dll and SMS_Default.asr to a location of your choice.&lt;br /&gt;
* Some may need to install ''Visual C++ Redistributable für Visual Studio 2012'' which is packaged with the Plugin or may be downloaded from [http://www.microsoft.com/de-at/download/details.aspx?id=30679 here].&lt;br /&gt;
* Open Euroscope&lt;br /&gt;
* Go to ''Other SET'' &amp;amp;rarr; ''Plug-ins''&lt;br /&gt;
** Click on Load and locate the file SMS.dll&lt;br /&gt;
** The plugin should now be listed in the list of plugins. Click it again and make sure that ''SMS View'' and, if you want to use the SMS TAG items, ''Standard ES Radar Screen'' are listed unter ''Allowed to draw on types''.&lt;br /&gt;
** Close the Plug-ins Dialog&lt;br /&gt;
* After (!) loading the plugin go to ''Open SCT'' &amp;amp;rarr; ''Open ...'' and open the SMS_Default.asr&lt;br /&gt;
* You should now see a grid looking something like this:&lt;br /&gt;
[[File:EuroScope_v3.2_2014-07-24_20-00-31.png|frame|center]]&lt;br /&gt;
&lt;br /&gt;
== Usage ==&lt;br /&gt;
=== Configuration ===&lt;br /&gt;
[[File:EuroScope v3.2 2014-07-24 20-16-06.png|right|frame|150px]]The settings of the plugin can be changed in the ''CFG'' dialog that can be opened by clicking on the ''CFG'' or by directly editing the ASR file used. There you can switch between ''DEPARTURE'' and ''ARRIVAL'' view, change colors and adapt various other settings to your liking. Also you can chooose between the methods slots are inserted into the system.&lt;br /&gt;
&lt;br /&gt;
There are three ways to specify the slots displayed:&lt;br /&gt;
* ''Simple'' - Empty slots are created in a fixed time interval and can then be assigned by the controller&lt;br /&gt;
* ''Local'' - Event slots and bookings are loaded from a local file that is specified in the ASR file.&lt;br /&gt;
* ''Server'' - Event slots and bookings are loaded from the web.&lt;br /&gt;
&lt;br /&gt;
The easiest way to configure the system is by going to the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area]. The options are as follows:&lt;br /&gt;
* '''General options'''&lt;br /&gt;
** ''Event'' - If there is an upcoming event that uses slots and the slot booking period has passed, it will be shown here. Otherwise only the Simple Mode is available.&lt;br /&gt;
** ''Airport'' - Airport to be shown&lt;br /&gt;
** ''View'' - Specifies whether departure or arrival slots will be shown&lt;br /&gt;
* '''Advanced Options'''&lt;br /&gt;
** ''Local Folder'' - When using Server mode to retrieve slot information, necessary files will be save to this folder.&lt;br /&gt;
** ''Fontsize'' - Fontsize used&lt;br /&gt;
** ''Position top'' and ''Position left'' - Control the position of the slot grid within the ES radar screen&lt;br /&gt;
** ''Grid Height'' and ''Grid width'' - Control the space available for the slot grid&lt;br /&gt;
** ''Grid Space'' - Controls the space between the slot list and the aircraft list&lt;br /&gt;
Once you have set the right settings, download the file and open it via the ''Open SCT'' &amp;amp;rarr; ''Open ...'' dialog. &lt;br /&gt;
&lt;br /&gt;
More advanced options can accessed by editing the ASR file directly and they are also documented in the files that can be downloaded from the [http://www.vacc-austria.org VACC-Austria] homepage.&lt;br /&gt;
&lt;br /&gt;
=== Using the plugin ===&lt;br /&gt;
The display of the plugin is split into two lists: a list of the slots coming up in the near future on the left and a list of waiting aircraft on the right. The columns have the following meanings:&lt;br /&gt;
* ''NR'' - Slot number&lt;br /&gt;
* ''SLOT'' - Slot time&lt;br /&gt;
* ''CS'' - Callsign&lt;br /&gt;
* ''RWY'' - Assigned runway&lt;br /&gt;
* For Arrivals:&lt;br /&gt;
** ''EST'' - Estimated time of arrival&lt;br /&gt;
** ''DIFF'' - Difference of ETA to Slot time&lt;br /&gt;
* For Departures:&lt;br /&gt;
** ''GNR'' - Gate number the aircraft is currently occupying&lt;br /&gt;
** ''CL'' - Recommended latest time to issue clearance&lt;br /&gt;
** ''SU'' - Recommended latest time to issue start-up/push-back clearance&lt;br /&gt;
** ''TX'' - Recommended latest time to issue taxi clearance&lt;br /&gt;
Slots can be assigned by dragging an aircraft callsign onto the desired slot, either from the waiting aircraft list, or from another slot.&lt;br /&gt;
&lt;br /&gt;
The following picture gives you an overview over the information displayed:&lt;br /&gt;
[[File:EuroScope SMS in use.png|center|frame]]&lt;br /&gt;
&lt;br /&gt;
The information one controller enters into the system is relayed to the other controllers using the scratchpad of the respective aircraft. In order for this feature to work, all controllers need to use the same configuration of the slot plugin.&lt;br /&gt;
&lt;br /&gt;
== Additional Features ==&lt;br /&gt;
The SMS plugin provides the following TAG items:&lt;br /&gt;
* ''Slot Time'' - Time of the slot&lt;br /&gt;
* ''Time to Slot'' - Time difference to the slot in minutes. Negative numbers indicate slots that are in the future, positive numbers indicate that the slot time has passed.&lt;br /&gt;
These items can be used both in lists, to which they can be added by clicking on the ''S'' symbol, or in tags that can be edited in the ''Open SCT'' &amp;amp;rarr; ''TAG editor ...'' dialog.[[File:EuroScope SMS list config.png|center|frame]]&lt;br /&gt;
&lt;br /&gt;
== Version and Known Issues ==&lt;br /&gt;
This guide has last been updated for SMS Plugin V1.2 for Euroscope V3.2.&lt;br /&gt;
* If you get a message &amp;quot;Failed to load plugin DLL&amp;quot;, make sure that you have [http://www.microsoft.com/de-at/download/details.aspx?id=30679 ''Visual C++ Redistributable for Visual Studio 2012''] installed.&lt;br /&gt;
* Opening multiple ASR files can lead to incorrect display of slot times in TAGs.&lt;br /&gt;
* Switching from DEPARTURE to ARRIVAL mode will transfer departure slots over to arrival slots.&lt;br /&gt;
&lt;br /&gt;
== Reporting Bugs ==&lt;br /&gt;
If you find a bug in the plugin or have any other questions regarging its use, please don't hesitate to contact us via the [http://www.vacc-austria.org/?page=content/contact contact form].&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=SMS_Plugin&amp;diff=3063</id>
		<title>SMS Plugin</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=SMS_Plugin&amp;diff=3063"/>
		<updated>2014-07-26T13:09:44Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Version and Known Issues */ Added VC Redistributable Issue.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;== General ==&lt;br /&gt;
The ''VACC-Austria Slot Management System Plugin'' has been designed to help controllers keep track of slots during events. It provides a list of slots and associated times and of aircraft at and around the airport. The information one controller enters into the system is communicated to the controllers around them such that they all have the same information available.&lt;br /&gt;
&lt;br /&gt;
The plugin comes with two modes: Simple and Event. Slot Information is provided via a text file that can be downloaded by VACC-Austria members in the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area].&lt;br /&gt;
== Prerequisites and Download ==&lt;br /&gt;
To use the current version of the plugin you need to have [http://www.euroscope.hu Euroscope] V3.2 installed. The current Version of the Plugin can be found in the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area] (login required).&lt;br /&gt;
== Installation ==&lt;br /&gt;
* Copy the files SMS.dll and SMS_Default.asr to a location of your choice.&lt;br /&gt;
* Some may need to install ''Visual C++ Redistributable für Visual Studio 2012'' which is packaged with the Plugin or may be downloaded from [http://www.microsoft.com/de-at/download/details.aspx?id=30679 here].&lt;br /&gt;
* Open Euroscope&lt;br /&gt;
* Go to ''Other SET'' &amp;amp;rarr; ''Plug-ins''&lt;br /&gt;
** Click on Load and locate the file SMS.dll&lt;br /&gt;
** The plugin should now be listed in the list of plugins. Click it again and make sure that ''SMS View'' and, if you want to use the SMS TAG items, ''Standard ES Radar Screen'' are listed unter ''Allowed to draw on types''.&lt;br /&gt;
** Close the Plug-ins Dialog&lt;br /&gt;
* After (!) loading the plugin go to ''Open SCT'' &amp;amp;rarr; ''Open ...'' and open the SMS_Default.asr&lt;br /&gt;
* You should now see a grid looking something like this:&lt;br /&gt;
[[File:EuroScope_v3.2_2014-07-24_20-00-31.png|frame|center]]&lt;br /&gt;
&lt;br /&gt;
== Usage ==&lt;br /&gt;
=== Configuration ===&lt;br /&gt;
[[File:EuroScope v3.2 2014-07-24 20-16-06.png|right|frame|150px]]The settings of the plugin can be changed in the ''CFG'' dialog that can be opened by clicking on the ''CFG'' or by directly editing the ASR file used. There you can switch between ''DEPARTURE'' and ''ARRIVAL'' view, change colors and adapt various other settings to your liking. Also you can chooose between the methods slots are inserted into the system.&lt;br /&gt;
&lt;br /&gt;
There are three ways to specify the slots displayed:&lt;br /&gt;
* ''Simple'' - Empty slots are created in a fixed time interval and can then be assigned by the controller&lt;br /&gt;
* ''Local'' - Event slots and bookings are loaded from a local file that is specified in the ASR file.&lt;br /&gt;
* ''Server'' - Event slots and bookings are loaded from the web.&lt;br /&gt;
&lt;br /&gt;
The easiest way to configure the system is by going to the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area]. The options are as follows:&lt;br /&gt;
* '''General options'''&lt;br /&gt;
** ''Event'' - If there is an upcoming event that uses slots and the slot booking period has passed, it will be shown here. Otherwise only the Simple Mode is available.&lt;br /&gt;
** ''Airport'' - Airport to be shown&lt;br /&gt;
** ''View'' - Specifies whether departure or arrival slots will be shown&lt;br /&gt;
* '''Advanced Options'''&lt;br /&gt;
** ''Local Folder'' - When using Server mode to retrieve slot information, necessary files will be save to this folder.&lt;br /&gt;
** ''Fontsize'' - Fontsize used&lt;br /&gt;
** ''Position top'' and ''Position left'' - Control the position of the slot grid within the ES radar screen&lt;br /&gt;
** ''Grid Height'' and ''Grid width'' - Control the space available for the slot grid&lt;br /&gt;
** ''Grid Space'' - Controls the space between the slot list and the aircraft list&lt;br /&gt;
Once you have set the right settings, download the file and open it via the ''Open SCT'' &amp;amp;rarr; ''Open ...'' dialog. &lt;br /&gt;
&lt;br /&gt;
More advanced options can accessed by editing the ASR file directly and they are also documented in the files that can be downloaded from the [http://www.vacc-austria.org VACC-Austria] homepage.&lt;br /&gt;
&lt;br /&gt;
=== Using the plugin ===&lt;br /&gt;
The display of the plugin is split into two lists: a list of the slots coming up in the near future on the left and a list of waiting aircraft on the right. The columns have the following meanings:&lt;br /&gt;
* ''NR'' - Slot number&lt;br /&gt;
* ''SLOT'' - Slot time&lt;br /&gt;
* ''CS'' - Callsign&lt;br /&gt;
* ''RWY'' - Assigned runway&lt;br /&gt;
* For Arrivals:&lt;br /&gt;
** ''EST'' - Estimated time of arrival&lt;br /&gt;
** ''DIFF'' - Difference of ETA to Slot time&lt;br /&gt;
* For Departures:&lt;br /&gt;
** ''GNR'' - Gate number the aircraft is currently occupying&lt;br /&gt;
** ''CL'' - Recommended latest time to issue clearance&lt;br /&gt;
** ''SU'' - Recommended latest time to issue start-up/push-back clearance&lt;br /&gt;
** ''TX'' - Recommended latest time to issue taxi clearance&lt;br /&gt;
Slots can be assigned by dragging an aircraft callsign onto the desired slot, either from the waiting aircraft list, or from another slot.&lt;br /&gt;
&lt;br /&gt;
The following picture gives you an overview over the information displayed:&lt;br /&gt;
[[File:EuroScope SMS in use.png|center|frame]]&lt;br /&gt;
&lt;br /&gt;
The information one controller enters into the system is relayed to the other controllers using the scratchpad of the respective aircraft. In order for this feature to work, all controllers need to use the same configuration of the slot plugin.&lt;br /&gt;
&lt;br /&gt;
== Additional Features ==&lt;br /&gt;
The SMS plugin provides the following TAG items:&lt;br /&gt;
* ''Slot Time'' - Time of the slot&lt;br /&gt;
* ''Time to Slot'' - Time difference to the slot in minutes. Negative numbers indicate slots that are in the future, positive numbers indicate that the slot time has passed.&lt;br /&gt;
These items can be used both in lists, to which they can be added by clicking on the ''S'' symbol, or in tags that can be edited in the ''Open SCT'' &amp;amp;rarr; ''TAG editor ...'' dialog.[[File:EuroScope SMS list config.png|center|frame]]&lt;br /&gt;
&lt;br /&gt;
== Version and Known Issues ==&lt;br /&gt;
This guide has last been updated for SMS Plugin V1.2 for Euroscope V3.2.&lt;br /&gt;
* If you get a message &amp;quot;Failed to load plugin DLL&amp;quot;, make sure that you have [http://www.microsoft.com/de-at/download/details.aspx?id=30679 ''Visual C++ Redistributable für Visual Studio 2012''] installed.&lt;br /&gt;
* Opening multiple ASR files can lead to incorrect display of slot times in TAGs.&lt;br /&gt;
* Switching from DEPARTURE to ARRIVAL mode will transfer departure slots over to arrival slots.&lt;br /&gt;
&lt;br /&gt;
== Reporting Bugs ==&lt;br /&gt;
If you find a bug in the plugin or have any other questions regarging its use, please don't hesitate to contact us via the [http://www.vacc-austria.org/?page=content/contact contact form].&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=SMS_Plugin&amp;diff=3062</id>
		<title>SMS Plugin</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=SMS_Plugin&amp;diff=3062"/>
		<updated>2014-07-26T13:01:39Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Installation */ Added VC Redistibutable to Installation instructions.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;== General ==&lt;br /&gt;
The ''VACC-Austria Slot Management System Plugin'' has been designed to help controllers keep track of slots during events. It provides a list of slots and associated times and of aircraft at and around the airport. The information one controller enters into the system is communicated to the controllers around them such that they all have the same information available.&lt;br /&gt;
&lt;br /&gt;
The plugin comes with two modes: Simple and Event. Slot Information is provided via a text file that can be downloaded by VACC-Austria members in the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area].&lt;br /&gt;
== Prerequisites and Download ==&lt;br /&gt;
To use the current version of the plugin you need to have [http://www.euroscope.hu Euroscope] V3.2 installed. The current Version of the Plugin can be found in the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area] (login required).&lt;br /&gt;
== Installation ==&lt;br /&gt;
* Copy the files SMS.dll and SMS_Default.asr to a location of your choice.&lt;br /&gt;
* Some may need to install ''Visual C++ Redistributable für Visual Studio 2012'' which is packaged with the Plugin or may be downloaded from [http://www.microsoft.com/de-at/download/details.aspx?id=30679 here].&lt;br /&gt;
* Open Euroscope&lt;br /&gt;
* Go to ''Other SET'' &amp;amp;rarr; ''Plug-ins''&lt;br /&gt;
** Click on Load and locate the file SMS.dll&lt;br /&gt;
** The plugin should now be listed in the list of plugins. Click it again and make sure that ''SMS View'' and, if you want to use the SMS TAG items, ''Standard ES Radar Screen'' are listed unter ''Allowed to draw on types''.&lt;br /&gt;
** Close the Plug-ins Dialog&lt;br /&gt;
* After (!) loading the plugin go to ''Open SCT'' &amp;amp;rarr; ''Open ...'' and open the SMS_Default.asr&lt;br /&gt;
* You should now see a grid looking something like this:&lt;br /&gt;
[[File:EuroScope_v3.2_2014-07-24_20-00-31.png|frame|center]]&lt;br /&gt;
&lt;br /&gt;
== Usage ==&lt;br /&gt;
=== Configuration ===&lt;br /&gt;
[[File:EuroScope v3.2 2014-07-24 20-16-06.png|right|frame|150px]]The settings of the plugin can be changed in the ''CFG'' dialog that can be opened by clicking on the ''CFG'' or by directly editing the ASR file used. There you can switch between ''DEPARTURE'' and ''ARRIVAL'' view, change colors and adapt various other settings to your liking. Also you can chooose between the methods slots are inserted into the system.&lt;br /&gt;
&lt;br /&gt;
There are three ways to specify the slots displayed:&lt;br /&gt;
* ''Simple'' - Empty slots are created in a fixed time interval and can then be assigned by the controller&lt;br /&gt;
* ''Local'' - Event slots and bookings are loaded from a local file that is specified in the ASR file.&lt;br /&gt;
* ''Server'' - Event slots and bookings are loaded from the web.&lt;br /&gt;
&lt;br /&gt;
The easiest way to configure the system is by going to the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area]. The options are as follows:&lt;br /&gt;
* '''General options'''&lt;br /&gt;
** ''Event'' - If there is an upcoming event that uses slots and the slot booking period has passed, it will be shown here. Otherwise only the Simple Mode is available.&lt;br /&gt;
** ''Airport'' - Airport to be shown&lt;br /&gt;
** ''View'' - Specifies whether departure or arrival slots will be shown&lt;br /&gt;
* '''Advanced Options'''&lt;br /&gt;
** ''Local Folder'' - When using Server mode to retrieve slot information, necessary files will be save to this folder.&lt;br /&gt;
** ''Fontsize'' - Fontsize used&lt;br /&gt;
** ''Position top'' and ''Position left'' - Control the position of the slot grid within the ES radar screen&lt;br /&gt;
** ''Grid Height'' and ''Grid width'' - Control the space available for the slot grid&lt;br /&gt;
** ''Grid Space'' - Controls the space between the slot list and the aircraft list&lt;br /&gt;
Once you have set the right settings, download the file and open it via the ''Open SCT'' &amp;amp;rarr; ''Open ...'' dialog. &lt;br /&gt;
&lt;br /&gt;
More advanced options can accessed by editing the ASR file directly and they are also documented in the files that can be downloaded from the [http://www.vacc-austria.org VACC-Austria] homepage.&lt;br /&gt;
&lt;br /&gt;
=== Using the plugin ===&lt;br /&gt;
The display of the plugin is split into two lists: a list of the slots coming up in the near future on the left and a list of waiting aircraft on the right. The columns have the following meanings:&lt;br /&gt;
* ''NR'' - Slot number&lt;br /&gt;
* ''SLOT'' - Slot time&lt;br /&gt;
* ''CS'' - Callsign&lt;br /&gt;
* ''RWY'' - Assigned runway&lt;br /&gt;
* For Arrivals:&lt;br /&gt;
** ''EST'' - Estimated time of arrival&lt;br /&gt;
** ''DIFF'' - Difference of ETA to Slot time&lt;br /&gt;
* For Departures:&lt;br /&gt;
** ''GNR'' - Gate number the aircraft is currently occupying&lt;br /&gt;
** ''CL'' - Recommended latest time to issue clearance&lt;br /&gt;
** ''SU'' - Recommended latest time to issue start-up/push-back clearance&lt;br /&gt;
** ''TX'' - Recommended latest time to issue taxi clearance&lt;br /&gt;
Slots can be assigned by dragging an aircraft callsign onto the desired slot, either from the waiting aircraft list, or from another slot.&lt;br /&gt;
&lt;br /&gt;
The following picture gives you an overview over the information displayed:&lt;br /&gt;
[[File:EuroScope SMS in use.png|center|frame]]&lt;br /&gt;
&lt;br /&gt;
The information one controller enters into the system is relayed to the other controllers using the scratchpad of the respective aircraft. In order for this feature to work, all controllers need to use the same configuration of the slot plugin.&lt;br /&gt;
&lt;br /&gt;
== Additional Features ==&lt;br /&gt;
The SMS plugin provides the following TAG items:&lt;br /&gt;
* ''Slot Time'' - Time of the slot&lt;br /&gt;
* ''Time to Slot'' - Time difference to the slot in minutes. Negative numbers indicate slots that are in the future, positive numbers indicate that the slot time has passed.&lt;br /&gt;
These items can be used both in lists, to which they can be added by clicking on the ''S'' symbol, or in tags that can be edited in the ''Open SCT'' &amp;amp;rarr; ''TAG editor ...'' dialog.[[File:EuroScope SMS list config.png|center|frame]]&lt;br /&gt;
&lt;br /&gt;
== Version and Known Issues ==&lt;br /&gt;
This guide has last been updatet for SMS Plugin V1.2 for Euroscope V3.2.&lt;br /&gt;
* Opening multiple ASR files can lead to incorrect display of slot times in TAGs.&lt;br /&gt;
* Switching from DEPARTURE to ARRIVAL mode will transfer departure slots over to arrival slots.&lt;br /&gt;
&lt;br /&gt;
== Reporting Bugs ==&lt;br /&gt;
If you find a bug in the plugin or have any other questions regarging its use, please don't hesitate to contact us via the [http://www.vacc-austria.org/?page=content/contact contact form].&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=SMS_Plugin&amp;diff=3061</id>
		<title>SMS Plugin</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=SMS_Plugin&amp;diff=3061"/>
		<updated>2014-07-24T20:00:06Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: Finished version 1&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;== General ==&lt;br /&gt;
The ''VACC-Austria Slot Management System Plugin'' has been designed to help controllers keep track of slots during events. It provides a list of slots and associated times and of aircraft at and around the airport. The information one controller enters into the system is communicated to the controllers around them such that they all have the same information available.&lt;br /&gt;
&lt;br /&gt;
The plugin comes with two modes: Simple and Event. Slot Information is provided via a text file that can be downloaded by VACC-Austria members in the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area].&lt;br /&gt;
== Prerequisites and Download ==&lt;br /&gt;
To use the current version of the plugin you need to have [http://www.euroscope.hu Euroscope] V3.2 installed. The current Version of the Plugin can be found in the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area] (login required).&lt;br /&gt;
== Installation ==&lt;br /&gt;
* Copy the files SMS.dll and SMS_Default.asr to a location of your choice.&lt;br /&gt;
* Open Euroscope&lt;br /&gt;
* Go to ''Other SET'' &amp;amp;rarr; ''Plug-ins''&lt;br /&gt;
** Click on Load and locate the file SMS.dll&lt;br /&gt;
** The plugin should now be listed in the list of plugins. Click it again and make sure that ''SMS View'' and, if you want to use the SMS TAG items, ''Standard ES Radar Screen'' are listed unter ''Allowed to draw on types''.&lt;br /&gt;
** Close the Plug-ins Dialog&lt;br /&gt;
* After (!) loading the plugin go to ''Open SCT'' &amp;amp;rarr; ''Open ...'' and open the SMS_Default.asr&lt;br /&gt;
* You should now see a grid looking something like this:&lt;br /&gt;
[[File:EuroScope_v3.2_2014-07-24_20-00-31.png|frame|center]]&lt;br /&gt;
&lt;br /&gt;
== Usage ==&lt;br /&gt;
=== Configuration ===&lt;br /&gt;
[[File:EuroScope v3.2 2014-07-24 20-16-06.png|right|frame|150px]]The settings of the plugin can be changed in the ''CFG'' dialog that can be opened by clicking on the ''CFG'' or by directly editing the ASR file used. There you can switch between ''DEPARTURE'' and ''ARRIVAL'' view, change colors and adapt various other settings to your liking. Also you can chooose between the methods slots are inserted into the system.&lt;br /&gt;
&lt;br /&gt;
There are three ways to specify the slots displayed:&lt;br /&gt;
* ''Simple'' - Empty slots are created in a fixed time interval and can then be assigned by the controller&lt;br /&gt;
* ''Local'' - Event slots and bookings are loaded from a local file that is specified in the ASR file.&lt;br /&gt;
* ''Server'' - Event slots and bookings are loaded from the web.&lt;br /&gt;
&lt;br /&gt;
The easiest way to configure the system is by going to the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area]. The options are as follows:&lt;br /&gt;
* '''General options'''&lt;br /&gt;
** ''Event'' - If there is an upcoming event that uses slots and the slot booking period has passed, it will be shown here. Otherwise only the Simple Mode is available.&lt;br /&gt;
** ''Airport'' - Airport to be shown&lt;br /&gt;
** ''View'' - Specifies whether departure or arrival slots will be shown&lt;br /&gt;
* '''Advanced Options'''&lt;br /&gt;
** ''Local Folder'' - When using Server mode to retrieve slot information, necessary files will be save to this folder.&lt;br /&gt;
** ''Fontsize'' - Fontsize used&lt;br /&gt;
** ''Position top'' and ''Position left'' - Control the position of the slot grid within the ES radar screen&lt;br /&gt;
** ''Grid Height'' and ''Grid width'' - Control the space available for the slot grid&lt;br /&gt;
** ''Grid Space'' - Controls the space between the slot list and the aircraft list&lt;br /&gt;
Once you have set the right settings, download the file and open it via the ''Open SCT'' &amp;amp;rarr; ''Open ...'' dialog. &lt;br /&gt;
&lt;br /&gt;
More advanced options can accessed by editing the ASR file directly and they are also documented in the files that can be downloaded from the [http://www.vacc-austria.org VACC-Austria] homepage.&lt;br /&gt;
&lt;br /&gt;
=== Using the plugin ===&lt;br /&gt;
The display of the plugin is split into two lists: a list of the slots coming up in the near future on the left and a list of waiting aircraft on the right. The columns have the following meanings:&lt;br /&gt;
* ''NR'' - Slot number&lt;br /&gt;
* ''SLOT'' - Slot time&lt;br /&gt;
* ''CS'' - Callsign&lt;br /&gt;
* ''RWY'' - Assigned runway&lt;br /&gt;
* For Arrivals:&lt;br /&gt;
** ''EST'' - Estimated time of arrival&lt;br /&gt;
** ''DIFF'' - Difference of ETA to Slot time&lt;br /&gt;
* For Departures:&lt;br /&gt;
** ''GNR'' - Gate number the aircraft is currently occupying&lt;br /&gt;
** ''CL'' - Recommended latest time to issue clearance&lt;br /&gt;
** ''SU'' - Recommended latest time to issue start-up/push-back clearance&lt;br /&gt;
** ''TX'' - Recommended latest time to issue taxi clearance&lt;br /&gt;
Slots can be assigned by dragging an aircraft callsign onto the desired slot, either from the waiting aircraft list, or from another slot.&lt;br /&gt;
&lt;br /&gt;
The following picture gives you an overview over the information displayed:&lt;br /&gt;
[[File:EuroScope SMS in use.png|center|frame]]&lt;br /&gt;
&lt;br /&gt;
The information one controller enters into the system is relayed to the other controllers using the scratchpad of the respective aircraft. In order for this feature to work, all controllers need to use the same configuration of the slot plugin.&lt;br /&gt;
&lt;br /&gt;
== Additional Features ==&lt;br /&gt;
The SMS plugin provides the following TAG items:&lt;br /&gt;
* ''Slot Time'' - Time of the slot&lt;br /&gt;
* ''Time to Slot'' - Time difference to the slot in minutes. Negative numbers indicate slots that are in the future, positive numbers indicate that the slot time has passed.&lt;br /&gt;
These items can be used both in lists, to which they can be added by clicking on the ''S'' symbol, or in tags that can be edited in the ''Open SCT'' &amp;amp;rarr; ''TAG editor ...'' dialog.[[File:EuroScope SMS list config.png|center|frame]]&lt;br /&gt;
&lt;br /&gt;
== Version and Known Issues ==&lt;br /&gt;
This guide has last been updatet for SMS Plugin V1.2 for Euroscope V3.2.&lt;br /&gt;
* Opening multiple ASR files can lead to incorrect display of slot times in TAGs.&lt;br /&gt;
* Switching from DEPARTURE to ARRIVAL mode will transfer departure slots over to arrival slots.&lt;br /&gt;
&lt;br /&gt;
== Reporting Bugs ==&lt;br /&gt;
If you find a bug in the plugin or have any other questions regarging its use, please don't hesitate to contact us via the [http://www.vacc-austria.org/?page=content/contact contact form].&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=File:EuroScope_SMS_list_config.png&amp;diff=3060</id>
		<title>File:EuroScope SMS list config.png</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=File:EuroScope_SMS_list_config.png&amp;diff=3060"/>
		<updated>2014-07-24T19:58:46Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: uploaded a new version of &amp;amp;quot;File:EuroScope SMS list config.png&amp;amp;quot;: Added highlight of S button in departure list.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;Screenshot of SMS plugin showing configuration of a departure list.&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=File:EuroScope_SMS_list_config.png&amp;diff=3059</id>
		<title>File:EuroScope SMS list config.png</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=File:EuroScope_SMS_list_config.png&amp;diff=3059"/>
		<updated>2014-07-24T19:50:29Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: Screenshot of SMS plugin showing configuration of a departure list.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;Screenshot of SMS plugin showing configuration of a departure list.&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=SMS_Plugin&amp;diff=3058</id>
		<title>SMS Plugin</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=SMS_Plugin&amp;diff=3058"/>
		<updated>2014-07-24T19:39:28Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Usage */  Expanded usage section.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;== General ==&lt;br /&gt;
The ''VACC-Austria Slot Management System Plugin'' has been designed to help controllers keep track of slots during events. It provides a list of slots and associated times and of aircraft at and around the airport. The information one controller enters into the system is communicated to the controllers around them such that they all have the same information available.&lt;br /&gt;
&lt;br /&gt;
The plugin comes with two modes: Simple and Event. Slot Information is provided via a text file that can be downloaded by VACC-Austria members in the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area].&lt;br /&gt;
== Prerequisites and Download ==&lt;br /&gt;
To use the current version of the plugin you need to have [http://www.euroscope.hu Euroscope] V3.2 installed. The current Version of the Plugin can be found in the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area] (login required).&lt;br /&gt;
== Installation ==&lt;br /&gt;
* Copy the files SMS.dll and SMS_Default.asr to a location of your choice.&lt;br /&gt;
* Open Euroscope&lt;br /&gt;
* Go to ''Other SET'' &amp;amp;rarr; ''Plug-ins''&lt;br /&gt;
** Click on Load and locate the file SMS.dll&lt;br /&gt;
** The plugin should now be listed in the list of plugins. Click it again and make sure that ''SMS View'' and, if you want to use the SMS TAG items, ''Standard ES Radar Screen'' are listed unter ''Allowed to draw on types''.&lt;br /&gt;
** Close the Plug-ins Dialog&lt;br /&gt;
* After (!) loading the plugin go to ''Open SCT'' &amp;amp;rarr; ''Open ...'' and open the SMS_Default.asr&lt;br /&gt;
* You should now see a grid looking something like this:&lt;br /&gt;
[[File:EuroScope_v3.2_2014-07-24_20-00-31.png|frame|center]]&lt;br /&gt;
&lt;br /&gt;
== Usage ==&lt;br /&gt;
=== Configuration ===&lt;br /&gt;
[[File:EuroScope v3.2 2014-07-24 20-16-06.png|right|frame|150px]]The settings of the plugin can be changed in the ''CFG'' dialog that can be opened by clicking on the ''CFG'' or by directly editing the ASR file used. There you can switch between ''DEPARTURE'' and ''ARRIVAL'' view, change colors and adapt various other settings to your liking. Also you can chooose between the methods slots are inserted into the system.&lt;br /&gt;
&lt;br /&gt;
There are three ways to specify the slots displayed:&lt;br /&gt;
* ''Simple'' - Empty slots are created in a fixed time interval and can then be assigned by the controller&lt;br /&gt;
* ''Local'' - Event slots and bookings are loaded from a local file that is specified in the ASR file.&lt;br /&gt;
* ''Server'' - Event slots and bookings are loaded from the web.&lt;br /&gt;
&lt;br /&gt;
The easiest way to configure the system is by going to the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area]. The options are as follows:&lt;br /&gt;
* '''General options'''&lt;br /&gt;
** ''Event'' - If there is an upcoming event that uses slots and the slot booking period has passed, it will be shown here. Otherwise only the Simple Mode is available.&lt;br /&gt;
** ''Airport'' - Airport to be shown&lt;br /&gt;
** ''View'' - Specifies whether departure or arrival slots will be shown&lt;br /&gt;
* '''Advanced Options'''&lt;br /&gt;
** ''Local Folder'' - When using Server mode to retrieve slot information, necessary files will be save to this folder.&lt;br /&gt;
** ''Fontsize'' - Fontsize used&lt;br /&gt;
** ''Position top'' and ''Position left'' - Control the position of the slot grid within the ES radar screen&lt;br /&gt;
** ''Grid Height'' and ''Grid width'' - Control the space available for the slot grid&lt;br /&gt;
** ''Grid Space'' - Controls the space between the slot list and the aircraft list&lt;br /&gt;
Once you have set the right settings, download the file and open it via the ''Open SCT'' &amp;amp;rarr; ''Open ...'' dialog. &lt;br /&gt;
&lt;br /&gt;
More advanced options can accessed by editing the ASR file directly and they are also documented in the files that can be downloaded from the [http://www.vacc-austria.org VACC-Austria] homepage.&lt;br /&gt;
&lt;br /&gt;
=== Using the plugin ===&lt;br /&gt;
The display of the plugin is split into two lists: a list of the slots coming up in the near future on the left and a list of waiting aircraft on the right. The columns have the following meanings:&lt;br /&gt;
* ''NR'' - Slot number&lt;br /&gt;
* ''SLOT'' - Slot time&lt;br /&gt;
* ''CS'' - Callsign&lt;br /&gt;
* ''RWY'' - Assigned runway&lt;br /&gt;
* For Arrivals:&lt;br /&gt;
** ''EST'' - Estimated time of arrival&lt;br /&gt;
** ''DIFF'' - Difference of ETA to Slot time&lt;br /&gt;
* For Departures:&lt;br /&gt;
** ''GNR'' - Gate number the aircraft is currently occupying&lt;br /&gt;
** ''CL'' - Recommended latest time to issue clearance&lt;br /&gt;
** ''SU'' - Recommended latest time to issue start-up/push-back clearance&lt;br /&gt;
** ''TX'' - Recommended latest time to issue taxi clearance&lt;br /&gt;
Slots can be assigned by dragging an aircraft callsign onto the desired slot, either from the waiting aircraft list, or from another slot.&lt;br /&gt;
&lt;br /&gt;
The following picture gives you an overview over the information displayed:&lt;br /&gt;
[[File:EuroScope SMS in use.png|center|frame]]&lt;br /&gt;
&lt;br /&gt;
The information one controller enters into the system is relayed to the other controllers using the scratchpad of the respective aircraft. In order for this feature to work, all controllers need to use the same configuration of the slot plugin.&lt;br /&gt;
&lt;br /&gt;
== Additional Features ==&lt;br /&gt;
== Version ==&lt;br /&gt;
This guid has last been updatet for SMS Plugin V1.2 for Euroscope V3.2.&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=File:EuroScope_SMS_in_use.png&amp;diff=3057</id>
		<title>File:EuroScope SMS in use.png</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=File:EuroScope_SMS_in_use.png&amp;diff=3057"/>
		<updated>2014-07-24T19:34:33Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: uploaded a new version of &amp;amp;quot;File:EuroScope SMS in use.png&amp;amp;quot;: Error corrected in description.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;SMS Plugin in action with description of information displayed.&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=File:EuroScope_SMS_in_use.png&amp;diff=3056</id>
		<title>File:EuroScope SMS in use.png</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=File:EuroScope_SMS_in_use.png&amp;diff=3056"/>
		<updated>2014-07-24T19:33:29Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: SMS Plugin in action with description of information displayed.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;SMS Plugin in action with description of information displayed.&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=SMS_Plugin&amp;diff=3055</id>
		<title>SMS Plugin</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=SMS_Plugin&amp;diff=3055"/>
		<updated>2014-07-24T18:49:30Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: Initial version&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;== General ==&lt;br /&gt;
The ''VACC-Austria Slot Management System Plugin'' has been designed to help controllers keep track of slots during events. It provides a list of slots and associated times and of aircraft at and around the airport. The information one controller enters into the system is communicated to the controllers around them such that they all have the same information available.&lt;br /&gt;
&lt;br /&gt;
The plugin comes with two modes: Simple and Event. Slot Information is provided via a text file that can be downloaded by VACC-Austria members in the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area].&lt;br /&gt;
== Prerequisites and Download ==&lt;br /&gt;
To use the current version of the plugin you need to have [http://www.euroscope.hu Euroscope] V3.2 installed. The current Version of the Plugin can be found in the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area] (login required).&lt;br /&gt;
== Installation ==&lt;br /&gt;
* Copy the files SMS.dll and SMS_Default.asr to a location of your choice.&lt;br /&gt;
* Open Euroscope&lt;br /&gt;
* Go to ''Other SET'' &amp;amp;rarr; ''Plug-ins''&lt;br /&gt;
** Click on Load and locate the file SMS.dll&lt;br /&gt;
** The plugin should now be listed in the list of plugins. Click it again and make sure that ''SMS View'' and, if you want to use the SMS TAG items, ''Standard ES Radar Screen'' are listed unter ''Allowed to draw on types''.&lt;br /&gt;
** Close the Plug-ins Dialog&lt;br /&gt;
* After (!) loading the plugin go to ''Open SCT'' &amp;amp;rarr; ''Open ...'' and open the SMS_Default.asr&lt;br /&gt;
* You should now see a grid looking something like this:&lt;br /&gt;
[[File:EuroScope_v3.2_2014-07-24_20-00-31.png|frame|center]]&lt;br /&gt;
&lt;br /&gt;
== Usage ==&lt;br /&gt;
=== Configuration ===&lt;br /&gt;
[[File:EuroScope v3.2 2014-07-24 20-16-06.png|right|frame|150px]]The settings of the plugin can be changed in the ''CFG'' dialog that can be opened by clicking on the ''CFG'' or by directly editing the ASR file used. There you can switch between ''DEPARTURE'' and ''ARRIVAL'' view, change colors and adapt various other settings to your liking. Also you can chooose between the methods slots are inserted into the system.&lt;br /&gt;
&lt;br /&gt;
There are three ways to specify the slots displayed:&lt;br /&gt;
* ''Simple'' - Empty slots are created in a fixed time interval and can then be assigned by the controller&lt;br /&gt;
* ''Local'' - Event slots and bookings are loaded from a local file that is specified in the ASR file.&lt;br /&gt;
* ''Server'' - Event slots and bookings are loaded from the web.&lt;br /&gt;
&lt;br /&gt;
The easiest way to configure the system is by going to the [http://www.vacc-austria.org/index.php?page=content/plugin.sms SMS Plugin-Area]. The options are as follows:&lt;br /&gt;
* '''General options'''&lt;br /&gt;
** ''Event'' - If there is an upcoming event that uses slots and the slot booking period has passed, it will be shown here. Otherwise only the Simple Mode is available.&lt;br /&gt;
** ''Airport'' - Airport to be shown&lt;br /&gt;
** ''View'' - Specifies whether departure or arrival slots will be shown&lt;br /&gt;
* '''Advanced Options'''&lt;br /&gt;
** ''Local Folder'' - When using Server mode to retrieve slot information, necessary files will be save to this folder.&lt;br /&gt;
** ''Fontsize'' - Fontsize used&lt;br /&gt;
** ''Position top'' and ''Position left'' - Control the position of the slot grid within the ES radar screen&lt;br /&gt;
** ''Grid Height'' and ''Grid width'' - Control the space available for the slot grid&lt;br /&gt;
** ''Grid Space'' - Controls the space between the slot list and the aircraft list&lt;br /&gt;
Once you have set the right settings, download the file and open it via the ''Open SCT'' &amp;amp;rarr; ''Open ...'' dialog.&lt;br /&gt;
&lt;br /&gt;
== Additional Features ==&lt;br /&gt;
== Version ==&lt;br /&gt;
This guid has last been updatet for SMS Plugin V1.2 for Euroscope V3.2.&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=File:VACC_Austria_2014-07-24_20-32-27.png&amp;diff=3054</id>
		<title>File:VACC Austria 2014-07-24 20-32-27.png</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=File:VACC_Austria_2014-07-24_20-32-27.png&amp;diff=3054"/>
		<updated>2014-07-24T18:34:16Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: Snapshot of the &amp;quot;Download SMS-plugin display file&amp;quot; form on the VACC-Austria homepage.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;Snapshot of the &amp;quot;Download SMS-plugin display file&amp;quot; form on the VACC-Austria homepage.&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=File:EuroScope_v3.2_2014-07-24_20-16-06.png&amp;diff=3053</id>
		<title>File:EuroScope v3.2 2014-07-24 20-16-06.png</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=File:EuroScope_v3.2_2014-07-24_20-16-06.png&amp;diff=3053"/>
		<updated>2014-07-24T18:19:47Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: Picture of SMS Plugin highlighting the CFG button. Taken with version 1.1.0.991 for Euroscope 3.2.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;Picture of SMS Plugin highlighting the CFG button. Taken with version 1.1.0.991 for Euroscope 3.2.&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=File:EuroScope_v3.2_2014-07-24_20-00-31.png&amp;diff=3052</id>
		<title>File:EuroScope v3.2 2014-07-24 20-00-31.png</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=File:EuroScope_v3.2_2014-07-24_20-00-31.png&amp;diff=3052"/>
		<updated>2014-07-24T18:03:19Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: Example picture of SMS Plugin Slot grid. Taken with version 1.1.0.991 for Euroscope 3.2.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;Example picture of SMS Plugin Slot grid. Taken with version 1.1.0.991 for Euroscope 3.2.&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=3005</id>
		<title>Main Page</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=3005"/>
		<updated>2013-11-07T13:33:20Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Some further interesting documents: */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Welcome to VACC Austria's DokuWiki  ==&lt;br /&gt;
&lt;br /&gt;
Hello and welcome to the documentation system of VACC Austria. We use this system to provide you the documentation you need to control or sometimes to fly in virtual Austrian airspace. If you have any question about Austrian airspace or our procedures then you should be good to find this information here.&lt;br /&gt;
But of course, such a project cannot be maintained by some few members - this project needs the help of everyone. So if you have some information that would fit into this Wiki then do not hesitate to add a new page or edit an existing. You have to be logged in for that, how to login is described later. If you need help on how to edit an article you can find all necessary information [[Help|Help]].&lt;br /&gt;
&lt;br /&gt;
== Overview  ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== About our Wiki  ===&lt;br /&gt;
&lt;br /&gt;
Currently there are {{NUMBEROFARTICLES}} Articles in this Wiki, which are maintained by {{NUMBEROFUSERS}} registered users. Until now they changed them {{NUMBEROFEDITS}} times. For a small overview about our Wiki we ask you to use following links:&lt;br /&gt;
&lt;br /&gt;
*[[Special:AllPages|Index of all pages]] &lt;br /&gt;
*[[Special:NewPages|New pages]] &lt;br /&gt;
*[[Special:Categories|Categories]]&lt;br /&gt;
&lt;br /&gt;
A complete list of automatically generated lists can be found [[Special:SpecialPages|here]].&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== How to enter this wiki  ===&lt;br /&gt;
&lt;br /&gt;
Everybody is allowed to read this wiki, but changes are only allowed for registered users of VACC Austria. Your personal login information can be requested on our [http://www.vacc-austria.org homepage], it is as the same as the login for our website.  Registering for our Wiki only is not possible. If you are logged in some pages are locked for editing too because they are system pages and can only be edited by our admins.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Important information and documents ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== '''Main airports in Austria:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Vienna]] ([[LOWW]]) &lt;br /&gt;
*[[Innsbruck]] ([[LOWI]]) &lt;br /&gt;
*[[Salzburg]] ([[LOWS]]) &lt;br /&gt;
*[[Linz]] ([[LOWL]]) &lt;br /&gt;
*[[Klagenfurt]] ([[LOWK]]) &lt;br /&gt;
*[[Graz]] ([[LOWG]])&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== '''Letters of Agreement:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[LKAA]] &lt;br /&gt;
*[[LHCC]] &lt;br /&gt;
*[[EDDM]]&lt;br /&gt;
&lt;br /&gt;
=== '''Some further interesting documents:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Example Flight]] &lt;br /&gt;
*[[Study Guide]] &lt;br /&gt;
*[[Squawk Codes]]&lt;br /&gt;
*[[ATC academy]] &lt;br /&gt;
*[http://downloads.vacc-austria.org/Documents/VATSIM_mit_X-Plane.pdf XSquawkbox Quick Tutorial (german)]&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{{Hide_in_print|__notoc__}}&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=3004</id>
		<title>Main Page</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=3004"/>
		<updated>2013-11-07T13:32:53Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Some further interesting documents: */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Welcome to VACC Austria's DokuWiki  ==&lt;br /&gt;
&lt;br /&gt;
Hello and welcome to the documentation system of VACC Austria. We use this system to provide you the documentation you need to control or sometimes to fly in virtual Austrian airspace. If you have any question about Austrian airspace or our procedures then you should be good to find this information here.&lt;br /&gt;
But of course, such a project cannot be maintained by some few members - this project needs the help of everyone. So if you have some information that would fit into this Wiki then do not hesitate to add a new page or edit an existing. You have to be logged in for that, how to login is described later. If you need help on how to edit an article you can find all necessary information [[Help|Help]].&lt;br /&gt;
&lt;br /&gt;
== Overview  ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== About our Wiki  ===&lt;br /&gt;
&lt;br /&gt;
Currently there are {{NUMBEROFARTICLES}} Articles in this Wiki, which are maintained by {{NUMBEROFUSERS}} registered users. Until now they changed them {{NUMBEROFEDITS}} times. For a small overview about our Wiki we ask you to use following links:&lt;br /&gt;
&lt;br /&gt;
*[[Special:AllPages|Index of all pages]] &lt;br /&gt;
*[[Special:NewPages|New pages]] &lt;br /&gt;
*[[Special:Categories|Categories]]&lt;br /&gt;
&lt;br /&gt;
A complete list of automatically generated lists can be found [[Special:SpecialPages|here]].&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== How to enter this wiki  ===&lt;br /&gt;
&lt;br /&gt;
Everybody is allowed to read this wiki, but changes are only allowed for registered users of VACC Austria. Your personal login information can be requested on our [http://www.vacc-austria.org homepage], it is as the same as the login for our website.  Registering for our Wiki only is not possible. If you are logged in some pages are locked for editing too because they are system pages and can only be edited by our admins.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Important information and documents ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== '''Main airports in Austria:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Vienna]] ([[LOWW]]) &lt;br /&gt;
*[[Innsbruck]] ([[LOWI]]) &lt;br /&gt;
*[[Salzburg]] ([[LOWS]]) &lt;br /&gt;
*[[Linz]] ([[LOWL]]) &lt;br /&gt;
*[[Klagenfurt]] ([[LOWK]]) &lt;br /&gt;
*[[Graz]] ([[LOWG]])&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== '''Letters of Agreement:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[LKAA]] &lt;br /&gt;
*[[LHCC]] &lt;br /&gt;
*[[EDDM]]&lt;br /&gt;
&lt;br /&gt;
=== '''Some further interesting documents:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Example Flight]] &lt;br /&gt;
*[[Study Guide]] &lt;br /&gt;
*[[Squawk Codes]]&lt;br /&gt;
*[[ATC academy]] &lt;br /&gt;
*[http://downloads.vacc-austria.org/Documents/VATSIM_mit_X-Plane.pdf VATSIM und X-Plane Tutorial (german)]&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{{Hide_in_print|__notoc__}}&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=3003</id>
		<title>Main Page</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Main_Page&amp;diff=3003"/>
		<updated>2013-11-07T13:31:54Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Some further interesting documents: */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Welcome to VACC Austria's DokuWiki  ==&lt;br /&gt;
&lt;br /&gt;
Hello and welcome to the documentation system of VACC Austria. We use this system to provide you the documentation you need to control or sometimes to fly in virtual Austrian airspace. If you have any question about Austrian airspace or our procedures then you should be good to find this information here.&lt;br /&gt;
But of course, such a project cannot be maintained by some few members - this project needs the help of everyone. So if you have some information that would fit into this Wiki then do not hesitate to add a new page or edit an existing. You have to be logged in for that, how to login is described later. If you need help on how to edit an article you can find all necessary information [[Help|Help]].&lt;br /&gt;
&lt;br /&gt;
== Overview  ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== About our Wiki  ===&lt;br /&gt;
&lt;br /&gt;
Currently there are {{NUMBEROFARTICLES}} Articles in this Wiki, which are maintained by {{NUMBEROFUSERS}} registered users. Until now they changed them {{NUMBEROFEDITS}} times. For a small overview about our Wiki we ask you to use following links:&lt;br /&gt;
&lt;br /&gt;
*[[Special:AllPages|Index of all pages]] &lt;br /&gt;
*[[Special:NewPages|New pages]] &lt;br /&gt;
*[[Special:Categories|Categories]]&lt;br /&gt;
&lt;br /&gt;
A complete list of automatically generated lists can be found [[Special:SpecialPages|here]].&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== How to enter this wiki  ===&lt;br /&gt;
&lt;br /&gt;
Everybody is allowed to read this wiki, but changes are only allowed for registered users of VACC Austria. Your personal login information can be requested on our [http://www.vacc-austria.org homepage], it is as the same as the login for our website.  Registering for our Wiki only is not possible. If you are logged in some pages are locked for editing too because they are system pages and can only be edited by our admins.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{| width=&amp;quot;100%&amp;quot; cellspacing=&amp;quot;8&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| colspan=&amp;quot;2&amp;quot; | &lt;br /&gt;
== Important information and documents ==&lt;br /&gt;
&lt;br /&gt;
|-&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; | &lt;br /&gt;
=== '''Main airports in Austria:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Vienna]] ([[LOWW]]) &lt;br /&gt;
*[[Innsbruck]] ([[LOWI]]) &lt;br /&gt;
*[[Salzburg]] ([[LOWS]]) &lt;br /&gt;
*[[Linz]] ([[LOWL]]) &lt;br /&gt;
*[[Klagenfurt]] ([[LOWK]]) &lt;br /&gt;
*[[Graz]] ([[LOWG]])&lt;br /&gt;
&lt;br /&gt;
| width=&amp;quot;50%&amp;quot; style=&amp;quot;vertical-align:top;&amp;quot; |&lt;br /&gt;
&lt;br /&gt;
=== '''Letters of Agreement:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[LKAA]] &lt;br /&gt;
*[[LHCC]] &lt;br /&gt;
*[[EDDM]]&lt;br /&gt;
&lt;br /&gt;
=== '''Some further interesting documents:'''  ===&lt;br /&gt;
&lt;br /&gt;
*[[Example Flight]] &lt;br /&gt;
*[[Study Guide]] &lt;br /&gt;
*[[Squawk Codes]]&lt;br /&gt;
*[[ATC academy]] &lt;br /&gt;
*[http://downloads.vacc-austria.org/Documents/VATSIM_mit_X-Plane.pdf| VATSIM und X-Plane Tutorial (german)]&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
{{Hide_in_print|__notoc__}}&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1756</id>
		<title>Study Guide:Tower</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1756"/>
		<updated>2012-03-14T15:24:32Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Setting the right priorities */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;'''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;This study guide is still work in progress. Stay tuned for further chapters.&amp;lt;/span&amp;gt;''' &lt;br /&gt;
&lt;br /&gt;
== Introduction  ==&lt;br /&gt;
&lt;br /&gt;
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 Delivery and Ground Study Guides and that you have some experience controlling on VATSIM. &lt;br /&gt;
Since you will handle aircraft in the air for the first time, we want to 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.&lt;br /&gt;
&lt;br /&gt;
== Aircraft and basic Flying Principles  ==&lt;br /&gt;
&lt;br /&gt;
=== Producing Lift  ===&lt;br /&gt;
&lt;br /&gt;
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft. &lt;br /&gt;
&lt;br /&gt;
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). &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. 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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Aircraft Categories  ===&lt;br /&gt;
&lt;br /&gt;
The most important ways of categorizing aircraft in aviation are by weight or by approach speed. &lt;br /&gt;
&lt;br /&gt;
==== Weight Categories  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized into three weight categories: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''MTOW'''&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&amp;amp;until=D228] &amp;lt;br&amp;gt;Weight depicted is MTOW. &lt;br /&gt;
&lt;br /&gt;
==== Approach Speed  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''Vref'''&lt;br /&gt;
|-&lt;br /&gt;
| A &lt;br /&gt;
| &amp;amp;lt;= 90 knots&lt;br /&gt;
|-&lt;br /&gt;
| B &lt;br /&gt;
| 91 - 120 knots&lt;br /&gt;
|-&lt;br /&gt;
| C &lt;br /&gt;
| 121 - 140 knots&lt;br /&gt;
|-&lt;br /&gt;
| D &lt;br /&gt;
| 141 - 165 knots&lt;br /&gt;
|-&lt;br /&gt;
| E &lt;br /&gt;
| &amp;amp;gt;= 165 knots&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
==Before you start controlling==&lt;br /&gt;
&lt;br /&gt;
Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online. &lt;br /&gt;
&lt;br /&gt;
=== Airspace Structure around Major Airports  ===&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
===Choosing the active runways===&lt;br /&gt;
The guiding principle in choosing the active runways is that aircraft prefer to depart into direction the wind is coming from.&lt;br /&gt;
 An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In &lt;br /&gt;
 this case runway 34 is chosen as the active runway.&lt;br /&gt;
However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. Tailwind components of up to five knots are normally accepted in these cases. &lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
For details on the preferred runway configurations for a specific airport ask your mentor.&lt;br /&gt;
&lt;br /&gt;
=== ATIS  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
A ATIS broadcast has to consist of: &lt;br /&gt;
&lt;br /&gt;
*Name of the Airport &lt;br /&gt;
*Identification Letter &lt;br /&gt;
*Time of Observation &lt;br /&gt;
*Active Runways &lt;br /&gt;
*Transition Level &lt;br /&gt;
*Wind direction and velocity &lt;br /&gt;
*Visibilities &lt;br /&gt;
*Special weather conditions (such as rain) &lt;br /&gt;
*Cloud ceiling &lt;br /&gt;
*Temperature and Dewpoint &lt;br /&gt;
*QNH &lt;br /&gt;
*Trends&lt;br /&gt;
&lt;br /&gt;
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&amp;amp;id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt;&lt;br /&gt;
&lt;br /&gt;
=== Transition Altitude/Transition Level  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes. &lt;br /&gt;
&lt;br /&gt;
To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again. &lt;br /&gt;
&lt;br /&gt;
In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL: &lt;br /&gt;
&lt;br /&gt;
 QNH      &amp;amp;lt; 0977: TA + 3000 ft.&lt;br /&gt;
 QNH 0978 - 1012: TA + 2000 ft.&lt;br /&gt;
 QNH 1013 - 1050: TA + 1000 ft.&lt;br /&gt;
 QNH 1051 &amp;amp;gt;    &amp;amp;nbsp;: TA = TL&lt;br /&gt;
&lt;br /&gt;
The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).&lt;br /&gt;
&lt;br /&gt;
== Working as a Tower Controller  ==&lt;br /&gt;
&lt;br /&gt;
===Setting the right priorities===&lt;br /&gt;
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 take precedence to aircraft on the ground. 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.&lt;br /&gt;
&lt;br /&gt;
=== Runway Separation  ===&lt;br /&gt;
&lt;br /&gt;
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 '''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;only one aircaft may be cleared to use a runway at the same time.&amp;lt;/span&amp;gt;''' What this means practically and exceptions from this rule are explained in the following chapters. &lt;br /&gt;
&lt;br /&gt;
=== Departing Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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? &lt;br /&gt;
&lt;br /&gt;
*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route. &lt;br /&gt;
*Check the traffic approaching the runway.&lt;br /&gt;
&lt;br /&gt;
To give him the takeoff clearance the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.&lt;br /&gt;
 AUA2CM: Cleared for takeoff Runway 29, AUA2CM&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!&lt;br /&gt;
 AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 and wait behind.&lt;br /&gt;
 AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.&lt;br /&gt;
 ''Note: The two times behind in this instruction is not a typing error but was implemented''&lt;br /&gt;
 to emphasize that part of the clearance.&lt;br /&gt;
&lt;br /&gt;
This type of clearance is called a conditional clearance. &amp;lt;br&amp;gt; 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.&amp;lt;br&amp;gt; However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.&lt;br /&gt;
 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.&lt;br /&gt;
 OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.&lt;br /&gt;
&lt;br /&gt;
=== Departure Seperation  ===&lt;br /&gt;
&lt;br /&gt;
==== Based on Type of Aircraft and departure route  ====&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Two aircraft are departing right after each other. &lt;br /&gt;
*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). &lt;br /&gt;
*Both follow the same departure route.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &amp;lt;br&amp;gt; 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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Fast followed by slow &lt;br /&gt;
| 3 nm&lt;br /&gt;
|-&lt;br /&gt;
| Matching Types &lt;br /&gt;
| 5 nm&lt;br /&gt;
|-&lt;br /&gt;
| Slow followed by fast &lt;br /&gt;
| 10 nm&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft&lt;br /&gt;
 DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441 &lt;br /&gt;
 TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff&lt;br /&gt;
 DLH2441: Cleared for takeoff runway 29, DLH2441&lt;br /&gt;
&lt;br /&gt;
The other main task of ATC is to expedite the flow of traffic. Situation: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*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. &lt;br /&gt;
*There are two holdingpoints available.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Based on Wake Turbulence Category  ====&lt;br /&gt;
&lt;br /&gt;
There are two ways aircraft influence the air around them when passing through it: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Jetwash produced by the engines &lt;br /&gt;
*Turbulence created at the wings and especially at the wingtips&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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.&amp;lt;br&amp;gt; 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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off. &lt;br /&gt;
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway. &lt;br /&gt;
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
To point out this hazard to a pilot the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,&lt;br /&gt;
 &amp;lt;u&amp;gt;caution wake turbulence.&amp;lt;/u&amp;gt;&lt;br /&gt;
 ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.&lt;br /&gt;
&lt;br /&gt;
=== Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.&lt;br /&gt;
&lt;br /&gt;
Again you are not allowed to clear more than one aircraft onto the same runway at the same time.&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| In order to issue a landing clearance &lt;br /&gt;
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway. &lt;br /&gt;
#preceeding landing traffic must have left the runway safety strip with all parts. &lt;br /&gt;
#traffic crossing the runway must have left the runway safety strip with all parts.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
If these conditions are met use the following phrase to clear the aircraft: &lt;br /&gt;
&lt;br /&gt;
  TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.&lt;br /&gt;
 MAH224:cleared to land runway 27, MAH224.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  AUA26T:Linz Tower, AUA26T established ILS 27.&lt;br /&gt;
 TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.&lt;br /&gt;
 AUA26T:continuing approach, AUA26T.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Meanwhile MAH224 has left the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.&lt;br /&gt;
 AUA26T:Runway 27, cleared to land, MAH224.&lt;br /&gt;
&lt;br /&gt;
Often it is useful to give pilots additional information, such as traffic information or wind: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| CSA276 is following NLY7751 (A320):&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  CSA276: Wien Tower, CSA276 established ILS 34.&lt;br /&gt;
 TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue&lt;br /&gt;
 approach runway 34, wind 010 degrees at 4 knots.&lt;br /&gt;
 CSA276:We have the airbus in sight continuing approach, CSA276.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  AUA81:Wien Tower, AUA81 established ILS 16&lt;br /&gt;
 TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140&lt;br /&gt;
 degrees at 7 knots.&lt;br /&gt;
 AUA81:continuing approach, AUA81.&lt;br /&gt;
 TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at&lt;br /&gt;
 your one o'clock position, 5 nm, 1400 ft.&lt;br /&gt;
 AUA81: Thank you, looking out, AUA81.&lt;br /&gt;
 AUA81: traffic in sight, AUA81.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 eg. the rescue helicopter from the example above needs to land on your airport:&lt;br /&gt;
 OEATD: Wien Tower, request landing at the General Aviation Terminal.&lt;br /&gt;
 TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Merging Departing and Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section. &lt;br /&gt;
&lt;br /&gt;
 LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight&lt;br /&gt;
 AUA123: Traffic in sight, AUA123&lt;br /&gt;
 LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait&lt;br /&gt;
 AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 Callsign, are you ready for immediate departure?&lt;br /&gt;
&lt;br /&gt;
Again it is a good idea to give the pilot an idea of the traffic situation around him. &lt;br /&gt;
&lt;br /&gt;
Example: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:CAL275, are you ready for immediate departure?&lt;br /&gt;
 CAL275:Affirmitive, ready for immediate departure, CAL275&lt;br /&gt;
 TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for&lt;br /&gt;
 immediate takeoff.&lt;br /&gt;
 CAL275:cleared for immediate takeoff runway 29, CAL275&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| After the CAL B747 has taken off.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.&lt;br /&gt;
 AUA289:Runway 29, cleared to land, AUA289.&lt;br /&gt;
 TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?&lt;br /&gt;
 AUA2LT:Traffic in sight, AUA2LT.&lt;br /&gt;
 TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.&lt;br /&gt;
 AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| AUA289 has vacated the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is&lt;br /&gt;
 now on a 3,5 nm final.&lt;br /&gt;
 AUA2LT:cleread for takeoff runway 29, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
=== VFR Traffic  ===&lt;br /&gt;
&lt;br /&gt;
==== Differences to handling of IFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
The essential collision safety principle guiding the VFR pilot is &amp;quot;see and avoid.&amp;quot; Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety. &lt;br /&gt;
&lt;br /&gt;
To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''': &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,&lt;br /&gt;
 QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.&lt;br /&gt;
 TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)&lt;br /&gt;
&lt;br /&gt;
VFR flights should be guided into downwind, base and final leg for landing.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter downwind for runway 29, report on downwind&lt;br /&gt;
 TWR:OE-AGA, enter base for runway 29, report on base&lt;br /&gt;
&lt;br /&gt;
VFR Flights get their Clearance from &amp;lt;u&amp;gt;Tower&amp;lt;/u&amp;gt;. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be:&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß&lt;br /&gt;
 oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.&lt;br /&gt;
 TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,&lt;br /&gt;
 QNH 1014, Squawk 4607,  right turn after departure as soon as possible.&lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.&lt;br /&gt;
 TWR:OE-AGA, climb 3500 feet, report Donauturm.&lt;br /&gt;
&lt;br /&gt;
In the air ATC provides traffic information. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound&lt;br /&gt;
 route Klosterneuburg-Freudenau.&lt;br /&gt;
&lt;br /&gt;
When the aircraft leaves the controlzone. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.&lt;br /&gt;
&lt;br /&gt;
Wien Tower/Turm can also be contacted in German. &lt;br /&gt;
&lt;br /&gt;
==== Merging in VFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
To manage VFR Traffic efficiently you have to use traffic information and visual seperation. &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
&lt;br /&gt;
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed: &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, fly extended right downwind, standby for base.&lt;br /&gt;
 OE-AGA: Extending right downwind, OE-AGA&lt;br /&gt;
&lt;br /&gt;
To instruct the aircraft to continue it's approach use the following procedure: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
 TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence&lt;br /&gt;
 OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-AGA, Make a right three-sixty.&lt;br /&gt;
 OE-AGA: Making three-sixty to the right.&lt;br /&gt;
 TWR: OE-AGA, Orbit left&lt;br /&gt;
 OE-AGA: Orbiting left, OE-AGA&lt;br /&gt;
&lt;br /&gt;
The second instructions means, that the pilot should make orbits until further advice. &lt;br /&gt;
&lt;br /&gt;
==== Information Positions  ====&lt;br /&gt;
&lt;br /&gt;
=== Coordination with other ATC Stations ===&lt;br /&gt;
''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.&lt;br /&gt;
&lt;br /&gt;
Within VACC Austria we usually use teamspeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
When you come online or go offline you should inform neighboring ATC stations.&lt;br /&gt;
&lt;br /&gt;
=== Special Situations (High Traffic, Slots, ...)  ===&lt;br /&gt;
&lt;br /&gt;
==== High traffic situations  ====&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Additional phrases during periods of high traffic  ====&lt;br /&gt;
&lt;br /&gt;
In order to expedite the flow of traffic use the following phrases: &lt;br /&gt;
&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating&lt;br /&gt;
 OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn&lt;br /&gt;
 as soon as practicable&lt;br /&gt;
&lt;br /&gt;
==== Opposite runway operations  ====&lt;br /&gt;
&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
== Ressourcen  ==&lt;br /&gt;
&lt;br /&gt;
*[http://vateud.net/index.php?option=com_content&amp;amp;view=article&amp;amp;id=77&amp;amp;Itemid=122 VATEUD Training Department] &lt;br /&gt;
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]]&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1755</id>
		<title>Study Guide:Tower</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1755"/>
		<updated>2012-03-14T15:15:58Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Coordination with other ATC Stations */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;'''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;This study guide is still work in progress. Stay tuned for further chapters.&amp;lt;/span&amp;gt;''' &lt;br /&gt;
&lt;br /&gt;
== Introduction  ==&lt;br /&gt;
&lt;br /&gt;
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 Delivery and Ground Study Guides and that you have some experience controlling on VATSIM. &lt;br /&gt;
Since you will handle aircraft in the air for the first time, we want to 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.&lt;br /&gt;
&lt;br /&gt;
== Aircraft and basic Flying Principles  ==&lt;br /&gt;
&lt;br /&gt;
=== Producing Lift  ===&lt;br /&gt;
&lt;br /&gt;
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft. &lt;br /&gt;
&lt;br /&gt;
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). &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. 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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Aircraft Categories  ===&lt;br /&gt;
&lt;br /&gt;
The most important ways of categorizing aircraft in aviation are by weight or by approach speed. &lt;br /&gt;
&lt;br /&gt;
==== Weight Categories  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized into three weight categories: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''MTOW'''&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&amp;amp;until=D228] &amp;lt;br&amp;gt;Weight depicted is MTOW. &lt;br /&gt;
&lt;br /&gt;
==== Approach Speed  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''Vref'''&lt;br /&gt;
|-&lt;br /&gt;
| A &lt;br /&gt;
| &amp;amp;lt;= 90 knots&lt;br /&gt;
|-&lt;br /&gt;
| B &lt;br /&gt;
| 91 - 120 knots&lt;br /&gt;
|-&lt;br /&gt;
| C &lt;br /&gt;
| 121 - 140 knots&lt;br /&gt;
|-&lt;br /&gt;
| D &lt;br /&gt;
| 141 - 165 knots&lt;br /&gt;
|-&lt;br /&gt;
| E &lt;br /&gt;
| &amp;amp;gt;= 165 knots&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
==Before you start controlling==&lt;br /&gt;
&lt;br /&gt;
Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online. &lt;br /&gt;
&lt;br /&gt;
=== Airspace Structure around Major Airports  ===&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
===Choosing the active runways===&lt;br /&gt;
The guiding principle in choosing the active runways is that aircraft prefer to depart into direction the wind is coming from.&lt;br /&gt;
 An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In &lt;br /&gt;
 this case runway 34 is chosen as the active runway.&lt;br /&gt;
However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. Tailwind components of up to five knots are normally accepted in these cases. &lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
For details on the preferred runway configurations for a specific airport ask your mentor.&lt;br /&gt;
&lt;br /&gt;
=== ATIS  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
A ATIS broadcast has to consist of: &lt;br /&gt;
&lt;br /&gt;
*Name of the Airport &lt;br /&gt;
*Identification Letter &lt;br /&gt;
*Time of Observation &lt;br /&gt;
*Active Runways &lt;br /&gt;
*Transition Level &lt;br /&gt;
*Wind direction and velocity &lt;br /&gt;
*Visibilities &lt;br /&gt;
*Special weather conditions (such as rain) &lt;br /&gt;
*Cloud ceiling &lt;br /&gt;
*Temperature and Dewpoint &lt;br /&gt;
*QNH &lt;br /&gt;
*Trends&lt;br /&gt;
&lt;br /&gt;
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&amp;amp;id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt;&lt;br /&gt;
&lt;br /&gt;
=== Transition Altitude/Transition Level  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes. &lt;br /&gt;
&lt;br /&gt;
To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again. &lt;br /&gt;
&lt;br /&gt;
In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL: &lt;br /&gt;
&lt;br /&gt;
 QNH      &amp;amp;lt; 0977: TA + 3000 ft.&lt;br /&gt;
 QNH 0978 - 1012: TA + 2000 ft.&lt;br /&gt;
 QNH 1013 - 1050: TA + 1000 ft.&lt;br /&gt;
 QNH 1051 &amp;amp;gt;    &amp;amp;nbsp;: TA = TL&lt;br /&gt;
&lt;br /&gt;
The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).&lt;br /&gt;
&lt;br /&gt;
== Working as a Tower Controller  ==&lt;br /&gt;
&lt;br /&gt;
===Setting the right priorities===&lt;br /&gt;
&lt;br /&gt;
=== Runway Separation  ===&lt;br /&gt;
&lt;br /&gt;
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 '''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;only one aircaft may be cleared to use a runway at the same time.&amp;lt;/span&amp;gt;''' What this means practically and exceptions from this rule are explained in the following chapters. &lt;br /&gt;
&lt;br /&gt;
=== Departing Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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? &lt;br /&gt;
&lt;br /&gt;
*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route. &lt;br /&gt;
*Check the traffic approaching the runway.&lt;br /&gt;
&lt;br /&gt;
To give him the takeoff clearance the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.&lt;br /&gt;
 AUA2CM: Cleared for takeoff Runway 29, AUA2CM&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!&lt;br /&gt;
 AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 and wait behind.&lt;br /&gt;
 AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.&lt;br /&gt;
 ''Note: The two times behind in this instruction is not a typing error but was implemented''&lt;br /&gt;
 to emphasize that part of the clearance.&lt;br /&gt;
&lt;br /&gt;
This type of clearance is called a conditional clearance. &amp;lt;br&amp;gt; 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.&amp;lt;br&amp;gt; However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.&lt;br /&gt;
 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.&lt;br /&gt;
 OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.&lt;br /&gt;
&lt;br /&gt;
=== Departure Seperation  ===&lt;br /&gt;
&lt;br /&gt;
==== Based on Type of Aircraft and departure route  ====&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Two aircraft are departing right after each other. &lt;br /&gt;
*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). &lt;br /&gt;
*Both follow the same departure route.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &amp;lt;br&amp;gt; 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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Fast followed by slow &lt;br /&gt;
| 3 nm&lt;br /&gt;
|-&lt;br /&gt;
| Matching Types &lt;br /&gt;
| 5 nm&lt;br /&gt;
|-&lt;br /&gt;
| Slow followed by fast &lt;br /&gt;
| 10 nm&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft&lt;br /&gt;
 DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441 &lt;br /&gt;
 TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff&lt;br /&gt;
 DLH2441: Cleared for takeoff runway 29, DLH2441&lt;br /&gt;
&lt;br /&gt;
The other main task of ATC is to expedite the flow of traffic. Situation: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*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. &lt;br /&gt;
*There are two holdingpoints available.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Based on Wake Turbulence Category  ====&lt;br /&gt;
&lt;br /&gt;
There are two ways aircraft influence the air around them when passing through it: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Jetwash produced by the engines &lt;br /&gt;
*Turbulence created at the wings and especially at the wingtips&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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.&amp;lt;br&amp;gt; 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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off. &lt;br /&gt;
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway. &lt;br /&gt;
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
To point out this hazard to a pilot the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,&lt;br /&gt;
 &amp;lt;u&amp;gt;caution wake turbulence.&amp;lt;/u&amp;gt;&lt;br /&gt;
 ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.&lt;br /&gt;
&lt;br /&gt;
=== Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.&lt;br /&gt;
&lt;br /&gt;
Again you are not allowed to clear more than one aircraft onto the same runway at the same time.&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| In order to issue a landing clearance &lt;br /&gt;
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway. &lt;br /&gt;
#preceeding landing traffic must have left the runway safety strip with all parts. &lt;br /&gt;
#traffic crossing the runway must have left the runway safety strip with all parts.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
If these conditions are met use the following phrase to clear the aircraft: &lt;br /&gt;
&lt;br /&gt;
  TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.&lt;br /&gt;
 MAH224:cleared to land runway 27, MAH224.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  AUA26T:Linz Tower, AUA26T established ILS 27.&lt;br /&gt;
 TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.&lt;br /&gt;
 AUA26T:continuing approach, AUA26T.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Meanwhile MAH224 has left the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.&lt;br /&gt;
 AUA26T:Runway 27, cleared to land, MAH224.&lt;br /&gt;
&lt;br /&gt;
Often it is useful to give pilots additional information, such as traffic information or wind: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| CSA276 is following NLY7751 (A320):&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  CSA276: Wien Tower, CSA276 established ILS 34.&lt;br /&gt;
 TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue&lt;br /&gt;
 approach runway 34, wind 010 degrees at 4 knots.&lt;br /&gt;
 CSA276:We have the airbus in sight continuing approach, CSA276.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  AUA81:Wien Tower, AUA81 established ILS 16&lt;br /&gt;
 TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140&lt;br /&gt;
 degrees at 7 knots.&lt;br /&gt;
 AUA81:continuing approach, AUA81.&lt;br /&gt;
 TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at&lt;br /&gt;
 your one o'clock position, 5 nm, 1400 ft.&lt;br /&gt;
 AUA81: Thank you, looking out, AUA81.&lt;br /&gt;
 AUA81: traffic in sight, AUA81.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 eg. the rescue helicopter from the example above needs to land on your airport:&lt;br /&gt;
 OEATD: Wien Tower, request landing at the General Aviation Terminal.&lt;br /&gt;
 TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Merging Departing and Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section. &lt;br /&gt;
&lt;br /&gt;
 LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight&lt;br /&gt;
 AUA123: Traffic in sight, AUA123&lt;br /&gt;
 LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait&lt;br /&gt;
 AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 Callsign, are you ready for immediate departure?&lt;br /&gt;
&lt;br /&gt;
Again it is a good idea to give the pilot an idea of the traffic situation around him. &lt;br /&gt;
&lt;br /&gt;
Example: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:CAL275, are you ready for immediate departure?&lt;br /&gt;
 CAL275:Affirmitive, ready for immediate departure, CAL275&lt;br /&gt;
 TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for&lt;br /&gt;
 immediate takeoff.&lt;br /&gt;
 CAL275:cleared for immediate takeoff runway 29, CAL275&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| After the CAL B747 has taken off.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.&lt;br /&gt;
 AUA289:Runway 29, cleared to land, AUA289.&lt;br /&gt;
 TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?&lt;br /&gt;
 AUA2LT:Traffic in sight, AUA2LT.&lt;br /&gt;
 TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.&lt;br /&gt;
 AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| AUA289 has vacated the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is&lt;br /&gt;
 now on a 3,5 nm final.&lt;br /&gt;
 AUA2LT:cleread for takeoff runway 29, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
=== VFR Traffic  ===&lt;br /&gt;
&lt;br /&gt;
==== Differences to handling of IFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
The essential collision safety principle guiding the VFR pilot is &amp;quot;see and avoid.&amp;quot; Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety. &lt;br /&gt;
&lt;br /&gt;
To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''': &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,&lt;br /&gt;
 QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.&lt;br /&gt;
 TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)&lt;br /&gt;
&lt;br /&gt;
VFR flights should be guided into downwind, base and final leg for landing.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter downwind for runway 29, report on downwind&lt;br /&gt;
 TWR:OE-AGA, enter base for runway 29, report on base&lt;br /&gt;
&lt;br /&gt;
VFR Flights get their Clearance from &amp;lt;u&amp;gt;Tower&amp;lt;/u&amp;gt;. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be:&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß&lt;br /&gt;
 oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.&lt;br /&gt;
 TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,&lt;br /&gt;
 QNH 1014, Squawk 4607,  right turn after departure as soon as possible.&lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.&lt;br /&gt;
 TWR:OE-AGA, climb 3500 feet, report Donauturm.&lt;br /&gt;
&lt;br /&gt;
In the air ATC provides traffic information. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound&lt;br /&gt;
 route Klosterneuburg-Freudenau.&lt;br /&gt;
&lt;br /&gt;
When the aircraft leaves the controlzone. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.&lt;br /&gt;
&lt;br /&gt;
Wien Tower/Turm can also be contacted in German. &lt;br /&gt;
&lt;br /&gt;
==== Merging in VFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
To manage VFR Traffic efficiently you have to use traffic information and visual seperation. &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
&lt;br /&gt;
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed: &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, fly extended right downwind, standby for base.&lt;br /&gt;
 OE-AGA: Extending right downwind, OE-AGA&lt;br /&gt;
&lt;br /&gt;
To instruct the aircraft to continue it's approach use the following procedure: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
 TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence&lt;br /&gt;
 OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-AGA, Make a right three-sixty.&lt;br /&gt;
 OE-AGA: Making three-sixty to the right.&lt;br /&gt;
 TWR: OE-AGA, Orbit left&lt;br /&gt;
 OE-AGA: Orbiting left, OE-AGA&lt;br /&gt;
&lt;br /&gt;
The second instructions means, that the pilot should make orbits until further advice. &lt;br /&gt;
&lt;br /&gt;
==== Information Positions  ====&lt;br /&gt;
&lt;br /&gt;
=== Coordination with other ATC Stations ===&lt;br /&gt;
''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.&lt;br /&gt;
&lt;br /&gt;
Within VACC Austria we usually use teamspeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
When you come online or go offline you should inform neighboring ATC stations.&lt;br /&gt;
&lt;br /&gt;
=== Special Situations (High Traffic, Slots, ...)  ===&lt;br /&gt;
&lt;br /&gt;
==== High traffic situations  ====&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Additional phrases during periods of high traffic  ====&lt;br /&gt;
&lt;br /&gt;
In order to expedite the flow of traffic use the following phrases: &lt;br /&gt;
&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating&lt;br /&gt;
 OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn&lt;br /&gt;
 as soon as practicable&lt;br /&gt;
&lt;br /&gt;
==== Opposite runway operations  ====&lt;br /&gt;
&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
== Ressourcen  ==&lt;br /&gt;
&lt;br /&gt;
*[http://vateud.net/index.php?option=com_content&amp;amp;view=article&amp;amp;id=77&amp;amp;Itemid=122 VATEUD Training Department] &lt;br /&gt;
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]]&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1754</id>
		<title>Study Guide:Tower</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1754"/>
		<updated>2012-03-13T12:13:45Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Choosing the active runways */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;'''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;This study guide is still work in progress. Stay tuned for further chapters.&amp;lt;/span&amp;gt;''' &lt;br /&gt;
&lt;br /&gt;
== Introduction  ==&lt;br /&gt;
&lt;br /&gt;
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 Delivery and Ground Study Guides and that you have some experience controlling on VATSIM. &lt;br /&gt;
Since you will handle aircraft in the air for the first time, we want to 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.&lt;br /&gt;
&lt;br /&gt;
== Aircraft and basic Flying Principles  ==&lt;br /&gt;
&lt;br /&gt;
=== Producing Lift  ===&lt;br /&gt;
&lt;br /&gt;
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft. &lt;br /&gt;
&lt;br /&gt;
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). &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. 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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Aircraft Categories  ===&lt;br /&gt;
&lt;br /&gt;
The most important ways of categorizing aircraft in aviation are by weight or by approach speed. &lt;br /&gt;
&lt;br /&gt;
==== Weight Categories  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized into three weight categories: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''MTOW'''&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&amp;amp;until=D228] &amp;lt;br&amp;gt;Weight depicted is MTOW. &lt;br /&gt;
&lt;br /&gt;
==== Approach Speed  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''Vref'''&lt;br /&gt;
|-&lt;br /&gt;
| A &lt;br /&gt;
| &amp;amp;lt;= 90 knots&lt;br /&gt;
|-&lt;br /&gt;
| B &lt;br /&gt;
| 91 - 120 knots&lt;br /&gt;
|-&lt;br /&gt;
| C &lt;br /&gt;
| 121 - 140 knots&lt;br /&gt;
|-&lt;br /&gt;
| D &lt;br /&gt;
| 141 - 165 knots&lt;br /&gt;
|-&lt;br /&gt;
| E &lt;br /&gt;
| &amp;amp;gt;= 165 knots&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
==Before you start controlling==&lt;br /&gt;
&lt;br /&gt;
Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online. &lt;br /&gt;
&lt;br /&gt;
=== Airspace Structure around Major Airports  ===&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
===Choosing the active runways===&lt;br /&gt;
The guiding principle in choosing the active runways is that aircraft prefer to depart into direction the wind is coming from.&lt;br /&gt;
 An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In &lt;br /&gt;
 this case runway 34 is chosen as the active runway.&lt;br /&gt;
However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. Tailwind components of up to five knots are normally accepted in these cases. &lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
For details on the preferred runway configurations for a specific airport ask your mentor.&lt;br /&gt;
&lt;br /&gt;
=== ATIS  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
A ATIS broadcast has to consist of: &lt;br /&gt;
&lt;br /&gt;
*Name of the Airport &lt;br /&gt;
*Identification Letter &lt;br /&gt;
*Time of Observation &lt;br /&gt;
*Active Runways &lt;br /&gt;
*Transition Level &lt;br /&gt;
*Wind direction and velocity &lt;br /&gt;
*Visibilities &lt;br /&gt;
*Special weather conditions (such as rain) &lt;br /&gt;
*Cloud ceiling &lt;br /&gt;
*Temperature and Dewpoint &lt;br /&gt;
*QNH &lt;br /&gt;
*Trends&lt;br /&gt;
&lt;br /&gt;
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&amp;amp;id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt;&lt;br /&gt;
&lt;br /&gt;
=== Transition Altitude/Transition Level  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes. &lt;br /&gt;
&lt;br /&gt;
To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again. &lt;br /&gt;
&lt;br /&gt;
In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL: &lt;br /&gt;
&lt;br /&gt;
 QNH      &amp;amp;lt; 0977: TA + 3000 ft.&lt;br /&gt;
 QNH 0978 - 1012: TA + 2000 ft.&lt;br /&gt;
 QNH 1013 - 1050: TA + 1000 ft.&lt;br /&gt;
 QNH 1051 &amp;amp;gt;    &amp;amp;nbsp;: TA = TL&lt;br /&gt;
&lt;br /&gt;
The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).&lt;br /&gt;
&lt;br /&gt;
== Working as a Tower Controller  ==&lt;br /&gt;
&lt;br /&gt;
===Setting the right priorities===&lt;br /&gt;
&lt;br /&gt;
=== Runway Separation  ===&lt;br /&gt;
&lt;br /&gt;
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 '''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;only one aircaft may be cleared to use a runway at the same time.&amp;lt;/span&amp;gt;''' What this means practically and exceptions from this rule are explained in the following chapters. &lt;br /&gt;
&lt;br /&gt;
=== Departing Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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? &lt;br /&gt;
&lt;br /&gt;
*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route. &lt;br /&gt;
*Check the traffic approaching the runway.&lt;br /&gt;
&lt;br /&gt;
To give him the takeoff clearance the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.&lt;br /&gt;
 AUA2CM: Cleared for takeoff Runway 29, AUA2CM&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!&lt;br /&gt;
 AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 and wait behind.&lt;br /&gt;
 AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.&lt;br /&gt;
 ''Note: The two times behind in this instruction is not a typing error but was implemented''&lt;br /&gt;
 to emphasize that part of the clearance.&lt;br /&gt;
&lt;br /&gt;
This type of clearance is called a conditional clearance. &amp;lt;br&amp;gt; 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.&amp;lt;br&amp;gt; However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.&lt;br /&gt;
 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.&lt;br /&gt;
 OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.&lt;br /&gt;
&lt;br /&gt;
=== Departure Seperation  ===&lt;br /&gt;
&lt;br /&gt;
==== Based on Type of Aircraft and departure route  ====&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Two aircraft are departing right after each other. &lt;br /&gt;
*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). &lt;br /&gt;
*Both follow the same departure route.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &amp;lt;br&amp;gt; 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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Fast followed by slow &lt;br /&gt;
| 3 nm&lt;br /&gt;
|-&lt;br /&gt;
| Matching Types &lt;br /&gt;
| 5 nm&lt;br /&gt;
|-&lt;br /&gt;
| Slow followed by fast &lt;br /&gt;
| 10 nm&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft&lt;br /&gt;
 DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441 &lt;br /&gt;
 TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff&lt;br /&gt;
 DLH2441: Cleared for takeoff runway 29, DLH2441&lt;br /&gt;
&lt;br /&gt;
The other main task of ATC is to expedite the flow of traffic. Situation: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*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. &lt;br /&gt;
*There are two holdingpoints available.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Based on Wake Turbulence Category  ====&lt;br /&gt;
&lt;br /&gt;
There are two ways aircraft influence the air around them when passing through it: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Jetwash produced by the engines &lt;br /&gt;
*Turbulence created at the wings and especially at the wingtips&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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.&amp;lt;br&amp;gt; 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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off. &lt;br /&gt;
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway. &lt;br /&gt;
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
To point out this hazard to a pilot the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,&lt;br /&gt;
 &amp;lt;u&amp;gt;caution wake turbulence.&amp;lt;/u&amp;gt;&lt;br /&gt;
 ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.&lt;br /&gt;
&lt;br /&gt;
=== Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.&lt;br /&gt;
&lt;br /&gt;
Again you are not allowed to clear more than one aircraft onto the same runway at the same time.&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| In order to issue a landing clearance &lt;br /&gt;
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway. &lt;br /&gt;
#preceeding landing traffic must have left the runway safety strip with all parts. &lt;br /&gt;
#traffic crossing the runway must have left the runway safety strip with all parts.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
If these conditions are met use the following phrase to clear the aircraft: &lt;br /&gt;
&lt;br /&gt;
  TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.&lt;br /&gt;
 MAH224:cleared to land runway 27, MAH224.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  AUA26T:Linz Tower, AUA26T established ILS 27.&lt;br /&gt;
 TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.&lt;br /&gt;
 AUA26T:continuing approach, AUA26T.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Meanwhile MAH224 has left the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.&lt;br /&gt;
 AUA26T:Runway 27, cleared to land, MAH224.&lt;br /&gt;
&lt;br /&gt;
Often it is useful to give pilots additional information, such as traffic information or wind: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| CSA276 is following NLY7751 (A320):&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  CSA276: Wien Tower, CSA276 established ILS 34.&lt;br /&gt;
 TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue&lt;br /&gt;
 approach runway 34, wind 010 degrees at 4 knots.&lt;br /&gt;
 CSA276:We have the airbus in sight continuing approach, CSA276.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  AUA81:Wien Tower, AUA81 established ILS 16&lt;br /&gt;
 TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140&lt;br /&gt;
 degrees at 7 knots.&lt;br /&gt;
 AUA81:continuing approach, AUA81.&lt;br /&gt;
 TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at&lt;br /&gt;
 your one o'clock position, 5 nm, 1400 ft.&lt;br /&gt;
 AUA81: Thank you, looking out, AUA81.&lt;br /&gt;
 AUA81: traffic in sight, AUA81.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 eg. the rescue helicopter from the example above needs to land on your airport:&lt;br /&gt;
 OEATD: Wien Tower, request landing at the General Aviation Terminal.&lt;br /&gt;
 TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Merging Departing and Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section. &lt;br /&gt;
&lt;br /&gt;
 LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight&lt;br /&gt;
 AUA123: Traffic in sight, AUA123&lt;br /&gt;
 LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait&lt;br /&gt;
 AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 Callsign, are you ready for immediate departure?&lt;br /&gt;
&lt;br /&gt;
Again it is a good idea to give the pilot an idea of the traffic situation around him. &lt;br /&gt;
&lt;br /&gt;
Example: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:CAL275, are you ready for immediate departure?&lt;br /&gt;
 CAL275:Affirmitive, ready for immediate departure, CAL275&lt;br /&gt;
 TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for&lt;br /&gt;
 immediate takeoff.&lt;br /&gt;
 CAL275:cleared for immediate takeoff runway 29, CAL275&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| After the CAL B747 has taken off.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.&lt;br /&gt;
 AUA289:Runway 29, cleared to land, AUA289.&lt;br /&gt;
 TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?&lt;br /&gt;
 AUA2LT:Traffic in sight, AUA2LT.&lt;br /&gt;
 TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.&lt;br /&gt;
 AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| AUA289 has vacated the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is&lt;br /&gt;
 now on a 3,5 nm final.&lt;br /&gt;
 AUA2LT:cleread for takeoff runway 29, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
=== VFR Traffic  ===&lt;br /&gt;
&lt;br /&gt;
==== Differences to handling of IFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
The essential collision safety principle guiding the VFR pilot is &amp;quot;see and avoid.&amp;quot; Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety. &lt;br /&gt;
&lt;br /&gt;
To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''': &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,&lt;br /&gt;
 QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.&lt;br /&gt;
 TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)&lt;br /&gt;
&lt;br /&gt;
VFR flights should be guided into downwind, base and final leg for landing.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter downwind for runway 29, report on downwind&lt;br /&gt;
 TWR:OE-AGA, enter base for runway 29, report on base&lt;br /&gt;
&lt;br /&gt;
VFR Flights get their Clearance from &amp;lt;u&amp;gt;Tower&amp;lt;/u&amp;gt;. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be:&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß&lt;br /&gt;
 oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.&lt;br /&gt;
 TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,&lt;br /&gt;
 QNH 1014, Squawk 4607,  right turn after departure as soon as possible.&lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.&lt;br /&gt;
 TWR:OE-AGA, climb 3500 feet, report Donauturm.&lt;br /&gt;
&lt;br /&gt;
In the air ATC provides traffic information. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound&lt;br /&gt;
 route Klosterneuburg-Freudenau.&lt;br /&gt;
&lt;br /&gt;
When the aircraft leaves the controlzone. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.&lt;br /&gt;
&lt;br /&gt;
Wien Tower/Turm can also be contacted in German. &lt;br /&gt;
&lt;br /&gt;
==== Merging in VFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
To manage VFR Traffic efficiently you have to use traffic information and visual seperation. &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
&lt;br /&gt;
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed: &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, fly extended right downwind, standby for base.&lt;br /&gt;
 OE-AGA: Extending right downwind, OE-AGA&lt;br /&gt;
&lt;br /&gt;
To instruct the aircraft to continue it's approach use the following procedure: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
 TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence&lt;br /&gt;
 OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-AGA, Make a right three-sixty.&lt;br /&gt;
 OE-AGA: Making three-sixty to the right.&lt;br /&gt;
 TWR: OE-AGA, Orbit left&lt;br /&gt;
 OE-AGA: Orbiting left, OE-AGA&lt;br /&gt;
&lt;br /&gt;
The second instructions means, that the pilot should make orbits until further advice. &lt;br /&gt;
&lt;br /&gt;
==== Information Positions  ====&lt;br /&gt;
&lt;br /&gt;
=== Coordination with other ATC Stations ===&lt;br /&gt;
&lt;br /&gt;
=== Special Situations (High Traffic, Slots, ...)  ===&lt;br /&gt;
&lt;br /&gt;
==== High traffic situations  ====&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Additional phrases during periods of high traffic  ====&lt;br /&gt;
&lt;br /&gt;
In order to expedite the flow of traffic use the following phrases: &lt;br /&gt;
&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating&lt;br /&gt;
 OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn&lt;br /&gt;
 as soon as practicable&lt;br /&gt;
&lt;br /&gt;
==== Opposite runway operations  ====&lt;br /&gt;
&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
== Ressourcen  ==&lt;br /&gt;
&lt;br /&gt;
*[http://vateud.net/index.php?option=com_content&amp;amp;view=article&amp;amp;id=77&amp;amp;Itemid=122 VATEUD Training Department] &lt;br /&gt;
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]]&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1753</id>
		<title>Study Guide:Tower</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1753"/>
		<updated>2012-03-13T11:57:48Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Airspace Structure around Major Airports */ Text added.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;'''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;This study guide is still work in progress. Stay tuned for further chapters.&amp;lt;/span&amp;gt;''' &lt;br /&gt;
&lt;br /&gt;
== Introduction  ==&lt;br /&gt;
&lt;br /&gt;
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 Delivery and Ground Study Guides and that you have some experience controlling on VATSIM. &lt;br /&gt;
Since you will handle aircraft in the air for the first time, we want to 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.&lt;br /&gt;
&lt;br /&gt;
== Aircraft and basic Flying Principles  ==&lt;br /&gt;
&lt;br /&gt;
=== Producing Lift  ===&lt;br /&gt;
&lt;br /&gt;
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft. &lt;br /&gt;
&lt;br /&gt;
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). &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. 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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Aircraft Categories  ===&lt;br /&gt;
&lt;br /&gt;
The most important ways of categorizing aircraft in aviation are by weight or by approach speed. &lt;br /&gt;
&lt;br /&gt;
==== Weight Categories  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized into three weight categories: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''MTOW'''&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&amp;amp;until=D228] &amp;lt;br&amp;gt;Weight depicted is MTOW. &lt;br /&gt;
&lt;br /&gt;
==== Approach Speed  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''Vref'''&lt;br /&gt;
|-&lt;br /&gt;
| A &lt;br /&gt;
| &amp;amp;lt;= 90 knots&lt;br /&gt;
|-&lt;br /&gt;
| B &lt;br /&gt;
| 91 - 120 knots&lt;br /&gt;
|-&lt;br /&gt;
| C &lt;br /&gt;
| 121 - 140 knots&lt;br /&gt;
|-&lt;br /&gt;
| D &lt;br /&gt;
| 141 - 165 knots&lt;br /&gt;
|-&lt;br /&gt;
| E &lt;br /&gt;
| &amp;amp;gt;= 165 knots&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
==Before you start controlling==&lt;br /&gt;
&lt;br /&gt;
Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online. &lt;br /&gt;
&lt;br /&gt;
=== Airspace Structure around Major Airports  ===&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
===Choosing the active runways===&lt;br /&gt;
&lt;br /&gt;
=== ATIS  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
A ATIS broadcast has to consist of: &lt;br /&gt;
&lt;br /&gt;
*Name of the Airport &lt;br /&gt;
*Identification Letter &lt;br /&gt;
*Time of Observation &lt;br /&gt;
*Active Runways &lt;br /&gt;
*Transition Level &lt;br /&gt;
*Wind direction and velocity &lt;br /&gt;
*Visibilities &lt;br /&gt;
*Special weather conditions (such as rain) &lt;br /&gt;
*Cloud ceiling &lt;br /&gt;
*Temperature and Dewpoint &lt;br /&gt;
*QNH &lt;br /&gt;
*Trends&lt;br /&gt;
&lt;br /&gt;
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&amp;amp;id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt;&lt;br /&gt;
&lt;br /&gt;
=== Transition Altitude/Transition Level  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes. &lt;br /&gt;
&lt;br /&gt;
To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again. &lt;br /&gt;
&lt;br /&gt;
In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL: &lt;br /&gt;
&lt;br /&gt;
 QNH      &amp;amp;lt; 0977: TA + 3000 ft.&lt;br /&gt;
 QNH 0978 - 1012: TA + 2000 ft.&lt;br /&gt;
 QNH 1013 - 1050: TA + 1000 ft.&lt;br /&gt;
 QNH 1051 &amp;amp;gt;    &amp;amp;nbsp;: TA = TL&lt;br /&gt;
&lt;br /&gt;
The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).&lt;br /&gt;
&lt;br /&gt;
== Working as a Tower Controller  ==&lt;br /&gt;
&lt;br /&gt;
===Setting the right priorities===&lt;br /&gt;
&lt;br /&gt;
=== Runway Separation  ===&lt;br /&gt;
&lt;br /&gt;
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 '''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;only one aircaft may be cleared to use a runway at the same time.&amp;lt;/span&amp;gt;''' What this means practically and exceptions from this rule are explained in the following chapters. &lt;br /&gt;
&lt;br /&gt;
=== Departing Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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? &lt;br /&gt;
&lt;br /&gt;
*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route. &lt;br /&gt;
*Check the traffic approaching the runway.&lt;br /&gt;
&lt;br /&gt;
To give him the takeoff clearance the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.&lt;br /&gt;
 AUA2CM: Cleared for takeoff Runway 29, AUA2CM&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!&lt;br /&gt;
 AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 and wait behind.&lt;br /&gt;
 AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.&lt;br /&gt;
 ''Note: The two times behind in this instruction is not a typing error but was implemented''&lt;br /&gt;
 to emphasize that part of the clearance.&lt;br /&gt;
&lt;br /&gt;
This type of clearance is called a conditional clearance. &amp;lt;br&amp;gt; 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.&amp;lt;br&amp;gt; However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.&lt;br /&gt;
 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.&lt;br /&gt;
 OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.&lt;br /&gt;
&lt;br /&gt;
=== Departure Seperation  ===&lt;br /&gt;
&lt;br /&gt;
==== Based on Type of Aircraft and departure route  ====&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Two aircraft are departing right after each other. &lt;br /&gt;
*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). &lt;br /&gt;
*Both follow the same departure route.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &amp;lt;br&amp;gt; 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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Fast followed by slow &lt;br /&gt;
| 3 nm&lt;br /&gt;
|-&lt;br /&gt;
| Matching Types &lt;br /&gt;
| 5 nm&lt;br /&gt;
|-&lt;br /&gt;
| Slow followed by fast &lt;br /&gt;
| 10 nm&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft&lt;br /&gt;
 DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441 &lt;br /&gt;
 TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff&lt;br /&gt;
 DLH2441: Cleared for takeoff runway 29, DLH2441&lt;br /&gt;
&lt;br /&gt;
The other main task of ATC is to expedite the flow of traffic. Situation: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*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. &lt;br /&gt;
*There are two holdingpoints available.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Based on Wake Turbulence Category  ====&lt;br /&gt;
&lt;br /&gt;
There are two ways aircraft influence the air around them when passing through it: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Jetwash produced by the engines &lt;br /&gt;
*Turbulence created at the wings and especially at the wingtips&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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.&amp;lt;br&amp;gt; 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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off. &lt;br /&gt;
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway. &lt;br /&gt;
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
To point out this hazard to a pilot the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,&lt;br /&gt;
 &amp;lt;u&amp;gt;caution wake turbulence.&amp;lt;/u&amp;gt;&lt;br /&gt;
 ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.&lt;br /&gt;
&lt;br /&gt;
=== Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.&lt;br /&gt;
&lt;br /&gt;
Again you are not allowed to clear more than one aircraft onto the same runway at the same time.&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| In order to issue a landing clearance &lt;br /&gt;
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway. &lt;br /&gt;
#preceeding landing traffic must have left the runway safety strip with all parts. &lt;br /&gt;
#traffic crossing the runway must have left the runway safety strip with all parts.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
If these conditions are met use the following phrase to clear the aircraft: &lt;br /&gt;
&lt;br /&gt;
  TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.&lt;br /&gt;
 MAH224:cleared to land runway 27, MAH224.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  AUA26T:Linz Tower, AUA26T established ILS 27.&lt;br /&gt;
 TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.&lt;br /&gt;
 AUA26T:continuing approach, AUA26T.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Meanwhile MAH224 has left the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.&lt;br /&gt;
 AUA26T:Runway 27, cleared to land, MAH224.&lt;br /&gt;
&lt;br /&gt;
Often it is useful to give pilots additional information, such as traffic information or wind: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| CSA276 is following NLY7751 (A320):&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  CSA276: Wien Tower, CSA276 established ILS 34.&lt;br /&gt;
 TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue&lt;br /&gt;
 approach runway 34, wind 010 degrees at 4 knots.&lt;br /&gt;
 CSA276:We have the airbus in sight continuing approach, CSA276.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  AUA81:Wien Tower, AUA81 established ILS 16&lt;br /&gt;
 TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140&lt;br /&gt;
 degrees at 7 knots.&lt;br /&gt;
 AUA81:continuing approach, AUA81.&lt;br /&gt;
 TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at&lt;br /&gt;
 your one o'clock position, 5 nm, 1400 ft.&lt;br /&gt;
 AUA81: Thank you, looking out, AUA81.&lt;br /&gt;
 AUA81: traffic in sight, AUA81.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 eg. the rescue helicopter from the example above needs to land on your airport:&lt;br /&gt;
 OEATD: Wien Tower, request landing at the General Aviation Terminal.&lt;br /&gt;
 TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Merging Departing and Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section. &lt;br /&gt;
&lt;br /&gt;
 LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight&lt;br /&gt;
 AUA123: Traffic in sight, AUA123&lt;br /&gt;
 LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait&lt;br /&gt;
 AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 Callsign, are you ready for immediate departure?&lt;br /&gt;
&lt;br /&gt;
Again it is a good idea to give the pilot an idea of the traffic situation around him. &lt;br /&gt;
&lt;br /&gt;
Example: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:CAL275, are you ready for immediate departure?&lt;br /&gt;
 CAL275:Affirmitive, ready for immediate departure, CAL275&lt;br /&gt;
 TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for&lt;br /&gt;
 immediate takeoff.&lt;br /&gt;
 CAL275:cleared for immediate takeoff runway 29, CAL275&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| After the CAL B747 has taken off.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.&lt;br /&gt;
 AUA289:Runway 29, cleared to land, AUA289.&lt;br /&gt;
 TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?&lt;br /&gt;
 AUA2LT:Traffic in sight, AUA2LT.&lt;br /&gt;
 TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.&lt;br /&gt;
 AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| AUA289 has vacated the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is&lt;br /&gt;
 now on a 3,5 nm final.&lt;br /&gt;
 AUA2LT:cleread for takeoff runway 29, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
=== VFR Traffic  ===&lt;br /&gt;
&lt;br /&gt;
==== Differences to handling of IFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
The essential collision safety principle guiding the VFR pilot is &amp;quot;see and avoid.&amp;quot; Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety. &lt;br /&gt;
&lt;br /&gt;
To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''': &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,&lt;br /&gt;
 QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.&lt;br /&gt;
 TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)&lt;br /&gt;
&lt;br /&gt;
VFR flights should be guided into downwind, base and final leg for landing.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter downwind for runway 29, report on downwind&lt;br /&gt;
 TWR:OE-AGA, enter base for runway 29, report on base&lt;br /&gt;
&lt;br /&gt;
VFR Flights get their Clearance from &amp;lt;u&amp;gt;Tower&amp;lt;/u&amp;gt;. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be:&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß&lt;br /&gt;
 oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.&lt;br /&gt;
 TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,&lt;br /&gt;
 QNH 1014, Squawk 4607,  right turn after departure as soon as possible.&lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.&lt;br /&gt;
 TWR:OE-AGA, climb 3500 feet, report Donauturm.&lt;br /&gt;
&lt;br /&gt;
In the air ATC provides traffic information. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound&lt;br /&gt;
 route Klosterneuburg-Freudenau.&lt;br /&gt;
&lt;br /&gt;
When the aircraft leaves the controlzone. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.&lt;br /&gt;
&lt;br /&gt;
Wien Tower/Turm can also be contacted in German. &lt;br /&gt;
&lt;br /&gt;
==== Merging in VFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
To manage VFR Traffic efficiently you have to use traffic information and visual seperation. &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
&lt;br /&gt;
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed: &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, fly extended right downwind, standby for base.&lt;br /&gt;
 OE-AGA: Extending right downwind, OE-AGA&lt;br /&gt;
&lt;br /&gt;
To instruct the aircraft to continue it's approach use the following procedure: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
 TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence&lt;br /&gt;
 OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-AGA, Make a right three-sixty.&lt;br /&gt;
 OE-AGA: Making three-sixty to the right.&lt;br /&gt;
 TWR: OE-AGA, Orbit left&lt;br /&gt;
 OE-AGA: Orbiting left, OE-AGA&lt;br /&gt;
&lt;br /&gt;
The second instructions means, that the pilot should make orbits until further advice. &lt;br /&gt;
&lt;br /&gt;
==== Information Positions  ====&lt;br /&gt;
&lt;br /&gt;
=== Coordination with other ATC Stations ===&lt;br /&gt;
&lt;br /&gt;
=== Special Situations (High Traffic, Slots, ...)  ===&lt;br /&gt;
&lt;br /&gt;
==== High traffic situations  ====&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Additional phrases during periods of high traffic  ====&lt;br /&gt;
&lt;br /&gt;
In order to expedite the flow of traffic use the following phrases: &lt;br /&gt;
&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating&lt;br /&gt;
 OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn&lt;br /&gt;
 as soon as practicable&lt;br /&gt;
&lt;br /&gt;
==== Opposite runway operations  ====&lt;br /&gt;
&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
== Ressourcen  ==&lt;br /&gt;
&lt;br /&gt;
*[http://vateud.net/index.php?option=com_content&amp;amp;view=article&amp;amp;id=77&amp;amp;Itemid=122 VATEUD Training Department] &lt;br /&gt;
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]]&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1107</id>
		<title>Study Guide:Tower</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1107"/>
		<updated>2012-01-02T15:53:46Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Working as a Tower Controller */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;'''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;This study guide is still work in progress. Stay tuned for further chapters.&amp;lt;/span&amp;gt;''' &lt;br /&gt;
&lt;br /&gt;
== Introduction  ==&lt;br /&gt;
&lt;br /&gt;
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 Delivery and Ground Study Guides and that you have some experience controlling on VATSIM. &lt;br /&gt;
Since you will handle aircraft in the air for the first time, we want to 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.&lt;br /&gt;
&lt;br /&gt;
== Aircraft and basic Flying Principles  ==&lt;br /&gt;
&lt;br /&gt;
=== Producing Lift  ===&lt;br /&gt;
&lt;br /&gt;
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft. &lt;br /&gt;
&lt;br /&gt;
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). &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. 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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Aircraft Categories  ===&lt;br /&gt;
&lt;br /&gt;
The most important ways of categorizing aircraft in aviation are by weight or by approach speed. &lt;br /&gt;
&lt;br /&gt;
==== Weight Categories  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized into three weight categories: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''MTOW'''&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&amp;amp;until=D228] &amp;lt;br&amp;gt;Weight depicted is MTOW. &lt;br /&gt;
&lt;br /&gt;
==== Approach Speed  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''Vref'''&lt;br /&gt;
|-&lt;br /&gt;
| A &lt;br /&gt;
| &amp;amp;lt;= 90 knots&lt;br /&gt;
|-&lt;br /&gt;
| B &lt;br /&gt;
| 91 - 120 knots&lt;br /&gt;
|-&lt;br /&gt;
| C &lt;br /&gt;
| 121 - 140 knots&lt;br /&gt;
|-&lt;br /&gt;
| D &lt;br /&gt;
| 141 - 165 knots&lt;br /&gt;
|-&lt;br /&gt;
| E &lt;br /&gt;
| &amp;amp;gt;= 165 knots&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
==Before you start controlling==&lt;br /&gt;
&lt;br /&gt;
Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online. &lt;br /&gt;
&lt;br /&gt;
=== Airspace Structure around Major Airports  ===&lt;br /&gt;
&lt;br /&gt;
===Choosing the active runways===&lt;br /&gt;
&lt;br /&gt;
=== ATIS  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
A ATIS broadcast has to consist of: &lt;br /&gt;
&lt;br /&gt;
*Name of the Airport &lt;br /&gt;
*Identification Letter &lt;br /&gt;
*Time of Observation &lt;br /&gt;
*Active Runways &lt;br /&gt;
*Transition Level &lt;br /&gt;
*Wind direction and velocity &lt;br /&gt;
*Visibilities &lt;br /&gt;
*Special weather conditions (such as rain) &lt;br /&gt;
*Cloud ceiling &lt;br /&gt;
*Temperature and Dewpoint &lt;br /&gt;
*QNH &lt;br /&gt;
*Trends&lt;br /&gt;
&lt;br /&gt;
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&amp;amp;id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt;&lt;br /&gt;
&lt;br /&gt;
=== Transition Altitude/Transition Level  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes. &lt;br /&gt;
&lt;br /&gt;
To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again. &lt;br /&gt;
&lt;br /&gt;
In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL: &lt;br /&gt;
&lt;br /&gt;
 QNH      &amp;amp;lt; 0977: TA + 3000 ft.&lt;br /&gt;
 QNH 0978 - 1012: TA + 2000 ft.&lt;br /&gt;
 QNH 1013 - 1050: TA + 1000 ft.&lt;br /&gt;
 QNH 1051 &amp;amp;gt;    &amp;amp;nbsp;: TA = TL&lt;br /&gt;
&lt;br /&gt;
The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).&lt;br /&gt;
&lt;br /&gt;
== Working as a Tower Controller  ==&lt;br /&gt;
&lt;br /&gt;
===Setting the right priorities===&lt;br /&gt;
&lt;br /&gt;
=== Runway Separation  ===&lt;br /&gt;
&lt;br /&gt;
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 '''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;only one aircaft may be cleared to use a runway at the same time.&amp;lt;/span&amp;gt;''' What this means practically and exceptions from this rule are explained in the following chapters. &lt;br /&gt;
&lt;br /&gt;
=== Departing Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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? &lt;br /&gt;
&lt;br /&gt;
*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route. &lt;br /&gt;
*Check the traffic approaching the runway.&lt;br /&gt;
&lt;br /&gt;
To give him the takeoff clearance the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.&lt;br /&gt;
 AUA2CM: Cleared for takeoff Runway 29, AUA2CM&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!&lt;br /&gt;
 AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind and wait.&lt;br /&gt;
 AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.&lt;br /&gt;
 ''Note: The two times behind in this instruction is not a typing error but was implemented''&lt;br /&gt;
 to emphasize that part of the clearance.&lt;br /&gt;
&lt;br /&gt;
This type of clearance is called a conditional clearance. &amp;lt;br&amp;gt; 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.&amp;lt;br&amp;gt; However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.&lt;br /&gt;
 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.&lt;br /&gt;
 OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.&lt;br /&gt;
&lt;br /&gt;
=== Departure Seperation  ===&lt;br /&gt;
&lt;br /&gt;
==== Based on Type of Aircraft and departure route  ====&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Two aircraft are departing right after each other. &lt;br /&gt;
*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). &lt;br /&gt;
*Both follow the same departure route.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &amp;lt;br&amp;gt; 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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Fast followed by slow &lt;br /&gt;
| 3 nm&lt;br /&gt;
|-&lt;br /&gt;
| Matching Types &lt;br /&gt;
| 5 nm&lt;br /&gt;
|-&lt;br /&gt;
| Slow followed by fast &lt;br /&gt;
| 10 nm&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft&lt;br /&gt;
 DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441 &lt;br /&gt;
 TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff&lt;br /&gt;
 DLH2441: Cleared for takeoff runway 29, DLH2441&lt;br /&gt;
&lt;br /&gt;
The other main task of ATC is to expedite the flow of traffic. Situation: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*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. &lt;br /&gt;
*There are two holdingpoints available.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Based on Wake Turbulence Category  ====&lt;br /&gt;
&lt;br /&gt;
There are two ways aircraft influence the air around them when passing through it: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Jetwash produced by the engines &lt;br /&gt;
*Turbulence created at the wings and especially at the wingtips&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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.&amp;lt;br&amp;gt; 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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off. &lt;br /&gt;
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway. &lt;br /&gt;
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
To point out this hazard to a pilot the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,&lt;br /&gt;
 &amp;lt;u&amp;gt;caution wake turbulence.&amp;lt;/u&amp;gt;&lt;br /&gt;
 ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.&lt;br /&gt;
&lt;br /&gt;
=== Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.&lt;br /&gt;
&lt;br /&gt;
Again you are not allowed to clear more than one aircraft onto the same runway at the same time.&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| In order to issue a landing clearance &lt;br /&gt;
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway. &lt;br /&gt;
#preceeding landing traffic must have left the runway safety strip with all parts. &lt;br /&gt;
#traffic crossing the runway must have left the runway safety strip with all parts.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
If these conditions are met use the following phrase to clear the aircraft: &lt;br /&gt;
&lt;br /&gt;
  TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.&lt;br /&gt;
 MAH224:cleared to land runway 27, MAH224.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  AUA26T:Linz Tower, AUA26T established ILS 27.&lt;br /&gt;
 TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.&lt;br /&gt;
 AUA26T:continuing approach, AUA26T.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Meanwhile MAH224 has left the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.&lt;br /&gt;
 AUA26T:Runway 27, cleared to land, MAH224.&lt;br /&gt;
&lt;br /&gt;
Often it is useful to give pilots additional information, such as traffic information or wind: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| CSA276 is following NLY7751 (A320):&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  CSA276: Wien Tower, CSA276 established ILS 34.&lt;br /&gt;
 TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue&lt;br /&gt;
 approach runway 34, wind 010 degrees at 4 knots.&lt;br /&gt;
 CSA276:We have the airbus in sight continuing approach, CSA276.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  AUA81:Wien Tower, AUA81 established ILS 16&lt;br /&gt;
 TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140&lt;br /&gt;
 degrees at 7 knots.&lt;br /&gt;
 AUA81:continuing approach, AUA81.&lt;br /&gt;
 TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at&lt;br /&gt;
 your one o'clock position, 5 nm, 1400 ft.&lt;br /&gt;
 AUA81: Thank you, looking out, AUA81.&lt;br /&gt;
 AUA81: traffic in sight, AUA81.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 eg. the rescue helicopter from the example above needs to land on your airport:&lt;br /&gt;
 OEATD: Wien Tower, request landing at the General Aviation Terminal.&lt;br /&gt;
 TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Merging Departing and Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section. &lt;br /&gt;
&lt;br /&gt;
 LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight&lt;br /&gt;
 AUA123: Traffic in sight, AUA123&lt;br /&gt;
 LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait&lt;br /&gt;
 AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 Callsign, are you ready for immediate departure?&lt;br /&gt;
&lt;br /&gt;
Again it is a good idea to give the pilot an idea of the traffic situation around him. &lt;br /&gt;
&lt;br /&gt;
Example: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:CAL275, are you ready for immediate departure?&lt;br /&gt;
 CAL275:Affirmitive, ready for immediate departure, CAL275&lt;br /&gt;
 TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for&lt;br /&gt;
 immediate takeoff.&lt;br /&gt;
 CAL275:cleared for immediate takeoff runway 29, CAL275&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| After the CAL B747 has taken off.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.&lt;br /&gt;
 AUA289:Runway 29, cleared to land, AUA289.&lt;br /&gt;
 TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?&lt;br /&gt;
 AUA2LT:Traffic in sight, AUA2LT.&lt;br /&gt;
 TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.&lt;br /&gt;
 AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| AUA289 has vacated the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is&lt;br /&gt;
 now on a 3,5 nm final.&lt;br /&gt;
 AUA2LT:cleread for takeoff runway 29, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
=== VFR Traffic  ===&lt;br /&gt;
&lt;br /&gt;
==== Differences to handling of IFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
The essential collision safety principle guiding the VFR pilot is &amp;quot;see and avoid.&amp;quot; Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety. &lt;br /&gt;
&lt;br /&gt;
To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''': &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,&lt;br /&gt;
 QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.&lt;br /&gt;
 TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)&lt;br /&gt;
&lt;br /&gt;
VFR flights should be guided into downwind, base and final leg for landing.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter downwind for runway 29, report on downwind&lt;br /&gt;
 TWR:OE-AGA, enter base for runway 29, report on base&lt;br /&gt;
&lt;br /&gt;
VFR Flights get their Clearance from &amp;lt;u&amp;gt;Tower&amp;lt;/u&amp;gt;. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be:&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß&lt;br /&gt;
 oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.&lt;br /&gt;
 TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,&lt;br /&gt;
 QNH 1014, Squawk 4607,  right turn after departure as soon as possible.&lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.&lt;br /&gt;
 TWR:OE-AGA, climb 3500 feet, report Donauturm.&lt;br /&gt;
&lt;br /&gt;
In the air ATC provides traffic information. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound&lt;br /&gt;
 route Klosterneuburg-Freudenau.&lt;br /&gt;
&lt;br /&gt;
When the aircraft leaves the controlzone. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.&lt;br /&gt;
&lt;br /&gt;
Wien Tower/Turm can also be contacted in German. &lt;br /&gt;
&lt;br /&gt;
==== Merging in VFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
To manage VFR Traffic efficiently you have to use traffic information and visual seperation. &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
&lt;br /&gt;
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed: &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, fly extended right downwind, standby for base.&lt;br /&gt;
 OE-AGA: Extending right downwind, OE-AGA&lt;br /&gt;
&lt;br /&gt;
To instruct the aircraft to continue it's approach use the following procedure: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
 TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence&lt;br /&gt;
 OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-AGA, Make a right three-sixty.&lt;br /&gt;
 OE-AGA: Making three-sixty to the right.&lt;br /&gt;
 TWR: OE-AGA, Orbit left&lt;br /&gt;
 OE-AGA: Orbiting left, OE-AGA&lt;br /&gt;
&lt;br /&gt;
The second instructions means, that the pilot should make orbits until further advice. &lt;br /&gt;
&lt;br /&gt;
==== Information Positions  ====&lt;br /&gt;
&lt;br /&gt;
=== Coordination with other ATC Stations ===&lt;br /&gt;
&lt;br /&gt;
=== Special Situations (High Traffic, Slots, ...)  ===&lt;br /&gt;
&lt;br /&gt;
==== High traffic situations  ====&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Additional phrases during periods of high traffic  ====&lt;br /&gt;
&lt;br /&gt;
In order to expedite the flow of traffic use the following phrases: &lt;br /&gt;
&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating&lt;br /&gt;
 OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn&lt;br /&gt;
 as soon as practicable&lt;br /&gt;
&lt;br /&gt;
==== Opposite runway operations  ====&lt;br /&gt;
&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
== Ressourcen  ==&lt;br /&gt;
&lt;br /&gt;
*[http://vateud.net/index.php?option=com_content&amp;amp;view=article&amp;amp;id=77&amp;amp;Itemid=122 VATEUD Training Department] &lt;br /&gt;
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
[[Category:Dokumentation]]&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1106</id>
		<title>Study Guide:Tower</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1106"/>
		<updated>2012-01-02T15:51:05Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* Before you start controlling */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;'''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;This study guide is still work in progress. Stay tuned for further chapters.&amp;lt;/span&amp;gt;''' &lt;br /&gt;
&lt;br /&gt;
== Introduction  ==&lt;br /&gt;
&lt;br /&gt;
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 Delivery and Ground Study Guides and that you have some experience controlling on VATSIM. &lt;br /&gt;
Since you will handle aircraft in the air for the first time, we want to 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.&lt;br /&gt;
&lt;br /&gt;
== Aircraft and basic Flying Principles  ==&lt;br /&gt;
&lt;br /&gt;
=== Producing Lift  ===&lt;br /&gt;
&lt;br /&gt;
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft. &lt;br /&gt;
&lt;br /&gt;
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). &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. 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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Aircraft Categories  ===&lt;br /&gt;
&lt;br /&gt;
The most important ways of categorizing aircraft in aviation are by weight or by approach speed. &lt;br /&gt;
&lt;br /&gt;
==== Weight Categories  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized into three weight categories: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''MTOW'''&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&amp;amp;until=D228] &amp;lt;br&amp;gt;Weight depicted is MTOW. &lt;br /&gt;
&lt;br /&gt;
==== Approach Speed  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''Vref'''&lt;br /&gt;
|-&lt;br /&gt;
| A &lt;br /&gt;
| &amp;amp;lt;= 90 knots&lt;br /&gt;
|-&lt;br /&gt;
| B &lt;br /&gt;
| 91 - 120 knots&lt;br /&gt;
|-&lt;br /&gt;
| C &lt;br /&gt;
| 121 - 140 knots&lt;br /&gt;
|-&lt;br /&gt;
| D &lt;br /&gt;
| 141 - 165 knots&lt;br /&gt;
|-&lt;br /&gt;
| E &lt;br /&gt;
| &amp;amp;gt;= 165 knots&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
==Before you start controlling==&lt;br /&gt;
&lt;br /&gt;
Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online. &lt;br /&gt;
&lt;br /&gt;
=== Airspace Structure around Major Airports  ===&lt;br /&gt;
&lt;br /&gt;
===Choosing the active runways===&lt;br /&gt;
&lt;br /&gt;
=== ATIS  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
A ATIS broadcast has to consist of: &lt;br /&gt;
&lt;br /&gt;
*Name of the Airport &lt;br /&gt;
*Identification Letter &lt;br /&gt;
*Time of Observation &lt;br /&gt;
*Active Runways &lt;br /&gt;
*Transition Level &lt;br /&gt;
*Wind direction and velocity &lt;br /&gt;
*Visibilities &lt;br /&gt;
*Special weather conditions (such as rain) &lt;br /&gt;
*Cloud ceiling &lt;br /&gt;
*Temperature and Dewpoint &lt;br /&gt;
*QNH &lt;br /&gt;
*Trends&lt;br /&gt;
&lt;br /&gt;
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&amp;amp;id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt;&lt;br /&gt;
&lt;br /&gt;
=== Transition Altitude/Transition Level  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes. &lt;br /&gt;
&lt;br /&gt;
To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again. &lt;br /&gt;
&lt;br /&gt;
In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL: &lt;br /&gt;
&lt;br /&gt;
 QNH      &amp;amp;lt; 0977: TA + 3000 ft.&lt;br /&gt;
 QNH 0978 - 1012: TA + 2000 ft.&lt;br /&gt;
 QNH 1013 - 1050: TA + 1000 ft.&lt;br /&gt;
 QNH 1051 &amp;amp;gt;    &amp;amp;nbsp;: TA = TL&lt;br /&gt;
&lt;br /&gt;
The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).&lt;br /&gt;
&lt;br /&gt;
== Working as a Tower Controller  ==&lt;br /&gt;
&lt;br /&gt;
=== Runway Separation  ===&lt;br /&gt;
&lt;br /&gt;
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 '''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;only one aircaft may be cleared to use a runway at the same time.&amp;lt;/span&amp;gt;''' What this means practically and exceptions from this rule are explained in the following chapters. &lt;br /&gt;
&lt;br /&gt;
=== Departing Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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? &lt;br /&gt;
&lt;br /&gt;
*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route. &lt;br /&gt;
*Check the traffic approaching the runway.&lt;br /&gt;
&lt;br /&gt;
To give him the takeoff clearance the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.&lt;br /&gt;
 AUA2CM: Cleared for takeoff Runway 29, AUA2CM&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!&lt;br /&gt;
 AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind and wait.&lt;br /&gt;
 AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.&lt;br /&gt;
 ''Note: The two times behind in this instruction is not a typing error but was implemented''&lt;br /&gt;
 to emphasize that part of the clearance.&lt;br /&gt;
&lt;br /&gt;
This type of clearance is called a conditional clearance. &amp;lt;br&amp;gt; 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.&amp;lt;br&amp;gt; However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.&lt;br /&gt;
 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.&lt;br /&gt;
 OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.&lt;br /&gt;
&lt;br /&gt;
=== Departure Seperation  ===&lt;br /&gt;
&lt;br /&gt;
==== Based on Type of Aircraft and departure route  ====&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Two aircraft are departing right after each other. &lt;br /&gt;
*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). &lt;br /&gt;
*Both follow the same departure route.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &amp;lt;br&amp;gt; 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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Fast followed by slow &lt;br /&gt;
| 3 nm&lt;br /&gt;
|-&lt;br /&gt;
| Matching Types &lt;br /&gt;
| 5 nm&lt;br /&gt;
|-&lt;br /&gt;
| Slow followed by fast &lt;br /&gt;
| 10 nm&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft&lt;br /&gt;
 DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441 &lt;br /&gt;
 TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff&lt;br /&gt;
 DLH2441: Cleared for takeoff runway 29, DLH2441&lt;br /&gt;
&lt;br /&gt;
The other main task of ATC is to expedite the flow of traffic. Situation: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*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. &lt;br /&gt;
*There are two holdingpoints available.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Based on Wake Turbulence Category  ====&lt;br /&gt;
&lt;br /&gt;
There are two ways aircraft influence the air around them when passing through it: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Jetwash produced by the engines &lt;br /&gt;
*Turbulence created at the wings and especially at the wingtips&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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.&amp;lt;br&amp;gt; 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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off. &lt;br /&gt;
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway. &lt;br /&gt;
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
To point out this hazard to a pilot the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,&lt;br /&gt;
 &amp;lt;u&amp;gt;caution wake turbulence.&amp;lt;/u&amp;gt;&lt;br /&gt;
 ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.&lt;br /&gt;
&lt;br /&gt;
=== Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.&lt;br /&gt;
&lt;br /&gt;
Again you are not allowed to clear more than one aircraft onto the same runway at the same time.&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| In order to issue a landing clearance &lt;br /&gt;
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway. &lt;br /&gt;
#preceeding landing traffic must have left the runway safety strip with all parts. &lt;br /&gt;
#traffic crossing the runway must have left the runway safety strip with all parts.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
If these conditions are met use the following phrase to clear the aircraft: &lt;br /&gt;
&lt;br /&gt;
  TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.&lt;br /&gt;
 MAH224:cleared to land runway 27, MAH224.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  AUA26T:Linz Tower, AUA26T established ILS 27.&lt;br /&gt;
 TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.&lt;br /&gt;
 AUA26T:continuing approach, AUA26T.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Meanwhile MAH224 has left the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.&lt;br /&gt;
 AUA26T:Runway 27, cleared to land, MAH224.&lt;br /&gt;
&lt;br /&gt;
Often it is useful to give pilots additional information, such as traffic information or wind: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| CSA276 is following NLY7751 (A320):&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  CSA276: Wien Tower, CSA276 established ILS 34.&lt;br /&gt;
 TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue&lt;br /&gt;
 approach runway 34, wind 010 degrees at 4 knots.&lt;br /&gt;
 CSA276:We have the airbus in sight continuing approach, CSA276.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  AUA81:Wien Tower, AUA81 established ILS 16&lt;br /&gt;
 TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140&lt;br /&gt;
 degrees at 7 knots.&lt;br /&gt;
 AUA81:continuing approach, AUA81.&lt;br /&gt;
 TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at&lt;br /&gt;
 your one o'clock position, 5 nm, 1400 ft.&lt;br /&gt;
 AUA81: Thank you, looking out, AUA81.&lt;br /&gt;
 AUA81: traffic in sight, AUA81.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 eg. the rescue helicopter from the example above needs to land on your airport:&lt;br /&gt;
 OEATD: Wien Tower, request landing at the General Aviation Terminal.&lt;br /&gt;
 TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Merging Departing and Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section. &lt;br /&gt;
&lt;br /&gt;
 LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight&lt;br /&gt;
 AUA123: Traffic in sight, AUA123&lt;br /&gt;
 LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait&lt;br /&gt;
 AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 Callsign, are you ready for immediate departure?&lt;br /&gt;
&lt;br /&gt;
Again it is a good idea to give the pilot an idea of the traffic situation around him. &lt;br /&gt;
&lt;br /&gt;
Example: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:CAL275, are you ready for immediate departure?&lt;br /&gt;
 CAL275:Affirmitive, ready for immediate departure, CAL275&lt;br /&gt;
 TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for&lt;br /&gt;
 immediate takeoff.&lt;br /&gt;
 CAL275:cleared for immediate takeoff runway 29, CAL275&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| After the CAL B747 has taken off.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.&lt;br /&gt;
 AUA289:Runway 29, cleared to land, AUA289.&lt;br /&gt;
 TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?&lt;br /&gt;
 AUA2LT:Traffic in sight, AUA2LT.&lt;br /&gt;
 TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.&lt;br /&gt;
 AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| AUA289 has vacated the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is&lt;br /&gt;
 now on a 3,5 nm final.&lt;br /&gt;
 AUA2LT:cleread for takeoff runway 29, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
=== VFR Traffic  ===&lt;br /&gt;
&lt;br /&gt;
==== Differences to handling of IFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
The essential collision safety principle guiding the VFR pilot is &amp;quot;see and avoid.&amp;quot; Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety. &lt;br /&gt;
&lt;br /&gt;
To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''': &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,&lt;br /&gt;
 QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.&lt;br /&gt;
 TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)&lt;br /&gt;
&lt;br /&gt;
VFR flights should be guided into downwind, base and final leg for landing.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter downwind for runway 29, report on downwind&lt;br /&gt;
 TWR:OE-AGA, enter base for runway 29, report on base&lt;br /&gt;
&lt;br /&gt;
VFR Flights get their Clearance from &amp;lt;u&amp;gt;Tower&amp;lt;/u&amp;gt;. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be:&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß&lt;br /&gt;
 oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.&lt;br /&gt;
 TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,&lt;br /&gt;
 QNH 1014, Squawk 4607,  right turn after departure as soon as possible.&lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.&lt;br /&gt;
 TWR:OE-AGA, climb 3500 feet, report Donauturm.&lt;br /&gt;
&lt;br /&gt;
In the air ATC provides traffic information. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound&lt;br /&gt;
 route Klosterneuburg-Freudenau.&lt;br /&gt;
&lt;br /&gt;
When the aircraft leaves the controlzone. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.&lt;br /&gt;
&lt;br /&gt;
Wien Tower/Turm can also be contacted in German. &lt;br /&gt;
&lt;br /&gt;
==== Merging in VFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
To manage VFR Traffic efficiently you have to use traffic information and visual seperation. &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
&lt;br /&gt;
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed: &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, fly extended right downwind, standby for base.&lt;br /&gt;
 OE-AGA: Extending right downwind, OE-AGA&lt;br /&gt;
&lt;br /&gt;
To instruct the aircraft to continue it's approach use the following procedure: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
 TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence&lt;br /&gt;
 OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-AGA, Make a right three-sixty.&lt;br /&gt;
 OE-AGA: Making three-sixty to the right.&lt;br /&gt;
 TWR: OE-AGA, Orbit left&lt;br /&gt;
 OE-AGA: Orbiting left, OE-AGA&lt;br /&gt;
&lt;br /&gt;
The second instructions means, that the pilot should make orbits until further advice. &lt;br /&gt;
&lt;br /&gt;
==== Information Positions  ====&lt;br /&gt;
&lt;br /&gt;
=== Special Situations (High Traffic, Slots, ...)  ===&lt;br /&gt;
&lt;br /&gt;
==== High traffic situations  ====&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Additional phrases during periods of high traffic  ====&lt;br /&gt;
&lt;br /&gt;
In order to expedite the flow of traffic use the following phrases: &lt;br /&gt;
&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating&lt;br /&gt;
 OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn&lt;br /&gt;
 as soon as practicable&lt;br /&gt;
&lt;br /&gt;
==== Opposite runway operations  ====&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
== Ressourcen  ==&lt;br /&gt;
&lt;br /&gt;
*[http://vateud.net/index.php?option=com_content&amp;amp;view=article&amp;amp;id=77&amp;amp;Itemid=122 VATEUD Training Department] &lt;br /&gt;
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
[[Category:Dokumentation]]&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1105</id>
		<title>Study Guide:Tower</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1105"/>
		<updated>2012-01-02T15:49:13Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: /* ATIS */&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;'''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;This study guide is still work in progress. Stay tuned for further chapters.&amp;lt;/span&amp;gt;''' &lt;br /&gt;
&lt;br /&gt;
== Introduction  ==&lt;br /&gt;
&lt;br /&gt;
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 Delivery and Ground Study Guides and that you have some experience controlling on VATSIM. &lt;br /&gt;
Since you will handle aircraft in the air for the first time, we want to 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.&lt;br /&gt;
&lt;br /&gt;
== Aircraft and basic Flying Principles  ==&lt;br /&gt;
&lt;br /&gt;
=== Producing Lift  ===&lt;br /&gt;
&lt;br /&gt;
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft. &lt;br /&gt;
&lt;br /&gt;
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). &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. 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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Aircraft Categories  ===&lt;br /&gt;
&lt;br /&gt;
The most important ways of categorizing aircraft in aviation are by weight or by approach speed. &lt;br /&gt;
&lt;br /&gt;
==== Weight Categories  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized into three weight categories: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''MTOW'''&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&amp;amp;until=D228] &amp;lt;br&amp;gt;Weight depicted is MTOW. &lt;br /&gt;
&lt;br /&gt;
==== Approach Speed  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''Vref'''&lt;br /&gt;
|-&lt;br /&gt;
| A &lt;br /&gt;
| &amp;amp;lt;= 90 knots&lt;br /&gt;
|-&lt;br /&gt;
| B &lt;br /&gt;
| 91 - 120 knots&lt;br /&gt;
|-&lt;br /&gt;
| C &lt;br /&gt;
| 121 - 140 knots&lt;br /&gt;
|-&lt;br /&gt;
| D &lt;br /&gt;
| 141 - 165 knots&lt;br /&gt;
|-&lt;br /&gt;
| E &lt;br /&gt;
| &amp;amp;gt;= 165 knots&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
==Before you start controlling==&lt;br /&gt;
&lt;br /&gt;
Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online. &lt;br /&gt;
&lt;br /&gt;
=== Airspace Structure around Major Airports  ===&lt;br /&gt;
&lt;br /&gt;
=== ATIS  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
A ATIS broadcast has to consist of: &lt;br /&gt;
&lt;br /&gt;
*Name of the Airport &lt;br /&gt;
*Identification Letter &lt;br /&gt;
*Time of Observation &lt;br /&gt;
*Active Runways &lt;br /&gt;
*Transition Level &lt;br /&gt;
*Wind direction and velocity &lt;br /&gt;
*Visibilities &lt;br /&gt;
*Special weather conditions (such as rain) &lt;br /&gt;
*Cloud ceiling &lt;br /&gt;
*Temperature and Dewpoint &lt;br /&gt;
*QNH &lt;br /&gt;
*Trends&lt;br /&gt;
&lt;br /&gt;
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&amp;amp;id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt;&lt;br /&gt;
&lt;br /&gt;
=== Transition Altitude/Transition Level  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes. &lt;br /&gt;
&lt;br /&gt;
To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again. &lt;br /&gt;
&lt;br /&gt;
In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL: &lt;br /&gt;
&lt;br /&gt;
 QNH      &amp;amp;lt; 0977: TA + 3000 ft.&lt;br /&gt;
 QNH 0978 - 1012: TA + 2000 ft.&lt;br /&gt;
 QNH 1013 - 1050: TA + 1000 ft.&lt;br /&gt;
 QNH 1051 &amp;amp;gt;    &amp;amp;nbsp;: TA = TL&lt;br /&gt;
&lt;br /&gt;
The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure). &lt;br /&gt;
&lt;br /&gt;
== Working as a Tower Controller  ==&lt;br /&gt;
&lt;br /&gt;
=== Runway Separation  ===&lt;br /&gt;
&lt;br /&gt;
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 '''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;only one aircaft may be cleared to use a runway at the same time.&amp;lt;/span&amp;gt;''' What this means practically and exceptions from this rule are explained in the following chapters. &lt;br /&gt;
&lt;br /&gt;
=== Departing Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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? &lt;br /&gt;
&lt;br /&gt;
*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route. &lt;br /&gt;
*Check the traffic approaching the runway.&lt;br /&gt;
&lt;br /&gt;
To give him the takeoff clearance the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.&lt;br /&gt;
 AUA2CM: Cleared for takeoff Runway 29, AUA2CM&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!&lt;br /&gt;
 AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind and wait.&lt;br /&gt;
 AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.&lt;br /&gt;
 ''Note: The two times behind in this instruction is not a typing error but was implemented''&lt;br /&gt;
 to emphasize that part of the clearance.&lt;br /&gt;
&lt;br /&gt;
This type of clearance is called a conditional clearance. &amp;lt;br&amp;gt; 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.&amp;lt;br&amp;gt; However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.&lt;br /&gt;
 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.&lt;br /&gt;
 OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.&lt;br /&gt;
&lt;br /&gt;
=== Departure Seperation  ===&lt;br /&gt;
&lt;br /&gt;
==== Based on Type of Aircraft and departure route  ====&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Two aircraft are departing right after each other. &lt;br /&gt;
*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). &lt;br /&gt;
*Both follow the same departure route.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &amp;lt;br&amp;gt; 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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Fast followed by slow &lt;br /&gt;
| 3 nm&lt;br /&gt;
|-&lt;br /&gt;
| Matching Types &lt;br /&gt;
| 5 nm&lt;br /&gt;
|-&lt;br /&gt;
| Slow followed by fast &lt;br /&gt;
| 10 nm&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft&lt;br /&gt;
 DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441 &lt;br /&gt;
 TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff&lt;br /&gt;
 DLH2441: Cleared for takeoff runway 29, DLH2441&lt;br /&gt;
&lt;br /&gt;
The other main task of ATC is to expedite the flow of traffic. Situation: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*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. &lt;br /&gt;
*There are two holdingpoints available.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Based on Wake Turbulence Category  ====&lt;br /&gt;
&lt;br /&gt;
There are two ways aircraft influence the air around them when passing through it: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Jetwash produced by the engines &lt;br /&gt;
*Turbulence created at the wings and especially at the wingtips&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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.&amp;lt;br&amp;gt; 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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off. &lt;br /&gt;
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway. &lt;br /&gt;
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
To point out this hazard to a pilot the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,&lt;br /&gt;
 &amp;lt;u&amp;gt;caution wake turbulence.&amp;lt;/u&amp;gt;&lt;br /&gt;
 ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.&lt;br /&gt;
&lt;br /&gt;
=== Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.&lt;br /&gt;
&lt;br /&gt;
Again you are not allowed to clear more than one aircraft onto the same runway at the same time.&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| In order to issue a landing clearance &lt;br /&gt;
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway. &lt;br /&gt;
#preceeding landing traffic must have left the runway safety strip with all parts. &lt;br /&gt;
#traffic crossing the runway must have left the runway safety strip with all parts.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
If these conditions are met use the following phrase to clear the aircraft: &lt;br /&gt;
&lt;br /&gt;
  TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.&lt;br /&gt;
 MAH224:cleared to land runway 27, MAH224.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  AUA26T:Linz Tower, AUA26T established ILS 27.&lt;br /&gt;
 TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.&lt;br /&gt;
 AUA26T:continuing approach, AUA26T.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Meanwhile MAH224 has left the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.&lt;br /&gt;
 AUA26T:Runway 27, cleared to land, MAH224.&lt;br /&gt;
&lt;br /&gt;
Often it is useful to give pilots additional information, such as traffic information or wind: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| CSA276 is following NLY7751 (A320):&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  CSA276: Wien Tower, CSA276 established ILS 34.&lt;br /&gt;
 TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue&lt;br /&gt;
 approach runway 34, wind 010 degrees at 4 knots.&lt;br /&gt;
 CSA276:We have the airbus in sight continuing approach, CSA276.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  AUA81:Wien Tower, AUA81 established ILS 16&lt;br /&gt;
 TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140&lt;br /&gt;
 degrees at 7 knots.&lt;br /&gt;
 AUA81:continuing approach, AUA81.&lt;br /&gt;
 TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at&lt;br /&gt;
 your one o'clock position, 5 nm, 1400 ft.&lt;br /&gt;
 AUA81: Thank you, looking out, AUA81.&lt;br /&gt;
 AUA81: traffic in sight, AUA81.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 eg. the rescue helicopter from the example above needs to land on your airport:&lt;br /&gt;
 OEATD: Wien Tower, request landing at the General Aviation Terminal.&lt;br /&gt;
 TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Merging Departing and Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section. &lt;br /&gt;
&lt;br /&gt;
 LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight&lt;br /&gt;
 AUA123: Traffic in sight, AUA123&lt;br /&gt;
 LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait&lt;br /&gt;
 AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 Callsign, are you ready for immediate departure?&lt;br /&gt;
&lt;br /&gt;
Again it is a good idea to give the pilot an idea of the traffic situation around him. &lt;br /&gt;
&lt;br /&gt;
Example: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:CAL275, are you ready for immediate departure?&lt;br /&gt;
 CAL275:Affirmitive, ready for immediate departure, CAL275&lt;br /&gt;
 TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for&lt;br /&gt;
 immediate takeoff.&lt;br /&gt;
 CAL275:cleared for immediate takeoff runway 29, CAL275&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| After the CAL B747 has taken off.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.&lt;br /&gt;
 AUA289:Runway 29, cleared to land, AUA289.&lt;br /&gt;
 TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?&lt;br /&gt;
 AUA2LT:Traffic in sight, AUA2LT.&lt;br /&gt;
 TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.&lt;br /&gt;
 AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| AUA289 has vacated the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is&lt;br /&gt;
 now on a 3,5 nm final.&lt;br /&gt;
 AUA2LT:cleread for takeoff runway 29, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
=== VFR Traffic  ===&lt;br /&gt;
&lt;br /&gt;
==== Differences to handling of IFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
The essential collision safety principle guiding the VFR pilot is &amp;quot;see and avoid.&amp;quot; Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety. &lt;br /&gt;
&lt;br /&gt;
To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''': &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,&lt;br /&gt;
 QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.&lt;br /&gt;
 TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)&lt;br /&gt;
&lt;br /&gt;
VFR flights should be guided into downwind, base and final leg for landing.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter downwind for runway 29, report on downwind&lt;br /&gt;
 TWR:OE-AGA, enter base for runway 29, report on base&lt;br /&gt;
&lt;br /&gt;
VFR Flights get their Clearance from &amp;lt;u&amp;gt;Tower&amp;lt;/u&amp;gt;. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be:&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß&lt;br /&gt;
 oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.&lt;br /&gt;
 TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,&lt;br /&gt;
 QNH 1014, Squawk 4607,  right turn after departure as soon as possible.&lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.&lt;br /&gt;
 TWR:OE-AGA, climb 3500 feet, report Donauturm.&lt;br /&gt;
&lt;br /&gt;
In the air ATC provides traffic information. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound&lt;br /&gt;
 route Klosterneuburg-Freudenau.&lt;br /&gt;
&lt;br /&gt;
When the aircraft leaves the controlzone. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.&lt;br /&gt;
&lt;br /&gt;
Wien Tower/Turm can also be contacted in German. &lt;br /&gt;
&lt;br /&gt;
==== Merging in VFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
To manage VFR Traffic efficiently you have to use traffic information and visual seperation. &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
&lt;br /&gt;
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed: &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, fly extended right downwind, standby for base.&lt;br /&gt;
 OE-AGA: Extending right downwind, OE-AGA&lt;br /&gt;
&lt;br /&gt;
To instruct the aircraft to continue it's approach use the following procedure: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
 TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence&lt;br /&gt;
 OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-AGA, Make a right three-sixty.&lt;br /&gt;
 OE-AGA: Making three-sixty to the right.&lt;br /&gt;
 TWR: OE-AGA, Orbit left&lt;br /&gt;
 OE-AGA: Orbiting left, OE-AGA&lt;br /&gt;
&lt;br /&gt;
The second instructions means, that the pilot should make orbits until further advice. &lt;br /&gt;
&lt;br /&gt;
==== Information Positions  ====&lt;br /&gt;
&lt;br /&gt;
=== Special Situations (High Traffic, Slots, ...)  ===&lt;br /&gt;
&lt;br /&gt;
==== High traffic situations  ====&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Additional phrases during periods of high traffic  ====&lt;br /&gt;
&lt;br /&gt;
In order to expedite the flow of traffic use the following phrases: &lt;br /&gt;
&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating&lt;br /&gt;
 OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn&lt;br /&gt;
 as soon as practicable&lt;br /&gt;
&lt;br /&gt;
==== Opposite runway operations  ====&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
== Ressourcen  ==&lt;br /&gt;
&lt;br /&gt;
*[http://vateud.net/index.php?option=com_content&amp;amp;view=article&amp;amp;id=77&amp;amp;Itemid=122 VATEUD Training Department] &lt;br /&gt;
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
[[Category:Dokumentation]]&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1104</id>
		<title>Study Guide:Tower</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1104"/>
		<updated>2012-01-02T15:45:32Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: &lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;'''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;This study guide is still work in progress. Stay tuned for further chapters.&amp;lt;/span&amp;gt;''' &lt;br /&gt;
&lt;br /&gt;
== Introduction  ==&lt;br /&gt;
&lt;br /&gt;
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 Delivery and Ground Study Guides and that you have some experience controlling on VATSIM. &lt;br /&gt;
Since you will handle aircraft in the air for the first time, we want to 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.&lt;br /&gt;
&lt;br /&gt;
== Aircraft and basic Flying Principles  ==&lt;br /&gt;
&lt;br /&gt;
=== Producing Lift  ===&lt;br /&gt;
&lt;br /&gt;
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft. &lt;br /&gt;
&lt;br /&gt;
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). &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. 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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Aircraft Categories  ===&lt;br /&gt;
&lt;br /&gt;
The most important ways of categorizing aircraft in aviation are by weight or by approach speed. &lt;br /&gt;
&lt;br /&gt;
==== Weight Categories  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized into three weight categories: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''MTOW'''&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&amp;amp;until=D228] &amp;lt;br&amp;gt;Weight depicted is MTOW. &lt;br /&gt;
&lt;br /&gt;
==== Approach Speed  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''Vref'''&lt;br /&gt;
|-&lt;br /&gt;
| A &lt;br /&gt;
| &amp;amp;lt;= 90 knots&lt;br /&gt;
|-&lt;br /&gt;
| B &lt;br /&gt;
| 91 - 120 knots&lt;br /&gt;
|-&lt;br /&gt;
| C &lt;br /&gt;
| 121 - 140 knots&lt;br /&gt;
|-&lt;br /&gt;
| D &lt;br /&gt;
| 141 - 165 knots&lt;br /&gt;
|-&lt;br /&gt;
| E &lt;br /&gt;
| &amp;amp;gt;= 165 knots&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
==Before you start controlling==&lt;br /&gt;
&lt;br /&gt;
Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online. &lt;br /&gt;
&lt;br /&gt;
=== Airspace Structure around Major Airports  ===&lt;br /&gt;
&lt;br /&gt;
=== ATIS  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
A ATIS broadcast has to consist of: &lt;br /&gt;
&lt;br /&gt;
*Name of the Airport &lt;br /&gt;
*Identification Letter &lt;br /&gt;
*Time of Observation &lt;br /&gt;
*Active Runways &lt;br /&gt;
*Transition Level &lt;br /&gt;
*Wind direction and velocity &lt;br /&gt;
*Visibilities &lt;br /&gt;
*Special weather conditions (such as rain) &lt;br /&gt;
*Cloud ceiling &lt;br /&gt;
*Temperature and Dewpoint &lt;br /&gt;
*QNH &lt;br /&gt;
*Trends&lt;br /&gt;
&lt;br /&gt;
It is updated every 30 minutes or as soon as significant changes occur. &lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
=== Transition Altitude/Transition Level  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes. &lt;br /&gt;
&lt;br /&gt;
To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again. &lt;br /&gt;
&lt;br /&gt;
In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL: &lt;br /&gt;
&lt;br /&gt;
 QNH      &amp;amp;lt; 0977: TA + 3000 ft.&lt;br /&gt;
 QNH 0978 - 1012: TA + 2000 ft.&lt;br /&gt;
 QNH 1013 - 1050: TA + 1000 ft.&lt;br /&gt;
 QNH 1051 &amp;amp;gt;    &amp;amp;nbsp;: TA = TL&lt;br /&gt;
&lt;br /&gt;
The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure). &lt;br /&gt;
&lt;br /&gt;
== Working as a Tower Controller  ==&lt;br /&gt;
&lt;br /&gt;
=== Runway Separation  ===&lt;br /&gt;
&lt;br /&gt;
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 '''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;only one aircaft may be cleared to use a runway at the same time.&amp;lt;/span&amp;gt;''' What this means practically and exceptions from this rule are explained in the following chapters. &lt;br /&gt;
&lt;br /&gt;
=== Departing Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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? &lt;br /&gt;
&lt;br /&gt;
*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route. &lt;br /&gt;
*Check the traffic approaching the runway.&lt;br /&gt;
&lt;br /&gt;
To give him the takeoff clearance the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.&lt;br /&gt;
 AUA2CM: Cleared for takeoff Runway 29, AUA2CM&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!&lt;br /&gt;
 AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind and wait.&lt;br /&gt;
 AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.&lt;br /&gt;
 ''Note: The two times behind in this instruction is not a typing error but was implemented''&lt;br /&gt;
 to emphasize that part of the clearance.&lt;br /&gt;
&lt;br /&gt;
This type of clearance is called a conditional clearance. &amp;lt;br&amp;gt; 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.&amp;lt;br&amp;gt; However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.&lt;br /&gt;
 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.&lt;br /&gt;
 OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.&lt;br /&gt;
&lt;br /&gt;
=== Departure Seperation  ===&lt;br /&gt;
&lt;br /&gt;
==== Based on Type of Aircraft and departure route  ====&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Two aircraft are departing right after each other. &lt;br /&gt;
*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). &lt;br /&gt;
*Both follow the same departure route.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &amp;lt;br&amp;gt; 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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Fast followed by slow &lt;br /&gt;
| 3 nm&lt;br /&gt;
|-&lt;br /&gt;
| Matching Types &lt;br /&gt;
| 5 nm&lt;br /&gt;
|-&lt;br /&gt;
| Slow followed by fast &lt;br /&gt;
| 10 nm&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft&lt;br /&gt;
 DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441 &lt;br /&gt;
 TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff&lt;br /&gt;
 DLH2441: Cleared for takeoff runway 29, DLH2441&lt;br /&gt;
&lt;br /&gt;
The other main task of ATC is to expedite the flow of traffic. Situation: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*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. &lt;br /&gt;
*There are two holdingpoints available.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Based on Wake Turbulence Category  ====&lt;br /&gt;
&lt;br /&gt;
There are two ways aircraft influence the air around them when passing through it: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Jetwash produced by the engines &lt;br /&gt;
*Turbulence created at the wings and especially at the wingtips&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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.&amp;lt;br&amp;gt; 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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off. &lt;br /&gt;
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway. &lt;br /&gt;
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
To point out this hazard to a pilot the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,&lt;br /&gt;
 &amp;lt;u&amp;gt;caution wake turbulence.&amp;lt;/u&amp;gt;&lt;br /&gt;
 ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.&lt;br /&gt;
&lt;br /&gt;
=== Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.&lt;br /&gt;
&lt;br /&gt;
Again you are not allowed to clear more than one aircraft onto the same runway at the same time.&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| In order to issue a landing clearance &lt;br /&gt;
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway. &lt;br /&gt;
#preceeding landing traffic must have left the runway safety strip with all parts. &lt;br /&gt;
#traffic crossing the runway must have left the runway safety strip with all parts.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
If these conditions are met use the following phrase to clear the aircraft: &lt;br /&gt;
&lt;br /&gt;
  TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.&lt;br /&gt;
 MAH224:cleared to land runway 27, MAH224.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  AUA26T:Linz Tower, AUA26T established ILS 27.&lt;br /&gt;
 TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.&lt;br /&gt;
 AUA26T:continuing approach, AUA26T.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Meanwhile MAH224 has left the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.&lt;br /&gt;
 AUA26T:Runway 27, cleared to land, MAH224.&lt;br /&gt;
&lt;br /&gt;
Often it is useful to give pilots additional information, such as traffic information or wind: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| CSA276 is following NLY7751 (A320):&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  CSA276: Wien Tower, CSA276 established ILS 34.&lt;br /&gt;
 TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue&lt;br /&gt;
 approach runway 34, wind 010 degrees at 4 knots.&lt;br /&gt;
 CSA276:We have the airbus in sight continuing approach, CSA276.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  AUA81:Wien Tower, AUA81 established ILS 16&lt;br /&gt;
 TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140&lt;br /&gt;
 degrees at 7 knots.&lt;br /&gt;
 AUA81:continuing approach, AUA81.&lt;br /&gt;
 TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at&lt;br /&gt;
 your one o'clock position, 5 nm, 1400 ft.&lt;br /&gt;
 AUA81: Thank you, looking out, AUA81.&lt;br /&gt;
 AUA81: traffic in sight, AUA81.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 eg. the rescue helicopter from the example above needs to land on your airport:&lt;br /&gt;
 OEATD: Wien Tower, request landing at the General Aviation Terminal.&lt;br /&gt;
 TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Merging Departing and Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section. &lt;br /&gt;
&lt;br /&gt;
 LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight&lt;br /&gt;
 AUA123: Traffic in sight, AUA123&lt;br /&gt;
 LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait&lt;br /&gt;
 AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 Callsign, are you ready for immediate departure?&lt;br /&gt;
&lt;br /&gt;
Again it is a good idea to give the pilot an idea of the traffic situation around him. &lt;br /&gt;
&lt;br /&gt;
Example: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:CAL275, are you ready for immediate departure?&lt;br /&gt;
 CAL275:Affirmitive, ready for immediate departure, CAL275&lt;br /&gt;
 TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for&lt;br /&gt;
 immediate takeoff.&lt;br /&gt;
 CAL275:cleared for immediate takeoff runway 29, CAL275&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| After the CAL B747 has taken off.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.&lt;br /&gt;
 AUA289:Runway 29, cleared to land, AUA289.&lt;br /&gt;
 TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?&lt;br /&gt;
 AUA2LT:Traffic in sight, AUA2LT.&lt;br /&gt;
 TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.&lt;br /&gt;
 AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| AUA289 has vacated the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is&lt;br /&gt;
 now on a 3,5 nm final.&lt;br /&gt;
 AUA2LT:cleread for takeoff runway 29, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
=== VFR Traffic  ===&lt;br /&gt;
&lt;br /&gt;
==== Differences to handling of IFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
The essential collision safety principle guiding the VFR pilot is &amp;quot;see and avoid.&amp;quot; Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety. &lt;br /&gt;
&lt;br /&gt;
To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''': &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,&lt;br /&gt;
 QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.&lt;br /&gt;
 TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)&lt;br /&gt;
&lt;br /&gt;
VFR flights should be guided into downwind, base and final leg for landing.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter downwind for runway 29, report on downwind&lt;br /&gt;
 TWR:OE-AGA, enter base for runway 29, report on base&lt;br /&gt;
&lt;br /&gt;
VFR Flights get their Clearance from &amp;lt;u&amp;gt;Tower&amp;lt;/u&amp;gt;. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be:&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß&lt;br /&gt;
 oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.&lt;br /&gt;
 TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,&lt;br /&gt;
 QNH 1014, Squawk 4607,  right turn after departure as soon as possible.&lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.&lt;br /&gt;
 TWR:OE-AGA, climb 3500 feet, report Donauturm.&lt;br /&gt;
&lt;br /&gt;
In the air ATC provides traffic information. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound&lt;br /&gt;
 route Klosterneuburg-Freudenau.&lt;br /&gt;
&lt;br /&gt;
When the aircraft leaves the controlzone. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.&lt;br /&gt;
&lt;br /&gt;
Wien Tower/Turm can also be contacted in German. &lt;br /&gt;
&lt;br /&gt;
==== Merging in VFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
To manage VFR Traffic efficiently you have to use traffic information and visual seperation. &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
&lt;br /&gt;
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed: &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, fly extended right downwind, standby for base.&lt;br /&gt;
 OE-AGA: Extending right downwind, OE-AGA&lt;br /&gt;
&lt;br /&gt;
To instruct the aircraft to continue it's approach use the following procedure: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
 TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence&lt;br /&gt;
 OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-AGA, Make a right three-sixty.&lt;br /&gt;
 OE-AGA: Making three-sixty to the right.&lt;br /&gt;
 TWR: OE-AGA, Orbit left&lt;br /&gt;
 OE-AGA: Orbiting left, OE-AGA&lt;br /&gt;
&lt;br /&gt;
The second instructions means, that the pilot should make orbits until further advice. &lt;br /&gt;
&lt;br /&gt;
==== Information Positions  ====&lt;br /&gt;
&lt;br /&gt;
=== Special Situations (High Traffic, Slots, ...)  ===&lt;br /&gt;
&lt;br /&gt;
==== High traffic situations  ====&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Additional phrases during periods of high traffic  ====&lt;br /&gt;
&lt;br /&gt;
In order to expedite the flow of traffic use the following phrases: &lt;br /&gt;
&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating&lt;br /&gt;
 OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn&lt;br /&gt;
 as soon as practicable&lt;br /&gt;
&lt;br /&gt;
==== Opposite runway operations  ====&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
== Ressourcen  ==&lt;br /&gt;
&lt;br /&gt;
*[http://vateud.net/index.php?option=com_content&amp;amp;view=article&amp;amp;id=77&amp;amp;Itemid=122 VATEUD Training Department] &lt;br /&gt;
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
[[Category:Dokumentation]]&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1103</id>
		<title>Study Guide:Tower</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1103"/>
		<updated>2012-01-02T15:40:55Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: Added an Introduction and made some changes to structure of the Study Guide.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;'''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;This study guide is still work in progress. Stay tuned for further chapters.&amp;lt;/span&amp;gt;''' &lt;br /&gt;
&lt;br /&gt;
== Introduction ==&lt;br /&gt;
&lt;br /&gt;
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 Delivery and Ground Study Guides and that you have some experience controlling on VATSIM. &lt;br /&gt;
&lt;br /&gt;
== Aircraft and basic Flying Principles  ==&lt;br /&gt;
&lt;br /&gt;
=== Producing Lift  ===&lt;br /&gt;
&lt;br /&gt;
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft. &lt;br /&gt;
&lt;br /&gt;
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). &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. 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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Aircraft Categories  ===&lt;br /&gt;
&lt;br /&gt;
The most important ways of categorizing aircraft in aviation are by weight or by approach speed. &lt;br /&gt;
&lt;br /&gt;
==== Weight Categories  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized into three weight categories: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''MTOW'''&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&amp;amp;until=D228] &amp;lt;br&amp;gt;Weight depicted is MTOW. &lt;br /&gt;
&lt;br /&gt;
==== Approach Speed  ====&lt;br /&gt;
&lt;br /&gt;
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| '''Category''' &lt;br /&gt;
| '''Vref'''&lt;br /&gt;
|-&lt;br /&gt;
| A &lt;br /&gt;
| &amp;amp;lt;= 90 knots&lt;br /&gt;
|-&lt;br /&gt;
| B &lt;br /&gt;
| 91 - 120 knots&lt;br /&gt;
|-&lt;br /&gt;
| C &lt;br /&gt;
| 121 - 140 knots&lt;br /&gt;
|-&lt;br /&gt;
| D &lt;br /&gt;
| 141 - 165 knots&lt;br /&gt;
|-&lt;br /&gt;
| E &lt;br /&gt;
| &amp;amp;gt;= 165 knots&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
== Working Tower Positions  ==&lt;br /&gt;
&lt;br /&gt;
Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online. &lt;br /&gt;
&lt;br /&gt;
=== Airspace Structure around Major Airports  ===&lt;br /&gt;
&lt;br /&gt;
=== ATIS  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
A ATIS broadcast has to consist of: &lt;br /&gt;
&lt;br /&gt;
*Name of the Airport &lt;br /&gt;
*Identification Letter &lt;br /&gt;
*Time of Observation &lt;br /&gt;
*Active Runways &lt;br /&gt;
*Transition Level &lt;br /&gt;
*Wind direction and velocity &lt;br /&gt;
*Visibilities &lt;br /&gt;
*Special weather conditions (such as rain) &lt;br /&gt;
*Cloud ceiling &lt;br /&gt;
*Temperature and Dewpoint &lt;br /&gt;
*QNH &lt;br /&gt;
*Trends&lt;br /&gt;
&lt;br /&gt;
It is updated every 30 minutes or as soon as significant changes occur. &lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
=== Transition Altitude/Transition Level  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes. &lt;br /&gt;
&lt;br /&gt;
To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again. &lt;br /&gt;
&lt;br /&gt;
In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL: &lt;br /&gt;
&lt;br /&gt;
 QNH      &amp;amp;lt; 0977: TA + 3000 ft.&lt;br /&gt;
 QNH 0978 - 1012: TA + 2000 ft.&lt;br /&gt;
 QNH 1013 - 1050: TA + 1000 ft.&lt;br /&gt;
 QNH 1051 &amp;amp;gt;    &amp;amp;nbsp;: TA = TL&lt;br /&gt;
&lt;br /&gt;
The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure). &lt;br /&gt;
&lt;br /&gt;
== Working as a Tower Controller  ==&lt;br /&gt;
&lt;br /&gt;
=== Runway Separation  ===&lt;br /&gt;
&lt;br /&gt;
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 '''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;only one aircaft may be cleared to use a runway at the same time.&amp;lt;/span&amp;gt;''' What this means practically and exceptions from this rule are explained in the following chapters. &lt;br /&gt;
&lt;br /&gt;
=== Departing Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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? &lt;br /&gt;
&lt;br /&gt;
*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route. &lt;br /&gt;
*Check the traffic approaching the runway.&lt;br /&gt;
&lt;br /&gt;
To give him the takeoff clearance the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.&lt;br /&gt;
 AUA2CM: Cleared for takeoff Runway 29, AUA2CM&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!&lt;br /&gt;
 AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind and wait.&lt;br /&gt;
 AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.&lt;br /&gt;
 ''Note: The two times behind in this instruction is not a typing error but was implemented''&lt;br /&gt;
 to emphasize that part of the clearance.&lt;br /&gt;
&lt;br /&gt;
This type of clearance is called a conditional clearance. &amp;lt;br&amp;gt; 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.&amp;lt;br&amp;gt; However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters. &lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.&lt;br /&gt;
 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.&lt;br /&gt;
 OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.&lt;br /&gt;
&lt;br /&gt;
=== Departure Seperation  ===&lt;br /&gt;
&lt;br /&gt;
==== Based on Type of Aircraft and departure route  ====&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Two aircraft are departing right after each other. &lt;br /&gt;
*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). &lt;br /&gt;
*Both follow the same departure route.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &amp;lt;br&amp;gt; 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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Fast followed by slow &lt;br /&gt;
| 3 nm&lt;br /&gt;
|-&lt;br /&gt;
| Matching Types &lt;br /&gt;
| 5 nm&lt;br /&gt;
|-&lt;br /&gt;
| Slow followed by fast &lt;br /&gt;
| 10 nm&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft&lt;br /&gt;
 DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441 &lt;br /&gt;
 TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff&lt;br /&gt;
 DLH2441: Cleared for takeoff runway 29, DLH2441&lt;br /&gt;
&lt;br /&gt;
The other main task of ATC is to expedite the flow of traffic. Situation: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*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. &lt;br /&gt;
*There are two holdingpoints available.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Based on Wake Turbulence Category  ====&lt;br /&gt;
&lt;br /&gt;
There are two ways aircraft influence the air around them when passing through it: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Jetwash produced by the engines &lt;br /&gt;
*Turbulence created at the wings and especially at the wingtips&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L) &lt;br /&gt;
| &amp;amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Medium Aircraft (M) &lt;br /&gt;
| 7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
| Heavy Aircraft (H) &lt;br /&gt;
| &amp;amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
&amp;lt;/div&amp;gt; &lt;br /&gt;
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.&amp;lt;br&amp;gt; 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: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| &lt;br /&gt;
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off. &lt;br /&gt;
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway. &lt;br /&gt;
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
To point out this hazard to a pilot the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,&lt;br /&gt;
 &amp;lt;u&amp;gt;caution wake turbulence.&amp;lt;/u&amp;gt;&lt;br /&gt;
 ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.&lt;br /&gt;
&lt;br /&gt;
=== Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.&lt;br /&gt;
&lt;br /&gt;
Again you are not allowed to clear more than one aircraft onto the same runway at the same time.&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| In order to issue a landing clearance &lt;br /&gt;
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway. &lt;br /&gt;
#preceeding landing traffic must have left the runway safety strip with all parts. &lt;br /&gt;
#traffic crossing the runway must have left the runway safety strip with all parts.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
If these conditions are met use the following phrase to clear the aircraft: &lt;br /&gt;
&lt;br /&gt;
  TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.&lt;br /&gt;
 MAH224:cleared to land runway 27, MAH224.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  AUA26T:Linz Tower, AUA26T established ILS 27.&lt;br /&gt;
 TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.&lt;br /&gt;
 AUA26T:continuing approach, AUA26T.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Meanwhile MAH224 has left the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.&lt;br /&gt;
 AUA26T:Runway 27, cleared to land, MAH224.&lt;br /&gt;
&lt;br /&gt;
Often it is useful to give pilots additional information, such as traffic information or wind: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| CSA276 is following NLY7751 (A320):&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  CSA276: Wien Tower, CSA276 established ILS 34.&lt;br /&gt;
 TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue&lt;br /&gt;
 approach runway 34, wind 010 degrees at 4 knots.&lt;br /&gt;
 CSA276:We have the airbus in sight continuing approach, CSA276.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  AUA81:Wien Tower, AUA81 established ILS 16&lt;br /&gt;
 TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140&lt;br /&gt;
 degrees at 7 knots.&lt;br /&gt;
 AUA81:continuing approach, AUA81.&lt;br /&gt;
 TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at&lt;br /&gt;
 your one o'clock position, 5 nm, 1400 ft.&lt;br /&gt;
 AUA81: Thank you, looking out, AUA81.&lt;br /&gt;
 AUA81: traffic in sight, AUA81.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 eg. the rescue helicopter from the example above needs to land on your airport:&lt;br /&gt;
 OEATD: Wien Tower, request landing at the General Aviation Terminal.&lt;br /&gt;
 TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
=== Merging Departing and Arriving Traffic  ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section. &lt;br /&gt;
&lt;br /&gt;
 LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight&lt;br /&gt;
 AUA123: Traffic in sight, AUA123&lt;br /&gt;
 LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait&lt;br /&gt;
 AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 Callsign, are you ready for immediate departure?&lt;br /&gt;
&lt;br /&gt;
Again it is a good idea to give the pilot an idea of the traffic situation around him. &lt;br /&gt;
&lt;br /&gt;
Example: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:CAL275, are you ready for immediate departure?&lt;br /&gt;
 CAL275:Affirmitive, ready for immediate departure, CAL275&lt;br /&gt;
 TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for&lt;br /&gt;
 immediate takeoff.&lt;br /&gt;
 CAL275:cleared for immediate takeoff runway 29, CAL275&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| After the CAL B747 has taken off.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.&lt;br /&gt;
 AUA289:Runway 29, cleared to land, AUA289.&lt;br /&gt;
 TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?&lt;br /&gt;
 AUA2LT:Traffic in sight, AUA2LT.&lt;br /&gt;
 TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.&lt;br /&gt;
 AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| AUA289 has vacated the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
 TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is&lt;br /&gt;
 now on a 3,5 nm final.&lt;br /&gt;
 AUA2LT:cleread for takeoff runway 29, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
=== VFR Traffic  ===&lt;br /&gt;
&lt;br /&gt;
==== Differences to handling of IFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
The essential collision safety principle guiding the VFR pilot is &amp;quot;see and avoid.&amp;quot; Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety. &lt;br /&gt;
&lt;br /&gt;
To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''': &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,&lt;br /&gt;
 QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.&lt;br /&gt;
 TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)&lt;br /&gt;
&lt;br /&gt;
VFR flights should be guided into downwind, base and final leg for landing.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, enter downwind for runway 29, report on downwind&lt;br /&gt;
 TWR:OE-AGA, enter base for runway 29, report on base&lt;br /&gt;
&lt;br /&gt;
VFR Flights get their Clearance from &amp;lt;u&amp;gt;Tower&amp;lt;/u&amp;gt;. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be:&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß&lt;br /&gt;
 oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.&lt;br /&gt;
 TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,&lt;br /&gt;
 QNH 1014, Squawk 4607,  right turn after departure as soon as possible.&lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.&lt;br /&gt;
 TWR:OE-AGA, climb 3500 feet, report Donauturm.&lt;br /&gt;
&lt;br /&gt;
In the air ATC provides traffic information. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound&lt;br /&gt;
 route Klosterneuburg-Freudenau.&lt;br /&gt;
&lt;br /&gt;
When the aircraft leaves the controlzone. &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.&lt;br /&gt;
&lt;br /&gt;
Wien Tower/Turm can also be contacted in German. &lt;br /&gt;
&lt;br /&gt;
==== Merging in VFR Traffic  ====&lt;br /&gt;
&lt;br /&gt;
To manage VFR Traffic efficiently you have to use traffic information and visual seperation. &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
&lt;br /&gt;
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed: &lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, fly extended right downwind, standby for base.&lt;br /&gt;
 OE-AGA: Extending right downwind, OE-AGA&lt;br /&gt;
&lt;br /&gt;
To instruct the aircraft to continue it's approach use the following procedure: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
 TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence&lt;br /&gt;
 OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
 TWR: OE-AGA, Make a right three-sixty.&lt;br /&gt;
 OE-AGA: Making three-sixty to the right.&lt;br /&gt;
 TWR: OE-AGA, Orbit left&lt;br /&gt;
 OE-AGA: Orbiting left, OE-AGA&lt;br /&gt;
&lt;br /&gt;
The second instructions means, that the pilot should make orbits until further advice. &lt;br /&gt;
&lt;br /&gt;
==== Information Positions  ====&lt;br /&gt;
&lt;br /&gt;
=== Special Situations (High Traffic, Slots, ...)  ===&lt;br /&gt;
&lt;br /&gt;
==== High traffic situations  ====&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
==== Additional phrases during periods of high traffic  ====&lt;br /&gt;
&lt;br /&gt;
In order to expedite the flow of traffic use the following phrases: &lt;br /&gt;
&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating&lt;br /&gt;
 OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn&lt;br /&gt;
 as soon as practicable&lt;br /&gt;
&lt;br /&gt;
==== Opposite runway operations  ====&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
== Ressourcen  ==&lt;br /&gt;
&lt;br /&gt;
*[http://vateud.net/index.php?option=com_content&amp;amp;view=article&amp;amp;id=77&amp;amp;Itemid=122 VATEUD Training Department] &lt;br /&gt;
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]&lt;br /&gt;
&lt;br /&gt;
&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
[[Category:Dokumentation]]&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1074</id>
		<title>Study Guide:Tower</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&amp;diff=1074"/>
		<updated>2011-12-02T23:56:50Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: Moved Delivery and Ground parts to seperate Study Guides.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;'''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;This study guide is still work in progress. Stay tuned for further chapters.&amp;lt;/span&amp;gt;'''&lt;br /&gt;
==Aircraft and basic Flying Principles==&lt;br /&gt;
===Producing Lift===&lt;br /&gt;
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.&lt;br /&gt;
&lt;br /&gt;
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).&lt;br /&gt;
&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
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. 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.&lt;br /&gt;
&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
===Aircraft Categories===&lt;br /&gt;
The most important ways of categorizing aircraft in aviation are by weight or by approach speed.&lt;br /&gt;
====Weight Categories====&lt;br /&gt;
Aircraft are categorized into three weight categories:&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|'''Category'''||'''MTOW'''&lt;br /&gt;
|-&lt;br /&gt;
|Light Aircraft (L)||&amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
|Medium Aircraft (M)||7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
|Heavy Aircraft (H)||&amp;gt;136 000 kg&lt;br /&gt;
|}&lt;br /&gt;
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&amp;amp;until=D228]&lt;br /&gt;
&amp;lt;br&amp;gt;Weight depicted is MTOW.&lt;br /&gt;
&lt;br /&gt;
====Approach Speed====&lt;br /&gt;
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|'''Category'''||'''Vref'''&lt;br /&gt;
|-&lt;br /&gt;
|A||&amp;lt;= 90 knots&lt;br /&gt;
|-&lt;br /&gt;
|B||91 - 120 knots&lt;br /&gt;
|-&lt;br /&gt;
|C||121 - 140 knots&lt;br /&gt;
|-&lt;br /&gt;
|D||141 - 165 knots&lt;br /&gt;
|-&lt;br /&gt;
|E||&amp;gt;= 165 knots&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
==Working Tower Positions==&lt;br /&gt;
Tower is responsible for all movements on the runways as well as for all movements within the control zone (CTR), (10NM radius, GND to 2500ft MSL). Tower is also responsible for ground and delivery if they are not online. He also decides which runways are in use.&lt;br /&gt;
===ATIS===&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
A ATIS broadcast has to consist of:&lt;br /&gt;
* Name of the Airport&lt;br /&gt;
* Identification Letter&lt;br /&gt;
* Time of Observation&lt;br /&gt;
* Active Runways&lt;br /&gt;
* Transition Level&lt;br /&gt;
* Wind direction and velocity&lt;br /&gt;
* Visibilities&lt;br /&gt;
* Special weather conditions (such as rain)&lt;br /&gt;
* Cloud ceiling&lt;br /&gt;
* Temperature and Dewpoint&lt;br /&gt;
* QNH&lt;br /&gt;
* Trends&lt;br /&gt;
&lt;br /&gt;
It is updated every 30 minutes or as soon as significant changes occur.&lt;br /&gt;
&lt;br /&gt;
&lt;br /&gt;
===Transition Altitude/Transition Level===&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes.&lt;br /&gt;
&lt;br /&gt;
To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again.&lt;br /&gt;
&lt;br /&gt;
In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:&lt;br /&gt;
 QNH      &amp;lt; 0977: TA + 3000 ft.&lt;br /&gt;
 QNH 0978 - 1012: TA + 2000 ft.&lt;br /&gt;
 QNH 1013 - 1050: TA + 1000 ft.&lt;br /&gt;
 QNH 1051 &amp;gt;     : TA = TL&lt;br /&gt;
&lt;br /&gt;
The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).&lt;br /&gt;
&lt;br /&gt;
===Runway Separation===&lt;br /&gt;
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 '''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;only one aircaft may be cleared to use a runway at the same time.&amp;lt;/span&amp;gt;''' What this means practically and exceptions from this rule are explained in the following chapters.&lt;br /&gt;
&lt;br /&gt;
=== Departing Traffic ===&lt;br /&gt;
&lt;br /&gt;
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? &lt;br /&gt;
&lt;br /&gt;
*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route. &lt;br /&gt;
*Check the traffic approaching the runway.&lt;br /&gt;
&lt;br /&gt;
To give him the takeoff clearance the following phrase should be used: &lt;br /&gt;
&lt;br /&gt;
  e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.&lt;br /&gt;
  AUA2CM: Cleared for takeoff Runway 29, AUA2CM&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!&lt;br /&gt;
  AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.&lt;br /&gt;
&lt;br /&gt;
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: &lt;br /&gt;
&lt;br /&gt;
  TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind and wait.&lt;br /&gt;
  AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.&lt;br /&gt;
  ''Note: The two times behind in this instruction is not a typing error but was implemented''&lt;br /&gt;
 to emphasize that part of the clearance.&lt;br /&gt;
&lt;br /&gt;
This type of clearance is called a conditional clearance. &amp;lt;br&amp;gt; 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.&amp;lt;br&amp;gt; However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters.&lt;br /&gt;
&lt;br /&gt;
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.&lt;br /&gt;
 e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.&lt;br /&gt;
 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.&lt;br /&gt;
 OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.&lt;br /&gt;
&lt;br /&gt;
===Departure Seperation - Based on Type of Aircraft and departure route===&lt;br /&gt;
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:&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
|&lt;br /&gt;
*Two aircraft are departing right after each other. &lt;br /&gt;
*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). &lt;br /&gt;
*Both follow the same departure route.&lt;br /&gt;
|}&lt;br /&gt;
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. &amp;lt;br&amp;gt;&lt;br /&gt;
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:&lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
|Fast followed by slow||3 nm&lt;br /&gt;
|-&lt;br /&gt;
|Matching Types||5 nm&lt;br /&gt;
|-&lt;br /&gt;
|Slow followed by fast||10 nm&lt;br /&gt;
|}&amp;lt;/div&amp;gt;&lt;br /&gt;
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:&lt;br /&gt;
  TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft&lt;br /&gt;
  DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441 &lt;br /&gt;
  TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff&lt;br /&gt;
  DLH2441: Cleared for takeoff runway 29, DLH2441&lt;br /&gt;
The other main task of ATC is to expedite the flow of traffic. Situation:&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
|&lt;br /&gt;
*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.&lt;br /&gt;
*There are two holdingpoints available.&lt;br /&gt;
|}&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
===Departure Seperation - Based on Wake Turbulence Category===&lt;br /&gt;
There are two ways aircraft influence the air around them when passing through it:&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
|&lt;br /&gt;
*Jetwash produced by the engines&lt;br /&gt;
*Turbulence created at the wings and especially at the wingtips&lt;br /&gt;
|}&lt;br /&gt;
This turbulence can cause severe problems or even loss of control for following aircraft.&lt;br /&gt;
The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:&lt;br /&gt;
&amp;lt;div align=&amp;quot;left&amp;quot;&amp;gt;&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Light Aircraft (L)||&amp;lt; 7 000 kg&lt;br /&gt;
|-&lt;br /&gt;
|Medium Aircraft (M)||7 000 – 136 000 kg&lt;br /&gt;
|-&lt;br /&gt;
|Heavy Aircraft (H)||&amp;gt;136 000 kg&lt;br /&gt;
|}&amp;lt;/div&amp;gt;&lt;br /&gt;
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.&amp;lt;br&amp;gt;&lt;br /&gt;
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:&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
|&lt;br /&gt;
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.&lt;br /&gt;
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.&lt;br /&gt;
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.&lt;br /&gt;
|}&lt;br /&gt;
To point out this hazard to a pilot the following phrase should be used:&lt;br /&gt;
  TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,&lt;br /&gt;
 &amp;lt;u&amp;gt;caution wake turbulence.&amp;lt;/u&amp;gt;&lt;br /&gt;
  ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.&lt;br /&gt;
&lt;br /&gt;
=== Arriving Traffic ===&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.&lt;br /&gt;
&lt;br /&gt;
Again you are not allowed to clear more than one aircraft onto the same runway at the same time.&amp;lt;br&amp;gt; &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| In order to issue a landing clearance &lt;br /&gt;
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway. &lt;br /&gt;
#preceeding landing traffic must have left the runway safety strip with all parts. &lt;br /&gt;
#traffic crossing the runway must have left the runway safety strip with all parts.&lt;br /&gt;
&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
If these conditions are met use the following phrase to clear the aircraft: &lt;br /&gt;
&lt;br /&gt;
  TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.&lt;br /&gt;
  MAH224:cleared to land runway 27, MAH224.&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
  AUA26T:Linz Tower, AUA26T established ILS 27.&lt;br /&gt;
  TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.&lt;br /&gt;
  AUA26T:continuing approach, AUA26T.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| Meanwhile MAH224 has left the runway.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.&lt;br /&gt;
  AUA26T:Runway 27, cleared to land, MAH224.&lt;br /&gt;
&lt;br /&gt;
Often it is useful to give pilots additional information, such as traffic information or wind: &lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| CSA276 is following NLY7751 (A320):&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  CSA276: Wien Tower, CSA276 established ILS 34.&lt;br /&gt;
  TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue&lt;br /&gt;
  approach runway 34, wind 010 degrees at 4 knots.&lt;br /&gt;
  CSA276:We have the airbus in sight continuing approach, CSA276.&lt;br /&gt;
&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
| 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.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
  AUA81:Wien Tower, AUA81 established ILS 16&lt;br /&gt;
  TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140&lt;br /&gt;
  degrees at 7 knots.&lt;br /&gt;
  AUA81:continuing approach, AUA81.&lt;br /&gt;
  TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at&lt;br /&gt;
  your one o'clock position, 5 nm, 1400 ft.&lt;br /&gt;
  AUA81: Thank you, looking out, AUA81.&lt;br /&gt;
  AUA81: traffic in sight, AUA81.&lt;br /&gt;
&lt;br /&gt;
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.&lt;br /&gt;
 eg. the rescue helicopter from the example above needs to land on your airport:&lt;br /&gt;
 OEATD: Wien Tower, request landing at the General Aviation Terminal.&lt;br /&gt;
 TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.&lt;br /&gt;
&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
===Merging Departing and Arriving Traffic===&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
&lt;br /&gt;
Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section.&lt;br /&gt;
 LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight&lt;br /&gt;
 AUA123: Traffic in sight, AUA123&lt;br /&gt;
 LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait&lt;br /&gt;
 AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123&lt;br /&gt;
To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight.&lt;br /&gt;
You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake. &lt;br /&gt;
&lt;br /&gt;
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.&lt;br /&gt;
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:&lt;br /&gt;
 Callsign, are you ready for immediate departure?&lt;br /&gt;
Again it is a good idea to give the pilot an idea of the traffic situation around him.&lt;br /&gt;
&lt;br /&gt;
Example:&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
|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.&lt;br /&gt;
|}&lt;br /&gt;
 TWR:CAL275, are you ready for immediate departure?&lt;br /&gt;
 CAL275:Affirmitive, ready for immediate departure, CAL275&lt;br /&gt;
 TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for&lt;br /&gt;
 immediate takeoff.&lt;br /&gt;
 CAL275:cleared for immediate takeoff runway 29, CAL275&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
|After the CAL B747 has taken off.&lt;br /&gt;
|}&lt;br /&gt;
 TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.&lt;br /&gt;
 AUA289:Runway 29, cleared to land, AUA289.&lt;br /&gt;
 TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?&lt;br /&gt;
 AUA2LT:Traffic in sight, AUA2LT.&lt;br /&gt;
 TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.&lt;br /&gt;
 AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
|AUA289 has vacated the runway.&lt;br /&gt;
|}&lt;br /&gt;
 TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is&lt;br /&gt;
 now on a 3,5 nm final.&lt;br /&gt;
 AUA2LT:cleread for takeoff runway 29, AUA2LT.&lt;br /&gt;
&lt;br /&gt;
==VFR Traffic - Differences==&lt;br /&gt;
The essential collision safety principle guiding the VFR pilot is &amp;quot;see and avoid.&amp;quot; Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety.&lt;br /&gt;
&lt;br /&gt;
To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points.&lt;br /&gt;
'''Used phrases''':&lt;br /&gt;
 TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,&lt;br /&gt;
 QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.&lt;br /&gt;
 TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)&lt;br /&gt;
&lt;br /&gt;
VFR flights should be guided into downwind, base and final leg for landing.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&lt;br /&gt;
 TWR:OE-AGA, enter downwind for runway 29, report on downwind&lt;br /&gt;
 TWR:OE-AGA, enter base for runway 29, report on base&lt;br /&gt;
&lt;br /&gt;
VFR Flights get their Clearance from &amp;lt;u&amp;gt;Tower&amp;lt;/u&amp;gt;. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be:&amp;lt;br&amp;gt;&lt;br /&gt;
 TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß&lt;br /&gt;
 oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.&lt;br /&gt;
 TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,&lt;br /&gt;
 QNH 1014, Squawk 4607,  right turn after departure as soon as possible.&lt;br /&gt;
&lt;br /&gt;
 TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.&lt;br /&gt;
 TWR:OE-AGA, climb 3500 feet, report Donauturm.&lt;br /&gt;
&lt;br /&gt;
In the air ATC provides traffic information.&lt;br /&gt;
 TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound&lt;br /&gt;
 route Klosterneuburg-Freudenau.&lt;br /&gt;
&lt;br /&gt;
When the aircraft leaves the controlzone.&lt;br /&gt;
 TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.&lt;br /&gt;
&lt;br /&gt;
Wien Tower/Turm can also be contacted in German.&lt;br /&gt;
&lt;br /&gt;
===Merging in VFR Traffic===&lt;br /&gt;
To manage VFR Traffic efficiently you have to use traffic information and visual seperation. &lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:&lt;br /&gt;
 TWR:OE-AGA, fly extended right downwind, standby for base.&lt;br /&gt;
 OE-AGA: Extending right downwind, OE-AGA&lt;br /&gt;
To instruct the aircraft to continue it's approach use the following procedure:&lt;br /&gt;
 TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5&lt;br /&gt;
 miles, report mentioned traffic in sight&lt;br /&gt;
 OE-ANX: Traffic in sight, OE-ANX&lt;br /&gt;
 TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence&lt;br /&gt;
 OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX&lt;br /&gt;
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:&lt;br /&gt;
 TWR: OE-AGA, Make a right three-sixty.&lt;br /&gt;
 OE-AGA: Making three-sixty to the right.&lt;br /&gt;
 TWR: OE-AGA, Orbit left&lt;br /&gt;
 OE-AGA: Orbiting left, OE-AGA&lt;br /&gt;
The second instructions means, that the pilot should make orbits until further advice.&lt;br /&gt;
===Information Positions===&lt;br /&gt;
&lt;br /&gt;
==Special Situations (High Traffic, Slots, ...)==&lt;br /&gt;
===High traffic situations===&lt;br /&gt;
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.&lt;br /&gt;
===Additional phrases during periods of high traffic===&lt;br /&gt;
In order to expedite the flow of traffic use the following phrases:&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite&lt;br /&gt;
 Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating&lt;br /&gt;
 OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn&lt;br /&gt;
 as soon as practicable&lt;br /&gt;
&lt;br /&gt;
===Opposite runway operations===&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
== Ressourcen ==&lt;br /&gt;
* [http://vateud.net/index.php?option=com_content&amp;amp;view=article&amp;amp;id=77&amp;amp;Itemid=122 VATEUD Training Department]&lt;br /&gt;
* [http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]&lt;br /&gt;
&amp;lt;br&amp;gt;&lt;br /&gt;
[[Category:Dokumentation]]&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Study_Guide:Ground&amp;diff=1073</id>
		<title>Study Guide:Ground</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Study_Guide:Ground&amp;diff=1073"/>
		<updated>2011-12-02T23:54:43Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: Extracted Ground parts from Tower Study Guide.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;'''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;This study guide is still work in progress. Stay tuned for further chapters.&amp;lt;/span&amp;gt;'''&lt;br /&gt;
&lt;br /&gt;
== Working Ground Positions ==&lt;br /&gt;
Ground is responsible for all movements of aircraft on ground, except the movements on the runway.&lt;br /&gt;
Ground takes over responsibility for Delivery if he is not online.&amp;lt;br&amp;gt;&lt;br /&gt;
&amp;lt;br&amp;gt;&lt;br /&gt;
'''Start-up clearance'''&amp;lt;br&amp;gt;&lt;br /&gt;
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.&lt;br /&gt;
 Austrian 125, start-up approved, (Temperature Minus 3)&lt;br /&gt;
'''Push-back clearance'''&amp;lt;br&amp;gt;&lt;br /&gt;
Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back (i.e. position at the gate, … [refer to charts])&lt;br /&gt;
 Austrian 125, push-back approved”&lt;br /&gt;
'''Combination of both phrases'''&amp;lt;br&amp;gt;&lt;br /&gt;
During low traffic you can use these two phrases together&amp;lt;br&amp;gt;&lt;br /&gt;
 Austrian 125, start(-up) and push(-back) approved&lt;br /&gt;
=== Taxi Instructions ===&lt;br /&gt;
&lt;br /&gt;
The pilot pushes back and starts the aircrafts engines. As soon as he is ready for taxi he will call you: &lt;br /&gt;
&lt;br /&gt;
 AUA125:AUA125, ready for taxi.&lt;br /&gt;
&lt;br /&gt;
Depending on traffic you can give him the taxi instruction to his departure runway: &lt;br /&gt;
&lt;br /&gt;
 GND:AUA125, taxi to holding point Rwy 16 via taxiways Exit 4, L and F, QNH 1019.&lt;br /&gt;
 AUA125:Taxiing to holding point runway 29 via L and F, AUA125.&lt;br /&gt;
&lt;br /&gt;
Sometimes it is necessary to hold an aircraft in front of another taxiway: &lt;br /&gt;
&lt;br /&gt;
 GND:AUA125, hold short of taxiway L.&lt;br /&gt;
 AUA125:Holding short of L, AUA125.&lt;br /&gt;
&lt;br /&gt;
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 possible. &lt;br /&gt;
&lt;br /&gt;
 GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!&lt;br /&gt;
 AUA125:contacting Tower on frequency 118,10 bye!&lt;br /&gt;
&lt;br /&gt;
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. &lt;br /&gt;
&lt;br /&gt;
 OEATD: request air taxi to Runway 29.&lt;br /&gt;
 GND: OEATD, air taxi to Runway 29 via Exit 13 and M.&lt;br /&gt;
&lt;br /&gt;
===Ground Traffic Management===&lt;br /&gt;
To organise 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. Consider the following situation:&lt;br /&gt;
{|class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
|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 7Q.&lt;br /&gt;
|}&lt;br /&gt;
 GND:DLH6KM taxi to stand 40 via taxiways D and L, QNH 1019.&lt;br /&gt;
 DLH6KM:Taxiing to stand 40 via D and L, DLH6KM.&lt;br /&gt;
 LZB421:Wien ground LZB421 stand 7Q, ready for taxi.&lt;br /&gt;
 GND:LZB421, taxi taxiway W, hold short of taxiway L.&lt;br /&gt;
 LZB421:taxiing via W holding short of L.&lt;br /&gt;
{|class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
|The aircraft are now both approaching the intersection L/W.&lt;br /&gt;
|}&lt;br /&gt;
 GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue&lt;br /&gt;
 taxi to holding point runway 29 via taxiways Exit 2, M and A1.&lt;br /&gt;
 LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point&lt;br /&gt;
 runway 29 via Exit 2, M and A1.&lt;br /&gt;
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.&lt;br /&gt;
In some cases it is also useful to let one aircraft follow the other:&lt;br /&gt;
 GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.&lt;br /&gt;
 LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.&lt;br /&gt;
===Intersection take-off===&lt;br /&gt;
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.&lt;br /&gt;
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]]).&lt;br /&gt;
&lt;br /&gt;
===Special Situations (High Traffic, Slots, ...)===&lt;br /&gt;
====Slots====&lt;br /&gt;
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.&lt;br /&gt;
====Opposite runway operations====&lt;br /&gt;
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.&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
	<entry>
		<id>https://wiki.vacc-austria.org/index.php?title=Study_Guide:Delivery&amp;diff=1072</id>
		<title>Study Guide:Delivery</title>
		<link rel="alternate" type="text/html" href="https://wiki.vacc-austria.org/index.php?title=Study_Guide:Delivery&amp;diff=1072"/>
		<updated>2011-12-02T23:52:37Z</updated>

		<summary type="html">&lt;p&gt;Clemens Moritz: Extracted Delivery parts from Tower Study Guide.&lt;/p&gt;
&lt;hr /&gt;
&lt;div&gt;'''&amp;lt;span style=&amp;quot;color:#ff0000;&amp;quot;&amp;gt;This study guide is still work in progress. Stay tuned for further chapters.&amp;lt;/span&amp;gt;'''&lt;br /&gt;
&lt;br /&gt;
==Introduction==&lt;br /&gt;
This Study Guide has been designed to give you all the information needed to start controlling as a Tower controller on the VATSIM network.&lt;br /&gt;
&lt;br /&gt;
==Radio Communication - Basics==&lt;br /&gt;
Because communication is crucially important for Air Traffic Control a fixed format and syntax is used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are mostly conducted in English. Link: [[Buchstabiertabelle]]&lt;br /&gt;
===Basic Rules===&lt;br /&gt;
In order to achieve the goals set above the following rules important:&lt;br /&gt;
#''Listen before you talk''&lt;br /&gt;
#: 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.&lt;br /&gt;
#''Think before you talk''&lt;br /&gt;
#: The radio traffic flow should be as smooth as possible. To achieve this it's vital to &amp;quot;think first&amp;quot; before transmitting so that a clear, concise and uninterrupted message can be sent.&lt;br /&gt;
#''As far as possible use standard phraseology and syntax''&lt;br /&gt;
#: 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.&lt;br /&gt;
&lt;br /&gt;
===Callsigns and Initial Contact===&lt;br /&gt;
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).&lt;br /&gt;
To pronounce these letters and digits the ICAO-Alphabet is used.&lt;br /&gt;
''&lt;br /&gt;
To initiate the contact between two stations an initial call has to be made. This call has the following structure:''&lt;br /&gt;
 '''Station 1:''' Station 2, Station 1, Message &lt;br /&gt;
 '''Station 2:''' Station 1, Station 2, Message&lt;br /&gt;
''Example - Austrian 251 is calling Wien Tower:''&lt;br /&gt;
 '''AUA251:''' Wien Tower, Austrian 251, established ILS 34 &lt;br /&gt;
 '''LOWW_TWR:''' Austrian 251, Wien Tower, continue approach&lt;br /&gt;
In Subsequent calls the calling station part can be ommited. &amp;lt;br&amp;gt;&lt;br /&gt;
When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message and reads back any required 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.&lt;br /&gt;
Items that must always be read back in full are all clearances (including altitudes, heaings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies. 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. 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.&lt;br /&gt;
When giving an instruction the Callsign is stated at the beginning, when reading back you usually add it at the end of your transmission (although you are allowed to do it at the beginning too). &amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&lt;br /&gt;
'''Examples:'''&lt;br /&gt;
 '''LOWW_APP:''' AUA251, turn left heading 290, descend Altitude 5000 feet, QNH 1019.&lt;br /&gt;
 '''AUA251:''' Turn left heading 290, descending altitude 5000 feet QNH 1019, AUA251 &lt;br /&gt;
&amp;lt;br&amp;gt;  &lt;br /&gt;
 '''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way&lt;br /&gt;
 to Speedbird Airbus A320 crossing you right to left on M.&lt;br /&gt;
 '''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way to Speedbird&lt;br /&gt;
 Airbus A320 on M, OE-DLT.&lt;br /&gt;
&amp;lt;br&amp;gt; &lt;br /&gt;
 '''LOWW_TWR:''' NLY2678, wind 330 degrees at 6 knots, Rwy 29, cleared for takeoff.&lt;br /&gt;
 '''NLY2678:''' Rwy 29, cleared for takeoff, NLY2678.&lt;br /&gt;
&lt;br /&gt;
==METAR and TAF==&lt;br /&gt;
References for detailed information: [[METAR]], [[TAF]]&lt;br /&gt;
&lt;br /&gt;
==How is an Aerodrome organized==&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
So the Tower Position got divided into thre basic types with different areas of responsibility.&lt;br /&gt;
&lt;br /&gt;
* Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.&lt;br /&gt;
* Ground (GND), responsible for all traffic on the apron and the taxiways.&lt;br /&gt;
* Tower (TWR), responsible for movements on the runway and within its associated Control Zone.&lt;br /&gt;
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.&lt;br /&gt;
&lt;br /&gt;
Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:&lt;br /&gt;
* APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.&lt;br /&gt;
* ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.&lt;br /&gt;
&lt;br /&gt;
Since they all use their radar to control air traffic, they are also called Radar positions.&lt;br /&gt;
&lt;br /&gt;
==Working Delivery Positions==&lt;br /&gt;
Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. &lt;br /&gt;
===Flightplan Structure===&lt;br /&gt;
'''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.&amp;lt;br&amp;gt;&lt;br /&gt;
For IFR flights, flight plans are used by air traffic control to initiate tracking and routing services. For VFR flights, their only purpose is to provide needed information should search and rescue operations be required.&lt;br /&gt;
&lt;br /&gt;
Aircraft routing types used in flight planning are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.&lt;br /&gt;
*'''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).&lt;br /&gt;
*'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. 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.&lt;br /&gt;
*'''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. This is a routing from Vienna&lt;br /&gt;
&lt;br /&gt;
[[Image:Route.jpg]]&lt;br /&gt;
&lt;br /&gt;
===Issuing IFR Routing Clearances===&lt;br /&gt;
DEL gives routing clearances to all departing aircraft with the following information:&amp;lt;br&amp;gt;&lt;br /&gt;
 '''Destination of aircraft'''&lt;br /&gt;
 '''SID''' (= Standard instrument departure) Normally the filed SID is given&lt;br /&gt;
 Initial climb altitude after departure (5000ft)&lt;br /&gt;
 '''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)&lt;br /&gt;
 '''QNH''' (Local QNH of airport according to latest METAR) = given with taxi clearance&lt;br /&gt;
 CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)&lt;br /&gt;
&lt;br /&gt;
The '''bold''' marked points are mandatory, all other points are optional.&amp;lt;br&amp;gt;&lt;br /&gt;
&amp;lt;br&amp;gt;&lt;br /&gt;
Normal construction of a routing clearance:&lt;br /&gt;
 Callsign, cleared to XXXX via XXXXX XX departure, (initial climb 5000ft), Squawk 46XX&lt;br /&gt;
Example:&lt;br /&gt;
 Austrian 125, cleared to Frankfurt via LUGIM 1C departure, initial climb 5000ft,&lt;br /&gt;
 Squawk 4601.&lt;br /&gt;
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. In this case the initial climb altitude is mandatory.&lt;br /&gt;
 Callsign,cleared to XXXX, after departure RWY XX, XXXXXXX, initial climb 5000ft,&lt;br /&gt;
 Squawk 46XX&lt;br /&gt;
&lt;br /&gt;
Example:&lt;br /&gt;
 Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240&lt;br /&gt;
 expect vectors to LUGIM, initial climb 5000 ft, Squawk 4601.&lt;br /&gt;
You can find the instructions for each Airport within the [[Study Guide:Airport Details]]&lt;br /&gt;
If the pilot responds with a correct readback you should answer with the following phrase:&lt;br /&gt;
 Callsign, readback correct. Austrian 125, readback correct /(readback was correct)&lt;br /&gt;
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures.&lt;br /&gt;
&lt;br /&gt;
===Special Situations (High Traffic, Slots, ...)===&lt;br /&gt;
====Slots====&lt;br /&gt;
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 mentioned before. The aircraft has to depart within this timeframe from its departure airport.&lt;br /&gt;
On the VATSIM network this system is only used on special occasions.&lt;br /&gt;
&lt;br /&gt;
==== Verhalten in Situationen mit erhöhtem Verkehrsaufkommen ====&lt;br /&gt;
Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.&lt;br /&gt;
&lt;br /&gt;
If possible you should inform the pilot about the expected delay:&lt;br /&gt;
 Austrian 125, readback correct, expect startup in 10 minutes.&lt;br /&gt;
 Austrian 125, startup approved, expect departure in 10 minutes.&lt;br /&gt;
&lt;br /&gt;
===Determination of active Runways===&lt;br /&gt;
Pilots normally prefer to takeoff and land the aircraft with the nose into the wind because it shortens the Rwy length required to safely operate the aircraft. The wind direction given in the METAR is the direction the wind is coming from, so it is easy to compare this wind to your given runways. &amp;lt;br&amp;gt;&lt;br /&gt;
'''Example:'''&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
|You are the Tower controller at Salzburg Airport. The only runway at Salzburg is runway 16-34 so  you have two directions available (roughly 160° and 340°.) The wind is coming from 180° at 5 knots. So the usual Runway in use would be rwy 16 for takeoff and landing.''&lt;br /&gt;
|}&lt;br /&gt;
However, at most airports a preferred runway configuration is defined (Find them here: [[Study Guide:Airport Details]]) which should be used if traffic situation and weather permits. Aircraft have certain limitations they can operate in, so normally the tailwind component should not exceed 5-10 knots (again depending on airport). Also the allowed crosswind is limited (This depends very much on the aircraft).&amp;lt;br&amp;gt;&lt;br /&gt;
Be aware that it is the pilots responsibility to accept a certain wind component and that this decision is often based on performance issues, so one pilot might accept the next one refuses to take a certain runway.&lt;br /&gt;
&lt;br /&gt;
So back to our example above:&lt;br /&gt;
{| class=&amp;quot;prettytable&amp;quot;&lt;br /&gt;
|-&lt;br /&gt;
|At Salzburg, due to the terrain in the vicinity and city of Salzburg around the airport, runway 34 is preferred for departures and rwy 16 for landing. So the indicated configuration would be DEP 34, ARR 16.&lt;br /&gt;
|}&lt;br /&gt;
&lt;br /&gt;
===Use of the word takeoff===&lt;br /&gt;
The word take-off shall only be used in combination with the take-off clearance (cleared for take-off). For other phrases use the word departure (ready for departure – NOT ready for take-off!).&lt;/div&gt;</summary>
		<author><name>Clemens Moritz</name></author>
	</entry>
</feed>