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LOWI Primer

2013-05-23T11:29:45Z

Hermann Plunser: /* Special SIDs 26 */

=About this Document=

This document is intended as training and reference material for controlling Innsbruck Airport (LOWI). It covers the stations LOWI_TWR and LOWI_APP. This page is work in progress. Currently the TWR section is in progress. Stay tuned for APP. If you are controller: Feel free to discuss and edit.

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

AIRAC status is 1302 from january 2013.

Speaking of AIRACs: The last really correct sectorfile was 1213, but it lacks the ELMEM arrivals and departures. 1302 and later lack a dozen of (other!) SIDs, you have to patch the .ese file to make it work. Place the following code to the LOWI SIDs (look for RTT2X and paste it there):

SID:LOWI:08:RTT2Z:RW08 AB D0OEJ D0OEJ RTT
SID:LOWI:26:ADIL1H:RW26 RUM AB D0OEJ INN ADILO
SID:LOWI:26:KOGO2H:RUM D0OEJ RW26 AB RTT KOGOL D0OEJ
SID:LOWI:26:OBED2H:RW26 RUM AB D0OEJ D0OEJ RTT OBEDI
SID:LOWI:26:RAST3H:RUM RW26 AB D0OEJ D0OEJ RTT RASTA
SID:LOWI:26:RTT1Y:RW26 AB OEV13 RTT
SID:LOWI:26:RTT2H:RW26 RUM AB D0OEJ D0OEJ RTT
SID:LOWI:26:UNKE1H:RW26 D0OEJ RUM AB UNKEN RTT D0OEJ
SID:LOWI:26:MOGT1H:WI505 WI506 WI507 WI802 MOGTI

SID:LOWS:15:NEMAL1V:D099L NEMAL
SID:LOWS:15:PEREX3V:SI SBG D144L D144T PEREX
SID:LOWS:15:SIMBA6V:D099L SIMBA
SID:LOWS:15:TITIG2V:SI R226 TITIG
SID:LOWS:15:TRAUN7V:SI R226 TRAUN
SID:LOWS:15:LNZ6V:SI D099L LNZ

For convenience, the missing code for departures in LOWS (Salzburg) is there too - 6 departures must be patched.

This also means that there are some pilots with younger AIRAC cycles not able to fly the most basic departure routes. You could counter their unavailability by pointing out the charts: Most missing departures are non-RNAV - pilots could and should fly them by hand and radio navigation.

=General=
==Location==
Innsbruck is one of the most thrilling airports to fly from and to, for various reasons:
*It is deep in the Inn valley, surrounded by mountains as high as 8000ft (to the north) and >10000ft (to the south and West). This means that approach is particularly long, and flying is limited to a narrow corridor. Turns within the valley need to be done with minimum speed and maximum bank to avoid rock.
* The runway is somehow not in line with the valley, so approach and takeoff is not straight-in-or-out. Instead, the last part of approach and the first part of departure is visual only.
*LOWI has peculiar wind conditions - "Föhn". This is a very strong and gusty southerly wind. Under these conditions, aircraft usually perform a "special Föhn" departure and arrival to avoid vomiting passengers and heart attacks. At VATSIM, these conditions cannot be simulated, but some local pilots love to fly it.
* The runway has no complete adjacent taxiways for entering and exiting - Departing (and sometimes arriving) aircraft need to backtrack on either side, which takes time and makes Tower controlling a real thrill.
* X-Plane 9 has LOWI as (nice) standard scenery, which provokes many X-Plane newbies to try out their skills here - thrilling experience for controllers, to be polite.

==Airspaces around LOWI==
As Innsbruck is deeply buried in "the canyon",
*CTR (for TWR) reaches up to A9000ft (mark: actual altitude, not FL). If no higher ATC is available, then Innsbruck Tower controls up to A11000ft).
*Also, TWR takes care of three adjacent SRA: Innsbruck I (west), Innsbruck II (east) and Innsbruck III (south). TWR competence reaches from SRA bottom (6000ft for Innsbruck 1, 8500ft for Innsbruck II, 7000ft for Innsbruck III, but at least 1000ft GND in all 3 cases) to 9000ft - above is APP. VFR route points are mandatory reporting points (full triangle, except Golf) and TWR shall be contacted 3 min '''before''' reaching the initial entry point (M1, N1, W1, Brenner), even if those points being located outside the CTR.
*APP airspace (Area Tirol) reaches up to FL165. The airspace above is delegated to EDMM.

==What that means for controlling Innsbruck==
* Approach and go-arounds are especially long - a go-around adds up to 15min to flight time - more, if there is a holding to queue through.
* For LOWI_APP, the thrilling thing is to judge distances and speed far in advance: Decisions to merge different approaches (LOC DME East, West and ELMEM) are made some 5 minutes before planes actually meet, with little room for manoevre once the decision is made.
* For LOWI_TWR, there are many thrilling things: 1) you have tasks to do which other airports have a director for: final approach sequencing. You have to slow aircraft or speed them up, issue altitude restrictions and more (you won't give them headings - too much rock around, but rather orografic directions based on terrain). 2) Your task on top is to manage the merger of different approaches with VFR and more. 3) You even have to manage go-arounds, as they regularly get in conflict with your arrivals. 4) You don't have DEL or GND - you do it all. It's really fun to do!

==Airport==
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
===Apron===
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it - clarifiaction ("heliport in front of hangar II") is recommended Otherwise Copters are parked like planes (depending on size) at the main apron.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too.
*Apron, hangar and LOJO is not under TWR control. Therefore, you treat it as any space within CTR. you tell QNH, wind and "takeoff/landing at own discretion", as long as they don't interfere with runway or taxis.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, "taxi to stand of your choice" is best, maybe added by "in the western part of the apron" - for some mysterious reason many aircraft tend to log on in front of the tower in the eastern part.

===Holding points===
*A on the taxiway A towards rwy 08
*B1 (facing east before turning into B) and B2 (facing west, before turning into B). They are not shown on the VACC charts and not included in FS or X-Plane standard scenery, but included inGiannis LOWI scenery for MSFS. Don't expect pilots to find it. "Holding point B" works perfectly.
*L holding point is relevant for the GAC parking.

===Runway and around===
*Runways 08 and 26 both have turnpads. Some pilots report "runway vacated" when standing on it, so be aware.
*North of the runway is taxiway Y which is grass and for light aircraft and gliders only. Some pilots think it smart to use it if they miss taxiway A to vacate, or the adjacent "Schleppweg" (glider tow track) with 767's and are a bit surprised.
*About 1,5nm final rwy 26 is the rooftop helipad of the hospital (LOIU). This is not part of the MSFS or X-Plane standard scenery. If the helipad is occupied, inform arriving aircraft about a "floating" heli: "traffic information: stationary helicopter at the hospital helipad at 1.5nm final".

===Runway configurations===
Be aware that a few factors restrict runway configurations, mainly: position in the valley and pilots' ability.

*'''Easiest config is outbound 08 / inbound 26.''' (Almost) all pilots can handle this. But this is an opposite configuration. In this case, outbound taxi is via A, and backtrack is only granted as long as arriving traffic is above RTT. Always instruct maximum rate of climb. This is the least efficient configuration - only at low traffic.
:*Once this configuration gets crowded, you can only speed up lineup by 1) clearing departing traffic to A, 2) order arriving traffic short landing and hold on the runway short of A, and if this works out: 3) order departing to lineup and backtrack 08 and 4) order arriving to taxi via A to the apron.
:*If short landing does not work out, the arriving has to taxi all the way back to B while the departing lines up and backtracks. You can ONLY do this, if the approach sequence is free from RTT to final - outbound aircraft need the airspace.
'''
* '''Best high traffic situation is 26 only.''' Departing aircraft taxi via B and circle (with max rate of climb) and reach AB with 6000ft or more. With this, vertical separation is guaranteed and you can get aircraft in and out fast. Bear in mind that you need at least 5nm arriving distance in case a landing aircraft overshoots A. You need at least 7nm arriving distance to get an aircraft off the ground (backtrack and takeoff).
:*The most common mistake is to forget a LOC DME West arrival which kisses the departing aircraft in mid-air. Also, you won't allow ELMEM arrivals (they go to 08 only).

* '''Föhn config is 08 only.''' Arriving aircraft must be able to circle. You need at least 10nm arriving distance to bring an aircraft out.
:*'''High traffic trick:''' Best procedure is to issue backtrack 08 early, and at the moment the arriving aircraft is turning left at AB for circling, takeoff clearance is given (and the next arrival must be 10nm before AB to provide vertical separation).

* '''High End config''' is "as it comes": Use 26 and 08 as it fits, instruct pilots "on the fly" to change arrival runways and the like. Usually it is less efficient than 26only, but much more fun.

=VFR Traffic=
[[Image:LOWI_VFR.jpg|300px|thumb|right|LOWI VFR routes old and new]]

(see the VFR chart, which is - hooray! courtesy of AustroControl and free for VACC users: it's [http://charts.vacc-austria.org/LOWI/LOWI_VFR_VFR%20Chart_15082012.pdf here]).
'''Important: There are new routes as of March 8th, 2012. Expect pilots turn up with charts of either generation, so we recommend: Try the new charts right away and see if the pilot knows what you mean. If he doesn't, the following changes apply:
*M1 is the old E1
*old E2 is omitted
*M2 is old L2
*M3 is old L3
*old A is omitted
*The eastern arrival route (new: M1-M2-M3) is old: E1-L2-L3.
*Approaching from F, the old arrival route L (L1-L2-L3) is now F-M2-M3, but beware: F-M2 is close to the LOC DME east, as VFR pilots need to climb to 7500ft.
*West: G and I are new, so you might avoid it.
See this graph with the new chart and its changes from the old. If you look for the old chart for historical purposes, it's still [[http://www.traunsee-airline.at/airline/index.php?option=com_docman&task=doc_download&gid=16&Itemid=33 here]].

==Radio Communication Failure for VFR==
Caution: RCF procedures are not at the VATSIM charts - expect pilots to do what they want (you might tell the pilot via pm what he/she can or should do). In real life for VFR, the following rules apply:
*If RCF occurs before CTR entry clearance, then the pilot has to divert to an airport in uncontrolled airspace.
*If RCF occurs after CTR entry clearance, then the pilot follows this clearance and lands. ([[http://eaip.austrocontrol.at/lo/120406/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf reference]]. If the clearance is until holdings, then in real life aircraft continue to a predetermined position near the airport (for west: north and for east: south) and await light signals (or, in fact: they call in by phone).
* At VATSIM, expect RCF aircraft to do what they want, really... :-)

=IFR Traffic=
==Approach==
Innsbruck has two standard directions to fly in, but "standard" is relative: They are not straight-in and you have to land visually on rwy08 or rwy26 (either approach).

=== Visibility limits ===
Visibility limits are up to pilots. If visibility in the valley is below minimum standards for the approach, it is a courtesy to pilots to warn them, but decision is up to them. If you want to be "as real as it gets" and follow the Austrian AIP, then you could restrict...

* no IFR departure below ground visibility of 1.500m and ceiling below 1.300ft above the ground (which makes about 3.300ft altitude)

* no IFR Special performance departure below RVR 300m.

* There are some more restrictions, but much too complicated for VATSIM. You can look into the [http://eaip.austrocontrol.at/lo/130405/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf Innsbruck AIP, page 2-17f].

=== IFR from the East ===

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right|LOC DME East Approach]]
====LOC DME East approach====
This approach is most popular, but many pilots don't read the charts and surprise both themselves and controllers: It has a glideslope, so many aircraft think it is an ILS and discover their mistake some 100ft over ground that they head for the apron and a hangar - funny manoevers happen.
* Minimum visibility is 6 miles, as AB NDB is MAPt.
* Go-around is a challenge: Continue slow and max. rate of climb until D1 OEV, do a steep turn left and back to AB NDB, a 74° climbout until D14 OEV and then a straight RTT into the holding - expect pilots do whatever they can.

====Special LOC DME East approach====
...is the same as the "normal" LOC DME East, but has a lower decision heigt. The special approach is granted on pilot's request, and as the pilot has to monitor decision height, controllers can grant it and ignore the rest.
* MAPt is the outer marker, so minimum visibility should be 4,1 miles or more.

====RNAV 0.3 (RNP) arrival====
This approach is very rare and on pilot request only (as aircraft have to be equipped with GPS with 0.3nm accuracy). The approach is very similar to Special LOC DME East approach.

* This approach leads into rwy 26 only (and might mess up your runway config, if you have 08). Go-around is different - a RNAV turn in the upper Inn valley and return to RTT NDB.

* This arrival is the least to close when visibility declines: 2 miles is enough.

In fact, most virtual accidents happen on go-around. Those who most likely evade the mountains - if they don't hit a fellow airplane - are those who visually climb out the valley.

=== IFR from the West ===

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]
====LOC DME West approach====
A challenge! A steep descent from KTI NDB over the airport to AB Locator at 5000ft, where a tight (visual) right turn leads them into the position of either continuing towards RWY26 or RWY08. Pilots who don't read charts think that this approach directly leads to RWY 08. Some dive for it when they have runway in sight and end up with 300kt on short final.

* This approach has no glideslope (hence LOC). Aircraft have to descend with v/s on and good planning. The descent levels at 5000ft above the outer marker with a few extra miles level flight for landing configuration (as aircraft will likely hit mountains flying the right turn with approach speed).

* '''Caution:''' LOC DME West is not part of standard FS2002 and 2004 (but included in X-Plane 9). It is recommended (to APP) to check in advance, if the pilot is able to do this. Some pilots use the back course of LOC DME east with smashing results.

* This approach is challenging to anyone doing it for the first time. Descent is steep and you need to be at 160kt for the right turn - in fact, you almost need to prepare your aircraft for landing (flaps, gear, speed 160kt) above KTI. If APP wants to be polite, he/she tells them and sends them into the KTI holding until speed is down. If controllers notice aircraft rushing down with more than 250kts, prepare to extend their downwind eastwards or order go-around.

* Go-around is the 08 departure route: 67° inbound OEJ and 65° outbound OEJ, past RTT NDB and a left turn into RTT holding.

* In real life, many pilots request '''"visual" before KTI''', when they see the Inn valley is clear of fog or clouds and proceeding visually to RWY in use (yes, this may also include a downwind for RWY 26)As ATC, you can clear this on pilots request if it fits you.

* Visibility has to be extensive: LOC DME West is for cloud-breaking purpose only: cloud base must be more than 5000ft and visibility depends on aircraft category: 3km for A and B, 5km for C and D.

'''Special LOC DME West approach''' has been omitted by july 2011. Use standard LOC DME West approach.

==== RNAV 08 GNSS via ELMEM====

Since this "visual" has become the rule for more and more aircraft, there is a '''new RNAV arrival via ELMEM''' covering exactly that, and it's quite thrilling: It starts at ELMEM and descends on GPS waypoints into the valley, and then pilots follow visually the GPS route until they have runway 08 in sight.

* This approach is for cloudbreaking only: ceiling must be above 4100ft and visibility 5km or more.

* Go-around is down the Inn valley via MATF (Missed Approach Transition Fixes): Aircraft are requested to fly fixes to avoid hitting scenic scenery. WI103 is equivalent to the outer marker and WI001 is RTT NDB. Aircraft should fly a teardrop entry (expect 80% not to know what that is).

==Visual Landing==
All approaches meet at AB NDB. From there, there are two ways to the runway (see the visual approach chart):
*rwy26: For east approach, this is almost straight-in. For DME west approach, a steep right hand circle into final.
*rwy08 For DME east approach, aircraft turn left towards INN and then circle right onto final. Aircraft almost need landing speed to turn. For DME west appraoch, aircraft turn right hard (landing speed!) over AB, fly left downwind as DME east approach and then turn right into final.
'''Caution: It is TWR's responsibility to merge traffic arriving at AB NDB!'''

===How to clear approaching aircraft to land===
Approach is long, and many things happen in the meantime. Therefore, we recommend step-by-step clearances:
#Clear all approaching aircraft with a '''reporting point''' which is no later than the MAPt:
:*For LOC DME East and West, this is AB NDB
:*for RNAV West, it's "runway in sight".
:*for RNAV East, it's WI003, the outer marker.
#For rwy26 (and RNAV West to 08), clear to land, if possible (or issue "expect late clearance"). Aircraft should not continue approach if they don't receive any of the two.
#For circling approaches (DME west and DME east->rwy08) clear "visual circling rwy 08, report crosswind", and then clear to land.
This step-by-step clearance helps to stay flexible if the situation changes. You could clear to land at fist contact at 13.000ft, but the plane would still be flying for several minutes before touchdown and you might have forgot, who has a landing clearance and who not.

One example with two aircraft:
LHA123 is just after RTT for LOC DME East approach, and LHA456 at KTI for LOC DME West approach. As LHA123 from the east is lower (RTT is 9500ft) and nearer (15 DME AB) than LOC DME west (FL130 and 18-20 DME AB), it will be first in:
<pre>
LHA123: Innsbruck TWR, gutn Tach, Laipzich Air 123 LOC DME East established.
TWR: Leipzick air 123, servus. Contintue, Wind 230° 4kt, runway in use 26, report AB NDB.
LHA123: will report AB, LHA123.
</pre>
Next is LHA456, who has to slow down (as 3-5nm is not enough separation). Anyway, for LOC DME West approach aircraft should prepare their aircraft at KTI for landing: Speed down, flaps down, and they might need speedbrakes up. It is a good precaution to tell this to pilots: West approach is steep and many aircraft get too fast and are in too early. The only way out would be a go-around to RTT. Caution if you order speed down: There might be an aircraft behind - yu might need to check with APP.
<pre>
LHA456: Innsbruck TWR, hallo, LHA456 LOC DME West established FL130.
TWR: LHA456, servus, continue, wind 230°4kt, runway in use 26, reduce to landing speed, report AB NDB.
LHA456: Reducing to landing speed, will report AB, LHA456.
</pre>
Now LHA123 is near AB and sees the runway. He gets and clearance to land, plus traffic info, as the other acft is roughly 5-7nm away, head-on and above:
<pre>LHA123: LHA123, AB.
TWR: LHA123, traffic info: Approaching company airline on LOC DME West at 12 o'clock, 7000ft. Wind 230°4kt, rwy26 cleared to land.
LHA123: Traffic in sight, rwy26 cleared to land, LHA123.
</pre>
As LHA123 is away from AB, LHA456 gets clearance further on into final, plus traffic info, and after reporting final, clearance to land. If there is no traffic around, TWR could clear him to land at once (Strictly speaking, both aircraft could meet at AB, as LOC DME West approach should be about 700ft higher. But it's close and you will have problems with lateral separation at final anyway. If you produced such a problem, you could order LHA456 circling 08 at landing speed and hope that LHA123 vacates quickly). Most likely, LHA123 is still busy vacating the runway, so landing clearance is not possible yet:
<pre>
TWR: LHA456, approaching company acft on LOC DME west 6000ft at your 12 o'clock position. After AB continue visual circling rwy26, report final.
LHA456: Wilco, traffic in sight, LHA456.
LHA456: LHA456 on final 26, runway in sight.
TWR: LHA456, wind 230°4kt, rwy26 cleared to land.</pre>

===Tricky conflict situations===
==== Arriving/departing too close ====
'''Sometimes, aircraft come too close to each other, departing from 08 and arriving LOC DME East''' (mostly because aircraft climb out fast-and-low). What can you do?

* Giving the arriving aircraft go-around most likely increases your trouble: flight paths cross.

* You could order the departing aircraft max rate of climb. This helps, if the pilot really does it, and if it's not a whale (747 or so). If it doesn't, you are still in trouble.

* You can order the departing aircraft visual climbout down the valley with max altitude well below the glidepath. Expect some funny reactions when you attempt to change a MD81 to visual.

* Most elegant solution: Separate both aircraft visually. To do this, ask the landing aircraft if he is able to perform visual landing left of the localizer. If yes, then clear him visual approach left side of the localizer and give traffic information. Then, clear the departing aircraft visual climbout left side of the valley and give traffic information. It may be a scary moment if two A320 pass in mid-air in the narrow valley, but it is legal.

It could sound like this, assume that DLH1 is departing and AUA2 is arriving:

LOWI_TWR: AUA 2, are you able for visual approach left of the localizer?
AUA2: Affirm able for visual approach left.
LOWI_TWR: AUA, cleared for visual approach left of the localizer, traffic information: departing A320 at your 1 o'clock position, passing right, confirm in sight.
AUA2: visual approach, traffic in sight, AUA2.
LOWI_TWR: Lufthansa 1, cleared visual departure left side of the valley, traffic information: arriving B737 passing right, confirm in sight.
DLH2: visual departure left side, traffic in sight, DLH2.

==== Departing aircraft are too slow lining up ====
'''Sometimes, departing aircraft are too slow lining up and backtracking for takeoff.''' This will result in arriving aircraft on an occupied runway. What can you do with an approaching aircraft?
* You instruct departing aircraft to hold position and instruct arriving traffic to go around. But go-around in LOWI is very long and time-consuming: Aircraft have to climb all the way to RTT and back.
* Most elegant solution: If the pilot is able for visual manoever, you can offer him to circle visually and re-enter final. Once the aircraft is on downwind, quickly push departing aircraft out. That could sound like this:

LOWI_TWR: DLH1, hold position, say again: hold position, acknowledge.
DLH1: Holding position, DLH1.
LOWI_TWR: AUA2, go-around, say again: go around, or alternatively visual left traffic pattern, report intentions.
AUA2: Requesting visual traffic pattern, AUA2.
LOWI_TWR: AUA2, cleared visual left hand pattern at 3500ft or above, report ready for base turn over AB,
(after AUA2 is away over the airport:)
LOWI_TWR: DLH1, cleared for immediate takeoff, expedite.

This manoever works with 26-only and 08-only, just the other way around.

==== Aircraft meeting at AB NDB ====
Absam NDB is the focal point for almost every approach and departure - things can get really nasty there.

It could either happen, that two aircraft from LOC DME East and West meet head-on at AB NDB, or that a go-around from 08 kisses an arriving aircraft from LOC DME West. Both are really difficult situations which they cannot resolve on themselves, as TCAS might advise them to something that terrain won't allow (and TCAS is first, ATC is next). What can you do? First, you have to bear in mind, that any solution might cause the next problem (and you have a chain of problems to fix). Second: These are the options.

* Clear the LOC DME West arrival to level off at 6000ft. The LOC DME East arriving will pass well below. There is still room to descend while turning into final. Anyway, you might need to clear the LOC DME East for rwy26 and the West for rwy08 for separation.

* If you notice the problem early: Make one aircraft reduce to landing speed - better the East arrival, as the West descent is steep. Bear in mind that this might mess up arrival sequence behind.

* If a go-around gets in the way of an arriving LOC DME West: Separate laterally by clearing the go-around at 5000ft until AB NDB and the arriving at 6000ft. Bear in mind that restricting the go-around in altitude might make the next mess with following arrivals on LOC DME East.

Bear in mind: These are really tricky manoevers. You need experienced pilots and controllers to do it.

==Go-arounds==
* Go-around rwy 26 is a steep left turn and climbout to RTT.
* Go-around rwy 08 is a straight climbout to RTT.
* Go-around of RNAV 0.3 RNP arrival rwy26 is along waypoints into the upper Inn valley where the aircraft does a steep left turn and returns the approach path to RTT - Nobody flies this.
Go-arounds go all the way back to RTT - that takes a lot of time and could mess up the next arriving aircraft. If there are other landing aircraft on LOC DME East, '''max rate of climb is necessary'''. Some pilots don't do this and must be reminded.

To smart pilots, you can offer a '''visual circuit''', leading them back to final via AB, see the section above.

==Departure==
All departures are cleared FL160. When things are busy, you might need to decide on short notice if a pilot flies out 08 or 26, as some can only arrive 26 (and departing need to take 26 for spacing), and some can only depart 08 (and vice versa), and then Mirza comes along and ultimately wants to land circling 08 (:-). Controllers' delight are pilots who are able to change SID and approach at short notice. Controllers' headache are the others - in doubt, they have to wait on ground.

=== ''NEW'' Flight plan clearances ===
There is (almost) nothing special on flight plan clearances (which are done by TWR, there is no DEL in Innsbruck), except:

* If you clear a '''special performance SID''' (RTT1W, KPT1Z, RTT2Z, RTT1Y, RTT1X), you have to ask if the pilot (and his/her plane) is able to fly it. There are two reasons for an "unable": Not enough climb rate and no RNP0.3 equipment. If the pilot is unable, clear an alternative (RTT1W & RTT2Z->RTT2J, KPT1Z->ADILO1J, RTT1Y & RTT1X->RTT2H).

* '''Visual departures''': put a note in the text field so that Approach knows, where he/she is up to. You might want to coordinate with APP before. Generally, all special departures are on pilot's request.

* Be careful on the '''initial climb altitude''': Standard clearance is FL160. If an aircraft has a lower RFL, then this makes no sense, but take care: There are mountains around and you need to clear to the minimum safe altitude - if the RFL is too low, then you have to amend the flight plan to the next suitable FL. What is the minimum safe altitude and the matching FL? You have to calculate:

# KPT departures have MSA 11.500ft. You have to add the safety distance (like you calculate TA and TL according to QNH: add 0 to 3000ft) and then take the next matching flight level. Example: For QNH 1019, it is: 11.500ft+1000ft=12.500ft. The next matching flight level (to the west: even) is FL140.

# ADILO departures have MSA 13.000ft, and you have to calculate accordingly. For QNH 1019, it is: 13.000ft+1000ft=14.000ft -> FL140.

# All departures east via RTT have the standard 11.000ft TA. Add the safety distance and you have the miminum RFL. For a flight to LOWS at QNH 1019, you take: 11.000ft+1.000ft=12.000ft -> FL130 (east=odd).

For information on TA and TL, see the [[Transition_Altitude_and_Level]] glossary !

=== Departure Rwy 08 ===
08 is the "easy" way out, but don't expect it to be easy for controllers, as the SIDs can conflict with LOC DME East approach. If you don't have inbound traffic, the standard departure routes are fine. If you have, there are alternatives.

====Standard departure routes 08 ====
'''RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J''' all have the same pattern: out on runway heading, following the 067° OEJ in- and 065° outbound radial until 9.500ft, then a turn onto their next waypoint. If they are too low at RTT, they must fly by RTT to the right and then do a left turn back to RTT. APP will (and should) issue a direct order when the aircraft is clear of peaks.

'''Danger''': All this SIDs conflict with LOC DME East approach, as climb rates are too low for vertical separation. If you have a LOC DME East inbound aircraft, then you must issue "max rate of climb" (and hope that aircraft can and pilots do), or reclear to RTT1W departure: It has a steeper climb rate and approach paths don't overlap - they just cross at approx. 7DME OEJ.

Also, some pilots don't have OEJ (which is not part of the Standard MSFS scenery), and they most likely fly anything to RTT.

Heaven knows what RTT2Z is really here for - it is identical to RTT2J. Any ideas? Please let me know.

==== Special SIDs 08 ====
* RTT1W is a rocket departure: similar to RTT2J, but a steep climb rate (8.2%min.) and passes LOC DME East - first to the south, and then above. Aircraft should have 5.000ft at AB (just about enough to separate from LOC DME East, coming in at 4.300ft). If pilots don't climb enough, you are doomed.

* ADILO1J: ADILO1J has a steep right turn after OEJ and needs a double climb rate than the "standard" SID via RTT. As precaution, TWR should check with the pilot if able.

* KPT1Z has a higher rate of climb - pilots have to confirm.

==== Visual climbout 08 ====
* Sometimes you notice too late that a departing jet darts out at 250kt and too low climb rate, AND you have a LOC DME east inbound aircraft. What can you do? separate them visually left-around. Let the departing aircraft fly out on the left (northern) side and let the arriving aircraft continue on the LOC, which is on the southern side. See the "tricky conflict situation" section above for details.

=== Departure Rwy 26 ===
==== Standard SIDs 26 ====
* RWY 26->RTT: RTT2H, OBEDI2H, RASTA3H, UNKEN1H, KOGOL2H have a common pattern: Max rate of climb on runway heading, a slight visual right and a steep visual left onto the 67° inbound and 65° outbound LOC OEJ. Expect pilots not to find OEJ (not part of the standard MSFS scenery) and fly out visually. If you have inbound traffic on LOC DME East, minimum climb rate is too low - use the special performance SIDs or order "max rate of climb".

* ADILO1H has the visual circle left '''and''' a steep right turn after OEJ and needs a higher climb rate than the "standard" SID via RTT (6.5%). Aircraft should have enough altitude above AB NDB (5.000ft) to separate from LOC DME East approach, but you never know.

==== Special SIDs 26 ====

* RTT1Y is the max-rate-of-climb-alternative for the standard SIDs, if you have inbound traffic on LOC DME East. Aircraft must climb 5.4% or more and are clear of arriving traffic at AB NDB. The SID also passes AB slightly south and then crosses the approach part to the north (but not enough for IFR separation).

* RWY26 RNAV 0.3: Only for equipped aircraft. This route flies up the Inn valley along waypoints, turns around and flies back to WI001=RTT. In practice, aircraft fly this route with max rate of climb until clear of peaks and then a direct routing - the rest of the route is backup if anything goes wrong. On pilot's request only.
* Based on this RWY26 dep is the '''MOGTI 1x''' departure, which requires the same equipment and special performance.

* There is a new '''MOGTI1H''' departure (GNSS). Aircraft fly visually up the Inn valley and at WI802 then turn to MOGTI. Nice departure to the west, as these aircraft are away quickly. This departure is only on the Austrocontrol charts yet. The patch for the .ese file at the beginning of this page covers it too.

* Some pilots come along with the departure to ELMEM ('''ELMEM1H'''). The departure is similar to the MOGTI1H, but continues at WI802 to ELMEM and was only in use for around 1Q 13.

===Visual===
* RWY 26 visual: Aircraft fly up the Inn valley until clear of peaks and then directly to their next waypoint. This departure often "happens": Pilots head for ADILO or KPT and forget that they have to turn twice. Instead of reminding them (then they turn too late and smash the mountain below KTI), you can reclear them "visual climbout west" to avoid even more trouble (controllers' benefit: They are out of the way then!)

===Common mistakes by pilots===
*To RTT, many pilots tend to depart fast-and-low instead of slow-and-high. If you have arriving traffic at LOC DME East, then remind pilots (2, 3 times) of a max rate of climb. If they have 5.000ft at AB NDB, they climb enough.

*On rwy26 departures, some pilots turn right instead of left, doing a [http://de.wikipedia.org/wiki/Controlled_flight_into_terrain CFIT] into the Martinswand; the reason is that the left turn is slightly more than 180° and many autopilots (like the x-plane standard AP) turn the shorter side. In reality, a pilot with activated autopilot at that stage ends in a coffin or in jail. IF pilots fly out somehow strangely, it is a good idea to confirm "visual climbout west", as vectoring usually worsens the situation.

*Some pilots do not understand that ADILO1H has a left turn towards OEJ and a right turn towards INN and end up with visual climbout. Not your problem unless you have VFR traffic in the W or N corner.

==Föhn procedures==
"Föhn" procedures are at pilot's request. Rarely used at VATSIM, as simulators can't simulate the strong (5-20kt) and gusty (20-40kt) winds. Local pilots like to do it for fun, so you should know it. The wind situation at Föhn is tricky: Wind breaks in through the Brenner valley from the South and (with escalating Foehn) drifting down the northern slope, dividing over Innsbruck to the West AND the East. As the airport is west of the city, local winds at the airport are from calm to easterly, where everything a bit higher up is full of gust and windshear. People will need vomit bags and pilots need good nerves.

Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive through the turbulence for base and final rwy08.

*'''Departures''' drift to the northern slope, where pilots climb in the least turbulent air.

* ADILO departures also climb on the northern slope and turn westwards above the turbulent area.

* KPT departures are not recommended, as this SID turns very early = low in the middle of turbulence and passengers might feel like in a washing machine.

==Spacing==
The best thrill of the Innsbruck TWR controller is spacing. As Innsbruck has few and narrow approaches and backtracks on runways, spacing is well beyond other airports. As a rule of thumb, the following spacings are "conservative guesses" - you will most likely be on the safe side If you have the balls (and pilots can fly), you can shorten ist on your own risk :-)

* '''arriving before arriving (same runway):''' 7nm (reason: you may need backtrack, if aircraft overshoot the exit). You could shorten to 3-4nm, if the aircraft is able for a short landing without backtrack (issue go-around when the first aircraft overshoots the exit).

* '''departing before arriving (same runway):''' 7nm (reason: you need backtrack of departing aircraft). Make sure the pilot is at the holding point and ready to roll before issuing lineup clearances - 10 seconds make a difference. You can shorten to 4nm, if departing aircraft is able for intersection takeoff.

* '''departing 26 before arriving rwy08:''' Arriving acft should be before AB NDB when departing aircraft takes off, and departing aircraft should have maximum rate of climb (they turn head-on, and departing aircraft should have 700ft more altitude!). Exception: If departure 26 is visual climb-out or RTT1X (departing aircraft flies up the valley and won't turn left).

* '''departing 08 before arriving 26:''' Arriving acft should have D18 OEV (=just reported LOC DME established), departing aircraft should have maximum rate of climb.

* '''departing 08 before arriving 08:''' For takeoff clearance, Arriving aircraft should be '''after''' AB NDB turning into downwind or '''before D18 OEV''' to avoid conflict.

* '''arriving 26 before arriving 08:''' As the east-08 flies a visual circle, 5nm will fit.

* '''arriving 08 before arriving 26:''' Well, if you really want to smash two aircraft in the middle of the runway.

* '''Merging West and East approach:''' Both approaches meet at AB NDB, with West at 5000ft and East at 4460ft. This is neither enough vertical nor horizontal separation. Consider merging traffic with enough (7nm) horizontal separation over AB NDB. You could shorten this to 3nm separation, if the first plane ist LOC DME East and you clear him into 26 and the second ist LOC DME west and you clear him circling 08. You must be very fit if the LOC DME East aircraft does a last-second-go-around: The planes will meet head-on on downwind, and you have to separate them visually (both to their left) in seconds.

Do not hesitate to give speed orders if necessary, and if it does not mess up arrival sequence.

===Reduced runway separation===
None, as the risk is too high that an arriving aircraft overshoots the exit and needs a backtrack while the next aircraft lands and might do the same.

==Radio Communication Failures for IFR==
In real life, there are no predefined RCF procedures for Innsbruck for a good reason: In a narrow valley with lots of VFR and IFR traffic, this could have dangerous consequences if a big bird flies around without contact. There are company-specific rules negotiated between airline and Austrocontrol. As a rule-of-thumb, expect:

*With RCF before approach clearance and handover to TWR: divert to a different airport.
*RCF after approach clearance and handover to TWR: land - TWR should clear the way. Check, if the aircraft has received the runway to expect - if not: Where will it land?

There are no published RCF procedures on VATSIM charts, so expect pilots do what they want and expect the unexpected - most probably they will fly the approach they have been cleared or (if there was no clearance yet) they have filed (KTI or RTT). Most appropriate behaviour of controllers would be to clear the way. In real life, aircraft call in by mobile phone.

=Handoff=
== Handoff TWR->APP==
Handoff from TWR to APP is best, whenever departing aircraft are conflict-free. It makes sense to have conflicting aircraft on the same frequency. Consider the example of an arriving LOC DME East (with APP) and a departing rwy08. They fly head-on. Either TWR gives the aircraft to APP (and APP monitors the possible conflict), or TWR waits for APP to receive the arriving aircraft (and TWR clears the conflict). Teamspeak is very handy at that situation.

Handoff is somehow tricky, if not all stations are online, because there are delegations. The hierarchy for handoffs is as follows:

=== Departure ===
Departures are straightforward, if Austrian upstream stations are online. If not, then handoff is tricky, as airspace above LOWI_APP is delegated to Munich. Therefore, handoff is handled in the following order:

|---------------------------------------------------------------------|
| 0. LOWI_TWR 120.10 |
|---------------------------------------------------------------------|
| 1. LOWI_APP 119.27 |
|---------------------------------------------------------------------|
| 2. LOVV-CTR 134.35 |
|---------------------------------------------------------------------|
| 3. to UNICOM and above FL160 ... | UNICOM for all SID to |
|-------------------------------------------| LS, LO and LI airspaces |
| 3a. EDMM-K-CTR 124.05 | EDDM-C-CTR 133,67 | |
| (Kempten) | (Chiem) | |
| (ADILO-MOGDI, KPT)| (for KOGOL, UNKEN)| |
| --------------------| |
| 3b. (all to EDDM-K-CTR if C-CTR offline) | |
|-------------------------------------------| |
| 3c. EDDM-R-CTR 132.550 (Roding) | |
| 3d. EDDM-A-CTR 129.100 (Allersberg) | |
|-------------------------------------------| |
| |
|---------------------------------------------------------------------|

Departures to EDDM airport (usually with a FL below 160) are eclectic: Sometimes, Munich Approach takes them, sometimes not - enquire with partner controller, if online.

===Arrivals===
If no LOWI_APP and no LOVV_CTR is present, then aircraft are cleared by München FIR:

TULSI arrivals are cleared at FL150 until TULSI, further released for descent at FL130 (they fly to RTT).
DCT ALGOI arrivals are cleared FL180, further released for descent to FL150 (they fly KTI).

The point to pick pilots up for LOWW_TWR is when established on the LOCs. If they call earlier (which they regularly do), then tell them to continue at their discretion and call back when established:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, you are still outside my airspace, continue at your discretion and report when established on the localizer.

(you can be nice and add: "for your information: this means leaving RTT at 10.000ft with heading 210 ....")

''(This reflects the [http://forum.vacc-austria.org/viewtopic.php?f=7&t=4649 LoA München FIR/Wien FIR from 1.11.2012])''

==Handoff to APP->TWR==
whenever LOC is established.

=APP issues=
...still to come! Who is licensed as APP controller to fill this gap?
==Holding patterns and spacing==
== Handoffs ==

=Coordination APP-TWR=
Coordination with TWR in Innsbruck is more important than on any other airport in Austria, because runway decision is tower (and might change on short notice), but has major consequences for arrival spacing. So you should do the following:
*TWR needs to tell APP default arrival runway so that APP can adjust spacing.
*APP needs to ask for exceptions (if pilots request the other runway and the like)
*TWR needs to tell all exceptions (other than default departure runway, visual climbouts etc.)
*It is a good idea that APP tells TWR if west approaches come in.

A good help is if the two stations listen to the other's radio (Euroscope: Listen to frequency, and hardware setup: output line 2 to a different speaker), then most coordination problems never occur.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. However, we have METAR to have a guess on the weather out there and can follow these conditions.

For Innsbruck, there are no LVP (low visibility procedures) as such. There are minima which are relevant first to the pilot, second to Tower controller.

== VFR flight ==
In real life, there are no special rules for VFR flight, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:
* up to 10.000ft 5km, above that 8km flight visibility AND
* free of clouds.

TWR can issue a warning at entry clearance that weather is below VMC, if METAR suggests that:

LOWI_TWR: OE-LBN, weather information: flight visibility probably below VMC: visibility 4km, broken clouds with base at 3500ft.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR. Tower may offer the RNP 0.3 departure instead, or issue a warning

LOWI_TWR: Speedbird xxx, ground visibility is 1.400m, that is below IMC, are you able for RNP 0.3 RNAV departure runway 26?
BAAxxx: Negative, Speedbird xxx, we continue with present clearance.
LOWI_TWR: Speedbird xxx, in this case: go ahead with present clearance, wind calm, runway 26 cleared for takeoff.

LOWI_TWR: Speedbird xxx, RVR 700m, ceiling at 4000ft, above that CAVOK, wind calm, rwy26 cleared for takeoff.

LOWI Primer

2013-05-23T11:28:39Z

Hermann Plunser: /* Standard SIDs 26 */

=About this Document=

This document is intended as training and reference material for controlling Innsbruck Airport (LOWI). It covers the stations LOWI_TWR and LOWI_APP. This page is work in progress. Currently the TWR section is in progress. Stay tuned for APP. If you are controller: Feel free to discuss and edit.

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

AIRAC status is 1302 from january 2013.

Speaking of AIRACs: The last really correct sectorfile was 1213, but it lacks the ELMEM arrivals and departures. 1302 and later lack a dozen of (other!) SIDs, you have to patch the .ese file to make it work. Place the following code to the LOWI SIDs (look for RTT2X and paste it there):

SID:LOWI:08:RTT2Z:RW08 AB D0OEJ D0OEJ RTT
SID:LOWI:26:ADIL1H:RW26 RUM AB D0OEJ INN ADILO
SID:LOWI:26:KOGO2H:RUM D0OEJ RW26 AB RTT KOGOL D0OEJ
SID:LOWI:26:OBED2H:RW26 RUM AB D0OEJ D0OEJ RTT OBEDI
SID:LOWI:26:RAST3H:RUM RW26 AB D0OEJ D0OEJ RTT RASTA
SID:LOWI:26:RTT1Y:RW26 AB OEV13 RTT
SID:LOWI:26:RTT2H:RW26 RUM AB D0OEJ D0OEJ RTT
SID:LOWI:26:UNKE1H:RW26 D0OEJ RUM AB UNKEN RTT D0OEJ
SID:LOWI:26:MOGT1H:WI505 WI506 WI507 WI802 MOGTI

SID:LOWS:15:NEMAL1V:D099L NEMAL
SID:LOWS:15:PEREX3V:SI SBG D144L D144T PEREX
SID:LOWS:15:SIMBA6V:D099L SIMBA
SID:LOWS:15:TITIG2V:SI R226 TITIG
SID:LOWS:15:TRAUN7V:SI R226 TRAUN
SID:LOWS:15:LNZ6V:SI D099L LNZ

For convenience, the missing code for departures in LOWS (Salzburg) is there too - 6 departures must be patched.

This also means that there are some pilots with younger AIRAC cycles not able to fly the most basic departure routes. You could counter their unavailability by pointing out the charts: Most missing departures are non-RNAV - pilots could and should fly them by hand and radio navigation.

=General=
==Location==
Innsbruck is one of the most thrilling airports to fly from and to, for various reasons:
*It is deep in the Inn valley, surrounded by mountains as high as 8000ft (to the north) and >10000ft (to the south and West). This means that approach is particularly long, and flying is limited to a narrow corridor. Turns within the valley need to be done with minimum speed and maximum bank to avoid rock.
* The runway is somehow not in line with the valley, so approach and takeoff is not straight-in-or-out. Instead, the last part of approach and the first part of departure is visual only.
*LOWI has peculiar wind conditions - "Föhn". This is a very strong and gusty southerly wind. Under these conditions, aircraft usually perform a "special Föhn" departure and arrival to avoid vomiting passengers and heart attacks. At VATSIM, these conditions cannot be simulated, but some local pilots love to fly it.
* The runway has no complete adjacent taxiways for entering and exiting - Departing (and sometimes arriving) aircraft need to backtrack on either side, which takes time and makes Tower controlling a real thrill.
* X-Plane 9 has LOWI as (nice) standard scenery, which provokes many X-Plane newbies to try out their skills here - thrilling experience for controllers, to be polite.

==Airspaces around LOWI==
As Innsbruck is deeply buried in "the canyon",
*CTR (for TWR) reaches up to A9000ft (mark: actual altitude, not FL). If no higher ATC is available, then Innsbruck Tower controls up to A11000ft).
*Also, TWR takes care of three adjacent SRA: Innsbruck I (west), Innsbruck II (east) and Innsbruck III (south). TWR competence reaches from SRA bottom (6000ft for Innsbruck 1, 8500ft for Innsbruck II, 7000ft for Innsbruck III, but at least 1000ft GND in all 3 cases) to 9000ft - above is APP. VFR route points are mandatory reporting points (full triangle, except Golf) and TWR shall be contacted 3 min '''before''' reaching the initial entry point (M1, N1, W1, Brenner), even if those points being located outside the CTR.
*APP airspace (Area Tirol) reaches up to FL165. The airspace above is delegated to EDMM.

==What that means for controlling Innsbruck==
* Approach and go-arounds are especially long - a go-around adds up to 15min to flight time - more, if there is a holding to queue through.
* For LOWI_APP, the thrilling thing is to judge distances and speed far in advance: Decisions to merge different approaches (LOC DME East, West and ELMEM) are made some 5 minutes before planes actually meet, with little room for manoevre once the decision is made.
* For LOWI_TWR, there are many thrilling things: 1) you have tasks to do which other airports have a director for: final approach sequencing. You have to slow aircraft or speed them up, issue altitude restrictions and more (you won't give them headings - too much rock around, but rather orografic directions based on terrain). 2) Your task on top is to manage the merger of different approaches with VFR and more. 3) You even have to manage go-arounds, as they regularly get in conflict with your arrivals. 4) You don't have DEL or GND - you do it all. It's really fun to do!

==Airport==
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
===Apron===
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it - clarifiaction ("heliport in front of hangar II") is recommended Otherwise Copters are parked like planes (depending on size) at the main apron.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too.
*Apron, hangar and LOJO is not under TWR control. Therefore, you treat it as any space within CTR. you tell QNH, wind and "takeoff/landing at own discretion", as long as they don't interfere with runway or taxis.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, "taxi to stand of your choice" is best, maybe added by "in the western part of the apron" - for some mysterious reason many aircraft tend to log on in front of the tower in the eastern part.

===Holding points===
*A on the taxiway A towards rwy 08
*B1 (facing east before turning into B) and B2 (facing west, before turning into B). They are not shown on the VACC charts and not included in FS or X-Plane standard scenery, but included inGiannis LOWI scenery for MSFS. Don't expect pilots to find it. "Holding point B" works perfectly.
*L holding point is relevant for the GAC parking.

===Runway and around===
*Runways 08 and 26 both have turnpads. Some pilots report "runway vacated" when standing on it, so be aware.
*North of the runway is taxiway Y which is grass and for light aircraft and gliders only. Some pilots think it smart to use it if they miss taxiway A to vacate, or the adjacent "Schleppweg" (glider tow track) with 767's and are a bit surprised.
*About 1,5nm final rwy 26 is the rooftop helipad of the hospital (LOIU). This is not part of the MSFS or X-Plane standard scenery. If the helipad is occupied, inform arriving aircraft about a "floating" heli: "traffic information: stationary helicopter at the hospital helipad at 1.5nm final".

===Runway configurations===
Be aware that a few factors restrict runway configurations, mainly: position in the valley and pilots' ability.

*'''Easiest config is outbound 08 / inbound 26.''' (Almost) all pilots can handle this. But this is an opposite configuration. In this case, outbound taxi is via A, and backtrack is only granted as long as arriving traffic is above RTT. Always instruct maximum rate of climb. This is the least efficient configuration - only at low traffic.
:*Once this configuration gets crowded, you can only speed up lineup by 1) clearing departing traffic to A, 2) order arriving traffic short landing and hold on the runway short of A, and if this works out: 3) order departing to lineup and backtrack 08 and 4) order arriving to taxi via A to the apron.
:*If short landing does not work out, the arriving has to taxi all the way back to B while the departing lines up and backtracks. You can ONLY do this, if the approach sequence is free from RTT to final - outbound aircraft need the airspace.
'''
* '''Best high traffic situation is 26 only.''' Departing aircraft taxi via B and circle (with max rate of climb) and reach AB with 6000ft or more. With this, vertical separation is guaranteed and you can get aircraft in and out fast. Bear in mind that you need at least 5nm arriving distance in case a landing aircraft overshoots A. You need at least 7nm arriving distance to get an aircraft off the ground (backtrack and takeoff).
:*The most common mistake is to forget a LOC DME West arrival which kisses the departing aircraft in mid-air. Also, you won't allow ELMEM arrivals (they go to 08 only).

* '''Föhn config is 08 only.''' Arriving aircraft must be able to circle. You need at least 10nm arriving distance to bring an aircraft out.
:*'''High traffic trick:''' Best procedure is to issue backtrack 08 early, and at the moment the arriving aircraft is turning left at AB for circling, takeoff clearance is given (and the next arrival must be 10nm before AB to provide vertical separation).

* '''High End config''' is "as it comes": Use 26 and 08 as it fits, instruct pilots "on the fly" to change arrival runways and the like. Usually it is less efficient than 26only, but much more fun.

=VFR Traffic=
[[Image:LOWI_VFR.jpg|300px|thumb|right|LOWI VFR routes old and new]]

(see the VFR chart, which is - hooray! courtesy of AustroControl and free for VACC users: it's [http://charts.vacc-austria.org/LOWI/LOWI_VFR_VFR%20Chart_15082012.pdf here]).
'''Important: There are new routes as of March 8th, 2012. Expect pilots turn up with charts of either generation, so we recommend: Try the new charts right away and see if the pilot knows what you mean. If he doesn't, the following changes apply:
*M1 is the old E1
*old E2 is omitted
*M2 is old L2
*M3 is old L3
*old A is omitted
*The eastern arrival route (new: M1-M2-M3) is old: E1-L2-L3.
*Approaching from F, the old arrival route L (L1-L2-L3) is now F-M2-M3, but beware: F-M2 is close to the LOC DME east, as VFR pilots need to climb to 7500ft.
*West: G and I are new, so you might avoid it.
See this graph with the new chart and its changes from the old. If you look for the old chart for historical purposes, it's still [[http://www.traunsee-airline.at/airline/index.php?option=com_docman&task=doc_download&gid=16&Itemid=33 here]].

==Radio Communication Failure for VFR==
Caution: RCF procedures are not at the VATSIM charts - expect pilots to do what they want (you might tell the pilot via pm what he/she can or should do). In real life for VFR, the following rules apply:
*If RCF occurs before CTR entry clearance, then the pilot has to divert to an airport in uncontrolled airspace.
*If RCF occurs after CTR entry clearance, then the pilot follows this clearance and lands. ([[http://eaip.austrocontrol.at/lo/120406/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf reference]]. If the clearance is until holdings, then in real life aircraft continue to a predetermined position near the airport (for west: north and for east: south) and await light signals (or, in fact: they call in by phone).
* At VATSIM, expect RCF aircraft to do what they want, really... :-)

=IFR Traffic=
==Approach==
Innsbruck has two standard directions to fly in, but "standard" is relative: They are not straight-in and you have to land visually on rwy08 or rwy26 (either approach).

=== Visibility limits ===
Visibility limits are up to pilots. If visibility in the valley is below minimum standards for the approach, it is a courtesy to pilots to warn them, but decision is up to them. If you want to be "as real as it gets" and follow the Austrian AIP, then you could restrict...

* no IFR departure below ground visibility of 1.500m and ceiling below 1.300ft above the ground (which makes about 3.300ft altitude)

* no IFR Special performance departure below RVR 300m.

* There are some more restrictions, but much too complicated for VATSIM. You can look into the [http://eaip.austrocontrol.at/lo/130405/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf Innsbruck AIP, page 2-17f].

=== IFR from the East ===

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right|LOC DME East Approach]]
====LOC DME East approach====
This approach is most popular, but many pilots don't read the charts and surprise both themselves and controllers: It has a glideslope, so many aircraft think it is an ILS and discover their mistake some 100ft over ground that they head for the apron and a hangar - funny manoevers happen.
* Minimum visibility is 6 miles, as AB NDB is MAPt.
* Go-around is a challenge: Continue slow and max. rate of climb until D1 OEV, do a steep turn left and back to AB NDB, a 74° climbout until D14 OEV and then a straight RTT into the holding - expect pilots do whatever they can.

====Special LOC DME East approach====
...is the same as the "normal" LOC DME East, but has a lower decision heigt. The special approach is granted on pilot's request, and as the pilot has to monitor decision height, controllers can grant it and ignore the rest.
* MAPt is the outer marker, so minimum visibility should be 4,1 miles or more.

====RNAV 0.3 (RNP) arrival====
This approach is very rare and on pilot request only (as aircraft have to be equipped with GPS with 0.3nm accuracy). The approach is very similar to Special LOC DME East approach.

* This approach leads into rwy 26 only (and might mess up your runway config, if you have 08). Go-around is different - a RNAV turn in the upper Inn valley and return to RTT NDB.

* This arrival is the least to close when visibility declines: 2 miles is enough.

In fact, most virtual accidents happen on go-around. Those who most likely evade the mountains - if they don't hit a fellow airplane - are those who visually climb out the valley.

=== IFR from the West ===

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]
====LOC DME West approach====
A challenge! A steep descent from KTI NDB over the airport to AB Locator at 5000ft, where a tight (visual) right turn leads them into the position of either continuing towards RWY26 or RWY08. Pilots who don't read charts think that this approach directly leads to RWY 08. Some dive for it when they have runway in sight and end up with 300kt on short final.

* This approach has no glideslope (hence LOC). Aircraft have to descend with v/s on and good planning. The descent levels at 5000ft above the outer marker with a few extra miles level flight for landing configuration (as aircraft will likely hit mountains flying the right turn with approach speed).

* '''Caution:''' LOC DME West is not part of standard FS2002 and 2004 (but included in X-Plane 9). It is recommended (to APP) to check in advance, if the pilot is able to do this. Some pilots use the back course of LOC DME east with smashing results.

* This approach is challenging to anyone doing it for the first time. Descent is steep and you need to be at 160kt for the right turn - in fact, you almost need to prepare your aircraft for landing (flaps, gear, speed 160kt) above KTI. If APP wants to be polite, he/she tells them and sends them into the KTI holding until speed is down. If controllers notice aircraft rushing down with more than 250kts, prepare to extend their downwind eastwards or order go-around.

* Go-around is the 08 departure route: 67° inbound OEJ and 65° outbound OEJ, past RTT NDB and a left turn into RTT holding.

* In real life, many pilots request '''"visual" before KTI''', when they see the Inn valley is clear of fog or clouds and proceeding visually to RWY in use (yes, this may also include a downwind for RWY 26)As ATC, you can clear this on pilots request if it fits you.

* Visibility has to be extensive: LOC DME West is for cloud-breaking purpose only: cloud base must be more than 5000ft and visibility depends on aircraft category: 3km for A and B, 5km for C and D.

'''Special LOC DME West approach''' has been omitted by july 2011. Use standard LOC DME West approach.

==== RNAV 08 GNSS via ELMEM====

Since this "visual" has become the rule for more and more aircraft, there is a '''new RNAV arrival via ELMEM''' covering exactly that, and it's quite thrilling: It starts at ELMEM and descends on GPS waypoints into the valley, and then pilots follow visually the GPS route until they have runway 08 in sight.

* This approach is for cloudbreaking only: ceiling must be above 4100ft and visibility 5km or more.

* Go-around is down the Inn valley via MATF (Missed Approach Transition Fixes): Aircraft are requested to fly fixes to avoid hitting scenic scenery. WI103 is equivalent to the outer marker and WI001 is RTT NDB. Aircraft should fly a teardrop entry (expect 80% not to know what that is).

==Visual Landing==
All approaches meet at AB NDB. From there, there are two ways to the runway (see the visual approach chart):
*rwy26: For east approach, this is almost straight-in. For DME west approach, a steep right hand circle into final.
*rwy08 For DME east approach, aircraft turn left towards INN and then circle right onto final. Aircraft almost need landing speed to turn. For DME west appraoch, aircraft turn right hard (landing speed!) over AB, fly left downwind as DME east approach and then turn right into final.
'''Caution: It is TWR's responsibility to merge traffic arriving at AB NDB!'''

===How to clear approaching aircraft to land===
Approach is long, and many things happen in the meantime. Therefore, we recommend step-by-step clearances:
#Clear all approaching aircraft with a '''reporting point''' which is no later than the MAPt:
:*For LOC DME East and West, this is AB NDB
:*for RNAV West, it's "runway in sight".
:*for RNAV East, it's WI003, the outer marker.
#For rwy26 (and RNAV West to 08), clear to land, if possible (or issue "expect late clearance"). Aircraft should not continue approach if they don't receive any of the two.
#For circling approaches (DME west and DME east->rwy08) clear "visual circling rwy 08, report crosswind", and then clear to land.
This step-by-step clearance helps to stay flexible if the situation changes. You could clear to land at fist contact at 13.000ft, but the plane would still be flying for several minutes before touchdown and you might have forgot, who has a landing clearance and who not.

One example with two aircraft:
LHA123 is just after RTT for LOC DME East approach, and LHA456 at KTI for LOC DME West approach. As LHA123 from the east is lower (RTT is 9500ft) and nearer (15 DME AB) than LOC DME west (FL130 and 18-20 DME AB), it will be first in:
<pre>
LHA123: Innsbruck TWR, gutn Tach, Laipzich Air 123 LOC DME East established.
TWR: Leipzick air 123, servus. Contintue, Wind 230° 4kt, runway in use 26, report AB NDB.
LHA123: will report AB, LHA123.
</pre>
Next is LHA456, who has to slow down (as 3-5nm is not enough separation). Anyway, for LOC DME West approach aircraft should prepare their aircraft at KTI for landing: Speed down, flaps down, and they might need speedbrakes up. It is a good precaution to tell this to pilots: West approach is steep and many aircraft get too fast and are in too early. The only way out would be a go-around to RTT. Caution if you order speed down: There might be an aircraft behind - yu might need to check with APP.
<pre>
LHA456: Innsbruck TWR, hallo, LHA456 LOC DME West established FL130.
TWR: LHA456, servus, continue, wind 230°4kt, runway in use 26, reduce to landing speed, report AB NDB.
LHA456: Reducing to landing speed, will report AB, LHA456.
</pre>
Now LHA123 is near AB and sees the runway. He gets and clearance to land, plus traffic info, as the other acft is roughly 5-7nm away, head-on and above:
<pre>LHA123: LHA123, AB.
TWR: LHA123, traffic info: Approaching company airline on LOC DME West at 12 o'clock, 7000ft. Wind 230°4kt, rwy26 cleared to land.
LHA123: Traffic in sight, rwy26 cleared to land, LHA123.
</pre>
As LHA123 is away from AB, LHA456 gets clearance further on into final, plus traffic info, and after reporting final, clearance to land. If there is no traffic around, TWR could clear him to land at once (Strictly speaking, both aircraft could meet at AB, as LOC DME West approach should be about 700ft higher. But it's close and you will have problems with lateral separation at final anyway. If you produced such a problem, you could order LHA456 circling 08 at landing speed and hope that LHA123 vacates quickly). Most likely, LHA123 is still busy vacating the runway, so landing clearance is not possible yet:
<pre>
TWR: LHA456, approaching company acft on LOC DME west 6000ft at your 12 o'clock position. After AB continue visual circling rwy26, report final.
LHA456: Wilco, traffic in sight, LHA456.
LHA456: LHA456 on final 26, runway in sight.
TWR: LHA456, wind 230°4kt, rwy26 cleared to land.</pre>

===Tricky conflict situations===
==== Arriving/departing too close ====
'''Sometimes, aircraft come too close to each other, departing from 08 and arriving LOC DME East''' (mostly because aircraft climb out fast-and-low). What can you do?

* Giving the arriving aircraft go-around most likely increases your trouble: flight paths cross.

* You could order the departing aircraft max rate of climb. This helps, if the pilot really does it, and if it's not a whale (747 or so). If it doesn't, you are still in trouble.

* You can order the departing aircraft visual climbout down the valley with max altitude well below the glidepath. Expect some funny reactions when you attempt to change a MD81 to visual.

* Most elegant solution: Separate both aircraft visually. To do this, ask the landing aircraft if he is able to perform visual landing left of the localizer. If yes, then clear him visual approach left side of the localizer and give traffic information. Then, clear the departing aircraft visual climbout left side of the valley and give traffic information. It may be a scary moment if two A320 pass in mid-air in the narrow valley, but it is legal.

It could sound like this, assume that DLH1 is departing and AUA2 is arriving:

LOWI_TWR: AUA 2, are you able for visual approach left of the localizer?
AUA2: Affirm able for visual approach left.
LOWI_TWR: AUA, cleared for visual approach left of the localizer, traffic information: departing A320 at your 1 o'clock position, passing right, confirm in sight.
AUA2: visual approach, traffic in sight, AUA2.
LOWI_TWR: Lufthansa 1, cleared visual departure left side of the valley, traffic information: arriving B737 passing right, confirm in sight.
DLH2: visual departure left side, traffic in sight, DLH2.

==== Departing aircraft are too slow lining up ====
'''Sometimes, departing aircraft are too slow lining up and backtracking for takeoff.''' This will result in arriving aircraft on an occupied runway. What can you do with an approaching aircraft?
* You instruct departing aircraft to hold position and instruct arriving traffic to go around. But go-around in LOWI is very long and time-consuming: Aircraft have to climb all the way to RTT and back.
* Most elegant solution: If the pilot is able for visual manoever, you can offer him to circle visually and re-enter final. Once the aircraft is on downwind, quickly push departing aircraft out. That could sound like this:

LOWI_TWR: DLH1, hold position, say again: hold position, acknowledge.
DLH1: Holding position, DLH1.
LOWI_TWR: AUA2, go-around, say again: go around, or alternatively visual left traffic pattern, report intentions.
AUA2: Requesting visual traffic pattern, AUA2.
LOWI_TWR: AUA2, cleared visual left hand pattern at 3500ft or above, report ready for base turn over AB,
(after AUA2 is away over the airport:)
LOWI_TWR: DLH1, cleared for immediate takeoff, expedite.

This manoever works with 26-only and 08-only, just the other way around.

==== Aircraft meeting at AB NDB ====
Absam NDB is the focal point for almost every approach and departure - things can get really nasty there.

It could either happen, that two aircraft from LOC DME East and West meet head-on at AB NDB, or that a go-around from 08 kisses an arriving aircraft from LOC DME West. Both are really difficult situations which they cannot resolve on themselves, as TCAS might advise them to something that terrain won't allow (and TCAS is first, ATC is next). What can you do? First, you have to bear in mind, that any solution might cause the next problem (and you have a chain of problems to fix). Second: These are the options.

* Clear the LOC DME West arrival to level off at 6000ft. The LOC DME East arriving will pass well below. There is still room to descend while turning into final. Anyway, you might need to clear the LOC DME East for rwy26 and the West for rwy08 for separation.

* If you notice the problem early: Make one aircraft reduce to landing speed - better the East arrival, as the West descent is steep. Bear in mind that this might mess up arrival sequence behind.

* If a go-around gets in the way of an arriving LOC DME West: Separate laterally by clearing the go-around at 5000ft until AB NDB and the arriving at 6000ft. Bear in mind that restricting the go-around in altitude might make the next mess with following arrivals on LOC DME East.

Bear in mind: These are really tricky manoevers. You need experienced pilots and controllers to do it.

==Go-arounds==
* Go-around rwy 26 is a steep left turn and climbout to RTT.
* Go-around rwy 08 is a straight climbout to RTT.
* Go-around of RNAV 0.3 RNP arrival rwy26 is along waypoints into the upper Inn valley where the aircraft does a steep left turn and returns the approach path to RTT - Nobody flies this.
Go-arounds go all the way back to RTT - that takes a lot of time and could mess up the next arriving aircraft. If there are other landing aircraft on LOC DME East, '''max rate of climb is necessary'''. Some pilots don't do this and must be reminded.

To smart pilots, you can offer a '''visual circuit''', leading them back to final via AB, see the section above.

==Departure==
All departures are cleared FL160. When things are busy, you might need to decide on short notice if a pilot flies out 08 or 26, as some can only arrive 26 (and departing need to take 26 for spacing), and some can only depart 08 (and vice versa), and then Mirza comes along and ultimately wants to land circling 08 (:-). Controllers' delight are pilots who are able to change SID and approach at short notice. Controllers' headache are the others - in doubt, they have to wait on ground.

=== ''NEW'' Flight plan clearances ===
There is (almost) nothing special on flight plan clearances (which are done by TWR, there is no DEL in Innsbruck), except:

* If you clear a '''special performance SID''' (RTT1W, KPT1Z, RTT2Z, RTT1Y, RTT1X), you have to ask if the pilot (and his/her plane) is able to fly it. There are two reasons for an "unable": Not enough climb rate and no RNP0.3 equipment. If the pilot is unable, clear an alternative (RTT1W & RTT2Z->RTT2J, KPT1Z->ADILO1J, RTT1Y & RTT1X->RTT2H).

* '''Visual departures''': put a note in the text field so that Approach knows, where he/she is up to. You might want to coordinate with APP before. Generally, all special departures are on pilot's request.

* Be careful on the '''initial climb altitude''': Standard clearance is FL160. If an aircraft has a lower RFL, then this makes no sense, but take care: There are mountains around and you need to clear to the minimum safe altitude - if the RFL is too low, then you have to amend the flight plan to the next suitable FL. What is the minimum safe altitude and the matching FL? You have to calculate:

# KPT departures have MSA 11.500ft. You have to add the safety distance (like you calculate TA and TL according to QNH: add 0 to 3000ft) and then take the next matching flight level. Example: For QNH 1019, it is: 11.500ft+1000ft=12.500ft. The next matching flight level (to the west: even) is FL140.

# ADILO departures have MSA 13.000ft, and you have to calculate accordingly. For QNH 1019, it is: 13.000ft+1000ft=14.000ft -> FL140.

# All departures east via RTT have the standard 11.000ft TA. Add the safety distance and you have the miminum RFL. For a flight to LOWS at QNH 1019, you take: 11.000ft+1.000ft=12.000ft -> FL130 (east=odd).

For information on TA and TL, see the [[Transition_Altitude_and_Level]] glossary !

=== Departure Rwy 08 ===
08 is the "easy" way out, but don't expect it to be easy for controllers, as the SIDs can conflict with LOC DME East approach. If you don't have inbound traffic, the standard departure routes are fine. If you have, there are alternatives.

====Standard departure routes 08 ====
'''RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J''' all have the same pattern: out on runway heading, following the 067° OEJ in- and 065° outbound radial until 9.500ft, then a turn onto their next waypoint. If they are too low at RTT, they must fly by RTT to the right and then do a left turn back to RTT. APP will (and should) issue a direct order when the aircraft is clear of peaks.

'''Danger''': All this SIDs conflict with LOC DME East approach, as climb rates are too low for vertical separation. If you have a LOC DME East inbound aircraft, then you must issue "max rate of climb" (and hope that aircraft can and pilots do), or reclear to RTT1W departure: It has a steeper climb rate and approach paths don't overlap - they just cross at approx. 7DME OEJ.

Also, some pilots don't have OEJ (which is not part of the Standard MSFS scenery), and they most likely fly anything to RTT.

Heaven knows what RTT2Z is really here for - it is identical to RTT2J. Any ideas? Please let me know.

==== Special SIDs 08 ====
* RTT1W is a rocket departure: similar to RTT2J, but a steep climb rate (8.2%min.) and passes LOC DME East - first to the south, and then above. Aircraft should have 5.000ft at AB (just about enough to separate from LOC DME East, coming in at 4.300ft). If pilots don't climb enough, you are doomed.

* ADILO1J: ADILO1J has a steep right turn after OEJ and needs a double climb rate than the "standard" SID via RTT. As precaution, TWR should check with the pilot if able.

* KPT1Z has a higher rate of climb - pilots have to confirm.

==== Visual climbout 08 ====
* Sometimes you notice too late that a departing jet darts out at 250kt and too low climb rate, AND you have a LOC DME east inbound aircraft. What can you do? separate them visually left-around. Let the departing aircraft fly out on the left (northern) side and let the arriving aircraft continue on the LOC, which is on the southern side. See the "tricky conflict situation" section above for details.

=== Departure Rwy 26 ===
==== Standard SIDs 26 ====
* RWY 26->RTT: RTT2H, OBEDI2H, RASTA3H, UNKEN1H, KOGOL2H have a common pattern: Max rate of climb on runway heading, a slight visual right and a steep visual left onto the 67° inbound and 65° outbound LOC OEJ. Expect pilots not to find OEJ (not part of the standard MSFS scenery) and fly out visually. If you have inbound traffic on LOC DME East, minimum climb rate is too low - use the special performance SIDs or order "max rate of climb".

* ADILO1H has the visual circle left '''and''' a steep right turn after OEJ and needs a higher climb rate than the "standard" SID via RTT (6.5%). Aircraft should have enough altitude above AB NDB (5.000ft) to separate from LOC DME East approach, but you never know.

==== Special SIDs 26 ====

* RTT1Y is the max-rate-of-climb-alternative for the standard SIDs, if you have inbound traffic on LOC DME East. Aircraft must climb 5.4% or more and are clear of arriving traffic at AB NDB. The SID also passes AB slightly south and then crosses the approach part to the north (but not enough for IFR separation).

* ADILO1H has the visual circle left '''and''' a steep right turn after OEJ and needs a higher climb rate than the "standard" SID via RTT (6.5%). Aircraft should have enough altitude above AB NDB (5.000ft) to separate from LOC DME East approach, but you never know.

* RWY26 RNAV 0.3: Only for equipped aircraft. This route flies up the Inn valley along waypoints, turns around and flies back to WI001=RTT. In practice, aircraft fly this route with max rate of climb until clear of peaks and then a direct routing - the rest of the route is backup if anything goes wrong. On pilot's request only.
* Based on this RWY26 dep is the '''MOGTI 1x''' departure, which requires the same equipment and special performance.

* There is a new '''MOGTI1H''' departure (GNSS). Aircraft fly visually up the Inn valley and at WI802 then turn to MOGTI. Nice departure to the west, as these aircraft are away quickly. This departure is only on the Austrocontrol charts yet. The patch for the .ese file at the beginning of this page covers it too.

* Some pilots come along with the departure to ELMEM ('''ELMEM1H'''). The departure is similar to the MOGTI1H, but continues at WI802 to ELMEM and was only in use for around 1Q 13.

===Visual===
* RWY 26 visual: Aircraft fly up the Inn valley until clear of peaks and then directly to their next waypoint. This departure often "happens": Pilots head for ADILO or KPT and forget that they have to turn twice. Instead of reminding them (then they turn too late and smash the mountain below KTI), you can reclear them "visual climbout west" to avoid even more trouble (controllers' benefit: They are out of the way then!)

===Common mistakes by pilots===
*To RTT, many pilots tend to depart fast-and-low instead of slow-and-high. If you have arriving traffic at LOC DME East, then remind pilots (2, 3 times) of a max rate of climb. If they have 5.000ft at AB NDB, they climb enough.

*On rwy26 departures, some pilots turn right instead of left, doing a [http://de.wikipedia.org/wiki/Controlled_flight_into_terrain CFIT] into the Martinswand; the reason is that the left turn is slightly more than 180° and many autopilots (like the x-plane standard AP) turn the shorter side. In reality, a pilot with activated autopilot at that stage ends in a coffin or in jail. IF pilots fly out somehow strangely, it is a good idea to confirm "visual climbout west", as vectoring usually worsens the situation.

*Some pilots do not understand that ADILO1H has a left turn towards OEJ and a right turn towards INN and end up with visual climbout. Not your problem unless you have VFR traffic in the W or N corner.

==Föhn procedures==
"Föhn" procedures are at pilot's request. Rarely used at VATSIM, as simulators can't simulate the strong (5-20kt) and gusty (20-40kt) winds. Local pilots like to do it for fun, so you should know it. The wind situation at Föhn is tricky: Wind breaks in through the Brenner valley from the South and (with escalating Foehn) drifting down the northern slope, dividing over Innsbruck to the West AND the East. As the airport is west of the city, local winds at the airport are from calm to easterly, where everything a bit higher up is full of gust and windshear. People will need vomit bags and pilots need good nerves.

Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive through the turbulence for base and final rwy08.

*'''Departures''' drift to the northern slope, where pilots climb in the least turbulent air.

* ADILO departures also climb on the northern slope and turn westwards above the turbulent area.

* KPT departures are not recommended, as this SID turns very early = low in the middle of turbulence and passengers might feel like in a washing machine.

==Spacing==
The best thrill of the Innsbruck TWR controller is spacing. As Innsbruck has few and narrow approaches and backtracks on runways, spacing is well beyond other airports. As a rule of thumb, the following spacings are "conservative guesses" - you will most likely be on the safe side If you have the balls (and pilots can fly), you can shorten ist on your own risk :-)

* '''arriving before arriving (same runway):''' 7nm (reason: you may need backtrack, if aircraft overshoot the exit). You could shorten to 3-4nm, if the aircraft is able for a short landing without backtrack (issue go-around when the first aircraft overshoots the exit).

* '''departing before arriving (same runway):''' 7nm (reason: you need backtrack of departing aircraft). Make sure the pilot is at the holding point and ready to roll before issuing lineup clearances - 10 seconds make a difference. You can shorten to 4nm, if departing aircraft is able for intersection takeoff.

* '''departing 26 before arriving rwy08:''' Arriving acft should be before AB NDB when departing aircraft takes off, and departing aircraft should have maximum rate of climb (they turn head-on, and departing aircraft should have 700ft more altitude!). Exception: If departure 26 is visual climb-out or RTT1X (departing aircraft flies up the valley and won't turn left).

* '''departing 08 before arriving 26:''' Arriving acft should have D18 OEV (=just reported LOC DME established), departing aircraft should have maximum rate of climb.

* '''departing 08 before arriving 08:''' For takeoff clearance, Arriving aircraft should be '''after''' AB NDB turning into downwind or '''before D18 OEV''' to avoid conflict.

* '''arriving 26 before arriving 08:''' As the east-08 flies a visual circle, 5nm will fit.

* '''arriving 08 before arriving 26:''' Well, if you really want to smash two aircraft in the middle of the runway.

* '''Merging West and East approach:''' Both approaches meet at AB NDB, with West at 5000ft and East at 4460ft. This is neither enough vertical nor horizontal separation. Consider merging traffic with enough (7nm) horizontal separation over AB NDB. You could shorten this to 3nm separation, if the first plane ist LOC DME East and you clear him into 26 and the second ist LOC DME west and you clear him circling 08. You must be very fit if the LOC DME East aircraft does a last-second-go-around: The planes will meet head-on on downwind, and you have to separate them visually (both to their left) in seconds.

Do not hesitate to give speed orders if necessary, and if it does not mess up arrival sequence.

===Reduced runway separation===
None, as the risk is too high that an arriving aircraft overshoots the exit and needs a backtrack while the next aircraft lands and might do the same.

==Radio Communication Failures for IFR==
In real life, there are no predefined RCF procedures for Innsbruck for a good reason: In a narrow valley with lots of VFR and IFR traffic, this could have dangerous consequences if a big bird flies around without contact. There are company-specific rules negotiated between airline and Austrocontrol. As a rule-of-thumb, expect:

*With RCF before approach clearance and handover to TWR: divert to a different airport.
*RCF after approach clearance and handover to TWR: land - TWR should clear the way. Check, if the aircraft has received the runway to expect - if not: Where will it land?

There are no published RCF procedures on VATSIM charts, so expect pilots do what they want and expect the unexpected - most probably they will fly the approach they have been cleared or (if there was no clearance yet) they have filed (KTI or RTT). Most appropriate behaviour of controllers would be to clear the way. In real life, aircraft call in by mobile phone.

=Handoff=
== Handoff TWR->APP==
Handoff from TWR to APP is best, whenever departing aircraft are conflict-free. It makes sense to have conflicting aircraft on the same frequency. Consider the example of an arriving LOC DME East (with APP) and a departing rwy08. They fly head-on. Either TWR gives the aircraft to APP (and APP monitors the possible conflict), or TWR waits for APP to receive the arriving aircraft (and TWR clears the conflict). Teamspeak is very handy at that situation.

Handoff is somehow tricky, if not all stations are online, because there are delegations. The hierarchy for handoffs is as follows:

=== Departure ===
Departures are straightforward, if Austrian upstream stations are online. If not, then handoff is tricky, as airspace above LOWI_APP is delegated to Munich. Therefore, handoff is handled in the following order:

|---------------------------------------------------------------------|
| 0. LOWI_TWR 120.10 |
|---------------------------------------------------------------------|
| 1. LOWI_APP 119.27 |
|---------------------------------------------------------------------|
| 2. LOVV-CTR 134.35 |
|---------------------------------------------------------------------|
| 3. to UNICOM and above FL160 ... | UNICOM for all SID to |
|-------------------------------------------| LS, LO and LI airspaces |
| 3a. EDMM-K-CTR 124.05 | EDDM-C-CTR 133,67 | |
| (Kempten) | (Chiem) | |
| (ADILO-MOGDI, KPT)| (for KOGOL, UNKEN)| |
| --------------------| |
| 3b. (all to EDDM-K-CTR if C-CTR offline) | |
|-------------------------------------------| |
| 3c. EDDM-R-CTR 132.550 (Roding) | |
| 3d. EDDM-A-CTR 129.100 (Allersberg) | |
|-------------------------------------------| |
| |
|---------------------------------------------------------------------|

Departures to EDDM airport (usually with a FL below 160) are eclectic: Sometimes, Munich Approach takes them, sometimes not - enquire with partner controller, if online.

===Arrivals===
If no LOWI_APP and no LOVV_CTR is present, then aircraft are cleared by München FIR:

TULSI arrivals are cleared at FL150 until TULSI, further released for descent at FL130 (they fly to RTT).
DCT ALGOI arrivals are cleared FL180, further released for descent to FL150 (they fly KTI).

The point to pick pilots up for LOWW_TWR is when established on the LOCs. If they call earlier (which they regularly do), then tell them to continue at their discretion and call back when established:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, you are still outside my airspace, continue at your discretion and report when established on the localizer.

(you can be nice and add: "for your information: this means leaving RTT at 10.000ft with heading 210 ....")

''(This reflects the [http://forum.vacc-austria.org/viewtopic.php?f=7&t=4649 LoA München FIR/Wien FIR from 1.11.2012])''

==Handoff to APP->TWR==
whenever LOC is established.

=APP issues=
...still to come! Who is licensed as APP controller to fill this gap?
==Holding patterns and spacing==
== Handoffs ==

=Coordination APP-TWR=
Coordination with TWR in Innsbruck is more important than on any other airport in Austria, because runway decision is tower (and might change on short notice), but has major consequences for arrival spacing. So you should do the following:
*TWR needs to tell APP default arrival runway so that APP can adjust spacing.
*APP needs to ask for exceptions (if pilots request the other runway and the like)
*TWR needs to tell all exceptions (other than default departure runway, visual climbouts etc.)
*It is a good idea that APP tells TWR if west approaches come in.

A good help is if the two stations listen to the other's radio (Euroscope: Listen to frequency, and hardware setup: output line 2 to a different speaker), then most coordination problems never occur.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. However, we have METAR to have a guess on the weather out there and can follow these conditions.

For Innsbruck, there are no LVP (low visibility procedures) as such. There are minima which are relevant first to the pilot, second to Tower controller.

== VFR flight ==
In real life, there are no special rules for VFR flight, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:
* up to 10.000ft 5km, above that 8km flight visibility AND
* free of clouds.

TWR can issue a warning at entry clearance that weather is below VMC, if METAR suggests that:

LOWI_TWR: OE-LBN, weather information: flight visibility probably below VMC: visibility 4km, broken clouds with base at 3500ft.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR. Tower may offer the RNP 0.3 departure instead, or issue a warning

LOWI_TWR: Speedbird xxx, ground visibility is 1.400m, that is below IMC, are you able for RNP 0.3 RNAV departure runway 26?
BAAxxx: Negative, Speedbird xxx, we continue with present clearance.
LOWI_TWR: Speedbird xxx, in this case: go ahead with present clearance, wind calm, runway 26 cleared for takeoff.

LOWI_TWR: Speedbird xxx, RVR 700m, ceiling at 4000ft, above that CAVOK, wind calm, rwy26 cleared for takeoff.

LOWI Primer

2013-05-23T11:26:43Z

Hermann Plunser: /* Special SIDs 26 */

=About this Document=

This document is intended as training and reference material for controlling Innsbruck Airport (LOWI). It covers the stations LOWI_TWR and LOWI_APP. This page is work in progress. Currently the TWR section is in progress. Stay tuned for APP. If you are controller: Feel free to discuss and edit.

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

AIRAC status is 1302 from january 2013.

Speaking of AIRACs: The last really correct sectorfile was 1213, but it lacks the ELMEM arrivals and departures. 1302 and later lack a dozen of (other!) SIDs, you have to patch the .ese file to make it work. Place the following code to the LOWI SIDs (look for RTT2X and paste it there):

SID:LOWI:08:RTT2Z:RW08 AB D0OEJ D0OEJ RTT
SID:LOWI:26:ADIL1H:RW26 RUM AB D0OEJ INN ADILO
SID:LOWI:26:KOGO2H:RUM D0OEJ RW26 AB RTT KOGOL D0OEJ
SID:LOWI:26:OBED2H:RW26 RUM AB D0OEJ D0OEJ RTT OBEDI
SID:LOWI:26:RAST3H:RUM RW26 AB D0OEJ D0OEJ RTT RASTA
SID:LOWI:26:RTT1Y:RW26 AB OEV13 RTT
SID:LOWI:26:RTT2H:RW26 RUM AB D0OEJ D0OEJ RTT
SID:LOWI:26:UNKE1H:RW26 D0OEJ RUM AB UNKEN RTT D0OEJ
SID:LOWI:26:MOGT1H:WI505 WI506 WI507 WI802 MOGTI

SID:LOWS:15:NEMAL1V:D099L NEMAL
SID:LOWS:15:PEREX3V:SI SBG D144L D144T PEREX
SID:LOWS:15:SIMBA6V:D099L SIMBA
SID:LOWS:15:TITIG2V:SI R226 TITIG
SID:LOWS:15:TRAUN7V:SI R226 TRAUN
SID:LOWS:15:LNZ6V:SI D099L LNZ

For convenience, the missing code for departures in LOWS (Salzburg) is there too - 6 departures must be patched.

This also means that there are some pilots with younger AIRAC cycles not able to fly the most basic departure routes. You could counter their unavailability by pointing out the charts: Most missing departures are non-RNAV - pilots could and should fly them by hand and radio navigation.

=General=
==Location==
Innsbruck is one of the most thrilling airports to fly from and to, for various reasons:
*It is deep in the Inn valley, surrounded by mountains as high as 8000ft (to the north) and >10000ft (to the south and West). This means that approach is particularly long, and flying is limited to a narrow corridor. Turns within the valley need to be done with minimum speed and maximum bank to avoid rock.
* The runway is somehow not in line with the valley, so approach and takeoff is not straight-in-or-out. Instead, the last part of approach and the first part of departure is visual only.
*LOWI has peculiar wind conditions - "Föhn". This is a very strong and gusty southerly wind. Under these conditions, aircraft usually perform a "special Föhn" departure and arrival to avoid vomiting passengers and heart attacks. At VATSIM, these conditions cannot be simulated, but some local pilots love to fly it.
* The runway has no complete adjacent taxiways for entering and exiting - Departing (and sometimes arriving) aircraft need to backtrack on either side, which takes time and makes Tower controlling a real thrill.
* X-Plane 9 has LOWI as (nice) standard scenery, which provokes many X-Plane newbies to try out their skills here - thrilling experience for controllers, to be polite.

==Airspaces around LOWI==
As Innsbruck is deeply buried in "the canyon",
*CTR (for TWR) reaches up to A9000ft (mark: actual altitude, not FL). If no higher ATC is available, then Innsbruck Tower controls up to A11000ft).
*Also, TWR takes care of three adjacent SRA: Innsbruck I (west), Innsbruck II (east) and Innsbruck III (south). TWR competence reaches from SRA bottom (6000ft for Innsbruck 1, 8500ft for Innsbruck II, 7000ft for Innsbruck III, but at least 1000ft GND in all 3 cases) to 9000ft - above is APP. VFR route points are mandatory reporting points (full triangle, except Golf) and TWR shall be contacted 3 min '''before''' reaching the initial entry point (M1, N1, W1, Brenner), even if those points being located outside the CTR.
*APP airspace (Area Tirol) reaches up to FL165. The airspace above is delegated to EDMM.

==What that means for controlling Innsbruck==
* Approach and go-arounds are especially long - a go-around adds up to 15min to flight time - more, if there is a holding to queue through.
* For LOWI_APP, the thrilling thing is to judge distances and speed far in advance: Decisions to merge different approaches (LOC DME East, West and ELMEM) are made some 5 minutes before planes actually meet, with little room for manoevre once the decision is made.
* For LOWI_TWR, there are many thrilling things: 1) you have tasks to do which other airports have a director for: final approach sequencing. You have to slow aircraft or speed them up, issue altitude restrictions and more (you won't give them headings - too much rock around, but rather orografic directions based on terrain). 2) Your task on top is to manage the merger of different approaches with VFR and more. 3) You even have to manage go-arounds, as they regularly get in conflict with your arrivals. 4) You don't have DEL or GND - you do it all. It's really fun to do!

==Airport==
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
===Apron===
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it - clarifiaction ("heliport in front of hangar II") is recommended Otherwise Copters are parked like planes (depending on size) at the main apron.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too.
*Apron, hangar and LOJO is not under TWR control. Therefore, you treat it as any space within CTR. you tell QNH, wind and "takeoff/landing at own discretion", as long as they don't interfere with runway or taxis.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, "taxi to stand of your choice" is best, maybe added by "in the western part of the apron" - for some mysterious reason many aircraft tend to log on in front of the tower in the eastern part.

===Holding points===
*A on the taxiway A towards rwy 08
*B1 (facing east before turning into B) and B2 (facing west, before turning into B). They are not shown on the VACC charts and not included in FS or X-Plane standard scenery, but included inGiannis LOWI scenery for MSFS. Don't expect pilots to find it. "Holding point B" works perfectly.
*L holding point is relevant for the GAC parking.

===Runway and around===
*Runways 08 and 26 both have turnpads. Some pilots report "runway vacated" when standing on it, so be aware.
*North of the runway is taxiway Y which is grass and for light aircraft and gliders only. Some pilots think it smart to use it if they miss taxiway A to vacate, or the adjacent "Schleppweg" (glider tow track) with 767's and are a bit surprised.
*About 1,5nm final rwy 26 is the rooftop helipad of the hospital (LOIU). This is not part of the MSFS or X-Plane standard scenery. If the helipad is occupied, inform arriving aircraft about a "floating" heli: "traffic information: stationary helicopter at the hospital helipad at 1.5nm final".

===Runway configurations===
Be aware that a few factors restrict runway configurations, mainly: position in the valley and pilots' ability.

*'''Easiest config is outbound 08 / inbound 26.''' (Almost) all pilots can handle this. But this is an opposite configuration. In this case, outbound taxi is via A, and backtrack is only granted as long as arriving traffic is above RTT. Always instruct maximum rate of climb. This is the least efficient configuration - only at low traffic.
:*Once this configuration gets crowded, you can only speed up lineup by 1) clearing departing traffic to A, 2) order arriving traffic short landing and hold on the runway short of A, and if this works out: 3) order departing to lineup and backtrack 08 and 4) order arriving to taxi via A to the apron.
:*If short landing does not work out, the arriving has to taxi all the way back to B while the departing lines up and backtracks. You can ONLY do this, if the approach sequence is free from RTT to final - outbound aircraft need the airspace.
'''
* '''Best high traffic situation is 26 only.''' Departing aircraft taxi via B and circle (with max rate of climb) and reach AB with 6000ft or more. With this, vertical separation is guaranteed and you can get aircraft in and out fast. Bear in mind that you need at least 5nm arriving distance in case a landing aircraft overshoots A. You need at least 7nm arriving distance to get an aircraft off the ground (backtrack and takeoff).
:*The most common mistake is to forget a LOC DME West arrival which kisses the departing aircraft in mid-air. Also, you won't allow ELMEM arrivals (they go to 08 only).

* '''Föhn config is 08 only.''' Arriving aircraft must be able to circle. You need at least 10nm arriving distance to bring an aircraft out.
:*'''High traffic trick:''' Best procedure is to issue backtrack 08 early, and at the moment the arriving aircraft is turning left at AB for circling, takeoff clearance is given (and the next arrival must be 10nm before AB to provide vertical separation).

* '''High End config''' is "as it comes": Use 26 and 08 as it fits, instruct pilots "on the fly" to change arrival runways and the like. Usually it is less efficient than 26only, but much more fun.

=VFR Traffic=
[[Image:LOWI_VFR.jpg|300px|thumb|right|LOWI VFR routes old and new]]

(see the VFR chart, which is - hooray! courtesy of AustroControl and free for VACC users: it's [http://charts.vacc-austria.org/LOWI/LOWI_VFR_VFR%20Chart_15082012.pdf here]).
'''Important: There are new routes as of March 8th, 2012. Expect pilots turn up with charts of either generation, so we recommend: Try the new charts right away and see if the pilot knows what you mean. If he doesn't, the following changes apply:
*M1 is the old E1
*old E2 is omitted
*M2 is old L2
*M3 is old L3
*old A is omitted
*The eastern arrival route (new: M1-M2-M3) is old: E1-L2-L3.
*Approaching from F, the old arrival route L (L1-L2-L3) is now F-M2-M3, but beware: F-M2 is close to the LOC DME east, as VFR pilots need to climb to 7500ft.
*West: G and I are new, so you might avoid it.
See this graph with the new chart and its changes from the old. If you look for the old chart for historical purposes, it's still [[http://www.traunsee-airline.at/airline/index.php?option=com_docman&task=doc_download&gid=16&Itemid=33 here]].

==Radio Communication Failure for VFR==
Caution: RCF procedures are not at the VATSIM charts - expect pilots to do what they want (you might tell the pilot via pm what he/she can or should do). In real life for VFR, the following rules apply:
*If RCF occurs before CTR entry clearance, then the pilot has to divert to an airport in uncontrolled airspace.
*If RCF occurs after CTR entry clearance, then the pilot follows this clearance and lands. ([[http://eaip.austrocontrol.at/lo/120406/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf reference]]. If the clearance is until holdings, then in real life aircraft continue to a predetermined position near the airport (for west: north and for east: south) and await light signals (or, in fact: they call in by phone).
* At VATSIM, expect RCF aircraft to do what they want, really... :-)

=IFR Traffic=
==Approach==
Innsbruck has two standard directions to fly in, but "standard" is relative: They are not straight-in and you have to land visually on rwy08 or rwy26 (either approach).

=== Visibility limits ===
Visibility limits are up to pilots. If visibility in the valley is below minimum standards for the approach, it is a courtesy to pilots to warn them, but decision is up to them. If you want to be "as real as it gets" and follow the Austrian AIP, then you could restrict...

* no IFR departure below ground visibility of 1.500m and ceiling below 1.300ft above the ground (which makes about 3.300ft altitude)

* no IFR Special performance departure below RVR 300m.

* There are some more restrictions, but much too complicated for VATSIM. You can look into the [http://eaip.austrocontrol.at/lo/130405/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf Innsbruck AIP, page 2-17f].

=== IFR from the East ===

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right|LOC DME East Approach]]
====LOC DME East approach====
This approach is most popular, but many pilots don't read the charts and surprise both themselves and controllers: It has a glideslope, so many aircraft think it is an ILS and discover their mistake some 100ft over ground that they head for the apron and a hangar - funny manoevers happen.
* Minimum visibility is 6 miles, as AB NDB is MAPt.
* Go-around is a challenge: Continue slow and max. rate of climb until D1 OEV, do a steep turn left and back to AB NDB, a 74° climbout until D14 OEV and then a straight RTT into the holding - expect pilots do whatever they can.

====Special LOC DME East approach====
...is the same as the "normal" LOC DME East, but has a lower decision heigt. The special approach is granted on pilot's request, and as the pilot has to monitor decision height, controllers can grant it and ignore the rest.
* MAPt is the outer marker, so minimum visibility should be 4,1 miles or more.

====RNAV 0.3 (RNP) arrival====
This approach is very rare and on pilot request only (as aircraft have to be equipped with GPS with 0.3nm accuracy). The approach is very similar to Special LOC DME East approach.

* This approach leads into rwy 26 only (and might mess up your runway config, if you have 08). Go-around is different - a RNAV turn in the upper Inn valley and return to RTT NDB.

* This arrival is the least to close when visibility declines: 2 miles is enough.

In fact, most virtual accidents happen on go-around. Those who most likely evade the mountains - if they don't hit a fellow airplane - are those who visually climb out the valley.

=== IFR from the West ===

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]
====LOC DME West approach====
A challenge! A steep descent from KTI NDB over the airport to AB Locator at 5000ft, where a tight (visual) right turn leads them into the position of either continuing towards RWY26 or RWY08. Pilots who don't read charts think that this approach directly leads to RWY 08. Some dive for it when they have runway in sight and end up with 300kt on short final.

* This approach has no glideslope (hence LOC). Aircraft have to descend with v/s on and good planning. The descent levels at 5000ft above the outer marker with a few extra miles level flight for landing configuration (as aircraft will likely hit mountains flying the right turn with approach speed).

* '''Caution:''' LOC DME West is not part of standard FS2002 and 2004 (but included in X-Plane 9). It is recommended (to APP) to check in advance, if the pilot is able to do this. Some pilots use the back course of LOC DME east with smashing results.

* This approach is challenging to anyone doing it for the first time. Descent is steep and you need to be at 160kt for the right turn - in fact, you almost need to prepare your aircraft for landing (flaps, gear, speed 160kt) above KTI. If APP wants to be polite, he/she tells them and sends them into the KTI holding until speed is down. If controllers notice aircraft rushing down with more than 250kts, prepare to extend their downwind eastwards or order go-around.

* Go-around is the 08 departure route: 67° inbound OEJ and 65° outbound OEJ, past RTT NDB and a left turn into RTT holding.

* In real life, many pilots request '''"visual" before KTI''', when they see the Inn valley is clear of fog or clouds and proceeding visually to RWY in use (yes, this may also include a downwind for RWY 26)As ATC, you can clear this on pilots request if it fits you.

* Visibility has to be extensive: LOC DME West is for cloud-breaking purpose only: cloud base must be more than 5000ft and visibility depends on aircraft category: 3km for A and B, 5km for C and D.

'''Special LOC DME West approach''' has been omitted by july 2011. Use standard LOC DME West approach.

==== RNAV 08 GNSS via ELMEM====

Since this "visual" has become the rule for more and more aircraft, there is a '''new RNAV arrival via ELMEM''' covering exactly that, and it's quite thrilling: It starts at ELMEM and descends on GPS waypoints into the valley, and then pilots follow visually the GPS route until they have runway 08 in sight.

* This approach is for cloudbreaking only: ceiling must be above 4100ft and visibility 5km or more.

* Go-around is down the Inn valley via MATF (Missed Approach Transition Fixes): Aircraft are requested to fly fixes to avoid hitting scenic scenery. WI103 is equivalent to the outer marker and WI001 is RTT NDB. Aircraft should fly a teardrop entry (expect 80% not to know what that is).

==Visual Landing==
All approaches meet at AB NDB. From there, there are two ways to the runway (see the visual approach chart):
*rwy26: For east approach, this is almost straight-in. For DME west approach, a steep right hand circle into final.
*rwy08 For DME east approach, aircraft turn left towards INN and then circle right onto final. Aircraft almost need landing speed to turn. For DME west appraoch, aircraft turn right hard (landing speed!) over AB, fly left downwind as DME east approach and then turn right into final.
'''Caution: It is TWR's responsibility to merge traffic arriving at AB NDB!'''

===How to clear approaching aircraft to land===
Approach is long, and many things happen in the meantime. Therefore, we recommend step-by-step clearances:
#Clear all approaching aircraft with a '''reporting point''' which is no later than the MAPt:
:*For LOC DME East and West, this is AB NDB
:*for RNAV West, it's "runway in sight".
:*for RNAV East, it's WI003, the outer marker.
#For rwy26 (and RNAV West to 08), clear to land, if possible (or issue "expect late clearance"). Aircraft should not continue approach if they don't receive any of the two.
#For circling approaches (DME west and DME east->rwy08) clear "visual circling rwy 08, report crosswind", and then clear to land.
This step-by-step clearance helps to stay flexible if the situation changes. You could clear to land at fist contact at 13.000ft, but the plane would still be flying for several minutes before touchdown and you might have forgot, who has a landing clearance and who not.

One example with two aircraft:
LHA123 is just after RTT for LOC DME East approach, and LHA456 at KTI for LOC DME West approach. As LHA123 from the east is lower (RTT is 9500ft) and nearer (15 DME AB) than LOC DME west (FL130 and 18-20 DME AB), it will be first in:
<pre>
LHA123: Innsbruck TWR, gutn Tach, Laipzich Air 123 LOC DME East established.
TWR: Leipzick air 123, servus. Contintue, Wind 230° 4kt, runway in use 26, report AB NDB.
LHA123: will report AB, LHA123.
</pre>
Next is LHA456, who has to slow down (as 3-5nm is not enough separation). Anyway, for LOC DME West approach aircraft should prepare their aircraft at KTI for landing: Speed down, flaps down, and they might need speedbrakes up. It is a good precaution to tell this to pilots: West approach is steep and many aircraft get too fast and are in too early. The only way out would be a go-around to RTT. Caution if you order speed down: There might be an aircraft behind - yu might need to check with APP.
<pre>
LHA456: Innsbruck TWR, hallo, LHA456 LOC DME West established FL130.
TWR: LHA456, servus, continue, wind 230°4kt, runway in use 26, reduce to landing speed, report AB NDB.
LHA456: Reducing to landing speed, will report AB, LHA456.
</pre>
Now LHA123 is near AB and sees the runway. He gets and clearance to land, plus traffic info, as the other acft is roughly 5-7nm away, head-on and above:
<pre>LHA123: LHA123, AB.
TWR: LHA123, traffic info: Approaching company airline on LOC DME West at 12 o'clock, 7000ft. Wind 230°4kt, rwy26 cleared to land.
LHA123: Traffic in sight, rwy26 cleared to land, LHA123.
</pre>
As LHA123 is away from AB, LHA456 gets clearance further on into final, plus traffic info, and after reporting final, clearance to land. If there is no traffic around, TWR could clear him to land at once (Strictly speaking, both aircraft could meet at AB, as LOC DME West approach should be about 700ft higher. But it's close and you will have problems with lateral separation at final anyway. If you produced such a problem, you could order LHA456 circling 08 at landing speed and hope that LHA123 vacates quickly). Most likely, LHA123 is still busy vacating the runway, so landing clearance is not possible yet:
<pre>
TWR: LHA456, approaching company acft on LOC DME west 6000ft at your 12 o'clock position. After AB continue visual circling rwy26, report final.
LHA456: Wilco, traffic in sight, LHA456.
LHA456: LHA456 on final 26, runway in sight.
TWR: LHA456, wind 230°4kt, rwy26 cleared to land.</pre>

===Tricky conflict situations===
==== Arriving/departing too close ====
'''Sometimes, aircraft come too close to each other, departing from 08 and arriving LOC DME East''' (mostly because aircraft climb out fast-and-low). What can you do?

* Giving the arriving aircraft go-around most likely increases your trouble: flight paths cross.

* You could order the departing aircraft max rate of climb. This helps, if the pilot really does it, and if it's not a whale (747 or so). If it doesn't, you are still in trouble.

* You can order the departing aircraft visual climbout down the valley with max altitude well below the glidepath. Expect some funny reactions when you attempt to change a MD81 to visual.

* Most elegant solution: Separate both aircraft visually. To do this, ask the landing aircraft if he is able to perform visual landing left of the localizer. If yes, then clear him visual approach left side of the localizer and give traffic information. Then, clear the departing aircraft visual climbout left side of the valley and give traffic information. It may be a scary moment if two A320 pass in mid-air in the narrow valley, but it is legal.

It could sound like this, assume that DLH1 is departing and AUA2 is arriving:

LOWI_TWR: AUA 2, are you able for visual approach left of the localizer?
AUA2: Affirm able for visual approach left.
LOWI_TWR: AUA, cleared for visual approach left of the localizer, traffic information: departing A320 at your 1 o'clock position, passing right, confirm in sight.
AUA2: visual approach, traffic in sight, AUA2.
LOWI_TWR: Lufthansa 1, cleared visual departure left side of the valley, traffic information: arriving B737 passing right, confirm in sight.
DLH2: visual departure left side, traffic in sight, DLH2.

==== Departing aircraft are too slow lining up ====
'''Sometimes, departing aircraft are too slow lining up and backtracking for takeoff.''' This will result in arriving aircraft on an occupied runway. What can you do with an approaching aircraft?
* You instruct departing aircraft to hold position and instruct arriving traffic to go around. But go-around in LOWI is very long and time-consuming: Aircraft have to climb all the way to RTT and back.
* Most elegant solution: If the pilot is able for visual manoever, you can offer him to circle visually and re-enter final. Once the aircraft is on downwind, quickly push departing aircraft out. That could sound like this:

LOWI_TWR: DLH1, hold position, say again: hold position, acknowledge.
DLH1: Holding position, DLH1.
LOWI_TWR: AUA2, go-around, say again: go around, or alternatively visual left traffic pattern, report intentions.
AUA2: Requesting visual traffic pattern, AUA2.
LOWI_TWR: AUA2, cleared visual left hand pattern at 3500ft or above, report ready for base turn over AB,
(after AUA2 is away over the airport:)
LOWI_TWR: DLH1, cleared for immediate takeoff, expedite.

This manoever works with 26-only and 08-only, just the other way around.

==== Aircraft meeting at AB NDB ====
Absam NDB is the focal point for almost every approach and departure - things can get really nasty there.

It could either happen, that two aircraft from LOC DME East and West meet head-on at AB NDB, or that a go-around from 08 kisses an arriving aircraft from LOC DME West. Both are really difficult situations which they cannot resolve on themselves, as TCAS might advise them to something that terrain won't allow (and TCAS is first, ATC is next). What can you do? First, you have to bear in mind, that any solution might cause the next problem (and you have a chain of problems to fix). Second: These are the options.

* Clear the LOC DME West arrival to level off at 6000ft. The LOC DME East arriving will pass well below. There is still room to descend while turning into final. Anyway, you might need to clear the LOC DME East for rwy26 and the West for rwy08 for separation.

* If you notice the problem early: Make one aircraft reduce to landing speed - better the East arrival, as the West descent is steep. Bear in mind that this might mess up arrival sequence behind.

* If a go-around gets in the way of an arriving LOC DME West: Separate laterally by clearing the go-around at 5000ft until AB NDB and the arriving at 6000ft. Bear in mind that restricting the go-around in altitude might make the next mess with following arrivals on LOC DME East.

Bear in mind: These are really tricky manoevers. You need experienced pilots and controllers to do it.

==Go-arounds==
* Go-around rwy 26 is a steep left turn and climbout to RTT.
* Go-around rwy 08 is a straight climbout to RTT.
* Go-around of RNAV 0.3 RNP arrival rwy26 is along waypoints into the upper Inn valley where the aircraft does a steep left turn and returns the approach path to RTT - Nobody flies this.
Go-arounds go all the way back to RTT - that takes a lot of time and could mess up the next arriving aircraft. If there are other landing aircraft on LOC DME East, '''max rate of climb is necessary'''. Some pilots don't do this and must be reminded.

To smart pilots, you can offer a '''visual circuit''', leading them back to final via AB, see the section above.

==Departure==
All departures are cleared FL160. When things are busy, you might need to decide on short notice if a pilot flies out 08 or 26, as some can only arrive 26 (and departing need to take 26 for spacing), and some can only depart 08 (and vice versa), and then Mirza comes along and ultimately wants to land circling 08 (:-). Controllers' delight are pilots who are able to change SID and approach at short notice. Controllers' headache are the others - in doubt, they have to wait on ground.

=== ''NEW'' Flight plan clearances ===
There is (almost) nothing special on flight plan clearances (which are done by TWR, there is no DEL in Innsbruck), except:

* If you clear a '''special performance SID''' (RTT1W, KPT1Z, RTT2Z, RTT1Y, RTT1X), you have to ask if the pilot (and his/her plane) is able to fly it. There are two reasons for an "unable": Not enough climb rate and no RNP0.3 equipment. If the pilot is unable, clear an alternative (RTT1W & RTT2Z->RTT2J, KPT1Z->ADILO1J, RTT1Y & RTT1X->RTT2H).

* '''Visual departures''': put a note in the text field so that Approach knows, where he/she is up to. You might want to coordinate with APP before. Generally, all special departures are on pilot's request.

* Be careful on the '''initial climb altitude''': Standard clearance is FL160. If an aircraft has a lower RFL, then this makes no sense, but take care: There are mountains around and you need to clear to the minimum safe altitude - if the RFL is too low, then you have to amend the flight plan to the next suitable FL. What is the minimum safe altitude and the matching FL? You have to calculate:

# KPT departures have MSA 11.500ft. You have to add the safety distance (like you calculate TA and TL according to QNH: add 0 to 3000ft) and then take the next matching flight level. Example: For QNH 1019, it is: 11.500ft+1000ft=12.500ft. The next matching flight level (to the west: even) is FL140.

# ADILO departures have MSA 13.000ft, and you have to calculate accordingly. For QNH 1019, it is: 13.000ft+1000ft=14.000ft -> FL140.

# All departures east via RTT have the standard 11.000ft TA. Add the safety distance and you have the miminum RFL. For a flight to LOWS at QNH 1019, you take: 11.000ft+1.000ft=12.000ft -> FL130 (east=odd).

For information on TA and TL, see the [[Transition_Altitude_and_Level]] glossary !

=== Departure Rwy 08 ===
08 is the "easy" way out, but don't expect it to be easy for controllers, as the SIDs can conflict with LOC DME East approach. If you don't have inbound traffic, the standard departure routes are fine. If you have, there are alternatives.

====Standard departure routes 08 ====
'''RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J''' all have the same pattern: out on runway heading, following the 067° OEJ in- and 065° outbound radial until 9.500ft, then a turn onto their next waypoint. If they are too low at RTT, they must fly by RTT to the right and then do a left turn back to RTT. APP will (and should) issue a direct order when the aircraft is clear of peaks.

'''Danger''': All this SIDs conflict with LOC DME East approach, as climb rates are too low for vertical separation. If you have a LOC DME East inbound aircraft, then you must issue "max rate of climb" (and hope that aircraft can and pilots do), or reclear to RTT1W departure: It has a steeper climb rate and approach paths don't overlap - they just cross at approx. 7DME OEJ.

Also, some pilots don't have OEJ (which is not part of the Standard MSFS scenery), and they most likely fly anything to RTT.

Heaven knows what RTT2Z is really here for - it is identical to RTT2J. Any ideas? Please let me know.

==== Special SIDs 08 ====
* RTT1W is a rocket departure: similar to RTT2J, but a steep climb rate (8.2%min.) and passes LOC DME East - first to the south, and then above. Aircraft should have 5.000ft at AB (just about enough to separate from LOC DME East, coming in at 4.300ft). If pilots don't climb enough, you are doomed.

* ADILO1J: ADILO1J has a steep right turn after OEJ and needs a double climb rate than the "standard" SID via RTT. As precaution, TWR should check with the pilot if able.

* KPT1Z has a higher rate of climb - pilots have to confirm.

==== Visual climbout 08 ====
* Sometimes you notice too late that a departing jet darts out at 250kt and too low climb rate, AND you have a LOC DME east inbound aircraft. What can you do? separate them visually left-around. Let the departing aircraft fly out on the left (northern) side and let the arriving aircraft continue on the LOC, which is on the southern side. See the "tricky conflict situation" section above for details.

=== Departure Rwy 26 ===
==== Standard SIDs 26 ====
* RWY 26->RTT: RTT2H, OBEDI2H, RASTA3H, UNKEN1H, KOGOL2H have a common pattern: Max rate of climb on runway heading, a slight visual right and a steep visual left onto the 67° inbound and 65° outbound LOC OEJ. Expect pilots not to find OEJ (not part of the standard MSFS scenery) and fly out visually. If you have inbound traffic on LOC DME East, minimum climb rate is too low - use the special performance SIDs or order "max rate of climb".

==== Special SIDs 26 ====

* RTT1Y is the max-rate-of-climb-alternative for the standard SIDs, if you have inbound traffic on LOC DME East. Aircraft must climb 5.4% or more and are clear of arriving traffic at AB NDB. The SID also passes AB slightly south and then crosses the approach part to the north (but not enough for IFR separation).

* ADILO1H has the visual circle left '''and''' a steep right turn after OEJ and needs a higher climb rate than the "standard" SID via RTT (6.5%). Aircraft should have enough altitude above AB NDB (5.000ft) to separate from LOC DME East approach, but you never know.

* RWY26 RNAV 0.3: Only for equipped aircraft. This route flies up the Inn valley along waypoints, turns around and flies back to WI001=RTT. In practice, aircraft fly this route with max rate of climb until clear of peaks and then a direct routing - the rest of the route is backup if anything goes wrong. On pilot's request only.
* Based on this RWY26 dep is the '''MOGTI 1x''' departure, which requires the same equipment and special performance.

* There is a new '''MOGTI1H''' departure (GNSS). Aircraft fly visually up the Inn valley and at WI802 then turn to MOGTI. Nice departure to the west, as these aircraft are away quickly. This departure is only on the Austrocontrol charts yet. The patch for the .ese file at the beginning of this page covers it too.

* Some pilots come along with the departure to ELMEM ('''ELMEM1H'''). The departure is similar to the MOGTI1H, but continues at WI802 to ELMEM and was only in use for around 1Q 13.

===Visual===
* RWY 26 visual: Aircraft fly up the Inn valley until clear of peaks and then directly to their next waypoint. This departure often "happens": Pilots head for ADILO or KPT and forget that they have to turn twice. Instead of reminding them (then they turn too late and smash the mountain below KTI), you can reclear them "visual climbout west" to avoid even more trouble (controllers' benefit: They are out of the way then!)

===Common mistakes by pilots===
*To RTT, many pilots tend to depart fast-and-low instead of slow-and-high. If you have arriving traffic at LOC DME East, then remind pilots (2, 3 times) of a max rate of climb. If they have 5.000ft at AB NDB, they climb enough.

*On rwy26 departures, some pilots turn right instead of left, doing a [http://de.wikipedia.org/wiki/Controlled_flight_into_terrain CFIT] into the Martinswand; the reason is that the left turn is slightly more than 180° and many autopilots (like the x-plane standard AP) turn the shorter side. In reality, a pilot with activated autopilot at that stage ends in a coffin or in jail. IF pilots fly out somehow strangely, it is a good idea to confirm "visual climbout west", as vectoring usually worsens the situation.

*Some pilots do not understand that ADILO1H has a left turn towards OEJ and a right turn towards INN and end up with visual climbout. Not your problem unless you have VFR traffic in the W or N corner.

==Föhn procedures==
"Föhn" procedures are at pilot's request. Rarely used at VATSIM, as simulators can't simulate the strong (5-20kt) and gusty (20-40kt) winds. Local pilots like to do it for fun, so you should know it. The wind situation at Föhn is tricky: Wind breaks in through the Brenner valley from the South and (with escalating Foehn) drifting down the northern slope, dividing over Innsbruck to the West AND the East. As the airport is west of the city, local winds at the airport are from calm to easterly, where everything a bit higher up is full of gust and windshear. People will need vomit bags and pilots need good nerves.

Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive through the turbulence for base and final rwy08.

*'''Departures''' drift to the northern slope, where pilots climb in the least turbulent air.

* ADILO departures also climb on the northern slope and turn westwards above the turbulent area.

* KPT departures are not recommended, as this SID turns very early = low in the middle of turbulence and passengers might feel like in a washing machine.

==Spacing==
The best thrill of the Innsbruck TWR controller is spacing. As Innsbruck has few and narrow approaches and backtracks on runways, spacing is well beyond other airports. As a rule of thumb, the following spacings are "conservative guesses" - you will most likely be on the safe side If you have the balls (and pilots can fly), you can shorten ist on your own risk :-)

* '''arriving before arriving (same runway):''' 7nm (reason: you may need backtrack, if aircraft overshoot the exit). You could shorten to 3-4nm, if the aircraft is able for a short landing without backtrack (issue go-around when the first aircraft overshoots the exit).

* '''departing before arriving (same runway):''' 7nm (reason: you need backtrack of departing aircraft). Make sure the pilot is at the holding point and ready to roll before issuing lineup clearances - 10 seconds make a difference. You can shorten to 4nm, if departing aircraft is able for intersection takeoff.

* '''departing 26 before arriving rwy08:''' Arriving acft should be before AB NDB when departing aircraft takes off, and departing aircraft should have maximum rate of climb (they turn head-on, and departing aircraft should have 700ft more altitude!). Exception: If departure 26 is visual climb-out or RTT1X (departing aircraft flies up the valley and won't turn left).

* '''departing 08 before arriving 26:''' Arriving acft should have D18 OEV (=just reported LOC DME established), departing aircraft should have maximum rate of climb.

* '''departing 08 before arriving 08:''' For takeoff clearance, Arriving aircraft should be '''after''' AB NDB turning into downwind or '''before D18 OEV''' to avoid conflict.

* '''arriving 26 before arriving 08:''' As the east-08 flies a visual circle, 5nm will fit.

* '''arriving 08 before arriving 26:''' Well, if you really want to smash two aircraft in the middle of the runway.

* '''Merging West and East approach:''' Both approaches meet at AB NDB, with West at 5000ft and East at 4460ft. This is neither enough vertical nor horizontal separation. Consider merging traffic with enough (7nm) horizontal separation over AB NDB. You could shorten this to 3nm separation, if the first plane ist LOC DME East and you clear him into 26 and the second ist LOC DME west and you clear him circling 08. You must be very fit if the LOC DME East aircraft does a last-second-go-around: The planes will meet head-on on downwind, and you have to separate them visually (both to their left) in seconds.

Do not hesitate to give speed orders if necessary, and if it does not mess up arrival sequence.

===Reduced runway separation===
None, as the risk is too high that an arriving aircraft overshoots the exit and needs a backtrack while the next aircraft lands and might do the same.

==Radio Communication Failures for IFR==
In real life, there are no predefined RCF procedures for Innsbruck for a good reason: In a narrow valley with lots of VFR and IFR traffic, this could have dangerous consequences if a big bird flies around without contact. There are company-specific rules negotiated between airline and Austrocontrol. As a rule-of-thumb, expect:

*With RCF before approach clearance and handover to TWR: divert to a different airport.
*RCF after approach clearance and handover to TWR: land - TWR should clear the way. Check, if the aircraft has received the runway to expect - if not: Where will it land?

There are no published RCF procedures on VATSIM charts, so expect pilots do what they want and expect the unexpected - most probably they will fly the approach they have been cleared or (if there was no clearance yet) they have filed (KTI or RTT). Most appropriate behaviour of controllers would be to clear the way. In real life, aircraft call in by mobile phone.

=Handoff=
== Handoff TWR->APP==
Handoff from TWR to APP is best, whenever departing aircraft are conflict-free. It makes sense to have conflicting aircraft on the same frequency. Consider the example of an arriving LOC DME East (with APP) and a departing rwy08. They fly head-on. Either TWR gives the aircraft to APP (and APP monitors the possible conflict), or TWR waits for APP to receive the arriving aircraft (and TWR clears the conflict). Teamspeak is very handy at that situation.

Handoff is somehow tricky, if not all stations are online, because there are delegations. The hierarchy for handoffs is as follows:

=== Departure ===
Departures are straightforward, if Austrian upstream stations are online. If not, then handoff is tricky, as airspace above LOWI_APP is delegated to Munich. Therefore, handoff is handled in the following order:

|---------------------------------------------------------------------|
| 0. LOWI_TWR 120.10 |
|---------------------------------------------------------------------|
| 1. LOWI_APP 119.27 |
|---------------------------------------------------------------------|
| 2. LOVV-CTR 134.35 |
|---------------------------------------------------------------------|
| 3. to UNICOM and above FL160 ... | UNICOM for all SID to |
|-------------------------------------------| LS, LO and LI airspaces |
| 3a. EDMM-K-CTR 124.05 | EDDM-C-CTR 133,67 | |
| (Kempten) | (Chiem) | |
| (ADILO-MOGDI, KPT)| (for KOGOL, UNKEN)| |
| --------------------| |
| 3b. (all to EDDM-K-CTR if C-CTR offline) | |
|-------------------------------------------| |
| 3c. EDDM-R-CTR 132.550 (Roding) | |
| 3d. EDDM-A-CTR 129.100 (Allersberg) | |
|-------------------------------------------| |
| |
|---------------------------------------------------------------------|

Departures to EDDM airport (usually with a FL below 160) are eclectic: Sometimes, Munich Approach takes them, sometimes not - enquire with partner controller, if online.

===Arrivals===
If no LOWI_APP and no LOVV_CTR is present, then aircraft are cleared by München FIR:

TULSI arrivals are cleared at FL150 until TULSI, further released for descent at FL130 (they fly to RTT).
DCT ALGOI arrivals are cleared FL180, further released for descent to FL150 (they fly KTI).

The point to pick pilots up for LOWW_TWR is when established on the LOCs. If they call earlier (which they regularly do), then tell them to continue at their discretion and call back when established:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, you are still outside my airspace, continue at your discretion and report when established on the localizer.

(you can be nice and add: "for your information: this means leaving RTT at 10.000ft with heading 210 ....")

''(This reflects the [http://forum.vacc-austria.org/viewtopic.php?f=7&t=4649 LoA München FIR/Wien FIR from 1.11.2012])''

==Handoff to APP->TWR==
whenever LOC is established.

=APP issues=
...still to come! Who is licensed as APP controller to fill this gap?
==Holding patterns and spacing==
== Handoffs ==

=Coordination APP-TWR=
Coordination with TWR in Innsbruck is more important than on any other airport in Austria, because runway decision is tower (and might change on short notice), but has major consequences for arrival spacing. So you should do the following:
*TWR needs to tell APP default arrival runway so that APP can adjust spacing.
*APP needs to ask for exceptions (if pilots request the other runway and the like)
*TWR needs to tell all exceptions (other than default departure runway, visual climbouts etc.)
*It is a good idea that APP tells TWR if west approaches come in.

A good help is if the two stations listen to the other's radio (Euroscope: Listen to frequency, and hardware setup: output line 2 to a different speaker), then most coordination problems never occur.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. However, we have METAR to have a guess on the weather out there and can follow these conditions.

For Innsbruck, there are no LVP (low visibility procedures) as such. There are minima which are relevant first to the pilot, second to Tower controller.

== VFR flight ==
In real life, there are no special rules for VFR flight, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:
* up to 10.000ft 5km, above that 8km flight visibility AND
* free of clouds.

TWR can issue a warning at entry clearance that weather is below VMC, if METAR suggests that:

LOWI_TWR: OE-LBN, weather information: flight visibility probably below VMC: visibility 4km, broken clouds with base at 3500ft.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR. Tower may offer the RNP 0.3 departure instead, or issue a warning

LOWI_TWR: Speedbird xxx, ground visibility is 1.400m, that is below IMC, are you able for RNP 0.3 RNAV departure runway 26?
BAAxxx: Negative, Speedbird xxx, we continue with present clearance.
LOWI_TWR: Speedbird xxx, in this case: go ahead with present clearance, wind calm, runway 26 cleared for takeoff.

LOWI_TWR: Speedbird xxx, RVR 700m, ceiling at 4000ft, above that CAVOK, wind calm, rwy26 cleared for takeoff.

LOWI Primer

2013-05-23T11:25:15Z

Hermann Plunser: /* Special SIDs 26 */

=About this Document=

This document is intended as training and reference material for controlling Innsbruck Airport (LOWI). It covers the stations LOWI_TWR and LOWI_APP. This page is work in progress. Currently the TWR section is in progress. Stay tuned for APP. If you are controller: Feel free to discuss and edit.

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

AIRAC status is 1302 from january 2013.

Speaking of AIRACs: The last really correct sectorfile was 1213, but it lacks the ELMEM arrivals and departures. 1302 and later lack a dozen of (other!) SIDs, you have to patch the .ese file to make it work. Place the following code to the LOWI SIDs (look for RTT2X and paste it there):

SID:LOWI:08:RTT2Z:RW08 AB D0OEJ D0OEJ RTT
SID:LOWI:26:ADIL1H:RW26 RUM AB D0OEJ INN ADILO
SID:LOWI:26:KOGO2H:RUM D0OEJ RW26 AB RTT KOGOL D0OEJ
SID:LOWI:26:OBED2H:RW26 RUM AB D0OEJ D0OEJ RTT OBEDI
SID:LOWI:26:RAST3H:RUM RW26 AB D0OEJ D0OEJ RTT RASTA
SID:LOWI:26:RTT1Y:RW26 AB OEV13 RTT
SID:LOWI:26:RTT2H:RW26 RUM AB D0OEJ D0OEJ RTT
SID:LOWI:26:UNKE1H:RW26 D0OEJ RUM AB UNKEN RTT D0OEJ
SID:LOWI:26:MOGT1H:WI505 WI506 WI507 WI802 MOGTI

SID:LOWS:15:NEMAL1V:D099L NEMAL
SID:LOWS:15:PEREX3V:SI SBG D144L D144T PEREX
SID:LOWS:15:SIMBA6V:D099L SIMBA
SID:LOWS:15:TITIG2V:SI R226 TITIG
SID:LOWS:15:TRAUN7V:SI R226 TRAUN
SID:LOWS:15:LNZ6V:SI D099L LNZ

For convenience, the missing code for departures in LOWS (Salzburg) is there too - 6 departures must be patched.

This also means that there are some pilots with younger AIRAC cycles not able to fly the most basic departure routes. You could counter their unavailability by pointing out the charts: Most missing departures are non-RNAV - pilots could and should fly them by hand and radio navigation.

=General=
==Location==
Innsbruck is one of the most thrilling airports to fly from and to, for various reasons:
*It is deep in the Inn valley, surrounded by mountains as high as 8000ft (to the north) and >10000ft (to the south and West). This means that approach is particularly long, and flying is limited to a narrow corridor. Turns within the valley need to be done with minimum speed and maximum bank to avoid rock.
* The runway is somehow not in line with the valley, so approach and takeoff is not straight-in-or-out. Instead, the last part of approach and the first part of departure is visual only.
*LOWI has peculiar wind conditions - "Föhn". This is a very strong and gusty southerly wind. Under these conditions, aircraft usually perform a "special Föhn" departure and arrival to avoid vomiting passengers and heart attacks. At VATSIM, these conditions cannot be simulated, but some local pilots love to fly it.
* The runway has no complete adjacent taxiways for entering and exiting - Departing (and sometimes arriving) aircraft need to backtrack on either side, which takes time and makes Tower controlling a real thrill.
* X-Plane 9 has LOWI as (nice) standard scenery, which provokes many X-Plane newbies to try out their skills here - thrilling experience for controllers, to be polite.

==Airspaces around LOWI==
As Innsbruck is deeply buried in "the canyon",
*CTR (for TWR) reaches up to A9000ft (mark: actual altitude, not FL). If no higher ATC is available, then Innsbruck Tower controls up to A11000ft).
*Also, TWR takes care of three adjacent SRA: Innsbruck I (west), Innsbruck II (east) and Innsbruck III (south). TWR competence reaches from SRA bottom (6000ft for Innsbruck 1, 8500ft for Innsbruck II, 7000ft for Innsbruck III, but at least 1000ft GND in all 3 cases) to 9000ft - above is APP. VFR route points are mandatory reporting points (full triangle, except Golf) and TWR shall be contacted 3 min '''before''' reaching the initial entry point (M1, N1, W1, Brenner), even if those points being located outside the CTR.
*APP airspace (Area Tirol) reaches up to FL165. The airspace above is delegated to EDMM.

==What that means for controlling Innsbruck==
* Approach and go-arounds are especially long - a go-around adds up to 15min to flight time - more, if there is a holding to queue through.
* For LOWI_APP, the thrilling thing is to judge distances and speed far in advance: Decisions to merge different approaches (LOC DME East, West and ELMEM) are made some 5 minutes before planes actually meet, with little room for manoevre once the decision is made.
* For LOWI_TWR, there are many thrilling things: 1) you have tasks to do which other airports have a director for: final approach sequencing. You have to slow aircraft or speed them up, issue altitude restrictions and more (you won't give them headings - too much rock around, but rather orografic directions based on terrain). 2) Your task on top is to manage the merger of different approaches with VFR and more. 3) You even have to manage go-arounds, as they regularly get in conflict with your arrivals. 4) You don't have DEL or GND - you do it all. It's really fun to do!

==Airport==
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
===Apron===
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it - clarifiaction ("heliport in front of hangar II") is recommended Otherwise Copters are parked like planes (depending on size) at the main apron.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too.
*Apron, hangar and LOJO is not under TWR control. Therefore, you treat it as any space within CTR. you tell QNH, wind and "takeoff/landing at own discretion", as long as they don't interfere with runway or taxis.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, "taxi to stand of your choice" is best, maybe added by "in the western part of the apron" - for some mysterious reason many aircraft tend to log on in front of the tower in the eastern part.

===Holding points===
*A on the taxiway A towards rwy 08
*B1 (facing east before turning into B) and B2 (facing west, before turning into B). They are not shown on the VACC charts and not included in FS or X-Plane standard scenery, but included inGiannis LOWI scenery for MSFS. Don't expect pilots to find it. "Holding point B" works perfectly.
*L holding point is relevant for the GAC parking.

===Runway and around===
*Runways 08 and 26 both have turnpads. Some pilots report "runway vacated" when standing on it, so be aware.
*North of the runway is taxiway Y which is grass and for light aircraft and gliders only. Some pilots think it smart to use it if they miss taxiway A to vacate, or the adjacent "Schleppweg" (glider tow track) with 767's and are a bit surprised.
*About 1,5nm final rwy 26 is the rooftop helipad of the hospital (LOIU). This is not part of the MSFS or X-Plane standard scenery. If the helipad is occupied, inform arriving aircraft about a "floating" heli: "traffic information: stationary helicopter at the hospital helipad at 1.5nm final".

===Runway configurations===
Be aware that a few factors restrict runway configurations, mainly: position in the valley and pilots' ability.

*'''Easiest config is outbound 08 / inbound 26.''' (Almost) all pilots can handle this. But this is an opposite configuration. In this case, outbound taxi is via A, and backtrack is only granted as long as arriving traffic is above RTT. Always instruct maximum rate of climb. This is the least efficient configuration - only at low traffic.
:*Once this configuration gets crowded, you can only speed up lineup by 1) clearing departing traffic to A, 2) order arriving traffic short landing and hold on the runway short of A, and if this works out: 3) order departing to lineup and backtrack 08 and 4) order arriving to taxi via A to the apron.
:*If short landing does not work out, the arriving has to taxi all the way back to B while the departing lines up and backtracks. You can ONLY do this, if the approach sequence is free from RTT to final - outbound aircraft need the airspace.
'''
* '''Best high traffic situation is 26 only.''' Departing aircraft taxi via B and circle (with max rate of climb) and reach AB with 6000ft or more. With this, vertical separation is guaranteed and you can get aircraft in and out fast. Bear in mind that you need at least 5nm arriving distance in case a landing aircraft overshoots A. You need at least 7nm arriving distance to get an aircraft off the ground (backtrack and takeoff).
:*The most common mistake is to forget a LOC DME West arrival which kisses the departing aircraft in mid-air. Also, you won't allow ELMEM arrivals (they go to 08 only).

* '''Föhn config is 08 only.''' Arriving aircraft must be able to circle. You need at least 10nm arriving distance to bring an aircraft out.
:*'''High traffic trick:''' Best procedure is to issue backtrack 08 early, and at the moment the arriving aircraft is turning left at AB for circling, takeoff clearance is given (and the next arrival must be 10nm before AB to provide vertical separation).

* '''High End config''' is "as it comes": Use 26 and 08 as it fits, instruct pilots "on the fly" to change arrival runways and the like. Usually it is less efficient than 26only, but much more fun.

=VFR Traffic=
[[Image:LOWI_VFR.jpg|300px|thumb|right|LOWI VFR routes old and new]]

(see the VFR chart, which is - hooray! courtesy of AustroControl and free for VACC users: it's [http://charts.vacc-austria.org/LOWI/LOWI_VFR_VFR%20Chart_15082012.pdf here]).
'''Important: There are new routes as of March 8th, 2012. Expect pilots turn up with charts of either generation, so we recommend: Try the new charts right away and see if the pilot knows what you mean. If he doesn't, the following changes apply:
*M1 is the old E1
*old E2 is omitted
*M2 is old L2
*M3 is old L3
*old A is omitted
*The eastern arrival route (new: M1-M2-M3) is old: E1-L2-L3.
*Approaching from F, the old arrival route L (L1-L2-L3) is now F-M2-M3, but beware: F-M2 is close to the LOC DME east, as VFR pilots need to climb to 7500ft.
*West: G and I are new, so you might avoid it.
See this graph with the new chart and its changes from the old. If you look for the old chart for historical purposes, it's still [[http://www.traunsee-airline.at/airline/index.php?option=com_docman&task=doc_download&gid=16&Itemid=33 here]].

==Radio Communication Failure for VFR==
Caution: RCF procedures are not at the VATSIM charts - expect pilots to do what they want (you might tell the pilot via pm what he/she can or should do). In real life for VFR, the following rules apply:
*If RCF occurs before CTR entry clearance, then the pilot has to divert to an airport in uncontrolled airspace.
*If RCF occurs after CTR entry clearance, then the pilot follows this clearance and lands. ([[http://eaip.austrocontrol.at/lo/120406/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf reference]]. If the clearance is until holdings, then in real life aircraft continue to a predetermined position near the airport (for west: north and for east: south) and await light signals (or, in fact: they call in by phone).
* At VATSIM, expect RCF aircraft to do what they want, really... :-)

=IFR Traffic=
==Approach==
Innsbruck has two standard directions to fly in, but "standard" is relative: They are not straight-in and you have to land visually on rwy08 or rwy26 (either approach).

=== Visibility limits ===
Visibility limits are up to pilots. If visibility in the valley is below minimum standards for the approach, it is a courtesy to pilots to warn them, but decision is up to them. If you want to be "as real as it gets" and follow the Austrian AIP, then you could restrict...

* no IFR departure below ground visibility of 1.500m and ceiling below 1.300ft above the ground (which makes about 3.300ft altitude)

* no IFR Special performance departure below RVR 300m.

* There are some more restrictions, but much too complicated for VATSIM. You can look into the [http://eaip.austrocontrol.at/lo/130405/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf Innsbruck AIP, page 2-17f].

=== IFR from the East ===

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right|LOC DME East Approach]]
====LOC DME East approach====
This approach is most popular, but many pilots don't read the charts and surprise both themselves and controllers: It has a glideslope, so many aircraft think it is an ILS and discover their mistake some 100ft over ground that they head for the apron and a hangar - funny manoevers happen.
* Minimum visibility is 6 miles, as AB NDB is MAPt.
* Go-around is a challenge: Continue slow and max. rate of climb until D1 OEV, do a steep turn left and back to AB NDB, a 74° climbout until D14 OEV and then a straight RTT into the holding - expect pilots do whatever they can.

====Special LOC DME East approach====
...is the same as the "normal" LOC DME East, but has a lower decision heigt. The special approach is granted on pilot's request, and as the pilot has to monitor decision height, controllers can grant it and ignore the rest.
* MAPt is the outer marker, so minimum visibility should be 4,1 miles or more.

====RNAV 0.3 (RNP) arrival====
This approach is very rare and on pilot request only (as aircraft have to be equipped with GPS with 0.3nm accuracy). The approach is very similar to Special LOC DME East approach.

* This approach leads into rwy 26 only (and might mess up your runway config, if you have 08). Go-around is different - a RNAV turn in the upper Inn valley and return to RTT NDB.

* This arrival is the least to close when visibility declines: 2 miles is enough.

In fact, most virtual accidents happen on go-around. Those who most likely evade the mountains - if they don't hit a fellow airplane - are those who visually climb out the valley.

=== IFR from the West ===

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]
====LOC DME West approach====
A challenge! A steep descent from KTI NDB over the airport to AB Locator at 5000ft, where a tight (visual) right turn leads them into the position of either continuing towards RWY26 or RWY08. Pilots who don't read charts think that this approach directly leads to RWY 08. Some dive for it when they have runway in sight and end up with 300kt on short final.

* This approach has no glideslope (hence LOC). Aircraft have to descend with v/s on and good planning. The descent levels at 5000ft above the outer marker with a few extra miles level flight for landing configuration (as aircraft will likely hit mountains flying the right turn with approach speed).

* '''Caution:''' LOC DME West is not part of standard FS2002 and 2004 (but included in X-Plane 9). It is recommended (to APP) to check in advance, if the pilot is able to do this. Some pilots use the back course of LOC DME east with smashing results.

* This approach is challenging to anyone doing it for the first time. Descent is steep and you need to be at 160kt for the right turn - in fact, you almost need to prepare your aircraft for landing (flaps, gear, speed 160kt) above KTI. If APP wants to be polite, he/she tells them and sends them into the KTI holding until speed is down. If controllers notice aircraft rushing down with more than 250kts, prepare to extend their downwind eastwards or order go-around.

* Go-around is the 08 departure route: 67° inbound OEJ and 65° outbound OEJ, past RTT NDB and a left turn into RTT holding.

* In real life, many pilots request '''"visual" before KTI''', when they see the Inn valley is clear of fog or clouds and proceeding visually to RWY in use (yes, this may also include a downwind for RWY 26)As ATC, you can clear this on pilots request if it fits you.

* Visibility has to be extensive: LOC DME West is for cloud-breaking purpose only: cloud base must be more than 5000ft and visibility depends on aircraft category: 3km for A and B, 5km for C and D.

'''Special LOC DME West approach''' has been omitted by july 2011. Use standard LOC DME West approach.

==== RNAV 08 GNSS via ELMEM====

Since this "visual" has become the rule for more and more aircraft, there is a '''new RNAV arrival via ELMEM''' covering exactly that, and it's quite thrilling: It starts at ELMEM and descends on GPS waypoints into the valley, and then pilots follow visually the GPS route until they have runway 08 in sight.

* This approach is for cloudbreaking only: ceiling must be above 4100ft and visibility 5km or more.

* Go-around is down the Inn valley via MATF (Missed Approach Transition Fixes): Aircraft are requested to fly fixes to avoid hitting scenic scenery. WI103 is equivalent to the outer marker and WI001 is RTT NDB. Aircraft should fly a teardrop entry (expect 80% not to know what that is).

==Visual Landing==
All approaches meet at AB NDB. From there, there are two ways to the runway (see the visual approach chart):
*rwy26: For east approach, this is almost straight-in. For DME west approach, a steep right hand circle into final.
*rwy08 For DME east approach, aircraft turn left towards INN and then circle right onto final. Aircraft almost need landing speed to turn. For DME west appraoch, aircraft turn right hard (landing speed!) over AB, fly left downwind as DME east approach and then turn right into final.
'''Caution: It is TWR's responsibility to merge traffic arriving at AB NDB!'''

===How to clear approaching aircraft to land===
Approach is long, and many things happen in the meantime. Therefore, we recommend step-by-step clearances:
#Clear all approaching aircraft with a '''reporting point''' which is no later than the MAPt:
:*For LOC DME East and West, this is AB NDB
:*for RNAV West, it's "runway in sight".
:*for RNAV East, it's WI003, the outer marker.
#For rwy26 (and RNAV West to 08), clear to land, if possible (or issue "expect late clearance"). Aircraft should not continue approach if they don't receive any of the two.
#For circling approaches (DME west and DME east->rwy08) clear "visual circling rwy 08, report crosswind", and then clear to land.
This step-by-step clearance helps to stay flexible if the situation changes. You could clear to land at fist contact at 13.000ft, but the plane would still be flying for several minutes before touchdown and you might have forgot, who has a landing clearance and who not.

One example with two aircraft:
LHA123 is just after RTT for LOC DME East approach, and LHA456 at KTI for LOC DME West approach. As LHA123 from the east is lower (RTT is 9500ft) and nearer (15 DME AB) than LOC DME west (FL130 and 18-20 DME AB), it will be first in:
<pre>
LHA123: Innsbruck TWR, gutn Tach, Laipzich Air 123 LOC DME East established.
TWR: Leipzick air 123, servus. Contintue, Wind 230° 4kt, runway in use 26, report AB NDB.
LHA123: will report AB, LHA123.
</pre>
Next is LHA456, who has to slow down (as 3-5nm is not enough separation). Anyway, for LOC DME West approach aircraft should prepare their aircraft at KTI for landing: Speed down, flaps down, and they might need speedbrakes up. It is a good precaution to tell this to pilots: West approach is steep and many aircraft get too fast and are in too early. The only way out would be a go-around to RTT. Caution if you order speed down: There might be an aircraft behind - yu might need to check with APP.
<pre>
LHA456: Innsbruck TWR, hallo, LHA456 LOC DME West established FL130.
TWR: LHA456, servus, continue, wind 230°4kt, runway in use 26, reduce to landing speed, report AB NDB.
LHA456: Reducing to landing speed, will report AB, LHA456.
</pre>
Now LHA123 is near AB and sees the runway. He gets and clearance to land, plus traffic info, as the other acft is roughly 5-7nm away, head-on and above:
<pre>LHA123: LHA123, AB.
TWR: LHA123, traffic info: Approaching company airline on LOC DME West at 12 o'clock, 7000ft. Wind 230°4kt, rwy26 cleared to land.
LHA123: Traffic in sight, rwy26 cleared to land, LHA123.
</pre>
As LHA123 is away from AB, LHA456 gets clearance further on into final, plus traffic info, and after reporting final, clearance to land. If there is no traffic around, TWR could clear him to land at once (Strictly speaking, both aircraft could meet at AB, as LOC DME West approach should be about 700ft higher. But it's close and you will have problems with lateral separation at final anyway. If you produced such a problem, you could order LHA456 circling 08 at landing speed and hope that LHA123 vacates quickly). Most likely, LHA123 is still busy vacating the runway, so landing clearance is not possible yet:
<pre>
TWR: LHA456, approaching company acft on LOC DME west 6000ft at your 12 o'clock position. After AB continue visual circling rwy26, report final.
LHA456: Wilco, traffic in sight, LHA456.
LHA456: LHA456 on final 26, runway in sight.
TWR: LHA456, wind 230°4kt, rwy26 cleared to land.</pre>

===Tricky conflict situations===
==== Arriving/departing too close ====
'''Sometimes, aircraft come too close to each other, departing from 08 and arriving LOC DME East''' (mostly because aircraft climb out fast-and-low). What can you do?

* Giving the arriving aircraft go-around most likely increases your trouble: flight paths cross.

* You could order the departing aircraft max rate of climb. This helps, if the pilot really does it, and if it's not a whale (747 or so). If it doesn't, you are still in trouble.

* You can order the departing aircraft visual climbout down the valley with max altitude well below the glidepath. Expect some funny reactions when you attempt to change a MD81 to visual.

* Most elegant solution: Separate both aircraft visually. To do this, ask the landing aircraft if he is able to perform visual landing left of the localizer. If yes, then clear him visual approach left side of the localizer and give traffic information. Then, clear the departing aircraft visual climbout left side of the valley and give traffic information. It may be a scary moment if two A320 pass in mid-air in the narrow valley, but it is legal.

It could sound like this, assume that DLH1 is departing and AUA2 is arriving:

LOWI_TWR: AUA 2, are you able for visual approach left of the localizer?
AUA2: Affirm able for visual approach left.
LOWI_TWR: AUA, cleared for visual approach left of the localizer, traffic information: departing A320 at your 1 o'clock position, passing right, confirm in sight.
AUA2: visual approach, traffic in sight, AUA2.
LOWI_TWR: Lufthansa 1, cleared visual departure left side of the valley, traffic information: arriving B737 passing right, confirm in sight.
DLH2: visual departure left side, traffic in sight, DLH2.

==== Departing aircraft are too slow lining up ====
'''Sometimes, departing aircraft are too slow lining up and backtracking for takeoff.''' This will result in arriving aircraft on an occupied runway. What can you do with an approaching aircraft?
* You instruct departing aircraft to hold position and instruct arriving traffic to go around. But go-around in LOWI is very long and time-consuming: Aircraft have to climb all the way to RTT and back.
* Most elegant solution: If the pilot is able for visual manoever, you can offer him to circle visually and re-enter final. Once the aircraft is on downwind, quickly push departing aircraft out. That could sound like this:

LOWI_TWR: DLH1, hold position, say again: hold position, acknowledge.
DLH1: Holding position, DLH1.
LOWI_TWR: AUA2, go-around, say again: go around, or alternatively visual left traffic pattern, report intentions.
AUA2: Requesting visual traffic pattern, AUA2.
LOWI_TWR: AUA2, cleared visual left hand pattern at 3500ft or above, report ready for base turn over AB,
(after AUA2 is away over the airport:)
LOWI_TWR: DLH1, cleared for immediate takeoff, expedite.

This manoever works with 26-only and 08-only, just the other way around.

==== Aircraft meeting at AB NDB ====
Absam NDB is the focal point for almost every approach and departure - things can get really nasty there.

It could either happen, that two aircraft from LOC DME East and West meet head-on at AB NDB, or that a go-around from 08 kisses an arriving aircraft from LOC DME West. Both are really difficult situations which they cannot resolve on themselves, as TCAS might advise them to something that terrain won't allow (and TCAS is first, ATC is next). What can you do? First, you have to bear in mind, that any solution might cause the next problem (and you have a chain of problems to fix). Second: These are the options.

* Clear the LOC DME West arrival to level off at 6000ft. The LOC DME East arriving will pass well below. There is still room to descend while turning into final. Anyway, you might need to clear the LOC DME East for rwy26 and the West for rwy08 for separation.

* If you notice the problem early: Make one aircraft reduce to landing speed - better the East arrival, as the West descent is steep. Bear in mind that this might mess up arrival sequence behind.

* If a go-around gets in the way of an arriving LOC DME West: Separate laterally by clearing the go-around at 5000ft until AB NDB and the arriving at 6000ft. Bear in mind that restricting the go-around in altitude might make the next mess with following arrivals on LOC DME East.

Bear in mind: These are really tricky manoevers. You need experienced pilots and controllers to do it.

==Go-arounds==
* Go-around rwy 26 is a steep left turn and climbout to RTT.
* Go-around rwy 08 is a straight climbout to RTT.
* Go-around of RNAV 0.3 RNP arrival rwy26 is along waypoints into the upper Inn valley where the aircraft does a steep left turn and returns the approach path to RTT - Nobody flies this.
Go-arounds go all the way back to RTT - that takes a lot of time and could mess up the next arriving aircraft. If there are other landing aircraft on LOC DME East, '''max rate of climb is necessary'''. Some pilots don't do this and must be reminded.

To smart pilots, you can offer a '''visual circuit''', leading them back to final via AB, see the section above.

==Departure==
All departures are cleared FL160. When things are busy, you might need to decide on short notice if a pilot flies out 08 or 26, as some can only arrive 26 (and departing need to take 26 for spacing), and some can only depart 08 (and vice versa), and then Mirza comes along and ultimately wants to land circling 08 (:-). Controllers' delight are pilots who are able to change SID and approach at short notice. Controllers' headache are the others - in doubt, they have to wait on ground.

=== ''NEW'' Flight plan clearances ===
There is (almost) nothing special on flight plan clearances (which are done by TWR, there is no DEL in Innsbruck), except:

* If you clear a '''special performance SID''' (RTT1W, KPT1Z, RTT2Z, RTT1Y, RTT1X), you have to ask if the pilot (and his/her plane) is able to fly it. There are two reasons for an "unable": Not enough climb rate and no RNP0.3 equipment. If the pilot is unable, clear an alternative (RTT1W & RTT2Z->RTT2J, KPT1Z->ADILO1J, RTT1Y & RTT1X->RTT2H).

* '''Visual departures''': put a note in the text field so that Approach knows, where he/she is up to. You might want to coordinate with APP before. Generally, all special departures are on pilot's request.

* Be careful on the '''initial climb altitude''': Standard clearance is FL160. If an aircraft has a lower RFL, then this makes no sense, but take care: There are mountains around and you need to clear to the minimum safe altitude - if the RFL is too low, then you have to amend the flight plan to the next suitable FL. What is the minimum safe altitude and the matching FL? You have to calculate:

# KPT departures have MSA 11.500ft. You have to add the safety distance (like you calculate TA and TL according to QNH: add 0 to 3000ft) and then take the next matching flight level. Example: For QNH 1019, it is: 11.500ft+1000ft=12.500ft. The next matching flight level (to the west: even) is FL140.

# ADILO departures have MSA 13.000ft, and you have to calculate accordingly. For QNH 1019, it is: 13.000ft+1000ft=14.000ft -> FL140.

# All departures east via RTT have the standard 11.000ft TA. Add the safety distance and you have the miminum RFL. For a flight to LOWS at QNH 1019, you take: 11.000ft+1.000ft=12.000ft -> FL130 (east=odd).

For information on TA and TL, see the [[Transition_Altitude_and_Level]] glossary !

=== Departure Rwy 08 ===
08 is the "easy" way out, but don't expect it to be easy for controllers, as the SIDs can conflict with LOC DME East approach. If you don't have inbound traffic, the standard departure routes are fine. If you have, there are alternatives.

====Standard departure routes 08 ====
'''RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J''' all have the same pattern: out on runway heading, following the 067° OEJ in- and 065° outbound radial until 9.500ft, then a turn onto their next waypoint. If they are too low at RTT, they must fly by RTT to the right and then do a left turn back to RTT. APP will (and should) issue a direct order when the aircraft is clear of peaks.

'''Danger''': All this SIDs conflict with LOC DME East approach, as climb rates are too low for vertical separation. If you have a LOC DME East inbound aircraft, then you must issue "max rate of climb" (and hope that aircraft can and pilots do), or reclear to RTT1W departure: It has a steeper climb rate and approach paths don't overlap - they just cross at approx. 7DME OEJ.

Also, some pilots don't have OEJ (which is not part of the Standard MSFS scenery), and they most likely fly anything to RTT.

Heaven knows what RTT2Z is really here for - it is identical to RTT2J. Any ideas? Please let me know.

==== Special SIDs 08 ====
* RTT1W is a rocket departure: similar to RTT2J, but a steep climb rate (8.2%min.) and passes LOC DME East - first to the south, and then above. Aircraft should have 5.000ft at AB (just about enough to separate from LOC DME East, coming in at 4.300ft). If pilots don't climb enough, you are doomed.

* ADILO1J: ADILO1J has a steep right turn after OEJ and needs a double climb rate than the "standard" SID via RTT. As precaution, TWR should check with the pilot if able.

* KPT1Z has a higher rate of climb - pilots have to confirm.

==== Visual climbout 08 ====
* Sometimes you notice too late that a departing jet darts out at 250kt and too low climb rate, AND you have a LOC DME east inbound aircraft. What can you do? separate them visually left-around. Let the departing aircraft fly out on the left (northern) side and let the arriving aircraft continue on the LOC, which is on the southern side. See the "tricky conflict situation" section above for details.

=== Departure Rwy 26 ===
==== Standard SIDs 26 ====
* RWY 26->RTT: RTT2H, OBEDI2H, RASTA3H, UNKEN1H, KOGOL2H have a common pattern: Max rate of climb on runway heading, a slight visual right and a steep visual left onto the 67° inbound and 65° outbound LOC OEJ. Expect pilots not to find OEJ (not part of the standard MSFS scenery) and fly out visually. If you have inbound traffic on LOC DME East, minimum climb rate is too low - use the special performance SIDs or order "max rate of climb".

==== Special SIDs 26 ====

* RTT1Y is the max-rate-of-climb-alternative for the standard SIDs, if you have inbound traffic on LOC DME East. Aircraft must climb 5.4% or more and are clear of arriving traffic at AB NDB. The SID also passes AB slightly south and then crosses the approach part to the north (but not enough for IFR separation).

* ADILO1H has the visual circle left '''and''' a steep right turn after OEJ and needs a higher climb rate than the "standard" SID via RTT (6.5%). Aircraft should have enough altitude above AB NDB (5.000ft) to separate from LOC DME East approach, but you never know.

* RWY26 RNAV 0.3: Only for equipped aircraft. This route flies up the Inn valley along waypoints, turns around and flies back to WI001=RTT. In practice, aircraft fly this route with max rate of climb until clear of peaks and then a direct routing - the rest of the route is backup if anything goes wrong. On pilot's request only.
* Based on this RWY26 dep is the '''MOGTI 1x''' departure, which requires the same equipment and special performance.

* There is a new MOGTI1H departure (GNSS). Aircraft fly visually up the Inn valley and at WI802 then turn to MOGTI. Nice departure to the west, as these aircraft are away quickly. This departure is only on the Austrocontrol charts yet. The patch for the .ese file at the beginning of this page covers it too.

* Some pilots come along with the departure to ELMEM ('''ELMEM1H'''). The departure is similar to the MOGTI1H, but continues at WI802 to ELMEM and was only in use for around 1Q 13.

===Visual===
* RWY 26 visual: Aircraft fly up the Inn valley until clear of peaks and then directly to their next waypoint. This departure often "happens": Pilots head for ADILO or KPT and forget that they have to turn twice. Instead of reminding them (then they turn too late and smash the mountain below KTI), you can reclear them "visual climbout west" to avoid even more trouble (controllers' benefit: They are out of the way then!)

===Common mistakes by pilots===
*To RTT, many pilots tend to depart fast-and-low instead of slow-and-high. If you have arriving traffic at LOC DME East, then remind pilots (2, 3 times) of a max rate of climb. If they have 5.000ft at AB NDB, they climb enough.

*On rwy26 departures, some pilots turn right instead of left, doing a [http://de.wikipedia.org/wiki/Controlled_flight_into_terrain CFIT] into the Martinswand; the reason is that the left turn is slightly more than 180° and many autopilots (like the x-plane standard AP) turn the shorter side. In reality, a pilot with activated autopilot at that stage ends in a coffin or in jail. IF pilots fly out somehow strangely, it is a good idea to confirm "visual climbout west", as vectoring usually worsens the situation.

*Some pilots do not understand that ADILO1H has a left turn towards OEJ and a right turn towards INN and end up with visual climbout. Not your problem unless you have VFR traffic in the W or N corner.

==Föhn procedures==
"Föhn" procedures are at pilot's request. Rarely used at VATSIM, as simulators can't simulate the strong (5-20kt) and gusty (20-40kt) winds. Local pilots like to do it for fun, so you should know it. The wind situation at Föhn is tricky: Wind breaks in through the Brenner valley from the South and (with escalating Foehn) drifting down the northern slope, dividing over Innsbruck to the West AND the East. As the airport is west of the city, local winds at the airport are from calm to easterly, where everything a bit higher up is full of gust and windshear. People will need vomit bags and pilots need good nerves.

Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive through the turbulence for base and final rwy08.

*'''Departures''' drift to the northern slope, where pilots climb in the least turbulent air.

* ADILO departures also climb on the northern slope and turn westwards above the turbulent area.

* KPT departures are not recommended, as this SID turns very early = low in the middle of turbulence and passengers might feel like in a washing machine.

==Spacing==
The best thrill of the Innsbruck TWR controller is spacing. As Innsbruck has few and narrow approaches and backtracks on runways, spacing is well beyond other airports. As a rule of thumb, the following spacings are "conservative guesses" - you will most likely be on the safe side If you have the balls (and pilots can fly), you can shorten ist on your own risk :-)

* '''arriving before arriving (same runway):''' 7nm (reason: you may need backtrack, if aircraft overshoot the exit). You could shorten to 3-4nm, if the aircraft is able for a short landing without backtrack (issue go-around when the first aircraft overshoots the exit).

* '''departing before arriving (same runway):''' 7nm (reason: you need backtrack of departing aircraft). Make sure the pilot is at the holding point and ready to roll before issuing lineup clearances - 10 seconds make a difference. You can shorten to 4nm, if departing aircraft is able for intersection takeoff.

* '''departing 26 before arriving rwy08:''' Arriving acft should be before AB NDB when departing aircraft takes off, and departing aircraft should have maximum rate of climb (they turn head-on, and departing aircraft should have 700ft more altitude!). Exception: If departure 26 is visual climb-out or RTT1X (departing aircraft flies up the valley and won't turn left).

* '''departing 08 before arriving 26:''' Arriving acft should have D18 OEV (=just reported LOC DME established), departing aircraft should have maximum rate of climb.

* '''departing 08 before arriving 08:''' For takeoff clearance, Arriving aircraft should be '''after''' AB NDB turning into downwind or '''before D18 OEV''' to avoid conflict.

* '''arriving 26 before arriving 08:''' As the east-08 flies a visual circle, 5nm will fit.

* '''arriving 08 before arriving 26:''' Well, if you really want to smash two aircraft in the middle of the runway.

* '''Merging West and East approach:''' Both approaches meet at AB NDB, with West at 5000ft and East at 4460ft. This is neither enough vertical nor horizontal separation. Consider merging traffic with enough (7nm) horizontal separation over AB NDB. You could shorten this to 3nm separation, if the first plane ist LOC DME East and you clear him into 26 and the second ist LOC DME west and you clear him circling 08. You must be very fit if the LOC DME East aircraft does a last-second-go-around: The planes will meet head-on on downwind, and you have to separate them visually (both to their left) in seconds.

Do not hesitate to give speed orders if necessary, and if it does not mess up arrival sequence.

===Reduced runway separation===
None, as the risk is too high that an arriving aircraft overshoots the exit and needs a backtrack while the next aircraft lands and might do the same.

==Radio Communication Failures for IFR==
In real life, there are no predefined RCF procedures for Innsbruck for a good reason: In a narrow valley with lots of VFR and IFR traffic, this could have dangerous consequences if a big bird flies around without contact. There are company-specific rules negotiated between airline and Austrocontrol. As a rule-of-thumb, expect:

*With RCF before approach clearance and handover to TWR: divert to a different airport.
*RCF after approach clearance and handover to TWR: land - TWR should clear the way. Check, if the aircraft has received the runway to expect - if not: Where will it land?

There are no published RCF procedures on VATSIM charts, so expect pilots do what they want and expect the unexpected - most probably they will fly the approach they have been cleared or (if there was no clearance yet) they have filed (KTI or RTT). Most appropriate behaviour of controllers would be to clear the way. In real life, aircraft call in by mobile phone.

=Handoff=
== Handoff TWR->APP==
Handoff from TWR to APP is best, whenever departing aircraft are conflict-free. It makes sense to have conflicting aircraft on the same frequency. Consider the example of an arriving LOC DME East (with APP) and a departing rwy08. They fly head-on. Either TWR gives the aircraft to APP (and APP monitors the possible conflict), or TWR waits for APP to receive the arriving aircraft (and TWR clears the conflict). Teamspeak is very handy at that situation.

Handoff is somehow tricky, if not all stations are online, because there are delegations. The hierarchy for handoffs is as follows:

=== Departure ===
Departures are straightforward, if Austrian upstream stations are online. If not, then handoff is tricky, as airspace above LOWI_APP is delegated to Munich. Therefore, handoff is handled in the following order:

|---------------------------------------------------------------------|
| 0. LOWI_TWR 120.10 |
|---------------------------------------------------------------------|
| 1. LOWI_APP 119.27 |
|---------------------------------------------------------------------|
| 2. LOVV-CTR 134.35 |
|---------------------------------------------------------------------|
| 3. to UNICOM and above FL160 ... | UNICOM for all SID to |
|-------------------------------------------| LS, LO and LI airspaces |
| 3a. EDMM-K-CTR 124.05 | EDDM-C-CTR 133,67 | |
| (Kempten) | (Chiem) | |
| (ADILO-MOGDI, KPT)| (for KOGOL, UNKEN)| |
| --------------------| |
| 3b. (all to EDDM-K-CTR if C-CTR offline) | |
|-------------------------------------------| |
| 3c. EDDM-R-CTR 132.550 (Roding) | |
| 3d. EDDM-A-CTR 129.100 (Allersberg) | |
|-------------------------------------------| |
| |
|---------------------------------------------------------------------|

Departures to EDDM airport (usually with a FL below 160) are eclectic: Sometimes, Munich Approach takes them, sometimes not - enquire with partner controller, if online.

===Arrivals===
If no LOWI_APP and no LOVV_CTR is present, then aircraft are cleared by München FIR:

TULSI arrivals are cleared at FL150 until TULSI, further released for descent at FL130 (they fly to RTT).
DCT ALGOI arrivals are cleared FL180, further released for descent to FL150 (they fly KTI).

The point to pick pilots up for LOWW_TWR is when established on the LOCs. If they call earlier (which they regularly do), then tell them to continue at their discretion and call back when established:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, you are still outside my airspace, continue at your discretion and report when established on the localizer.

(you can be nice and add: "for your information: this means leaving RTT at 10.000ft with heading 210 ....")

''(This reflects the [http://forum.vacc-austria.org/viewtopic.php?f=7&t=4649 LoA München FIR/Wien FIR from 1.11.2012])''

==Handoff to APP->TWR==
whenever LOC is established.

=APP issues=
...still to come! Who is licensed as APP controller to fill this gap?
==Holding patterns and spacing==
== Handoffs ==

=Coordination APP-TWR=
Coordination with TWR in Innsbruck is more important than on any other airport in Austria, because runway decision is tower (and might change on short notice), but has major consequences for arrival spacing. So you should do the following:
*TWR needs to tell APP default arrival runway so that APP can adjust spacing.
*APP needs to ask for exceptions (if pilots request the other runway and the like)
*TWR needs to tell all exceptions (other than default departure runway, visual climbouts etc.)
*It is a good idea that APP tells TWR if west approaches come in.

A good help is if the two stations listen to the other's radio (Euroscope: Listen to frequency, and hardware setup: output line 2 to a different speaker), then most coordination problems never occur.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. However, we have METAR to have a guess on the weather out there and can follow these conditions.

For Innsbruck, there are no LVP (low visibility procedures) as such. There are minima which are relevant first to the pilot, second to Tower controller.

== VFR flight ==
In real life, there are no special rules for VFR flight, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:
* up to 10.000ft 5km, above that 8km flight visibility AND
* free of clouds.

TWR can issue a warning at entry clearance that weather is below VMC, if METAR suggests that:

LOWI_TWR: OE-LBN, weather information: flight visibility probably below VMC: visibility 4km, broken clouds with base at 3500ft.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR. Tower may offer the RNP 0.3 departure instead, or issue a warning

LOWI_TWR: Speedbird xxx, ground visibility is 1.400m, that is below IMC, are you able for RNP 0.3 RNAV departure runway 26?
BAAxxx: Negative, Speedbird xxx, we continue with present clearance.
LOWI_TWR: Speedbird xxx, in this case: go ahead with present clearance, wind calm, runway 26 cleared for takeoff.

LOWI_TWR: Speedbird xxx, RVR 700m, ceiling at 4000ft, above that CAVOK, wind calm, rwy26 cleared for takeoff.

LOWI Primer

2013-05-23T07:06:35Z

Hermann Plunser: /* Special SIDs 26 */

=About this Document=

This document is intended as training and reference material for controlling Innsbruck Airport (LOWI). It covers the stations LOWI_TWR and LOWI_APP. This page is work in progress. Currently the TWR section is in progress. Stay tuned for APP. If you are controller: Feel free to discuss and edit.

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

AIRAC status is 1302 from january 2013.

Speaking of AIRACs: The last really correct sectorfile was 1213, but it lacks the ELMEM arrivals and departures. 1302 and later lack a dozen of (other!) SIDs, you have to patch the .ese file to make it work. Place the following code to the LOWI SIDs (look for RTT2X and paste it there):

SID:LOWI:08:RTT2Z:RW08 AB D0OEJ D0OEJ RTT
SID:LOWI:26:ADIL1H:RW26 RUM AB D0OEJ INN ADILO
SID:LOWI:26:KOGO2H:RUM D0OEJ RW26 AB RTT KOGOL D0OEJ
SID:LOWI:26:OBED2H:RW26 RUM AB D0OEJ D0OEJ RTT OBEDI
SID:LOWI:26:RAST3H:RUM RW26 AB D0OEJ D0OEJ RTT RASTA
SID:LOWI:26:RTT1Y:RW26 AB OEV13 RTT
SID:LOWI:26:RTT2H:RW26 RUM AB D0OEJ D0OEJ RTT
SID:LOWI:26:UNKE1H:RW26 D0OEJ RUM AB UNKEN RTT D0OEJ
SID:LOWI:26:MOGT1H:WI505 WI506 WI507 WI802 MOGTI

SID:LOWS:15:NEMAL1V:D099L NEMAL
SID:LOWS:15:PEREX3V:SI SBG D144L D144T PEREX
SID:LOWS:15:SIMBA6V:D099L SIMBA
SID:LOWS:15:TITIG2V:SI R226 TITIG
SID:LOWS:15:TRAUN7V:SI R226 TRAUN
SID:LOWS:15:LNZ6V:SI D099L LNZ

For convenience, the missing code for departures in LOWS (Salzburg) is there too - 6 departures must be patched.

This also means that there are some pilots with younger AIRAC cycles not able to fly the most basic departure routes. You could counter their unavailability by pointing out the charts: Most missing departures are non-RNAV - pilots could and should fly them by hand and radio navigation.

=General=
==Location==
Innsbruck is one of the most thrilling airports to fly from and to, for various reasons:
*It is deep in the Inn valley, surrounded by mountains as high as 8000ft (to the north) and >10000ft (to the south and West). This means that approach is particularly long, and flying is limited to a narrow corridor. Turns within the valley need to be done with minimum speed and maximum bank to avoid rock.
* The runway is somehow not in line with the valley, so approach and takeoff is not straight-in-or-out. Instead, the last part of approach and the first part of departure is visual only.
*LOWI has peculiar wind conditions - "Föhn". This is a very strong and gusty southerly wind. Under these conditions, aircraft usually perform a "special Föhn" departure and arrival to avoid vomiting passengers and heart attacks. At VATSIM, these conditions cannot be simulated, but some local pilots love to fly it.
* The runway has no complete adjacent taxiways for entering and exiting - Departing (and sometimes arriving) aircraft need to backtrack on either side, which takes time and makes Tower controlling a real thrill.
* X-Plane 9 has LOWI as (nice) standard scenery, which provokes many X-Plane newbies to try out their skills here - thrilling experience for controllers, to be polite.

==Airspaces around LOWI==
As Innsbruck is deeply buried in "the canyon",
*CTR (for TWR) reaches up to A9000ft (mark: actual altitude, not FL). If no higher ATC is available, then Innsbruck Tower controls up to A11000ft).
*Also, TWR takes care of three adjacent SRA: Innsbruck I (west), Innsbruck II (east) and Innsbruck III (south). TWR competence reaches from SRA bottom (6000ft for Innsbruck 1, 8500ft for Innsbruck II, 7000ft for Innsbruck III, but at least 1000ft GND in all 3 cases) to 9000ft - above is APP. VFR route points are mandatory reporting points (full triangle, except Golf) and TWR shall be contacted 3 min '''before''' reaching the initial entry point (M1, N1, W1, Brenner), even if those points being located outside the CTR.
*APP airspace (Area Tirol) reaches up to FL165. The airspace above is delegated to EDMM.

==What that means for controlling Innsbruck==
* Approach and go-arounds are especially long - a go-around adds up to 15min to flight time - more, if there is a holding to queue through.
* For LOWI_APP, the thrilling thing is to judge distances and speed far in advance: Decisions to merge different approaches (LOC DME East, West and ELMEM) are made some 5 minutes before planes actually meet, with little room for manoevre once the decision is made.
* For LOWI_TWR, there are many thrilling things: 1) you have tasks to do which other airports have a director for: final approach sequencing. You have to slow aircraft or speed them up, issue altitude restrictions and more (you won't give them headings - too much rock around, but rather orografic directions based on terrain). 2) Your task on top is to manage the merger of different approaches with VFR and more. 3) You even have to manage go-arounds, as they regularly get in conflict with your arrivals. 4) You don't have DEL or GND - you do it all. It's really fun to do!

==Airport==
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
===Apron===
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it - clarifiaction ("heliport in front of hangar II") is recommended Otherwise Copters are parked like planes (depending on size) at the main apron.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too.
*Apron, hangar and LOJO is not under TWR control. Therefore, you treat it as any space within CTR. you tell QNH, wind and "takeoff/landing at own discretion", as long as they don't interfere with runway or taxis.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, "taxi to stand of your choice" is best, maybe added by "in the western part of the apron" - for some mysterious reason many aircraft tend to log on in front of the tower in the eastern part.

===Holding points===
*A on the taxiway A towards rwy 08
*B1 (facing east before turning into B) and B2 (facing west, before turning into B). They are not shown on the VACC charts and not included in FS or X-Plane standard scenery, but included inGiannis LOWI scenery for MSFS. Don't expect pilots to find it. "Holding point B" works perfectly.
*L holding point is relevant for the GAC parking.

===Runway and around===
*Runways 08 and 26 both have turnpads. Some pilots report "runway vacated" when standing on it, so be aware.
*North of the runway is taxiway Y which is grass and for light aircraft and gliders only. Some pilots think it smart to use it if they miss taxiway A to vacate, or the adjacent "Schleppweg" (glider tow track) with 767's and are a bit surprised.
*About 1,5nm final rwy 26 is the rooftop helipad of the hospital (LOIU). This is not part of the MSFS or X-Plane standard scenery. If the helipad is occupied, inform arriving aircraft about a "floating" heli: "traffic information: stationary helicopter at the hospital helipad at 1.5nm final".

===Runway configurations===
Be aware that a few factors restrict runway configurations, mainly: position in the valley and pilots' ability.

*'''Easiest config is outbound 08 / inbound 26.''' (Almost) all pilots can handle this. But this is an opposite configuration. In this case, outbound taxi is via A, and backtrack is only granted as long as arriving traffic is above RTT. Always instruct maximum rate of climb. This is the least efficient configuration - only at low traffic.
:*Once this configuration gets crowded, you can only speed up lineup by 1) clearing departing traffic to A, 2) order arriving traffic short landing and hold on the runway short of A, and if this works out: 3) order departing to lineup and backtrack 08 and 4) order arriving to taxi via A to the apron.
:*If short landing does not work out, the arriving has to taxi all the way back to B while the departing lines up and backtracks. You can ONLY do this, if the approach sequence is free from RTT to final - outbound aircraft need the airspace.
'''
* '''Best high traffic situation is 26 only.''' Departing aircraft taxi via B and circle (with max rate of climb) and reach AB with 6000ft or more. With this, vertical separation is guaranteed and you can get aircraft in and out fast. Bear in mind that you need at least 5nm arriving distance in case a landing aircraft overshoots A. You need at least 7nm arriving distance to get an aircraft off the ground (backtrack and takeoff).
:*The most common mistake is to forget a LOC DME West arrival which kisses the departing aircraft in mid-air. Also, you won't allow ELMEM arrivals (they go to 08 only).

* '''Föhn config is 08 only.''' Arriving aircraft must be able to circle. You need at least 10nm arriving distance to bring an aircraft out.
:*'''High traffic trick:''' Best procedure is to issue backtrack 08 early, and at the moment the arriving aircraft is turning left at AB for circling, takeoff clearance is given (and the next arrival must be 10nm before AB to provide vertical separation).

* '''High End config''' is "as it comes": Use 26 and 08 as it fits, instruct pilots "on the fly" to change arrival runways and the like. Usually it is less efficient than 26only, but much more fun.

=VFR Traffic=
[[Image:LOWI_VFR.jpg|300px|thumb|right|LOWI VFR routes old and new]]

(see the VFR chart, which is - hooray! courtesy of AustroControl and free for VACC users: it's [http://charts.vacc-austria.org/LOWI/LOWI_VFR_VFR%20Chart_15082012.pdf here]).
'''Important: There are new routes as of March 8th, 2012. Expect pilots turn up with charts of either generation, so we recommend: Try the new charts right away and see if the pilot knows what you mean. If he doesn't, the following changes apply:
*M1 is the old E1
*old E2 is omitted
*M2 is old L2
*M3 is old L3
*old A is omitted
*The eastern arrival route (new: M1-M2-M3) is old: E1-L2-L3.
*Approaching from F, the old arrival route L (L1-L2-L3) is now F-M2-M3, but beware: F-M2 is close to the LOC DME east, as VFR pilots need to climb to 7500ft.
*West: G and I are new, so you might avoid it.
See this graph with the new chart and its changes from the old. If you look for the old chart for historical purposes, it's still [[http://www.traunsee-airline.at/airline/index.php?option=com_docman&task=doc_download&gid=16&Itemid=33 here]].

==Radio Communication Failure for VFR==
Caution: RCF procedures are not at the VATSIM charts - expect pilots to do what they want (you might tell the pilot via pm what he/she can or should do). In real life for VFR, the following rules apply:
*If RCF occurs before CTR entry clearance, then the pilot has to divert to an airport in uncontrolled airspace.
*If RCF occurs after CTR entry clearance, then the pilot follows this clearance and lands. ([[http://eaip.austrocontrol.at/lo/120406/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf reference]]. If the clearance is until holdings, then in real life aircraft continue to a predetermined position near the airport (for west: north and for east: south) and await light signals (or, in fact: they call in by phone).
* At VATSIM, expect RCF aircraft to do what they want, really... :-)

=IFR Traffic=
==Approach==
Innsbruck has two standard directions to fly in, but "standard" is relative: They are not straight-in and you have to land visually on rwy08 or rwy26 (either approach).

=== Visibility limits ===
Visibility limits are up to pilots. If visibility in the valley is below minimum standards for the approach, it is a courtesy to pilots to warn them, but decision is up to them. If you want to be "as real as it gets" and follow the Austrian AIP, then you could restrict...

* no IFR departure below ground visibility of 1.500m and ceiling below 1.300ft above the ground (which makes about 3.300ft altitude)

* no IFR Special performance departure below RVR 300m.

* There are some more restrictions, but much too complicated for VATSIM. You can look into the [http://eaip.austrocontrol.at/lo/130405/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf Innsbruck AIP, page 2-17f].

=== IFR from the East ===

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right|LOC DME East Approach]]
====LOC DME East approach====
This approach is most popular, but many pilots don't read the charts and surprise both themselves and controllers: It has a glideslope, so many aircraft think it is an ILS and discover their mistake some 100ft over ground that they head for the apron and a hangar - funny manoevers happen.
* Minimum visibility is 6 miles, as AB NDB is MAPt.
* Go-around is a challenge: Continue slow and max. rate of climb until D1 OEV, do a steep turn left and back to AB NDB, a 74° climbout until D14 OEV and then a straight RTT into the holding - expect pilots do whatever they can.

====Special LOC DME East approach====
...is the same as the "normal" LOC DME East, but has a lower decision heigt. The special approach is granted on pilot's request, and as the pilot has to monitor decision height, controllers can grant it and ignore the rest.
* MAPt is the outer marker, so minimum visibility should be 4,1 miles or more.

====RNAV 0.3 (RNP) arrival====
This approach is very rare and on pilot request only (as aircraft have to be equipped with GPS with 0.3nm accuracy). The approach is very similar to Special LOC DME East approach.

* This approach leads into rwy 26 only (and might mess up your runway config, if you have 08). Go-around is different - a RNAV turn in the upper Inn valley and return to RTT NDB.

* This arrival is the least to close when visibility declines: 2 miles is enough.

In fact, most virtual accidents happen on go-around. Those who most likely evade the mountains - if they don't hit a fellow airplane - are those who visually climb out the valley.

=== IFR from the West ===

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]
====LOC DME West approach====
A challenge! A steep descent from KTI NDB over the airport to AB Locator at 5000ft, where a tight (visual) right turn leads them into the position of either continuing towards RWY26 or RWY08. Pilots who don't read charts think that this approach directly leads to RWY 08. Some dive for it when they have runway in sight and end up with 300kt on short final.

* This approach has no glideslope (hence LOC). Aircraft have to descend with v/s on and good planning. The descent levels at 5000ft above the outer marker with a few extra miles level flight for landing configuration (as aircraft will likely hit mountains flying the right turn with approach speed).

* '''Caution:''' LOC DME West is not part of standard FS2002 and 2004 (but included in X-Plane 9). It is recommended (to APP) to check in advance, if the pilot is able to do this. Some pilots use the back course of LOC DME east with smashing results.

* This approach is challenging to anyone doing it for the first time. Descent is steep and you need to be at 160kt for the right turn - in fact, you almost need to prepare your aircraft for landing (flaps, gear, speed 160kt) above KTI. If APP wants to be polite, he/she tells them and sends them into the KTI holding until speed is down. If controllers notice aircraft rushing down with more than 250kts, prepare to extend their downwind eastwards or order go-around.

* Go-around is the 08 departure route: 67° inbound OEJ and 65° outbound OEJ, past RTT NDB and a left turn into RTT holding.

* In real life, many pilots request '''"visual" before KTI''', when they see the Inn valley is clear of fog or clouds and proceeding visually to RWY in use (yes, this may also include a downwind for RWY 26)As ATC, you can clear this on pilots request if it fits you.

* Visibility has to be extensive: LOC DME West is for cloud-breaking purpose only: cloud base must be more than 5000ft and visibility depends on aircraft category: 3km for A and B, 5km for C and D.

'''Special LOC DME West approach''' has been omitted by july 2011. Use standard LOC DME West approach.

==== RNAV 08 GNSS via ELMEM====

Since this "visual" has become the rule for more and more aircraft, there is a '''new RNAV arrival via ELMEM''' covering exactly that, and it's quite thrilling: It starts at ELMEM and descends on GPS waypoints into the valley, and then pilots follow visually the GPS route until they have runway 08 in sight.

* This approach is for cloudbreaking only: ceiling must be above 4100ft and visibility 5km or more.

* Go-around is down the Inn valley via MATF (Missed Approach Transition Fixes): Aircraft are requested to fly fixes to avoid hitting scenic scenery. WI103 is equivalent to the outer marker and WI001 is RTT NDB. Aircraft should fly a teardrop entry (expect 80% not to know what that is).

==Visual Landing==
All approaches meet at AB NDB. From there, there are two ways to the runway (see the visual approach chart):
*rwy26: For east approach, this is almost straight-in. For DME west approach, a steep right hand circle into final.
*rwy08 For DME east approach, aircraft turn left towards INN and then circle right onto final. Aircraft almost need landing speed to turn. For DME west appraoch, aircraft turn right hard (landing speed!) over AB, fly left downwind as DME east approach and then turn right into final.
'''Caution: It is TWR's responsibility to merge traffic arriving at AB NDB!'''

===How to clear approaching aircraft to land===
Approach is long, and many things happen in the meantime. Therefore, we recommend step-by-step clearances:
#Clear all approaching aircraft with a '''reporting point''' which is no later than the MAPt:
:*For LOC DME East and West, this is AB NDB
:*for RNAV West, it's "runway in sight".
:*for RNAV East, it's WI003, the outer marker.
#For rwy26 (and RNAV West to 08), clear to land, if possible (or issue "expect late clearance"). Aircraft should not continue approach if they don't receive any of the two.
#For circling approaches (DME west and DME east->rwy08) clear "visual circling rwy 08, report crosswind", and then clear to land.
This step-by-step clearance helps to stay flexible if the situation changes. You could clear to land at fist contact at 13.000ft, but the plane would still be flying for several minutes before touchdown and you might have forgot, who has a landing clearance and who not.

One example with two aircraft:
LHA123 is just after RTT for LOC DME East approach, and LHA456 at KTI for LOC DME West approach. As LHA123 from the east is lower (RTT is 9500ft) and nearer (15 DME AB) than LOC DME west (FL130 and 18-20 DME AB), it will be first in:
<pre>
LHA123: Innsbruck TWR, gutn Tach, Laipzich Air 123 LOC DME East established.
TWR: Leipzick air 123, servus. Contintue, Wind 230° 4kt, runway in use 26, report AB NDB.
LHA123: will report AB, LHA123.
</pre>
Next is LHA456, who has to slow down (as 3-5nm is not enough separation). Anyway, for LOC DME West approach aircraft should prepare their aircraft at KTI for landing: Speed down, flaps down, and they might need speedbrakes up. It is a good precaution to tell this to pilots: West approach is steep and many aircraft get too fast and are in too early. The only way out would be a go-around to RTT. Caution if you order speed down: There might be an aircraft behind - yu might need to check with APP.
<pre>
LHA456: Innsbruck TWR, hallo, LHA456 LOC DME West established FL130.
TWR: LHA456, servus, continue, wind 230°4kt, runway in use 26, reduce to landing speed, report AB NDB.
LHA456: Reducing to landing speed, will report AB, LHA456.
</pre>
Now LHA123 is near AB and sees the runway. He gets and clearance to land, plus traffic info, as the other acft is roughly 5-7nm away, head-on and above:
<pre>LHA123: LHA123, AB.
TWR: LHA123, traffic info: Approaching company airline on LOC DME West at 12 o'clock, 7000ft. Wind 230°4kt, rwy26 cleared to land.
LHA123: Traffic in sight, rwy26 cleared to land, LHA123.
</pre>
As LHA123 is away from AB, LHA456 gets clearance further on into final, plus traffic info, and after reporting final, clearance to land. If there is no traffic around, TWR could clear him to land at once (Strictly speaking, both aircraft could meet at AB, as LOC DME West approach should be about 700ft higher. But it's close and you will have problems with lateral separation at final anyway. If you produced such a problem, you could order LHA456 circling 08 at landing speed and hope that LHA123 vacates quickly). Most likely, LHA123 is still busy vacating the runway, so landing clearance is not possible yet:
<pre>
TWR: LHA456, approaching company acft on LOC DME west 6000ft at your 12 o'clock position. After AB continue visual circling rwy26, report final.
LHA456: Wilco, traffic in sight, LHA456.
LHA456: LHA456 on final 26, runway in sight.
TWR: LHA456, wind 230°4kt, rwy26 cleared to land.</pre>

===Tricky conflict situations===
==== Arriving/departing too close ====
'''Sometimes, aircraft come too close to each other, departing from 08 and arriving LOC DME East''' (mostly because aircraft climb out fast-and-low). What can you do?

* Giving the arriving aircraft go-around most likely increases your trouble: flight paths cross.

* You could order the departing aircraft max rate of climb. This helps, if the pilot really does it, and if it's not a whale (747 or so). If it doesn't, you are still in trouble.

* You can order the departing aircraft visual climbout down the valley with max altitude well below the glidepath. Expect some funny reactions when you attempt to change a MD81 to visual.

* Most elegant solution: Separate both aircraft visually. To do this, ask the landing aircraft if he is able to perform visual landing left of the localizer. If yes, then clear him visual approach left side of the localizer and give traffic information. Then, clear the departing aircraft visual climbout left side of the valley and give traffic information. It may be a scary moment if two A320 pass in mid-air in the narrow valley, but it is legal.

It could sound like this, assume that DLH1 is departing and AUA2 is arriving:

LOWI_TWR: AUA 2, are you able for visual approach left of the localizer?
AUA2: Affirm able for visual approach left.
LOWI_TWR: AUA, cleared for visual approach left of the localizer, traffic information: departing A320 at your 1 o'clock position, passing right, confirm in sight.
AUA2: visual approach, traffic in sight, AUA2.
LOWI_TWR: Lufthansa 1, cleared visual departure left side of the valley, traffic information: arriving B737 passing right, confirm in sight.
DLH2: visual departure left side, traffic in sight, DLH2.

==== Departing aircraft are too slow lining up ====
'''Sometimes, departing aircraft are too slow lining up and backtracking for takeoff.''' This will result in arriving aircraft on an occupied runway. What can you do with an approaching aircraft?
* You instruct departing aircraft to hold position and instruct arriving traffic to go around. But go-around in LOWI is very long and time-consuming: Aircraft have to climb all the way to RTT and back.
* Most elegant solution: If the pilot is able for visual manoever, you can offer him to circle visually and re-enter final. Once the aircraft is on downwind, quickly push departing aircraft out. That could sound like this:

LOWI_TWR: DLH1, hold position, say again: hold position, acknowledge.
DLH1: Holding position, DLH1.
LOWI_TWR: AUA2, go-around, say again: go around, or alternatively visual left traffic pattern, report intentions.
AUA2: Requesting visual traffic pattern, AUA2.
LOWI_TWR: AUA2, cleared visual left hand pattern at 3500ft or above, report ready for base turn over AB,
(after AUA2 is away over the airport:)
LOWI_TWR: DLH1, cleared for immediate takeoff, expedite.

This manoever works with 26-only and 08-only, just the other way around.

==== Aircraft meeting at AB NDB ====
Absam NDB is the focal point for almost every approach and departure - things can get really nasty there.

It could either happen, that two aircraft from LOC DME East and West meet head-on at AB NDB, or that a go-around from 08 kisses an arriving aircraft from LOC DME West. Both are really difficult situations which they cannot resolve on themselves, as TCAS might advise them to something that terrain won't allow (and TCAS is first, ATC is next). What can you do? First, you have to bear in mind, that any solution might cause the next problem (and you have a chain of problems to fix). Second: These are the options.

* Clear the LOC DME West arrival to level off at 6000ft. The LOC DME East arriving will pass well below. There is still room to descend while turning into final. Anyway, you might need to clear the LOC DME East for rwy26 and the West for rwy08 for separation.

* If you notice the problem early: Make one aircraft reduce to landing speed - better the East arrival, as the West descent is steep. Bear in mind that this might mess up arrival sequence behind.

* If a go-around gets in the way of an arriving LOC DME West: Separate laterally by clearing the go-around at 5000ft until AB NDB and the arriving at 6000ft. Bear in mind that restricting the go-around in altitude might make the next mess with following arrivals on LOC DME East.

Bear in mind: These are really tricky manoevers. You need experienced pilots and controllers to do it.

==Go-arounds==
* Go-around rwy 26 is a steep left turn and climbout to RTT.
* Go-around rwy 08 is a straight climbout to RTT.
* Go-around of RNAV 0.3 RNP arrival rwy26 is along waypoints into the upper Inn valley where the aircraft does a steep left turn and returns the approach path to RTT - Nobody flies this.
Go-arounds go all the way back to RTT - that takes a lot of time and could mess up the next arriving aircraft. If there are other landing aircraft on LOC DME East, '''max rate of climb is necessary'''. Some pilots don't do this and must be reminded.

To smart pilots, you can offer a '''visual circuit''', leading them back to final via AB, see the section above.

==Departure==
All departures are cleared FL160. When things are busy, you might need to decide on short notice if a pilot flies out 08 or 26, as some can only arrive 26 (and departing need to take 26 for spacing), and some can only depart 08 (and vice versa), and then Mirza comes along and ultimately wants to land circling 08 (:-). Controllers' delight are pilots who are able to change SID and approach at short notice. Controllers' headache are the others - in doubt, they have to wait on ground.

=== ''NEW'' Flight plan clearances ===
There is (almost) nothing special on flight plan clearances (which are done by TWR, there is no DEL in Innsbruck), except:

* If you clear a '''special performance SID''' (RTT1W, KPT1Z, RTT2Z, RTT1Y, RTT1X), you have to ask if the pilot (and his/her plane) is able to fly it. There are two reasons for an "unable": Not enough climb rate and no RNP0.3 equipment. If the pilot is unable, clear an alternative (RTT1W & RTT2Z->RTT2J, KPT1Z->ADILO1J, RTT1Y & RTT1X->RTT2H).

* '''Visual departures''': put a note in the text field so that Approach knows, where he/she is up to. You might want to coordinate with APP before. Generally, all special departures are on pilot's request.

* Be careful on the '''initial climb altitude''': Standard clearance is FL160. If an aircraft has a lower RFL, then this makes no sense, but take care: There are mountains around and you need to clear to the minimum safe altitude - if the RFL is too low, then you have to amend the flight plan to the next suitable FL. What is the minimum safe altitude and the matching FL? You have to calculate:

# KPT departures have MSA 11.500ft. You have to add the safety distance (like you calculate TA and TL according to QNH: add 0 to 3000ft) and then take the next matching flight level. Example: For QNH 1019, it is: 11.500ft+1000ft=12.500ft. The next matching flight level (to the west: even) is FL140.

# ADILO departures have MSA 13.000ft, and you have to calculate accordingly. For QNH 1019, it is: 13.000ft+1000ft=14.000ft -> FL140.

# All departures east via RTT have the standard 11.000ft TA. Add the safety distance and you have the miminum RFL. For a flight to LOWS at QNH 1019, you take: 11.000ft+1.000ft=12.000ft -> FL130 (east=odd).

For information on TA and TL, see the [[Transition_Altitude_and_Level]] glossary !

=== Departure Rwy 08 ===
08 is the "easy" way out, but don't expect it to be easy for controllers, as the SIDs can conflict with LOC DME East approach. If you don't have inbound traffic, the standard departure routes are fine. If you have, there are alternatives.

====Standard departure routes 08 ====
'''RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J''' all have the same pattern: out on runway heading, following the 067° OEJ in- and 065° outbound radial until 9.500ft, then a turn onto their next waypoint. If they are too low at RTT, they must fly by RTT to the right and then do a left turn back to RTT. APP will (and should) issue a direct order when the aircraft is clear of peaks.

'''Danger''': All this SIDs conflict with LOC DME East approach, as climb rates are too low for vertical separation. If you have a LOC DME East inbound aircraft, then you must issue "max rate of climb" (and hope that aircraft can and pilots do), or reclear to RTT1W departure: It has a steeper climb rate and approach paths don't overlap - they just cross at approx. 7DME OEJ.

Also, some pilots don't have OEJ (which is not part of the Standard MSFS scenery), and they most likely fly anything to RTT.

Heaven knows what RTT2Z is really here for - it is identical to RTT2J. Any ideas? Please let me know.

==== Special SIDs 08 ====
* RTT1W is a rocket departure: similar to RTT2J, but a steep climb rate (8.2%min.) and passes LOC DME East - first to the south, and then above. Aircraft should have 5.000ft at AB (just about enough to separate from LOC DME East, coming in at 4.300ft). If pilots don't climb enough, you are doomed.

* ADILO1J: ADILO1J has a steep right turn after OEJ and needs a double climb rate than the "standard" SID via RTT. As precaution, TWR should check with the pilot if able.

* KPT1Z has a higher rate of climb - pilots have to confirm.

==== Visual climbout 08 ====
* Sometimes you notice too late that a departing jet darts out at 250kt and too low climb rate, AND you have a LOC DME east inbound aircraft. What can you do? separate them visually left-around. Let the departing aircraft fly out on the left (northern) side and let the arriving aircraft continue on the LOC, which is on the southern side. See the "tricky conflict situation" section above for details.

=== Departure Rwy 26 ===
==== Standard SIDs 26 ====
* RWY 26->RTT: RTT2H, OBEDI2H, RASTA3H, UNKEN1H, KOGOL2H have a common pattern: Max rate of climb on runway heading, a slight visual right and a steep visual left onto the 67° inbound and 65° outbound LOC OEJ. Expect pilots not to find OEJ (not part of the standard MSFS scenery) and fly out visually. If you have inbound traffic on LOC DME East, minimum climb rate is too low - use the special performance SIDs or order "max rate of climb".

==== Special SIDs 26 ====

* RTT1Y is the max-rate-of-climb-alternative for the standard SIDs, if you have inbound traffic on LOC DME East. Aircraft must climb 5.4% or more and are clear of arriving traffic at AB NDB. The SID also passes AB slightly south and then crosses the approach part to the north (but not enough for IFR separation).

* ADILO1H has the visual circle left '''and''' a steep right turn after OEJ and needs a higher climb rate than the "standard" SID via RTT (6.5%). Aircraft should have enough altitude above AB NDB (5.000ft) to separate from LOC DME East approach, but you never know.

* RWY26 RNAV 0.3: Only for equipped aircraft. This route flies up the Inn valley along waypoints, turns around and flies back to WI001=RTT. In practice, aircraft fly this route with max rate of climb until clear of peaks and then a direct routing - the rest of the route is backup if anything goes wrong. On pilot's request only.

* There is a new ELMEM1H departure (GNSS). Aircraft fly visually up the Inn valley and then fly direct ELMEM. Nice departure to the west, as these aircraft are away quickly. Same applies to...

* Some pilots come along with the departure to MOGTI ('''MOGTI1H'''). This departure is only on the Austrocontrol charts yet. The patch for the .ese file at the beginning of this page covers it too. The departure is similar to the ELMEM1H, but turns away to MOGTI at WI802.

===Visual===
* RWY 26 visual: Aircraft fly up the Inn valley until clear of peaks and then directly to their next waypoint. This departure often "happens": Pilots head for ADILO or KPT and forget that they have to turn twice. Instead of reminding them (then they turn too late and smash the mountain below KTI), you can reclear them "visual climbout west" to avoid even more trouble (controllers' benefit: They are out of the way then!)

===Common mistakes by pilots===
*To RTT, many pilots tend to depart fast-and-low instead of slow-and-high. If you have arriving traffic at LOC DME East, then remind pilots (2, 3 times) of a max rate of climb. If they have 5.000ft at AB NDB, they climb enough.

*On rwy26 departures, some pilots turn right instead of left, doing a [http://de.wikipedia.org/wiki/Controlled_flight_into_terrain CFIT] into the Martinswand; the reason is that the left turn is slightly more than 180° and many autopilots (like the x-plane standard AP) turn the shorter side. In reality, a pilot with activated autopilot at that stage ends in a coffin or in jail. IF pilots fly out somehow strangely, it is a good idea to confirm "visual climbout west", as vectoring usually worsens the situation.

*Some pilots do not understand that ADILO1H has a left turn towards OEJ and a right turn towards INN and end up with visual climbout. Not your problem unless you have VFR traffic in the W or N corner.

==Föhn procedures==
"Föhn" procedures are at pilot's request. Rarely used at VATSIM, as simulators can't simulate the strong (5-20kt) and gusty (20-40kt) winds. Local pilots like to do it for fun, so you should know it. The wind situation at Föhn is tricky: Wind breaks in through the Brenner valley from the South and (with escalating Foehn) drifting down the northern slope, dividing over Innsbruck to the West AND the East. As the airport is west of the city, local winds at the airport are from calm to easterly, where everything a bit higher up is full of gust and windshear. People will need vomit bags and pilots need good nerves.

Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive through the turbulence for base and final rwy08.

*'''Departures''' drift to the northern slope, where pilots climb in the least turbulent air.

* ADILO departures also climb on the northern slope and turn westwards above the turbulent area.

* KPT departures are not recommended, as this SID turns very early = low in the middle of turbulence and passengers might feel like in a washing machine.

==Spacing==
The best thrill of the Innsbruck TWR controller is spacing. As Innsbruck has few and narrow approaches and backtracks on runways, spacing is well beyond other airports. As a rule of thumb, the following spacings are "conservative guesses" - you will most likely be on the safe side If you have the balls (and pilots can fly), you can shorten ist on your own risk :-)

* '''arriving before arriving (same runway):''' 7nm (reason: you may need backtrack, if aircraft overshoot the exit). You could shorten to 3-4nm, if the aircraft is able for a short landing without backtrack (issue go-around when the first aircraft overshoots the exit).

* '''departing before arriving (same runway):''' 7nm (reason: you need backtrack of departing aircraft). Make sure the pilot is at the holding point and ready to roll before issuing lineup clearances - 10 seconds make a difference. You can shorten to 4nm, if departing aircraft is able for intersection takeoff.

* '''departing 26 before arriving rwy08:''' Arriving acft should be before AB NDB when departing aircraft takes off, and departing aircraft should have maximum rate of climb (they turn head-on, and departing aircraft should have 700ft more altitude!). Exception: If departure 26 is visual climb-out or RTT1X (departing aircraft flies up the valley and won't turn left).

* '''departing 08 before arriving 26:''' Arriving acft should have D18 OEV (=just reported LOC DME established), departing aircraft should have maximum rate of climb.

* '''departing 08 before arriving 08:''' For takeoff clearance, Arriving aircraft should be '''after''' AB NDB turning into downwind or '''before D18 OEV''' to avoid conflict.

* '''arriving 26 before arriving 08:''' As the east-08 flies a visual circle, 5nm will fit.

* '''arriving 08 before arriving 26:''' Well, if you really want to smash two aircraft in the middle of the runway.

* '''Merging West and East approach:''' Both approaches meet at AB NDB, with West at 5000ft and East at 4460ft. This is neither enough vertical nor horizontal separation. Consider merging traffic with enough (7nm) horizontal separation over AB NDB. You could shorten this to 3nm separation, if the first plane ist LOC DME East and you clear him into 26 and the second ist LOC DME west and you clear him circling 08. You must be very fit if the LOC DME East aircraft does a last-second-go-around: The planes will meet head-on on downwind, and you have to separate them visually (both to their left) in seconds.

Do not hesitate to give speed orders if necessary, and if it does not mess up arrival sequence.

===Reduced runway separation===
None, as the risk is too high that an arriving aircraft overshoots the exit and needs a backtrack while the next aircraft lands and might do the same.

==Radio Communication Failures for IFR==
In real life, there are no predefined RCF procedures for Innsbruck for a good reason: In a narrow valley with lots of VFR and IFR traffic, this could have dangerous consequences if a big bird flies around without contact. There are company-specific rules negotiated between airline and Austrocontrol. As a rule-of-thumb, expect:

*With RCF before approach clearance and handover to TWR: divert to a different airport.
*RCF after approach clearance and handover to TWR: land - TWR should clear the way. Check, if the aircraft has received the runway to expect - if not: Where will it land?

There are no published RCF procedures on VATSIM charts, so expect pilots do what they want and expect the unexpected - most probably they will fly the approach they have been cleared or (if there was no clearance yet) they have filed (KTI or RTT). Most appropriate behaviour of controllers would be to clear the way. In real life, aircraft call in by mobile phone.

=Handoff=
== Handoff TWR->APP==
Handoff from TWR to APP is best, whenever departing aircraft are conflict-free. It makes sense to have conflicting aircraft on the same frequency. Consider the example of an arriving LOC DME East (with APP) and a departing rwy08. They fly head-on. Either TWR gives the aircraft to APP (and APP monitors the possible conflict), or TWR waits for APP to receive the arriving aircraft (and TWR clears the conflict). Teamspeak is very handy at that situation.

Handoff is somehow tricky, if not all stations are online, because there are delegations. The hierarchy for handoffs is as follows:

=== Departure ===
Departures are straightforward, if Austrian upstream stations are online. If not, then handoff is tricky, as airspace above LOWI_APP is delegated to Munich. Therefore, handoff is handled in the following order:

|---------------------------------------------------------------------|
| 0. LOWI_TWR 120.10 |
|---------------------------------------------------------------------|
| 1. LOWI_APP 119.27 |
|---------------------------------------------------------------------|
| 2. LOVV-CTR 134.35 |
|---------------------------------------------------------------------|
| 3. to UNICOM and above FL160 ... | UNICOM for all SID to |
|-------------------------------------------| LS, LO and LI airspaces |
| 3a. EDMM-K-CTR 124.05 | EDDM-C-CTR 133,67 | |
| (Kempten) | (Chiem) | |
| (ADILO-MOGDI, KPT)| (for KOGOL, UNKEN)| |
| --------------------| |
| 3b. (all to EDDM-K-CTR if C-CTR offline) | |
|-------------------------------------------| |
| 3c. EDDM-R-CTR 132.550 (Roding) | |
| 3d. EDDM-A-CTR 129.100 (Allersberg) | |
|-------------------------------------------| |
| |
|---------------------------------------------------------------------|

Departures to EDDM airport (usually with a FL below 160) are eclectic: Sometimes, Munich Approach takes them, sometimes not - enquire with partner controller, if online.

===Arrivals===
If no LOWI_APP and no LOVV_CTR is present, then aircraft are cleared by München FIR:

TULSI arrivals are cleared at FL150 until TULSI, further released for descent at FL130 (they fly to RTT).
DCT ALGOI arrivals are cleared FL180, further released for descent to FL150 (they fly KTI).

The point to pick pilots up for LOWW_TWR is when established on the LOCs. If they call earlier (which they regularly do), then tell them to continue at their discretion and call back when established:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, you are still outside my airspace, continue at your discretion and report when established on the localizer.

(you can be nice and add: "for your information: this means leaving RTT at 10.000ft with heading 210 ....")

''(This reflects the [http://forum.vacc-austria.org/viewtopic.php?f=7&t=4649 LoA München FIR/Wien FIR from 1.11.2012])''

==Handoff to APP->TWR==
whenever LOC is established.

=APP issues=
...still to come! Who is licensed as APP controller to fill this gap?
==Holding patterns and spacing==
== Handoffs ==

=Coordination APP-TWR=
Coordination with TWR in Innsbruck is more important than on any other airport in Austria, because runway decision is tower (and might change on short notice), but has major consequences for arrival spacing. So you should do the following:
*TWR needs to tell APP default arrival runway so that APP can adjust spacing.
*APP needs to ask for exceptions (if pilots request the other runway and the like)
*TWR needs to tell all exceptions (other than default departure runway, visual climbouts etc.)
*It is a good idea that APP tells TWR if west approaches come in.

A good help is if the two stations listen to the other's radio (Euroscope: Listen to frequency, and hardware setup: output line 2 to a different speaker), then most coordination problems never occur.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. However, we have METAR to have a guess on the weather out there and can follow these conditions.

For Innsbruck, there are no LVP (low visibility procedures) as such. There are minima which are relevant first to the pilot, second to Tower controller.

== VFR flight ==
In real life, there are no special rules for VFR flight, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:
* up to 10.000ft 5km, above that 8km flight visibility AND
* free of clouds.

TWR can issue a warning at entry clearance that weather is below VMC, if METAR suggests that:

LOWI_TWR: OE-LBN, weather information: flight visibility probably below VMC: visibility 4km, broken clouds with base at 3500ft.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR. Tower may offer the RNP 0.3 departure instead, or issue a warning

LOWI_TWR: Speedbird xxx, ground visibility is 1.400m, that is below IMC, are you able for RNP 0.3 RNAV departure runway 26?
BAAxxx: Negative, Speedbird xxx, we continue with present clearance.
LOWI_TWR: Speedbird xxx, in this case: go ahead with present clearance, wind calm, runway 26 cleared for takeoff.

LOWI_TWR: Speedbird xxx, RVR 700m, ceiling at 4000ft, above that CAVOK, wind calm, rwy26 cleared for takeoff.

LOWI for pilots

2012-12-27T23:18:07Z

Hermann Plunser: /* Things you need to be able to do */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear and trigger go-arounds. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before.''
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (mountains) and aircraft weight and you will find out that Concorde, A380, B747 and the like do not really fit with LOWI. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Charts you need to have =
Do not even think of flying into Innsbruck without charts. Especially when flying online, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

= Overview from the air =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends. This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two main approaches into the valley. There are two more which are visual and not charted. Be aware that '''all approaches lead to all runways''' - always with visual approach, some with steep turns.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north. Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope, but the signal may by unreliable due to distance (nearly two times of a "standard" ILS and interference with mountains). It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn right, lift your feet to avoid touching mountains.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH!) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.
# When established on the LOC, you are transfered to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report Absam (AB NDB). Continue descent on the glideslope, '''slow down''' to reach AB NDB at 160kts or less.
# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate and at 1nm DME OEV turn tight left (1600m radius, that is roughly 25-30° bank). Watch out with Autopilot selection. The AP does not turn tight enough and usually has the tendency for a right turn, as most "next WP" (e.g AB, RTT) are north of the RWY C/L.

=== 1a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: After you reported AB NDB (OEV 6.3DME), Tower will clear to land. You disconnect your AP now and continue visually. If you don't see the runway: go around! Fly the go-around manually - too much terrain.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some aircraft on the apron and hit the terminal building.

=== 1b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report AB Locator.

This clearance is valid all the way to runway 08 final. You have to report AB Locator, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before AB Locator: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# Fly the OEV localizer and glideslope until AB Locator. Set your plane to approach (speed, flaps)
# At AB Locator: You disconnect the AP and level off at 3700ft MSL - the chart is only a guideline, fly visually!
# After AB, you turn left (230° is a guideline - fly visually!) which leads you towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB slightly right.
# On downwind, Prepare your plane for landing (speed, flaps, gear) and check your altitude again: 3700-4000ft.
# Watch OEV DME (OEV is directly at the airport) decrease and increase again as you fly past the airport.
# At 3.5nm DME OEV, do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive.
# With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at AB. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope past AB DNB to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== 2. LOC DME West Approach ==
IF you come from France, Switzerland or the like, you are most likely nearer the the LOC DME West approach. This approach is more challenging, and if you fail, then you go around to RTT for the East approach.

'''Caution for MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at KTI NDB===
Mountains to the West are higher, so you level off at KTI NDB at 13.000ft (local QNH!). If you come from the South, you fly a teardrop entry as if you were to enter the holding, and maybe you must enter the holding too (fly past KTI, turn left to 284° for one minute, turn left for a 104° inbound vector back to KTI).

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# '''SLOW DOWN YOUR PLANE'''! Descent is steep and with a large bird, it is unlikely that you manage it with more than 160kts. Descend flaps and reduce speed accordingly. If you are unsure, prepare for landing (speed, flaps, gear) at KTI. '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' leaving KTI (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Turn your OBS to 67° radial.
# Fly out of KTI at 104°.
# Arm the localizer.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).

A thrilling experience to descend from the snow-capped mountains into the valley!

==== Most common mistakes at KTI====

* '''Too fast:''' The western descent is twice as steep as the eastern and any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check over KTI, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over Absam (AB Locator). This means: You fly over the airport at about 7000ft.

* Arrive at AB Locator with 160kt or less. The final approach begins, and it is '''visual'''.

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP before reaching KTI. You turn off course north of KTI into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final at AB NDB end up in the Sistrans cemetery.
* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== 2a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report AB NDB.

This clearance is valid all the way to final. Report AB, but continue to final 26! When you reached AB NDB, the airport is behind you, you have to turn.
# '''Disconnect the AP now!'''
# If you have more than 160kt, ask TWR to extend your downwind beyond AB or go around (or crash when turning)
# AB NDB is on the north side of the valley, so (see visual approach chart) you do a steep right turn into final (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.
# When the runway is ahead, continue descent and land.

=== 2b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report AB NDB.

This means that you have to circle twice, and you need to fly this by hand.
# At AB NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding altitude. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need it.
# Poceed towards INN NDB, descend 3700ft,
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at AB NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after AB NDB''': you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

=== 3. Special visual arrival BRENO ===
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

=== 4. Föhn special visual arrival ===
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards and gets caught in the mountains, sending high, gusty and warm winds over the mountains on the southern side. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley, where the strong wind above the peaks is south-north - makes up a nice windshear and turbulence. The least turbulence is on the northern slope, whereas the southern slope is full of rotors. As the airport is West of the city, local winds are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive left-and-down through the turbulence for right turn, base and final rwy08. You can descend from KTI, if you have the balls to turn right in the middle of turbulence at AB NDB.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence.

= VFR Approach and departure =
[[Image:LOWI_VFR.jpg|300px|thumb|right|LOWI VFR routes old and new]]

... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is a CTR''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower to do that. "Flying in the vicinity" is not an appropriate intention. "CTR" also means that you need to contact Innsbruck Tower 5 minutes prior to entry into the CTR.

*'''VFR charts have changed at the beginning of 2012'''. This tutorial only covers the new situation. Since August 2012, you are able to download the [http://charts.vacc-austria.org/LOWI/LOWI_VFR_VFR%20Chart_15082012.pdf VFR chart (courtesy of AustroControl, thank you!]]. See this graph of the new chart with changes from the old version.

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== VFR entry ==
'''From the North:''' Mostly coming from Munich, aircraft us the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. Watch your altitude when approaching: Between 8.500ft and FL125, there is the Innsbruck III SRA - a special requirement area requiring you to register with LOWI_TWR 5 minutes prior to entry (as if it were a CTR). The reason for this SRA is the IFR approach it covers. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Caution: Half way from BRENNER to the airport you encounter the INNSBRUCK III SRA, reaching from 7000ft to FL125. You need to be cleared to enter this SRA, so report to LOWI_TWR at BRENNER.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Caution: Innsbruck I SRA between 6000ft and FL125, and you need to register 5 minutes before entering it. Usually, you get an upper limit of 3.500ft after WHISKEY2.

==VFR Approach and Landing==
... is quite eclectic - TWR will tell you which runway, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

==VFR leaving CTR==
... is just the other way around.

''Want a nice VFR round?''
* ''Fly out November route and turn right at November 1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.''
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal, fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J.'''

You are cleared to climb to FL160. You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 065° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must pass RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at AB NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

===visual turn: ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to AB NDB and OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== "Rocket takeoffs" from 26 ===
You don't need a fighter to perform these two SIDs, but it might help. Climb gradient is almost double the normal rate. They are available on Pilots' request, and controllers kiss the microphone if you can do it:

==== Special Performance KPT1Z ====

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach AB NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

==== Special Performance RTT 1W ====
Not that steep as ADILO1H, but still twice than its RTT2J sister. Minimum climb gradient is 8,2% until AB, thereafter 5,4% until passing 9.500 FT MSL. If you fear the worst, ask for RTT2J and you are fine.

==SIDs out of runway 26==

All SIDs out of runway 26 (except RTT1X, see below) start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT2H, KOGOL2H, UNKEN1H, RASTA3H and OBEDI2H:''' After OEJ, continue at the 65° outbound radial of OEJ. Strictly, you '''fly by RTT right and turn back left''' to RTT to climb enough to continue (OBEDI: 13.000ft, RASTA: 12.000ft, KOGOL:11.000ft). In most cases you are high enough and will receive a direct instruction after clear of peaks, so you don't need to fly the loop.

===Direct RTT fly-out: RTT1Y===
... goes directly to RTT, but with headings and radials around AB NDB and RTT NDB: Depart visually as described (you are on the 067° inbound OEV radial). Passing over AB NDB (at 5000ft min! There may be arriving aircraft at 4.400ft below you!), you continue (visually - there is mountains around) heading 74° until you can change to 58° inbound RTT NDB. This SID is designed to allow for arriving aircraft at LOC DME East, so you MUST climb enough to pass AB NDB above 5000ft.

===Steep right turn: ADILO1H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: after turning left onto 67° radial of OEJ to OEJ, there is a right turn to INN NDB and then further to ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

===RNP 0.3 RNAV special performance departure rwy26: RTT1X===
On pilots' request, and if your aircraft is equipped with GPS receiver of 0,3nm accuracy or below, there is a nice alternative: RTT1X. This SID uses a widening of the valley in the upper Inn for a turn. For this departure, you purely fly waypoints, and strictly spoken, this is the only non-visual departure from Innsbruck (try it in fog - you really need to trust your plane!). You fly LOWI-WI005, WI006, WI007, WI008, WI006, WI005, WI003, WI002 and RTT NDB. In real life, aircraft fly the SID until clear of peaks and then get a direct to the next waypoint.

(In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!)

===Most common error===
...is to tune in the 67° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Expect smashing results in the Martinswand wall. Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2012-12-27T23:16:08Z

Hermann Plunser: /* Things you need to be able to do */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear and trigger go-arounds. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before.''
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (mountains) and aircraft weight and you will find out that Concorde, A380, B747 and the like do not match with LOWI. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Charts you need to have =
Do not even think of flying into Innsbruck without charts. Especially when flying online, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

= Overview from the air =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends. This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two main approaches into the valley. There are two more which are visual and not charted. Be aware that '''all approaches lead to all runways''' - always with visual approach, some with steep turns.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north. Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope, but the signal may by unreliable due to distance (nearly two times of a "standard" ILS and interference with mountains). It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn right, lift your feet to avoid touching mountains.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH!) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.
# When established on the LOC, you are transfered to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report Absam (AB NDB). Continue descent on the glideslope, '''slow down''' to reach AB NDB at 160kts or less.
# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate and at 1nm DME OEV turn tight left (1600m radius, that is roughly 25-30° bank). Watch out with Autopilot selection. The AP does not turn tight enough and usually has the tendency for a right turn, as most "next WP" (e.g AB, RTT) are north of the RWY C/L.

=== 1a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: After you reported AB NDB (OEV 6.3DME), Tower will clear to land. You disconnect your AP now and continue visually. If you don't see the runway: go around! Fly the go-around manually - too much terrain.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some aircraft on the apron and hit the terminal building.

=== 1b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report AB Locator.

This clearance is valid all the way to runway 08 final. You have to report AB Locator, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before AB Locator: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# Fly the OEV localizer and glideslope until AB Locator. Set your plane to approach (speed, flaps)
# At AB Locator: You disconnect the AP and level off at 3700ft MSL - the chart is only a guideline, fly visually!
# After AB, you turn left (230° is a guideline - fly visually!) which leads you towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB slightly right.
# On downwind, Prepare your plane for landing (speed, flaps, gear) and check your altitude again: 3700-4000ft.
# Watch OEV DME (OEV is directly at the airport) decrease and increase again as you fly past the airport.
# At 3.5nm DME OEV, do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive.
# With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at AB. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope past AB DNB to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== 2. LOC DME West Approach ==
IF you come from France, Switzerland or the like, you are most likely nearer the the LOC DME West approach. This approach is more challenging, and if you fail, then you go around to RTT for the East approach.

'''Caution for MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at KTI NDB===
Mountains to the West are higher, so you level off at KTI NDB at 13.000ft (local QNH!). If you come from the South, you fly a teardrop entry as if you were to enter the holding, and maybe you must enter the holding too (fly past KTI, turn left to 284° for one minute, turn left for a 104° inbound vector back to KTI).

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# '''SLOW DOWN YOUR PLANE'''! Descent is steep and with a large bird, it is unlikely that you manage it with more than 160kts. Descend flaps and reduce speed accordingly. If you are unsure, prepare for landing (speed, flaps, gear) at KTI. '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' leaving KTI (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Turn your OBS to 67° radial.
# Fly out of KTI at 104°.
# Arm the localizer.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).

A thrilling experience to descend from the snow-capped mountains into the valley!

==== Most common mistakes at KTI====

* '''Too fast:''' The western descent is twice as steep as the eastern and any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check over KTI, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over Absam (AB Locator). This means: You fly over the airport at about 7000ft.

* Arrive at AB Locator with 160kt or less. The final approach begins, and it is '''visual'''.

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP before reaching KTI. You turn off course north of KTI into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final at AB NDB end up in the Sistrans cemetery.
* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== 2a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report AB NDB.

This clearance is valid all the way to final. Report AB, but continue to final 26! When you reached AB NDB, the airport is behind you, you have to turn.
# '''Disconnect the AP now!'''
# If you have more than 160kt, ask TWR to extend your downwind beyond AB or go around (or crash when turning)
# AB NDB is on the north side of the valley, so (see visual approach chart) you do a steep right turn into final (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.
# When the runway is ahead, continue descent and land.

=== 2b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report AB NDB.

This means that you have to circle twice, and you need to fly this by hand.
# At AB NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding altitude. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need it.
# Poceed towards INN NDB, descend 3700ft,
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at AB NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after AB NDB''': you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

=== 3. Special visual arrival BRENO ===
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

=== 4. Föhn special visual arrival ===
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards and gets caught in the mountains, sending high, gusty and warm winds over the mountains on the southern side. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley, where the strong wind above the peaks is south-north - makes up a nice windshear and turbulence. The least turbulence is on the northern slope, whereas the southern slope is full of rotors. As the airport is West of the city, local winds are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive left-and-down through the turbulence for right turn, base and final rwy08. You can descend from KTI, if you have the balls to turn right in the middle of turbulence at AB NDB.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence.

= VFR Approach and departure =
[[Image:LOWI_VFR.jpg|300px|thumb|right|LOWI VFR routes old and new]]

... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is a CTR''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower to do that. "Flying in the vicinity" is not an appropriate intention. "CTR" also means that you need to contact Innsbruck Tower 5 minutes prior to entry into the CTR.

*'''VFR charts have changed at the beginning of 2012'''. This tutorial only covers the new situation. Since August 2012, you are able to download the [http://charts.vacc-austria.org/LOWI/LOWI_VFR_VFR%20Chart_15082012.pdf VFR chart (courtesy of AustroControl, thank you!]]. See this graph of the new chart with changes from the old version.

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== VFR entry ==
'''From the North:''' Mostly coming from Munich, aircraft us the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. Watch your altitude when approaching: Between 8.500ft and FL125, there is the Innsbruck III SRA - a special requirement area requiring you to register with LOWI_TWR 5 minutes prior to entry (as if it were a CTR). The reason for this SRA is the IFR approach it covers. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Caution: Half way from BRENNER to the airport you encounter the INNSBRUCK III SRA, reaching from 7000ft to FL125. You need to be cleared to enter this SRA, so report to LOWI_TWR at BRENNER.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Caution: Innsbruck I SRA between 6000ft and FL125, and you need to register 5 minutes before entering it. Usually, you get an upper limit of 3.500ft after WHISKEY2.

==VFR Approach and Landing==
... is quite eclectic - TWR will tell you which runway, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

==VFR leaving CTR==
... is just the other way around.

''Want a nice VFR round?''
* ''Fly out November route and turn right at November 1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.''
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal, fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J.'''

You are cleared to climb to FL160. You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 065° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must pass RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at AB NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

===visual turn: ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to AB NDB and OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== "Rocket takeoffs" from 26 ===
You don't need a fighter to perform these two SIDs, but it might help. Climb gradient is almost double the normal rate. They are available on Pilots' request, and controllers kiss the microphone if you can do it:

==== Special Performance KPT1Z ====

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach AB NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

==== Special Performance RTT 1W ====
Not that steep as ADILO1H, but still twice than its RTT2J sister. Minimum climb gradient is 8,2% until AB, thereafter 5,4% until passing 9.500 FT MSL. If you fear the worst, ask for RTT2J and you are fine.

==SIDs out of runway 26==

All SIDs out of runway 26 (except RTT1X, see below) start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT2H, KOGOL2H, UNKEN1H, RASTA3H and OBEDI2H:''' After OEJ, continue at the 65° outbound radial of OEJ. Strictly, you '''fly by RTT right and turn back left''' to RTT to climb enough to continue (OBEDI: 13.000ft, RASTA: 12.000ft, KOGOL:11.000ft). In most cases you are high enough and will receive a direct instruction after clear of peaks, so you don't need to fly the loop.

===Direct RTT fly-out: RTT1Y===
... goes directly to RTT, but with headings and radials around AB NDB and RTT NDB: Depart visually as described (you are on the 067° inbound OEV radial). Passing over AB NDB (at 5000ft min! There may be arriving aircraft at 4.400ft below you!), you continue (visually - there is mountains around) heading 74° until you can change to 58° inbound RTT NDB. This SID is designed to allow for arriving aircraft at LOC DME East, so you MUST climb enough to pass AB NDB above 5000ft.

===Steep right turn: ADILO1H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: after turning left onto 67° radial of OEJ to OEJ, there is a right turn to INN NDB and then further to ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

===RNP 0.3 RNAV special performance departure rwy26: RTT1X===
On pilots' request, and if your aircraft is equipped with GPS receiver of 0,3nm accuracy or below, there is a nice alternative: RTT1X. This SID uses a widening of the valley in the upper Inn for a turn. For this departure, you purely fly waypoints, and strictly spoken, this is the only non-visual departure from Innsbruck (try it in fog - you really need to trust your plane!). You fly LOWI-WI005, WI006, WI007, WI008, WI006, WI005, WI003, WI002 and RTT NDB. In real life, aircraft fly the SID until clear of peaks and then get a direct to the next waypoint.

(In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!)

===Most common error===
...is to tune in the 67° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Expect smashing results in the Martinswand wall. Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2012-12-27T23:13:23Z

Hermann Plunser: /* Things you need to be able to do */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear and trigger go-arounds. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before.''
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (e.g. mountains) and aircraft weight and do not show up with Concorde, A380, B747 and the like. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Charts you need to have =
Do not even think of flying into Innsbruck without charts. Especially when flying online, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

= Overview from the air =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends. This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two main approaches into the valley. There are two more which are visual and not charted. Be aware that '''all approaches lead to all runways''' - always with visual approach, some with steep turns.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north. Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope, but the signal may by unreliable due to distance (nearly two times of a "standard" ILS and interference with mountains). It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn right, lift your feet to avoid touching mountains.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH!) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.
# When established on the LOC, you are transfered to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report Absam (AB NDB). Continue descent on the glideslope, '''slow down''' to reach AB NDB at 160kts or less.
# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate and at 1nm DME OEV turn tight left (1600m radius, that is roughly 25-30° bank). Watch out with Autopilot selection. The AP does not turn tight enough and usually has the tendency for a right turn, as most "next WP" (e.g AB, RTT) are north of the RWY C/L.

=== 1a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: After you reported AB NDB (OEV 6.3DME), Tower will clear to land. You disconnect your AP now and continue visually. If you don't see the runway: go around! Fly the go-around manually - too much terrain.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some aircraft on the apron and hit the terminal building.

=== 1b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report AB Locator.

This clearance is valid all the way to runway 08 final. You have to report AB Locator, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before AB Locator: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# Fly the OEV localizer and glideslope until AB Locator. Set your plane to approach (speed, flaps)
# At AB Locator: You disconnect the AP and level off at 3700ft MSL - the chart is only a guideline, fly visually!
# After AB, you turn left (230° is a guideline - fly visually!) which leads you towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB slightly right.
# On downwind, Prepare your plane for landing (speed, flaps, gear) and check your altitude again: 3700-4000ft.
# Watch OEV DME (OEV is directly at the airport) decrease and increase again as you fly past the airport.
# At 3.5nm DME OEV, do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive.
# With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at AB. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope past AB DNB to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== 2. LOC DME West Approach ==
IF you come from France, Switzerland or the like, you are most likely nearer the the LOC DME West approach. This approach is more challenging, and if you fail, then you go around to RTT for the East approach.

'''Caution for MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at KTI NDB===
Mountains to the West are higher, so you level off at KTI NDB at 13.000ft (local QNH!). If you come from the South, you fly a teardrop entry as if you were to enter the holding, and maybe you must enter the holding too (fly past KTI, turn left to 284° for one minute, turn left for a 104° inbound vector back to KTI).

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# '''SLOW DOWN YOUR PLANE'''! Descent is steep and with a large bird, it is unlikely that you manage it with more than 160kts. Descend flaps and reduce speed accordingly. If you are unsure, prepare for landing (speed, flaps, gear) at KTI. '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' leaving KTI (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Turn your OBS to 67° radial.
# Fly out of KTI at 104°.
# Arm the localizer.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).

A thrilling experience to descend from the snow-capped mountains into the valley!

==== Most common mistakes at KTI====

* '''Too fast:''' The western descent is twice as steep as the eastern and any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check over KTI, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over Absam (AB Locator). This means: You fly over the airport at about 7000ft.

* Arrive at AB Locator with 160kt or less. The final approach begins, and it is '''visual'''.

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP before reaching KTI. You turn off course north of KTI into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final at AB NDB end up in the Sistrans cemetery.
* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== 2a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report AB NDB.

This clearance is valid all the way to final. Report AB, but continue to final 26! When you reached AB NDB, the airport is behind you, you have to turn.
# '''Disconnect the AP now!'''
# If you have more than 160kt, ask TWR to extend your downwind beyond AB or go around (or crash when turning)
# AB NDB is on the north side of the valley, so (see visual approach chart) you do a steep right turn into final (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.
# When the runway is ahead, continue descent and land.

=== 2b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report AB NDB.

This means that you have to circle twice, and you need to fly this by hand.
# At AB NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding altitude. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need it.
# Poceed towards INN NDB, descend 3700ft,
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at AB NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after AB NDB''': you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

=== 3. Special visual arrival BRENO ===
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

=== 4. Föhn special visual arrival ===
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards and gets caught in the mountains, sending high, gusty and warm winds over the mountains on the southern side. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley, where the strong wind above the peaks is south-north - makes up a nice windshear and turbulence. The least turbulence is on the northern slope, whereas the southern slope is full of rotors. As the airport is West of the city, local winds are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive left-and-down through the turbulence for right turn, base and final rwy08. You can descend from KTI, if you have the balls to turn right in the middle of turbulence at AB NDB.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence.

= VFR Approach and departure =
[[Image:LOWI_VFR.jpg|300px|thumb|right|LOWI VFR routes old and new]]

... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is a CTR''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower to do that. "Flying in the vicinity" is not an appropriate intention. "CTR" also means that you need to contact Innsbruck Tower 5 minutes prior to entry into the CTR.

*'''VFR charts have changed at the beginning of 2012'''. This tutorial only covers the new situation. Since August 2012, you are able to download the [http://charts.vacc-austria.org/LOWI/LOWI_VFR_VFR%20Chart_15082012.pdf VFR chart (courtesy of AustroControl, thank you!]]. See this graph of the new chart with changes from the old version.

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== VFR entry ==
'''From the North:''' Mostly coming from Munich, aircraft us the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. Watch your altitude when approaching: Between 8.500ft and FL125, there is the Innsbruck III SRA - a special requirement area requiring you to register with LOWI_TWR 5 minutes prior to entry (as if it were a CTR). The reason for this SRA is the IFR approach it covers. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Caution: Half way from BRENNER to the airport you encounter the INNSBRUCK III SRA, reaching from 7000ft to FL125. You need to be cleared to enter this SRA, so report to LOWI_TWR at BRENNER.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Caution: Innsbruck I SRA between 6000ft and FL125, and you need to register 5 minutes before entering it. Usually, you get an upper limit of 3.500ft after WHISKEY2.

==VFR Approach and Landing==
... is quite eclectic - TWR will tell you which runway, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

==VFR leaving CTR==
... is just the other way around.

''Want a nice VFR round?''
* ''Fly out November route and turn right at November 1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.''
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal, fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J.'''

You are cleared to climb to FL160. You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 065° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must pass RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at AB NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

===visual turn: ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to AB NDB and OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== "Rocket takeoffs" from 26 ===
You don't need a fighter to perform these two SIDs, but it might help. Climb gradient is almost double the normal rate. They are available on Pilots' request, and controllers kiss the microphone if you can do it:

==== Special Performance KPT1Z ====

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach AB NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

==== Special Performance RTT 1W ====
Not that steep as ADILO1H, but still twice than its RTT2J sister. Minimum climb gradient is 8,2% until AB, thereafter 5,4% until passing 9.500 FT MSL. If you fear the worst, ask for RTT2J and you are fine.

==SIDs out of runway 26==

All SIDs out of runway 26 (except RTT1X, see below) start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT2H, KOGOL2H, UNKEN1H, RASTA3H and OBEDI2H:''' After OEJ, continue at the 65° outbound radial of OEJ. Strictly, you '''fly by RTT right and turn back left''' to RTT to climb enough to continue (OBEDI: 13.000ft, RASTA: 12.000ft, KOGOL:11.000ft). In most cases you are high enough and will receive a direct instruction after clear of peaks, so you don't need to fly the loop.

===Direct RTT fly-out: RTT1Y===
... goes directly to RTT, but with headings and radials around AB NDB and RTT NDB: Depart visually as described (you are on the 067° inbound OEV radial). Passing over AB NDB (at 5000ft min! There may be arriving aircraft at 4.400ft below you!), you continue (visually - there is mountains around) heading 74° until you can change to 58° inbound RTT NDB. This SID is designed to allow for arriving aircraft at LOC DME East, so you MUST climb enough to pass AB NDB above 5000ft.

===Steep right turn: ADILO1H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: after turning left onto 67° radial of OEJ to OEJ, there is a right turn to INN NDB and then further to ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

===RNP 0.3 RNAV special performance departure rwy26: RTT1X===
On pilots' request, and if your aircraft is equipped with GPS receiver of 0,3nm accuracy or below, there is a nice alternative: RTT1X. This SID uses a widening of the valley in the upper Inn for a turn. For this departure, you purely fly waypoints, and strictly spoken, this is the only non-visual departure from Innsbruck (try it in fog - you really need to trust your plane!). You fly LOWI-WI005, WI006, WI007, WI008, WI006, WI005, WI003, WI002 and RTT NDB. In real life, aircraft fly the SID until clear of peaks and then get a direct to the next waypoint.

(In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!)

===Most common error===
...is to tune in the 67° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Expect smashing results in the Martinswand wall. Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2012-12-27T23:12:41Z

Hermann Plunser: /* About this document */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear and trigger go-arounds. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before.''
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

= Charts you need to have =
Do not even think of flying into Innsbruck without charts. Especially when flying online, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

= Overview from the air =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends. This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two main approaches into the valley. There are two more which are visual and not charted. Be aware that '''all approaches lead to all runways''' - always with visual approach, some with steep turns.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north. Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope, but the signal may by unreliable due to distance (nearly two times of a "standard" ILS and interference with mountains). It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn right, lift your feet to avoid touching mountains.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH!) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.
# When established on the LOC, you are transfered to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report Absam (AB NDB). Continue descent on the glideslope, '''slow down''' to reach AB NDB at 160kts or less.
# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate and at 1nm DME OEV turn tight left (1600m radius, that is roughly 25-30° bank). Watch out with Autopilot selection. The AP does not turn tight enough and usually has the tendency for a right turn, as most "next WP" (e.g AB, RTT) are north of the RWY C/L.

=== 1a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: After you reported AB NDB (OEV 6.3DME), Tower will clear to land. You disconnect your AP now and continue visually. If you don't see the runway: go around! Fly the go-around manually - too much terrain.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some aircraft on the apron and hit the terminal building.

=== 1b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report AB Locator.

This clearance is valid all the way to runway 08 final. You have to report AB Locator, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before AB Locator: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# Fly the OEV localizer and glideslope until AB Locator. Set your plane to approach (speed, flaps)
# At AB Locator: You disconnect the AP and level off at 3700ft MSL - the chart is only a guideline, fly visually!
# After AB, you turn left (230° is a guideline - fly visually!) which leads you towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB slightly right.
# On downwind, Prepare your plane for landing (speed, flaps, gear) and check your altitude again: 3700-4000ft.
# Watch OEV DME (OEV is directly at the airport) decrease and increase again as you fly past the airport.
# At 3.5nm DME OEV, do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive.
# With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at AB. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope past AB DNB to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== 2. LOC DME West Approach ==
IF you come from France, Switzerland or the like, you are most likely nearer the the LOC DME West approach. This approach is more challenging, and if you fail, then you go around to RTT for the East approach.

'''Caution for MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at KTI NDB===
Mountains to the West are higher, so you level off at KTI NDB at 13.000ft (local QNH!). If you come from the South, you fly a teardrop entry as if you were to enter the holding, and maybe you must enter the holding too (fly past KTI, turn left to 284° for one minute, turn left for a 104° inbound vector back to KTI).

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# '''SLOW DOWN YOUR PLANE'''! Descent is steep and with a large bird, it is unlikely that you manage it with more than 160kts. Descend flaps and reduce speed accordingly. If you are unsure, prepare for landing (speed, flaps, gear) at KTI. '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' leaving KTI (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Turn your OBS to 67° radial.
# Fly out of KTI at 104°.
# Arm the localizer.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).

A thrilling experience to descend from the snow-capped mountains into the valley!

==== Most common mistakes at KTI====

* '''Too fast:''' The western descent is twice as steep as the eastern and any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check over KTI, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over Absam (AB Locator). This means: You fly over the airport at about 7000ft.

* Arrive at AB Locator with 160kt or less. The final approach begins, and it is '''visual'''.

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP before reaching KTI. You turn off course north of KTI into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final at AB NDB end up in the Sistrans cemetery.
* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== 2a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report AB NDB.

This clearance is valid all the way to final. Report AB, but continue to final 26! When you reached AB NDB, the airport is behind you, you have to turn.
# '''Disconnect the AP now!'''
# If you have more than 160kt, ask TWR to extend your downwind beyond AB or go around (or crash when turning)
# AB NDB is on the north side of the valley, so (see visual approach chart) you do a steep right turn into final (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.
# When the runway is ahead, continue descent and land.

=== 2b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report AB NDB.

This means that you have to circle twice, and you need to fly this by hand.
# At AB NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding altitude. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need it.
# Poceed towards INN NDB, descend 3700ft,
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at AB NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after AB NDB''': you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

=== 3. Special visual arrival BRENO ===
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

=== 4. Föhn special visual arrival ===
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards and gets caught in the mountains, sending high, gusty and warm winds over the mountains on the southern side. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley, where the strong wind above the peaks is south-north - makes up a nice windshear and turbulence. The least turbulence is on the northern slope, whereas the southern slope is full of rotors. As the airport is West of the city, local winds are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive left-and-down through the turbulence for right turn, base and final rwy08. You can descend from KTI, if you have the balls to turn right in the middle of turbulence at AB NDB.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence.

= VFR Approach and departure =
[[Image:LOWI_VFR.jpg|300px|thumb|right|LOWI VFR routes old and new]]

... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is a CTR''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower to do that. "Flying in the vicinity" is not an appropriate intention. "CTR" also means that you need to contact Innsbruck Tower 5 minutes prior to entry into the CTR.

*'''VFR charts have changed at the beginning of 2012'''. This tutorial only covers the new situation. Since August 2012, you are able to download the [http://charts.vacc-austria.org/LOWI/LOWI_VFR_VFR%20Chart_15082012.pdf VFR chart (courtesy of AustroControl, thank you!]]. See this graph of the new chart with changes from the old version.

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== VFR entry ==
'''From the North:''' Mostly coming from Munich, aircraft us the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. Watch your altitude when approaching: Between 8.500ft and FL125, there is the Innsbruck III SRA - a special requirement area requiring you to register with LOWI_TWR 5 minutes prior to entry (as if it were a CTR). The reason for this SRA is the IFR approach it covers. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Caution: Half way from BRENNER to the airport you encounter the INNSBRUCK III SRA, reaching from 7000ft to FL125. You need to be cleared to enter this SRA, so report to LOWI_TWR at BRENNER.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Caution: Innsbruck I SRA between 6000ft and FL125, and you need to register 5 minutes before entering it. Usually, you get an upper limit of 3.500ft after WHISKEY2.

==VFR Approach and Landing==
... is quite eclectic - TWR will tell you which runway, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

==VFR leaving CTR==
... is just the other way around.

''Want a nice VFR round?''
* ''Fly out November route and turn right at November 1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.''
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal, fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J.'''

You are cleared to climb to FL160. You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 065° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must pass RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at AB NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

===visual turn: ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to AB NDB and OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== "Rocket takeoffs" from 26 ===
You don't need a fighter to perform these two SIDs, but it might help. Climb gradient is almost double the normal rate. They are available on Pilots' request, and controllers kiss the microphone if you can do it:

==== Special Performance KPT1Z ====

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach AB NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

==== Special Performance RTT 1W ====
Not that steep as ADILO1H, but still twice than its RTT2J sister. Minimum climb gradient is 8,2% until AB, thereafter 5,4% until passing 9.500 FT MSL. If you fear the worst, ask for RTT2J and you are fine.

==SIDs out of runway 26==

All SIDs out of runway 26 (except RTT1X, see below) start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT2H, KOGOL2H, UNKEN1H, RASTA3H and OBEDI2H:''' After OEJ, continue at the 65° outbound radial of OEJ. Strictly, you '''fly by RTT right and turn back left''' to RTT to climb enough to continue (OBEDI: 13.000ft, RASTA: 12.000ft, KOGOL:11.000ft). In most cases you are high enough and will receive a direct instruction after clear of peaks, so you don't need to fly the loop.

===Direct RTT fly-out: RTT1Y===
... goes directly to RTT, but with headings and radials around AB NDB and RTT NDB: Depart visually as described (you are on the 067° inbound OEV radial). Passing over AB NDB (at 5000ft min! There may be arriving aircraft at 4.400ft below you!), you continue (visually - there is mountains around) heading 74° until you can change to 58° inbound RTT NDB. This SID is designed to allow for arriving aircraft at LOC DME East, so you MUST climb enough to pass AB NDB above 5000ft.

===Steep right turn: ADILO1H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: after turning left onto 67° radial of OEJ to OEJ, there is a right turn to INN NDB and then further to ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

===RNP 0.3 RNAV special performance departure rwy26: RTT1X===
On pilots' request, and if your aircraft is equipped with GPS receiver of 0,3nm accuracy or below, there is a nice alternative: RTT1X. This SID uses a widening of the valley in the upper Inn for a turn. For this departure, you purely fly waypoints, and strictly spoken, this is the only non-visual departure from Innsbruck (try it in fog - you really need to trust your plane!). You fly LOWI-WI005, WI006, WI007, WI008, WI006, WI005, WI003, WI002 and RTT NDB. In real life, aircraft fly the SID until clear of peaks and then get a direct to the next waypoint.

(In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!)

===Most common error===
...is to tune in the 67° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Expect smashing results in the Martinswand wall. Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2012-12-27T23:11:34Z

Hermann Plunser: /* Descending on the localizer */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear and trigger go-arounds. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (e.g. mountains) and aircraft weight and do not show up with Concorde, A380, B747 and the like. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before.''
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

= Charts you need to have =
Do not even think of flying into Innsbruck without charts. Especially when flying online, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

= Overview from the air =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends. This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two main approaches into the valley. There are two more which are visual and not charted. Be aware that '''all approaches lead to all runways''' - always with visual approach, some with steep turns.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north. Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope, but the signal may by unreliable due to distance (nearly two times of a "standard" ILS and interference with mountains). It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn right, lift your feet to avoid touching mountains.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH!) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.
# When established on the LOC, you are transfered to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report Absam (AB NDB). Continue descent on the glideslope, '''slow down''' to reach AB NDB at 160kts or less.
# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate and at 1nm DME OEV turn tight left (1600m radius, that is roughly 25-30° bank). Watch out with Autopilot selection. The AP does not turn tight enough and usually has the tendency for a right turn, as most "next WP" (e.g AB, RTT) are north of the RWY C/L.

=== 1a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: After you reported AB NDB (OEV 6.3DME), Tower will clear to land. You disconnect your AP now and continue visually. If you don't see the runway: go around! Fly the go-around manually - too much terrain.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some aircraft on the apron and hit the terminal building.

=== 1b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report AB Locator.

This clearance is valid all the way to runway 08 final. You have to report AB Locator, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before AB Locator: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# Fly the OEV localizer and glideslope until AB Locator. Set your plane to approach (speed, flaps)
# At AB Locator: You disconnect the AP and level off at 3700ft MSL - the chart is only a guideline, fly visually!
# After AB, you turn left (230° is a guideline - fly visually!) which leads you towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB slightly right.
# On downwind, Prepare your plane for landing (speed, flaps, gear) and check your altitude again: 3700-4000ft.
# Watch OEV DME (OEV is directly at the airport) decrease and increase again as you fly past the airport.
# At 3.5nm DME OEV, do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive.
# With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at AB. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope past AB DNB to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== 2. LOC DME West Approach ==
IF you come from France, Switzerland or the like, you are most likely nearer the the LOC DME West approach. This approach is more challenging, and if you fail, then you go around to RTT for the East approach.

'''Caution for MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at KTI NDB===
Mountains to the West are higher, so you level off at KTI NDB at 13.000ft (local QNH!). If you come from the South, you fly a teardrop entry as if you were to enter the holding, and maybe you must enter the holding too (fly past KTI, turn left to 284° for one minute, turn left for a 104° inbound vector back to KTI).

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# '''SLOW DOWN YOUR PLANE'''! Descent is steep and with a large bird, it is unlikely that you manage it with more than 160kts. Descend flaps and reduce speed accordingly. If you are unsure, prepare for landing (speed, flaps, gear) at KTI. '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' leaving KTI (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Turn your OBS to 67° radial.
# Fly out of KTI at 104°.
# Arm the localizer.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).

A thrilling experience to descend from the snow-capped mountains into the valley!

==== Most common mistakes at KTI====

* '''Too fast:''' The western descent is twice as steep as the eastern and any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check over KTI, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over Absam (AB Locator). This means: You fly over the airport at about 7000ft.

* Arrive at AB Locator with 160kt or less. The final approach begins, and it is '''visual'''.

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP before reaching KTI. You turn off course north of KTI into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final at AB NDB end up in the Sistrans cemetery.
* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== 2a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report AB NDB.

This clearance is valid all the way to final. Report AB, but continue to final 26! When you reached AB NDB, the airport is behind you, you have to turn.
# '''Disconnect the AP now!'''
# If you have more than 160kt, ask TWR to extend your downwind beyond AB or go around (or crash when turning)
# AB NDB is on the north side of the valley, so (see visual approach chart) you do a steep right turn into final (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.
# When the runway is ahead, continue descent and land.

=== 2b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report AB NDB.

This means that you have to circle twice, and you need to fly this by hand.
# At AB NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding altitude. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need it.
# Poceed towards INN NDB, descend 3700ft,
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at AB NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after AB NDB''': you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

=== 3. Special visual arrival BRENO ===
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

=== 4. Föhn special visual arrival ===
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards and gets caught in the mountains, sending high, gusty and warm winds over the mountains on the southern side. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley, where the strong wind above the peaks is south-north - makes up a nice windshear and turbulence. The least turbulence is on the northern slope, whereas the southern slope is full of rotors. As the airport is West of the city, local winds are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive left-and-down through the turbulence for right turn, base and final rwy08. You can descend from KTI, if you have the balls to turn right in the middle of turbulence at AB NDB.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence.

= VFR Approach and departure =
[[Image:LOWI_VFR.jpg|300px|thumb|right|LOWI VFR routes old and new]]

... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is a CTR''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower to do that. "Flying in the vicinity" is not an appropriate intention. "CTR" also means that you need to contact Innsbruck Tower 5 minutes prior to entry into the CTR.

*'''VFR charts have changed at the beginning of 2012'''. This tutorial only covers the new situation. Since August 2012, you are able to download the [http://charts.vacc-austria.org/LOWI/LOWI_VFR_VFR%20Chart_15082012.pdf VFR chart (courtesy of AustroControl, thank you!]]. See this graph of the new chart with changes from the old version.

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== VFR entry ==
'''From the North:''' Mostly coming from Munich, aircraft us the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. Watch your altitude when approaching: Between 8.500ft and FL125, there is the Innsbruck III SRA - a special requirement area requiring you to register with LOWI_TWR 5 minutes prior to entry (as if it were a CTR). The reason for this SRA is the IFR approach it covers. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Caution: Half way from BRENNER to the airport you encounter the INNSBRUCK III SRA, reaching from 7000ft to FL125. You need to be cleared to enter this SRA, so report to LOWI_TWR at BRENNER.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Caution: Innsbruck I SRA between 6000ft and FL125, and you need to register 5 minutes before entering it. Usually, you get an upper limit of 3.500ft after WHISKEY2.

==VFR Approach and Landing==
... is quite eclectic - TWR will tell you which runway, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

==VFR leaving CTR==
... is just the other way around.

''Want a nice VFR round?''
* ''Fly out November route and turn right at November 1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.''
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal, fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J.'''

You are cleared to climb to FL160. You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 065° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must pass RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at AB NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

===visual turn: ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to AB NDB and OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== "Rocket takeoffs" from 26 ===
You don't need a fighter to perform these two SIDs, but it might help. Climb gradient is almost double the normal rate. They are available on Pilots' request, and controllers kiss the microphone if you can do it:

==== Special Performance KPT1Z ====

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach AB NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

==== Special Performance RTT 1W ====
Not that steep as ADILO1H, but still twice than its RTT2J sister. Minimum climb gradient is 8,2% until AB, thereafter 5,4% until passing 9.500 FT MSL. If you fear the worst, ask for RTT2J and you are fine.

==SIDs out of runway 26==

All SIDs out of runway 26 (except RTT1X, see below) start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT2H, KOGOL2H, UNKEN1H, RASTA3H and OBEDI2H:''' After OEJ, continue at the 65° outbound radial of OEJ. Strictly, you '''fly by RTT right and turn back left''' to RTT to climb enough to continue (OBEDI: 13.000ft, RASTA: 12.000ft, KOGOL:11.000ft). In most cases you are high enough and will receive a direct instruction after clear of peaks, so you don't need to fly the loop.

===Direct RTT fly-out: RTT1Y===
... goes directly to RTT, but with headings and radials around AB NDB and RTT NDB: Depart visually as described (you are on the 067° inbound OEV radial). Passing over AB NDB (at 5000ft min! There may be arriving aircraft at 4.400ft below you!), you continue (visually - there is mountains around) heading 74° until you can change to 58° inbound RTT NDB. This SID is designed to allow for arriving aircraft at LOC DME East, so you MUST climb enough to pass AB NDB above 5000ft.

===Steep right turn: ADILO1H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: after turning left onto 67° radial of OEJ to OEJ, there is a right turn to INN NDB and then further to ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

===RNP 0.3 RNAV special performance departure rwy26: RTT1X===
On pilots' request, and if your aircraft is equipped with GPS receiver of 0,3nm accuracy or below, there is a nice alternative: RTT1X. This SID uses a widening of the valley in the upper Inn for a turn. For this departure, you purely fly waypoints, and strictly spoken, this is the only non-visual departure from Innsbruck (try it in fog - you really need to trust your plane!). You fly LOWI-WI005, WI006, WI007, WI008, WI006, WI005, WI003, WI002 and RTT NDB. In real life, aircraft fly the SID until clear of peaks and then get a direct to the next waypoint.

(In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!)

===Most common error===
...is to tune in the 67° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Expect smashing results in the Martinswand wall. Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2012-12-27T23:09:41Z

Hermann Plunser: /* Grabbing the localizer */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear and trigger go-arounds. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (e.g. mountains) and aircraft weight and do not show up with Concorde, A380, B747 and the like. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before.''
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

= Charts you need to have =
Do not even think of flying into Innsbruck without charts. Especially when flying online, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

= Overview from the air =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends. This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two main approaches into the valley. There are two more which are visual and not charted. Be aware that '''all approaches lead to all runways''' - always with visual approach, some with steep turns.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north. Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope, but the signal may by unreliable due to distance (nearly two times of a "standard" ILS and interference with mountains). It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn right, lift your feet to avoid touching mountains.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH!) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.
# When established on the LOC, you are transfered to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report Absam (AB NDB). Continue descent on the glideslope, '''slow down''' to reach AB NDB at 160kts or less.
# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate and at 1nm DME OEV turn tight left (1600m radius, that is roughly 25-30° bank). Watch out with Autopilot selection. The AP does not turn tight enough and usually has the tendency for a right turn, as most "next WP" (e.g AB, RTT) are north of the RWY C/L.

=== 1a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: After you reported AB NDB (OEV 6.3DME), Tower will clear to land. You disconnect your AP now and continue visually. If you don't see the runway: go around! Fly the go-around manually - too much terrain.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some aircraft on the apron and hit the terminal building.

=== 1b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report AB Locator.

This clearance is valid all the way to runway 08 final. You have to report AB Locator, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before AB Locator: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# Fly the OEV localizer and glideslope until AB Locator. Set your plane to approach (speed, flaps)
# At AB Locator: You disconnect the AP and level off at 3700ft MSL - the chart is only a guideline, fly visually!
# After AB, you turn left (230° is a guideline - fly visually!) which leads you towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB slightly right.
# On downwind, Prepare your plane for landing (speed, flaps, gear) and check your altitude again: 3700-4000ft.
# Watch OEV DME (OEV is directly at the airport) decrease and increase again as you fly past the airport.
# At 3.5nm DME OEV, do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive.
# With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at AB. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope past AB DNB to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== 2. LOC DME West Approach ==
IF you come from France, Switzerland or the like, you are most likely nearer the the LOC DME West approach. This approach is more challenging, and if you fail, then you go around to RTT for the East approach.

'''Caution for MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at KTI NDB===
Mountains to the West are higher, so you level off at KTI NDB at 13.000ft (local QNH!). If you come from the South, you fly a teardrop entry as if you were to enter the holding, and maybe you must enter the holding too (fly past KTI, turn left to 284° for one minute, turn left for a 104° inbound vector back to KTI).

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# '''SLOW DOWN YOUR PLANE'''! Descent is steep and with a large bird, it is unlikely that you manage it with more than 160kts. Descend flaps and reduce speed accordingly. If you are unsure, prepare for landing (speed, flaps, gear) at KTI. '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' leaving KTI (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Turn your OBS to 67° radial.
# Fly out of KTI at 104°.
# Arm the localizer.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).

A thrilling experience to descend from the snow-capped mountains into the valley!

==== Most common mistakes at KTI====

* '''Too fast:''' The western descent is twice as steep as the eastern and any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check over KTI, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over Absam (AB NDB). This means: You fly over the airport at about 7000ft.

* Arrive at AB NDB with 160kt or less. The final approach begins, and it is '''visual'''.

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP before reaching KTI. You turn off course north of KTI into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final at AB NDB end up in the Sistrans cemetery.
* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== 2a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report AB NDB.

This clearance is valid all the way to final. Report AB, but continue to final 26! When you reached AB NDB, the airport is behind you, you have to turn.
# '''Disconnect the AP now!'''
# If you have more than 160kt, ask TWR to extend your downwind beyond AB or go around (or crash when turning)
# AB NDB is on the north side of the valley, so (see visual approach chart) you do a steep right turn into final (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.
# When the runway is ahead, continue descent and land.

=== 2b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report AB NDB.

This means that you have to circle twice, and you need to fly this by hand.
# At AB NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding altitude. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need it.
# Poceed towards INN NDB, descend 3700ft,
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at AB NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after AB NDB''': you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

=== 3. Special visual arrival BRENO ===
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

=== 4. Föhn special visual arrival ===
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards and gets caught in the mountains, sending high, gusty and warm winds over the mountains on the southern side. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley, where the strong wind above the peaks is south-north - makes up a nice windshear and turbulence. The least turbulence is on the northern slope, whereas the southern slope is full of rotors. As the airport is West of the city, local winds are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive left-and-down through the turbulence for right turn, base and final rwy08. You can descend from KTI, if you have the balls to turn right in the middle of turbulence at AB NDB.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence.

= VFR Approach and departure =
[[Image:LOWI_VFR.jpg|300px|thumb|right|LOWI VFR routes old and new]]

... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is a CTR''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower to do that. "Flying in the vicinity" is not an appropriate intention. "CTR" also means that you need to contact Innsbruck Tower 5 minutes prior to entry into the CTR.

*'''VFR charts have changed at the beginning of 2012'''. This tutorial only covers the new situation. Since August 2012, you are able to download the [http://charts.vacc-austria.org/LOWI/LOWI_VFR_VFR%20Chart_15082012.pdf VFR chart (courtesy of AustroControl, thank you!]]. See this graph of the new chart with changes from the old version.

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== VFR entry ==
'''From the North:''' Mostly coming from Munich, aircraft us the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. Watch your altitude when approaching: Between 8.500ft and FL125, there is the Innsbruck III SRA - a special requirement area requiring you to register with LOWI_TWR 5 minutes prior to entry (as if it were a CTR). The reason for this SRA is the IFR approach it covers. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Caution: Half way from BRENNER to the airport you encounter the INNSBRUCK III SRA, reaching from 7000ft to FL125. You need to be cleared to enter this SRA, so report to LOWI_TWR at BRENNER.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Caution: Innsbruck I SRA between 6000ft and FL125, and you need to register 5 minutes before entering it. Usually, you get an upper limit of 3.500ft after WHISKEY2.

==VFR Approach and Landing==
... is quite eclectic - TWR will tell you which runway, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

==VFR leaving CTR==
... is just the other way around.

''Want a nice VFR round?''
* ''Fly out November route and turn right at November 1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.''
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal, fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J.'''

You are cleared to climb to FL160. You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 065° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must pass RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at AB NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

===visual turn: ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to AB NDB and OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== "Rocket takeoffs" from 26 ===
You don't need a fighter to perform these two SIDs, but it might help. Climb gradient is almost double the normal rate. They are available on Pilots' request, and controllers kiss the microphone if you can do it:

==== Special Performance KPT1Z ====

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach AB NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

==== Special Performance RTT 1W ====
Not that steep as ADILO1H, but still twice than its RTT2J sister. Minimum climb gradient is 8,2% until AB, thereafter 5,4% until passing 9.500 FT MSL. If you fear the worst, ask for RTT2J and you are fine.

==SIDs out of runway 26==

All SIDs out of runway 26 (except RTT1X, see below) start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT2H, KOGOL2H, UNKEN1H, RASTA3H and OBEDI2H:''' After OEJ, continue at the 65° outbound radial of OEJ. Strictly, you '''fly by RTT right and turn back left''' to RTT to climb enough to continue (OBEDI: 13.000ft, RASTA: 12.000ft, KOGOL:11.000ft). In most cases you are high enough and will receive a direct instruction after clear of peaks, so you don't need to fly the loop.

===Direct RTT fly-out: RTT1Y===
... goes directly to RTT, but with headings and radials around AB NDB and RTT NDB: Depart visually as described (you are on the 067° inbound OEV radial). Passing over AB NDB (at 5000ft min! There may be arriving aircraft at 4.400ft below you!), you continue (visually - there is mountains around) heading 74° until you can change to 58° inbound RTT NDB. This SID is designed to allow for arriving aircraft at LOC DME East, so you MUST climb enough to pass AB NDB above 5000ft.

===Steep right turn: ADILO1H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: after turning left onto 67° radial of OEJ to OEJ, there is a right turn to INN NDB and then further to ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

===RNP 0.3 RNAV special performance departure rwy26: RTT1X===
On pilots' request, and if your aircraft is equipped with GPS receiver of 0,3nm accuracy or below, there is a nice alternative: RTT1X. This SID uses a widening of the valley in the upper Inn for a turn. For this departure, you purely fly waypoints, and strictly spoken, this is the only non-visual departure from Innsbruck (try it in fog - you really need to trust your plane!). You fly LOWI-WI005, WI006, WI007, WI008, WI006, WI005, WI003, WI002 and RTT NDB. In real life, aircraft fly the SID until clear of peaks and then get a direct to the next waypoint.

(In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!)

===Most common error===
...is to tune in the 67° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Expect smashing results in the Martinswand wall. Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2012-12-27T22:56:36Z

Hermann Plunser: /* 1. LOC DME EAST approach */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear and trigger go-arounds. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (e.g. mountains) and aircraft weight and do not show up with Concorde, A380, B747 and the like. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before.''
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

= Charts you need to have =
Do not even think of flying into Innsbruck without charts. Especially when flying online, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

= Overview from the air =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends. This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two main approaches into the valley. There are two more which are visual and not charted. Be aware that '''all approaches lead to all runways''' - always with visual approach, some with steep turns.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north. Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope, but the signal may by unreliable due to distance (nearly two times of a "standard" ILS and interference with mountains). It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn right, lift your feet to avoid touching mountains.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH!) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.
# When established on the LOC, you are transfered to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report Absam (AB NDB). Continue descent on the glideslope, '''slow down''' to reach AB NDB at 160kts or less.
# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate and at 1nm DME OEV turn tight left (1600m radius, that is roughly 25-30° bank). Watch out with Autopilot selection. The AP does not turn tight enough and usually has the tendency for a right turn, as most "next WP" (e.g AB, RTT) are north of the RWY C/L.

=== 1a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: After you reported AB NDB (OEV 6.3DME), Tower will clear to land. You disconnect your AP now and continue visually. If you don't see the runway: go around! Fly the go-around manually - too much terrain.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some aircraft on the apron and hit the terminal building.

=== 1b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report AB Locator.

This clearance is valid all the way to runway 08 final. You have to report AB Locator, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before AB Locator: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# Fly the OEV localizer and glideslope until AB Locator. Set your plane to approach (speed, flaps)
# At AB Locator: You disconnect the AP and level off at 3700ft MSL - the chart is only a guideline, fly visually!
# After AB, you turn left (230° is a guideline - fly visually!) which leads you towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB slightly right.
# On downwind, Prepare your plane for landing (speed, flaps, gear) and check your altitude again: 3700-4000ft.
# Watch OEV DME (OEV is directly at the airport) decrease and increase again as you fly past the airport.
# At 3.5nm DME OEV, do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive.
# With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at AB. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope past AB DNB to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== 2. LOC DME West Approach ==
IF you come from France, Switzerland or the like, you are most likely nearer the the LOC DME West approach. This approach is more challenging, and if you fail, then you go around to RTT for the East approach.

'''Caution for MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at KTI NDB===
Mountains to the West are higher, so you level off at KTI NDB at 13.000ft (local QNH!). If you come from the South, you fly a teardrop entry as if you were to enter the holding, and maybe you must enter the holding too (fly past KTI, turn left to 284° for one minute, turn left for a 104° inbound vector back to KTI).

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# '''SLOW DOWN YOUR PLANE'''! Descent is steep and with a large bird, it is unlikely that you manage it with more than 160kts. Descend flaps and reduce speed accordingly. If you are unsure, prepare for landing (speed, flaps, gear) at KTI. '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' leaving KTI (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Turn your OBS to 67° radial.
# Fly out of KTI at 104°.
# Arm the localizer.
# Grab the OEJ 67° radial and descend whatching your DME indicator (you need to see the charts and descend with AP and v/s).

A thrilling experience to descend from the snow-capped mountains into the valley!

==== Most common mistakes at KTI====

* '''Too fast:''' The western descent is twice as steep as the eastern and any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check over KTI, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over Absam (AB NDB). This means: You fly over the airport at about 7000ft.

* Arrive at AB NDB with 160kt or less. The final approach begins, and it is '''visual'''.

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP before reaching KTI. You turn off course north of KTI into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final at AB NDB end up in the Sistrans cemetery.
* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== 2a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report AB NDB.

This clearance is valid all the way to final. Report AB, but continue to final 26! When you reached AB NDB, the airport is behind you, you have to turn.
# '''Disconnect the AP now!'''
# If you have more than 160kt, ask TWR to extend your downwind beyond AB or go around (or crash when turning)
# AB NDB is on the north side of the valley, so (see visual approach chart) you do a steep right turn into final (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.
# When the runway is ahead, continue descent and land.

=== 2b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report AB NDB.

This means that you have to circle twice, and you need to fly this by hand.
# At AB NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding altitude. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need it.
# Poceed towards INN NDB, descend 3700ft,
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at AB NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after AB NDB''': you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

=== 3. Special visual arrival BRENO ===
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

=== 4. Föhn special visual arrival ===
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards and gets caught in the mountains, sending high, gusty and warm winds over the mountains on the southern side. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley, where the strong wind above the peaks is south-north - makes up a nice windshear and turbulence. The least turbulence is on the northern slope, whereas the southern slope is full of rotors. As the airport is West of the city, local winds are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive left-and-down through the turbulence for right turn, base and final rwy08. You can descend from KTI, if you have the balls to turn right in the middle of turbulence at AB NDB.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence.

= VFR Approach and departure =
[[Image:LOWI_VFR.jpg|300px|thumb|right|LOWI VFR routes old and new]]

... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is a CTR''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower to do that. "Flying in the vicinity" is not an appropriate intention. "CTR" also means that you need to contact Innsbruck Tower 5 minutes prior to entry into the CTR.

*'''VFR charts have changed at the beginning of 2012'''. This tutorial only covers the new situation. Since August 2012, you are able to download the [http://charts.vacc-austria.org/LOWI/LOWI_VFR_VFR%20Chart_15082012.pdf VFR chart (courtesy of AustroControl, thank you!]]. See this graph of the new chart with changes from the old version.

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== VFR entry ==
'''From the North:''' Mostly coming from Munich, aircraft us the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. Watch your altitude when approaching: Between 8.500ft and FL125, there is the Innsbruck III SRA - a special requirement area requiring you to register with LOWI_TWR 5 minutes prior to entry (as if it were a CTR). The reason for this SRA is the IFR approach it covers. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Caution: Half way from BRENNER to the airport you encounter the INNSBRUCK III SRA, reaching from 7000ft to FL125. You need to be cleared to enter this SRA, so report to LOWI_TWR at BRENNER.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Caution: Innsbruck I SRA between 6000ft and FL125, and you need to register 5 minutes before entering it. Usually, you get an upper limit of 3.500ft after WHISKEY2.

==VFR Approach and Landing==
... is quite eclectic - TWR will tell you which runway, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

==VFR leaving CTR==
... is just the other way around.

''Want a nice VFR round?''
* ''Fly out November route and turn right at November 1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.''
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal, fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J.'''

You are cleared to climb to FL160. You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 065° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must pass RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at AB NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

===visual turn: ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to AB NDB and OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== "Rocket takeoffs" from 26 ===
You don't need a fighter to perform these two SIDs, but it might help. Climb gradient is almost double the normal rate. They are available on Pilots' request, and controllers kiss the microphone if you can do it:

==== Special Performance KPT1Z ====

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach AB NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

==== Special Performance RTT 1W ====
Not that steep as ADILO1H, but still twice than its RTT2J sister. Minimum climb gradient is 8,2% until AB, thereafter 5,4% until passing 9.500 FT MSL. If you fear the worst, ask for RTT2J and you are fine.

==SIDs out of runway 26==

All SIDs out of runway 26 (except RTT1X, see below) start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT2H, KOGOL2H, UNKEN1H, RASTA3H and OBEDI2H:''' After OEJ, continue at the 65° outbound radial of OEJ. Strictly, you '''fly by RTT right and turn back left''' to RTT to climb enough to continue (OBEDI: 13.000ft, RASTA: 12.000ft, KOGOL:11.000ft). In most cases you are high enough and will receive a direct instruction after clear of peaks, so you don't need to fly the loop.

===Direct RTT fly-out: RTT1Y===
... goes directly to RTT, but with headings and radials around AB NDB and RTT NDB: Depart visually as described (you are on the 067° inbound OEV radial). Passing over AB NDB (at 5000ft min! There may be arriving aircraft at 4.400ft below you!), you continue (visually - there is mountains around) heading 74° until you can change to 58° inbound RTT NDB. This SID is designed to allow for arriving aircraft at LOC DME East, so you MUST climb enough to pass AB NDB above 5000ft.

===Steep right turn: ADILO1H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: after turning left onto 67° radial of OEJ to OEJ, there is a right turn to INN NDB and then further to ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

===RNP 0.3 RNAV special performance departure rwy26: RTT1X===
On pilots' request, and if your aircraft is equipped with GPS receiver of 0,3nm accuracy or below, there is a nice alternative: RTT1X. This SID uses a widening of the valley in the upper Inn for a turn. For this departure, you purely fly waypoints, and strictly spoken, this is the only non-visual departure from Innsbruck (try it in fog - you really need to trust your plane!). You fly LOWI-WI005, WI006, WI007, WI008, WI006, WI005, WI003, WI002 and RTT NDB. In real life, aircraft fly the SID until clear of peaks and then get a direct to the next waypoint.

(In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!)

===Most common error===
...is to tune in the 67° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Expect smashing results in the Martinswand wall. Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2012-12-27T22:16:53Z

Hermann Plunser: /* About this document */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear and trigger go-arounds. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (e.g. mountains) and aircraft weight and do not show up with Concorde, A380, B747 and the like. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before.''
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

= Charts you need to have =
Do not even think of flying into Innsbruck without charts. Especially when flying online, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

= Overview from the air =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends. This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two main approaches into the valley. There are two more which are visual and not charted. Be aware that '''all approaches lead to all runways''' - always with visual approach, some with steep turns.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME Eeast'' means something: The beacon OEV does not lead to the runway, which is 5° offset to the right. Nevertheless, OEV behaves like an ILS: it has a fixed bearing (254°) and a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn right, lift your feet to avoid touching mountains.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH!) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.
# When established on the LOC, you are transfered to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report Absam (AB NDB). Continue descent on the glideslope, '''slow down''' to reach AB NDB at 160kts or less.
# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You climb with 150kt or less (max rate!) until 1nm DME OEV (don't fly over the airport) and turn steeply left (1600m radius, that is roughly 25-30° bank). Watch your altitude before turning: You should have more than 3000ft or you hit terrain. If you need to go around below 3000ft: climb out straight visually and follow the valley, and immediately alert TWR - He has to clear the way:

LHA123: Leipzig Air 123, going around, climbing straight out of the valley.
LOWI_TWR: Leipzig air 123, visual climb 13000ft west, contact Radar 119,27. Traffic information: VFR aircraft ahead, 3 miles, 3500ft.

=== 1a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: After you reported AB NDB (OEV 6.3DME), Tower will clear to land. You disconnect your AP now and continue visually. If you don't see the runway: go around! Fly the go-around manually - too much terrain.

'''The one most common mistake''' here is to think that OEV is an ILS. Those folks smash some aircraft on the apron and hit the terminal building.

=== 1b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report AB NDB.

This clearance is valid all the way to runway 08 final. You have to report AB NDB, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before AB NDB: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# Fly the OEV localizer and glideslope until AB NDB. Set your plane to approach (speed, flaps)
# At AB NDB: You disconnect the AP and level off at 3700ft MSL - the chart is only a guideline, fly visually!
# After AB, you turn left (230° is a guideline - fly visually!) which leads you towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB slightly right.
# On downwind, Prepare your plane for landing (speed, flaps, gear) and check your altitude again: 3700-4000ft.
# Watch your OEV DME meter (OEV is directly at the airport) decrease and increase again as you fly past the airport.
# At 3.5nm DME OEV, do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive.
# With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at AB. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope past AB DNB to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== 2. LOC DME West Approach ==
IF you come from France, Switzerland or the like, you are most likely nearer the the LOC DME West approach. This approach is more challenging, and if you fail, then you go around to RTT for the East approach.

'''Caution for MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at KTI NDB===
Mountains to the West are higher, so you level off at KTI NDB at 13.000ft (local QNH!). If you come from the South, you fly a teardrop entry as if you were to enter the holding, and maybe you must enter the holding too (fly past KTI, turn left to 284° for one minute, turn left for a 104° inbound vector back to KTI).

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# '''SLOW DOWN YOUR PLANE'''! Descent is steep and with a large bird, it is unlikely that you manage it with more than 160kts. Descend flaps and reduce speed accordingly. If you are unsure, prepare for landing (speed, flaps, gear) at KTI. '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' leaving KTI (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Turn your OBS to 67° radial.
# Fly out of KTI at 104°.
# Arm the localizer.
# Grab the OEJ 67° radial and descend whatching your DME indicator (you need to see the charts and descend with AP and v/s).

A thrilling experience to descend from the snow-capped mountains into the valley!

==== Most common mistakes at KTI====

* '''Too fast:''' The western descent is twice as steep as the eastern and any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check over KTI, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over Absam (AB NDB). This means: You fly over the airport at about 7000ft.

* Arrive at AB NDB with 160kt or less. The final approach begins, and it is '''visual'''.

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP before reaching KTI. You turn off course north of KTI into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final at AB NDB end up in the Sistrans cemetery.
* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== 2a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report AB NDB.

This clearance is valid all the way to final. Report AB, but continue to final 26! When you reached AB NDB, the airport is behind you, you have to turn.
# '''Disconnect the AP now!'''
# If you have more than 160kt, ask TWR to extend your downwind beyond AB or go around (or crash when turning)
# AB NDB is on the north side of the valley, so (see visual approach chart) you do a steep right turn into final (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.
# When the runway is ahead, continue descent and land.

=== 2b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report AB NDB.

This means that you have to circle twice, and you need to fly this by hand.
# At AB NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding altitude. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need it.
# Poceed towards INN NDB, descend 3700ft,
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at AB NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after AB NDB''': you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

=== 3. Special visual arrival BRENO ===
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

=== 4. Föhn special visual arrival ===
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards and gets caught in the mountains, sending high, gusty and warm winds over the mountains on the southern side. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley, where the strong wind above the peaks is south-north - makes up a nice windshear and turbulence. The least turbulence is on the northern slope, whereas the southern slope is full of rotors. As the airport is West of the city, local winds are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive left-and-down through the turbulence for right turn, base and final rwy08. You can descend from KTI, if you have the balls to turn right in the middle of turbulence at AB NDB.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence.

= VFR Approach and departure =
[[Image:LOWI_VFR.jpg|300px|thumb|right|LOWI VFR routes old and new]]

... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is a CTR''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower to do that. "Flying in the vicinity" is not an appropriate intention. "CTR" also means that you need to contact Innsbruck Tower 5 minutes prior to entry into the CTR.

*'''VFR charts have changed at the beginning of 2012'''. This tutorial only covers the new situation. Since August 2012, you are able to download the [http://charts.vacc-austria.org/LOWI/LOWI_VFR_VFR%20Chart_15082012.pdf VFR chart (courtesy of AustroControl, thank you!]]. See this graph of the new chart with changes from the old version.

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== VFR entry ==
'''From the North:''' Mostly coming from Munich, aircraft us the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. Watch your altitude when approaching: Between 8.500ft and FL125, there is the Innsbruck III SRA - a special requirement area requiring you to register with LOWI_TWR 5 minutes prior to entry (as if it were a CTR). The reason for this SRA is the IFR approach it covers. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Caution: Half way from BRENNER to the airport you encounter the INNSBRUCK III SRA, reaching from 7000ft to FL125. You need to be cleared to enter this SRA, so report to LOWI_TWR at BRENNER.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Caution: Innsbruck I SRA between 6000ft and FL125, and you need to register 5 minutes before entering it. Usually, you get an upper limit of 3.500ft after WHISKEY2.

==VFR Approach and Landing==
... is quite eclectic - TWR will tell you which runway, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

==VFR leaving CTR==
... is just the other way around.

''Want a nice VFR round?''
* ''Fly out November route and turn right at November 1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.''
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal, fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J.'''

You are cleared to climb to FL160. You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 065° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must pass RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at AB NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

===visual turn: ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to AB NDB and OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== "Rocket takeoffs" from 26 ===
You don't need a fighter to perform these two SIDs, but it might help. Climb gradient is almost double the normal rate. They are available on Pilots' request, and controllers kiss the microphone if you can do it:

==== Special Performance KPT1Z ====

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach AB NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

==== Special Performance RTT 1W ====
Not that steep as ADILO1H, but still twice than its RTT2J sister. Minimum climb gradient is 8,2% until AB, thereafter 5,4% until passing 9.500 FT MSL. If you fear the worst, ask for RTT2J and you are fine.

==SIDs out of runway 26==

All SIDs out of runway 26 (except RTT1X, see below) start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT2H, KOGOL2H, UNKEN1H, RASTA3H and OBEDI2H:''' After OEJ, continue at the 65° outbound radial of OEJ. Strictly, you '''fly by RTT right and turn back left''' to RTT to climb enough to continue (OBEDI: 13.000ft, RASTA: 12.000ft, KOGOL:11.000ft). In most cases you are high enough and will receive a direct instruction after clear of peaks, so you don't need to fly the loop.

===Direct RTT fly-out: RTT1Y===
... goes directly to RTT, but with headings and radials around AB NDB and RTT NDB: Depart visually as described (you are on the 067° inbound OEV radial). Passing over AB NDB (at 5000ft min! There may be arriving aircraft at 4.400ft below you!), you continue (visually - there is mountains around) heading 74° until you can change to 58° inbound RTT NDB. This SID is designed to allow for arriving aircraft at LOC DME East, so you MUST climb enough to pass AB NDB above 5000ft.

===Steep right turn: ADILO1H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: after turning left onto 67° radial of OEJ to OEJ, there is a right turn to INN NDB and then further to ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

===RNP 0.3 RNAV special performance departure rwy26: RTT1X===
On pilots' request, and if your aircraft is equipped with GPS receiver of 0,3nm accuracy or below, there is a nice alternative: RTT1X. This SID uses a widening of the valley in the upper Inn for a turn. For this departure, you purely fly waypoints, and strictly spoken, this is the only non-visual departure from Innsbruck (try it in fog - you really need to trust your plane!). You fly LOWI-WI005, WI006, WI007, WI008, WI006, WI005, WI003, WI002 and RTT NDB. In real life, aircraft fly the SID until clear of peaks and then get a direct to the next waypoint.

(In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!)

===Most common error===
...is to tune in the 67° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Expect smashing results in the Martinswand wall. Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2012-12-27T22:15:36Z

Hermann Plunser: /* About this document */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of LOWI/Innsbruck.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear and trigger go-arounds. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (e.g. mountains) and aircraft weight and do not show up with Concorde, A380, B747 and the like. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before.''
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

= Charts you need to have =
Do not even think of flying into Innsbruck without charts. Especially when flying online, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

= Overview from the air =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends. This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two main approaches into the valley. There are two more which are visual and not charted. Be aware that '''all approaches lead to all runways''' - always with visual approach, some with steep turns.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME Eeast'' means something: The beacon OEV does not lead to the runway, which is 5° offset to the right. Nevertheless, OEV behaves like an ILS: it has a fixed bearing (254°) and a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn right, lift your feet to avoid touching mountains.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH!) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.
# When established on the LOC, you are transfered to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report Absam (AB NDB). Continue descent on the glideslope, '''slow down''' to reach AB NDB at 160kts or less.
# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You climb with 150kt or less (max rate!) until 1nm DME OEV (don't fly over the airport) and turn steeply left (1600m radius, that is roughly 25-30° bank). Watch your altitude before turning: You should have more than 3000ft or you hit terrain. If you need to go around below 3000ft: climb out straight visually and follow the valley, and immediately alert TWR - He has to clear the way:

LHA123: Leipzig Air 123, going around, climbing straight out of the valley.
LOWI_TWR: Leipzig air 123, visual climb 13000ft west, contact Radar 119,27. Traffic information: VFR aircraft ahead, 3 miles, 3500ft.

=== 1a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: After you reported AB NDB (OEV 6.3DME), Tower will clear to land. You disconnect your AP now and continue visually. If you don't see the runway: go around! Fly the go-around manually - too much terrain.

'''The one most common mistake''' here is to think that OEV is an ILS. Those folks smash some aircraft on the apron and hit the terminal building.

=== 1b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report AB NDB.

This clearance is valid all the way to runway 08 final. You have to report AB NDB, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before AB NDB: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# Fly the OEV localizer and glideslope until AB NDB. Set your plane to approach (speed, flaps)
# At AB NDB: You disconnect the AP and level off at 3700ft MSL - the chart is only a guideline, fly visually!
# After AB, you turn left (230° is a guideline - fly visually!) which leads you towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB slightly right.
# On downwind, Prepare your plane for landing (speed, flaps, gear) and check your altitude again: 3700-4000ft.
# Watch your OEV DME meter (OEV is directly at the airport) decrease and increase again as you fly past the airport.
# At 3.5nm DME OEV, do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive.
# With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at AB. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope past AB DNB to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== 2. LOC DME West Approach ==
IF you come from France, Switzerland or the like, you are most likely nearer the the LOC DME West approach. This approach is more challenging, and if you fail, then you go around to RTT for the East approach.

'''Caution for MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at KTI NDB===
Mountains to the West are higher, so you level off at KTI NDB at 13.000ft (local QNH!). If you come from the South, you fly a teardrop entry as if you were to enter the holding, and maybe you must enter the holding too (fly past KTI, turn left to 284° for one minute, turn left for a 104° inbound vector back to KTI).

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# '''SLOW DOWN YOUR PLANE'''! Descent is steep and with a large bird, it is unlikely that you manage it with more than 160kts. Descend flaps and reduce speed accordingly. If you are unsure, prepare for landing (speed, flaps, gear) at KTI. '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' leaving KTI (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Turn your OBS to 67° radial.
# Fly out of KTI at 104°.
# Arm the localizer.
# Grab the OEJ 67° radial and descend whatching your DME indicator (you need to see the charts and descend with AP and v/s).

A thrilling experience to descend from the snow-capped mountains into the valley!

==== Most common mistakes at KTI====

* '''Too fast:''' The western descent is twice as steep as the eastern and any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check over KTI, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over Absam (AB NDB). This means: You fly over the airport at about 7000ft.

* Arrive at AB NDB with 160kt or less. The final approach begins, and it is '''visual'''.

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP before reaching KTI. You turn off course north of KTI into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final at AB NDB end up in the Sistrans cemetery.
* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== 2a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report AB NDB.

This clearance is valid all the way to final. Report AB, but continue to final 26! When you reached AB NDB, the airport is behind you, you have to turn.
# '''Disconnect the AP now!'''
# If you have more than 160kt, ask TWR to extend your downwind beyond AB or go around (or crash when turning)
# AB NDB is on the north side of the valley, so (see visual approach chart) you do a steep right turn into final (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.
# When the runway is ahead, continue descent and land.

=== 2b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report AB NDB.

This means that you have to circle twice, and you need to fly this by hand.
# At AB NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding altitude. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need it.
# Poceed towards INN NDB, descend 3700ft,
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at AB NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after AB NDB''': you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

=== 3. Special visual arrival BRENO ===
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

=== 4. Föhn special visual arrival ===
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards and gets caught in the mountains, sending high, gusty and warm winds over the mountains on the southern side. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley, where the strong wind above the peaks is south-north - makes up a nice windshear and turbulence. The least turbulence is on the northern slope, whereas the southern slope is full of rotors. As the airport is West of the city, local winds are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive left-and-down through the turbulence for right turn, base and final rwy08. You can descend from KTI, if you have the balls to turn right in the middle of turbulence at AB NDB.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence.

= VFR Approach and departure =
[[Image:LOWI_VFR.jpg|300px|thumb|right|LOWI VFR routes old and new]]

... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is a CTR''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower to do that. "Flying in the vicinity" is not an appropriate intention. "CTR" also means that you need to contact Innsbruck Tower 5 minutes prior to entry into the CTR.

*'''VFR charts have changed at the beginning of 2012'''. This tutorial only covers the new situation. Since August 2012, you are able to download the [http://charts.vacc-austria.org/LOWI/LOWI_VFR_VFR%20Chart_15082012.pdf VFR chart (courtesy of AustroControl, thank you!]]. See this graph of the new chart with changes from the old version.

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== VFR entry ==
'''From the North:''' Mostly coming from Munich, aircraft us the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. Watch your altitude when approaching: Between 8.500ft and FL125, there is the Innsbruck III SRA - a special requirement area requiring you to register with LOWI_TWR 5 minutes prior to entry (as if it were a CTR). The reason for this SRA is the IFR approach it covers. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Caution: Half way from BRENNER to the airport you encounter the INNSBRUCK III SRA, reaching from 7000ft to FL125. You need to be cleared to enter this SRA, so report to LOWI_TWR at BRENNER.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Caution: Innsbruck I SRA between 6000ft and FL125, and you need to register 5 minutes before entering it. Usually, you get an upper limit of 3.500ft after WHISKEY2.

==VFR Approach and Landing==
... is quite eclectic - TWR will tell you which runway, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

==VFR leaving CTR==
... is just the other way around.

''Want a nice VFR round?''
* ''Fly out November route and turn right at November 1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.''
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal, fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J.'''

You are cleared to climb to FL160. You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 065° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must pass RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at AB NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

===visual turn: ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to AB NDB and OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== "Rocket takeoffs" from 26 ===
You don't need a fighter to perform these two SIDs, but it might help. Climb gradient is almost double the normal rate. They are available on Pilots' request, and controllers kiss the microphone if you can do it:

==== Special Performance KPT1Z ====

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach AB NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

==== Special Performance RTT 1W ====
Not that steep as ADILO1H, but still twice than its RTT2J sister. Minimum climb gradient is 8,2% until AB, thereafter 5,4% until passing 9.500 FT MSL. If you fear the worst, ask for RTT2J and you are fine.

==SIDs out of runway 26==

All SIDs out of runway 26 (except RTT1X, see below) start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT2H, KOGOL2H, UNKEN1H, RASTA3H and OBEDI2H:''' After OEJ, continue at the 65° outbound radial of OEJ. Strictly, you '''fly by RTT right and turn back left''' to RTT to climb enough to continue (OBEDI: 13.000ft, RASTA: 12.000ft, KOGOL:11.000ft). In most cases you are high enough and will receive a direct instruction after clear of peaks, so you don't need to fly the loop.

===Direct RTT fly-out: RTT1Y===
... goes directly to RTT, but with headings and radials around AB NDB and RTT NDB: Depart visually as described (you are on the 067° inbound OEV radial). Passing over AB NDB (at 5000ft min! There may be arriving aircraft at 4.400ft below you!), you continue (visually - there is mountains around) heading 74° until you can change to 58° inbound RTT NDB. This SID is designed to allow for arriving aircraft at LOC DME East, so you MUST climb enough to pass AB NDB above 5000ft.

===Steep right turn: ADILO1H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: after turning left onto 67° radial of OEJ to OEJ, there is a right turn to INN NDB and then further to ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

===RNP 0.3 RNAV special performance departure rwy26: RTT1X===
On pilots' request, and if your aircraft is equipped with GPS receiver of 0,3nm accuracy or below, there is a nice alternative: RTT1X. This SID uses a widening of the valley in the upper Inn for a turn. For this departure, you purely fly waypoints, and strictly spoken, this is the only non-visual departure from Innsbruck (try it in fog - you really need to trust your plane!). You fly LOWI-WI005, WI006, WI007, WI008, WI006, WI005, WI003, WI002 and RTT NDB. In real life, aircraft fly the SID until clear of peaks and then get a direct to the next waypoint.

(In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!)

===Most common error===
...is to tune in the 67° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Expect smashing results in the Martinswand wall. Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI Primer

2012-08-09T07:22:49Z

Hermann Plunser: /* Approach */

=About this Document=
'''THIS DOCUMENT STILL AWAITS CHECK AND VERIFICATION. PLEASE HANDLE INFORMATION WITH CARE.'''

This document is intended as training and reference material for controlling Innsbruck Airport (LOWI). It covers the stations LOWI_TWR and LOWI_APP. This page is work in progress. Currently the TWR section is in progress. Stay tuned for APP. If you are controller: Feel free to discuss and edit.

=General=
==Location==
Innsbruck is one of the most thrilling airports to fly from and to, for various reasons:
*It is deeply in the Inn valley, surrounded by mountains as high as 8000ft (to the north) and >10000ft (to the south and West). This means that approach is particularly long, and flying is limited to a narrow corridor.
* The runway is somehow not in line with the valley, so approach and takeoff is not straight-in-or-out. Instead, the last part of approach and the first part of departure is visual only.
*LOWI has peculiar wind conditions - "Föhn". This is a very strong and gusty southerly wind. Under these conditions, aircraft usually perform a "special Föhn" departure and arrival to avoid vomiting passengers and heart attacks. At VATSIM, these conditions cannot be simulated, but some local pilots love to fly it.
* The runway has no complete adjacent taxiways for entering and exiting - Departing (and sometimes arriving) aircraft need to backtrack on either side, which takes time and makes Tower controlling a real thrill.
* X-Plane 9 has LOWI as (nice) standard scenery, which provokes many X-Plane newbies to try out their skills here - thrilling experience for controllers, to be polite.

==Airspaces around LOWI==
As Innsbruck is deeply buried in "the canyon",
*CTR (for TWR) reaches up to A9000ft (mark: actual altitude, not FL). If no higher ATC is available, then Innsbruck Tower controls up to A11000ft).
*Also, TWR takes care of three adjacent SRA: Innsbruck I (west), Innsbruck II (east) and Innsbruck III (south). TWR competence reaches from SRA bottom (6000ft for Innsbruck 1, 8500ft for Innsbruck II, 7000ft for Innsbruck III, but at least 1000ft GND in all 3 cases) to 9000ft - above is APP. VFR route points are mandatory reporting points (full triangle, except Golf) and TWR shall be contacted 3 min '''before''' reaching the initial entry point (M1, N1, W1, Brenner), even if those points being located outside the CTR.
*APP airspace (Area Tirol) reaches up to FL165. The airspace above is delegated to EDMM.

==Airport==
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
===Apron===
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it - clarifiaction ("heliport in front of hangar II") is recommended Otherwise Copters are parked like planes (depending on size) at the main apron.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too.
*Apron, hangar and LOJO is not under TWR control. Therefore, you treat it as any space within CTR. you tell QNH, wind and "takeoff/landing at own discretion", as long as they don't interfere with runway or taxis.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, "taxi to stand of your choice" is best, maybe added by "in the western part of the apron" - for some mysterious reason many aircraft tend to log on in front of the tower in the eastern part.

===Holding points===
*A on the taxiway A towards rwy 08
*B1 (facing east before turning into B) and B2 (facing west, before turning into B). They are not shown on the VACC charts and not included in FS or X-Plane standard scenery, but included inGiannis LOWI scenery for MSFS. Don't expect pilots to find it. "Holding point B" works perfectly.
*L holding point is relevant for the GAC parking.

===Runway and around===
*Runways 08 and 26 both have turnpads. Some pilots report "runway vacated" when standing on it, so be aware.
*North of the runway is taxiway Y which is grass and for light aircraft and gliders only. Some pilots think it smart to use it if they miss taxiway A to vacate, or the adjacent "Schleppweg" (glider tow track) with 767's and are a bit surprised.
*About 1,5nm final rwy 26 is the rooftop helipad of the hospital (LOIU). This is not part of the MSFS or X-Plane standard scenery. If the helipad is occupied, inform arriving aircraft about a "floating" heli: "traffic information: stationary helicopter at the hospital helipad at 1.5nm final".

===Runway configurations===
Be aware that a few factors restrict runway configurations, mainly: position in the valley and pilots' ability.

*Easiest config is outbound 08 / inbound 26. (Almost) all pilots can handle this. But this is an opposite configuration. In this case, taxi is via A, and backtrack is only granted as long as arriving traffic is above RTT. Always instruct maximum rate of climb.

* Best high traffic situation is 26 only. Departing aircraft taxi via B and circle (with max rate of climb) and reach AB with 6000ft or more. With this, vertical separation is guaranteed and you can get aircraft in and out fast. Bear in mind that you need at least 5nm arriving distance in case a landing aircraft overshoots A. You need at least 7nm arriving distance to get an aircraft off the ground (backtrack and takeoff).

* Föhn config is 08 only. Arriving aircraft must be able to circle. You need at least 10nm arriving distance to bring an aircraft out. '''High traffic trick:''' Best procedure is to issue backtrack 08 early, and at the moment the arriving aircraft is turning left at AB for circling, takeoff clearance is given (and the next arrival must be 10nm before AB to provide vertical separation.

=VFR Traffic=
(see the VFR chart, which is (c) Eurocontrol, so we can't publish it here. You might want to get a (free) login to the EAD document system, which is [[http://www.ead.eurocontrol.int/eadcms/eadsite/index.php.html here]]).
'''Important: There are new routes as of March 8th, 2012. Expect pilots turn up with charts of either generation, so we recommend: Try the new charts right away and see if the pilot knows what you mean. If he doesn't, the following changes apply:
*M1 is the old E1
*old E2 is omitted
*M2 is old L2
*M3 is old L3
*old A is omitted
*The eastern arrival route (new: M1-M2-M3) is old: E1-L2-L3.
*Approaching from F, the old arrival route L (L1-L2-L3) is now F-M2-M3, but beware: F-M2 is close to the LOC DME east, as VFR pilots need to climb to 7500ft.
*West: G and I are new, so you might avoid it.
See the following graph for explanation. Sorry, due to copyright issues, no VFR chart can be published - it is (c) Eurocontrol. The sketch should be to scale.
[[Image:LOWI_VFR.jpg|800px|thumb|right|LOWI VFR routes old and new]]

==Radio Communication Failure for VFR==
Caution: RCF procedures are not at the VATSIM charts - expect pilots to do what they want (you might tell the pilot via pm what he/she can or should do). In real life for VFR, the following rules apply:
*If RCF occurs before CTR entry clearance, then the pilot has to divert to an airport in uncontrolled airspace.
*If RCF occurs after CTR entry clearance, then the pilot follows this clearance and lands. ([[http://eaip.austrocontrol.at/lo/120406/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf reference]]. If the clearance is until holdings, then in real life aircraft continue to a predetermined position near the airport (north or south) and await light signals (or, in fact: they call in by phone). As this is not possible at VATSIM, expect unexpected results and be prepared :-)

=IFR Traffic=
==Approach==
Innsbruck has two standard directions to fly in, but "standard" is relative: They are not straight-in and you have to land visually on rwy08 or rwy26 (either approach):

'''LOC DME East approach''': This approach is most popular, but many pilots don't read the charts and surprise both themselves and controllers: It has a glideslope, so many aircraft think it is an ILS and discover their mistake some 100ft over ground that the runway is 5° offset and they need to land visually - funny manoevers happen.

'''Special LOC DME East approach''' is the same as the "normal" LOC DME East, but has a lower decision heigt. The special approach is granted on pilot's request, and as the pilot has to monitor decision height, controllers can grant it and ignore the rest.

'''LOC DME West approach''': A challenge! It is for cloud-breaking purpose only and does not lead to any RWY straight. A steep descent from KTI NDB over the airport to AB Locator at 5000ft, where a tight (visual) right turn leads them into the position of either continuing towards RWY26 or RWY08. Pilots who don't read charts think that this approach directly leads to RWY 08. Some dive for it when they have runway in sight and end up with 300kt on short final. This approach has no glideslope (hence LOC). Go-around is more or less a straight climb-out to RTT NDB. '''Caution:''' LOC DME West is not part of standard FS2002 and 2004 (but included in X-Plane 9). It is recommended (to APP) to check in advance, if the pilot is able to do this. Some pilots use the back course of LOC DME east with smashing mountainous results. This approach is challenging to anyone doing it for the first time. Descent is steep and you need to be at 160kt for the right turn - in fact, you almost need to prepare your aircraft for landing (flaps, gear, speed 160kt) above KTI. If APP wants to be polite, he/she tells them and sends them into the KTI holding until speed is down.

In real life, many pilots request "visual" before KTI, when they see the Inn valley is clear of fog or clouds and proceeding visually to RWY in use (yes, this may also include a downwind for RWY 26)As ATC, you can clear this on pilots request if it fits you.

'''Special LOC DME West approach''' has been omitted by july 2011. Use standard LOC DME West approach.

'''RNAV 0.3 (RNP) arrival''': This approach is very rare and on pilot request only (as aircraft have to be equipped with GPS with 0.3nm accuracy). The approach is very similar to Special LOC DME East approach. This approach leads into rwy 26 only. Go-around is different - a RNAV turn in the upper Inn valley and return to RTT NDB.

==Visual Landing==
All approaches meet at AB NDB. From there, there are two ways to the runway (see [[http://charts.vacc-austria.org/LOWI/LOWI_Approach_Visual%20Approach_01072011.pdf visual approach chart]]:
*rwy26: For east approach, this is almost straight-in. For DME west approach, a steep right hand circle into final.
*rwy08 For DME east approach, aircraft turn left towards INN and then circle right onto final. Aircraft almost need landing speed to turn. For DME west appraoch, aircraft turn right hard (landing speed!) over AB, fly left downwind as DME east approach and then turn right into final.
'''Caution: It is TWR's responsibility to merge traffic arriving at AB NDB!'''

===How to clear approaching aircraft to land===
Approach is long, and many things happen in the meantime. Therefore, we recommend step-by-step clearances:
#Clear all approaching aircraft with "report AB NDB". This is where all approaches meet and where pilots have to continue visually at the latest.
#For rwy26, clear to land, if possible (or issue "expect late clearance").
#For circling approaches (DME west and DME east->rwy08) clear "visual circling rwy 08, report turning into final", and then clear to land.
This step-by-step clearance helps to stay flexible if the situation changes. You could clear to land at fist contact at 13.000ft, but the plane would still be flying for several minutes before touchdown and you might have forgot, who has a landing clearance and who not.

One example with two aircraft:
LHA123 is just after RTT for LOC DME East approach, and LHA456 at KTI for LOC DME West approach. As LHA123 from the east is lower (RTT is 9500ft) and nearer (15 DME AB) than LOC DME west (FL130 and 18-20 DME AB), it will be first in:
<pre>
LHA123: Innsbruck TWR, gutn Tach, LHA123 LOC DME East established.
TWR: LHA123, servus. Contintue, Wind 230° 4kt, runway in use 26, report AB NDB.
LHA123: will report AB, LHA123.
</pre>
Next is LHA456, who has to slow down (as 3-5nm is not enough separation). Anyway, for LOC DME West approach aircraft should prepare their aircraft at KTI for landing: Speed down, flaps down, and they might need speedbrakes up. It is a good precaution to tell this to pilots: West approach is steep and many aircraft get too fast and are in too early. The only way out would be a go-around to RTT. Caution if you order speed down: There might be an aircraft behind - yu might need to check with APP.
<pre>
LHA456: Innsbruck TWR, hallo, LHA456 LOC DME West established FL130.
TWR: LHA456, servus, continue, wind 230°4kt, runway in use 26, reduce to landing speed, report AB NDB.
LHA456: Reducing to landing speed, will report AB, LHA456.
</pre>
Now LHA123 is near AB and sees the runway. He gets and clearance to land, plus traffic info, as the other acft is roughly 5-7nm away, head-on and above:
<pre>LHA123: LHA123, AB, runway in sight.
TWR: LHA123, traffic info: Approaching company airline on LOC DME West at 12 o'clock, 7000ft. Wind 230°4kt, rwy26 cleared to land.
LHA123: Traffic in sight, rwy26 cleared to land, LHA123.
</pre>
As LHA123 is away from AB, LHA456 gets clearance further on into final, plus traffic info, and after reporting final, clearance to land. If there is no traffic around, TWR could clear him to land at once (Strictly speaking, both aircraft could meet at AB, as LOC DME West approach should be about 700ft higher. But it's close and you will have problems with lateral separation at final anyway. If you produced such a problem, you could order LHA456 circling 08 at landing speed and hope that LHA123 vacates quickly). Most likely, LHA123 is still busy vacating the runway, so landing clearance is not possible yet:
<pre>
TWR: LHA456, approaching company acft on LOC DME west 6000ft at your 12 o'clock position. After AB continue visual circling rwy26, report final.
LHA456: Wilco, traffic in sight, LHA456.
LHA456: LHA456 on final 26, runway in sight.
TWR: LHA456, wind 230°4kt, rwy26 cleared to land.</pre>

===Tricky conflict situations===
==== Arriving/departing too close ====
'''Sometimes, aircraft come too close to each other, departing from 08 and arriving LOC DME East''' (mostly because aircraft climb out fast-and-low). What can you do?

* You can give the arriving aircraft go-around, but this could make it even worse as flight paths may cross.

* You can order the departing aircraft visual climbout down the valley with max altitude well below the glidepath. Expect some funny reactions to change a MD81 to visual.

* Most elegant solution: Separate both aircraft visually. To do this, ask the landing aircraft if he is able to perform visual landing left of the localizer. If yes, then clear him visual approach left side of the localizer and give traffic information. Then, clear the departing aircraft visual climbout left side of the valley and give traffic information. It may be a scary moment if two A320 pass in mid-air in the narrow valley, but it is legal.

It could sound like this, assume that DLH1 is departing and AUA2 is arriving:

LOWI_TWR: AUA 2, are you able for visual approach left of the localizer?
AUA2: Affirm able for visual approach left.
LOWI_TWR: AUA, cleared for visual approach left of the localizer, traffic information: departing A320 at your 1 o'clock position, passing right, confirm in sight.
AUA2: visual approach, traffic in sight, AUA2.
LOWI_TWR: Lufthansa 1, cleared visual departure left side of the valley, traffic information: arriving B737 passing right, confirm in sight.
DLH2: visual departure left side, traffic in sight, DLH2.

==== Departing aircraft are too slow lining up ====
'''Sometimes, departing aircraft are too slow lining up and backtracking for takeoff.''' This will result in arriving aircraft on an occupied runway. What can you do with an approaching aircraft?
* You instruct departing aircraft to hold position and instruct arriving traffic to go around. But go-around in LOWI is very long and time-consuming: Aircraft have to climb all the way to RTT and back.
* Most elegant solution: If the pilot is able for visual manoever, you can offer him to circle visually and re-enter final. Once the aircraft is on downwind, quickly push departing aircraft out. That could sound like this:

LOWI_TWR: DLH1, hold position, say again: hold position, acknowledge.
DLH1: Holding position, DLH1.
LOWI_TWR: AUA2, go-around, say again: go around, or alternatively visual left traffic pattern at 3500ft or above, report ready for base turn over AB, report intentions.
AUA2: Circling left, 3500ft or above, will report ready for base, AUA2.
(after AUA2 is away over the airport:)
LOWI_TWR: DLH1, cleared for immediate takeoff, expedite.

This manoever also works with 26-only and 08-only, just the other way around.

Bear in mind: These are really tricky manoevers and you need experienced pilots to do it.

==Go-arounds==
* Go-around rwy 26 is a steep left turn and climbout to RTT.
* Go-around rwy 08 is a straight climbout to RTT.
* Go-around of RNAV 0.3 RNP arrival rwy26 is along waypoints into the upper Inn valley where the aircraft does a steep left turn and returns the approach path to RTT - Nobody flies this.
Go-arounds go all the way back to RTT - that takes a lot of time and could mess up the next arriving aircraft. If there are other landing aircraft on LOC DME East, '''max rate of climb is necessary'''. Some pilots don't do this and must be reminded.

To smart pilots, you can offer a '''visual circuit''', leading them back to final via AB, see the section above.

==Departure==
All departures are cleared FL160. When things are busy, you might need to decide on short notice if a pilot flies out 08 or 26, as some can only arrive 26 (and departing need to take 26 for spacing), and some can only depart 08 (and vice versa). Controllers' delight are pilots who are able to change SID and approach at short notice. Controllers' headache are the others - in doubt, they have to wait on ground.

===Standard departure routes===
* RWY 08->RTT: RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J all have the same pattern: out to RTT, following an OEJ in- and outbound radial.
* RWY 26->RTT: RTT2H, OBEDI2H, RASTA3H, UNKEN1H, KOGOL2H have a common pattern: Visual left circle and then joining the route to RTT.

===Higher climb departure routes===

* RWY 08->ADILO: ADILO1J has a steep right turn after OEJ and needs a double climb rate than the "standard" SID via RTT. As precaution, TWR should check with the pilot if able.

* RWY 26->ADILO: ADILO1H has the visual circle left '''and''' a steep right turn after OEJ and needs a higher climb rate than the "standard" SID via RTT.

===Special performance departure===
* RWY 08 special performance: KPT1Z and RTT1Z have higher rates of climb - pilots have to confirm. RTT1Z is good if you have arriving traffic - it would be safely underneath.

===RNAV 0.3 departure ===

* RWY26 RNAV 0.3: Only for equipped aircraft. This route flies up the Inn valley along waypoints, turns around and flies back to WI001=RTT. In practice, aircraft fly this route with max rate of climb until clear of peaks and then a direct routing - the rest of the route is backup if anything goes wrong. On pilot's request only.

===Visual===
# RWY 26 visual: Aircraft fly up the Inn valley until clear of peaks and then directly to their next waypoint. On pilot's request only. In real life, Air Berlin requests this to show the Zugspitze to passengers.

===Common mistakes by pilots===
*To RTT, many pilots tend to depart fast-and-low instead of slow-and-high. If you have arriving traffic at LOC DME East, then remind pilots (2, 3 times) of a max rate of climb.

*On rwy26 departures, some pilots turn right instead of left, flying nose-on into the Martinswand; the reason is that the left turn is slightly more than 180° and many autopilots (like the x-plane standard AP) turn the shorter side. In reality, a pilot with activated autopilot at that stage ends in a coffin or in jail. It is a good idea to confirm "visual departure" (see 3), as vectoring usually worsens the situation.

*Some pilots do not understand that ADILO1H has a left turn towards OEJ and a right turn towards INN and end up with visual climbout.

==Föhn procedures==
"Föhn" procedures are at pilot's request. Rarely used at VATSIM, as simulators can't simulate the strong and gusty southerly wind. Local pilots like to do it for fun, so you should know it. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent). '''Arrivals''' descend along the northern ridge between 8000 and 5000ft, were turbulence is least. North of the city, aircraft cross the city for a right hand base for rwy08 and a steep descent to pattern altitude. Base and final 08 are standard. '''Departures''' drift to the northern slope, where pilots climb in the least turbulent air.

==Spacing==
The best thrill of the Innsbruck TWR controller is spacing. As Innsbruck has few and narrow approaches and backtracks on runways, spacing is well beyond other airports. As a rule of thumb, the following spacings are "conservative guesses" - you will most likely be on the safe side If you have good pilots and balls, you can shorten ist on your own risk :-)

* '''arriving before arriving (same runway):''' 7nm (reason: you may need backtrack, if aircraft overshoot the exit). You could shorten to 3-4nm, if the aircraft is able for a short landing without backtrack.

* '''departing before arriving (same runway):''' 7nm (reason: you need backtrack of departing aircraft). Make sure the pilot is at the holding point and ready to roll before issuing lineup clearances - 10 seconds make a difference. You can shorten to 4nm, if departing aircraft is able for intersection takeoff.

* '''departing 26 before arriving rwy08:'' Arriving acft should be before AB NDB when departing aircraft takes off, and departing aircraft should have maximum rate of climb (they turn head-on, and departing aircraft should have 700ft more altitude!). Exception: If departure 26 is visual climb-out or RTT1X (departing aircraft flies up the valley and won't turn left).

* '''departing 08 before arriving 26:''' Arriving acft should have D18 OEV (=just reported LOC DME established), departing aircraft should have maximum rate of climb.

* '''departing 08 before arriving 08:''' For takeoff clearance, Arriving aircraft should be '''after''' AB NDB turning into downwind or way '''before''' AB (before D18 OEV to be exact) to avoid conflict.

* '''arriving 26 before arriving 08:''' As the east-08 flies a visual circle, 5nm will fit, provided the east-26 leaves the runway quickly.

* '''arriving 08 before arriving 26:''' Well, if you really want to smash two aircraft in the middle of the runway.

* '''Merging West and East approach:''' Both approaches meet at AB NDB, with West at 5000ft and East at 4460ft. This is neither enough vertical nor horizontal separation. Consider merging traffic with enough (7nm) horizontal separation over AB NDB. You could shorten this to 3nm separation, if the first plane ist LOC DME East and you clear him into 26 and the second ist LOC DME west and you clear him circling 08.

Do not hesitate to give speed orders, if necessary and if it does not mess up arrival sequence.

===Reduced runway separation===
None, as the risk is too high that an arriving aircraft overshoots the exit and needs a backtrack while the next aircraft lands and might do the same.

==Radio Communication Failures for IFR==
In real life, there are no predefined RCF procedures for Innsbruck for a good reason: In a narrow valley with lots of VFR and IFR traffic, this could have dangerous consequences if a big bird flies around without contact. There are company-specific rules negotiated between airline and Austrocontrol. As a rule-of-thumb:
*With RCF before landing clearance: go-around and divert to a different airport.
*RCF after landing clearance: land.

There are no published RCF procedures on VATSIM charts, so expect pilots do what they want and expect the unexpected - most probably they will fly the approach they have been cleared or (if there was no clearance yet) they have filed (KTI or RTT). Most appropriate behaviour of controllers would be to clear the way.

=Handoff=
== Handoff TWR->APP==
Handoff from TWR to APP is best, whenever departing aircraft are conflict-free. It makes sense to have conflicting aircraft on the same frequency. Consider the example of an arriving LOC DME East (with APP) and a departing rwy08. They fly head-on. Either TWR gives the aircraft to APP (and APP monitors the possible conflict), or TWR waits for APP to receive the arriving aircraft (and TWR clears the conflict). Teamspeak is very handy at that situation.

Handoff is somehow tricky, if not all stations are online, because there are delegations. The hierarchy for handoffs is as follows:

=== Departure ===
*LOWI_TWR -> LOWI_APP -> LOVV_CTR

If no LOWI_APP and no LOVV_CTR is online, then there is a "gap" until München FIR is responsible.

for KOGOL2H: LOWI_TWR -> UNICOM, at FL160 contact EDMM_C_CTR->EDMM_K_CTR, ->EDMM_R_CTR
for KPT1Z: LOWI_TWR -> UNICOM, at FL160 contact EDMM_K_CTR, ->EDMM_R_CTR
for all other SID: -> UNICOM

Frequencies:
EDMM_C_CTR (Chiemsee): 133.67
EDMM_K_CTR (Kempten): 124.05
EDMM_R_CTR (Roding): 132.55

===Arrivals===
If no LOWI_APP and no LOVV_CTR is present, then aircraft are cleared by München FIR:

TULSI arrivals are cleared at FL150 until TULSI, further released for descent at FL130 (they fly to RTT).
DCT ALGOI arrivals are cleared FL180, further released for descent to FL150 (they fly KTI).

The point to pick pilots up for LOWW_TWR is when established on the LOCs. If they call earlier (which they regularly do), then tell them to continue at their discretion and call back when established:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, you are still outside my airspace, continue at your discretion and report when established on the localizer.

(you can be nice and add: "for your information: this means leaving RTT at 10.000ft with heading 210 ....")

''(This section reflects the LoA Wien FIR-München FIR Version 2.0.)''

==Handoff to APP->TWR==
whenever LOC is established.

=APP issues=
...still to come! Who is licensed as APP controller to fill this gap?
==Holding patterns and spacing==
== Handoffs ==

=Coordination APP-TWR=
Coordination with TWR in Innsbruck is more important than on any other airport in Austria, because runway decision is tower (and might change on short notice), but has major consequences for arrival spacing. So you should do the following:
*TWR needs to tell APP default arrival runway so that APP can adjust spacing.
*APP needs to ask for exceptions (if pilots request the other runway and the like)
*TWR needs to tell all exceptions (other than default departure runway, visual climbouts etc.)
*It is a good idea that APP tells TWR if west approaches come in.

LOWI Primer

2012-08-09T07:00:30Z

Hermann Plunser: /* Airspaces around LOWI */

=About this Document=
'''THIS DOCUMENT STILL AWAITS CHECK AND VERIFICATION. PLEASE HANDLE INFORMATION WITH CARE.'''

This document is intended as training and reference material for controlling Innsbruck Airport (LOWI). It covers the stations LOWI_TWR and LOWI_APP. This page is work in progress. Currently the TWR section is in progress. Stay tuned for APP. If you are controller: Feel free to discuss and edit.

=General=
==Location==
Innsbruck is one of the most thrilling airports to fly from and to, for various reasons:
*It is deeply in the Inn valley, surrounded by mountains as high as 8000ft (to the north) and >10000ft (to the south and West). This means that approach is particularly long, and flying is limited to a narrow corridor.
* The runway is somehow not in line with the valley, so approach and takeoff is not straight-in-or-out. Instead, the last part of approach and the first part of departure is visual only.
*LOWI has peculiar wind conditions - "Föhn". This is a very strong and gusty southerly wind. Under these conditions, aircraft usually perform a "special Föhn" departure and arrival to avoid vomiting passengers and heart attacks. At VATSIM, these conditions cannot be simulated, but some local pilots love to fly it.
* The runway has no complete adjacent taxiways for entering and exiting - Departing (and sometimes arriving) aircraft need to backtrack on either side, which takes time and makes Tower controlling a real thrill.
* X-Plane 9 has LOWI as (nice) standard scenery, which provokes many X-Plane newbies to try out their skills here - thrilling experience for controllers, to be polite.

==Airspaces around LOWI==
As Innsbruck is deeply buried in "the canyon",
*CTR (for TWR) reaches up to A9000ft (mark: actual altitude, not FL). If no higher ATC is available, then Innsbruck Tower controls up to A11000ft).
*Also, TWR takes care of three adjacent SRA: Innsbruck I (west), Innsbruck II (east) and Innsbruck III (south). TWR competence reaches from SRA bottom (6000ft for Innsbruck 1, 8500ft for Innsbruck II, 7000ft for Innsbruck III, but at least 1000ft GND in all 3 cases) to 9000ft - above is APP. VFR route points are mandatory reporting points (full triangle, except Golf) and TWR shall be contacted 3 min '''before''' reaching the initial entry point (M1, N1, W1, Brenner), even if those points being located outside the CTR.
*APP airspace (Area Tirol) reaches up to FL165. The airspace above is delegated to EDMM.

==Airport==
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
===Apron===
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it - clarifiaction ("heliport in front of hangar II") is recommended Otherwise Copters are parked like planes (depending on size) at the main apron.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too.
*Apron, hangar and LOJO is not under TWR control. Therefore, you treat it as any space within CTR. you tell QNH, wind and "takeoff/landing at own discretion", as long as they don't interfere with runway or taxis.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, "taxi to stand of your choice" is best, maybe added by "in the western part of the apron" - for some mysterious reason many aircraft tend to log on in front of the tower in the eastern part.

===Holding points===
*A on the taxiway A towards rwy 08
*B1 (facing east before turning into B) and B2 (facing west, before turning into B). They are not shown on the VACC charts and not included in FS or X-Plane standard scenery, but included inGiannis LOWI scenery for MSFS. Don't expect pilots to find it. "Holding point B" works perfectly.
*L holding point is relevant for the GAC parking.

===Runway and around===
*Runways 08 and 26 both have turnpads. Some pilots report "runway vacated" when standing on it, so be aware.
*North of the runway is taxiway Y which is grass and for light aircraft and gliders only. Some pilots think it smart to use it if they miss taxiway A to vacate, or the adjacent "Schleppweg" (glider tow track) with 767's and are a bit surprised.
*About 1,5nm final rwy 26 is the rooftop helipad of the hospital (LOIU). This is not part of the MSFS or X-Plane standard scenery. If the helipad is occupied, inform arriving aircraft about a "floating" heli: "traffic information: stationary helicopter at the hospital helipad at 1.5nm final".

===Runway configurations===
Be aware that a few factors restrict runway configurations, mainly: position in the valley and pilots' ability.

*Easiest config is outbound 08 / inbound 26. (Almost) all pilots can handle this. But this is an opposite configuration. In this case, taxi is via A, and backtrack is only granted as long as arriving traffic is above RTT. Always instruct maximum rate of climb.

* Best high traffic situation is 26 only. Departing aircraft taxi via B and circle (with max rate of climb) and reach AB with 6000ft or more. With this, vertical separation is guaranteed and you can get aircraft in and out fast. Bear in mind that you need at least 5nm arriving distance in case a landing aircraft overshoots A. You need at least 7nm arriving distance to get an aircraft off the ground (backtrack and takeoff).

* Föhn config is 08 only. Arriving aircraft must be able to circle. You need at least 10nm arriving distance to bring an aircraft out. '''High traffic trick:''' Best procedure is to issue backtrack 08 early, and at the moment the arriving aircraft is turning left at AB for circling, takeoff clearance is given (and the next arrival must be 10nm before AB to provide vertical separation.

=VFR Traffic=
(see the VFR chart, which is (c) Eurocontrol, so we can't publish it here. You might want to get a (free) login to the EAD document system, which is [[http://www.ead.eurocontrol.int/eadcms/eadsite/index.php.html here]]).
'''Important: There are new routes as of March 8th, 2012. Expect pilots turn up with charts of either generation, so we recommend: Try the new charts right away and see if the pilot knows what you mean. If he doesn't, the following changes apply:
*M1 is the old E1
*old E2 is omitted
*M2 is old L2
*M3 is old L3
*old A is omitted
*The eastern arrival route (new: M1-M2-M3) is old: E1-L2-L3.
*Approaching from F, the old arrival route L (L1-L2-L3) is now F-M2-M3, but beware: F-M2 is close to the LOC DME east, as VFR pilots need to climb to 7500ft.
*West: G and I are new, so you might avoid it.
See the following graph for explanation. Sorry, due to copyright issues, no VFR chart can be published - it is (c) Eurocontrol. The sketch should be to scale.
[[Image:LOWI_VFR.jpg|800px|thumb|right|LOWI VFR routes old and new]]

==Radio Communication Failure for VFR==
Caution: RCF procedures are not at the VATSIM charts - expect pilots to do what they want (you might tell the pilot via pm what he/she can or should do). In real life for VFR, the following rules apply:
*If RCF occurs before CTR entry clearance, then the pilot has to divert to an airport in uncontrolled airspace.
*If RCF occurs after CTR entry clearance, then the pilot follows this clearance and lands. ([[http://eaip.austrocontrol.at/lo/120406/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf reference]]. If the clearance is until holdings, then in real life aircraft continue to a predetermined position near the airport (north or south) and await light signals (or, in fact: they call in by phone). As this is not possible at VATSIM, expect unexpected results and be prepared :-)

=IFR Traffic=
==Approach==
Innsbruck has two standard directions to fly in, but "standard" is relative: They are not straight-in and you have to land visually on rwy08 or rwy26 (either approach):

'''LOC DME East approach''': This approach is most popular, but many pilots don't read the charts and surprise both themselves and controllers: It has a glideslope, so many aircraft think it is an ILS and discover their mistake some 100ft over ground that the runway is 5° offset and they need to land visually - funny manoevers happen.

'''Special LOC DME East approach''' is the same as the "normal" LOC DME East, but has a lower decision heigt. The special approach is granted on pilot's request, and as the pilot has to monitor decision height, controllers can grant it and ignore the rest.

'''LOC DME West approach''': A challenge! A steep descent from KTI NDB over the airport to AB NDB at 5000ft, where a steep (vsiual) right turn leads them into the position of either continuing towards rwy26 or rwy08. Pilots who don't read charts think that this approach directly leads to rwy 08. Some dive for it when they have runway in sight and end up with 300kt on short final. This approach has no glideslope, so it is for cloud-breaking purpose only. Go-around is a straight climb-out to RTT NDB. '''Caution:''' LOC DME West is not part of standard FS2002 and 2004 (but included in X-Plane 9). It is recommended (to APP) to check in advance, if the pilot is able to do this. Some pilots use the back course of LOC DME east with smashing mountainous results. This approach is challenging to anyone doing it for the first time. Descent is steep and you need to be at 160kt for the right turn - in fact, you almost need to prepare your aircraft for landing (flaps, gear, speed 160kt) above KTI. If APP wants to be polite, he/she tells them and sends them into the KTI holding until speed is down.

In real life, pilots request visual continuation before KTI, when they see the Inn valley, and fly straight into 08 (the KTI LOC descent is only if there is clouds to break). As ATC, you can clear this on request.

'''Special LOC DME West approach''' has been omitted by july 2011. Use standard LOC DME West approach.

'''RNAV 0.3 (RNP) arrival''': This approach is very rare and on pilot request only (as aircraft have to be equipped with GPS with 0.3nm accuracy). The approach is very similar to Special LOC DME East approach. This approach leads into rwy 26 only. Go-around is different - a RNAV turn in the upper Inn valley and return to RTT NDB.

==Visual Landing==
All approaches meet at AB NDB. From there, there are two ways to the runway (see [[http://charts.vacc-austria.org/LOWI/LOWI_Approach_Visual%20Approach_01072011.pdf visual approach chart]]:
*rwy26: For east approach, this is almost straight-in. For DME west approach, a steep right hand circle into final.
*rwy08 For DME east approach, aircraft turn left towards INN and then circle right onto final. Aircraft almost need landing speed to turn. For DME west appraoch, aircraft turn right hard (landing speed!) over AB, fly left downwind as DME east approach and then turn right into final.
'''Caution: It is TWR's responsibility to merge traffic arriving at AB NDB!'''

===How to clear approaching aircraft to land===
Approach is long, and many things happen in the meantime. Therefore, we recommend step-by-step clearances:
#Clear all approaching aircraft with "report AB NDB". This is where all approaches meet and where pilots have to continue visually at the latest.
#For rwy26, clear to land, if possible (or issue "expect late clearance").
#For circling approaches (DME west and DME east->rwy08) clear "visual circling rwy 08, report turning into final", and then clear to land.
This step-by-step clearance helps to stay flexible if the situation changes. You could clear to land at fist contact at 13.000ft, but the plane would still be flying for several minutes before touchdown and you might have forgot, who has a landing clearance and who not.

One example with two aircraft:
LHA123 is just after RTT for LOC DME East approach, and LHA456 at KTI for LOC DME West approach. As LHA123 from the east is lower (RTT is 9500ft) and nearer (15 DME AB) than LOC DME west (FL130 and 18-20 DME AB), it will be first in:
<pre>
LHA123: Innsbruck TWR, gutn Tach, LHA123 LOC DME East established.
TWR: LHA123, servus. Contintue, Wind 230° 4kt, runway in use 26, report AB NDB.
LHA123: will report AB, LHA123.
</pre>
Next is LHA456, who has to slow down (as 3-5nm is not enough separation). Anyway, for LOC DME West approach aircraft should prepare their aircraft at KTI for landing: Speed down, flaps down, and they might need speedbrakes up. It is a good precaution to tell this to pilots: West approach is steep and many aircraft get too fast and are in too early. The only way out would be a go-around to RTT. Caution if you order speed down: There might be an aircraft behind - yu might need to check with APP.
<pre>
LHA456: Innsbruck TWR, hallo, LHA456 LOC DME West established FL130.
TWR: LHA456, servus, continue, wind 230°4kt, runway in use 26, reduce to landing speed, report AB NDB.
LHA456: Reducing to landing speed, will report AB, LHA456.
</pre>
Now LHA123 is near AB and sees the runway. He gets and clearance to land, plus traffic info, as the other acft is roughly 5-7nm away, head-on and above:
<pre>LHA123: LHA123, AB, runway in sight.
TWR: LHA123, traffic info: Approaching company airline on LOC DME West at 12 o'clock, 7000ft. Wind 230°4kt, rwy26 cleared to land.
LHA123: Traffic in sight, rwy26 cleared to land, LHA123.
</pre>
As LHA123 is away from AB, LHA456 gets clearance further on into final, plus traffic info, and after reporting final, clearance to land. If there is no traffic around, TWR could clear him to land at once (Strictly speaking, both aircraft could meet at AB, as LOC DME West approach should be about 700ft higher. But it's close and you will have problems with lateral separation at final anyway. If you produced such a problem, you could order LHA456 circling 08 at landing speed and hope that LHA123 vacates quickly). Most likely, LHA123 is still busy vacating the runway, so landing clearance is not possible yet:
<pre>
TWR: LHA456, approaching company acft on LOC DME west 6000ft at your 12 o'clock position. After AB continue visual circling rwy26, report final.
LHA456: Wilco, traffic in sight, LHA456.
LHA456: LHA456 on final 26, runway in sight.
TWR: LHA456, wind 230°4kt, rwy26 cleared to land.</pre>

===Tricky conflict situations===
==== Arriving/departing too close ====
'''Sometimes, aircraft come too close to each other, departing from 08 and arriving LOC DME East''' (mostly because aircraft climb out fast-and-low). What can you do?

* You can give the arriving aircraft go-around, but this could make it even worse as flight paths may cross.

* You can order the departing aircraft visual climbout down the valley with max altitude well below the glidepath. Expect some funny reactions to change a MD81 to visual.

* Most elegant solution: Separate both aircraft visually. To do this, ask the landing aircraft if he is able to perform visual landing left of the localizer. If yes, then clear him visual approach left side of the localizer and give traffic information. Then, clear the departing aircraft visual climbout left side of the valley and give traffic information. It may be a scary moment if two A320 pass in mid-air in the narrow valley, but it is legal.

It could sound like this, assume that DLH1 is departing and AUA2 is arriving:

LOWI_TWR: AUA 2, are you able for visual approach left of the localizer?
AUA2: Affirm able for visual approach left.
LOWI_TWR: AUA, cleared for visual approach left of the localizer, traffic information: departing A320 at your 1 o'clock position, passing right, confirm in sight.
AUA2: visual approach, traffic in sight, AUA2.
LOWI_TWR: Lufthansa 1, cleared visual departure left side of the valley, traffic information: arriving B737 passing right, confirm in sight.
DLH2: visual departure left side, traffic in sight, DLH2.

==== Departing aircraft are too slow lining up ====
'''Sometimes, departing aircraft are too slow lining up and backtracking for takeoff.''' This will result in arriving aircraft on an occupied runway. What can you do with an approaching aircraft?
* You instruct departing aircraft to hold position and instruct arriving traffic to go around. But go-around in LOWI is very long and time-consuming: Aircraft have to climb all the way to RTT and back.
* Most elegant solution: If the pilot is able for visual manoever, you can offer him to circle visually and re-enter final. Once the aircraft is on downwind, quickly push departing aircraft out. That could sound like this:

LOWI_TWR: DLH1, hold position, say again: hold position, acknowledge.
DLH1: Holding position, DLH1.
LOWI_TWR: AUA2, go-around, say again: go around, or alternatively visual left traffic pattern at 3500ft or above, report ready for base turn over AB, report intentions.
AUA2: Circling left, 3500ft or above, will report ready for base, AUA2.
(after AUA2 is away over the airport:)
LOWI_TWR: DLH1, cleared for immediate takeoff, expedite.

This manoever also works with 26-only and 08-only, just the other way around.

Bear in mind: These are really tricky manoevers and you need experienced pilots to do it.

==Go-arounds==
* Go-around rwy 26 is a steep left turn and climbout to RTT.
* Go-around rwy 08 is a straight climbout to RTT.
* Go-around of RNAV 0.3 RNP arrival rwy26 is along waypoints into the upper Inn valley where the aircraft does a steep left turn and returns the approach path to RTT - Nobody flies this.
Go-arounds go all the way back to RTT - that takes a lot of time and could mess up the next arriving aircraft. If there are other landing aircraft on LOC DME East, '''max rate of climb is necessary'''. Some pilots don't do this and must be reminded.

To smart pilots, you can offer a '''visual circuit''', leading them back to final via AB, see the section above.

==Departure==
All departures are cleared FL160. When things are busy, you might need to decide on short notice if a pilot flies out 08 or 26, as some can only arrive 26 (and departing need to take 26 for spacing), and some can only depart 08 (and vice versa). Controllers' delight are pilots who are able to change SID and approach at short notice. Controllers' headache are the others - in doubt, they have to wait on ground.

===Standard departure routes===
* RWY 08->RTT: RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J all have the same pattern: out to RTT, following an OEJ in- and outbound radial.
* RWY 26->RTT: RTT2H, OBEDI2H, RASTA3H, UNKEN1H, KOGOL2H have a common pattern: Visual left circle and then joining the route to RTT.

===Higher climb departure routes===

* RWY 08->ADILO: ADILO1J has a steep right turn after OEJ and needs a double climb rate than the "standard" SID via RTT. As precaution, TWR should check with the pilot if able.

* RWY 26->ADILO: ADILO1H has the visual circle left '''and''' a steep right turn after OEJ and needs a higher climb rate than the "standard" SID via RTT.

===Special performance departure===
* RWY 08 special performance: KPT1Z and RTT1Z have higher rates of climb - pilots have to confirm. RTT1Z is good if you have arriving traffic - it would be safely underneath.

===RNAV 0.3 departure ===

* RWY26 RNAV 0.3: Only for equipped aircraft. This route flies up the Inn valley along waypoints, turns around and flies back to WI001=RTT. In practice, aircraft fly this route with max rate of climb until clear of peaks and then a direct routing - the rest of the route is backup if anything goes wrong. On pilot's request only.

===Visual===
# RWY 26 visual: Aircraft fly up the Inn valley until clear of peaks and then directly to their next waypoint. On pilot's request only. In real life, Air Berlin requests this to show the Zugspitze to passengers.

===Common mistakes by pilots===
*To RTT, many pilots tend to depart fast-and-low instead of slow-and-high. If you have arriving traffic at LOC DME East, then remind pilots (2, 3 times) of a max rate of climb.

*On rwy26 departures, some pilots turn right instead of left, flying nose-on into the Martinswand; the reason is that the left turn is slightly more than 180° and many autopilots (like the x-plane standard AP) turn the shorter side. In reality, a pilot with activated autopilot at that stage ends in a coffin or in jail. It is a good idea to confirm "visual departure" (see 3), as vectoring usually worsens the situation.

*Some pilots do not understand that ADILO1H has a left turn towards OEJ and a right turn towards INN and end up with visual climbout.

==Föhn procedures==
"Föhn" procedures are at pilot's request. Rarely used at VATSIM, as simulators can't simulate the strong and gusty southerly wind. Local pilots like to do it for fun, so you should know it. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent). '''Arrivals''' descend along the northern ridge between 8000 and 5000ft, were turbulence is least. North of the city, aircraft cross the city for a right hand base for rwy08 and a steep descent to pattern altitude. Base and final 08 are standard. '''Departures''' drift to the northern slope, where pilots climb in the least turbulent air.

==Spacing==
The best thrill of the Innsbruck TWR controller is spacing. As Innsbruck has few and narrow approaches and backtracks on runways, spacing is well beyond other airports. As a rule of thumb, the following spacings are "conservative guesses" - you will most likely be on the safe side If you have good pilots and balls, you can shorten ist on your own risk :-)

* '''arriving before arriving (same runway):''' 7nm (reason: you may need backtrack, if aircraft overshoot the exit). You could shorten to 3-4nm, if the aircraft is able for a short landing without backtrack.

* '''departing before arriving (same runway):''' 7nm (reason: you need backtrack of departing aircraft). Make sure the pilot is at the holding point and ready to roll before issuing lineup clearances - 10 seconds make a difference. You can shorten to 4nm, if departing aircraft is able for intersection takeoff.

* '''departing 26 before arriving rwy08:'' Arriving acft should be before AB NDB when departing aircraft takes off, and departing aircraft should have maximum rate of climb (they turn head-on, and departing aircraft should have 700ft more altitude!). Exception: If departure 26 is visual climb-out or RTT1X (departing aircraft flies up the valley and won't turn left).

* '''departing 08 before arriving 26:''' Arriving acft should have D18 OEV (=just reported LOC DME established), departing aircraft should have maximum rate of climb.

* '''departing 08 before arriving 08:''' For takeoff clearance, Arriving aircraft should be '''after''' AB NDB turning into downwind or way '''before''' AB (before D18 OEV to be exact) to avoid conflict.

* '''arriving 26 before arriving 08:''' As the east-08 flies a visual circle, 5nm will fit, provided the east-26 leaves the runway quickly.

* '''arriving 08 before arriving 26:''' Well, if you really want to smash two aircraft in the middle of the runway.

* '''Merging West and East approach:''' Both approaches meet at AB NDB, with West at 5000ft and East at 4460ft. This is neither enough vertical nor horizontal separation. Consider merging traffic with enough (7nm) horizontal separation over AB NDB. You could shorten this to 3nm separation, if the first plane ist LOC DME East and you clear him into 26 and the second ist LOC DME west and you clear him circling 08.

Do not hesitate to give speed orders, if necessary and if it does not mess up arrival sequence.

===Reduced runway separation===
None, as the risk is too high that an arriving aircraft overshoots the exit and needs a backtrack while the next aircraft lands and might do the same.

==Radio Communication Failures for IFR==
In real life, there are no predefined RCF procedures for Innsbruck for a good reason: In a narrow valley with lots of VFR and IFR traffic, this could have dangerous consequences if a big bird flies around without contact. There are company-specific rules negotiated between airline and Austrocontrol. As a rule-of-thumb:
*With RCF before landing clearance: go-around and divert to a different airport.
*RCF after landing clearance: land.

There are no published RCF procedures on VATSIM charts, so expect pilots do what they want and expect the unexpected - most probably they will fly the approach they have been cleared or (if there was no clearance yet) they have filed (KTI or RTT). Most appropriate behaviour of controllers would be to clear the way.

=Handoff=
== Handoff TWR->APP==
Handoff from TWR to APP is best, whenever departing aircraft are conflict-free. It makes sense to have conflicting aircraft on the same frequency. Consider the example of an arriving LOC DME East (with APP) and a departing rwy08. They fly head-on. Either TWR gives the aircraft to APP (and APP monitors the possible conflict), or TWR waits for APP to receive the arriving aircraft (and TWR clears the conflict). Teamspeak is very handy at that situation.

Handoff is somehow tricky, if not all stations are online, because there are delegations. The hierarchy for handoffs is as follows:

=== Departure ===
*LOWI_TWR -> LOWI_APP -> LOVV_CTR

If no LOWI_APP and no LOVV_CTR is online, then there is a "gap" until München FIR is responsible.

for KOGOL2H: LOWI_TWR -> UNICOM, at FL160 contact EDMM_C_CTR->EDMM_K_CTR, ->EDMM_R_CTR
for KPT1Z: LOWI_TWR -> UNICOM, at FL160 contact EDMM_K_CTR, ->EDMM_R_CTR
for all other SID: -> UNICOM

Frequencies:
EDMM_C_CTR (Chiemsee): 133.67
EDMM_K_CTR (Kempten): 124.05
EDMM_R_CTR (Roding): 132.55

===Arrivals===
If no LOWI_APP and no LOVV_CTR is present, then aircraft are cleared by München FIR:

TULSI arrivals are cleared at FL150 until TULSI, further released for descent at FL130 (they fly to RTT).
DCT ALGOI arrivals are cleared FL180, further released for descent to FL150 (they fly KTI).

The point to pick pilots up for LOWW_TWR is when established on the LOCs. If they call earlier (which they regularly do), then tell them to continue at their discretion and call back when established:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, you are still outside my airspace, continue at your discretion and report when established on the localizer.

(you can be nice and add: "for your information: this means leaving RTT at 10.000ft with heading 210 ....")

''(This section reflects the LoA Wien FIR-München FIR Version 2.0.)''

==Handoff to APP->TWR==
whenever LOC is established.

=APP issues=
...still to come! Who is licensed as APP controller to fill this gap?
==Holding patterns and spacing==
== Handoffs ==

=Coordination APP-TWR=
Coordination with TWR in Innsbruck is more important than on any other airport in Austria, because runway decision is tower (and might change on short notice), but has major consequences for arrival spacing. So you should do the following:
*TWR needs to tell APP default arrival runway so that APP can adjust spacing.
*APP needs to ask for exceptions (if pilots request the other runway and the like)
*TWR needs to tell all exceptions (other than default departure runway, visual climbouts etc.)
*It is a good idea that APP tells TWR if west approaches come in.

LOWI Primer

2012-08-09T06:44:38Z

Hermann Plunser: /* Spacing */

=About this Document=
'''THIS DOCUMENT STILL AWAITS CHECK AND VERIFICATION. PLEASE HANDLE INFORMATION WITH CARE.'''

This document is intended as training and reference material for controlling Innsbruck Airport (LOWI). It covers the stations LOWI_TWR and LOWI_APP. This page is work in progress. Currently the TWR section is in progress. Stay tuned for APP. If you are controller: Feel free to discuss and edit.

=General=
==Location==
Innsbruck is one of the most thrilling airports to fly from and to, for various reasons:
*It is deeply in the Inn valley, surrounded by mountains as high as 8000ft (to the north) and >10000ft (to the south and West). This means that approach is particularly long, and flying is limited to a narrow corridor.
* The runway is somehow not in line with the valley, so approach and takeoff is not straight-in-or-out. Instead, the last part of approach and the first part of departure is visual only.
*LOWI has peculiar wind conditions - "Föhn". This is a very strong and gusty southerly wind. Under these conditions, aircraft usually perform a "special Föhn" departure and arrival to avoid vomiting passengers and heart attacks. At VATSIM, these conditions cannot be simulated, but some local pilots love to fly it.
* The runway has no complete adjacent taxiways for entering and exiting - Departing (and sometimes arriving) aircraft need to backtrack on either side, which takes time and makes Tower controlling a real thrill.
* X-Plane 9 has LOWI as (nice) standard scenery, which provokes many X-Plane newbies to try out their skills here - thrilling experience for controllers, to be polite.

==Airspaces around LOWI==
As Innsbruck is deeply buried in "the canyon",
*CTR (for TWR) reaches up to A9000ft (mark: actual altitude, not FL). If no higher ATC is available, then Innsbruck Tower controls up to A11000ft).
*Also, TWR takes care of three adjacent SRA: Innsbruck I (west, VFR reporting point W1), Innsbruck II (east end, VFR reporting point M1) and Innsbruck III (south, VFR reporting point S). TWR competence reaches from SRA bottom (6000ft for Innsbruck 1, 8500ft for Innsbruck II, 7000ft for Innsbruck III, but at least 1000ft GND in all 3 cases) to 9000ft - above is APP. VFR reporting points are mandatory entry points to contact TWR, irrespective of altitude (so you can remind all VFR pilots to do so).
*APP airspace (Area Tirol) reaches up to FL165. The airspace above is delegated to EDMM.

==Airport==
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
===Apron===
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it - clarifiaction ("heliport in front of hangar II") is recommended Otherwise Copters are parked like planes (depending on size) at the main apron.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too.
*Apron, hangar and LOJO is not under TWR control. Therefore, you treat it as any space within CTR. you tell QNH, wind and "takeoff/landing at own discretion", as long as they don't interfere with runway or taxis.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, "taxi to stand of your choice" is best, maybe added by "in the western part of the apron" - for some mysterious reason many aircraft tend to log on in front of the tower in the eastern part.

===Holding points===
*A on the taxiway A towards rwy 08
*B1 (facing east before turning into B) and B2 (facing west, before turning into B). They are not shown on the VACC charts and not included in FS or X-Plane standard scenery, but included inGiannis LOWI scenery for MSFS. Don't expect pilots to find it. "Holding point B" works perfectly.
*L holding point is relevant for the GAC parking.

===Runway and around===
*Runways 08 and 26 both have turnpads. Some pilots report "runway vacated" when standing on it, so be aware.
*North of the runway is taxiway Y which is grass and for light aircraft and gliders only. Some pilots think it smart to use it if they miss taxiway A to vacate, or the adjacent "Schleppweg" (glider tow track) with 767's and are a bit surprised.
*About 1,5nm final rwy 26 is the rooftop helipad of the hospital (LOIU). This is not part of the MSFS or X-Plane standard scenery. If the helipad is occupied, inform arriving aircraft about a "floating" heli: "traffic information: stationary helicopter at the hospital helipad at 1.5nm final".

===Runway configurations===
Be aware that a few factors restrict runway configurations, mainly: position in the valley and pilots' ability.

*Easiest config is outbound 08 / inbound 26. (Almost) all pilots can handle this. But this is an opposite configuration. In this case, taxi is via A, and backtrack is only granted as long as arriving traffic is above RTT. Always instruct maximum rate of climb.

* Best high traffic situation is 26 only. Departing aircraft taxi via B and circle (with max rate of climb) and reach AB with 6000ft or more. With this, vertical separation is guaranteed and you can get aircraft in and out fast. Bear in mind that you need at least 5nm arriving distance in case a landing aircraft overshoots A. You need at least 7nm arriving distance to get an aircraft off the ground (backtrack and takeoff).

* Föhn config is 08 only. Arriving aircraft must be able to circle. You need at least 10nm arriving distance to bring an aircraft out. '''High traffic trick:''' Best procedure is to issue backtrack 08 early, and at the moment the arriving aircraft is turning left at AB for circling, takeoff clearance is given (and the next arrival must be 10nm before AB to provide vertical separation.

=VFR Traffic=
(see the VFR chart, which is (c) Eurocontrol, so we can't publish it here. You might want to get a (free) login to the EAD document system, which is [[http://www.ead.eurocontrol.int/eadcms/eadsite/index.php.html here]]).
'''Important: There are new routes as of March 8th, 2012. Expect pilots turn up with charts of either generation, so we recommend: Try the new charts right away and see if the pilot knows what you mean. If he doesn't, the following changes apply:
*M1 is the old E1
*old E2 is omitted
*M2 is old L2
*M3 is old L3
*old A is omitted
*The eastern arrival route (new: M1-M2-M3) is old: E1-L2-L3.
*Approaching from F, the old arrival route L (L1-L2-L3) is now F-M2-M3, but beware: F-M2 is close to the LOC DME east, as VFR pilots need to climb to 7500ft.
*West: G and I are new, so you might avoid it.
See the following graph for explanation. Sorry, due to copyright issues, no VFR chart can be published - it is (c) Eurocontrol. The sketch should be to scale.
[[Image:LOWI_VFR.jpg|800px|thumb|right|LOWI VFR routes old and new]]

==Radio Communication Failure for VFR==
Caution: RCF procedures are not at the VATSIM charts - expect pilots to do what they want (you might tell the pilot via pm what he/she can or should do). In real life for VFR, the following rules apply:
*If RCF occurs before CTR entry clearance, then the pilot has to divert to an airport in uncontrolled airspace.
*If RCF occurs after CTR entry clearance, then the pilot follows this clearance and lands. ([[http://eaip.austrocontrol.at/lo/120406/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf reference]]. If the clearance is until holdings, then in real life aircraft continue to a predetermined position near the airport (north or south) and await light signals (or, in fact: they call in by phone). As this is not possible at VATSIM, expect unexpected results and be prepared :-)

=IFR Traffic=
==Approach==
Innsbruck has two standard directions to fly in, but "standard" is relative: They are not straight-in and you have to land visually on rwy08 or rwy26 (either approach):

'''LOC DME East approach''': This approach is most popular, but many pilots don't read the charts and surprise both themselves and controllers: It has a glideslope, so many aircraft think it is an ILS and discover their mistake some 100ft over ground that the runway is 5° offset and they need to land visually - funny manoevers happen.

'''Special LOC DME East approach''' is the same as the "normal" LOC DME East, but has a lower decision heigt. The special approach is granted on pilot's request, and as the pilot has to monitor decision height, controllers can grant it and ignore the rest.

'''LOC DME West approach''': A challenge! A steep descent from KTI NDB over the airport to AB NDB at 5000ft, where a steep (vsiual) right turn leads them into the position of either continuing towards rwy26 or rwy08. Pilots who don't read charts think that this approach directly leads to rwy 08. Some dive for it when they have runway in sight and end up with 300kt on short final. This approach has no glideslope, so it is for cloud-breaking purpose only. Go-around is a straight climb-out to RTT NDB. '''Caution:''' LOC DME West is not part of standard FS2002 and 2004 (but included in X-Plane 9). It is recommended (to APP) to check in advance, if the pilot is able to do this. Some pilots use the back course of LOC DME east with smashing mountainous results. This approach is challenging to anyone doing it for the first time. Descent is steep and you need to be at 160kt for the right turn - in fact, you almost need to prepare your aircraft for landing (flaps, gear, speed 160kt) above KTI. If APP wants to be polite, he/she tells them and sends them into the KTI holding until speed is down.

In real life, pilots request visual continuation before KTI, when they see the Inn valley, and fly straight into 08 (the KTI LOC descent is only if there is clouds to break). As ATC, you can clear this on request.

'''Special LOC DME West approach''' has been omitted by july 2011. Use standard LOC DME West approach.

'''RNAV 0.3 (RNP) arrival''': This approach is very rare and on pilot request only (as aircraft have to be equipped with GPS with 0.3nm accuracy). The approach is very similar to Special LOC DME East approach. This approach leads into rwy 26 only. Go-around is different - a RNAV turn in the upper Inn valley and return to RTT NDB.

==Visual Landing==
All approaches meet at AB NDB. From there, there are two ways to the runway (see [[http://charts.vacc-austria.org/LOWI/LOWI_Approach_Visual%20Approach_01072011.pdf visual approach chart]]:
*rwy26: For east approach, this is almost straight-in. For DME west approach, a steep right hand circle into final.
*rwy08 For DME east approach, aircraft turn left towards INN and then circle right onto final. Aircraft almost need landing speed to turn. For DME west appraoch, aircraft turn right hard (landing speed!) over AB, fly left downwind as DME east approach and then turn right into final.
'''Caution: It is TWR's responsibility to merge traffic arriving at AB NDB!'''

===How to clear approaching aircraft to land===
Approach is long, and many things happen in the meantime. Therefore, we recommend step-by-step clearances:
#Clear all approaching aircraft with "report AB NDB". This is where all approaches meet and where pilots have to continue visually at the latest.
#For rwy26, clear to land, if possible (or issue "expect late clearance").
#For circling approaches (DME west and DME east->rwy08) clear "visual circling rwy 08, report turning into final", and then clear to land.
This step-by-step clearance helps to stay flexible if the situation changes. You could clear to land at fist contact at 13.000ft, but the plane would still be flying for several minutes before touchdown and you might have forgot, who has a landing clearance and who not.

One example with two aircraft:
LHA123 is just after RTT for LOC DME East approach, and LHA456 at KTI for LOC DME West approach. As LHA123 from the east is lower (RTT is 9500ft) and nearer (15 DME AB) than LOC DME west (FL130 and 18-20 DME AB), it will be first in:
<pre>
LHA123: Innsbruck TWR, gutn Tach, LHA123 LOC DME East established.
TWR: LHA123, servus. Contintue, Wind 230° 4kt, runway in use 26, report AB NDB.
LHA123: will report AB, LHA123.
</pre>
Next is LHA456, who has to slow down (as 3-5nm is not enough separation). Anyway, for LOC DME West approach aircraft should prepare their aircraft at KTI for landing: Speed down, flaps down, and they might need speedbrakes up. It is a good precaution to tell this to pilots: West approach is steep and many aircraft get too fast and are in too early. The only way out would be a go-around to RTT. Caution if you order speed down: There might be an aircraft behind - yu might need to check with APP.
<pre>
LHA456: Innsbruck TWR, hallo, LHA456 LOC DME West established FL130.
TWR: LHA456, servus, continue, wind 230°4kt, runway in use 26, reduce to landing speed, report AB NDB.
LHA456: Reducing to landing speed, will report AB, LHA456.
</pre>
Now LHA123 is near AB and sees the runway. He gets and clearance to land, plus traffic info, as the other acft is roughly 5-7nm away, head-on and above:
<pre>LHA123: LHA123, AB, runway in sight.
TWR: LHA123, traffic info: Approaching company airline on LOC DME West at 12 o'clock, 7000ft. Wind 230°4kt, rwy26 cleared to land.
LHA123: Traffic in sight, rwy26 cleared to land, LHA123.
</pre>
As LHA123 is away from AB, LHA456 gets clearance further on into final, plus traffic info, and after reporting final, clearance to land. If there is no traffic around, TWR could clear him to land at once (Strictly speaking, both aircraft could meet at AB, as LOC DME West approach should be about 700ft higher. But it's close and you will have problems with lateral separation at final anyway. If you produced such a problem, you could order LHA456 circling 08 at landing speed and hope that LHA123 vacates quickly). Most likely, LHA123 is still busy vacating the runway, so landing clearance is not possible yet:
<pre>
TWR: LHA456, approaching company acft on LOC DME west 6000ft at your 12 o'clock position. After AB continue visual circling rwy26, report final.
LHA456: Wilco, traffic in sight, LHA456.
LHA456: LHA456 on final 26, runway in sight.
TWR: LHA456, wind 230°4kt, rwy26 cleared to land.</pre>

===Tricky conflict situations===
==== Arriving/departing too close ====
'''Sometimes, aircraft come too close to each other, departing from 08 and arriving LOC DME East''' (mostly because aircraft climb out fast-and-low). What can you do?

* You can give the arriving aircraft go-around, but this could make it even worse as flight paths may cross.

* You can order the departing aircraft visual climbout down the valley with max altitude well below the glidepath. Expect some funny reactions to change a MD81 to visual.

* Most elegant solution: Separate both aircraft visually. To do this, ask the landing aircraft if he is able to perform visual landing left of the localizer. If yes, then clear him visual approach left side of the localizer and give traffic information. Then, clear the departing aircraft visual climbout left side of the valley and give traffic information. It may be a scary moment if two A320 pass in mid-air in the narrow valley, but it is legal.

It could sound like this, assume that DLH1 is departing and AUA2 is arriving:

LOWI_TWR: AUA 2, are you able for visual approach left of the localizer?
AUA2: Affirm able for visual approach left.
LOWI_TWR: AUA, cleared for visual approach left of the localizer, traffic information: departing A320 at your 1 o'clock position, passing right, confirm in sight.
AUA2: visual approach, traffic in sight, AUA2.
LOWI_TWR: Lufthansa 1, cleared visual departure left side of the valley, traffic information: arriving B737 passing right, confirm in sight.
DLH2: visual departure left side, traffic in sight, DLH2.

==== Departing aircraft are too slow lining up ====
'''Sometimes, departing aircraft are too slow lining up and backtracking for takeoff.''' This will result in arriving aircraft on an occupied runway. What can you do with an approaching aircraft?
* You instruct departing aircraft to hold position and instruct arriving traffic to go around. But go-around in LOWI is very long and time-consuming: Aircraft have to climb all the way to RTT and back.
* Most elegant solution: If the pilot is able for visual manoever, you can offer him to circle visually and re-enter final. Once the aircraft is on downwind, quickly push departing aircraft out. That could sound like this:

LOWI_TWR: DLH1, hold position, say again: hold position, acknowledge.
DLH1: Holding position, DLH1.
LOWI_TWR: AUA2, go-around, say again: go around, or alternatively visual left traffic pattern at 3500ft or above, report ready for base turn over AB, report intentions.
AUA2: Circling left, 3500ft or above, will report ready for base, AUA2.
(after AUA2 is away over the airport:)
LOWI_TWR: DLH1, cleared for immediate takeoff, expedite.

This manoever also works with 26-only and 08-only, just the other way around.

Bear in mind: These are really tricky manoevers and you need experienced pilots to do it.

==Go-arounds==
* Go-around rwy 26 is a steep left turn and climbout to RTT.
* Go-around rwy 08 is a straight climbout to RTT.
* Go-around of RNAV 0.3 RNP arrival rwy26 is along waypoints into the upper Inn valley where the aircraft does a steep left turn and returns the approach path to RTT - Nobody flies this.
Go-arounds go all the way back to RTT - that takes a lot of time and could mess up the next arriving aircraft. If there are other landing aircraft on LOC DME East, '''max rate of climb is necessary'''. Some pilots don't do this and must be reminded.

To smart pilots, you can offer a '''visual circuit''', leading them back to final via AB, see the section above.

==Departure==
All departures are cleared FL160. When things are busy, you might need to decide on short notice if a pilot flies out 08 or 26, as some can only arrive 26 (and departing need to take 26 for spacing), and some can only depart 08 (and vice versa). Controllers' delight are pilots who are able to change SID and approach at short notice. Controllers' headache are the others - in doubt, they have to wait on ground.

===Standard departure routes===
* RWY 08->RTT: RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J all have the same pattern: out to RTT, following an OEJ in- and outbound radial.
* RWY 26->RTT: RTT2H, OBEDI2H, RASTA3H, UNKEN1H, KOGOL2H have a common pattern: Visual left circle and then joining the route to RTT.

===Higher climb departure routes===

* RWY 08->ADILO: ADILO1J has a steep right turn after OEJ and needs a double climb rate than the "standard" SID via RTT. As precaution, TWR should check with the pilot if able.

* RWY 26->ADILO: ADILO1H has the visual circle left '''and''' a steep right turn after OEJ and needs a higher climb rate than the "standard" SID via RTT.

===Special performance departure===
* RWY 08 special performance: KPT1Z and RTT1Z have higher rates of climb - pilots have to confirm. RTT1Z is good if you have arriving traffic - it would be safely underneath.

===RNAV 0.3 departure ===

* RWY26 RNAV 0.3: Only for equipped aircraft. This route flies up the Inn valley along waypoints, turns around and flies back to WI001=RTT. In practice, aircraft fly this route with max rate of climb until clear of peaks and then a direct routing - the rest of the route is backup if anything goes wrong. On pilot's request only.

===Visual===
# RWY 26 visual: Aircraft fly up the Inn valley until clear of peaks and then directly to their next waypoint. On pilot's request only. In real life, Air Berlin requests this to show the Zugspitze to passengers.

===Common mistakes by pilots===
*To RTT, many pilots tend to depart fast-and-low instead of slow-and-high. If you have arriving traffic at LOC DME East, then remind pilots (2, 3 times) of a max rate of climb.

*On rwy26 departures, some pilots turn right instead of left, flying nose-on into the Martinswand; the reason is that the left turn is slightly more than 180° and many autopilots (like the x-plane standard AP) turn the shorter side. In reality, a pilot with activated autopilot at that stage ends in a coffin or in jail. It is a good idea to confirm "visual departure" (see 3), as vectoring usually worsens the situation.

*Some pilots do not understand that ADILO1H has a left turn towards OEJ and a right turn towards INN and end up with visual climbout.

==Föhn procedures==
"Föhn" procedures are at pilot's request. Rarely used at VATSIM, as simulators can't simulate the strong and gusty southerly wind. Local pilots like to do it for fun, so you should know it. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent). '''Arrivals''' descend along the northern ridge between 8000 and 5000ft, were turbulence is least. North of the city, aircraft cross the city for a right hand base for rwy08 and a steep descent to pattern altitude. Base and final 08 are standard. '''Departures''' drift to the northern slope, where pilots climb in the least turbulent air.

==Spacing==
The best thrill of the Innsbruck TWR controller is spacing. As Innsbruck has few and narrow approaches and backtracks on runways, spacing is well beyond other airports. As a rule of thumb, the following spacings are "conservative guesses" - you will most likely be on the safe side If you have good pilots and balls, you can shorten ist on your own risk :-)

* '''arriving before arriving (same runway):''' 7nm (reason: you may need backtrack, if aircraft overshoot the exit). You could shorten to 3-4nm, if the aircraft is able for a short landing without backtrack.

* '''departing before arriving (same runway):''' 7nm (reason: you need backtrack of departing aircraft). Make sure the pilot is at the holding point and ready to roll before issuing lineup clearances - 10 seconds make a difference. You can shorten to 4nm, if departing aircraft is able for intersection takeoff.

* '''departing 26 before arriving rwy08:'' Arriving acft should be before AB NDB when departing aircraft takes off, and departing aircraft should have maximum rate of climb (they turn head-on, and departing aircraft should have 700ft more altitude!). Exception: If departure 26 is visual climb-out or RTT1X (departing aircraft flies up the valley and won't turn left).

* '''departing 08 before arriving 26:''' Arriving acft should have D18 OEV (=just reported LOC DME established), departing aircraft should have maximum rate of climb.

* '''departing 08 before arriving 08:''' For takeoff clearance, Arriving aircraft should be '''after''' AB NDB turning into downwind or way '''before''' AB (before D18 OEV to be exact) to avoid conflict.

* '''arriving 26 before arriving 08:''' As the east-08 flies a visual circle, 5nm will fit, provided the east-26 leaves the runway quickly.

* '''arriving 08 before arriving 26:''' Well, if you really want to smash two aircraft in the middle of the runway.

* '''Merging West and East approach:''' Both approaches meet at AB NDB, with West at 5000ft and East at 4460ft. This is neither enough vertical nor horizontal separation. Consider merging traffic with enough (7nm) horizontal separation over AB NDB. You could shorten this to 3nm separation, if the first plane ist LOC DME East and you clear him into 26 and the second ist LOC DME west and you clear him circling 08.

Do not hesitate to give speed orders, if necessary and if it does not mess up arrival sequence.

===Reduced runway separation===
None, as the risk is too high that an arriving aircraft overshoots the exit and needs a backtrack while the next aircraft lands and might do the same.

==Radio Communication Failures for IFR==
In real life, there are no predefined RCF procedures for Innsbruck for a good reason: In a narrow valley with lots of VFR and IFR traffic, this could have dangerous consequences if a big bird flies around without contact. There are company-specific rules negotiated between airline and Austrocontrol. As a rule-of-thumb:
*With RCF before landing clearance: go-around and divert to a different airport.
*RCF after landing clearance: land.

There are no published RCF procedures on VATSIM charts, so expect pilots do what they want and expect the unexpected - most probably they will fly the approach they have been cleared or (if there was no clearance yet) they have filed (KTI or RTT). Most appropriate behaviour of controllers would be to clear the way.

=Handoff=
== Handoff TWR->APP==
Handoff from TWR to APP is best, whenever departing aircraft are conflict-free. It makes sense to have conflicting aircraft on the same frequency. Consider the example of an arriving LOC DME East (with APP) and a departing rwy08. They fly head-on. Either TWR gives the aircraft to APP (and APP monitors the possible conflict), or TWR waits for APP to receive the arriving aircraft (and TWR clears the conflict). Teamspeak is very handy at that situation.

Handoff is somehow tricky, if not all stations are online, because there are delegations. The hierarchy for handoffs is as follows:

=== Departure ===
*LOWI_TWR -> LOWI_APP -> LOVV_CTR

If no LOWI_APP and no LOVV_CTR is online, then there is a "gap" until München FIR is responsible.

for KOGOL2H: LOWI_TWR -> UNICOM, at FL160 contact EDMM_C_CTR->EDMM_K_CTR, ->EDMM_R_CTR
for KPT1Z: LOWI_TWR -> UNICOM, at FL160 contact EDMM_K_CTR, ->EDMM_R_CTR
for all other SID: -> UNICOM

Frequencies:
EDMM_C_CTR (Chiemsee): 133.67
EDMM_K_CTR (Kempten): 124.05
EDMM_R_CTR (Roding): 132.55

===Arrivals===
If no LOWI_APP and no LOVV_CTR is present, then aircraft are cleared by München FIR:

TULSI arrivals are cleared at FL150 until TULSI, further released for descent at FL130 (they fly to RTT).
DCT ALGOI arrivals are cleared FL180, further released for descent to FL150 (they fly KTI).

The point to pick pilots up for LOWW_TWR is when established on the LOCs. If they call earlier (which they regularly do), then tell them to continue at their discretion and call back when established:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, you are still outside my airspace, continue at your discretion and report when established on the localizer.

(you can be nice and add: "for your information: this means leaving RTT at 10.000ft with heading 210 ....")

''(This section reflects the LoA Wien FIR-München FIR Version 2.0.)''

==Handoff to APP->TWR==
whenever LOC is established.

=APP issues=
...still to come! Who is licensed as APP controller to fill this gap?
==Holding patterns and spacing==
== Handoffs ==

=Coordination APP-TWR=
Coordination with TWR in Innsbruck is more important than on any other airport in Austria, because runway decision is tower (and might change on short notice), but has major consequences for arrival spacing. So you should do the following:
*TWR needs to tell APP default arrival runway so that APP can adjust spacing.
*APP needs to ask for exceptions (if pilots request the other runway and the like)
*TWR needs to tell all exceptions (other than default departure runway, visual climbouts etc.)
*It is a good idea that APP tells TWR if west approaches come in.

LOWI Primer

2012-03-25T10:31:12Z

Hermann Plunser: /* Go-arounds */

LOWI Primer

2012-03-25T10:27:05Z

Hermann Plunser: /* Apron */

LOWI Primer

2012-03-25T10:11:11Z

Hermann Plunser: /* Apron */

LOWI Primer

2012-03-25T09:10:05Z

Hermann Plunser: /* Airspaces around LOWI */

LOWI Primer

2012-03-25T09:09:29Z

Hermann Plunser: /* Airspaces around LOWI */

LOWI Primer

2012-03-25T08:39:23Z

Hermann Plunser: /* Location */

LOWI Primer

2012-03-25T08:38:09Z

Hermann Plunser: /* About this Document */