VACC Austria DokuWiki - User contributions [en]

Emergency procedures

2023-01-05T14:41:55Z

David Zepmeisel: /* Total engine failure */

= General =

Emergencies and abnormal procedures arise from two sources: from the pilots or the ATC side, depending where they occur. If a pilot gets into trouble then he declares an emergency. Most likely an emergency is affecting your surrounding ATC stations too. Therefore you have to coordinate with them to safely manage the situation.

= ATC emergencies =
What if the controller discovers something which will require immediate reaction (like deer on the runway, a broken plane unable to vacate, ...)? There is no mayday call for ATC controller - but you have the power to react: use the available urgency phrases, give a reason for the emergency and everything should be safe again.

Usually, such an emergency needs more than one message. Deploy them in the order of urgency: First the closest affected aircraft, second all others (other ATC, other pilots). Bear in mind that you want to make sure that the closest aircraft needs to be out of danger. See if the aircraft reacts and wait for the readback, if the time allows it.

<pre>APP: AUA186T, collision alert, climb FL100, say again climb FL100, expedite!
A/C: climbing max rate, traffic on TCAS, AUA186T.

TWR: DLH56H, go-around, say again go-around, runway closed
A/C: going around, DLH56H.
TWR: All stations on final: runway 16 is closed, prepare for go-around on my command.
TWR -> APP (on TS): Approach, runway 16 is closed, all aircraft's are going around. Wait for further instructions.</pre>

= Abnormal Procedures =
Abnormal procedures are only triggered by pilots. There are only three possible categories:
* pre-warning ("we have a problem"),
* Pan-Pan,
* Mayday.

As stated the section before, an "ATC emergency" as such is not an abnormal procedure.

== 1. Houston, we have a problem ==

It is quite common that the emergency call does not come right away. The crew might discover something (an indicator in the cockpit) and follows the letters: DODAR (Diagnose, Options available, Decide, Allocate task, Review). In this case, a short message to ATC is common, that something is wrong:
<pre>NLY2863: Tower, Flyniki 2863, we have a problem, standby.
TWR: NLY2863, standing by.</pre>

'''If you are a controller and hear something like this, prepare yourself!''' Oversee the situation, you might wait with the next takeoff clearance, think of scenarios like: where could the aircraft turn back? Which diversion can it reach? The pilot will call you back in a few seconds with precise information.

== 2. Pan-pan ==

Pan-Pan is an urgency announcement of the crew, which is used if an aircraft is endangered but not actually at risk. There is no need for immediate action, but the flight-crew calls for a preferential treatment. The crew can continue flying under normal or restricted conditions and usually land regularly. 
<pre>SWR111:  Swissair one-eleven heavy is declaring pan-pan-pan. We have hydraulic warnings, requesting return to a convenient place, I guess Boston.
CZQM_CTR: Swissair one-eleven heavy, pan-pan received, turn left direct Boston VOR, descend and maintain flight level 100.
</pre>

----

== Radio communication Failure (RCF) ==

If RCF occurs, you as controller might notice it first, because the aircraft does not react. If the pilot notices RCF, he/she will squawk 7600 (das "6" reimt sich auf "hör' nix"), and the letters "RDOF" show up in the Euroscope tag. What should you do?

*First, see if any immediate action is imminent, like: clearing a conflict by diverting other aircraft.

*Second, determine what RCF it is: does the pilot hear or is his aircraft completely deaf? For this purpose, you ask the following:
<pre>Controller: Leipzig 123, received radio communication failure. If you read, squawk Ident.</pre>
If an ident signal is received, then things are easier: The pilot can receive calls normally. You might want to direct the pilot with as little commands as necessary - maybe the radio receiver will fail too. If traffic permits, clear him/her to final.

If the pilot sends no ident signal, then you (and even more important: the pilot...) need to know the RCF failure procedures. The airplane will follow this procedure and land. Controller's job is...
* to get other pilots out of the way
* to inform other ATC "upstream" about the situation (put a message into the text tag)
* to monitor the aircraft: A RCF failure could turn into an emergency (you don't know, what's all wrong in the plane), and the pilot might not strictly follow the RCF procedure. Remember that the pilot needs the radio for local QNH, which might have changed since departure (local QNH at destination is part of the briefing).
* to bear in mind that the runway config might have changed and the pilot still approaches the "old" config.

A RDF procedure typically follows one rule: Pilot follows orders as far as he has received them, and follows standard procedures thereafter.
#If the pilot has received the airport info (ATIS or other), then it will follow it (QNH, runway in use). Caution: The only way ATC can know this is if there has been contact, for example with APP, where the pilot has reported "ATIS on board". If in doubt: see what he is doing and figure out what he knows.
#If the pilot has not received it, then it will follow standard runway configuration according to the RDF rules for the approached airport, if there are any.
#Typically, procedures include flying standard STAR and transition and profile in the charts. Some airports include holdings for a predetermined time.
See the RCF procedures for [[http://charts.vacc-austria.org/LOWW/LOWW_Arrival_COM%20Fail%20Procedure_06062011.pdf LOWW]]. There are no precise rules for the other Austrian airports.
* In real life, pilots take their cellphone and call in (emergency phone number is on the charts - DON'T CALL THEM if you find them on VATSIM!). VFR pilots are expected to follow clearance received, or if they don't have clearance, to divert to an uncontrolled airfield.
* At VATSIM, expect pilots to follow the route they have been cleared or (if not cleared) filed.

----

== Go Around and missed approach ==
A Go-Around can be seen as abnormal procedure. Two different procedures can be followed:
#Missed Approach published in the Charts. APP should be informed about it (via teamspeak or PM).
#Individual handling like heading and altitude. This has to be coordinated with APP.
Remember: If necessary for safety, TWR can (and must) tell the aircraft virtually anything the aircraft is able to. If the reason for go-around is in the direction of the go-around procedure, then "proceed as published" does not really make sense. TWR might tell the aircraft to turn off left or right immediately.

Phraseology differs according who announces it:
*If ATC issues go-around, then the phraseology expresses urgency. Listen to the readback - it is vital that the pilot received it. In this example, the go-around is individual:
<pre>TWR: Leipzig 123, go-around, say again go-around, turn left immediately direct SNU, climb 5000ft, acknowledge.
LHA123:LHA123 is going around, turning left SNU, climbing 5000ft.</pre>
*If the pilot goes around, then he/she announces it. In this example, standard go-around pattern is used:
<pre>LHA123: Lepzig 123 goes around.
TWR: Roger, Leipzig 123, go around as published</pre>
As a courtesy, you could tell the pilot the go-around procedure anyway - many of them don't know it. Caution: Vienna (due to crossing runways) has situations, where go-around procedures conflict with departing aircraft. Watch out.
----

== Rejected take-off ==

Rejected take-off procedures can quickly turn into a nasty situation, if ATC does not react immediately and correctly.

=== If the pilot rejects take-off ===

The pilot's phrase is:

LHA123: LHA123 rejecting takeoff.

For ATC this means, that the approaching traffic should immediately receive go-around instructions and the APP should be informed about it. Do not expect the aircraft to leave the runway immediately - something serious might be wrong, so be prepared to change the runway (if you have, like in LOWW).

=== If TWR withdraws take-off clearance ===

The situation is even worse, as the aircraft might be rolling already and be beyond v1 where it can't stop (and you as TWR don't know the specific V1 speed). In this case, TWR has to do the following:

If the aircraft has commenced take-off:
<pre>"TWR: LHA123, Stop immediately. I say again (Callsign) stop immediately - acknowledge".
</pre>
If the aircraft is already past v1, then the pilot will respond, and you will have to tell second-best solutions (if you don't have a solution, then tell the problem - the pilot has to find the solution):
<pre>LHA123: unable, LHA123
TWR: LHA123, aircraft on the runway, intersection 2.</pre>

If the aircraft has not commenced take-off:
<pre>
"(Callsign) hold position. Cancel take-off - I say again, cancel take-off - acknowledge".
</pre>
*If you have arriving traffic you must assume go-around instructions until the runway is free for the next approaching aircraft. 

----

== Malfunctions of airport navigation equipment ==
Strictly spoken, malfunctions of airport equipment is not an abnormal procedure. Every airport has procedures for failing equipment. If ILS fails, then there are VOR approaches, or NDB or visual or RNAV approaches. If runway lighting is short-circuited, then you just tell it or close the runway (if it's dark or foggy).

Anyway, Malfunctions of airport equipment (broken ILS, VOR or NDB) cannot be simulated at VATSIM (navaids are part of pilot software). You may simulate failing airport equipment and issue different approaches (like NDB approach, if you simulate failing ILS), but it is not in your hands, if pilots follow.

It could happen that a pilot reports a malfunction (in case his software simulates such a failure - but this failure only affects him, and you could treat it as airport failure: if the ILS approach is dead, give a VOR approach.

And Still, you could simulate airport malfunctions for all pilots for fun. In this case, you should know the other approaches available, offer alternatives (and communicate them between TWR and APP). If weather permits, you can offer visual approaches.

----

== Priority Landing ==

This is an easy case: A fully functional and communicating aircraft has only one grievance: Get down as soon as possible. Most reasons are medical issues, live organs, low fuel (at too low fuel the pilot will report an emergency), or VIPs on board. Also government flights can request priority handling. 

Handling is easy: Issue instructions (vectors, descent, and on ground: a gate close to arrival) that best meet his/her request.

----

== Runway closure ==

This procedure is triggered by the TWR controller. There are two different cases:

*'''Immediate closure: '''If the runway has to be closed immediately (broken down aircraft, debris, deer, ...), then the runway closure is imminent:
#approaching traffic receives go-around
#APP receives request, not to hand off any more aircraft
#GND receives information to halt taxi clearances to this runway
#New runway is opened, GND and APP informed (or airport closed)
#ATIS adapted.

*'''Step-by-step closure:''' If the reason for closure can be forseen (wind changes slowly, noise abatement rules), then the runway closure is more orderly:

#APP receives request not to hand off any more aircraft and/or divert to new runway
#GND receives request not to issue taxi clearances to this runway, and the new one
#Remaining aircraft receive landing clearance
#New runway will be opened
#ATIS adapted
#APP and GND are informed.

= 3. Mayday emergencies =
There is one rule of thumb: A-S-S-I-S-T:

* A - Acknowledge: Make sure you understood the nature of emergency and acknowledge accordingly
* S - Separate: Don't forget to establish/maintain separation
* S - Silence: Impose silence on your frequency if necessary. Don't disturb urgent cockpit actions by unnecessary transmissions.
* I - Inform: Inform other sectors or units.
* S - Support: Give maximum support to pilot and crew
* T - Time: Allow pilots sufficient time to work on their problems.

== 4 phases which govern it all ==
If a pilot discovers a condition of being threatened by serious and/or
imminent danger '''and''' of requiring immediate assistance, then he/she will issue an emergency call.

A basic principle is important: The pilot is in command, ATC is here to assist. Don't tell the pilot how to fly the aircraft - it's not your job, and you are not there. The pilot says his intentions, and ATC reacts. This does not mean that you don't order the pilot to do things, but they should be according to his/her intentions, not yours.

Mayday procedure has the following phases:

=== 1) Mayday call by the pilot: ===
<pre>LHA123: Mayday, mayday, mayday. AUA123 engine failure. Descending below FL240, Request vectors to nearest suitable airfield.
LOWW_APP: AUA123, emergency received, engine failure. Next airfield is Vienna Airport, turn left 020°, 60 miles.
</pre>
Pilot calls "mayday" three times, the nature of his/her emergency, what his/her intentions are and what he/she needs now. ATC reads back the emergency.

*The emergency squawk code is 7700, and setting it enables all controllers to see the problem (in red, on their screens). Don't advise the pilot to set squawk 7700 at this time, the current problem on bord is bigger than a wrong squawk code. Pilots should do it on their own, and if they don't, you can tell them later, when the situation is more stable ("if able, squawk 7700").

There may be situations, where the pilots has no time to ask for anything (yet): He just declares the emergency. Then your job is to stand by and oversee the situation (available runways to turn back, available altitudes and turnings, and to inform other ATC).
<pre>LHA123: Mayday mayday mayday, LHA123.
LOWW_APP: Leipzig 123, standing by.</pre>

'''Squawk and callsign-change?'''

Two things can be seen in youtube videos and around: The mayday Squawk 7700 ("seven" goes well with "going to heaven"), and that "mayday" is amended to the callsign. LHA123 turns to be "mayday-leipzig-air-123".

Contrary to this, there is no obligation to do that:

* Pilots might be too busy to set the squawk. It's on their checklist in the QRH, but not at the top. 7700 is good to inform other ATC up- and downstream (the tag turns violently red), but you know it, and you inform the others earlier than the pilots.

* To add "mayday" to the callsign makes the callsign quite long, and who needs it? The pilot knows he's in trouble. You know too. In IFR, others are not supposed to be bothered.

=== 2) standard response by ATC ===
The pilot has a few seconds to do (avigate, navigate), and ATC too: He/she needs to inform other pilots and fellow ATC stations. In dramatic situations where you need as much frequency as possible, you can order radio silence:
<pre>LOWW_APP: All stations, all stations, emergency in progress. No calls, no readbacks.</pre>
With this call pilots know: They should continue as told (their SID, transitions, STAR). They only call ATC, if safety is at stake. If they receive ATC orders, they don't read back - they just do it.

Then ATC informs other controllers via intercom, Text or teamspeak, and collects the necessary information.
<pre>LOWW_APP->LOWW_CTR: mayday LHA123, engine failure, no handoffs
LOWW_APP->LOWW_TWR: mayday LHA123 engine failure, request rwys available
LOWW_TWR->LOWW_APP: all rwys available, wind 320°6kt
</pre>
Generally, the controller makes sure that he/she does not get any traffic any more: no takeoffs from below, no handoffs from above.

Beyond this point, there is no fixed phraseology. ATC speaks with pilots to make sure that he is served best. With the information gathered, ATC will turn back to the pilot and figure out next steps.
<pre>LOWW_APP: Leipzig 123, Vienna reports all runways available, 52 miles to final, for runway 11 turn left 300°, wind 320°4kt. When able, report situation.
LHA123: Leipzig 123, left engine out, right engine 40%, descending 1800, 48 passengers and 5 crew on board, fuel for 1 hour.
</pre>
ATC's information is important to pilots: Where can I land and how far it is? Pilots say, that accurate distance is vital, so use the distance tool on your scope.

The pilot's first information is important for controllers: What is wrong? That says a lot about the ability of the pilot to control the aircraft - but '''do stick to the rule that the pilot flies: Let him tell you what he needs. The last info is important for real life: Emergency services on the ground need to prepare for rescue.

=== 3) All following measures ===
There is no strict rules beyond the standard response. Pilot and ATC communicate the way that suits best their situation. The following guidelines are vital:
*'''Pilot tells, ATC delivers.''' On the flight plan, you read "PIC - pilot in command" - let him stay in command, and let him decide, which command he wants you to take over.
*'''Communication: least possible, as precise as possible.''' During an emergency, the cockpit is a beehouse. The more time pilots have for themselves, the better. If a pilot does not answer: stay calm - the pilot might follow the rule 1-aviate 2-navigate 3-communicate and might not have reached step 3. He/she may say "ATC standby" or just nothing. To quote a real-life example: [[http://www.youtube.com/watch?v=lICb8p9SvvM don't do this.]]
*'''Clear needed airspace:''' Noone needs to turn away, if he/she is not in the way. Some traffic might continue as normal. You might consider premature handoffs to other controllers or holdings. As a rule of thumb: don't produce more emergencies than you have already.
*'''Pilot has the choice of frequency:''' An aircraft can stay on the frequency (eg. TWR) through all stages of his/her emergency or change, if he/she wishes. ATC will adjust. Assume that you have an engine failure at FL100 approaching LOWW. The pilot is on the APP frequency and does not want to change. Either APP coordinates with TWR landing clearance and issues it, or TWR enters the APP frequency and issues landing clearance him/herself.

Consider the example LHA123 from above: He is off runway 34 in Vienna with the left engine dead. Pilots know that you are not supposed to turn onto a dead engine, so the original "turn left" for runway 11 is maybe a bad idea. But it is pilot's decision. If he wants to turn left, he should turn left for 11. Most likely, he will come back to you:

<pre>LHA123: unable for left turns, alternatives please.
LOWW_APP: LHA123, you can turn right 300° for runway 29, 24 miles to go, or turn 340° for runway 16, 36 miles to go.
LHA123: Going for 29, LHA123</pre>

=== 4) End emergency procedure ===
At some stage, the emergency is over, and the aircraft is happily on the runway or unhappy in the wood. At this stage, all other pilots and ATC need to know that it is over:
<pre>LOWW_APP: All stations, emergency procedures terminated. All operations return to normal.
</pre>
Then, cleanup starts: There might be a dozen aircraft in holdings to bring in, runways to clean and aircraft on ground to get out.

= Emergencies - the cases =
This list is open - be prepared to react to the unusual. If you discover an emergency which is not covered here, feel free to add it.
== Loss of Cabin pressure ==

Loss of cabin pressure is an annoyance at FL150, but a real danger at FL340. Expect aircraft to do a rapid descent without authorisation to about FL100.

'''eport minimum safe level''' to the pilot as soon as you can. If he descends south of Innsbruck (MSA=FL140), he will crash at FL100. If you don't find MSA quickly enough, then take MRVA (on the Euroscope screen) and deduct 1000ft, that's better than nothing.

As controller, you have to clear the way, and you can expect that the pilot wants to land as soon as possible. If the pilot acts by the book, he/she will turn off course by about 30° (to avoid hitting aircraft below). Be prepared that the emergency situation escalates, as there is a reason for the loss of cabin pressure which could cause other systems to fail too.

== Fuel dumping ==
Aircraft who need to return right after takeoff often have too much fuel to land, and they need to dump it.

# Assign a Dumping area - avoid refineries, industrial plants, densely populated areas.
# Assign a minimum altitude: No dumping below 6000ft.
# CareSeparation - 10nm to eiter side; above 1000ft, below 3000ft, behind 15 minutes or 50nm (that's a lot!)
# Alert other aircraft: General Call on frequency (in real life also on 121.5 and 124.4): "all stations, use caution, fuel dumping in progress over <position> from <FL> heading <...>, avoid flight within 10nm from dumping area".
# The Pilot may impose radio silence until a mutual agreed time.

== Loss of Hydraulic Pressure ==

This is a major problem, depending on the degree of failure: On large aircraft (except B777, which is merely electric - in turn, the batteries tend to burn), all systems for manoever depend on hydraulic pressure. First thing after the usual introduction is to ask the pilot about his/her status - which systems are affected and what this means. It could mean that the pilot cannot deploy speedbrakes (that's trivial) or flaps (that means a long runout on the runway), or cannot perform certain manoevers (like left or right turn etc, or that the plane reacts very slow). As ATC, you should offer the nearest suitable airport and increase separation. Also a loss of hydraulic pressure can escalate quickly into a worse emergency.

==Generator failure==
...means, that the aircraft's electric systems purely rely on the battery, as the battery charger is dead. The aircraft can continue as normal, but not for long - battery power will fade. Usually, a generator failure is a "pan"-case, which will escalate into a "mayday", if power is out. Bear in mind that radio communication drains battery, and that pilots will talk as least as possible. When battery power is gone, there is no squawk and no radio communication (unless the aircraft has a RAT). With generator failure, aircraft usually land priority.

==Electrics failure==
... means that an unknown range of systems in the aircraft which rely on electricity fail. Electrics failures could escalate quickly - short circuits could produce fire.

*Pilots will most likely want the closest suitable airfield.
*A major power consumer is radio communication. Consider offering solutions which need very short answers. If all electric systems fail, then you won't hear the mayday call - no power, no radio.
*Electric systems primarily power navigation and communication. Expect to guide a "blind" aircraft and consider directions for routing, and monitor headings.
*Expect abnormal approach procedures - shortened, steeper, but maybe with smaller bank angles - the pilot will tell what he is able to.

== Smoke in Cockpit - Rauch in der Flugkanzel ==

Smoke in cockpit is a very challenging situation, as pilots can't see properly. The best way is not to lose overview in the situation. Time is critical - the aircraft has to come down really quickly. Contrary to other emergencies, smoke in cockpit means a "talk-down" approach. Supply the pilot with vectors and distance to the nearest airfield. The pilot might ask you to call out vital information (it could be that he/she cannot see his/her instruments)in regular intervals (several times per minute), like:
<pre>Mayday Leipzig 123, speed 220, altitude 6000ft descend, heading ok, runway 11 miles</pre>

Such an emergency should definitely land at the next suitable aerodrome, and maybe on a separate runway in case anything goes wrong. Increase separation considerably.

== Engine Failure at takeoff - Triebwerksversagen beim Start ==

Engine failures are the most dangerous incidents that can happen: Altitude over ground is low, the aircraft is at full thrust and full of fuel, speed is low. This is the cocktail for a nasty situation. Most frequent reason is bird strike.

Most likely, the bird strike happened already on ground above v1, and the aircraft has to get into the air with reduced engine power. Therefore, TWR is most likely to receive the mayday call. High insecurity adds to this, as it may take time to assess the degree of damage. How much thrust is still left? Is climbing an option? Does the aircraft need to make an emergency U-turn or does it have enough time for a controlled approach?

Workload in the cockpit is very high. Quick, short response and coordination is the key to this situation. More important than in any other situation is to offer solutions, but let the pilot decide. The pilot will tell you, what he is able to and what his intentions are.

Be prepared that the aircraft may not follow the filed SID. It will most likely climb slower, step-climb and need a larger turn radius. In turns, the rate of descent might double.

[http://www.youtube.com/watch?v=9KhZwsYtNDE Here is a perfect example], how it should work:

1. Mayday call: as precise as possible: Mayday, callsign, problem, intentions, request
<pre>Acft: Mayday mayday mayday Thomson 253H, engine failure, continuing northwesterly, inbound towards Wallasey.
</pre>
2. Answer ATC: As precise as possible (listen: Thomson 253H has not requested anything, so TWR is offering the prime information which the pilot needs now): 
<pre>TWR: Thomson 253H, roger, all runways are available for landing, surface wind 070° at 5 knots.
</pre>
3. ATC warns all other stations ans waits. the pilot is "in command", he will call.
<pre>Acft: Manchester, Mayday 253H
</pre>
4. Pilot has called, now TWR offers solutions.
<pre>TWR: Mayday 253H, all runways are available. If you wish, vectors, or continue visually for 06 left or right.
</pre>
5. Now the pilot says his intentions:
<pre>Acft: Manchester, we are heading in a northwesterly direction and trying to establish on the 85° inbound radial towards Wallacy, climb to 3500 ft and then advise you about our further intentions.
</pre>
6. Manchester Tower reads back and done. If the pilot does not want anything else, then TWR keeps quiet. He knows that the pilot will fly a controlled approach via a VOR (Afterwards we will see that his right engine is dead while the left one runs normally - far enough for a modern aircraft to take off and climb). Shortly later he makes the offer to land in Liverpool - which is turned down - the pilot is happy with returning to Manchester. Then TWR reports runway 06R closed because of debris - the aircraft has lost parts of its engine. This is an order to the pilot - he should not land on a closed runway. A short time afterwards, the aircraft lands orderly on 06L.

== Engine Fire ==
... has the same consequences as engine failures - pilots cut off fuel immediately and won't re-ignite it. Only, that life in the air might be much shorter, if the fire does not stop.

== Engine Failure at approach - Triebwerksversagen beim Landeanflug ==

=== Partly engine failure ===
Modern aircraft can take off with half of their engines dead - let alone landing. With one engine dead (or thrust reduced), aircraft will usually receive priority landing. If the engine failure happens with ILS established, the aircraft will likely loose it (AP disconnect, plane drifts or drops).

For ATC this means: Listen what the pilot wants to do: go-around? continue visually? ... and clear the way.

The only thing you want to avoid is go-around: Full thrust on only one engine makes nasty jaws which could cause an aircraft to drift and drop. Turns are difficult or impossible. For ATC this means: clear the airspace around and in front, as an aircraft under this condition can drift into any direction.

=== Total engine failure ===
For ATC, this means: This aircraft will come down very quickly. In this situation, workload in the cockpit is enormous, as they try to re-light the engines. ATC's job is to analyse every option to reach ground safely and offer them in sequence of relevance. A good reference is the US Airways Flight 1549 - the famous Hudson River landing: how short and efficient communication can be under these severe circumstances.

==(Very) low fuel==
If fuel is gone, then this is the same situation as a complete engine failure. If such a situation is possible or even likely (=if it could happen within the distance between aircraft and airport), then the aircraft has to be routed to the nearest runway threshold. Again - the pilot decides, bearing in mind that steep turns cost altitude. If no runway can be reached, then anything like it is better than nothing - a taxiway maybe. As ATC, you could indicate emergency landing spots in reach. See [http://www.youtube.com/watch?v=LOzFlh5VNvY this video on the Air Transat incident] as a good and [http://www.youtube.com/watch?v=p1D2bR27WHM this video on the Avianca 52 crash] as a deadly example.

==Instrument Failure==
The question is: Which instrument fails? It could be any. Again: Pilot will tell what he means. Vital instruments and best reaction:
*''Pitot:'' This measures speed, which is vital to stay in the air. The pilot will most likely ask you to report his speed in regular intervals or to monitor a speed band he has to stay ind. Bear in mind that you can only tell ground speed and that in high altitude, this considerably differs from IAS (which the pilot needs). Report what you know - ground speed. The pilot knows altitude and temperature and can do a rough guess of his IAS. If speed monitoring fails and no ATC around can report it (over the ocean), then [[http://en.wikipedia.org/wiki/Air_France_Flight_447 this]] happens.
*''Directional gyro:'' This is the "compass" of the aircraft. Most likely, you as ATC will notice first that the aircraft goes into strange circles. If the pilot has no backup compass to look at, then the ground is the only possible visual reference. ATC can approve descent to minimum altitude. Then, incremental turns can be issued: "turn 20° left from present heading" - until runway is in sight.
*''FMC:'' Easy. Vector him.
*''VOR receiver:'' This means that the aircraft cannot fly an ILS - clear him/her for visual approach. If there are clouds: divert, or if there is no choice, vector him and report altitude at regular intervals.
*''Altimeter failure'' is likely to become a problem when it goes along unnoticed, as autopilot heavily relies on this. Most likely you as VATSIM controller are to know it first. In real life, this is not the case, as plane altitude is received via Transponder, and the transponder gets his information - from the altimeter. [http://www.youtube.com/watch?v=WiTd3WVPLyw This video] shows what could happen. As controller, you have to rely on what the pilot requests.
*''All Avionics:'' Likely to happen if all power fails on the aircraft. Count on the pilot to have the ground as the only visual reference. He is likely to ask you for relative directions (o'clock positions to turn to). In real life, altimeter is likely to fail too, and the squawk does not transmit correct altitude signals to ATC - don't report altitude unless you can ''see'' the aircraft or have other means to tell it (like precision radar). At VATSIM, you won't have that problem (but you can simulate it).

==Landing gear failure==
*If landing gear fails to retract after takeoff, then this is a pan-pan situation. Crew can continue normally, but with reduced speed and more fuel consumption - crew will recalculate if they need a diversion. For ATC this means to accomodate crew's wishes.
*A broken tyre could prevent the aircraft from retracting the gear. Landing with a flat tyre is already an emergency, as the aircraft could become unstable after touchdown. For ATC this means: Clear the runway, chase away aircraft on ground near the runway, increase spacing behind the landing aircraft and alert fire services.
*If the aircraft fails to expand gear, then the situation is more critical. The only thing pilot see is their warning lights (they can't get out and see). This will occur in the last 10miles final. First reaction is a go-around to gain time to analyse the problem. In real life, the pilot performs a low approach and technicians look at the aircraft from below. He/she will also perform a series of steep manoevers high over ground to make the gear fall into place and needs space for it. If gear fails to expand properly, then an attempted landing is imminent (at some point, the aircraft ''must'' land). This is an emergency. For ATC: Clear the runway and adjacent taxiways, increace spacing behind and alert fire services. The pilot will decide, how to land: with partly expanded gear or on the stomach (most handbooks have a procedure for landing with partly expanded gear. Stomach landing is not an option usually unless you land on water).

== THIS PART AWAITS MORE. DO YOU KNOW MORE? ==

== Multiple emergencies ==
There is nothing more challenging than multiple emergencies, as you as controller have to rank its severity and propose measures that all of them can accomodated. If emergencies collide, you have to set priorities:
*Aircraft which need to come down soon have priority to those which can still fly for a few minutes (heart attack is first compared to hydraulics failure).
*More people saved is better than less (full engine failure has priority compared with a passenger with heart attack).
Nothing is heavier than taking these decisions. Let's be happy to fly online.

=Further reading=
A [[http://www.skybrary.aero/bookshelf/books/200.pdf brochure by the British Air Traffic Authorities]] is an excellent reference for controllers.

LOWW Primer

2023-01-05T14:32:40Z

David Zepmeisel: /* APP Position */

=About this Document=

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

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

AIRAC status is 1704 (May 2017).

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

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

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

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

* General Aviation West is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* General Aviation East is near EX13.
* Two rarely used stands (B52 and B62) are next
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They all match M aircraft, with the corner stands C36, C39, D23, D26 and D28) for H aircraft too.
* Pier North or Terminal 3 ("Skylink") is relatively new (and most likely the most expensive pier after BER airport *irony*), providing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers).
Besides to the East, there are stands for large aircraft - currently the only places for the A380.
* South of Pier North are stands for smaller and budget airliners (the E stands).
* North of Pier North is another row for the same (the H stands).

== Taxiways ==

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

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

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

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

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

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

[[File:29only.jpg]]

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

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

[[File:29-34.jpg]]

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

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

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

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

[[File:29-16.jpg]]

== Deicing ==

Where is deicing allowed?
* De-Icing North: F42, F44, F46, F48 and F50
* De-Icing South: F43, F47, F51, F53, F55, F57 and F59
* De-Icing Standby Area: Stands E48 thru E99.

What I must do if pilot request deicing?

give the Pilot a normaly roll instruction to one of that stands
P: AUA71, request taxi to deicing area.
A: AUA71, taxi to deicing area south [position F47] via taxilane 36.
P: taxi deicing area south [position F47] via taxilane 36, AUA71.
Flugzeug wird enteist und wenn der Pilot fertig ist wird er sich wieder rollbereit melden beim Fluglotsen.
P: AUA71, deicing complete, request taxi.
A: AUA71, taxi to holdingpoint runway 34 via EX23 and E.
P: taxi to holdingpoint runway 34 via EX23 and E, AUA71.

== Restrictions to Ground Movement ==

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

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

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

[[File:LOWW_ILS29.jpg]]

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

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

= TWR Position =

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

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

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

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

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

>>> Departing via ADAMA, DITIS, KOXER, LANUX, LEDVA will assign rwy34, other SID assign rwy29

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

>>> Departing via ADAMA, ARSIN, KOXER, LEDVA, sTEIN will assign rwy16, other SID assign rwy29

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

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

=== ARR RWY 29 / DEP RWY 29 ===
>>> 2100lcl - 0700lcl, Noise Abatement

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

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

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

= APP Position =

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

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

LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. The Split is formed by the extended runway centerlines of all 4 runways.
The arrival sequence by transferring arriving aircraft to the '''Arrival''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Arrival frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

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

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

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

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

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

Study Guide: Approach

2023-01-04T15:37:17Z

David Zepmeisel: /* LOWG */

'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''

= General =

TMA controller includes approach and departure control services associated with a particular airport have the following main tasks:

#maintain an orderly flow of traffic
#provide separation service between aircraft
#provide assistance to pilots 

----

= General radar procedures =

==== Identifikation mit Hilfe eines Transponders ====

Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen.

===== Mode A =====

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

===== Mode C =====

Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten.

===== Mode S =====

Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs.

Weitere Informationen: [[Radar_Identification|Radar Identification]]

----

=== Position information ===

Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen. 

----

=== Vectoring of Aircrafts ===

Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme.

----

=== Usage of directs ===

Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit. 

----

= Separation =

=== Vertical separation ===

Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM airspace or 2000 feet above FL290 in non-RVSM airspaces. To fly within RVSM an aircraft must be equipped with:

#2 independent altimeters
#an autopilot witch must be able to hold an specific altitude
#min. Mode C transponder

----

=== Lateral separation ===

Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation.

----

=== Wake turbulence separation ===

Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft.

===== Takeoff =====

An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes.

===== Landing =====

{| style="width: 415px; height: 256px;" class="wikitable"
|-
! Preceding aircraft
! Following aircraft
! Minimum radar separation
|-
| rowspan="4" | Super
| Super
| 4 [[Nautical mile|NM]]
|-
| Heavy
| 6 NM
|-
| Medium
| 7 NM
|-
| Small
| 8 NM
|-
| rowspan="3" | Heavy
| Heavy
| 4 NM
|-
| Medium
| 5 NM
|-
| Small
| 5 NM
|-
| Medium
| Small
|
4 NM

|}

*Staying on or above leader's glide path Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft. 

----

=== Separation with individual speeds ===

A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with "minimum clean" (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.

For example:
<pre>LOWW_APP: AUA14F, speed 220 knots indicated.
AUA14F: Speed 220 Knots, AUA14F.
</pre>
If the pilot reports "unable" ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.

*'''The phrase "<strike>Reduce to minimum approach speed</strike>" shall not be used!'''
*'''Instead use "Reduce to final approach speed"'''

The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.
On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

Standard clearances for arriving aircraft shall contain the following items, if applicable: 

1. Aircraft identification 2. Designator of assigned STAR 3. Runway-in-use, except when part of the STAR description 4. Initial level, except when this element is included in the START description and 5. Any other necessary instructions or information not contained in the START description, e.g. change of communication 

==== Type of approach procedure ====

G: CLEARED / PROCEED VIA (designator) ARRIVAL G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL G: CLEARED (type of approach) APPROACH RUNWAY (number) G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE] G: CLEARED APPROACH RUNWAY (number) A: REQUEST (type of approach) APPROACH [RUNWAY (number)] G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions] A: REQUEST (RNAV plain language designator) G: CLEARED (RNAV plain language designator) G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]?

==== Straight-in approach ====

A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] 

==== Approach instructions with radar ====

G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number) G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT G: VECTORING FOR (positioning in the circuit) G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number) G: VECTORING FOR PRECISION APPROACH RUNWAY (number) G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions) G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits) G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN A: REQUEST (distance) FINAL G: CLEARED FOR (type) APPROCH RUNWAY (number) G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH] G: REPORT ESTABLISHED ON FINAL APPROACH TRACK G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED] G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED] G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason) G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason] G: TAKING YOU THROUGH (localizer or radio aid) [reason] G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION G: REPORT ESTABLISHED ON GLIDE PATH G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED] G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT] G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number) G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level) G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions) 

 

==== Go around ====

G: GO AROUND IMMEDIATELY (missed approach instruction) (reason) G: IF GOING AROUND (appropriate instructions) G: ARE YOU GOING AROUND? A: GOING AROUND 

==== Level changes, reports and rates ====

G: CLIMB / DESCEND - TO (level) - TO AND MAINTAIN BLOCK (level) TO (level) - TO REACH (level) AT / BY (time or significant point) - REPORT LEAVING / REACHING / PASSING (level) - AT (number) FEET PER MINUTE [OR GREATER / LESS] G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)] G: STOP CLIMB / DESCENT AT (level) G: CONTINUE CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)] G: RESUME NORMAL RATE OF CLIMB / DESCENT G: REPORT LEAVING / REACHING / PASSING (level) G: WHEN READY CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCENT AT (time of significant point) G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level) A: REQUEST DESCENT AT (time) A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)] A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position) G: EXPECT LEVEL CHANGE / CLIMB / DESCENT - FROM (name of unit) - AT (time or position) - AFTER PASSING (position) - IN (number) MINUTES G: IMMEDIATELY G: AFTER PASSING (significant point) G: AT (time or significant point) G: WHEN READY (instructions) 

==== Vectoring ====

G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)] G: CONTINUE HEADING (three digits) G: CONTINUE PRESENT HEADING G: FLY HEADING (three digits) G: TURN LEFT / RIGHT HEADING (three digits) [reason] G: TURN LEFT / RIGHT (number) DEGREES [reason] G: STOP TURN HEADING (three digits) G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point) G: HEADING IS GOOD G: WHEN ABLE PROCEED DIRECT (position) G: SUGGEST (suggestion) G: IF UNABLE [(alternative instructions)] ADVISE A: UNABLE TO COMPLY (reason) G: VECTORING FOR SPACING / SEPERATION / DELAY G: VECTORING DUE TO TRAFFIC G: RESUME OWN NAVIGATION (position of a/c) (specific instructions) G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES] G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason] G: ORBIT LEFT / RIGHT [reason] G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW” G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT G: TURN LEFT / RIGHT NOW G: STOP TURN NOW 

==== Speed instructions: ====

G: REPORT SPEED G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER A: SPEED (number) KNOTS / MACH (number) G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)] G: DO NOT EXCEED (number) KNOTS / MACH (number) G: MAINTAIN PRESENT SPEED G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS] G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS] A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number) G: RESUME NORMAL SPEED G: REDUCE TO MINIMUM APPROACH SPEED G: REDUCE TO MINIMUM CLEAN SPEED G: REDUCE TO MINUMUM SPEED A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS G: NO [ATC] SPEED RESTRICTIONS 

==== Flight rules ====

A: CANCELLING IFR G: IFR CANCELLED AT (time)

A: REQUEST IFR CLEARANCE G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)]

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

'''How do I work with STARs and Transitions?''' STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport. Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing "transition and profile" the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published. 

'''How to use a Holding?''' The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more. A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg. If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance. Also every holding has a minimum altitude.

 

'''What does MRVA mean?''' '''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring 

 

'''When is the best moment for my handoff?''' Out of conflict and as early as possible. 

 

'''Which classes of airspace are provided in Austria?'''

*C (Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT FL195 and inside Special Rules Area (e.g. SRA Wien) 
*D (Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR; VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA.
*E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas).
*G (Golf) uncontrolled airspace. Traffic information as far as possible. 

'''What are Y and Z-flights?''' Basically these are flights with a change between IFR/VFR 

*Y starts with IFR, changing to VFR (IFR cancellation)

*Z starts with VFR, changing to IFR (IFR pickup)

 

= References =

Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]

Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]

Links for the reference (working) sheets you find at the airport details. 

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

134.675 Wien Approach 
118.770 Wien N Approach 
129.050 Wien P Approach 
125.170 Wien M Approach 
119.800 Wien Arrival rwy16/34 
126.550 Wien Arrival rwy11/29

'''Limits'''

- vertikal: GND - FL245

'''preferred RWY configurations'''

- ARR 34/DEP 29 
- ARR 11+16/DEP 16 
- ARR 16/DEP 16+29 
- ARR 34/DEP 34+29

 reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KUDAV

*LOC//DME East via RTT 9500ft over RTT

*RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure

*RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.

*All arrivals are going via AB, finals after RUM are always visual

The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]

== LOWG ==

'''Frequencies:'''

Graz Approach 119.3

Graz Tower 118.2

Klagenfurt Graz Approach (LOVV_S_APP) 119.3

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs end in XIBAR (arriving form the west) or PIBIP (arriving from the east).

You can follow-up with the corresponding RNAV transitions:

'''16C''' - XIBAR'''2N'''/PIBIP'''2N''' terminating in RONOT and followed by RNP or VOR approach.

'''34C''' - XIBAR'''2S'''/PIBIP'''2S''' terminating in VAGIL and followed by ILS, RNP or VOR approach.

Use caution due to high MRVAs.

*ILS 34C starts at 3300ft. Best way is to intercept at VAGIL at 3500ft.

*RNP 34C follows the transition and starts at VAGIL 3500ft.

*RNP 16C follows the transition and starts at RONOT 7500ft.

*VOR-DME 34C: Approach via GRZ-VOR to DME 7.0 GRZ (heading 144°), join final track via D6.0 GRZ (heading 344°). For descend a racetrack procedure (GRZ inbound 344°, right turns) is available.

*VOR-DME 16C: Approach via GRZ-VOR (heading 164°), starts at D21.9 (RONOT) in 7500ft, descend profile see chart.

'''preferred RWY configurations'''

Opposite RWY ops: ARR 34C/DEP 16C to avoid overflying the city.

'''hand/over'''

*LHCC_CTR via GOTAR, climbing FL150, above FL130

*LJLA_CTR via RADLY, climbing FL160

*LOVV_CTR, climbing FL160

Find the reference sheet here: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]

== LOWK ==

'''Frequencies:'''

Approach 126.825

Tower 118.120

Klagenfurt Graz Approach (LOVV_S_APP) 119.300

Transition Altitude: 10000ft

''CAUTION: high terrain and therefore high MRVAs surrounding the aerodrome''

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

All STARS terminate basically above the airport at MOKEG, except for ABIRI'''3T''' which is used for 28R approaches.

Following MOKEG, transitions are available:

'''10L''' via MOKEG'''2W'''

'''28R''' via MOKEG'''2E'''

Due to an error in Jeppesen data, many pilots will be unable to select the MOKEG2E transition in combination with ILS28R.

Either advise them to program manually (4 WK... waypoints) or use vectors. Caution, tight space requires close monitoring of flightpath!.

*ILS 28R via KFT (or WK827, same position!)

*RNP 28R via WK824 at 6500ft(on ABIRI arrival) and WK827

*NDB-DME 28R, the famous "Seesaw-Approach", which requires good preplanning, as aircrafts will fly back and forth above the aerodrome!

*NDB-DME 10, starts at WK808 - 8000ft straight in or WK806 - 6300ft

*Circling 10: Approach via 28R (ILS, RNP), circling starts latest at KI with breakoff into a right downwind 10L.

'''hand/over'''

*LJLA_CTR via BERTA, KLAGY or DIPSA, climbing FL150 above FL130

*LOVV_CTR, climbing FL160

== LOWS ==

'''Frequencies'''

Approach 123.720

Tower 118.1

Salzburg Linz Approach (LOVV_N_APP) 123.720

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL125

'''Arrivals'''

All STARs terminate overhead '''SBG VOR'''. No transitions are available, use directs, vectors or procedure turns (holding at SBG).

*ILS/NDB 15 - ILS is most commonly used, both approaches start at SBG VOR 4000ft with intercept via SBG NDB (caution, some pilots may be confused by VOR/NDB)
*RNP E 15 - final track is identical to ILS/NDB 15, can be intercepted from west (WS813) or east (WS814) at 5000ft.
*RNP X 15 - higher minima than RNP E, Missed Approach does not overfly the aerodrome.

*Visual 33 - uses ILS 15 followed by a right downwind RWY 33
*RNP V 33 - from north, starting at WS831 or WS832 at 5000ft, and basically a right downwind to RWY33, final turn is visual (high minima). Caution! Departures crossing! Coordination with TWR (initial climb) is required.
*RNP Y 33 - same as V, but final turn is RNAV based, therefore lower minima
*RNP Z 33 - from south, intercept via KONUG (11500ft) or ETROK (10000ft), scenic route through the valley. Caution to MRVA! Use vectors or ETROK also for arrivals from south-west to avoid steep descend angles.

'''hand/over'''

EDDM_S_APP via TRAUN, climbing FL120

EDDM_S_APP via TITIG, climbing FL90 and released for FL120.

EDMM_CTR via SIMBA, climbing FL120

rest to LOVV_CTR, climbing FL120

find the reference sheet at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf]

== LOWL ==

'''Frequencies'''

Approach 129.620

Tower 118.8

Salzburg Linz Approach (LOVV_N_APP) 123.720

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs from north will end in PETEN, while STARs from south terminate in ARASA.

Transitions are available:

'''08''' via PETEN'''1C''' or ARASA'''1C''' followed by ILS, RNP or VOR approaches.

'''26''' via PETEN'''1D''' or ARASA'''1D''' followed by ILS, RNP or NDB approaches.

*ILS/VOR 08 (ILS 08 not in standard FSX), starting from LIDSI at 4000ft or a racetrack procedure from LNZ VOR
*ILS/NDB 26, starting from PEROL at 4000ft or a racetrack procedure from LNZ NDB
*RNP 08, via transition and LIDSI at 4000ft.
*RNP 26, via transition and PEROL at 4000ft.

'''hand/over'''

EDMM_CTR via RENKA or LAMSI, climbing FL160

EDMM_CTR via SUBEN, climbing FL140, released for FL160 (20nm to SUBEN)

LKAA_CTR via UPEGU, at FL160

rest to LOVV_CTR, all FL160

find the reference sheet at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]

==References==

* http://en.wikipedia.org/wiki/Wake_turbulence 

* The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).

* The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]

* [[Radar_Identification|Radar Identification]]

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

Study Guide: Approach

2023-01-04T15:35:49Z

David Zepmeisel: /* LOWK */

'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''

= General =

TMA controller includes approach and departure control services associated with a particular airport have the following main tasks:

#maintain an orderly flow of traffic
#provide separation service between aircraft
#provide assistance to pilots 

----

= General radar procedures =

==== Identifikation mit Hilfe eines Transponders ====

Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen.

===== Mode A =====

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

===== Mode C =====

Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten.

===== Mode S =====

Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs.

Weitere Informationen: [[Radar_Identification|Radar Identification]]

----

=== Position information ===

Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen. 

----

=== Vectoring of Aircrafts ===

Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme.

----

=== Usage of directs ===

Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit. 

----

= Separation =

=== Vertical separation ===

Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM airspace or 2000 feet above FL290 in non-RVSM airspaces. To fly within RVSM an aircraft must be equipped with:

#2 independent altimeters
#an autopilot witch must be able to hold an specific altitude
#min. Mode C transponder

----

=== Lateral separation ===

Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation.

----

=== Wake turbulence separation ===

Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft.

===== Takeoff =====

An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes.

===== Landing =====

{| style="width: 415px; height: 256px;" class="wikitable"
|-
! Preceding aircraft
! Following aircraft
! Minimum radar separation
|-
| rowspan="4" | Super
| Super
| 4 [[Nautical mile|NM]]
|-
| Heavy
| 6 NM
|-
| Medium
| 7 NM
|-
| Small
| 8 NM
|-
| rowspan="3" | Heavy
| Heavy
| 4 NM
|-
| Medium
| 5 NM
|-
| Small
| 5 NM
|-
| Medium
| Small
|
4 NM

|}

*Staying on or above leader's glide path Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft. 

----

=== Separation with individual speeds ===

A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with "minimum clean" (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.

For example:
<pre>LOWW_APP: AUA14F, speed 220 knots indicated.
AUA14F: Speed 220 Knots, AUA14F.
</pre>
If the pilot reports "unable" ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.

*'''The phrase "<strike>Reduce to minimum approach speed</strike>" shall not be used!'''
*'''Instead use "Reduce to final approach speed"'''

The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.
On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

Standard clearances for arriving aircraft shall contain the following items, if applicable: 

1. Aircraft identification 2. Designator of assigned STAR 3. Runway-in-use, except when part of the STAR description 4. Initial level, except when this element is included in the START description and 5. Any other necessary instructions or information not contained in the START description, e.g. change of communication 

==== Type of approach procedure ====

G: CLEARED / PROCEED VIA (designator) ARRIVAL G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL G: CLEARED (type of approach) APPROACH RUNWAY (number) G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE] G: CLEARED APPROACH RUNWAY (number) A: REQUEST (type of approach) APPROACH [RUNWAY (number)] G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions] A: REQUEST (RNAV plain language designator) G: CLEARED (RNAV plain language designator) G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]?

==== Straight-in approach ====

A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] 

==== Approach instructions with radar ====

G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number) G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT G: VECTORING FOR (positioning in the circuit) G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number) G: VECTORING FOR PRECISION APPROACH RUNWAY (number) G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions) G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits) G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN A: REQUEST (distance) FINAL G: CLEARED FOR (type) APPROCH RUNWAY (number) G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH] G: REPORT ESTABLISHED ON FINAL APPROACH TRACK G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED] G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED] G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason) G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason] G: TAKING YOU THROUGH (localizer or radio aid) [reason] G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION G: REPORT ESTABLISHED ON GLIDE PATH G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED] G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT] G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number) G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level) G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions) 

 

==== Go around ====

G: GO AROUND IMMEDIATELY (missed approach instruction) (reason) G: IF GOING AROUND (appropriate instructions) G: ARE YOU GOING AROUND? A: GOING AROUND 

==== Level changes, reports and rates ====

G: CLIMB / DESCEND - TO (level) - TO AND MAINTAIN BLOCK (level) TO (level) - TO REACH (level) AT / BY (time or significant point) - REPORT LEAVING / REACHING / PASSING (level) - AT (number) FEET PER MINUTE [OR GREATER / LESS] G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)] G: STOP CLIMB / DESCENT AT (level) G: CONTINUE CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)] G: RESUME NORMAL RATE OF CLIMB / DESCENT G: REPORT LEAVING / REACHING / PASSING (level) G: WHEN READY CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCENT AT (time of significant point) G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level) A: REQUEST DESCENT AT (time) A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)] A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position) G: EXPECT LEVEL CHANGE / CLIMB / DESCENT - FROM (name of unit) - AT (time or position) - AFTER PASSING (position) - IN (number) MINUTES G: IMMEDIATELY G: AFTER PASSING (significant point) G: AT (time or significant point) G: WHEN READY (instructions) 

==== Vectoring ====

G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)] G: CONTINUE HEADING (three digits) G: CONTINUE PRESENT HEADING G: FLY HEADING (three digits) G: TURN LEFT / RIGHT HEADING (three digits) [reason] G: TURN LEFT / RIGHT (number) DEGREES [reason] G: STOP TURN HEADING (three digits) G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point) G: HEADING IS GOOD G: WHEN ABLE PROCEED DIRECT (position) G: SUGGEST (suggestion) G: IF UNABLE [(alternative instructions)] ADVISE A: UNABLE TO COMPLY (reason) G: VECTORING FOR SPACING / SEPERATION / DELAY G: VECTORING DUE TO TRAFFIC G: RESUME OWN NAVIGATION (position of a/c) (specific instructions) G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES] G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason] G: ORBIT LEFT / RIGHT [reason] G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW” G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT G: TURN LEFT / RIGHT NOW G: STOP TURN NOW 

==== Speed instructions: ====

G: REPORT SPEED G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER A: SPEED (number) KNOTS / MACH (number) G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)] G: DO NOT EXCEED (number) KNOTS / MACH (number) G: MAINTAIN PRESENT SPEED G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS] G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS] A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number) G: RESUME NORMAL SPEED G: REDUCE TO MINIMUM APPROACH SPEED G: REDUCE TO MINIMUM CLEAN SPEED G: REDUCE TO MINUMUM SPEED A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS G: NO [ATC] SPEED RESTRICTIONS 

==== Flight rules ====

A: CANCELLING IFR G: IFR CANCELLED AT (time)

A: REQUEST IFR CLEARANCE G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)]

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

'''How do I work with STARs and Transitions?''' STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport. Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing "transition and profile" the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published. 

'''How to use a Holding?''' The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more. A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg. If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance. Also every holding has a minimum altitude.

 

'''What does MRVA mean?''' '''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring 

 

'''When is the best moment for my handoff?''' Out of conflict and as early as possible. 

 

'''Which classes of airspace are provided in Austria?'''

*C (Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT FL195 and inside Special Rules Area (e.g. SRA Wien) 
*D (Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR; VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA.
*E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas).
*G (Golf) uncontrolled airspace. Traffic information as far as possible. 

'''What are Y and Z-flights?''' Basically these are flights with a change between IFR/VFR 

*Y starts with IFR, changing to VFR (IFR cancellation)

*Z starts with VFR, changing to IFR (IFR pickup)

 

= References =

Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]

Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]

Links for the reference (working) sheets you find at the airport details. 

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

134.675 Wien Approach 
118.770 Wien N Approach 
129.050 Wien P Approach 
125.170 Wien M Approach 
119.800 Wien Arrival rwy16/34 
126.550 Wien Arrival rwy11/29

'''Limits'''

- vertikal: GND - FL245

'''preferred RWY configurations'''

- ARR 34/DEP 29 
- ARR 11+16/DEP 16 
- ARR 16/DEP 16+29 
- ARR 34/DEP 34+29

 reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KUDAV

*LOC//DME East via RTT 9500ft over RTT

*RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure

*RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.

*All arrivals are going via AB, finals after RUM are always visual

The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]

== LOWG ==

'''Frequencies:'''

Graz Approach 119.3

Graz Tower 118.2

Klagenfurt Graz Approach (LOVV_S_APP) 119.3

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs end in XIBAR (arriving form the west) or PIBIP (arriving from the east).

You can follow-up with the corresponding RNAV transitions:

'''16C''' - XIBAR'''2N'''/PIBIP'''2N''' terminating in RONOT and followed by RNP or VOR approach.

'''34C''' - XIBAR'''2S'''/PIBIP'''2S''' terminating in VAGIL and followed by ILS, RNP or VOR approach.

Use caution due to high MRVAs.

*ILS 34C starts at 3300ft. Best way is to intercept at VAGIL at 3500ft.

*RNP 34C follows the transition and starts at VAGIL 3500ft.

*RNP 16C follows the transition and starts at RONOT 7500ft.

*VOR-DME 34C: Approach via GRZ-VOR to DME 7.0 GRZ (heading 144°), join final track via D6.0 GRZ (heading 344°). For descend a racetrack procedure (GRZ inbound 344°, right turns) is available.

*VOR-DME 16C: Approach via GRZ-VOR (heading 164°), starts at D21.9 (RONOT) in 7500ft, descend profile see chart.

'''preferred RWY configurations'''

Opposite RWY ops: ARR 34C/DEP 16C to avoid overflying the city.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

Find the reference sheet here: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]

== LOWK ==

'''Frequencies:'''

Approach 126.825

Tower 118.120

Klagenfurt Graz Approach (LOVV_S_APP) 119.300

Transition Altitude: 10000ft

''CAUTION: high terrain and therefore high MRVAs surrounding the aerodrome''

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

All STARS terminate basically above the airport at MOKEG, except for ABIRI'''3T''' which is used for 28R approaches.

Following MOKEG, transitions are available:

'''10L''' via MOKEG'''2W'''

'''28R''' via MOKEG'''2E'''

Due to an error in Jeppesen data, many pilots will be unable to select the MOKEG2E transition in combination with ILS28R.

Either advise them to program manually (4 WK... waypoints) or use vectors. Caution, tight space requires close monitoring of flightpath!.

*ILS 28R via KFT (or WK827, same position!)

*RNP 28R via WK824 at 6500ft(on ABIRI arrival) and WK827

*NDB-DME 28R, the famous "Seesaw-Approach", which requires good preplanning, as aircrafts will fly back and forth above the aerodrome!

*NDB-DME 10, starts at WK808 - 8000ft straight in or WK806 - 6300ft

*Circling 10: Approach via 28R (ILS, RNP), circling starts latest at KI with breakoff into a right downwind 10L.

'''hand/over'''

*LJLA_CTR via BERTA, KLAGY or DIPSA, climbing FL150 above FL130

*LOVV_CTR, climbing FL160

== LOWS ==

'''Frequencies'''

Approach 123.720

Tower 118.1

Salzburg Linz Approach (LOVV_N_APP) 123.720

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL125

'''Arrivals'''

All STARs terminate overhead '''SBG VOR'''. No transitions are available, use directs, vectors or procedure turns (holding at SBG).

*ILS/NDB 15 - ILS is most commonly used, both approaches start at SBG VOR 4000ft with intercept via SBG NDB (caution, some pilots may be confused by VOR/NDB)
*RNP E 15 - final track is identical to ILS/NDB 15, can be intercepted from west (WS813) or east (WS814) at 5000ft.
*RNP X 15 - higher minima than RNP E, Missed Approach does not overfly the aerodrome.

*Visual 33 - uses ILS 15 followed by a right downwind RWY 33
*RNP V 33 - from north, starting at WS831 or WS832 at 5000ft, and basically a right downwind to RWY33, final turn is visual (high minima). Caution! Departures crossing! Coordination with TWR (initial climb) is required.
*RNP Y 33 - same as V, but final turn is RNAV based, therefore lower minima
*RNP Z 33 - from south, intercept via KONUG (11500ft) or ETROK (10000ft), scenic route through the valley. Caution to MRVA! Use vectors or ETROK also for arrivals from south-west to avoid steep descend angles.

'''hand/over'''

EDDM_S_APP via TRAUN, climbing FL120

EDDM_S_APP via TITIG, climbing FL90 and released for FL120.

EDMM_CTR via SIMBA, climbing FL120

rest to LOVV_CTR, climbing FL120

find the reference sheet at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf]

== LOWL ==

'''Frequencies'''

Approach 129.620

Tower 118.8

Salzburg Linz Approach (LOVV_N_APP) 123.720

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs from north will end in PETEN, while STARs from south terminate in ARASA.

Transitions are available:

'''08''' via PETEN'''1C''' or ARASA'''1C''' followed by ILS, RNP or VOR approaches.

'''26''' via PETEN'''1D''' or ARASA'''1D''' followed by ILS, RNP or NDB approaches.

*ILS/VOR 08 (ILS 08 not in standard FSX), starting from LIDSI at 4000ft or a racetrack procedure from LNZ VOR
*ILS/NDB 26, starting from PEROL at 4000ft or a racetrack procedure from LNZ NDB
*RNP 08, via transition and LIDSI at 4000ft.
*RNP 26, via transition and PEROL at 4000ft.

'''hand/over'''

EDMM_CTR via RENKA or LAMSI, climbing FL160

EDMM_CTR via SUBEN, climbing FL140, released for FL160 (20nm to SUBEN)

LKAA_CTR via UPEGU, at FL160

rest to LOVV_CTR, all FL160

find the reference sheet at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]

==References==

* http://en.wikipedia.org/wiki/Wake_turbulence 

* The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).

* The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]

* [[Radar_Identification|Radar Identification]]

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

Study Guide: Approach

2023-01-04T15:34:30Z

David Zepmeisel: /* LOWL */

'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''

= General =

TMA controller includes approach and departure control services associated with a particular airport have the following main tasks:

#maintain an orderly flow of traffic
#provide separation service between aircraft
#provide assistance to pilots 

----

= General radar procedures =

==== Identifikation mit Hilfe eines Transponders ====

Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen.

===== Mode A =====

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

===== Mode C =====

Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten.

===== Mode S =====

Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs.

Weitere Informationen: [[Radar_Identification|Radar Identification]]

----

=== Position information ===

Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen. 

----

=== Vectoring of Aircrafts ===

Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme.

----

=== Usage of directs ===

Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit. 

----

= Separation =

=== Vertical separation ===

Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM airspace or 2000 feet above FL290 in non-RVSM airspaces. To fly within RVSM an aircraft must be equipped with:

#2 independent altimeters
#an autopilot witch must be able to hold an specific altitude
#min. Mode C transponder

----

=== Lateral separation ===

Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation.

----

=== Wake turbulence separation ===

Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft.

===== Takeoff =====

An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes.

===== Landing =====

{| style="width: 415px; height: 256px;" class="wikitable"
|-
! Preceding aircraft
! Following aircraft
! Minimum radar separation
|-
| rowspan="4" | Super
| Super
| 4 [[Nautical mile|NM]]
|-
| Heavy
| 6 NM
|-
| Medium
| 7 NM
|-
| Small
| 8 NM
|-
| rowspan="3" | Heavy
| Heavy
| 4 NM
|-
| Medium
| 5 NM
|-
| Small
| 5 NM
|-
| Medium
| Small
|
4 NM

|}

*Staying on or above leader's glide path Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft. 

----

=== Separation with individual speeds ===

A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with "minimum clean" (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.

For example:
<pre>LOWW_APP: AUA14F, speed 220 knots indicated.
AUA14F: Speed 220 Knots, AUA14F.
</pre>
If the pilot reports "unable" ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.

*'''The phrase "<strike>Reduce to minimum approach speed</strike>" shall not be used!'''
*'''Instead use "Reduce to final approach speed"'''

The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.
On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

Standard clearances for arriving aircraft shall contain the following items, if applicable: 

1. Aircraft identification 2. Designator of assigned STAR 3. Runway-in-use, except when part of the STAR description 4. Initial level, except when this element is included in the START description and 5. Any other necessary instructions or information not contained in the START description, e.g. change of communication 

==== Type of approach procedure ====

G: CLEARED / PROCEED VIA (designator) ARRIVAL G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL G: CLEARED (type of approach) APPROACH RUNWAY (number) G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE] G: CLEARED APPROACH RUNWAY (number) A: REQUEST (type of approach) APPROACH [RUNWAY (number)] G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions] A: REQUEST (RNAV plain language designator) G: CLEARED (RNAV plain language designator) G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]?

==== Straight-in approach ====

A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] 

==== Approach instructions with radar ====

G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number) G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT G: VECTORING FOR (positioning in the circuit) G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number) G: VECTORING FOR PRECISION APPROACH RUNWAY (number) G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions) G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits) G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN A: REQUEST (distance) FINAL G: CLEARED FOR (type) APPROCH RUNWAY (number) G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH] G: REPORT ESTABLISHED ON FINAL APPROACH TRACK G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED] G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED] G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason) G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason] G: TAKING YOU THROUGH (localizer or radio aid) [reason] G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION G: REPORT ESTABLISHED ON GLIDE PATH G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED] G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT] G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number) G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level) G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions) 

 

==== Go around ====

G: GO AROUND IMMEDIATELY (missed approach instruction) (reason) G: IF GOING AROUND (appropriate instructions) G: ARE YOU GOING AROUND? A: GOING AROUND 

==== Level changes, reports and rates ====

G: CLIMB / DESCEND - TO (level) - TO AND MAINTAIN BLOCK (level) TO (level) - TO REACH (level) AT / BY (time or significant point) - REPORT LEAVING / REACHING / PASSING (level) - AT (number) FEET PER MINUTE [OR GREATER / LESS] G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)] G: STOP CLIMB / DESCENT AT (level) G: CONTINUE CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)] G: RESUME NORMAL RATE OF CLIMB / DESCENT G: REPORT LEAVING / REACHING / PASSING (level) G: WHEN READY CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCENT AT (time of significant point) G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level) A: REQUEST DESCENT AT (time) A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)] A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position) G: EXPECT LEVEL CHANGE / CLIMB / DESCENT - FROM (name of unit) - AT (time or position) - AFTER PASSING (position) - IN (number) MINUTES G: IMMEDIATELY G: AFTER PASSING (significant point) G: AT (time or significant point) G: WHEN READY (instructions) 

==== Vectoring ====

G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)] G: CONTINUE HEADING (three digits) G: CONTINUE PRESENT HEADING G: FLY HEADING (three digits) G: TURN LEFT / RIGHT HEADING (three digits) [reason] G: TURN LEFT / RIGHT (number) DEGREES [reason] G: STOP TURN HEADING (three digits) G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point) G: HEADING IS GOOD G: WHEN ABLE PROCEED DIRECT (position) G: SUGGEST (suggestion) G: IF UNABLE [(alternative instructions)] ADVISE A: UNABLE TO COMPLY (reason) G: VECTORING FOR SPACING / SEPERATION / DELAY G: VECTORING DUE TO TRAFFIC G: RESUME OWN NAVIGATION (position of a/c) (specific instructions) G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES] G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason] G: ORBIT LEFT / RIGHT [reason] G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW” G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT G: TURN LEFT / RIGHT NOW G: STOP TURN NOW 

==== Speed instructions: ====

G: REPORT SPEED G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER A: SPEED (number) KNOTS / MACH (number) G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)] G: DO NOT EXCEED (number) KNOTS / MACH (number) G: MAINTAIN PRESENT SPEED G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS] G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS] A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number) G: RESUME NORMAL SPEED G: REDUCE TO MINIMUM APPROACH SPEED G: REDUCE TO MINIMUM CLEAN SPEED G: REDUCE TO MINUMUM SPEED A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS G: NO [ATC] SPEED RESTRICTIONS 

==== Flight rules ====

A: CANCELLING IFR G: IFR CANCELLED AT (time)

A: REQUEST IFR CLEARANCE G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)]

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

'''How do I work with STARs and Transitions?''' STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport. Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing "transition and profile" the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published. 

'''How to use a Holding?''' The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more. A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg. If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance. Also every holding has a minimum altitude.

 

'''What does MRVA mean?''' '''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring 

 

'''When is the best moment for my handoff?''' Out of conflict and as early as possible. 

 

'''Which classes of airspace are provided in Austria?'''

*C (Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT FL195 and inside Special Rules Area (e.g. SRA Wien) 
*D (Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR; VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA.
*E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas).
*G (Golf) uncontrolled airspace. Traffic information as far as possible. 

'''What are Y and Z-flights?''' Basically these are flights with a change between IFR/VFR 

*Y starts with IFR, changing to VFR (IFR cancellation)

*Z starts with VFR, changing to IFR (IFR pickup)

 

= References =

Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]

Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]

Links for the reference (working) sheets you find at the airport details. 

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

134.675 Wien Approach 
118.770 Wien N Approach 
129.050 Wien P Approach 
125.170 Wien M Approach 
119.800 Wien Arrival rwy16/34 
126.550 Wien Arrival rwy11/29

'''Limits'''

- vertikal: GND - FL245

'''preferred RWY configurations'''

- ARR 34/DEP 29 
- ARR 11+16/DEP 16 
- ARR 16/DEP 16+29 
- ARR 34/DEP 34+29

 reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KUDAV

*LOC//DME East via RTT 9500ft over RTT

*RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure

*RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.

*All arrivals are going via AB, finals after RUM are always visual

The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]

== LOWG ==

'''Frequencies:'''

Graz Approach 119.3

Graz Tower 118.2

Klagenfurt Graz Approach (LOVV_S_APP) 119.3

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs end in XIBAR (arriving form the west) or PIBIP (arriving from the east).

You can follow-up with the corresponding RNAV transitions:

'''16C''' - XIBAR'''2N'''/PIBIP'''2N''' terminating in RONOT and followed by RNP or VOR approach.

'''34C''' - XIBAR'''2S'''/PIBIP'''2S''' terminating in VAGIL and followed by ILS, RNP or VOR approach.

Use caution due to high MRVAs.

*ILS 34C starts at 3300ft. Best way is to intercept at VAGIL at 3500ft.

*RNP 34C follows the transition and starts at VAGIL 3500ft.

*RNP 16C follows the transition and starts at RONOT 7500ft.

*VOR-DME 34C: Approach via GRZ-VOR to DME 7.0 GRZ (heading 144°), join final track via D6.0 GRZ (heading 344°). For descend a racetrack procedure (GRZ inbound 344°, right turns) is available.

*VOR-DME 16C: Approach via GRZ-VOR (heading 164°), starts at D21.9 (RONOT) in 7500ft, descend profile see chart.

'''preferred RWY configurations'''

Opposite RWY ops: ARR 34C/DEP 16C to avoid overflying the city.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

Find the reference sheet here: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]

== LOWK ==

'''Frequencies:'''

Approach 126.825

Tower 118.120

Klagenfurt Graz Approach (LOVV_S_APP) 119.300

Transition Altitude: 10000ft

''CAUTION: high terrain and therefore high MRVAs surrounding the aerodrome''

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

All STARS terminate basically above the airport at MOKEG, except for ABIRI'''3T''' which is used for 28R approaches.

Following MOKEG, transitions are available:

'''10L''' via MOKEG'''2W'''

'''28R''' via MOKEG'''2E'''

Due to an error in Jeppesen data, many pilots will be unable to select the MOKEG2E transition in combination with ILS28R.

Either advise them to program manually (4 WK... waypoints) or use vectors. Caution, tight space requires close monitoring of flightpath!.

*ILS 28R via KFT (or WK827, same position!)

*RNP 28R via WK824 at 6500ft(on ABIRI arrival) and WK827

*NDB-DME 28R, the famous "Seesaw-Approach", which requires good preplanning, as aircrafts will fly back and forth above the aerodrome!

*NDB-DME 10, starts at WK808 - 8000ft straight in or WK806 - 6300ft

*Circling 10: Approach via 28R (ILS, RNP), circling starts latest at KI with breakoff into a right downwind 10L.

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

'''Frequencies'''

Approach 123.720

Tower 118.1

Salzburg Linz Approach (LOVV_N_APP) 123.720

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL125

'''Arrivals'''

All STARs terminate overhead '''SBG VOR'''. No transitions are available, use directs, vectors or procedure turns (holding at SBG).

*ILS/NDB 15 - ILS is most commonly used, both approaches start at SBG VOR 4000ft with intercept via SBG NDB (caution, some pilots may be confused by VOR/NDB)
*RNP E 15 - final track is identical to ILS/NDB 15, can be intercepted from west (WS813) or east (WS814) at 5000ft.
*RNP X 15 - higher minima than RNP E, Missed Approach does not overfly the aerodrome.

*Visual 33 - uses ILS 15 followed by a right downwind RWY 33
*RNP V 33 - from north, starting at WS831 or WS832 at 5000ft, and basically a right downwind to RWY33, final turn is visual (high minima). Caution! Departures crossing! Coordination with TWR (initial climb) is required.
*RNP Y 33 - same as V, but final turn is RNAV based, therefore lower minima
*RNP Z 33 - from south, intercept via KONUG (11500ft) or ETROK (10000ft), scenic route through the valley. Caution to MRVA! Use vectors or ETROK also for arrivals from south-west to avoid steep descend angles.

'''hand/over'''

EDDM_S_APP via TRAUN, climbing FL120

EDDM_S_APP via TITIG, climbing FL90 and released for FL120.

EDMM_CTR via SIMBA, climbing FL120

rest to LOVV_CTR, climbing FL120

find the reference sheet at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf]

== LOWL ==

'''Frequencies'''

Approach 129.620

Tower 118.8

Salzburg Linz Approach (LOVV_N_APP) 123.720

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs from north will end in PETEN, while STARs from south terminate in ARASA.

Transitions are available:

'''08''' via PETEN'''1C''' or ARASA'''1C''' followed by ILS, RNP or VOR approaches.

'''26''' via PETEN'''1D''' or ARASA'''1D''' followed by ILS, RNP or NDB approaches.

*ILS/VOR 08 (ILS 08 not in standard FSX), starting from LIDSI at 4000ft or a racetrack procedure from LNZ VOR
*ILS/NDB 26, starting from PEROL at 4000ft or a racetrack procedure from LNZ NDB
*RNP 08, via transition and LIDSI at 4000ft.
*RNP 26, via transition and PEROL at 4000ft.

'''hand/over'''

EDMM_CTR via RENKA or LAMSI, climbing FL160

EDMM_CTR via SUBEN, climbing FL140, released for FL160 (20nm to SUBEN)

LKAA_CTR via UPEGU, at FL160

rest to LOVV_CTR, all FL160

find the reference sheet at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]

==References==

* http://en.wikipedia.org/wiki/Wake_turbulence 

* The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).

* The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]

* [[Radar_Identification|Radar Identification]]

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

Study Guide: Approach

2023-01-04T15:31:31Z

David Zepmeisel: /* LOWS */

'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''

= General =

TMA controller includes approach and departure control services associated with a particular airport have the following main tasks:

#maintain an orderly flow of traffic
#provide separation service between aircraft
#provide assistance to pilots 

----

= General radar procedures =

==== Identifikation mit Hilfe eines Transponders ====

Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen.

===== Mode A =====

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

===== Mode C =====

Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten.

===== Mode S =====

Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs.

Weitere Informationen: [[Radar_Identification|Radar Identification]]

----

=== Position information ===

Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen. 

----

=== Vectoring of Aircrafts ===

Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme.

----

=== Usage of directs ===

Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit. 

----

= Separation =

=== Vertical separation ===

Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM airspace or 2000 feet above FL290 in non-RVSM airspaces. To fly within RVSM an aircraft must be equipped with:

#2 independent altimeters
#an autopilot witch must be able to hold an specific altitude
#min. Mode C transponder

----

=== Lateral separation ===

Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation.

----

=== Wake turbulence separation ===

Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft.

===== Takeoff =====

An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes.

===== Landing =====

{| style="width: 415px; height: 256px;" class="wikitable"
|-
! Preceding aircraft
! Following aircraft
! Minimum radar separation
|-
| rowspan="4" | Super
| Super
| 4 [[Nautical mile|NM]]
|-
| Heavy
| 6 NM
|-
| Medium
| 7 NM
|-
| Small
| 8 NM
|-
| rowspan="3" | Heavy
| Heavy
| 4 NM
|-
| Medium
| 5 NM
|-
| Small
| 5 NM
|-
| Medium
| Small
|
4 NM

|}

*Staying on or above leader's glide path Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft. 

----

=== Separation with individual speeds ===

A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with "minimum clean" (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.

For example:
<pre>LOWW_APP: AUA14F, speed 220 knots indicated.
AUA14F: Speed 220 Knots, AUA14F.
</pre>
If the pilot reports "unable" ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.

*'''The phrase "<strike>Reduce to minimum approach speed</strike>" shall not be used!'''
*'''Instead use "Reduce to final approach speed"'''

The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.
On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

Standard clearances for arriving aircraft shall contain the following items, if applicable: 

1. Aircraft identification 2. Designator of assigned STAR 3. Runway-in-use, except when part of the STAR description 4. Initial level, except when this element is included in the START description and 5. Any other necessary instructions or information not contained in the START description, e.g. change of communication 

==== Type of approach procedure ====

G: CLEARED / PROCEED VIA (designator) ARRIVAL G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL G: CLEARED (type of approach) APPROACH RUNWAY (number) G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE] G: CLEARED APPROACH RUNWAY (number) A: REQUEST (type of approach) APPROACH [RUNWAY (number)] G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions] A: REQUEST (RNAV plain language designator) G: CLEARED (RNAV plain language designator) G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]?

==== Straight-in approach ====

A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] 

==== Approach instructions with radar ====

G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number) G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT G: VECTORING FOR (positioning in the circuit) G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number) G: VECTORING FOR PRECISION APPROACH RUNWAY (number) G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions) G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits) G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN A: REQUEST (distance) FINAL G: CLEARED FOR (type) APPROCH RUNWAY (number) G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH] G: REPORT ESTABLISHED ON FINAL APPROACH TRACK G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED] G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED] G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason) G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason] G: TAKING YOU THROUGH (localizer or radio aid) [reason] G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION G: REPORT ESTABLISHED ON GLIDE PATH G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED] G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT] G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number) G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level) G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions) 

 

==== Go around ====

G: GO AROUND IMMEDIATELY (missed approach instruction) (reason) G: IF GOING AROUND (appropriate instructions) G: ARE YOU GOING AROUND? A: GOING AROUND 

==== Level changes, reports and rates ====

G: CLIMB / DESCEND - TO (level) - TO AND MAINTAIN BLOCK (level) TO (level) - TO REACH (level) AT / BY (time or significant point) - REPORT LEAVING / REACHING / PASSING (level) - AT (number) FEET PER MINUTE [OR GREATER / LESS] G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)] G: STOP CLIMB / DESCENT AT (level) G: CONTINUE CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)] G: RESUME NORMAL RATE OF CLIMB / DESCENT G: REPORT LEAVING / REACHING / PASSING (level) G: WHEN READY CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCENT AT (time of significant point) G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level) A: REQUEST DESCENT AT (time) A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)] A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position) G: EXPECT LEVEL CHANGE / CLIMB / DESCENT - FROM (name of unit) - AT (time or position) - AFTER PASSING (position) - IN (number) MINUTES G: IMMEDIATELY G: AFTER PASSING (significant point) G: AT (time or significant point) G: WHEN READY (instructions) 

==== Vectoring ====

G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)] G: CONTINUE HEADING (three digits) G: CONTINUE PRESENT HEADING G: FLY HEADING (three digits) G: TURN LEFT / RIGHT HEADING (three digits) [reason] G: TURN LEFT / RIGHT (number) DEGREES [reason] G: STOP TURN HEADING (three digits) G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point) G: HEADING IS GOOD G: WHEN ABLE PROCEED DIRECT (position) G: SUGGEST (suggestion) G: IF UNABLE [(alternative instructions)] ADVISE A: UNABLE TO COMPLY (reason) G: VECTORING FOR SPACING / SEPERATION / DELAY G: VECTORING DUE TO TRAFFIC G: RESUME OWN NAVIGATION (position of a/c) (specific instructions) G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES] G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason] G: ORBIT LEFT / RIGHT [reason] G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW” G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT G: TURN LEFT / RIGHT NOW G: STOP TURN NOW 

==== Speed instructions: ====

G: REPORT SPEED G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER A: SPEED (number) KNOTS / MACH (number) G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)] G: DO NOT EXCEED (number) KNOTS / MACH (number) G: MAINTAIN PRESENT SPEED G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS] G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS] A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number) G: RESUME NORMAL SPEED G: REDUCE TO MINIMUM APPROACH SPEED G: REDUCE TO MINIMUM CLEAN SPEED G: REDUCE TO MINUMUM SPEED A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS G: NO [ATC] SPEED RESTRICTIONS 

==== Flight rules ====

A: CANCELLING IFR G: IFR CANCELLED AT (time)

A: REQUEST IFR CLEARANCE G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)]

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

'''How do I work with STARs and Transitions?''' STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport. Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing "transition and profile" the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published. 

'''How to use a Holding?''' The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more. A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg. If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance. Also every holding has a minimum altitude.

 

'''What does MRVA mean?''' '''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring 

 

'''When is the best moment for my handoff?''' Out of conflict and as early as possible. 

 

'''Which classes of airspace are provided in Austria?'''

*C (Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT FL195 and inside Special Rules Area (e.g. SRA Wien) 
*D (Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR; VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA.
*E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas).
*G (Golf) uncontrolled airspace. Traffic information as far as possible. 

'''What are Y and Z-flights?''' Basically these are flights with a change between IFR/VFR 

*Y starts with IFR, changing to VFR (IFR cancellation)

*Z starts with VFR, changing to IFR (IFR pickup)

 

= References =

Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]

Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]

Links for the reference (working) sheets you find at the airport details. 

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

134.675 Wien Approach 
118.770 Wien N Approach 
129.050 Wien P Approach 
125.170 Wien M Approach 
119.800 Wien Arrival rwy16/34 
126.550 Wien Arrival rwy11/29

'''Limits'''

- vertikal: GND - FL245

'''preferred RWY configurations'''

- ARR 34/DEP 29 
- ARR 11+16/DEP 16 
- ARR 16/DEP 16+29 
- ARR 34/DEP 34+29

 reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KUDAV

*LOC//DME East via RTT 9500ft over RTT

*RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure

*RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.

*All arrivals are going via AB, finals after RUM are always visual

The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]

== LOWG ==

'''Frequencies:'''

Graz Approach 119.3

Graz Tower 118.2

Klagenfurt Graz Approach (LOVV_S_APP) 119.3

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs end in XIBAR (arriving form the west) or PIBIP (arriving from the east).

You can follow-up with the corresponding RNAV transitions:

'''16C''' - XIBAR'''2N'''/PIBIP'''2N''' terminating in RONOT and followed by RNP or VOR approach.

'''34C''' - XIBAR'''2S'''/PIBIP'''2S''' terminating in VAGIL and followed by ILS, RNP or VOR approach.

Use caution due to high MRVAs.

*ILS 34C starts at 3300ft. Best way is to intercept at VAGIL at 3500ft.

*RNP 34C follows the transition and starts at VAGIL 3500ft.

*RNP 16C follows the transition and starts at RONOT 7500ft.

*VOR-DME 34C: Approach via GRZ-VOR to DME 7.0 GRZ (heading 144°), join final track via D6.0 GRZ (heading 344°). For descend a racetrack procedure (GRZ inbound 344°, right turns) is available.

*VOR-DME 16C: Approach via GRZ-VOR (heading 164°), starts at D21.9 (RONOT) in 7500ft, descend profile see chart.

'''preferred RWY configurations'''

Opposite RWY ops: ARR 34C/DEP 16C to avoid overflying the city.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

Find the reference sheet here: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]

== LOWK ==

'''Frequencies:'''

Approach 126.825

Tower 118.120

Klagenfurt Graz Approach (LOVV_S_APP) 119.300

Transition Altitude: 10000ft

''CAUTION: high terrain and therefore high MRVAs surrounding the aerodrome''

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

All STARS terminate basically above the airport at MOKEG, except for ABIRI'''3T''' which is used for 28R approaches.

Following MOKEG, transitions are available:

'''10L''' via MOKEG'''2W'''

'''28R''' via MOKEG'''2E'''

Due to an error in Jeppesen data, many pilots will be unable to select the MOKEG2E transition in combination with ILS28R.

Either advise them to program manually (4 WK... waypoints) or use vectors. Caution, tight space requires close monitoring of flightpath!.

*ILS 28R via KFT (or WK827, same position!)

*RNP 28R via WK824 at 6500ft(on ABIRI arrival) and WK827

*NDB-DME 28R, the famous "Seesaw-Approach", which requires good preplanning, as aircrafts will fly back and forth above the aerodrome!

*NDB-DME 10, starts at WK808 - 8000ft straight in or WK806 - 6300ft

*Circling 10: Approach via 28R (ILS, RNP), circling starts latest at KI with breakoff into a right downwind 10L.

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

'''Frequencies'''

Approach 123.720

Tower 118.1

Salzburg Linz Approach (LOVV_N_APP) 123.720

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL125

'''Arrivals'''

All STARs terminate overhead '''SBG VOR'''. No transitions are available, use directs, vectors or procedure turns (holding at SBG).

*ILS/NDB 15 - ILS is most commonly used, both approaches start at SBG VOR 4000ft with intercept via SBG NDB (caution, some pilots may be confused by VOR/NDB)
*RNP E 15 - final track is identical to ILS/NDB 15, can be intercepted from west (WS813) or east (WS814) at 5000ft.
*RNP X 15 - higher minima than RNP E, Missed Approach does not overfly the aerodrome.

*Visual 33 - uses ILS 15 followed by a right downwind RWY 33
*RNP V 33 - from north, starting at WS831 or WS832 at 5000ft, and basically a right downwind to RWY33, final turn is visual (high minima). Caution! Departures crossing! Coordination with TWR (initial climb) is required.
*RNP Y 33 - same as V, but final turn is RNAV based, therefore lower minima
*RNP Z 33 - from south, intercept via KONUG (11500ft) or ETROK (10000ft), scenic route through the valley. Caution to MRVA! Use vectors or ETROK also for arrivals from south-west to avoid steep descend angles.

'''hand/over'''

EDDM_S_APP via TRAUN, climbing FL120

EDDM_S_APP via TITIG, climbing FL90 and released for FL120.

EDMM_CTR via SIMBA, climbing FL120

rest to LOVV_CTR, climbing FL120

find the reference sheet at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf]

== LOWL ==

'''Frequencies'''

Approach 129.620

Tower 118.8

Salzburg Linz Approach (LOVV_N_APP) 123.720

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs from north will end in PETEN, while STARs from south terminate in ARASA.

Transitions are available:

'''08''' via PETEN'''1C''' or ARASA'''1C''' followed by ILS, RNP or VOR approaches.

'''26''' via PETEN'''1D''' or ARASA'''1D''' followed by ILS, RNP or NDB approaches.

*ILS/VOR 08 (ILS 08 not in standard FSX), starting from LIDSI at 4000ft or a racetrack procedure from LNZ VOR
*ILS/NDB 26, starting from PEROL at 4000ft or a racetrack procedure from LNZ NDB
*RNP 08, via transition and LIDSI at 4000ft.
*RNP 26, via transition and PEROL at 4000ft.

'''hand/over'''

EDMM_CTR via PABSA and TRAUN

LKAA_CTR via ADLET

rest to LOVV_CTR, all FL160

find the reference sheet at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]

==References==

* http://en.wikipedia.org/wiki/Wake_turbulence 

* The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).

* The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]

* [[Radar_Identification|Radar Identification]]

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

Study Guide: Approach

2023-01-04T15:20:45Z

David Zepmeisel: /* LOWS */

'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''

= General =

TMA controller includes approach and departure control services associated with a particular airport have the following main tasks:

#maintain an orderly flow of traffic
#provide separation service between aircraft
#provide assistance to pilots 

----

= General radar procedures =

==== Identifikation mit Hilfe eines Transponders ====

Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen.

===== Mode A =====

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

===== Mode C =====

Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten.

===== Mode S =====

Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs.

Weitere Informationen: [[Radar_Identification|Radar Identification]]

----

=== Position information ===

Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen. 

----

=== Vectoring of Aircrafts ===

Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme.

----

=== Usage of directs ===

Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit. 

----

= Separation =

=== Vertical separation ===

Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM airspace or 2000 feet above FL290 in non-RVSM airspaces. To fly within RVSM an aircraft must be equipped with:

#2 independent altimeters
#an autopilot witch must be able to hold an specific altitude
#min. Mode C transponder

----

=== Lateral separation ===

Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation.

----

=== Wake turbulence separation ===

Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft.

===== Takeoff =====

An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes.

===== Landing =====

{| style="width: 415px; height: 256px;" class="wikitable"
|-
! Preceding aircraft
! Following aircraft
! Minimum radar separation
|-
| rowspan="4" | Super
| Super
| 4 [[Nautical mile|NM]]
|-
| Heavy
| 6 NM
|-
| Medium
| 7 NM
|-
| Small
| 8 NM
|-
| rowspan="3" | Heavy
| Heavy
| 4 NM
|-
| Medium
| 5 NM
|-
| Small
| 5 NM
|-
| Medium
| Small
|
4 NM

|}

*Staying on or above leader's glide path Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft. 

----

=== Separation with individual speeds ===

A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with "minimum clean" (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.

For example:
<pre>LOWW_APP: AUA14F, speed 220 knots indicated.
AUA14F: Speed 220 Knots, AUA14F.
</pre>
If the pilot reports "unable" ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.

*'''The phrase "<strike>Reduce to minimum approach speed</strike>" shall not be used!'''
*'''Instead use "Reduce to final approach speed"'''

The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.
On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

Standard clearances for arriving aircraft shall contain the following items, if applicable: 

1. Aircraft identification 2. Designator of assigned STAR 3. Runway-in-use, except when part of the STAR description 4. Initial level, except when this element is included in the START description and 5. Any other necessary instructions or information not contained in the START description, e.g. change of communication 

==== Type of approach procedure ====

G: CLEARED / PROCEED VIA (designator) ARRIVAL G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL G: CLEARED (type of approach) APPROACH RUNWAY (number) G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE] G: CLEARED APPROACH RUNWAY (number) A: REQUEST (type of approach) APPROACH [RUNWAY (number)] G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions] A: REQUEST (RNAV plain language designator) G: CLEARED (RNAV plain language designator) G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]?

==== Straight-in approach ====

A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] 

==== Approach instructions with radar ====

G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number) G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT G: VECTORING FOR (positioning in the circuit) G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number) G: VECTORING FOR PRECISION APPROACH RUNWAY (number) G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions) G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits) G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN A: REQUEST (distance) FINAL G: CLEARED FOR (type) APPROCH RUNWAY (number) G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH] G: REPORT ESTABLISHED ON FINAL APPROACH TRACK G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED] G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED] G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason) G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason] G: TAKING YOU THROUGH (localizer or radio aid) [reason] G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION G: REPORT ESTABLISHED ON GLIDE PATH G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED] G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT] G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number) G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level) G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions) 

 

==== Go around ====

G: GO AROUND IMMEDIATELY (missed approach instruction) (reason) G: IF GOING AROUND (appropriate instructions) G: ARE YOU GOING AROUND? A: GOING AROUND 

==== Level changes, reports and rates ====

G: CLIMB / DESCEND - TO (level) - TO AND MAINTAIN BLOCK (level) TO (level) - TO REACH (level) AT / BY (time or significant point) - REPORT LEAVING / REACHING / PASSING (level) - AT (number) FEET PER MINUTE [OR GREATER / LESS] G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)] G: STOP CLIMB / DESCENT AT (level) G: CONTINUE CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)] G: RESUME NORMAL RATE OF CLIMB / DESCENT G: REPORT LEAVING / REACHING / PASSING (level) G: WHEN READY CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCENT AT (time of significant point) G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level) A: REQUEST DESCENT AT (time) A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)] A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position) G: EXPECT LEVEL CHANGE / CLIMB / DESCENT - FROM (name of unit) - AT (time or position) - AFTER PASSING (position) - IN (number) MINUTES G: IMMEDIATELY G: AFTER PASSING (significant point) G: AT (time or significant point) G: WHEN READY (instructions) 

==== Vectoring ====

G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)] G: CONTINUE HEADING (three digits) G: CONTINUE PRESENT HEADING G: FLY HEADING (three digits) G: TURN LEFT / RIGHT HEADING (three digits) [reason] G: TURN LEFT / RIGHT (number) DEGREES [reason] G: STOP TURN HEADING (three digits) G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point) G: HEADING IS GOOD G: WHEN ABLE PROCEED DIRECT (position) G: SUGGEST (suggestion) G: IF UNABLE [(alternative instructions)] ADVISE A: UNABLE TO COMPLY (reason) G: VECTORING FOR SPACING / SEPERATION / DELAY G: VECTORING DUE TO TRAFFIC G: RESUME OWN NAVIGATION (position of a/c) (specific instructions) G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES] G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason] G: ORBIT LEFT / RIGHT [reason] G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW” G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT G: TURN LEFT / RIGHT NOW G: STOP TURN NOW 

==== Speed instructions: ====

G: REPORT SPEED G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER A: SPEED (number) KNOTS / MACH (number) G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)] G: DO NOT EXCEED (number) KNOTS / MACH (number) G: MAINTAIN PRESENT SPEED G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS] G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS] A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number) G: RESUME NORMAL SPEED G: REDUCE TO MINIMUM APPROACH SPEED G: REDUCE TO MINIMUM CLEAN SPEED G: REDUCE TO MINUMUM SPEED A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS G: NO [ATC] SPEED RESTRICTIONS 

==== Flight rules ====

A: CANCELLING IFR G: IFR CANCELLED AT (time)

A: REQUEST IFR CLEARANCE G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)]

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

'''How do I work with STARs and Transitions?''' STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport. Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing "transition and profile" the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published. 

'''How to use a Holding?''' The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more. A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg. If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance. Also every holding has a minimum altitude.

 

'''What does MRVA mean?''' '''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring 

 

'''When is the best moment for my handoff?''' Out of conflict and as early as possible. 

 

'''Which classes of airspace are provided in Austria?'''

*C (Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT FL195 and inside Special Rules Area (e.g. SRA Wien) 
*D (Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR; VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA.
*E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas).
*G (Golf) uncontrolled airspace. Traffic information as far as possible. 

'''What are Y and Z-flights?''' Basically these are flights with a change between IFR/VFR 

*Y starts with IFR, changing to VFR (IFR cancellation)

*Z starts with VFR, changing to IFR (IFR pickup)

 

= References =

Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]

Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]

Links for the reference (working) sheets you find at the airport details. 

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

134.675 Wien Approach 
118.770 Wien N Approach 
129.050 Wien P Approach 
125.170 Wien M Approach 
119.800 Wien Arrival rwy16/34 
126.550 Wien Arrival rwy11/29

'''Limits'''

- vertikal: GND - FL245

'''preferred RWY configurations'''

- ARR 34/DEP 29 
- ARR 11+16/DEP 16 
- ARR 16/DEP 16+29 
- ARR 34/DEP 34+29

 reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KUDAV

*LOC//DME East via RTT 9500ft over RTT

*RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure

*RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.

*All arrivals are going via AB, finals after RUM are always visual

The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]

== LOWG ==

'''Frequencies:'''

Graz Approach 119.3

Graz Tower 118.2

Klagenfurt Graz Approach (LOVV_S_APP) 119.3

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs end in XIBAR (arriving form the west) or PIBIP (arriving from the east).

You can follow-up with the corresponding RNAV transitions:

'''16C''' - XIBAR'''2N'''/PIBIP'''2N''' terminating in RONOT and followed by RNP or VOR approach.

'''34C''' - XIBAR'''2S'''/PIBIP'''2S''' terminating in VAGIL and followed by ILS, RNP or VOR approach.

Use caution due to high MRVAs.

*ILS 34C starts at 3300ft. Best way is to intercept at VAGIL at 3500ft.

*RNP 34C follows the transition and starts at VAGIL 3500ft.

*RNP 16C follows the transition and starts at RONOT 7500ft.

*VOR-DME 34C: Approach via GRZ-VOR to DME 7.0 GRZ (heading 144°), join final track via D6.0 GRZ (heading 344°). For descend a racetrack procedure (GRZ inbound 344°, right turns) is available.

*VOR-DME 16C: Approach via GRZ-VOR (heading 164°), starts at D21.9 (RONOT) in 7500ft, descend profile see chart.

'''preferred RWY configurations'''

Opposite RWY ops: ARR 34C/DEP 16C to avoid overflying the city.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

Find the reference sheet here: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]

== LOWK ==

'''Frequencies:'''

Approach 126.825

Tower 118.120

Klagenfurt Graz Approach (LOVV_S_APP) 119.300

Transition Altitude: 10000ft

''CAUTION: high terrain and therefore high MRVAs surrounding the aerodrome''

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

All STARS terminate basically above the airport at MOKEG, except for ABIRI'''3T''' which is used for 28R approaches.

Following MOKEG, transitions are available:

'''10L''' via MOKEG'''2W'''

'''28R''' via MOKEG'''2E'''

Due to an error in Jeppesen data, many pilots will be unable to select the MOKEG2E transition in combination with ILS28R.

Either advise them to program manually (4 WK... waypoints) or use vectors. Caution, tight space requires close monitoring of flightpath!.

*ILS 28R via KFT (or WK827, same position!)

*RNP 28R via WK824 at 6500ft(on ABIRI arrival) and WK827

*NDB-DME 28R, the famous "Seesaw-Approach", which requires good preplanning, as aircrafts will fly back and forth above the aerodrome!

*NDB-DME 10, starts at WK808 - 8000ft straight in or WK806 - 6300ft

*Circling 10: Approach via 28R (ILS, RNP), circling starts latest at KI with breakoff into a right downwind 10L.

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

'''Frequencies'''

Approach 123.720

Tower 118.1

Salzburg Linz Approach (LOVV_N_APP) 123.720

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL125

'''Arrivals'''

All STARs terminate overhead '''SBG VOR'''. No transitions are available, use directs, vectors or procedure turns (holding at SBG).

*ILS/NDB 15 - ILS is most commonly used, both approaches start at SBG VOR 4000ft with intercept via SBG NDB (caution, some pilots may be confused by VOR/NDB)
*RNP E 15 - final track is identical to ILS/NDB 15, can be intercepted from west (WS813) or east (WS814) at 5000ft.
*RNP X 15 - higher minima than RNP E, Missed Approach does not overfly the aerodrome.

*Visual 33 - uses ILS 15 followed by a right downwind RWY 33
*RNP V 33 - from north, starting at WS831 or WS832 at 5000ft, and basically a right downwind to RWY33, final turn is visual (high minima). Caution! Departures crossing! Coordination with TWR (initial climb) is required.
*RNP Y 33 - same as V, but final turn is RNAV based, therefore lower minima
*RNP Z 33 - from south, intercept via KONUG (11500ft) or ETROK (10000ft), scenic route through the valley. Caution to MRVA! Use vectors or ETROK also for arrivals from south-west to avoid steep descend angles.

'''hand/over'''

EDDM_S_APP via NAPSA and TRAUN EDDM_CTR via TRAUN rest to LOVV_CTR, all FL120 

find the reference sheet at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf]

== LOWL ==

'''Frequencies'''

Approach 129.620

Tower 118.8

Salzburg Linz Approach (LOVV_N_APP) 123.720

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs from north will end in PETEN, while STARs from south terminate in ARASA.

Transitions are available:

'''08''' via PETEN'''1C''' or ARASA'''1C''' followed by ILS, RNP or VOR approaches.

'''26''' via PETEN'''1D''' or ARASA'''1D''' followed by ILS, RNP or NDB approaches.

*ILS/VOR 08 (ILS 08 not in standard FSX), starting from LIDSI at 4000ft or a racetrack procedure from LNZ VOR
*ILS/NDB 26, starting from PEROL at 4000ft or a racetrack procedure from LNZ NDB
*RNP 08, via transition and LIDSI at 4000ft.
*RNP 26, via transition and PEROL at 4000ft.

'''hand/over'''

EDMM_CTR via PABSA and TRAUN

LKAA_CTR via ADLET

rest to LOVV_CTR, all FL160

find the reference sheet at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]

==References==

* http://en.wikipedia.org/wiki/Wake_turbulence 

* The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).

* The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]

* [[Radar_Identification|Radar Identification]]

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

Study Guide: Approach

2023-01-04T14:56:47Z

David Zepmeisel: /* LOWL */

'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''

= General =

TMA controller includes approach and departure control services associated with a particular airport have the following main tasks:

#maintain an orderly flow of traffic
#provide separation service between aircraft
#provide assistance to pilots 

----

= General radar procedures =

==== Identifikation mit Hilfe eines Transponders ====

Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen.

===== Mode A =====

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

===== Mode C =====

Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten.

===== Mode S =====

Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs.

Weitere Informationen: [[Radar_Identification|Radar Identification]]

----

=== Position information ===

Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen. 

----

=== Vectoring of Aircrafts ===

Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme.

----

=== Usage of directs ===

Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit. 

----

= Separation =

=== Vertical separation ===

Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM airspace or 2000 feet above FL290 in non-RVSM airspaces. To fly within RVSM an aircraft must be equipped with:

#2 independent altimeters
#an autopilot witch must be able to hold an specific altitude
#min. Mode C transponder

----

=== Lateral separation ===

Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation.

----

=== Wake turbulence separation ===

Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft.

===== Takeoff =====

An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes.

===== Landing =====

{| style="width: 415px; height: 256px;" class="wikitable"
|-
! Preceding aircraft
! Following aircraft
! Minimum radar separation
|-
| rowspan="4" | Super
| Super
| 4 [[Nautical mile|NM]]
|-
| Heavy
| 6 NM
|-
| Medium
| 7 NM
|-
| Small
| 8 NM
|-
| rowspan="3" | Heavy
| Heavy
| 4 NM
|-
| Medium
| 5 NM
|-
| Small
| 5 NM
|-
| Medium
| Small
|
4 NM

|}

*Staying on or above leader's glide path Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft. 

----

=== Separation with individual speeds ===

A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with "minimum clean" (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.

For example:
<pre>LOWW_APP: AUA14F, speed 220 knots indicated.
AUA14F: Speed 220 Knots, AUA14F.
</pre>
If the pilot reports "unable" ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.

*'''The phrase "<strike>Reduce to minimum approach speed</strike>" shall not be used!'''
*'''Instead use "Reduce to final approach speed"'''

The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.
On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

Standard clearances for arriving aircraft shall contain the following items, if applicable: 

1. Aircraft identification 2. Designator of assigned STAR 3. Runway-in-use, except when part of the STAR description 4. Initial level, except when this element is included in the START description and 5. Any other necessary instructions or information not contained in the START description, e.g. change of communication 

==== Type of approach procedure ====

G: CLEARED / PROCEED VIA (designator) ARRIVAL G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL G: CLEARED (type of approach) APPROACH RUNWAY (number) G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE] G: CLEARED APPROACH RUNWAY (number) A: REQUEST (type of approach) APPROACH [RUNWAY (number)] G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions] A: REQUEST (RNAV plain language designator) G: CLEARED (RNAV plain language designator) G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]?

==== Straight-in approach ====

A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] 

==== Approach instructions with radar ====

G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number) G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT G: VECTORING FOR (positioning in the circuit) G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number) G: VECTORING FOR PRECISION APPROACH RUNWAY (number) G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions) G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits) G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN A: REQUEST (distance) FINAL G: CLEARED FOR (type) APPROCH RUNWAY (number) G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH] G: REPORT ESTABLISHED ON FINAL APPROACH TRACK G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED] G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED] G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason) G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason] G: TAKING YOU THROUGH (localizer or radio aid) [reason] G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION G: REPORT ESTABLISHED ON GLIDE PATH G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED] G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT] G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number) G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level) G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions) 

 

==== Go around ====

G: GO AROUND IMMEDIATELY (missed approach instruction) (reason) G: IF GOING AROUND (appropriate instructions) G: ARE YOU GOING AROUND? A: GOING AROUND 

==== Level changes, reports and rates ====

G: CLIMB / DESCEND - TO (level) - TO AND MAINTAIN BLOCK (level) TO (level) - TO REACH (level) AT / BY (time or significant point) - REPORT LEAVING / REACHING / PASSING (level) - AT (number) FEET PER MINUTE [OR GREATER / LESS] G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)] G: STOP CLIMB / DESCENT AT (level) G: CONTINUE CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)] G: RESUME NORMAL RATE OF CLIMB / DESCENT G: REPORT LEAVING / REACHING / PASSING (level) G: WHEN READY CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCENT AT (time of significant point) G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level) A: REQUEST DESCENT AT (time) A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)] A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position) G: EXPECT LEVEL CHANGE / CLIMB / DESCENT - FROM (name of unit) - AT (time or position) - AFTER PASSING (position) - IN (number) MINUTES G: IMMEDIATELY G: AFTER PASSING (significant point) G: AT (time or significant point) G: WHEN READY (instructions) 

==== Vectoring ====

G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)] G: CONTINUE HEADING (three digits) G: CONTINUE PRESENT HEADING G: FLY HEADING (three digits) G: TURN LEFT / RIGHT HEADING (three digits) [reason] G: TURN LEFT / RIGHT (number) DEGREES [reason] G: STOP TURN HEADING (three digits) G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point) G: HEADING IS GOOD G: WHEN ABLE PROCEED DIRECT (position) G: SUGGEST (suggestion) G: IF UNABLE [(alternative instructions)] ADVISE A: UNABLE TO COMPLY (reason) G: VECTORING FOR SPACING / SEPERATION / DELAY G: VECTORING DUE TO TRAFFIC G: RESUME OWN NAVIGATION (position of a/c) (specific instructions) G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES] G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason] G: ORBIT LEFT / RIGHT [reason] G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW” G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT G: TURN LEFT / RIGHT NOW G: STOP TURN NOW 

==== Speed instructions: ====

G: REPORT SPEED G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER A: SPEED (number) KNOTS / MACH (number) G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)] G: DO NOT EXCEED (number) KNOTS / MACH (number) G: MAINTAIN PRESENT SPEED G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS] G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS] A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number) G: RESUME NORMAL SPEED G: REDUCE TO MINIMUM APPROACH SPEED G: REDUCE TO MINIMUM CLEAN SPEED G: REDUCE TO MINUMUM SPEED A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS G: NO [ATC] SPEED RESTRICTIONS 

==== Flight rules ====

A: CANCELLING IFR G: IFR CANCELLED AT (time)

A: REQUEST IFR CLEARANCE G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)]

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

'''How do I work with STARs and Transitions?''' STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport. Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing "transition and profile" the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published. 

'''How to use a Holding?''' The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more. A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg. If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance. Also every holding has a minimum altitude.

 

'''What does MRVA mean?''' '''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring 

 

'''When is the best moment for my handoff?''' Out of conflict and as early as possible. 

 

'''Which classes of airspace are provided in Austria?'''

*C (Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT FL195 and inside Special Rules Area (e.g. SRA Wien) 
*D (Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR; VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA.
*E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas).
*G (Golf) uncontrolled airspace. Traffic information as far as possible. 

'''What are Y and Z-flights?''' Basically these are flights with a change between IFR/VFR 

*Y starts with IFR, changing to VFR (IFR cancellation)

*Z starts with VFR, changing to IFR (IFR pickup)

 

= References =

Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]

Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]

Links for the reference (working) sheets you find at the airport details. 

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

134.675 Wien Approach 
118.770 Wien N Approach 
129.050 Wien P Approach 
125.170 Wien M Approach 
119.800 Wien Arrival rwy16/34 
126.550 Wien Arrival rwy11/29

'''Limits'''

- vertikal: GND - FL245

'''preferred RWY configurations'''

- ARR 34/DEP 29 
- ARR 11+16/DEP 16 
- ARR 16/DEP 16+29 
- ARR 34/DEP 34+29

 reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KUDAV

*LOC//DME East via RTT 9500ft over RTT

*RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure

*RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.

*All arrivals are going via AB, finals after RUM are always visual

The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]

== LOWG ==

'''Frequencies:'''

Graz Approach 119.3

Graz Tower 118.2

Klagenfurt Graz Approach (LOVV_S_APP) 119.3

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs end in XIBAR (arriving form the west) or PIBIP (arriving from the east).

You can follow-up with the corresponding RNAV transitions:

'''16C''' - XIBAR'''2N'''/PIBIP'''2N''' terminating in RONOT and followed by RNP or VOR approach.

'''34C''' - XIBAR'''2S'''/PIBIP'''2S''' terminating in VAGIL and followed by ILS, RNP or VOR approach.

Use caution due to high MRVAs.

*ILS 34C starts at 3300ft. Best way is to intercept at VAGIL at 3500ft.

*RNP 34C follows the transition and starts at VAGIL 3500ft.

*RNP 16C follows the transition and starts at RONOT 7500ft.

*VOR-DME 34C: Approach via GRZ-VOR to DME 7.0 GRZ (heading 144°), join final track via D6.0 GRZ (heading 344°). For descend a racetrack procedure (GRZ inbound 344°, right turns) is available.

*VOR-DME 16C: Approach via GRZ-VOR (heading 164°), starts at D21.9 (RONOT) in 7500ft, descend profile see chart.

'''preferred RWY configurations'''

Opposite RWY ops: ARR 34C/DEP 16C to avoid overflying the city.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

Find the reference sheet here: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]

== LOWK ==

'''Frequencies:'''

Approach 126.825

Tower 118.120

Klagenfurt Graz Approach (LOVV_S_APP) 119.300

Transition Altitude: 10000ft

''CAUTION: high terrain and therefore high MRVAs surrounding the aerodrome''

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

All STARS terminate basically above the airport at MOKEG, except for ABIRI'''3T''' which is used for 28R approaches.

Following MOKEG, transitions are available:

'''10L''' via MOKEG'''2W'''

'''28R''' via MOKEG'''2E'''

Due to an error in Jeppesen data, many pilots will be unable to select the MOKEG2E transition in combination with ILS28R.

Either advise them to program manually (4 WK... waypoints) or use vectors. Caution, tight space requires close monitoring of flightpath!.

*ILS 28R via KFT (or WK827, same position!)

*RNP 28R via WK824 at 6500ft(on ABIRI arrival) and WK827

*NDB-DME 28R, the famous "Seesaw-Approach", which requires good preplanning, as aircrafts will fly back and forth above the aerodrome!

*NDB-DME 10, starts at WK808 - 8000ft straight in or WK806 - 6300ft

*Circling 10: Approach via 28R (ILS, RNP), circling starts latest at KI with breakoff into a right downwind 10L.

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

Frequencies: 123.720 Transition Altitude: 10000ft

Limits

- vertikal: GND - FL125

Arrivals

ILS 15 NDB 15  visual 33 hand/over

EDDM_S_APP via NAPSA and TRAUN EDDM_CTR via TRAUN rest to LOVV_CTR, all FL120 

reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf]

 

== LOWL ==

'''Frequencies'''

Approach 129.620

Tower 118.8

Salzburg Linz Approach (LOVV_N_APP) 123.720

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs from north will end in PETEN, while STARs from south terminate in ARASA.

Transitions are available:

'''08''' via PETEN'''1C''' or ARASA'''1C''' followed by ILS, RNP or VOR approaches.

'''26''' via PETEN'''1D''' or ARASA'''1D''' followed by ILS, RNP or NDB approaches.

*ILS/VOR 08 (ILS 08 not in standard FSX), starting from LIDSI at 4000ft or a racetrack procedure from LNZ VOR
*ILS/NDB 26, starting from PEROL at 4000ft or a racetrack procedure from LNZ NDB
*RNP 08, via transition and LIDSI at 4000ft.
*RNP 26, via transition and PEROL at 4000ft.

'''hand/over'''

EDMM_CTR via PABSA and TRAUN

LKAA_CTR via ADLET

rest to LOVV_CTR, all FL160

find the reference sheet at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]

==References==

* http://en.wikipedia.org/wiki/Wake_turbulence 

* The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).

* The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]

* [[Radar_Identification|Radar Identification]]

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

Study Guide: Approach

2023-01-04T14:44:50Z

David Zepmeisel: /* LOWK */

'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''

= General =

TMA controller includes approach and departure control services associated with a particular airport have the following main tasks:

#maintain an orderly flow of traffic
#provide separation service between aircraft
#provide assistance to pilots 

----

= General radar procedures =

==== Identifikation mit Hilfe eines Transponders ====

Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen.

===== Mode A =====

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

===== Mode C =====

Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten.

===== Mode S =====

Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs.

Weitere Informationen: [[Radar_Identification|Radar Identification]]

----

=== Position information ===

Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen. 

----

=== Vectoring of Aircrafts ===

Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme.

----

=== Usage of directs ===

Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit. 

----

= Separation =

=== Vertical separation ===

Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM airspace or 2000 feet above FL290 in non-RVSM airspaces. To fly within RVSM an aircraft must be equipped with:

#2 independent altimeters
#an autopilot witch must be able to hold an specific altitude
#min. Mode C transponder

----

=== Lateral separation ===

Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation.

----

=== Wake turbulence separation ===

Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft.

===== Takeoff =====

An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes.

===== Landing =====

{| style="width: 415px; height: 256px;" class="wikitable"
|-
! Preceding aircraft
! Following aircraft
! Minimum radar separation
|-
| rowspan="4" | Super
| Super
| 4 [[Nautical mile|NM]]
|-
| Heavy
| 6 NM
|-
| Medium
| 7 NM
|-
| Small
| 8 NM
|-
| rowspan="3" | Heavy
| Heavy
| 4 NM
|-
| Medium
| 5 NM
|-
| Small
| 5 NM
|-
| Medium
| Small
|
4 NM

|}

*Staying on or above leader's glide path Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft. 

----

=== Separation with individual speeds ===

A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with "minimum clean" (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.

For example:
<pre>LOWW_APP: AUA14F, speed 220 knots indicated.
AUA14F: Speed 220 Knots, AUA14F.
</pre>
If the pilot reports "unable" ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.

*'''The phrase "<strike>Reduce to minimum approach speed</strike>" shall not be used!'''
*'''Instead use "Reduce to final approach speed"'''

The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.
On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

Standard clearances for arriving aircraft shall contain the following items, if applicable: 

1. Aircraft identification 2. Designator of assigned STAR 3. Runway-in-use, except when part of the STAR description 4. Initial level, except when this element is included in the START description and 5. Any other necessary instructions or information not contained in the START description, e.g. change of communication 

==== Type of approach procedure ====

G: CLEARED / PROCEED VIA (designator) ARRIVAL G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL G: CLEARED (type of approach) APPROACH RUNWAY (number) G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE] G: CLEARED APPROACH RUNWAY (number) A: REQUEST (type of approach) APPROACH [RUNWAY (number)] G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions] A: REQUEST (RNAV plain language designator) G: CLEARED (RNAV plain language designator) G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]?

==== Straight-in approach ====

A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] 

==== Approach instructions with radar ====

G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number) G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT G: VECTORING FOR (positioning in the circuit) G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number) G: VECTORING FOR PRECISION APPROACH RUNWAY (number) G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions) G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits) G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN A: REQUEST (distance) FINAL G: CLEARED FOR (type) APPROCH RUNWAY (number) G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH] G: REPORT ESTABLISHED ON FINAL APPROACH TRACK G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED] G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED] G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason) G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason] G: TAKING YOU THROUGH (localizer or radio aid) [reason] G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION G: REPORT ESTABLISHED ON GLIDE PATH G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED] G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT] G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number) G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level) G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions) 

 

==== Go around ====

G: GO AROUND IMMEDIATELY (missed approach instruction) (reason) G: IF GOING AROUND (appropriate instructions) G: ARE YOU GOING AROUND? A: GOING AROUND 

==== Level changes, reports and rates ====

G: CLIMB / DESCEND - TO (level) - TO AND MAINTAIN BLOCK (level) TO (level) - TO REACH (level) AT / BY (time or significant point) - REPORT LEAVING / REACHING / PASSING (level) - AT (number) FEET PER MINUTE [OR GREATER / LESS] G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)] G: STOP CLIMB / DESCENT AT (level) G: CONTINUE CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)] G: RESUME NORMAL RATE OF CLIMB / DESCENT G: REPORT LEAVING / REACHING / PASSING (level) G: WHEN READY CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCENT AT (time of significant point) G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level) A: REQUEST DESCENT AT (time) A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)] A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position) G: EXPECT LEVEL CHANGE / CLIMB / DESCENT - FROM (name of unit) - AT (time or position) - AFTER PASSING (position) - IN (number) MINUTES G: IMMEDIATELY G: AFTER PASSING (significant point) G: AT (time or significant point) G: WHEN READY (instructions) 

==== Vectoring ====

G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)] G: CONTINUE HEADING (three digits) G: CONTINUE PRESENT HEADING G: FLY HEADING (three digits) G: TURN LEFT / RIGHT HEADING (three digits) [reason] G: TURN LEFT / RIGHT (number) DEGREES [reason] G: STOP TURN HEADING (three digits) G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point) G: HEADING IS GOOD G: WHEN ABLE PROCEED DIRECT (position) G: SUGGEST (suggestion) G: IF UNABLE [(alternative instructions)] ADVISE A: UNABLE TO COMPLY (reason) G: VECTORING FOR SPACING / SEPERATION / DELAY G: VECTORING DUE TO TRAFFIC G: RESUME OWN NAVIGATION (position of a/c) (specific instructions) G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES] G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason] G: ORBIT LEFT / RIGHT [reason] G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW” G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT G: TURN LEFT / RIGHT NOW G: STOP TURN NOW 

==== Speed instructions: ====

G: REPORT SPEED G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER A: SPEED (number) KNOTS / MACH (number) G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)] G: DO NOT EXCEED (number) KNOTS / MACH (number) G: MAINTAIN PRESENT SPEED G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS] G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS] A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number) G: RESUME NORMAL SPEED G: REDUCE TO MINIMUM APPROACH SPEED G: REDUCE TO MINIMUM CLEAN SPEED G: REDUCE TO MINUMUM SPEED A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS G: NO [ATC] SPEED RESTRICTIONS 

==== Flight rules ====

A: CANCELLING IFR G: IFR CANCELLED AT (time)

A: REQUEST IFR CLEARANCE G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)]

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

'''How do I work with STARs and Transitions?''' STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport. Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing "transition and profile" the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published. 

'''How to use a Holding?''' The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more. A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg. If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance. Also every holding has a minimum altitude.

 

'''What does MRVA mean?''' '''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring 

 

'''When is the best moment for my handoff?''' Out of conflict and as early as possible. 

 

'''Which classes of airspace are provided in Austria?'''

*C (Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT FL195 and inside Special Rules Area (e.g. SRA Wien) 
*D (Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR; VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA.
*E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas).
*G (Golf) uncontrolled airspace. Traffic information as far as possible. 

'''What are Y and Z-flights?''' Basically these are flights with a change between IFR/VFR 

*Y starts with IFR, changing to VFR (IFR cancellation)

*Z starts with VFR, changing to IFR (IFR pickup)

 

= References =

Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]

Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]

Links for the reference (working) sheets you find at the airport details. 

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

134.675 Wien Approach 
118.770 Wien N Approach 
129.050 Wien P Approach 
125.170 Wien M Approach 
119.800 Wien Arrival rwy16/34 
126.550 Wien Arrival rwy11/29

'''Limits'''

- vertikal: GND - FL245

'''preferred RWY configurations'''

- ARR 34/DEP 29 
- ARR 11+16/DEP 16 
- ARR 16/DEP 16+29 
- ARR 34/DEP 34+29

 reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KUDAV

*LOC//DME East via RTT 9500ft over RTT

*RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure

*RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.

*All arrivals are going via AB, finals after RUM are always visual

The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]

== LOWG ==

'''Frequencies:'''

Graz Approach 119.3

Graz Tower 118.2

Klagenfurt Graz Approach (LOVV_S_APP) 119.3

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs end in XIBAR (arriving form the west) or PIBIP (arriving from the east).

You can follow-up with the corresponding RNAV transitions:

'''16C''' - XIBAR'''2N'''/PIBIP'''2N''' terminating in RONOT and followed by RNP or VOR approach.

'''34C''' - XIBAR'''2S'''/PIBIP'''2S''' terminating in VAGIL and followed by ILS, RNP or VOR approach.

Use caution due to high MRVAs.

*ILS 34C starts at 3300ft. Best way is to intercept at VAGIL at 3500ft.

*RNP 34C follows the transition and starts at VAGIL 3500ft.

*RNP 16C follows the transition and starts at RONOT 7500ft.

*VOR-DME 34C: Approach via GRZ-VOR to DME 7.0 GRZ (heading 144°), join final track via D6.0 GRZ (heading 344°). For descend a racetrack procedure (GRZ inbound 344°, right turns) is available.

*VOR-DME 16C: Approach via GRZ-VOR (heading 164°), starts at D21.9 (RONOT) in 7500ft, descend profile see chart.

'''preferred RWY configurations'''

Opposite RWY ops: ARR 34C/DEP 16C to avoid overflying the city.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

Find the reference sheet here: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]

== LOWK ==

'''Frequencies:'''

Approach 126.825

Tower 118.120

Klagenfurt Graz Approach (LOVV_S_APP) 119.300

Transition Altitude: 10000ft

''CAUTION: high terrain and therefore high MRVAs surrounding the aerodrome''

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

All STARS terminate basically above the airport at MOKEG, except for ABIRI'''3T''' which is used for 28R approaches.

Following MOKEG, transitions are available:

'''10L''' via MOKEG'''2W'''

'''28R''' via MOKEG'''2E'''

Due to an error in Jeppesen data, many pilots will be unable to select the MOKEG2E transition in combination with ILS28R.

Either advise them to program manually (4 WK... waypoints) or use vectors. Caution, tight space requires close monitoring of flightpath!.

*ILS 28R via KFT (or WK827, same position!)

*RNP 28R via WK824 at 6500ft(on ABIRI arrival) and WK827

*NDB-DME 28R, the famous "Seesaw-Approach", which requires good preplanning, as aircrafts will fly back and forth above the aerodrome!

*NDB-DME 10, starts at WK808 - 8000ft straight in or WK806 - 6300ft

*Circling 10: Approach via 28R (ILS, RNP), circling starts latest at KI with breakoff into a right downwind 10L.

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

Frequencies: 123.720 Transition Altitude: 10000ft

Limits

- vertikal: GND - FL125

Arrivals

ILS 15 NDB 15  visual 33 hand/over

EDDM_S_APP via NAPSA and TRAUN EDDM_CTR via TRAUN rest to LOVV_CTR, all FL120 

reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf]

 

== LOWL ==

Frequencies: 129.620 Transition Altitude: 10000ft

Limits

- vertikal: GND - FL165

Arrivals

ILS/VOR 08 (ILS 08 not in standard FSX)  ILS/NDB 26 (former RWYs known as 09 and 27)

hand/over

EDDM_CTR via PABSA and TRAUN LKAA_CTR via ADLET rest to LOVV_CTR, all FL160

 reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]

==References==

* http://en.wikipedia.org/wiki/Wake_turbulence 

* The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).

* The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]

* [[Radar_Identification|Radar Identification]]

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

Study Guide: Approach

2023-01-04T13:53:18Z

David Zepmeisel: /* LOWG */

'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''

= General =

TMA controller includes approach and departure control services associated with a particular airport have the following main tasks:

#maintain an orderly flow of traffic
#provide separation service between aircraft
#provide assistance to pilots 

----

= General radar procedures =

==== Identifikation mit Hilfe eines Transponders ====

Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen.

===== Mode A =====

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

===== Mode C =====

Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten.

===== Mode S =====

Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs.

Weitere Informationen: [[Radar_Identification|Radar Identification]]

----

=== Position information ===

Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen. 

----

=== Vectoring of Aircrafts ===

Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme.

----

=== Usage of directs ===

Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit. 

----

= Separation =

=== Vertical separation ===

Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM airspace or 2000 feet above FL290 in non-RVSM airspaces. To fly within RVSM an aircraft must be equipped with:

#2 independent altimeters
#an autopilot witch must be able to hold an specific altitude
#min. Mode C transponder

----

=== Lateral separation ===

Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation.

----

=== Wake turbulence separation ===

Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft.

===== Takeoff =====

An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes.

===== Landing =====

{| style="width: 415px; height: 256px;" class="wikitable"
|-
! Preceding aircraft
! Following aircraft
! Minimum radar separation
|-
| rowspan="4" | Super
| Super
| 4 [[Nautical mile|NM]]
|-
| Heavy
| 6 NM
|-
| Medium
| 7 NM
|-
| Small
| 8 NM
|-
| rowspan="3" | Heavy
| Heavy
| 4 NM
|-
| Medium
| 5 NM
|-
| Small
| 5 NM
|-
| Medium
| Small
|
4 NM

|}

*Staying on or above leader's glide path Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft. 

----

=== Separation with individual speeds ===

A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with "minimum clean" (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.

For example:
<pre>LOWW_APP: AUA14F, speed 220 knots indicated.
AUA14F: Speed 220 Knots, AUA14F.
</pre>
If the pilot reports "unable" ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.

*'''The phrase "<strike>Reduce to minimum approach speed</strike>" shall not be used!'''
*'''Instead use "Reduce to final approach speed"'''

The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.
On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

Standard clearances for arriving aircraft shall contain the following items, if applicable: 

1. Aircraft identification 2. Designator of assigned STAR 3. Runway-in-use, except when part of the STAR description 4. Initial level, except when this element is included in the START description and 5. Any other necessary instructions or information not contained in the START description, e.g. change of communication 

==== Type of approach procedure ====

G: CLEARED / PROCEED VIA (designator) ARRIVAL G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL G: CLEARED (type of approach) APPROACH RUNWAY (number) G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE] G: CLEARED APPROACH RUNWAY (number) A: REQUEST (type of approach) APPROACH [RUNWAY (number)] G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions] A: REQUEST (RNAV plain language designator) G: CLEARED (RNAV plain language designator) G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]?

==== Straight-in approach ====

A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] 

==== Approach instructions with radar ====

G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number) G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT G: VECTORING FOR (positioning in the circuit) G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number) G: VECTORING FOR PRECISION APPROACH RUNWAY (number) G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions) G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits) G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN A: REQUEST (distance) FINAL G: CLEARED FOR (type) APPROCH RUNWAY (number) G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH] G: REPORT ESTABLISHED ON FINAL APPROACH TRACK G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED] G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED] G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason) G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason] G: TAKING YOU THROUGH (localizer or radio aid) [reason] G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION G: REPORT ESTABLISHED ON GLIDE PATH G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED] G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT] G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number) G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level) G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions) 

 

==== Go around ====

G: GO AROUND IMMEDIATELY (missed approach instruction) (reason) G: IF GOING AROUND (appropriate instructions) G: ARE YOU GOING AROUND? A: GOING AROUND 

==== Level changes, reports and rates ====

G: CLIMB / DESCEND - TO (level) - TO AND MAINTAIN BLOCK (level) TO (level) - TO REACH (level) AT / BY (time or significant point) - REPORT LEAVING / REACHING / PASSING (level) - AT (number) FEET PER MINUTE [OR GREATER / LESS] G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)] G: STOP CLIMB / DESCENT AT (level) G: CONTINUE CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)] G: RESUME NORMAL RATE OF CLIMB / DESCENT G: REPORT LEAVING / REACHING / PASSING (level) G: WHEN READY CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCENT AT (time of significant point) G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level) A: REQUEST DESCENT AT (time) A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)] A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position) G: EXPECT LEVEL CHANGE / CLIMB / DESCENT - FROM (name of unit) - AT (time or position) - AFTER PASSING (position) - IN (number) MINUTES G: IMMEDIATELY G: AFTER PASSING (significant point) G: AT (time or significant point) G: WHEN READY (instructions) 

==== Vectoring ====

G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)] G: CONTINUE HEADING (three digits) G: CONTINUE PRESENT HEADING G: FLY HEADING (three digits) G: TURN LEFT / RIGHT HEADING (three digits) [reason] G: TURN LEFT / RIGHT (number) DEGREES [reason] G: STOP TURN HEADING (three digits) G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point) G: HEADING IS GOOD G: WHEN ABLE PROCEED DIRECT (position) G: SUGGEST (suggestion) G: IF UNABLE [(alternative instructions)] ADVISE A: UNABLE TO COMPLY (reason) G: VECTORING FOR SPACING / SEPERATION / DELAY G: VECTORING DUE TO TRAFFIC G: RESUME OWN NAVIGATION (position of a/c) (specific instructions) G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES] G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason] G: ORBIT LEFT / RIGHT [reason] G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW” G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT G: TURN LEFT / RIGHT NOW G: STOP TURN NOW 

==== Speed instructions: ====

G: REPORT SPEED G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER A: SPEED (number) KNOTS / MACH (number) G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)] G: DO NOT EXCEED (number) KNOTS / MACH (number) G: MAINTAIN PRESENT SPEED G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS] G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS] A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number) G: RESUME NORMAL SPEED G: REDUCE TO MINIMUM APPROACH SPEED G: REDUCE TO MINIMUM CLEAN SPEED G: REDUCE TO MINUMUM SPEED A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS G: NO [ATC] SPEED RESTRICTIONS 

==== Flight rules ====

A: CANCELLING IFR G: IFR CANCELLED AT (time)

A: REQUEST IFR CLEARANCE G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)]

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

'''How do I work with STARs and Transitions?''' STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport. Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing "transition and profile" the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published. 

'''How to use a Holding?''' The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more. A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg. If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance. Also every holding has a minimum altitude.

 

'''What does MRVA mean?''' '''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring 

 

'''When is the best moment for my handoff?''' Out of conflict and as early as possible. 

 

'''Which classes of airspace are provided in Austria?'''

*C (Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT FL195 and inside Special Rules Area (e.g. SRA Wien) 
*D (Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR; VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA.
*E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas).
*G (Golf) uncontrolled airspace. Traffic information as far as possible. 

'''What are Y and Z-flights?''' Basically these are flights with a change between IFR/VFR 

*Y starts with IFR, changing to VFR (IFR cancellation)

*Z starts with VFR, changing to IFR (IFR pickup)

 

= References =

Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]

Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]

Links for the reference (working) sheets you find at the airport details. 

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

134.675 Wien Approach 
118.770 Wien N Approach 
129.050 Wien P Approach 
125.170 Wien M Approach 
119.800 Wien Arrival rwy16/34 
126.550 Wien Arrival rwy11/29

'''Limits'''

- vertikal: GND - FL245

'''preferred RWY configurations'''

- ARR 34/DEP 29 
- ARR 11+16/DEP 16 
- ARR 16/DEP 16+29 
- ARR 34/DEP 34+29

 reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KUDAV

*LOC//DME East via RTT 9500ft over RTT

*RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure

*RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.

*All arrivals are going via AB, finals after RUM are always visual

The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]

== LOWG ==

'''Frequencies:'''

Graz Approach 119.3

Graz Tower 118.2

Klagenfurt Graz Approach (LOVV_S_APP) 119.3

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs end in XIBAR (arriving form the west) or PIBIP (arriving from the east).

You can follow-up with the corresponding RNAV transitions:

'''16C''' - XIBAR'''2N'''/PIBIP'''2N''' terminating in RONOT and followed by RNP or VOR approach.

'''34C''' - XIBAR'''2S'''/PIBIP'''2S''' terminating in VAGIL and followed by ILS, RNP or VOR approach.

Use caution due to high MRVAs.

*ILS 34C starts at 3300ft. Best way is to intercept at VAGIL at 3500ft.

*RNP 34C follows the transition and starts at VAGIL 3500ft.

*RNP 16C follows the transition and starts at RONOT 7500ft.

*VOR-DME 34C: Approach via GRZ-VOR to DME 7.0 GRZ (heading 144°), join final track via D6.0 GRZ (heading 344°). For descend a racetrack procedure (GRZ inbound 344°, right turns) is available.

*VOR-DME 16C: Approach via GRZ-VOR (heading 164°), starts at D21.9 (RONOT) in 7500ft, descend profile see chart.

'''preferred RWY configurations'''

Opposite RWY ops: ARR 34C/DEP 16C to avoid overflying the city.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

Find the reference sheet here: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]

== LOWK ==

'''Frequencies:'''

Approach 126.825

Tower 118.120

Klagenfurt Graz Approach (LOVV_S_APP) 119.300

Transition Altitude: 10000ft

''CAUTION: high terrain and therefore high MRVAs surrounding the aerodrome''

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

All STARS terminate basically above the airport at MOKEG, except for ABIRI'''3T''' which is used for 28R approaches.

Following MOKEG, transitions to 10L (MOKEG'''2W''') or 28R (MOKEG'''2E''') are available.

Due to an error in Jeppesen data, many pilots will be unable to select the MOKEG2E transition in combination with ILS28R.

Either advise them to program manually (4 WK... waypoints) or use vectors. Caution, tight space requires close monitoring of flightpath!.

*ILS 28R via KFT (or WK827, same position!)

*RNP 28R via WK824 at 6500ft(on ABIRI arrival) and WK827

*NDB-DME 28R, the famous "Seesaw-Approach", which requires good preplanning, as aircrafts will fly back and forth above the aerodrome!

*NDB-DME 10, starts at WK808 - 8000ft straight in or WK806 - 6300ft

*Circling 10: Approach via 28R (ILS, RNP), circling starts latest at KI with breakoff into a right downwind 10L.

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

Frequencies: 123.720 Transition Altitude: 10000ft

Limits

- vertikal: GND - FL125

Arrivals

ILS 15 NDB 15  visual 33 hand/over

EDDM_S_APP via NAPSA and TRAUN EDDM_CTR via TRAUN rest to LOVV_CTR, all FL120 

reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf]

 

== LOWL ==

Frequencies: 129.620 Transition Altitude: 10000ft

Limits

- vertikal: GND - FL165

Arrivals

ILS/VOR 08 (ILS 08 not in standard FSX)  ILS/NDB 26 (former RWYs known as 09 and 27)

hand/over

EDDM_CTR via PABSA and TRAUN LKAA_CTR via ADLET rest to LOVV_CTR, all FL160

 reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]

==References==

* http://en.wikipedia.org/wiki/Wake_turbulence 

* The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).

* The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]

* [[Radar_Identification|Radar Identification]]

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

Study Guide: Approach

2023-01-04T13:53:06Z

David Zepmeisel: /* LOWK */

'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''

= General =

TMA controller includes approach and departure control services associated with a particular airport have the following main tasks:

#maintain an orderly flow of traffic
#provide separation service between aircraft
#provide assistance to pilots 

----

= General radar procedures =

==== Identifikation mit Hilfe eines Transponders ====

Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen.

===== Mode A =====

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

===== Mode C =====

Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten.

===== Mode S =====

Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs.

Weitere Informationen: [[Radar_Identification|Radar Identification]]

----

=== Position information ===

Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen. 

----

=== Vectoring of Aircrafts ===

Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme.

----

=== Usage of directs ===

Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit. 

----

= Separation =

=== Vertical separation ===

Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM airspace or 2000 feet above FL290 in non-RVSM airspaces. To fly within RVSM an aircraft must be equipped with:

#2 independent altimeters
#an autopilot witch must be able to hold an specific altitude
#min. Mode C transponder

----

=== Lateral separation ===

Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation.

----

=== Wake turbulence separation ===

Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft.

===== Takeoff =====

An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes.

===== Landing =====

{| style="width: 415px; height: 256px;" class="wikitable"
|-
! Preceding aircraft
! Following aircraft
! Minimum radar separation
|-
| rowspan="4" | Super
| Super
| 4 [[Nautical mile|NM]]
|-
| Heavy
| 6 NM
|-
| Medium
| 7 NM
|-
| Small
| 8 NM
|-
| rowspan="3" | Heavy
| Heavy
| 4 NM
|-
| Medium
| 5 NM
|-
| Small
| 5 NM
|-
| Medium
| Small
|
4 NM

|}

*Staying on or above leader's glide path Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft. 

----

=== Separation with individual speeds ===

A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with "minimum clean" (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.

For example:
<pre>LOWW_APP: AUA14F, speed 220 knots indicated.
AUA14F: Speed 220 Knots, AUA14F.
</pre>
If the pilot reports "unable" ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.

*'''The phrase "<strike>Reduce to minimum approach speed</strike>" shall not be used!'''
*'''Instead use "Reduce to final approach speed"'''

The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.
On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

Standard clearances for arriving aircraft shall contain the following items, if applicable: 

1. Aircraft identification 2. Designator of assigned STAR 3. Runway-in-use, except when part of the STAR description 4. Initial level, except when this element is included in the START description and 5. Any other necessary instructions or information not contained in the START description, e.g. change of communication 

==== Type of approach procedure ====

G: CLEARED / PROCEED VIA (designator) ARRIVAL G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL G: CLEARED (type of approach) APPROACH RUNWAY (number) G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE] G: CLEARED APPROACH RUNWAY (number) A: REQUEST (type of approach) APPROACH [RUNWAY (number)] G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions] A: REQUEST (RNAV plain language designator) G: CLEARED (RNAV plain language designator) G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]?

==== Straight-in approach ====

A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] 

==== Approach instructions with radar ====

G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number) G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT G: VECTORING FOR (positioning in the circuit) G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number) G: VECTORING FOR PRECISION APPROACH RUNWAY (number) G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions) G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits) G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN A: REQUEST (distance) FINAL G: CLEARED FOR (type) APPROCH RUNWAY (number) G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH] G: REPORT ESTABLISHED ON FINAL APPROACH TRACK G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED] G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED] G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason) G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason] G: TAKING YOU THROUGH (localizer or radio aid) [reason] G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION G: REPORT ESTABLISHED ON GLIDE PATH G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED] G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT] G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number) G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level) G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions) 

 

==== Go around ====

G: GO AROUND IMMEDIATELY (missed approach instruction) (reason) G: IF GOING AROUND (appropriate instructions) G: ARE YOU GOING AROUND? A: GOING AROUND 

==== Level changes, reports and rates ====

G: CLIMB / DESCEND - TO (level) - TO AND MAINTAIN BLOCK (level) TO (level) - TO REACH (level) AT / BY (time or significant point) - REPORT LEAVING / REACHING / PASSING (level) - AT (number) FEET PER MINUTE [OR GREATER / LESS] G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)] G: STOP CLIMB / DESCENT AT (level) G: CONTINUE CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)] G: RESUME NORMAL RATE OF CLIMB / DESCENT G: REPORT LEAVING / REACHING / PASSING (level) G: WHEN READY CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCENT AT (time of significant point) G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level) A: REQUEST DESCENT AT (time) A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)] A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position) G: EXPECT LEVEL CHANGE / CLIMB / DESCENT - FROM (name of unit) - AT (time or position) - AFTER PASSING (position) - IN (number) MINUTES G: IMMEDIATELY G: AFTER PASSING (significant point) G: AT (time or significant point) G: WHEN READY (instructions) 

==== Vectoring ====

G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)] G: CONTINUE HEADING (three digits) G: CONTINUE PRESENT HEADING G: FLY HEADING (three digits) G: TURN LEFT / RIGHT HEADING (three digits) [reason] G: TURN LEFT / RIGHT (number) DEGREES [reason] G: STOP TURN HEADING (three digits) G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point) G: HEADING IS GOOD G: WHEN ABLE PROCEED DIRECT (position) G: SUGGEST (suggestion) G: IF UNABLE [(alternative instructions)] ADVISE A: UNABLE TO COMPLY (reason) G: VECTORING FOR SPACING / SEPERATION / DELAY G: VECTORING DUE TO TRAFFIC G: RESUME OWN NAVIGATION (position of a/c) (specific instructions) G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES] G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason] G: ORBIT LEFT / RIGHT [reason] G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW” G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT G: TURN LEFT / RIGHT NOW G: STOP TURN NOW 

==== Speed instructions: ====

G: REPORT SPEED G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER A: SPEED (number) KNOTS / MACH (number) G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)] G: DO NOT EXCEED (number) KNOTS / MACH (number) G: MAINTAIN PRESENT SPEED G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS] G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS] A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number) G: RESUME NORMAL SPEED G: REDUCE TO MINIMUM APPROACH SPEED G: REDUCE TO MINIMUM CLEAN SPEED G: REDUCE TO MINUMUM SPEED A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS G: NO [ATC] SPEED RESTRICTIONS 

==== Flight rules ====

A: CANCELLING IFR G: IFR CANCELLED AT (time)

A: REQUEST IFR CLEARANCE G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)]

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

'''How do I work with STARs and Transitions?''' STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport. Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing "transition and profile" the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published. 

'''How to use a Holding?''' The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more. A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg. If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance. Also every holding has a minimum altitude.

 

'''What does MRVA mean?''' '''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring 

 

'''When is the best moment for my handoff?''' Out of conflict and as early as possible. 

 

'''Which classes of airspace are provided in Austria?'''

*C (Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT FL195 and inside Special Rules Area (e.g. SRA Wien) 
*D (Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR; VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA.
*E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas).
*G (Golf) uncontrolled airspace. Traffic information as far as possible. 

'''What are Y and Z-flights?''' Basically these are flights with a change between IFR/VFR 

*Y starts with IFR, changing to VFR (IFR cancellation)

*Z starts with VFR, changing to IFR (IFR pickup)

 

= References =

Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]

Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]

Links for the reference (working) sheets you find at the airport details. 

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

134.675 Wien Approach 
118.770 Wien N Approach 
129.050 Wien P Approach 
125.170 Wien M Approach 
119.800 Wien Arrival rwy16/34 
126.550 Wien Arrival rwy11/29

'''Limits'''

- vertikal: GND - FL245

'''preferred RWY configurations'''

- ARR 34/DEP 29 
- ARR 11+16/DEP 16 
- ARR 16/DEP 16+29 
- ARR 34/DEP 34+29

 reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KUDAV

*LOC//DME East via RTT 9500ft over RTT

*RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure

*RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.

*All arrivals are going via AB, finals after RUM are always visual

The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]

== LOWG ==

Frequencies:

Graz Approach 119.3

Graz Tower 118.2

Klagenfurt Graz Approach (LOVV_S_APP) 119.3

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs end in XIBAR (arriving form the west) or PIBIP (arriving from the east).

You can follow-up with the corresponding RNAV transitions:

'''16C''' - XIBAR'''2N'''/PIBIP'''2N''' terminating in RONOT and followed by RNP or VOR approach.

'''34C''' - XIBAR'''2S'''/PIBIP'''2S''' terminating in VAGIL and followed by ILS, RNP or VOR approach.

Use caution due to high MRVAs.

*ILS 34C starts at 3300ft. Best way is to intercept at VAGIL at 3500ft.

*RNP 34C follows the transition and starts at VAGIL 3500ft.

*RNP 16C follows the transition and starts at RONOT 7500ft.

*VOR-DME 34C: Approach via GRZ-VOR to DME 7.0 GRZ (heading 144°), join final track via D6.0 GRZ (heading 344°). For descend a racetrack procedure (GRZ inbound 344°, right turns) is available.

*VOR-DME 16C: Approach via GRZ-VOR (heading 164°), starts at D21.9 (RONOT) in 7500ft, descend profile see chart.

'''preferred RWY configurations'''

Opposite RWY ops: ARR 34C/DEP 16C to avoid overflying the city.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

Find the reference sheet here: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]

== LOWK ==

'''Frequencies:'''

Approach 126.825

Tower 118.120

Klagenfurt Graz Approach (LOVV_S_APP) 119.300

Transition Altitude: 10000ft

''CAUTION: high terrain and therefore high MRVAs surrounding the aerodrome''

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

All STARS terminate basically above the airport at MOKEG, except for ABIRI'''3T''' which is used for 28R approaches.

Following MOKEG, transitions to 10L (MOKEG'''2W''') or 28R (MOKEG'''2E''') are available.

Due to an error in Jeppesen data, many pilots will be unable to select the MOKEG2E transition in combination with ILS28R.

Either advise them to program manually (4 WK... waypoints) or use vectors. Caution, tight space requires close monitoring of flightpath!.

*ILS 28R via KFT (or WK827, same position!)

*RNP 28R via WK824 at 6500ft(on ABIRI arrival) and WK827

*NDB-DME 28R, the famous "Seesaw-Approach", which requires good preplanning, as aircrafts will fly back and forth above the aerodrome!

*NDB-DME 10, starts at WK808 - 8000ft straight in or WK806 - 6300ft

*Circling 10: Approach via 28R (ILS, RNP), circling starts latest at KI with breakoff into a right downwind 10L.

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

Frequencies: 123.720 Transition Altitude: 10000ft

Limits

- vertikal: GND - FL125

Arrivals

ILS 15 NDB 15  visual 33 hand/over

EDDM_S_APP via NAPSA and TRAUN EDDM_CTR via TRAUN rest to LOVV_CTR, all FL120 

reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf]

 

== LOWL ==

Frequencies: 129.620 Transition Altitude: 10000ft

Limits

- vertikal: GND - FL165

Arrivals

ILS/VOR 08 (ILS 08 not in standard FSX)  ILS/NDB 26 (former RWYs known as 09 and 27)

hand/over

EDDM_CTR via PABSA and TRAUN LKAA_CTR via ADLET rest to LOVV_CTR, all FL160

 reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]

==References==

* http://en.wikipedia.org/wiki/Wake_turbulence 

* The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).

* The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]

* [[Radar_Identification|Radar Identification]]

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

Study Guide: Approach

2023-01-04T13:51:40Z

David Zepmeisel: /* LOWK */

'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''

= General =

TMA controller includes approach and departure control services associated with a particular airport have the following main tasks:

#maintain an orderly flow of traffic
#provide separation service between aircraft
#provide assistance to pilots 

----

= General radar procedures =

==== Identifikation mit Hilfe eines Transponders ====

Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen.

===== Mode A =====

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

===== Mode C =====

Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten.

===== Mode S =====

Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs.

Weitere Informationen: [[Radar_Identification|Radar Identification]]

----

=== Position information ===

Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen. 

----

=== Vectoring of Aircrafts ===

Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme.

----

=== Usage of directs ===

Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit. 

----

= Separation =

=== Vertical separation ===

Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM airspace or 2000 feet above FL290 in non-RVSM airspaces. To fly within RVSM an aircraft must be equipped with:

#2 independent altimeters
#an autopilot witch must be able to hold an specific altitude
#min. Mode C transponder

----

=== Lateral separation ===

Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation.

----

=== Wake turbulence separation ===

Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft.

===== Takeoff =====

An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes.

===== Landing =====

{| style="width: 415px; height: 256px;" class="wikitable"
|-
! Preceding aircraft
! Following aircraft
! Minimum radar separation
|-
| rowspan="4" | Super
| Super
| 4 [[Nautical mile|NM]]
|-
| Heavy
| 6 NM
|-
| Medium
| 7 NM
|-
| Small
| 8 NM
|-
| rowspan="3" | Heavy
| Heavy
| 4 NM
|-
| Medium
| 5 NM
|-
| Small
| 5 NM
|-
| Medium
| Small
|
4 NM

|}

*Staying on or above leader's glide path Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft. 

----

=== Separation with individual speeds ===

A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with "minimum clean" (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.

For example:
<pre>LOWW_APP: AUA14F, speed 220 knots indicated.
AUA14F: Speed 220 Knots, AUA14F.
</pre>
If the pilot reports "unable" ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.

*'''The phrase "<strike>Reduce to minimum approach speed</strike>" shall not be used!'''
*'''Instead use "Reduce to final approach speed"'''

The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.
On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

Standard clearances for arriving aircraft shall contain the following items, if applicable: 

1. Aircraft identification 2. Designator of assigned STAR 3. Runway-in-use, except when part of the STAR description 4. Initial level, except when this element is included in the START description and 5. Any other necessary instructions or information not contained in the START description, e.g. change of communication 

==== Type of approach procedure ====

G: CLEARED / PROCEED VIA (designator) ARRIVAL G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL G: CLEARED (type of approach) APPROACH RUNWAY (number) G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE] G: CLEARED APPROACH RUNWAY (number) A: REQUEST (type of approach) APPROACH [RUNWAY (number)] G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions] A: REQUEST (RNAV plain language designator) G: CLEARED (RNAV plain language designator) G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]?

==== Straight-in approach ====

A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] 

==== Approach instructions with radar ====

G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number) G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT G: VECTORING FOR (positioning in the circuit) G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number) G: VECTORING FOR PRECISION APPROACH RUNWAY (number) G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions) G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits) G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN A: REQUEST (distance) FINAL G: CLEARED FOR (type) APPROCH RUNWAY (number) G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH] G: REPORT ESTABLISHED ON FINAL APPROACH TRACK G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED] G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED] G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason) G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason] G: TAKING YOU THROUGH (localizer or radio aid) [reason] G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION G: REPORT ESTABLISHED ON GLIDE PATH G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED] G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT] G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number) G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level) G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions) 

 

==== Go around ====

G: GO AROUND IMMEDIATELY (missed approach instruction) (reason) G: IF GOING AROUND (appropriate instructions) G: ARE YOU GOING AROUND? A: GOING AROUND 

==== Level changes, reports and rates ====

G: CLIMB / DESCEND - TO (level) - TO AND MAINTAIN BLOCK (level) TO (level) - TO REACH (level) AT / BY (time or significant point) - REPORT LEAVING / REACHING / PASSING (level) - AT (number) FEET PER MINUTE [OR GREATER / LESS] G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)] G: STOP CLIMB / DESCENT AT (level) G: CONTINUE CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)] G: RESUME NORMAL RATE OF CLIMB / DESCENT G: REPORT LEAVING / REACHING / PASSING (level) G: WHEN READY CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCENT AT (time of significant point) G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level) A: REQUEST DESCENT AT (time) A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)] A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position) G: EXPECT LEVEL CHANGE / CLIMB / DESCENT - FROM (name of unit) - AT (time or position) - AFTER PASSING (position) - IN (number) MINUTES G: IMMEDIATELY G: AFTER PASSING (significant point) G: AT (time or significant point) G: WHEN READY (instructions) 

==== Vectoring ====

G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)] G: CONTINUE HEADING (three digits) G: CONTINUE PRESENT HEADING G: FLY HEADING (three digits) G: TURN LEFT / RIGHT HEADING (three digits) [reason] G: TURN LEFT / RIGHT (number) DEGREES [reason] G: STOP TURN HEADING (three digits) G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point) G: HEADING IS GOOD G: WHEN ABLE PROCEED DIRECT (position) G: SUGGEST (suggestion) G: IF UNABLE [(alternative instructions)] ADVISE A: UNABLE TO COMPLY (reason) G: VECTORING FOR SPACING / SEPERATION / DELAY G: VECTORING DUE TO TRAFFIC G: RESUME OWN NAVIGATION (position of a/c) (specific instructions) G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES] G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason] G: ORBIT LEFT / RIGHT [reason] G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW” G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT G: TURN LEFT / RIGHT NOW G: STOP TURN NOW 

==== Speed instructions: ====

G: REPORT SPEED G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER A: SPEED (number) KNOTS / MACH (number) G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)] G: DO NOT EXCEED (number) KNOTS / MACH (number) G: MAINTAIN PRESENT SPEED G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS] G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS] A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number) G: RESUME NORMAL SPEED G: REDUCE TO MINIMUM APPROACH SPEED G: REDUCE TO MINIMUM CLEAN SPEED G: REDUCE TO MINUMUM SPEED A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS G: NO [ATC] SPEED RESTRICTIONS 

==== Flight rules ====

A: CANCELLING IFR G: IFR CANCELLED AT (time)

A: REQUEST IFR CLEARANCE G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)]

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

'''How do I work with STARs and Transitions?''' STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport. Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing "transition and profile" the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published. 

'''How to use a Holding?''' The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more. A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg. If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance. Also every holding has a minimum altitude.

 

'''What does MRVA mean?''' '''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring 

 

'''When is the best moment for my handoff?''' Out of conflict and as early as possible. 

 

'''Which classes of airspace are provided in Austria?'''

*C (Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT FL195 and inside Special Rules Area (e.g. SRA Wien) 
*D (Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR; VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA.
*E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas).
*G (Golf) uncontrolled airspace. Traffic information as far as possible. 

'''What are Y and Z-flights?''' Basically these are flights with a change between IFR/VFR 

*Y starts with IFR, changing to VFR (IFR cancellation)

*Z starts with VFR, changing to IFR (IFR pickup)

 

= References =

Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]

Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]

Links for the reference (working) sheets you find at the airport details. 

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

134.675 Wien Approach 
118.770 Wien N Approach 
129.050 Wien P Approach 
125.170 Wien M Approach 
119.800 Wien Arrival rwy16/34 
126.550 Wien Arrival rwy11/29

'''Limits'''

- vertikal: GND - FL245

'''preferred RWY configurations'''

- ARR 34/DEP 29 
- ARR 11+16/DEP 16 
- ARR 16/DEP 16+29 
- ARR 34/DEP 34+29

 reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KUDAV

*LOC//DME East via RTT 9500ft over RTT

*RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure

*RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.

*All arrivals are going via AB, finals after RUM are always visual

The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]

== LOWG ==

Frequencies:

Graz Approach 119.3

Graz Tower 118.2

Klagenfurt Graz Approach (LOVV_S_APP) 119.3

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs end in XIBAR (arriving form the west) or PIBIP (arriving from the east).

You can follow-up with the corresponding RNAV transitions:

'''16C''' - XIBAR'''2N'''/PIBIP'''2N''' terminating in RONOT and followed by RNP or VOR approach.

'''34C''' - XIBAR'''2S'''/PIBIP'''2S''' terminating in VAGIL and followed by ILS, RNP or VOR approach.

Use caution due to high MRVAs.

*ILS 34C starts at 3300ft. Best way is to intercept at VAGIL at 3500ft.

*RNP 34C follows the transition and starts at VAGIL 3500ft.

*RNP 16C follows the transition and starts at RONOT 7500ft.

*VOR-DME 34C: Approach via GRZ-VOR to DME 7.0 GRZ (heading 144°), join final track via D6.0 GRZ (heading 344°). For descend a racetrack procedure (GRZ inbound 344°, right turns) is available.

*VOR-DME 16C: Approach via GRZ-VOR (heading 164°), starts at D21.9 (RONOT) in 7500ft, descend profile see chart.

'''preferred RWY configurations'''

Opposite RWY ops: ARR 34C/DEP 16C to avoid overflying the city.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

Find the reference sheet here: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]

== LOWK ==

Frequencies: 126.825

Transition Altitude: 10000ft

''CAUTION: high terrain and therefore high MRVAs surrounding the aerodrome''

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

All STARS terminate basically above the airport at MOKEG, except for ABIRI'''3T''' which is used for 28R approaches.

Following MOKEG, transitions to 10L (MOKEG'''2W''') or 28R (MOKEG'''2E''') are available.

Due to an error in Jeppesen data, many pilots will be unable to select the MOKEG2E transition in combination with ILS28R.

Either advise them to program manually (4 WK... waypoints) or use vectors. Caution, tight space requires close monitoring of flightpath!.

*ILS 28R via KFT (or WK827, same position!)

*RNP 28R via WK824 at 6500ft(on ABIRI arrival) and WK827

*NDB-DME 28R, the famous "Seesaw-Approach", which requires good preplanning, as aircrafts will fly back and forth above the aerodrome!

*NDB-DME 10, starts at WK808 - 8000ft straight in or WK806 - 6300ft

*Circling 10: Approach via 28R (ILS, RNP), circling starts latest at KI with breakoff into a right downwind 10L.

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

Frequencies: 123.720 Transition Altitude: 10000ft

Limits

- vertikal: GND - FL125

Arrivals

ILS 15 NDB 15  visual 33 hand/over

EDDM_S_APP via NAPSA and TRAUN EDDM_CTR via TRAUN rest to LOVV_CTR, all FL120 

reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf]

 

== LOWL ==

Frequencies: 129.620 Transition Altitude: 10000ft

Limits

- vertikal: GND - FL165

Arrivals

ILS/VOR 08 (ILS 08 not in standard FSX)  ILS/NDB 26 (former RWYs known as 09 and 27)

hand/over

EDDM_CTR via PABSA and TRAUN LKAA_CTR via ADLET rest to LOVV_CTR, all FL160

 reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]

==References==

* http://en.wikipedia.org/wiki/Wake_turbulence 

* The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).

* The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]

* [[Radar_Identification|Radar Identification]]

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

Study Guide: Approach

2023-01-04T13:26:16Z

David Zepmeisel: /* LOWG */

'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''

= General =

TMA controller includes approach and departure control services associated with a particular airport have the following main tasks:

#maintain an orderly flow of traffic
#provide separation service between aircraft
#provide assistance to pilots 

----

= General radar procedures =

==== Identifikation mit Hilfe eines Transponders ====

Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen.

===== Mode A =====

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

===== Mode C =====

Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten.

===== Mode S =====

Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs.

Weitere Informationen: [[Radar_Identification|Radar Identification]]

----

=== Position information ===

Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen. 

----

=== Vectoring of Aircrafts ===

Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme.

----

=== Usage of directs ===

Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit. 

----

= Separation =

=== Vertical separation ===

Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM airspace or 2000 feet above FL290 in non-RVSM airspaces. To fly within RVSM an aircraft must be equipped with:

#2 independent altimeters
#an autopilot witch must be able to hold an specific altitude
#min. Mode C transponder

----

=== Lateral separation ===

Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation.

----

=== Wake turbulence separation ===

Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft.

===== Takeoff =====

An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes.

===== Landing =====

{| style="width: 415px; height: 256px;" class="wikitable"
|-
! Preceding aircraft
! Following aircraft
! Minimum radar separation
|-
| rowspan="4" | Super
| Super
| 4 [[Nautical mile|NM]]
|-
| Heavy
| 6 NM
|-
| Medium
| 7 NM
|-
| Small
| 8 NM
|-
| rowspan="3" | Heavy
| Heavy
| 4 NM
|-
| Medium
| 5 NM
|-
| Small
| 5 NM
|-
| Medium
| Small
|
4 NM

|}

*Staying on or above leader's glide path Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft. 

----

=== Separation with individual speeds ===

A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with "minimum clean" (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.

For example:
<pre>LOWW_APP: AUA14F, speed 220 knots indicated.
AUA14F: Speed 220 Knots, AUA14F.
</pre>
If the pilot reports "unable" ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.

*'''The phrase "<strike>Reduce to minimum approach speed</strike>" shall not be used!'''
*'''Instead use "Reduce to final approach speed"'''

The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.
On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

Standard clearances for arriving aircraft shall contain the following items, if applicable: 

1. Aircraft identification 2. Designator of assigned STAR 3. Runway-in-use, except when part of the STAR description 4. Initial level, except when this element is included in the START description and 5. Any other necessary instructions or information not contained in the START description, e.g. change of communication 

==== Type of approach procedure ====

G: CLEARED / PROCEED VIA (designator) ARRIVAL G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL G: CLEARED (type of approach) APPROACH RUNWAY (number) G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE] G: CLEARED APPROACH RUNWAY (number) A: REQUEST (type of approach) APPROACH [RUNWAY (number)] G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions] A: REQUEST (RNAV plain language designator) G: CLEARED (RNAV plain language designator) G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]?

==== Straight-in approach ====

A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)] 

==== Approach instructions with radar ====

G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number) G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT G: VECTORING FOR (positioning in the circuit) G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number) G: VECTORING FOR PRECISION APPROACH RUNWAY (number) G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions) G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits) G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN A: REQUEST (distance) FINAL G: CLEARED FOR (type) APPROCH RUNWAY (number) G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH] G: REPORT ESTABLISHED ON FINAL APPROACH TRACK G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED] G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED] G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason) G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason] G: TAKING YOU THROUGH (localizer or radio aid) [reason] G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION G: REPORT ESTABLISHED ON GLIDE PATH G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED] G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT] G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number) G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level) G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions) 

 

==== Go around ====

G: GO AROUND IMMEDIATELY (missed approach instruction) (reason) G: IF GOING AROUND (appropriate instructions) G: ARE YOU GOING AROUND? A: GOING AROUND 

==== Level changes, reports and rates ====

G: CLIMB / DESCEND - TO (level) - TO AND MAINTAIN BLOCK (level) TO (level) - TO REACH (level) AT / BY (time or significant point) - REPORT LEAVING / REACHING / PASSING (level) - AT (number) FEET PER MINUTE [OR GREATER / LESS] G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)] G: STOP CLIMB / DESCENT AT (level) G: CONTINUE CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)] G: RESUME NORMAL RATE OF CLIMB / DESCENT G: REPORT LEAVING / REACHING / PASSING (level) G: WHEN READY CLIMB / DESCENT TO (level) G: EXPEDITE CLIMB / DESCENT AT (time of significant point) G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level) A: REQUEST DESCENT AT (time) A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)] A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position) G: EXPECT LEVEL CHANGE / CLIMB / DESCENT - FROM (name of unit) - AT (time or position) - AFTER PASSING (position) - IN (number) MINUTES G: IMMEDIATELY G: AFTER PASSING (significant point) G: AT (time or significant point) G: WHEN READY (instructions) 

==== Vectoring ====

G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)] G: CONTINUE HEADING (three digits) G: CONTINUE PRESENT HEADING G: FLY HEADING (three digits) G: TURN LEFT / RIGHT HEADING (three digits) [reason] G: TURN LEFT / RIGHT (number) DEGREES [reason] G: STOP TURN HEADING (three digits) G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point) G: HEADING IS GOOD G: WHEN ABLE PROCEED DIRECT (position) G: SUGGEST (suggestion) G: IF UNABLE [(alternative instructions)] ADVISE A: UNABLE TO COMPLY (reason) G: VECTORING FOR SPACING / SEPERATION / DELAY G: VECTORING DUE TO TRAFFIC G: RESUME OWN NAVIGATION (position of a/c) (specific instructions) G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES] G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason] G: ORBIT LEFT / RIGHT [reason] G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW” G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT G: TURN LEFT / RIGHT NOW G: STOP TURN NOW 

==== Speed instructions: ====

G: REPORT SPEED G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER A: SPEED (number) KNOTS / MACH (number) G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)] G: DO NOT EXCEED (number) KNOTS / MACH (number) G: MAINTAIN PRESENT SPEED G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS] G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS] A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number) G: RESUME NORMAL SPEED G: REDUCE TO MINIMUM APPROACH SPEED G: REDUCE TO MINIMUM CLEAN SPEED G: REDUCE TO MINUMUM SPEED A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS G: NO [ATC] SPEED RESTRICTIONS 

==== Flight rules ====

A: CANCELLING IFR G: IFR CANCELLED AT (time)

A: REQUEST IFR CLEARANCE G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)]

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

'''How do I work with STARs and Transitions?''' STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport. Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing "transition and profile" the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published. 

'''How to use a Holding?''' The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more. A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg. If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance. Also every holding has a minimum altitude.

 

'''What does MRVA mean?''' '''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring 

 

'''When is the best moment for my handoff?''' Out of conflict and as early as possible. 

 

'''Which classes of airspace are provided in Austria?'''

*C (Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT FL195 and inside Special Rules Area (e.g. SRA Wien) 
*D (Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR; VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA.
*E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas).
*G (Golf) uncontrolled airspace. Traffic information as far as possible. 

'''What are Y and Z-flights?''' Basically these are flights with a change between IFR/VFR 

*Y starts with IFR, changing to VFR (IFR cancellation)

*Z starts with VFR, changing to IFR (IFR pickup)

 

= References =

Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]

Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]

Links for the reference (working) sheets you find at the airport details. 

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

134.675 Wien Approach 
118.770 Wien N Approach 
129.050 Wien P Approach 
125.170 Wien M Approach 
119.800 Wien Arrival rwy16/34 
126.550 Wien Arrival rwy11/29

'''Limits'''

- vertikal: GND - FL245

'''preferred RWY configurations'''

- ARR 34/DEP 29 
- ARR 11+16/DEP 16 
- ARR 16/DEP 16+29 
- ARR 34/DEP 34+29

 reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KUDAV

*LOC//DME East via RTT 9500ft over RTT

*RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure

*RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.

*All arrivals are going via AB, finals after RUM are always visual

The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]

== LOWG ==

Frequencies:

Graz Approach 119.3

Graz Tower 118.2

Klagenfurt Graz Approach (LOVV_S_APP) 119.3

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

STARs end in XIBAR (arriving form the west) or PIBIP (arriving from the east).

You can follow-up with the corresponding RNAV transitions:

'''16C''' - XIBAR'''2N'''/PIBIP'''2N''' terminating in RONOT and followed by RNP or VOR approach.

'''34C''' - XIBAR'''2S'''/PIBIP'''2S''' terminating in VAGIL and followed by ILS, RNP or VOR approach.

Use caution due to high MRVAs.

*ILS 34C starts at 3300ft. Best way is to intercept at VAGIL at 3500ft.

*RNP 34C follows the transition and starts at VAGIL 3500ft.

*RNP 16C follows the transition and starts at RONOT 7500ft.

*VOR-DME 34C: Approach via GRZ-VOR to DME 7.0 GRZ (heading 144°), join final track via D6.0 GRZ (heading 344°). For descend a racetrack procedure (GRZ inbound 344°, right turns) is available.

*VOR-DME 16C: Approach via GRZ-VOR (heading 164°), starts at D21.9 (RONOT) in 7500ft, descend profile see chart.

'''preferred RWY configurations'''

Opposite RWY ops: ARR 34C/DEP 16C to avoid overflying the city.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

Find the reference sheet here: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]

== LOWK ==

Frequencies: 126.825

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*ILS 28

*NDB-DME 28

*NDB-DME 10

*Circling 10: Anflug über ILS28, desc. 3000ft, circeling starts at KI

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

Frequencies: 123.720 Transition Altitude: 10000ft

Limits

- vertikal: GND - FL125

Arrivals

ILS 15 NDB 15  visual 33 hand/over

EDDM_S_APP via NAPSA and TRAUN EDDM_CTR via TRAUN rest to LOVV_CTR, all FL120 

reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf]

 

== LOWL ==

Frequencies: 129.620 Transition Altitude: 10000ft

Limits

- vertikal: GND - FL165

Arrivals

ILS/VOR 08 (ILS 08 not in standard FSX)  ILS/NDB 26 (former RWYs known as 09 and 27)

hand/over

EDDM_CTR via PABSA and TRAUN LKAA_CTR via ADLET rest to LOVV_CTR, all FL160

 reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]

==References==

* http://en.wikipedia.org/wiki/Wake_turbulence 

* The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).

* The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]

* [[Radar_Identification|Radar Identification]]

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

Eurotest

2022-11-14T09:53:15Z

David Zepmeisel:

= General =

The eurotest is a written exam provided by VATEUD and required for every rating upgrade. It has been upgraded and is now called ATSim Test - To request your own eurotest visit the [https://www.atsimtest.com/ VATEUD ATSim Test Website] and request your exam. We recommend to make every ATSim Test under your mentor's supervision. If you want to make your C3 rating, you must be recommended by your Trainings director to atc@vateud.net.