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Flight Level Allocation Scheme

2026-02-19T17:04:52Z

Jakob Engelbrecht:

= List of flight level allocations within LOVV FIR =

== Introduction ==
These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check [https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_19022026.pdf ENR chart 6.6 ATC sectors].

== Definitions ==
*from unit: the upstream unit that is delivering the flight where sector names according to eAIP ENR 6.6 or the last two letters of the approach unit in question is used.
*ADEP: aerodrome of departure.
*ADES: aerodrome of destination.
*via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.
*cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by "climbing" or "descending" as applicable except if stated otherwise in conditions.
*conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.
*HUFL: Highest usable flight level (sector's top vertical limit).
*LUFL: Lowest usable flight level (sector's bottom vertical limit)
*LAU: Local approach unit

*AoR: area of responsibility (sector).
*LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.
*MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.
*PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.
*SEMI line: the souther sector border of E sector with S sector

*Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.
*Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.

*Annotation: ▲240 +170, pronounced "climbing flight level 240 out of flight level 170", is a short annotation to describe handover conditions. Details to the conditions are found in the conditions-column.

== Procedures ==
*General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.
*Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.
*Vertical handoff: Also called "bottom/ceiling" procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.
*Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector

== DEPARTURES ==
{| class="wikitable"
| '''ADEP''' || '''via''' || '''from unit''' || '''to unit'''||'''cleared level''' || '''conditions'''
|-
| EDDM || BUWOQ || B1 || N1 || ↑FL290 ||
|-
| || || B1 || N1 || ↑FL290 ||
|-
| || BUBSE || B1 || S1 || 310 ||
|-
| || || B1 || B2 || 310 ||
|-
| || || S1 || S2 || 310 ||
|-
| || || W1 || W2 || 310 ||
|-
| || || W2 || S2 || 330 ||
|-
| EDDN || || N1 || N2 || 310 ||
|-
| || || N3 || B3 || 350 ||
|-
| || || B3 || S3 || 350 ||
|-
| || || B3 || W3 || 350 ||
|-
| EDDS || || N1 || N2 || 320 ||
|-
| || || B1 || B2 || 320 ||
|-
| || || W1 || W2 || 320 ||
|-
| || || N3 || B3 || 350 ||
|-
| || || B3 || S3 || 350 ||
|-
| || || B3 || W3 || 350 ||
|-
| || || W3 || S3 || 350 ||
|-
| EDJA || || N1 || N2 || 320 ||
|-
| || || B1 || B2 || 320 ||
|-
| || || W1 || W2 || 320 ||
|-
| || || N3 || B3 || 350 ||
|-
| || || B3 || S3 || 350 ||
|-
| || || B3 || W3 || 350 ||
|-
| || || W3 || S3 || 350 ||
|-
| EDMA,EDMO,EDMS,ETSI,ETSA || || W1 || W2 || 310 ||
|-
| || || W2 || S2 || 330 ||
|-
| || || B1 || N1 || ↑FL290 ||
|-
| || || N1 || N2 || 310 ||
|-
| || || B1 || S1 || 310 ||
|-
| || || S1 || S2 || 310 ||
|-
| EDNY,EDQ*,EDTY || || B1 || B2 || 320 ||
|-
| || || W1 || W2 || 320 ||
|-
| || || B3 || S3 || 350 ||
|-
| || || B3 || W3 || 350 ||
|-
| || || W3 || S3 || 350 ||
|-
| LDZA,LDVA || || S1 || S2 || 310 ||
|-
| || || W1 || W2 || 310 ||
|-
| LHPA,LHPR,LHSM || || VX || E1 || 240 ||
|-
| || || E1 || E2 || 310 ||
|-
| || || S1 || S2 || 310 ||
|-
| LHPP || || E1 || E2 || 310 ||
|-
| || || S1 || S2 || 310 ||
|-
| LIPA,LIPQ,LIPH,LJCE,LJLJ,LIPZ || || W1 || W2 || 310 ||
|-
| LJMB || || AG || S1 || 160 ||
|-
| || || S1 || E1 || 260 ||
|-
| || || E1 || E2 || 310 ||
|-
| || || S1 || B1 || 300 ||
|-
| || || B1 || B2 || 310 ||
|-
| || || B1 || N1 || 300 ||
|-
| || || N1 || N2 || 310 ||
|-
| || || S1 || W1 || 260 ||
|-
| || || W1 || W2 || 310 ||
|-
| LKCS || ADLET || AL || N1 || 160 ||
|-
| || ADLET || N1 || B1 || 200 ||
|-
| || ADLET || B1 || S1 || 280 ||
|-
| || ADLET || B1 || B2 || 310 ||
|-
| || ADLET || S1 || S2 || 310 ||
|-
| || DITIS || VX || E1 || 240 ||
|-
| || DITIS || E1 || E2 || 310 ||
|-
| LKCV,LKKB,LKVO,LKKV,LKMT,LKPD,LKPR || || N1 || N2 || 310 ||
|-
| || || E1 || E2 || 310 ||
|-
| LKTB,LKKU || || VX || E1 || 240 ||
|-
| || || E1 || S1 || 300 ||
|-
| || || S1 || S2 || 310 ||
|-
| || || E1 || N1 || 260 ||
|-
| || || N1 || N2 || 310 ||
|-
| LOWG || GOLVA,MUREG || AG || S1 || 130 ||
|-
| || || AG || S1 || 160 ||
|-
| || RUPET || S1 || VB || ↑FL220 ||
|-
| || RUPET || VB || E1 || 240 ||
|-
| || RUPET || E1 || E2 || 310 ||
|-
| || ABIRI || AG || AK || ↑FL160 ||
|-
| || || AK || W1 || 160 ||
|-
| || || W1 || W2 || 310 ||
|-
| || MILGO || S1 || B1 || ↑FL240 ||
|-
| || MILGO || B1 || B2 || 310 ||
|-
| || || B1 || N1 || 280 ||
|-
| || || N1 || N2 || 310 ||
|-
| LOWK || ABIRI || AK || AG || ↑FL160 ||
|-
| LOWK || || AG || S1 || 160 ||
|-
| LOWK || || S1 || S2 || 310 ||
|-
| LOWK || INGID,REKTI,VILAK || AK || W1 || 160 ||
|-
| LOWK || || W1 || W2 || 310 ||
|-
| LOWK || || B1 || B2 || 310 ||
|-
| LOWL || || AL || B1@130A || 160 ||
|-
| LOWL || LIMRA || AL || B1@130A || 160 ||
|-
| LOWL || || B1 || S1@170A || 210 ||
|-
| LOWL || || B1 || S1@170A || 210 ||
|-
| LOWL || || S1 || S2 || 310 ||
|-
| LOWL || || B1 || W1 || 260 ||
|-
| LOWL || || W1 || W2 || 310 ||
|-
| LOWL || || AL || N1 || 160 ||
|-
| LOWL || || N1 || V || ↑FL240 ||
|-
| LOWL || || VX || E1 || 240 ||
|-
| LOWL || || E1 || E2 || 310 ||
|-
| LOWS || WS617 || AS || AI || 120 || RMK: Caution Königsee Area
|-
| LOWS || || AI || B1 || 160 ||
|-
| LOWS || || AS || B1 || 120 ||
|-
| LOWS || || B1 || S1@170A || ↑FL230 ||
|-
| LOWS || || S1 || S2 || 310 ||
|-
| LOWS || || B1 || W1@170A || ↑FL190 ||
|-
| LOWS || || B1 || N1@170A || ↑FL230 ||
|-
| LOWW || DITIS || VB || E1 || 240 ||
|-
| LOWW || SOVIL,LUGEM,MEDIX || VB || N1@170A || 240 || RMK: Rfl > FL170
|-
| LOWW || SOVIL,LUGEM,MEDIX || VB || AL || 160 || RMK: Rfl < FL170
|-
| LOWW || RUPET,OSPEN || VB || N1@170A || 240 || RMK: Rfl > FL170
|-
| LOWW || RUPET,OSPEN || VB || AG || 160 || RMK: Rfl < FL170
|-
| LOWW || RUPET,OSPEN || N1 || N2 || 310 ||
|-
| LOWW || RUPET,OSPEN || B1 || N2 || 310 ||
|-
| LOWW || DETSA || S1 || S2 || 310 ||
|-
| LOWW || RUPET,OSPEN || W1 || W2 || 310 ||
|-
| LOXZ || KFT,VILAK || XZ || AK || 120 ||
|-
| LOXZ || || XZ || AG || 120 ||
|-
| LOXZ || || AK || W1 || 160 ||
|-
| LOXZ || || W1 || W2 || 310 ||
|-
| LOXZ || || AG || S1 || 160 ||
|-
| LOXZ || || S1 || VB || ↑FL220 ||
|-
| LOXZ || || VB || E1 || 240 ||
|-
| LOXZ || || E1 || E2 || 310 ||
|-
| LOXZ || || S1 || B1 || ↑FL240 ||
|-
| LOXZ || || B1 || B2 || 310 ||
|-
| EDDM || BUWOQ || B1 || N1 || ↑FL290 ||
|-
| EDDM|| BUBSE || B1 || B2 || 290 ||
|-
| EDDM || || W1 || W2 || 310 ||
|-
| EDDM || || W2 || S2 || 330 ||
|-
| EDDN || || N1 || N2 || 310 ||
|-
| EDDN || || N3 || B3 || 350 ||
|-
| EDDN || || B3 || W3 || 350 ||
|-
| EDDN || || S3 || W3 || 350 ||
|-
|}

== ARR ==
{| class="wikitable"
| '''ADEP''' || '''via'''|| '''from unit''' || '''to unit'''||'''cleared level''' || '''conditions'''
|-
| EDDM || || E2 || N2 || 320 ||
|-
| EDDM || || N2 || N1 || 320 ||
|-
| EDDM || MATIG || N1 || B1@FL310B || 170 ||
|-
| EDDM || || S2 || S1 || 320 ||
|-
| EDDM || ATGOH,SUNIS,GOTAR || S1 || B1@FL290B || 250 ||
|-
| EDDM || REDBU,EXHEK || S1 || B1@FL310B || 290 ||
|-
| EDDM || REDBU || W2 || W1 || 320 ||
|-
| EDDM || REDBU,RASTA || W1 || B1@FL240B || 200 ||
|-
| EDDN || || E4 || N4 || 360 ||
|-
| EDDN || || N2 || N2 || 320 ||
|-
| EDDN || SIMBA || N2 || B2 || 340 ||
|-
| EDDN || || B2 || B1 || 320 ||
|-
| EDDN || || S4 || B4 || 360 ||
|-
| EDDN || || W4 || S4 || 360 ||
|-
| EDDN || SIMBA || W2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || N2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || B2 || B1 || 320 ||
|-
| EDDS || KIRDI,EBEDA || W2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || S2 || B2 || 340 ||
|-
| EDJA || || E4 || N4 || 360 ||
|-
| EDJA || || N2 || B2 || 340 ||
|-
| EDJA || || B2 || B1 || 320 ||
|-
| EDJA || ERKIR || B1 || W1 || 300 ||
|-
| EDJA || ERKIR || W2 || W1 || 320 ||
|-
| EDJA || TRAUN || W2 || B2 || 340 ||
|-
| EDJA || || S2 || B2 || 340 ||
|-
| EDJA || || S2 || W2 || 340 ||
|-
| EDNY || || E4 || N4 || 360 ||
|-
| EDNY || || N2 || B2 || 340 ||
|-
| EDNY || || B2 || B1 || 320 ||
|-
| EDNY || ERKIR || B1 || W1 || 300 ||
|-
| EDNY || ERKIR || W2 || W1 || 320 ||
|-
| EDNY || TRAUN || W2 || B2 || 340 ||
|-
| EDNY || || S2 || B2 || 340 ||
|-
| EDNY || || S2 || W2 || 340 ||
|-
| EDQG || || E4 || N4 || 360 ||
|-
| EDQG || || N2 || B2 || 340 ||
|-
| EDQG || || B2 || B1 || 320 ||
|-
| EDQG || ERKIR || B1 || W1 || 300 ||
|-
| EDQG || ERKIR || W2 || W1 || 320 ||
|-
| EDQG || TRAUN || W2 || B2 || 340 ||
|-
| EDQG || || S2 || B2 || 340 ||
|-
| EDQG || || S2 || W2 || 340 ||
|-
| EDTY || || E4 || N4 || 360 ||
|-
| EDTY || || N2 || B2 || 340 ||
|-
| EDTY || || B2 || B1 || 320 ||
|-
| EDTY || ERKIR || B1 || W1 || 300 ||
|-
| EDTY || ERKIR || W2 || W1 || 320 ||
|-
| EDTY || TRAUN || W2 || B2 || 340 ||
|-
| EDTY || || S2 || B2 || 340 ||
|-
| EDTY || || S2 || W2 || 340 ||
|-
| EDMS || || E2 || N2 || 340 ||
|-
| EDMS || || N2 || N1 || 320 ||
|-
| EDMS || || W2 || W1 || 320 ||
|-
| EDMS || || W1 || W1@310B || 300 ||
|-
| EDMS || || S2 || S1 || 320 ||
|-
| EDMS || || S1 || S1@310B || 300 ||
|-
| EMDS || || W2 || S2 || 340 ||
|-
| EDMA || || E2 || N2 || 320 ||
|-
| EDMA || || N2 || N1 || 320 ||
|-
| EDMA || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| EDMA || || W2 || W1 || 320 ||
|-
| EDMA || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| EDMA || || S2 || S1 || 320 ||
|-
| EDMA || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| EDMO || || E2 || N2 || 320 ||
|-
| EDMO || || N2 || N1 || 320 ||
|-
| EDMO || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| EDMO || || W2 || W1 || 320 ||
|-
| EDMO || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| EDMO || || S2 || S1 || 320 ||
|-
| EDMO || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| ETSI || || E2 || N2 || 320 ||
|-
| ETSI || || N2 || N1 || 320 ||
|-
| ETSI || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| ETSI || || W2 || W1 || 320 ||
|-
| ETSI || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| ETSI || || S2 || S1 || 320 ||
|-
| ETSI || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| EPKK || || N3 || E3 || 330 ||
|-
| EPKK || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| EPKT || || N3 || E3 || 330 ||
|-
| EPKT || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| EPWR || || N3 || E3 || 330 ||
|-
| EPWR || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| LDLO || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDLO || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDLO || || B2 || W2 || 330 ||
|-
| LDLO || || S1 || W1@310B || 290 ||
|-
| LDLO || || S2 || S1 || 320 ||
|-
| LDLO || || W2 || W1 || 320 ||
|-
| LDLO || || B2 || S2 || 330 ||
|-
| LDPL || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDPL || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDPL || || B2 || W2 || 330 ||
|-
| LDPL || || S1 || W1@310B || 290 ||
|-
| LDPL || || S2 || S1 || 320 ||
|-
| LDPL || || W2 || W1 || 320 ||
|-
| LDPL || || B2 || S2 || 330 ||
|-
| LDRI || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDRI || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDRI || || B2 || W2 || 330 ||
|-
| LDRI || || S1 || W1@310B || 290 ||
|-
| LDRI || || S2 || S1 || 320 ||
|-
| LDRI || || W2 || W1 || 320 ||
|-
| LDRI || || B2 || S2 || 330 ||
|-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E1 || E1 || 310 ||
|-
| LDZA,LDVA || || N3 || B3 || 350 ||
|-
| LDZA,LDVA || || B2 || W2 || 330 ||
|-
| LDZA,LDVA || || B2 || S2 || 330 ||
|-
| LDZA,LDVA || || W2 || S2 || 330 ||
|-
| LDZA,LDVA || || W2 || W1 || 320 ||
|-
| LDZA,LDVA || || S2 || S1 || 320 ||
|-
| LDZA,LDVA || || N2 || E2 || 330 ||
|-
| LDZD || || N5 || B5 || 370 ||
|-
| LDZD || || B5 || W5 || 370 ||
|-
| LDZD || || B3 || S3 || 350 ||
|-
| LDZD || || S2 || W2 || 330 ||
|-
| LDZD || || E6 || S6 || 380 ||
|-
| LHBP,LHKE,LHTL || || N5 || E5 || 370 ||
|-
| LHBP,LHKE,LHTL || || S2 || E2 || 330 ||
|-
| LHPP || || E2 || E1 || 320 ||
|-
| LHPP || || S2 || S1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E2 || E1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E1 || APP Wien? || 250 ||
|-
| LHPA,LHPR,LHSM || || N2 || N1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || N1 || APP Wien? VB/VN@240B || 210 ||
|-
| LHPA,LHPR,LHSM || || B2 || B1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || B1 || N1 || 310 ||
|-
| LHPA,LHPR,LHSM || COP? || B1 || N1 || 310 ||
|-
| LHPA,LHPR,LHSM || ADGOH,SUNIS,GOTAR || W2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || || W2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || || S2 || S1 || 320 ||
|-
| LHPA,LHPR,LHSM || || B2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL || S1 || VB@240B || 210 ||
|-
| LIME || DETSA || B4 || W4 || 360 ||
|-
| LIMx || DETSA || B4 || W4 || 360 ||
|-
| LIPx || DETSA || B4 || W4 || 360 ||
|-
| LIPx || DETSA || S4 || W4 || 360 ||
|-
| LIPE || DETSA || B4 || W4 || 360 ||
|-
| LIPH || || B4 || W4 || 360 ||
|-
| LIPH || TIBRO,RAXHO || B2 || S2 || 320 ||
|-
| LIPH || || W2 || W1 || 320 ||
|-
| LIPH || DETSA || S4 || W4 || 360 ||
|-
| LIPQ || MIKOV,TAGAS || E2 || S2 || 320 ||
|-
| LIPQ || || N2 || B2 || 330 ||
|-
| LIPQ || || B2 || S2 || 330 ||
|-
| LIPQ || || B2 || B1 || 310 ||
|-
| LIPQ || || B1 || W1 || 310 ||
|-
| LIPQ || || S2 || S1 || 320 ||
|-
| LIPQ || || S1 || W1 || 310 ||
|-
| LIPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LIPZ || || B4 || W4 || 360 ||
|-
| LIPZ || || W2 || W1 || 320 ||
|-
| LJCE || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LJCE || MIKOV,TAGAS,MAREG || E2 || S1 || 310 ||
|-
| LJCE || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 ||
|-
| LJCE || || B2 || B1 || 320 ||
|-
| LJCE || || B1 || B1 || 310 ||
|-
| LJCE || || B1 || W1 || 310 ||
|-
| LJCE || || S1 || W1 || 310 ||
|-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || S1 || 310 ||
|-
| LJLJ || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 ||
|-
| LJLJ || || B2 || B1 || 320 ||
|-
| LJLJ || || B1 || B1 || 310 ||
|-
| LJLJ || || B1 || W1 || 310 ||
|-
| LJLJ || VALLU,LUMUS,BERTA || S1 || W1 || 310 ||
|-
| LJLJ || RADLY || S1 || AG || 170 ||
|-
| LJLJ || VALLU,LUMUS,BERTA || W1 || AK || 170 ||
|-
| LJMB || || N2 || N1 || 320 ||
|-
| LJMB || || E2 || E1 || 320 ||
|-
| LJMB || || B2 || B1 || 320 ||
|-
| LJMB || || S2 || S1 || 320 ||
|-
| LJMB || || W2 || W1 || 320 ||
|-
| LJMB || || N1 || E1 || 310 ||
|-
| LJMB || || N1 || B1 || 310 ||
|-
| LJMB || || B1 || S1 || 310 ||
|-
| LJMB || || B1 || W1 || 310 ||
|-
| LJMB || GOLVA,MUREG || S1 || AG@310B || 170 ||
|-
| LJMB || GOLVA,MUREG || W1 || AG@310B || 170 ||
|-
| LJPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 320 ||
|-
| LJPZ || || N2 || B2 || 330 ||
|-
| LJPZ || || B2 || S2 || 330 ||
|-
| LJPZ || || B2 || B1 || 310 ||
|-
| LJPZ || || B1 || W1 || 310 ||
|-
| LJPZ || || S2 || S1 || 320 ||
|-
| LJPZ || || S1 || W1 || 310 ||
|-
| LKCS || || S2 || S1 || 320 ||
|-
| LKCS || ADLET || B2 || B1 || 320 ||
|-
| LKCS || DITIS || S1 || E1@310B || 250 ||
|-
| LKCS || DITIS || E1 || V || 250 ||
|-
| LKCS || ADLET || W2 || B2 || 330 ||
|-
| LKCS || ADLET || B1 || N1@250B || 170 ||
|-
| LKCS || ADLET || N1 || AL || 170 ||
|-
| LKVO,LKKB || DITIS,PISAM,LANUX || E2 || E1 || 320 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKVO,LKKB || DITIS,PISAM,LANUX || S5 || E5 || 370 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 ||
|-
| LKKU || || E1 || VB/VN || 250 ||
|-
| LKKU || || N1 || E1@310B || 250 ||
|-
| LKKU || || S1 || E1@310B || 250 ||
|-
| LKKU || || N2 || N1 || 320 ||
|-
| LKKU || || S2 || S1 || 320 ||
|-
| LKKU || || B2 || B2 || 320 ||
|-
| LKKU || || B1 || B1 || 310 ||
|-
| LKKU || || W5 || B5 || 370 ||
|-
| LKKU || || W5 || S5 || 370 ||
|-
| LKKU || || S3 || B3 || 350 ||
|-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || E2 || E1 || 320 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || S5 || E5 || 370 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || B2 || N2 || 320 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || W4 || B5 || 360 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || S2 || B2 || 340 ||
|-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || S2 || E2 || 340 ||
|-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || E2 || E1 || 320 ||
|-
| LKMT || || E2 || E1 || 320 ||
|-
| LKMT || INSAX,VAMET,RADLY,ABIRI,ROPAG || S2 || E2 || 340 ||
|-
| LKMT || || S2 || B2 || 340 ||
|-
| LKMT || || W4 || B4 || 360 ||
|-
| LKMT || MALUG,LIMRA,INPUL,UMVEG || B2 || N2 || 330 ||
|-
| LKMT || || B2 || N2 || 330 ||
|-
| LKPR || DITIS,PISAM,LANUX || E2 || E1 || 320 ||
|-
| LKPR || DITIS,PISAM,LANUX || N2 || N1 || 320 ||
|-
| LKPR || DITIS,PISAM,LANUX || B2 || N2 || 320 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || B4 || 360 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 340 ||
|-
| LKPR || DITIS,PISAM,LANUX || S6 || E6 || 380 ||
|-
| LKTB || || W5 || B5 || 370 ||
|-
| LKTB || || W5 || S5 || 370 ||
|-
| LKTB || || B2 || B1 || 320 ||
|-
| LKTB || || S2 || S1 || 320 ||
|-
| LKTB || || N2 || N1 || 320 ||
|-
| LKTB || || B1 || N1 || 310 ||
|-
| LKTB || || N1 || E1@310B || 250 ||
|-
| LKTB || || S1 || E1@310B || 250 ||
|-
| LKTB || || E1 || V || 250 ||
|-
| LKTB || COP? || S3 || B3 || 350 ||
|-
| LOWI || NANIT || E2 || N2 || 320 ||
|-
| LOWI || NANIT || N2 || N1 || 320 ||
|-
| LOWI || NANIT || N1 || B1@310B || 300 ||
|-
| LOWI || NANIT || B1 || W1@250B || 170 ||
|-
| LOWI || NANIT || W1 || AI || 170 ||
|-
| LOWI || NANIT || S2 || S1 || 320 ||
|-
| LOWI || NANIT || S1 || B1@310B || 300 ||
|-
| LOWI || NANIT || S1 || B1@310B || 300 ||
|-
| LOWI || SBG || E2 || N2 || 320 ||
|-
| LOWI || SBG || N2 || N1 || 320 ||
|-
| LOWI || SBG || N1 || B1@240B || 170 ||
|-
| LOWI || SBG || B1 || AS || 130 || RMK: 130 latest at SBG
|-
| LOWI || SBG || AS || AI || 120 || RMK: remain clear of EDMM in Königsee Area
|-
| LOWI || SBG || S2 || S1 || 320 ||
|-
| LOWI || SBG || S1 || B1@240B || 170 || RMK: 130 latest at SBG
|-
| LOWK || ABIRI || E2 || E1 || 320 ||
|-
| LOWK || ABIRI || E1 || S1@310B || 250 ||
|-
| LOWK || ABIRI || S1 || AG || 170 ||
|-
| LOWK || ABIRI || AG || AK@170B || 120 ||
|-
| LOWK || || N2 || N1 || 320 ||
|-
| LOWK || || N1 || B1 || 310 ||
|-
| LOWK || ABIRI || B1 || S1@250B || 170 ||
|-
| LOWK || TISMA,ARNOS,EVAXI || B1 || W1@250B || 170 ||
|-
| LOWK || TISMA,ARNOS,EVAXI || W1 || AK || 170 ||
|-
| LOWK || || W2 || W1 || 320 ||
|-
| LOWL || || E2 || E1 || 320 ||
|-
| LOWL || || E1 || V || 250 ||
|-
| LOWL || STO (VN),SITNI (VB) || AL || AL@250B || 170 ||
|-
| LOWL || || W2 || W1 || 320 ||
|-
| LOWL || NUBRA || W1 || B1@310B || 230 ||
|-
| LOWL || LIMRA || W1 || S1@310B || 250 ||
|-
| LOWL || LIMRA || S2 || S1 || 320 ||
|-
| LOWL || LIMRA || S1 || B1@310B || 170 ||
|-
| LOWL || NUBRA,LIMRA || B1 || AL || 170 || RMK: remain clear of N1
|-
| LOWS || MATIG || E2 || E1 || 320 ||
|-
| LOWS || MATIG || E1 || N1@310B || 260 ||
|-
| LOWS || MATIG || N1 || B1@310B || 170 ||
|-
| LOWS || || B1 || AS || 130 || RMK: caution, LOWL TMA
|-
| LOWS || NUBRA || S2 || S1 || 320 ||
|-
| LOWS || NUBRA || S1 || B1@310B || 170 ||
|-
| LOWS || RASTA || W2 || W2 || 320 ||
|-
| LOWS || RASTA || W1 || B1@220B || 170 ||
|-
| LOWG || RUPET || E2 || E1 || 320 ||
|-
| LOWG || RUPET || E1 || V || 250 ||
|-
| LOWG || RUPET || VB || AG || 160 || RMK: shall remain clear of S1
|-
| LOWG || LEOBE || N2 || N1 || 320 ||
|-
| LOWG || LEOBE || N1 || B1@310B || 250 ||
|-
| LOWG || LEOBE || B2 || B1 || 320 ||
|-
| LOWG || LEOBE || B1 || S1@310B || 170 ||
|-
| LOWG || LEOBE || S1 || AG || 170 ||
|-
| LOWG || || W2 || W1 || 320 ||
|-
| LOWG || LEOBE || W1 || S1@310B || 170 ||
|-
| LOWG || ABIRI || W1 || AK || 170 ||
|-
| LOWG || ABIRI || AK || AG@170B || 130 ||
|-
| LOXZ || || E2 || E1 || 320 ||
|-
| LOXZ || || E1 || V || 250 ||
|-
| LOXZ || RUPET || VB || AG || 160 ||
|-
| LOXZ || || VB || AG || 160 || RMK: shall remain clear of S1
|-
| LOXZ || || N2 || N1 || 320 ||
|-
| LOXZ || || N1 || B1@310B || 250 ||
|-
| LOXZ || || B2 || B1 || 320 ||
|-
| LOXZ || || B1 || S1@310B || 170 ||
|-
| LOXZ || || W2 || W1 || 320 ||
|-
| LOXZ || || W1 || S1@310B || 170 ||
|-
| LOXZ || || W1 || AK || 170 ||
|-
| LOXZ || || AK || AG@170B || 130 ||
|-
| LOXZ || INLOX,ZW || AG || XZ || 130 ||
|-
| LOWW || || N2 || N2 || 320 ||
|-
| LOWW || || B2 || B1 || 320 ||
|-
| LOWW || || S2 || S1 || 320 ||
|-
| LOWW || BARUG || B1 || N1 || 250 ||
|-
| LOWW || NIGSI || W2 || S2 || 330 ||
|-
| LOWW || MASUR,BARUG || N1 || VB/VN || 170 || RMK: in case of DCT beyond LoR condition changes to ↓FL170/FL240B
|-
| LOWW || NIGSI || S1 || VB || 180 || RMK: in case of DCT beyond LoR condition changes to ↓FL180/FL240B
|-
| LQBK || || E3 || S3 || 350 ||
|-
| LQBK || || N3 || B3 || 350 ||
|-
| LQBK || || B3 || S3 || 350 || Rmk: via LJLA
|-
| LQBK || GORPA || S2 || W2 || 330 ||
|-
| LQBK || || S2 || W2 || 330 ||
|-
| LQBK || || S2 || S1 || 320 || Rmk: via LDZO
|-
| LQBK || GORPA || B5 || W5 || 370 || Rmk: via LJLA
|-
| LQBK || || B5 || W5 || 370 ||
|-
| LSZR || || N2 || B2 || 340 ||
|-
| LSZR || || B2 || B1 || 320 ||
|-
| LSZR || ERKIR || B1 || W1 || 300 ||
|-
| LSZR || ERKIR || W2 || W1 || 320 ||
|-
| LSZR || TRAUN || W2 || B2 || 340 ||
|-
| LSZR || || S2 || B2 || 340 ||
|-
| LSZR || || S2 || W2 || 340 ||
|-
| LSZS || || B2 || W2 || 340 ||
|-
| LSZS || || S4 || W4 || 360 ||
|-
| LSZS || || W2 || W1 || 310 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || B2 || B1 || 320 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || N2 || N1 || 320 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || B1 || N1 || 310 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || N1 || VV@250B || 210 ||
|-
| LZIB,LZPP,LZMC || NIGSI || W2 || S2 || 330 ||
|-
| LZIB,LZPP,LZMC || NIGSI || S2 || S1 || 320 ||
|-
| LZIB,LZPP,LZMC || NIGSI || S1 || VB@250B || 210 ||
|-
| LZIB,LZPP,LZMC || NIGSI || B2 || S2 || 330 ||
|-
| LZKZ,LZSL,LZZI || || E2 || E1 || 320 ||
|-
| LZKZ,LZSL,LZZI || || N5 || || 370 ||
|-
| LZKZ,LZSL,LZZI || || S5 || || 370 ||
|-
|}

Flight Level Allocation Scheme

2026-02-19T16:47:39Z

Jakob Engelbrecht: /* DEPARTURES */

= List of flight level allocations within LOVV FIR =

== Introduction ==
These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check [https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_09092020.pdf ENR chart 6.6 ATC sectors].

== Definitions ==
*from unit: the upstream unit that is delivering the flight where sector names according to eAIP ENR 6.6 or the last two letters of the approach unit in question is used.
*ADEP: aerodrome of departure.
*ADES: aerodrome of destination.
*via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.
*cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by "climbing" or "descending" as applicable except if stated otherwise in conditions.
*conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.
*HUFL: Highest usable flight level (sector's top vertical limit).
*LUFL: Lowest usable flight level (sector's bottom vertical limit)
*LAU: Local approach unit

*AoR: area of responsibility (sector).
*LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.
*MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.
*PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.
*SEMI line: the souther sector border of E sector with S sector

*Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.
*Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.

*Annotation: ▲240 +170, pronounced "climbing flight level 240 out of flight level 170", is a short annotation to describe handover conditions. Details to the conditions are found in the conditions-column.

== Procedures ==
*General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.
*Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.
*Vertical handoff: Also called "bottom/ceiling" procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.
*Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector

== DEPARTURES ==
{| class="wikitable"
| '''ADEP''' || '''via''' || '''from unit''' || '''to unit'''||'''cleared level''' || '''conditions'''
|-
| EDDM || BUWOQ || B1 || N1 || ↑FL290 ||
|-
| || || B1 || N1 || ↑FL290 ||
|-
| || BUBSE || B1 || S1 || 310 ||
|-
| || || B1 || B2 || 310 ||
|-
| || || S1 || S2 || 310 ||
|-
| || || W1 || W2 || 310 ||
|-
| || || W2 || S2 || 330 ||
|-
| EDDN || || N1 || N2 || 310 ||
|-
| || || N3 || B3 || 350 ||
|-
| || || B3 || S3 || 350 ||
|-
| || || B3 || W3 || 350 ||
|-
| EDDS || || N1 || N2 || 320 ||
|-
| || || B1 || B2 || 320 ||
|-
| || || W1 || W2 || 320 ||
|-
| || || N3 || B3 || 350 ||
|-
| || || B3 || S3 || 350 ||
|-
| || || B3 || W3 || 350 ||
|-
| || || W3 || S3 || 350 ||
|-
| EDJA || || N1 || N2 || 320 ||
|-
| || || B1 || B2 || 320 ||
|-
| || || W1 || W2 || 320 ||
|-
| || || N3 || B3 || 350 ||
|-
| || || B3 || S3 || 350 ||
|-
| || || B3 || W3 || 350 ||
|-
| || || W3 || S3 || 350 ||
|-
| EDMA,EDMO,EDMS,ETSI,ETSA || || W1 || W2 || 310 ||
|-
| || || W2 || S2 || 330 ||
|-
| || || B1 || N1 || ↑FL290 ||
|-
| || || N1 || N2 || 310 ||
|-
| || || B1 || S1 || 310 ||
|-
| || || S1 || S2 || 310 ||
|-
| EDNY,EDQ*,EDTY || || B1 || B2 || 320 ||
|-
| || || W1 || W2 || 320 ||
|-
| || || B3 || S3 || 350 ||
|-
| || || B3 || W3 || 350 ||
|-
| || || W3 || S3 || 350 ||
|-
| LDZA,LDVA || || S1 || S2 || 310 ||
|-
| || || W1 || W2 || 310 ||
|-
| LHPA,LHPR,LHSM || || VX || E1 || 240 ||
|-
| || || E1 || E2 || 310 ||
|-
| || || S1 || S2 || 310 ||
|-
| LHPP || || E1 || E2 || 310 ||
|-
| || || S1 || S2 || 310 ||
|-
| LIPA,LIPQ,LIPH,LJCE,LJLJ,LIPZ || || W1 || W2 || 310 ||
|-
| LJMB || || AG || S1 || 160 ||
|-
| || || S1 || E1 || 260 ||
|-
| || || E1 || E2 || 310 ||
|-
| || || S1 || B1 || 300 ||
|-
| || || B1 || B2 || 310 ||
|-
| || || B1 || N1 || 300 ||
|-
| || || N1 || N2 || 310 ||
|-
| || || S1 || W1 || 260 ||
|-
| || || W1 || W2 || 310 ||
|-
| LKCS || ADLET || AL || N1 || 160 ||
|-
| || ADLET || N1 || B1 || 200 ||
|-
| || ADLET || B1 || S1 || 280 ||
|-
| || ADLET || B1 || B2 || 310 ||
|-
| || ADLET || S1 || S2 || 310 ||
|-
| || DITIS || VX || E1 || 240 ||
|-
| || DITIS || E1 || E2 || 310 ||
|-
| LKCV,LKKB,LKVO,LKKV,LKMT,LKPD,LKPR || || N1 || N2 || 310 ||
|-
| || || E1 || E2 || 310 ||
|-
| LKTB,LKKU || || VX || E1 || 240 ||
|-
| || || E1 || S1 || 300 ||
|-
| || || S1 || S2 || 310 ||
|-
| || || E1 || N1 || 260 ||
|-
| || || N1 || N2 || 310 ||
|-
| LOWG || GOLVA,MUREG || AG || S1 || 130 ||
|-
| || || AG || S1 || 160 ||
|-
| || RUPET || S1 || VB || ↑FL220 ||
|-
| || RUPET || VB || E1 || 240 ||
|-
| || RUPET || E1 || E2 || 310 ||
|-
| || ABIRI || AG || AK || ↑FL160 ||
|-
| || || AK || W1 || 160 ||
|-
| || || W1 || W2 || 310 ||
|-
| || MILGO || S1 || B1 || ↑FL240 ||
|-
| || MILGO || B1 || B2 || 310 ||
|-
| || || B1 || N1 || 280 ||
|-
| || || N1 || N2 || 310 ||
|-
| LOWK || ABIRI || AK || AG || ↑FL160 ||
|-
| LOWK || || AG || S1 || 160 ||
|-
| LOWK || || S1 || S2 || 310 ||
|-
| LOWK || INGID,REKTI,VILAK || AK || W1 || 160 ||
|-
| LOWK || || W1 || W2 || 310 ||
|-
| LOWK || || B1 || B2 || 310 ||
|-
| LOWL || || AL || B1@130A || 160 ||
|-
| LOWL || LIMRA || AL || B1@130A || 160 ||
|-
| LOWL || || B1 || S1@170A || 210 ||
|-
| LOWL || || B1 || S1@170A || 210 ||
|-
| LOWL || || S1 || S2 || 310 ||
|-
| LOWL || || B1 || W1 || 260 ||
|-
| LOWL || || W1 || W2 || 310 ||
|-
| LOWL || || AL || N1 || 160 ||
|-
| LOWL || || N1 || V || ↑FL240 ||
|-
| LOWL || || VX || E1 || 240 ||
|-
| LOWL || || E1 || E2 || 310 ||
|-
| LOWS || WS617 || AS || AI || 120 || RMK: Caution Königsee Area
|-
| LOWS || || AI || B1 || 160 ||
|-
| LOWS || || AS || B1 || 120 ||
|-
| LOWS || || B1 || S1@170A || ↑FL230 ||
|-
| LOWS || || S1 || S2 || 310 ||
|-
| LOWS || || B1 || W1@170A || ↑FL190 ||
|-
| LOWS || || B1 || N1@170A || ↑FL230 ||
|-
| LOWW || DITIS || VB || E1 || 240 ||
|-
| LOWW || SOVIL,LUGEM,MEDIX || VB || N1@170A || 240 || RMK: Rfl > FL170
|-
| LOWW || SOVIL,LUGEM,MEDIX || VB || AL || 160 || RMK: Rfl < FL170
|-
| LOWW || RUPET,OSPEN || VB || N1@170A || 240 || RMK: Rfl > FL170
|-
| LOWW || RUPET,OSPEN || VB || AG || 160 || RMK: Rfl < FL170
|-
| LOWW || RUPET,OSPEN || N1 || N2 || 310 ||
|-
| LOWW || RUPET,OSPEN || B1 || N2 || 310 ||
|-
| LOWW || DETSA || S1 || S2 || 310 ||
|-
| LOWW || RUPET,OSPEN || W1 || W2 || 310 ||
|-
| LOXZ || KFT,VILAK || XZ || AK || 120 ||
|-
| LOXZ || || XZ || AG || 120 ||
|-
| LOXZ || || AK || W1 || 160 ||
|-
| LOXZ || || W1 || W2 || 310 ||
|-
| LOXZ || || AG || S1 || 160 ||
|-
| LOXZ || || S1 || VB || ↑FL220 ||
|-
| LOXZ || || VB || E1 || 240 ||
|-
| LOXZ || || E1 || E2 || 310 ||
|-
| LOXZ || || S1 || B1 || ↑FL240 ||
|-
| LOXZ || || B1 || B2 || 310 ||
|-
| EDDM || BUWOQ || B1 || N1 || ↑FL290 ||
|-
| EDDM|| BUBSE || B1 || B2 || 290 ||
|-
| EDDM || || W1 || W2 || 310 ||
|-
| EDDM || || W2 || S2 || 330 ||
|-
| EDDN || || N1 || N2 || 310 ||
|-
| EDDN || || N3 || B3 || 350 ||
|-
| EDDN || || B3 || W3 || 350 ||
|-
| EDDN || || S3 || W3 || 350 ||
|-
|}

== ARR ==
{| class="wikitable"
| '''ADEP''' || '''via'''|| '''from unit''' || '''to unit'''||'''cleared level''' || '''conditions'''
|-
| EDDM || || E2 || N2 || 320 ||
|-
| EDDM || || N2 || N1 || 320 ||
|-
| EDDM || MATIG || N1 || B1@FL310B || 170 ||
|-
| EDDM || || S2 || S1 || 320 ||
|-
| EDDM || ATGOH,SUNIS,GOTAR || S1 || B1@FL290B || 250 ||
|-
| EDDM || REDBU,EXHEK || S1 || B1@FL310B || 290 ||
|-
| EDDM || REDBU || W2 || W1 || 320 ||
|-
| EDDM || REDBU,RASTA || W1 || B1@FL240B || 200 ||
|-
| EDDN || || E4 || N4 || 360 ||
|-
| EDDN || || N2 || N2 || 320 ||
|-
| EDDN || SIMBA || N2 || B2 || 340 ||
|-
| EDDN || || B2 || B1 || 320 ||
|-
| EDDN || || S4 || B4 || 360 ||
|-
| EDDN || || W4 || S4 || 360 ||
|-
| EDDN || SIMBA || W2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || N2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || B2 || B1 || 320 ||
|-
| EDDS || KIRDI,EBEDA || W2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || S2 || B2 || 340 ||
|-
| EDJA || || E4 || N4 || 360 ||
|-
| EDJA || || N2 || B2 || 340 ||
|-
| EDJA || || B2 || B1 || 320 ||
|-
| EDJA || ERKIR || B1 || W1 || 300 ||
|-
| EDJA || ERKIR || W2 || W1 || 320 ||
|-
| EDJA || TRAUN || W2 || B2 || 340 ||
|-
| EDJA || || S2 || B2 || 340 ||
|-
| EDJA || || S2 || W2 || 340 ||
|-
| EDNY || || E4 || N4 || 360 ||
|-
| EDNY || || N2 || B2 || 340 ||
|-
| EDNY || || B2 || B1 || 320 ||
|-
| EDNY || ERKIR || B1 || W1 || 300 ||
|-
| EDNY || ERKIR || W2 || W1 || 320 ||
|-
| EDNY || TRAUN || W2 || B2 || 340 ||
|-
| EDNY || || S2 || B2 || 340 ||
|-
| EDNY || || S2 || W2 || 340 ||
|-
| EDQG || || E4 || N4 || 360 ||
|-
| EDQG || || N2 || B2 || 340 ||
|-
| EDQG || || B2 || B1 || 320 ||
|-
| EDQG || ERKIR || B1 || W1 || 300 ||
|-
| EDQG || ERKIR || W2 || W1 || 320 ||
|-
| EDQG || TRAUN || W2 || B2 || 340 ||
|-
| EDQG || || S2 || B2 || 340 ||
|-
| EDQG || || S2 || W2 || 340 ||
|-
| EDTY || || E4 || N4 || 360 ||
|-
| EDTY || || N2 || B2 || 340 ||
|-
| EDTY || || B2 || B1 || 320 ||
|-
| EDTY || ERKIR || B1 || W1 || 300 ||
|-
| EDTY || ERKIR || W2 || W1 || 320 ||
|-
| EDTY || TRAUN || W2 || B2 || 340 ||
|-
| EDTY || || S2 || B2 || 340 ||
|-
| EDTY || || S2 || W2 || 340 ||
|-
| EDMS || || E2 || N2 || 340 ||
|-
| EDMS || || N2 || N1 || 320 ||
|-
| EDMS || || W2 || W1 || 320 ||
|-
| EDMS || || W1 || W1@310B || 300 ||
|-
| EDMS || || S2 || S1 || 320 ||
|-
| EDMS || || S1 || S1@310B || 300 ||
|-
| EMDS || || W2 || S2 || 340 ||
|-
| EDMA || || E2 || N2 || 320 ||
|-
| EDMA || || N2 || N1 || 320 ||
|-
| EDMA || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| EDMA || || W2 || W1 || 320 ||
|-
| EDMA || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| EDMA || || S2 || S1 || 320 ||
|-
| EDMA || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| EDMO || || E2 || N2 || 320 ||
|-
| EDMO || || N2 || N1 || 320 ||
|-
| EDMO || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| EDMO || || W2 || W1 || 320 ||
|-
| EDMO || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| EDMO || || S2 || S1 || 320 ||
|-
| EDMO || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| ETSI || || E2 || N2 || 320 ||
|-
| ETSI || || N2 || N1 || 320 ||
|-
| ETSI || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| ETSI || || W2 || W1 || 320 ||
|-
| ETSI || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| ETSI || || S2 || S1 || 320 ||
|-
| ETSI || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| EPKK || || N3 || E3 || 330 ||
|-
| EPKK || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| EPKT || || N3 || E3 || 330 ||
|-
| EPKT || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| EPWR || || N3 || E3 || 330 ||
|-
| EPWR || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| LDLO || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDLO || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDLO || || B2 || W2 || 330 ||
|-
| LDLO || || S1 || W1@310B || 290 ||
|-
| LDLO || || S2 || S1 || 320 ||
|-
| LDLO || || W2 || W1 || 320 ||
|-
| LDLO || || B2 || S2 || 330 ||
|-
| LDPL || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDPL || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDPL || || B2 || W2 || 330 ||
|-
| LDPL || || S1 || W1@310B || 290 ||
|-
| LDPL || || S2 || S1 || 320 ||
|-
| LDPL || || W2 || W1 || 320 ||
|-
| LDPL || || B2 || S2 || 330 ||
|-
| LDRI || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDRI || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDRI || || B2 || W2 || 330 ||
|-
| LDRI || || S1 || W1@310B || 290 ||
|-
| LDRI || || S2 || S1 || 320 ||
|-
| LDRI || || W2 || W1 || 320 ||
|-
| LDRI || || B2 || S2 || 330 ||
|-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E1 || E1 || 310 ||
|-
| LDZA,LDVA || || N3 || B3 || 350 ||
|-
| LDZA,LDVA || || B2 || W2 || 330 ||
|-
| LDZA,LDVA || || B2 || S2 || 330 ||
|-
| LDZA,LDVA || || W2 || S2 || 330 ||
|-
| LDZA,LDVA || || W2 || W1 || 320 ||
|-
| LDZA,LDVA || || S2 || S1 || 320 ||
|-
| LDZA,LDVA || || N2 || E2 || 330 ||
|-
| LDZD || || N5 || B5 || 370 ||
|-
| LDZD || || B5 || W5 || 370 ||
|-
| LDZD || || B3 || S3 || 350 ||
|-
| LDZD || || S2 || W2 || 330 ||
|-
| LDZD || || E6 || S6 || 380 ||
|-
| LHBP,LHKE,LHTL || || N5 || E5 || 370 ||
|-
| LHBP,LHKE,LHTL || || S2 || E2 || 330 ||
|-
| LHPP || || E2 || E1 || 320 ||
|-
| LHPP || || S2 || S1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E2 || E1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E1 || APP Wien? || 250 ||
|-
| LHPA,LHPR,LHSM || || N2 || N1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || N1 || APP Wien? VB/VN@240B || 210 ||
|-
| LHPA,LHPR,LHSM || || B2 || B1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || B1 || N1 || 310 ||
|-
| LHPA,LHPR,LHSM || COP? || B1 || N1 || 310 ||
|-
| LHPA,LHPR,LHSM || ADGOH,SUNIS,GOTAR || W2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || || W2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || || S2 || S1 || 320 ||
|-
| LHPA,LHPR,LHSM || || B2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL || S1 || VB@240B || 210 ||
|-
| LIME || DETSA || B4 || W4 || 360 ||
|-
| LIMx || DETSA || B4 || W4 || 360 ||
|-
| LIPx || DETSA || B4 || W4 || 360 ||
|-
| LIPx || DETSA || S4 || W4 || 360 ||
|-
| LIPE || DETSA || B4 || W4 || 360 ||
|-
| LIPH || || B4 || W4 || 360 ||
|-
| LIPH || TIBRO,RAXHO || B2 || S2 || 320 ||
|-
| LIPH || || W2 || W1 || 320 ||
|-
| LIPH || DETSA || S4 || W4 || 360 ||
|-
| LIPQ || MIKOV,TAGAS || E2 || S2 || 320 ||
|-
| LIPQ || || N2 || B2 || 330 ||
|-
| LIPQ || || B2 || S2 || 330 ||
|-
| LIPQ || || B2 || B1 || 310 ||
|-
| LIPQ || || B1 || W1 || 310 ||
|-
| LIPQ || || S2 || S1 || 320 ||
|-
| LIPQ || || S1 || W1 || 310 ||
|-
| LIPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LIPZ || || B4 || W4 || 360 ||
|-
| LIPZ || || W2 || W1 || 320 ||
|-
| LJCE || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LJCE || MIKOV,TAGAS,MAREG || E2 || S1 || 310 ||
|-
| LJCE || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 ||
|-
| LJCE || || B2 || B1 || 320 ||
|-
| LJCE || || B1 || B1 || 310 ||
|-
| LJCE || || B1 || W1 || 310 ||
|-
| LJCE || || S1 || W1 || 310 ||
|-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || S1 || 310 ||
|-
| LJLJ || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 ||
|-
| LJLJ || || B2 || B1 || 320 ||
|-
| LJLJ || || B1 || B1 || 310 ||
|-
| LJLJ || || B1 || W1 || 310 ||
|-
| LJLJ || VALLU,LUMUS,BERTA || S1 || W1 || 310 ||
|-
| LJLJ || RADLY || S1 || AG || 170 ||
|-
| LJLJ || VALLU,LUMUS,BERTA || W1 || AK || 170 ||
|-
| LJMB || || N2 || N1 || 320 ||
|-
| LJMB || || E2 || E1 || 320 ||
|-
| LJMB || || B2 || B1 || 320 ||
|-
| LJMB || || S2 || S1 || 320 ||
|-
| LJMB || || W2 || W1 || 320 ||
|-
| LJMB || || N1 || E1 || 310 ||
|-
| LJMB || || N1 || B1 || 310 ||
|-
| LJMB || || B1 || S1 || 310 ||
|-
| LJMB || || B1 || W1 || 310 ||
|-
| LJMB || GOLVA,MUREG || S1 || AG@310B || 170 ||
|-
| LJMB || GOLVA,MUREG || W1 || AG@310B || 170 ||
|-
| LJPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 320 ||
|-
| LJPZ || || N2 || B2 || 330 ||
|-
| LJPZ || || B2 || S2 || 330 ||
|-
| LJPZ || || B2 || B1 || 310 ||
|-
| LJPZ || || B1 || W1 || 310 ||
|-
| LJPZ || || S2 || S1 || 320 ||
|-
| LJPZ || || S1 || W1 || 310 ||
|-
| LKCS || || S2 || S1 || 320 ||
|-
| LKCS || ADLET || B2 || B1 || 320 ||
|-
| LKCS || DITIS || S1 || E1@310B || 250 ||
|-
| LKCS || DITIS || E1 || V || 250 ||
|-
| LKCS || ADLET || W2 || B2 || 330 ||
|-
| LKCS || ADLET || B1 || N1@250B || 170 ||
|-
| LKCS || ADLET || N1 || AL || 170 ||
|-
| LKVO,LKKB || DITIS,PISAM,LANUX || E2 || E1 || 320 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKVO,LKKB || DITIS,PISAM,LANUX || S5 || E5 || 370 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 ||
|-
| LKKU || || E1 || VB/VN || 250 ||
|-
| LKKU || || N1 || E1@310B || 250 ||
|-
| LKKU || || S1 || E1@310B || 250 ||
|-
| LKKU || || N2 || N1 || 320 ||
|-
| LKKU || || S2 || S1 || 320 ||
|-
| LKKU || || B2 || B2 || 320 ||
|-
| LKKU || || B1 || B1 || 310 ||
|-
| LKKU || || W5 || B5 || 370 ||
|-
| LKKU || || W5 || S5 || 370 ||
|-
| LKKU || || S3 || B3 || 350 ||
|-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || E2 || E1 || 320 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || S5 || E5 || 370 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || B2 || N2 || 320 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || W4 || B5 || 360 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || S2 || B2 || 340 ||
|-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || S2 || E2 || 340 ||
|-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || E2 || E1 || 320 ||
|-
| LKMT || || E2 || E1 || 320 ||
|-
| LKMT || INSAX,VAMET,RADLY,ABIRI,ROPAG || S2 || E2 || 340 ||
|-
| LKMT || || S2 || B2 || 340 ||
|-
| LKMT || || W4 || B4 || 360 ||
|-
| LKMT || MALUG,LIMRA,INPUL,UMVEG || B2 || N2 || 330 ||
|-
| LKMT || || B2 || N2 || 330 ||
|-
| LKPR || DITIS,PISAM,LANUX || E2 || E1 || 320 ||
|-
| LKPR || DITIS,PISAM,LANUX || N2 || N1 || 320 ||
|-
| LKPR || DITIS,PISAM,LANUX || B2 || N2 || 320 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || B4 || 360 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 340 ||
|-
| LKPR || DITIS,PISAM,LANUX || S6 || E6 || 380 ||
|-
| LKTB || || W5 || B5 || 370 ||
|-
| LKTB || || W5 || S5 || 370 ||
|-
| LKTB || || B2 || B1 || 320 ||
|-
| LKTB || || S2 || S1 || 320 ||
|-
| LKTB || || N2 || N1 || 320 ||
|-
| LKTB || || B1 || N1 || 310 ||
|-
| LKTB || || N1 || E1@310B || 250 ||
|-
| LKTB || || S1 || E1@310B || 250 ||
|-
| LKTB || || E1 || V || 250 ||
|-
| LKTB || COP? || S3 || B3 || 350 ||
|-
| LOWI || NANIT || E2 || N2 || 320 ||
|-
| LOWI || NANIT || N2 || N1 || 320 ||
|-
| LOWI || NANIT || N1 || B1@310B || 300 ||
|-
| LOWI || NANIT || B1 || W1@250B || 170 ||
|-
| LOWI || NANIT || W1 || AI || 170 ||
|-
| LOWI || NANIT || S2 || S1 || 320 ||
|-
| LOWI || NANIT || S1 || B1@310B || 300 ||
|-
| LOWI || NANIT || S1 || B1@310B || 300 ||
|-
| LOWI || SBG || E2 || N2 || 320 ||
|-
| LOWI || SBG || N2 || N1 || 320 ||
|-
| LOWI || SBG || N1 || B1@240B || 170 ||
|-
| LOWI || SBG || B1 || AS || 130 || RMK: 130 latest at SBG
|-
| LOWI || SBG || AS || AI || 120 || RMK: remain clear of EDMM in Königsee Area
|-
| LOWI || SBG || S2 || S1 || 320 ||
|-
| LOWI || SBG || S1 || B1@240B || 170 || RMK: 130 latest at SBG
|-
| LOWK || ABIRI || E2 || E1 || 320 ||
|-
| LOWK || ABIRI || E1 || S1@310B || 250 ||
|-
| LOWK || ABIRI || S1 || AG || 170 ||
|-
| LOWK || ABIRI || AG || AK@170B || 120 ||
|-
| LOWK || || N2 || N1 || 320 ||
|-
| LOWK || || N1 || B1 || 310 ||
|-
| LOWK || ABIRI || B1 || S1@250B || 170 ||
|-
| LOWK || TISMA,ARNOS,EVAXI || B1 || W1@250B || 170 ||
|-
| LOWK || TISMA,ARNOS,EVAXI || W1 || AK || 170 ||
|-
| LOWK || || W2 || W1 || 320 ||
|-
| LOWL || || E2 || E1 || 320 ||
|-
| LOWL || || E1 || V || 250 ||
|-
| LOWL || STO (VN),SITNI (VB) || AL || AL@250B || 170 ||
|-
| LOWL || || W2 || W1 || 320 ||
|-
| LOWL || NUBRA || W1 || B1@310B || 230 ||
|-
| LOWL || LIMRA || W1 || S1@310B || 250 ||
|-
| LOWL || LIMRA || S2 || S1 || 320 ||
|-
| LOWL || LIMRA || S1 || B1@310B || 170 ||
|-
| LOWL || NUBRA,LIMRA || B1 || AL || 170 || RMK: remain clear of N1
|-
| LOWS || MATIG || E2 || E1 || 320 ||
|-
| LOWS || MATIG || E1 || N1@310B || 260 ||
|-
| LOWS || MATIG || N1 || B1@310B || 170 ||
|-
| LOWS || || B1 || AS || 130 || RMK: caution, LOWL TMA
|-
| LOWS || NUBRA || S2 || S1 || 320 ||
|-
| LOWS || NUBRA || S1 || B1@310B || 170 ||
|-
| LOWS || RASTA || W2 || W2 || 320 ||
|-
| LOWS || RASTA || W1 || B1@220B || 170 ||
|-
| LOWG || RUPET || E2 || E1 || 320 ||
|-
| LOWG || RUPET || E1 || V || 250 ||
|-
| LOWG || RUPET || VB || AG || 160 || RMK: shall remain clear of S1
|-
| LOWG || LEOBE || N2 || N1 || 320 ||
|-
| LOWG || LEOBE || N1 || B1@310B || 250 ||
|-
| LOWG || LEOBE || B2 || B1 || 320 ||
|-
| LOWG || LEOBE || B1 || S1@310B || 170 ||
|-
| LOWG || LEOBE || S1 || AG || 170 ||
|-
| LOWG || || W2 || W1 || 320 ||
|-
| LOWG || LEOBE || W1 || S1@310B || 170 ||
|-
| LOWG || ABIRI || W1 || AK || 170 ||
|-
| LOWG || ABIRI || AK || AG@170B || 130 ||
|-
| LOXZ || || E2 || E1 || 320 ||
|-
| LOXZ || || E1 || V || 250 ||
|-
| LOXZ || RUPET || VB || AG || 160 ||
|-
| LOXZ || || VB || AG || 160 || RMK: shall remain clear of S1
|-
| LOXZ || || N2 || N1 || 320 ||
|-
| LOXZ || || N1 || B1@310B || 250 ||
|-
| LOXZ || || B2 || B1 || 320 ||
|-
| LOXZ || || B1 || S1@310B || 170 ||
|-
| LOXZ || || W2 || W1 || 320 ||
|-
| LOXZ || || W1 || S1@310B || 170 ||
|-
| LOXZ || || W1 || AK || 170 ||
|-
| LOXZ || || AK || AG@170B || 130 ||
|-
| LOXZ || INLOX,ZW || AG || XZ || 130 ||
|-
| LOWW || || N2 || N2 || 320 ||
|-
| LOWW || || B2 || B1 || 320 ||
|-
| LOWW || || S2 || S1 || 320 ||
|-
| LOWW || BARUG || B1 || N1 || 250 ||
|-
| LOWW || NIGSI || W2 || S2 || 330 ||
|-
| LOWW || MASUR,BARUG || N1 || VB/VN || 170 || RMK: in case of DCT beyond LoR condition changes to ↓FL170/FL240B
|-
| LOWW || NIGSI || S1 || VB || 180 || RMK: in case of DCT beyond LoR condition changes to ↓FL180/FL240B
|-
| LQBK || || E3 || S3 || 350 ||
|-
| LQBK || || N3 || B3 || 350 ||
|-
| LQBK || || B3 || S3 || 350 || Rmk: via LJLA
|-
| LQBK || GORPA || S2 || W2 || 330 ||
|-
| LQBK || || S2 || W2 || 330 ||
|-
| LQBK || || S2 || S1 || 320 || Rmk: via LDZO
|-
| LQBK || GORPA || B5 || W5 || 370 || Rmk: via LJLA
|-
| LQBK || || B5 || W5 || 370 ||
|-
| LSZR || || N2 || B2 || 340 ||
|-
| LSZR || || B2 || B1 || 320 ||
|-
| LSZR || ERKIR || B1 || W1 || 300 ||
|-
| LSZR || ERKIR || W2 || W1 || 320 ||
|-
| LSZR || TRAUN || W2 || B2 || 340 ||
|-
| LSZR || || S2 || B2 || 340 ||
|-
| LSZR || || S2 || W2 || 340 ||
|-
| LSZS || || B2 || W2 || 340 ||
|-
| LSZS || || S4 || W4 || 360 ||
|-
| LSZS || || W2 || W1 || 310 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || B2 || B1 || 320 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || N2 || N1 || 320 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || B1 || N1 || 310 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || N1 || VV@250B || 210 ||
|-
| LZIB,LZPP,LZMC || NIGSI || W2 || S2 || 330 ||
|-
| LZIB,LZPP,LZMC || NIGSI || S2 || S1 || 320 ||
|-
| LZIB,LZPP,LZMC || NIGSI || S1 || VB@250B || 210 ||
|-
| LZIB,LZPP,LZMC || NIGSI || B2 || S2 || 330 ||
|-
| LZKZ,LZSL,LZZI || || E2 || E1 || 320 ||
|-
| LZKZ,LZSL,LZZI || || N5 || || 370 ||
|-
| LZKZ,LZSL,LZZI || || S5 || || 370 ||
|-
|}

Flight Level Allocation Scheme

2026-02-19T16:42:28Z

Jakob Engelbrecht: /* ARR */

= List of flight level allocations within LOVV FIR =

== Introduction ==
These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check [https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_09092020.pdf ENR chart 6.6 ATC sectors].

== Definitions ==
*from unit: the upstream unit that is delivering the flight where sector names according to eAIP ENR 6.6 or the last two letters of the approach unit in question is used.
*ADEP: aerodrome of departure.
*ADES: aerodrome of destination.
*via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.
*cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by "climbing" or "descending" as applicable except if stated otherwise in conditions.
*conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.
*HUFL: Highest usable flight level (sector's top vertical limit).
*LUFL: Lowest usable flight level (sector's bottom vertical limit)
*LAU: Local approach unit

*AoR: area of responsibility (sector).
*LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.
*MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.
*PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.
*SEMI line: the souther sector border of E sector with S sector

*Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.
*Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.

*Annotation: ▲240 +170, pronounced "climbing flight level 240 out of flight level 170", is a short annotation to describe handover conditions. Details to the conditions are found in the conditions-column.

== Procedures ==
*General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.
*Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.
*Vertical handoff: Also called "bottom/ceiling" procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.
*Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector

== DEPARTURES ==
{| class="wikitable"
| '''from unit''' || '''ADEP''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''
|-
|WW ||LOWW ||MEDIX/LUGEM/SOVIL||▲240 +170 ||released, MELK line FL170A||N1
|-
|WW ||LOWW ||RUPET/OSPEN ||▲240 +170 ||released, PINKA line FL170A||S1
|-
|WW ||LOWW ||BUWUT/LANUX ||▲240 +170 ||released||E1
|-
|WW ||LOWW ||RUPET ||160 ||released, ARR LOWK/LOWG||WG
|-
|WW ||LOWW ||SOVIL ||160 ||released, ARR LOWL/LOWS||WL
|-
|WW ||LOAx ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1
|-
|WW ||LOXT ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1
|-
|WW ||LOAx ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1
|-
|WW ||LOXT ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1
|-
|WW ||LKTB || ||240 ||bottom/ceiling||E1
|-
|WW ||LZIB || ||240 ||bottom/ceiling||E1
|-
|WW ||LOWG || ||240 ||bottom/ceiling||E1
|-
|WW ||LOWL || ||240 ||bottom/ceiling||E1
|-
|WI ||LOWI || ||160 ||bottom/ceiling||W1
|-
|WI ||LOWI ||SBG ||110 ||bottom/ceiling||WS
|-
|WI ||LOWS ||DETSA ||160 ||bottom/ceiling||W1
|-
|WS ||LOWS ||DETSA/RTT ||120 ||At level ||WI
|-
|WS ||LOWS ||NEMAL/VERDA||120 ||bottom/ceiling||B1
|-
|WG ||LJMB ||||160 ||bottom/ceiling||S1
|-
|WG ||LOWG || ||160 ||bottom/ceiling||S1
|-
|WK ||LOWK ||via S ||160 ||bottom/ceiling||S1
|-
|WK ||LOWK ||via W ||160 ||bottom/ceiling||W1
|-
|WL ||LOWL || ||160 ||bottom/ceiling||N1
|-
|WL ||LOWL ||via B ||▲160 +130 ||bottom/ceiling, FL130A||B1
|-
|WL ||LOWS || ||160 ||bottom/ceiling||N1
|-
|E1 ||LOWL || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LOWG || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKPR || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKPD || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKMT || ||300 ||bottom/ceiling ||E2
|-
|S1 ||LOWG ||Via E ||220 || ||WW
|-
|S1 ||LOWG ||Via N ||260 ||climbing ||N1
|-
|S1 ||LOWG ||Via W ||300 ||bottom/ceiling ||W1
|-
|S1 ||LOWG ||Via B ||300 ||bottom/ceiling ||B1
|-
|S1 ||LOWK || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LOWL || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LOWS || ||300 ||bottom/ceiling ||S2
|-
|S1 ||TMA LOWW || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LJLJ || ||300 ||bottom/ceiling ||S2
|-
|N1 ||LOWL || ||240 ||bottom/ceiling ||WW
|-
|N1 ||LOWL || ||▲250 ||climbing ||S1
|-
|N1 ||TMA LOWW || ||300 ||bottom/ceiling ||N2
|-
|N1 ||LOWG || ||300 ||bottom/ceiling ||N2
|-
|N1 ||EDDM || ||300 ||bottom/ceiling ||N2
|-
|N1 ||LOWS || ||300 ||bottom/ceiling ||N2
|-
|E1 ||LZIB || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKTB || ||300 ||bottom/ceiling ||E2
|-
|W2 ||LOWI || ||▲330 ||climbing ||S2
|-
|W1 ||EDDM || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LOWI || ||300 ||bottom/ceiling, via W ||W2
|-
|W1 ||LOWI || ||290 ||bottom/ceiling, via B ||B1
|-
|W1 ||LOWK || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LOWS || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LJLJ || ||300 ||bottom/ceiling ||W2
|-
|B1 ||LOWL ||Via W ||300 ||bottom/ceiling ||W1
|-
|B1 ||LOWI || ||300 ||bottom/ceiling ||B2
|-
|B1 ||LOWS ||VERDA ||290 ||bottom/ceiling ||W1
|-
|B1 ||LOWS ||Via S ||290 ||bottom/ceiling ||S1
|-
|B1 ||LOWS ||Via N ||250 ||bottom/ceiling ||N1
|-
|B1 ||EDDM ||KIRDI ||290 ||bottom/ceiling ||N1
|-
|}

== ARR ==
{| class="wikitable"
| '''ADEP''' || '''via'''|| '''from unit''' || '''to unit'''||'''cleared level''' || '''conditions'''
|-
| EDDM || || E2 || N2 || 320 ||
|-
| EDDM || || N2 || N1 || 320 ||
|-
| EDDM || MATIG || N1 || B1@FL310B || 170 ||
|-
| EDDM || || S2 || S1 || 320 ||
|-
| EDDM || ATGOH,SUNIS,GOTAR || S1 || B1@FL290B || 250 ||
|-
| EDDM || REDBU,EXHEK || S1 || B1@FL310B || 290 ||
|-
| EDDM || REDBU || W2 || W1 || 320 ||
|-
| EDDM || REDBU,RASTA || W1 || B1@FL240B || 200 ||
|-
| EDDN || || E4 || N4 || 360 ||
|-
| EDDN || || N2 || N2 || 320 ||
|-
| EDDN || SIMBA || N2 || B2 || 340 ||
|-
| EDDN || || B2 || B1 || 320 ||
|-
| EDDN || || S4 || B4 || 360 ||
|-
| EDDN || || W4 || S4 || 360 ||
|-
| EDDN || SIMBA || W2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || N2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || B2 || B1 || 320 ||
|-
| EDDS || KIRDI,EBEDA || W2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || S2 || B2 || 340 ||
|-
| EDJA || || E4 || N4 || 360 ||
|-
| EDJA || || N2 || B2 || 340 ||
|-
| EDJA || || B2 || B1 || 320 ||
|-
| EDJA || ERKIR || B1 || W1 || 300 ||
|-
| EDJA || ERKIR || W2 || W1 || 320 ||
|-
| EDJA || TRAUN || W2 || B2 || 340 ||
|-
| EDJA || || S2 || B2 || 340 ||
|-
| EDJA || || S2 || W2 || 340 ||
|-
| EDNY || || E4 || N4 || 360 ||
|-
| EDNY || || N2 || B2 || 340 ||
|-
| EDNY || || B2 || B1 || 320 ||
|-
| EDNY || ERKIR || B1 || W1 || 300 ||
|-
| EDNY || ERKIR || W2 || W1 || 320 ||
|-
| EDNY || TRAUN || W2 || B2 || 340 ||
|-
| EDNY || || S2 || B2 || 340 ||
|-
| EDNY || || S2 || W2 || 340 ||
|-
| EDQG || || E4 || N4 || 360 ||
|-
| EDQG || || N2 || B2 || 340 ||
|-
| EDQG || || B2 || B1 || 320 ||
|-
| EDQG || ERKIR || B1 || W1 || 300 ||
|-
| EDQG || ERKIR || W2 || W1 || 320 ||
|-
| EDQG || TRAUN || W2 || B2 || 340 ||
|-
| EDQG || || S2 || B2 || 340 ||
|-
| EDQG || || S2 || W2 || 340 ||
|-
| EDTY || || E4 || N4 || 360 ||
|-
| EDTY || || N2 || B2 || 340 ||
|-
| EDTY || || B2 || B1 || 320 ||
|-
| EDTY || ERKIR || B1 || W1 || 300 ||
|-
| EDTY || ERKIR || W2 || W1 || 320 ||
|-
| EDTY || TRAUN || W2 || B2 || 340 ||
|-
| EDTY || || S2 || B2 || 340 ||
|-
| EDTY || || S2 || W2 || 340 ||
|-
| EDMS || || E2 || N2 || 340 ||
|-
| EDMS || || N2 || N1 || 320 ||
|-
| EDMS || || W2 || W1 || 320 ||
|-
| EDMS || || W1 || W1@310B || 300 ||
|-
| EDMS || || S2 || S1 || 320 ||
|-
| EDMS || || S1 || S1@310B || 300 ||
|-
| EMDS || || W2 || S2 || 340 ||
|-
| EDMA || || E2 || N2 || 320 ||
|-
| EDMA || || N2 || N1 || 320 ||
|-
| EDMA || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| EDMA || || W2 || W1 || 320 ||
|-
| EDMA || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| EDMA || || S2 || S1 || 320 ||
|-
| EDMA || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| EDMO || || E2 || N2 || 320 ||
|-
| EDMO || || N2 || N1 || 320 ||
|-
| EDMO || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| EDMO || || W2 || W1 || 320 ||
|-
| EDMO || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| EDMO || || S2 || S1 || 320 ||
|-
| EDMO || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| ETSI || || E2 || N2 || 320 ||
|-
| ETSI || || N2 || N1 || 320 ||
|-
| ETSI || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| ETSI || || W2 || W1 || 320 ||
|-
| ETSI || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| ETSI || || S2 || S1 || 320 ||
|-
| ETSI || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| EPKK || || N3 || E3 || 330 ||
|-
| EPKK || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| EPKT || || N3 || E3 || 330 ||
|-
| EPKT || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| EPWR || || N3 || E3 || 330 ||
|-
| EPWR || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| LDLO || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDLO || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDLO || || B2 || W2 || 330 ||
|-
| LDLO || || S1 || W1@310B || 290 ||
|-
| LDLO || || S2 || S1 || 320 ||
|-
| LDLO || || W2 || W1 || 320 ||
|-
| LDLO || || B2 || S2 || 330 ||
|-
| LDPL || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDPL || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDPL || || B2 || W2 || 330 ||
|-
| LDPL || || S1 || W1@310B || 290 ||
|-
| LDPL || || S2 || S1 || 320 ||
|-
| LDPL || || W2 || W1 || 320 ||
|-
| LDPL || || B2 || S2 || 330 ||
|-
| LDRI || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDRI || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDRI || || B2 || W2 || 330 ||
|-
| LDRI || || S1 || W1@310B || 290 ||
|-
| LDRI || || S2 || S1 || 320 ||
|-
| LDRI || || W2 || W1 || 320 ||
|-
| LDRI || || B2 || S2 || 330 ||
|-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E1 || E1 || 310 ||
|-
| LDZA,LDVA || || N3 || B3 || 350 ||
|-
| LDZA,LDVA || || B2 || W2 || 330 ||
|-
| LDZA,LDVA || || B2 || S2 || 330 ||
|-
| LDZA,LDVA || || W2 || S2 || 330 ||
|-
| LDZA,LDVA || || W2 || W1 || 320 ||
|-
| LDZA,LDVA || || S2 || S1 || 320 ||
|-
| LDZA,LDVA || || N2 || E2 || 330 ||
|-
| LDZD || || N5 || B5 || 370 ||
|-
| LDZD || || B5 || W5 || 370 ||
|-
| LDZD || || B3 || S3 || 350 ||
|-
| LDZD || || S2 || W2 || 330 ||
|-
| LDZD || || E6 || S6 || 380 ||
|-
| LHBP,LHKE,LHTL || || N5 || E5 || 370 ||
|-
| LHBP,LHKE,LHTL || || S2 || E2 || 330 ||
|-
| LHPP || || E2 || E1 || 320 ||
|-
| LHPP || || S2 || S1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E2 || E1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E1 || APP Wien? || 250 ||
|-
| LHPA,LHPR,LHSM || || N2 || N1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || N1 || APP Wien? VB/VN@240B || 210 ||
|-
| LHPA,LHPR,LHSM || || B2 || B1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || B1 || N1 || 310 ||
|-
| LHPA,LHPR,LHSM || COP? || B1 || N1 || 310 ||
|-
| LHPA,LHPR,LHSM || ADGOH,SUNIS,GOTAR || W2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || || W2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || || S2 || S1 || 320 ||
|-
| LHPA,LHPR,LHSM || || B2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL || S1 || VB@240B || 210 ||
|-
| LIME || DETSA || B4 || W4 || 360 ||
|-
| LIMx || DETSA || B4 || W4 || 360 ||
|-
| LIPx || DETSA || B4 || W4 || 360 ||
|-
| LIPx || DETSA || S4 || W4 || 360 ||
|-
| LIPE || DETSA || B4 || W4 || 360 ||
|-
| LIPH || || B4 || W4 || 360 ||
|-
| LIPH || TIBRO,RAXHO || B2 || S2 || 320 ||
|-
| LIPH || || W2 || W1 || 320 ||
|-
| LIPH || DETSA || S4 || W4 || 360 ||
|-
| LIPQ || MIKOV,TAGAS || E2 || S2 || 320 ||
|-
| LIPQ || || N2 || B2 || 330 ||
|-
| LIPQ || || B2 || S2 || 330 ||
|-
| LIPQ || || B2 || B1 || 310 ||
|-
| LIPQ || || B1 || W1 || 310 ||
|-
| LIPQ || || S2 || S1 || 320 ||
|-
| LIPQ || || S1 || W1 || 310 ||
|-
| LIPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LIPZ || || B4 || W4 || 360 ||
|-
| LIPZ || || W2 || W1 || 320 ||
|-
| LJCE || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LJCE || MIKOV,TAGAS,MAREG || E2 || S1 || 310 ||
|-
| LJCE || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 ||
|-
| LJCE || || B2 || B1 || 320 ||
|-
| LJCE || || B1 || B1 || 310 ||
|-
| LJCE || || B1 || W1 || 310 ||
|-
| LJCE || || S1 || W1 || 310 ||
|-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || S1 || 310 ||
|-
| LJLJ || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 ||
|-
| LJLJ || || B2 || B1 || 320 ||
|-
| LJLJ || || B1 || B1 || 310 ||
|-
| LJLJ || || B1 || W1 || 310 ||
|-
| LJLJ || VALLU,LUMUS,BERTA || S1 || W1 || 310 ||
|-
| LJLJ || RADLY || S1 || AG || 170 ||
|-
| LJLJ || VALLU,LUMUS,BERTA || W1 || AK || 170 ||
|-
| LJMB || || N2 || N1 || 320 ||
|-
| LJMB || || E2 || E1 || 320 ||
|-
| LJMB || || B2 || B1 || 320 ||
|-
| LJMB || || S2 || S1 || 320 ||
|-
| LJMB || || W2 || W1 || 320 ||
|-
| LJMB || || N1 || E1 || 310 ||
|-
| LJMB || || N1 || B1 || 310 ||
|-
| LJMB || || B1 || S1 || 310 ||
|-
| LJMB || || B1 || W1 || 310 ||
|-
| LJMB || GOLVA,MUREG || S1 || AG@310B || 170 ||
|-
| LJMB || GOLVA,MUREG || W1 || AG@310B || 170 ||
|-
| LJPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 320 ||
|-
| LJPZ || || N2 || B2 || 330 ||
|-
| LJPZ || || B2 || S2 || 330 ||
|-
| LJPZ || || B2 || B1 || 310 ||
|-
| LJPZ || || B1 || W1 || 310 ||
|-
| LJPZ || || S2 || S1 || 320 ||
|-
| LJPZ || || S1 || W1 || 310 ||
|-
| LKCS || || S2 || S1 || 320 ||
|-
| LKCS || ADLET || B2 || B1 || 320 ||
|-
| LKCS || DITIS || S1 || E1@310B || 250 ||
|-
| LKCS || DITIS || E1 || V || 250 ||
|-
| LKCS || ADLET || W2 || B2 || 330 ||
|-
| LKCS || ADLET || B1 || N1@250B || 170 ||
|-
| LKCS || ADLET || N1 || AL || 170 ||
|-
| LKVO,LKKB || DITIS,PISAM,LANUX || E2 || E1 || 320 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKVO,LKKB || DITIS,PISAM,LANUX || S5 || E5 || 370 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 ||
|-
| LKKU || || E1 || VB/VN || 250 ||
|-
| LKKU || || N1 || E1@310B || 250 ||
|-
| LKKU || || S1 || E1@310B || 250 ||
|-
| LKKU || || N2 || N1 || 320 ||
|-
| LKKU || || S2 || S1 || 320 ||
|-
| LKKU || || B2 || B2 || 320 ||
|-
| LKKU || || B1 || B1 || 310 ||
|-
| LKKU || || W5 || B5 || 370 ||
|-
| LKKU || || W5 || S5 || 370 ||
|-
| LKKU || || S3 || B3 || 350 ||
|-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || E2 || E1 || 320 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || S5 || E5 || 370 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || B2 || N2 || 320 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || W4 || B5 || 360 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || S2 || B2 || 340 ||
|-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || S2 || E2 || 340 ||
|-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || E2 || E1 || 320 ||
|-
| LKMT || || E2 || E1 || 320 ||
|-
| LKMT || INSAX,VAMET,RADLY,ABIRI,ROPAG || S2 || E2 || 340 ||
|-
| LKMT || || S2 || B2 || 340 ||
|-
| LKMT || || W4 || B4 || 360 ||
|-
| LKMT || MALUG,LIMRA,INPUL,UMVEG || B2 || N2 || 330 ||
|-
| LKMT || || B2 || N2 || 330 ||
|-
| LKPR || DITIS,PISAM,LANUX || E2 || E1 || 320 ||
|-
| LKPR || DITIS,PISAM,LANUX || N2 || N1 || 320 ||
|-
| LKPR || DITIS,PISAM,LANUX || B2 || N2 || 320 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || B4 || 360 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 340 ||
|-
| LKPR || DITIS,PISAM,LANUX || S6 || E6 || 380 ||
|-
| LKTB || || W5 || B5 || 370 ||
|-
| LKTB || || W5 || S5 || 370 ||
|-
| LKTB || || B2 || B1 || 320 ||
|-
| LKTB || || S2 || S1 || 320 ||
|-
| LKTB || || N2 || N1 || 320 ||
|-
| LKTB || || B1 || N1 || 310 ||
|-
| LKTB || || N1 || E1@310B || 250 ||
|-
| LKTB || || S1 || E1@310B || 250 ||
|-
| LKTB || || E1 || V || 250 ||
|-
| LKTB || COP? || S3 || B3 || 350 ||
|-
| LOWI || NANIT || E2 || N2 || 320 ||
|-
| LOWI || NANIT || N2 || N1 || 320 ||
|-
| LOWI || NANIT || N1 || B1@310B || 300 ||
|-
| LOWI || NANIT || B1 || W1@250B || 170 ||
|-
| LOWI || NANIT || W1 || AI || 170 ||
|-
| LOWI || NANIT || S2 || S1 || 320 ||
|-
| LOWI || NANIT || S1 || B1@310B || 300 ||
|-
| LOWI || NANIT || S1 || B1@310B || 300 ||
|-
| LOWI || SBG || E2 || N2 || 320 ||
|-
| LOWI || SBG || N2 || N1 || 320 ||
|-
| LOWI || SBG || N1 || B1@240B || 170 ||
|-
| LOWI || SBG || B1 || AS || 130 || RMK: 130 latest at SBG
|-
| LOWI || SBG || AS || AI || 120 || RMK: remain clear of EDMM in Königsee Area
|-
| LOWI || SBG || S2 || S1 || 320 ||
|-
| LOWI || SBG || S1 || B1@240B || 170 || RMK: 130 latest at SBG
|-
| LOWK || ABIRI || E2 || E1 || 320 ||
|-
| LOWK || ABIRI || E1 || S1@310B || 250 ||
|-
| LOWK || ABIRI || S1 || AG || 170 ||
|-
| LOWK || ABIRI || AG || AK@170B || 120 ||
|-
| LOWK || || N2 || N1 || 320 ||
|-
| LOWK || || N1 || B1 || 310 ||
|-
| LOWK || ABIRI || B1 || S1@250B || 170 ||
|-
| LOWK || TISMA,ARNOS,EVAXI || B1 || W1@250B || 170 ||
|-
| LOWK || TISMA,ARNOS,EVAXI || W1 || AK || 170 ||
|-
| LOWK || || W2 || W1 || 320 ||
|-
| LOWL || || E2 || E1 || 320 ||
|-
| LOWL || || E1 || V || 250 ||
|-
| LOWL || STO (VN),SITNI (VB) || AL || AL@250B || 170 ||
|-
| LOWL || || W2 || W1 || 320 ||
|-
| LOWL || NUBRA || W1 || B1@310B || 230 ||
|-
| LOWL || LIMRA || W1 || S1@310B || 250 ||
|-
| LOWL || LIMRA || S2 || S1 || 320 ||
|-
| LOWL || LIMRA || S1 || B1@310B || 170 ||
|-
| LOWL || NUBRA,LIMRA || B1 || AL || 170 || RMK: remain clear of N1
|-
| LOWS || MATIG || E2 || E1 || 320 ||
|-
| LOWS || MATIG || E1 || N1@310B || 260 ||
|-
| LOWS || MATIG || N1 || B1@310B || 170 ||
|-
| LOWS || || B1 || AS || 130 || RMK: caution, LOWL TMA
|-
| LOWS || NUBRA || S2 || S1 || 320 ||
|-
| LOWS || NUBRA || S1 || B1@310B || 170 ||
|-
| LOWS || RASTA || W2 || W2 || 320 ||
|-
| LOWS || RASTA || W1 || B1@220B || 170 ||
|-
| LOWG || RUPET || E2 || E1 || 320 ||
|-
| LOWG || RUPET || E1 || V || 250 ||
|-
| LOWG || RUPET || VB || AG || 160 || RMK: shall remain clear of S1
|-
| LOWG || LEOBE || N2 || N1 || 320 ||
|-
| LOWG || LEOBE || N1 || B1@310B || 250 ||
|-
| LOWG || LEOBE || B2 || B1 || 320 ||
|-
| LOWG || LEOBE || B1 || S1@310B || 170 ||
|-
| LOWG || LEOBE || S1 || AG || 170 ||
|-
| LOWG || || W2 || W1 || 320 ||
|-
| LOWG || LEOBE || W1 || S1@310B || 170 ||
|-
| LOWG || ABIRI || W1 || AK || 170 ||
|-
| LOWG || ABIRI || AK || AG@170B || 130 ||
|-
| LOXZ || || E2 || E1 || 320 ||
|-
| LOXZ || || E1 || V || 250 ||
|-
| LOXZ || RUPET || VB || AG || 160 ||
|-
| LOXZ || || VB || AG || 160 || RMK: shall remain clear of S1
|-
| LOXZ || || N2 || N1 || 320 ||
|-
| LOXZ || || N1 || B1@310B || 250 ||
|-
| LOXZ || || B2 || B1 || 320 ||
|-
| LOXZ || || B1 || S1@310B || 170 ||
|-
| LOXZ || || W2 || W1 || 320 ||
|-
| LOXZ || || W1 || S1@310B || 170 ||
|-
| LOXZ || || W1 || AK || 170 ||
|-
| LOXZ || || AK || AG@170B || 130 ||
|-
| LOXZ || INLOX,ZW || AG || XZ || 130 ||
|-
| LOWW || || N2 || N2 || 320 ||
|-
| LOWW || || B2 || B1 || 320 ||
|-
| LOWW || || S2 || S1 || 320 ||
|-
| LOWW || BARUG || B1 || N1 || 250 ||
|-
| LOWW || NIGSI || W2 || S2 || 330 ||
|-
| LOWW || MASUR,BARUG || N1 || VB/VN || 170 || RMK: in case of DCT beyond LoR condition changes to ↓FL170/FL240B
|-
| LOWW || NIGSI || S1 || VB || 180 || RMK: in case of DCT beyond LoR condition changes to ↓FL180/FL240B
|-
| LQBK || || E3 || S3 || 350 ||
|-
| LQBK || || N3 || B3 || 350 ||
|-
| LQBK || || B3 || S3 || 350 || Rmk: via LJLA
|-
| LQBK || GORPA || S2 || W2 || 330 ||
|-
| LQBK || || S2 || W2 || 330 ||
|-
| LQBK || || S2 || S1 || 320 || Rmk: via LDZO
|-
| LQBK || GORPA || B5 || W5 || 370 || Rmk: via LJLA
|-
| LQBK || || B5 || W5 || 370 ||
|-
| LSZR || || N2 || B2 || 340 ||
|-
| LSZR || || B2 || B1 || 320 ||
|-
| LSZR || ERKIR || B1 || W1 || 300 ||
|-
| LSZR || ERKIR || W2 || W1 || 320 ||
|-
| LSZR || TRAUN || W2 || B2 || 340 ||
|-
| LSZR || || S2 || B2 || 340 ||
|-
| LSZR || || S2 || W2 || 340 ||
|-
| LSZS || || B2 || W2 || 340 ||
|-
| LSZS || || S4 || W4 || 360 ||
|-
| LSZS || || W2 || W1 || 310 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || B2 || B1 || 320 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || N2 || N1 || 320 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || B1 || N1 || 310 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || N1 || VV@250B || 210 ||
|-
| LZIB,LZPP,LZMC || NIGSI || W2 || S2 || 330 ||
|-
| LZIB,LZPP,LZMC || NIGSI || S2 || S1 || 320 ||
|-
| LZIB,LZPP,LZMC || NIGSI || S1 || VB@250B || 210 ||
|-
| LZIB,LZPP,LZMC || NIGSI || B2 || S2 || 330 ||
|-
| LZKZ,LZSL,LZZI || || E2 || E1 || 320 ||
|-
| LZKZ,LZSL,LZZI || || N5 || || 370 ||
|-
| LZKZ,LZSL,LZZI || || S5 || || 370 ||
|-
|}

Flight Level Allocation Scheme

2026-02-19T16:41:14Z

Jakob Engelbrecht: /* DEPARTURES */

= List of flight level allocations within LOVV FIR =

== Introduction ==
These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check [https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_09092020.pdf ENR chart 6.6 ATC sectors].

== Definitions ==
*from unit: the upstream unit that is delivering the flight where sector names according to eAIP ENR 6.6 or the last two letters of the approach unit in question is used.
*ADEP: aerodrome of departure.
*ADES: aerodrome of destination.
*via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.
*cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by "climbing" or "descending" as applicable except if stated otherwise in conditions.
*conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.
*HUFL: Highest usable flight level (sector's top vertical limit).
*LUFL: Lowest usable flight level (sector's bottom vertical limit)
*LAU: Local approach unit

*AoR: area of responsibility (sector).
*LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.
*MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.
*PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.
*SEMI line: the souther sector border of E sector with S sector

*Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.
*Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.

*Annotation: ▲240 +170, pronounced "climbing flight level 240 out of flight level 170", is a short annotation to describe handover conditions. Details to the conditions are found in the conditions-column.

== Procedures ==
*General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.
*Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.
*Vertical handoff: Also called "bottom/ceiling" procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.
*Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector

== DEPARTURES ==
{| class="wikitable"
| '''from unit''' || '''ADEP''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''
|-
|WW ||LOWW ||MEDIX/LUGEM/SOVIL||▲240 +170 ||released, MELK line FL170A||N1
|-
|WW ||LOWW ||RUPET/OSPEN ||▲240 +170 ||released, PINKA line FL170A||S1
|-
|WW ||LOWW ||BUWUT/LANUX ||▲240 +170 ||released||E1
|-
|WW ||LOWW ||RUPET ||160 ||released, ARR LOWK/LOWG||WG
|-
|WW ||LOWW ||SOVIL ||160 ||released, ARR LOWL/LOWS||WL
|-
|WW ||LOAx ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1
|-
|WW ||LOXT ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1
|-
|WW ||LOAx ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1
|-
|WW ||LOXT ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1
|-
|WW ||LKTB || ||240 ||bottom/ceiling||E1
|-
|WW ||LZIB || ||240 ||bottom/ceiling||E1
|-
|WW ||LOWG || ||240 ||bottom/ceiling||E1
|-
|WW ||LOWL || ||240 ||bottom/ceiling||E1
|-
|WI ||LOWI || ||160 ||bottom/ceiling||W1
|-
|WI ||LOWI ||SBG ||110 ||bottom/ceiling||WS
|-
|WI ||LOWS ||DETSA ||160 ||bottom/ceiling||W1
|-
|WS ||LOWS ||DETSA/RTT ||120 ||At level ||WI
|-
|WS ||LOWS ||NEMAL/VERDA||120 ||bottom/ceiling||B1
|-
|WG ||LJMB ||||160 ||bottom/ceiling||S1
|-
|WG ||LOWG || ||160 ||bottom/ceiling||S1
|-
|WK ||LOWK ||via S ||160 ||bottom/ceiling||S1
|-
|WK ||LOWK ||via W ||160 ||bottom/ceiling||W1
|-
|WL ||LOWL || ||160 ||bottom/ceiling||N1
|-
|WL ||LOWL ||via B ||▲160 +130 ||bottom/ceiling, FL130A||B1
|-
|WL ||LOWS || ||160 ||bottom/ceiling||N1
|-
|E1 ||LOWL || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LOWG || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKPR || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKPD || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKMT || ||300 ||bottom/ceiling ||E2
|-
|S1 ||LOWG ||Via E ||220 || ||WW
|-
|S1 ||LOWG ||Via N ||260 ||climbing ||N1
|-
|S1 ||LOWG ||Via W ||300 ||bottom/ceiling ||W1
|-
|S1 ||LOWG ||Via B ||300 ||bottom/ceiling ||B1
|-
|S1 ||LOWK || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LOWL || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LOWS || ||300 ||bottom/ceiling ||S2
|-
|S1 ||TMA LOWW || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LJLJ || ||300 ||bottom/ceiling ||S2
|-
|N1 ||LOWL || ||240 ||bottom/ceiling ||WW
|-
|N1 ||LOWL || ||▲250 ||climbing ||S1
|-
|N1 ||TMA LOWW || ||300 ||bottom/ceiling ||N2
|-
|N1 ||LOWG || ||300 ||bottom/ceiling ||N2
|-
|N1 ||EDDM || ||300 ||bottom/ceiling ||N2
|-
|N1 ||LOWS || ||300 ||bottom/ceiling ||N2
|-
|E1 ||LZIB || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKTB || ||300 ||bottom/ceiling ||E2
|-
|W2 ||LOWI || ||▲330 ||climbing ||S2
|-
|W1 ||EDDM || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LOWI || ||300 ||bottom/ceiling, via W ||W2
|-
|W1 ||LOWI || ||290 ||bottom/ceiling, via B ||B1
|-
|W1 ||LOWK || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LOWS || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LJLJ || ||300 ||bottom/ceiling ||W2
|-
|B1 ||LOWL ||Via W ||300 ||bottom/ceiling ||W1
|-
|B1 ||LOWI || ||300 ||bottom/ceiling ||B2
|-
|B1 ||LOWS ||VERDA ||290 ||bottom/ceiling ||W1
|-
|B1 ||LOWS ||Via S ||290 ||bottom/ceiling ||S1
|-
|B1 ||LOWS ||Via N ||250 ||bottom/ceiling ||N1
|-
|B1 ||EDDM ||KIRDI ||290 ||bottom/ceiling ||N1
|-
|}

== ARR ==
{| class="wikitable"
| '''ADEP''' || '''via'''|| '''from unit''' || '''to unit'''||'''cleared level''' || '''conditions'''
|-
| EDDM || || E2 || N2 || 320 ||
|-
| EDDM || || N2 || N1 || 320 ||
|-
| EDDM || MATIG || N1 || B1@FL310B || 170 ||
|-
| EDDM || || S2 || S1 || 320 ||
|-
| EDDM || ATGOH,SUNIS,GOTAR || S1 || B1@FL290B || 250 ||
|-
| EDDM || REDBU,EXHEK || S1 || B1@FL310B || 290 ||
|-
| EDDM || REDBU || W2 || W1 || 320 ||
|-
| EDDM || REDBU,RASTA || W1 || B1@FL240B || 200 ||
|-
| EDDN || || E4 || N4 || 360 ||
|-
| EDDN || || N2 || N2 || 320 ||
|-
| EDDN || SIMBA || N2 || B2 || 340 ||
|-
| EDDN || || B2 || B1 || 320 ||
|-
| EDDN || || S4 || B4 || 360 ||
|-
| EDDN || || W4 || S4 || 360 ||
|-
| EDDN || SIMBA || W2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || N2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || B2 || B1 || 320 ||
|-
| EDDS || KIRDI,EBEDA || W2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || S2 || B2 || 340 ||
|-
| EDJA || || E4 || N4 || 360 ||
|-
| EDJA || || N2 || B2 || 340 ||
|-
| EDJA || || B2 || B1 || 320 ||
|-
| EDJA || ERKIR || B1 || W1 || 300 ||
|-
| EDJA || ERKIR || W2 || W1 || 320 ||
|-
| EDJA || TRAUN || W2 || B2 || 340 ||
|-
| EDJA || || S2 || B2 || 340 ||
|-
| EDJA || || S2 || W2 || 340 ||
|-
| EDNY || || E4 || N4 || 360 ||
|-
| EDNY || || N2 || B2 || 340 ||
|-
| EDNY || || B2 || B1 || 320 ||
|-
| EDNY || ERKIR || B1 || W1 || 300 ||
|-
| EDNY || ERKIR || W2 || W1 || 320 ||
|-
| EDNY || TRAUN || W2 || B2 || 340 ||
|-
| EDNY || || S2 || B2 || 340 ||
|-
| EDNY || || S2 || W2 || 340 ||
|-
| EDQG || || E4 || N4 || 360 ||
|-
| EDQG || || N2 || B2 || 340 ||
|-
| EDQG || || B2 || B1 || 320 ||
|-
| EDQG || ERKIR || B1 || W1 || 300 ||
|-
| EDQG || ERKIR || W2 || W1 || 320 ||
|-
| EDQG || TRAUN || W2 || B2 || 340 ||
|-
| EDQG || || S2 || B2 || 340 ||
|-
| EDQG || || S2 || W2 || 340 ||
|-
| EDTY || || E4 || N4 || 360 ||
|-
| EDTY || || N2 || B2 || 340 ||
|-
| EDTY || || B2 || B1 || 320 ||
|-
| EDTY || ERKIR || B1 || W1 || 300 ||
|-
| EDTY || ERKIR || W2 || W1 || 320 ||
|-
| EDTY || TRAUN || W2 || B2 || 340 ||
|-
| EDTY || || S2 || B2 || 340 ||
|-
| EDTY || || S2 || W2 || 340 ||
|-
| EDMS || || E2 || N2 || 340 ||
|-
| EDMS || || N2 || N1 || 320 ||
|-
| EDMS || || W2 || W1 || 320 ||
|-
| EDMS || || W1 || W1@310B || 300 ||
|-
| EDMS || || S2 || S1 || 320 ||
|-
| EDMS || || S1 || S1@310B || 300 ||
|-
| EMDS || || W2 || S2 || 340 ||
|-
| EDMA || || E2 || N2 || 320 ||
|-
| EDMA || || N2 || N1 || 320 ||
|-
| EDMA || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| EDMA || || W2 || W1 || 320 || |-
| EDMA || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| EDMA || || S2 || S1 || 320 || |-
| EDMA || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| EDMO || || E2 || N2 || 320 ||
|-
| EDMO || || N2 || N1 || 320 ||
|-
| EDMO || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| EDMO || || W2 || W1 || 320 ||
|-
| EDMO || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| EDMO || || S2 || S1 || 320 ||
|-
| EDMO || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| ETSI || || E2 || N2 || 320 ||
|-
| ETSI || || N2 || N1 || 320 ||
|-
| ETSI || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| ETSI || || W2 || W1 || 320 ||
|-
| ETSI || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| ETSI || || S2 || S1 || 320 ||
|-
| ETSI || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| EPKK || || N3 || E3 || 330 ||
|-
| EPKK || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| EPKT || || N3 || E3 || 330 ||
|-
| EPKT || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| EPWR || || N3 || E3 || 330 ||
|-
| EPWR || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| LDLO || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDLO || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDLO || || B2 || W2 || 330 ||
|-
| LDLO || || S1 || W1@310B || 290 ||
|-
| LDLO || || S2 || S1 || 320 ||
|-
| LDLO || || W2 || W1 || 320 ||
|-
| LDLO || || B2 || S2 || 330 ||
|-
| LDPL || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDPL || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDPL || || B2 || W2 || 330 ||
|-
| LDPL || || S1 || W1@310B || 290 ||
|-
| LDPL || || S2 || S1 || 320 ||
|-
| LDPL || || W2 || W1 || 320 ||
|-
| LDPL || || B2 || S2 || 330 ||
|-
| LDRI || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDRI || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDRI || || B2 || W2 || 330 ||
|-
| LDRI || || S1 || W1@310B || 290 ||
|-
| LDRI || || S2 || S1 || 320 ||
|-
| LDRI || || W2 || W1 || 320 ||
|-
| LDRI || || B2 || S2 || 330 ||
|-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E1 || E1 || 310 ||
|-
| LDZA,LDVA || || N3 || B3 || 350 ||
|-
| LDZA,LDVA || || B2 || W2 || 330 ||
|-
| LDZA,LDVA || || B2 || S2 || 330 ||
|-
| LDZA,LDVA || || W2 || S2 || 330 ||
|-
| LDZA,LDVA || || W2 || W1 || 320 ||
|-
| LDZA,LDVA || || S2 || S1 || 320 ||
|-
| LDZA,LDVA || || N2 || E2 || 330 ||
|-
| LDZD || || N5 || B5 || 370 ||
|-
| LDZD || || B5 || W5 || 370 ||
|-
| LDZD || || B3 || S3 || 350 ||
|-
| LDZD || || S2 || W2 || 330 ||
|-
| LDZD || || E6 || S6 || 380 ||
|-
| LHBP,LHKE,LHTL || || N5 || E5 || 370 ||
|-
| LHBP,LHKE,LHTL || || S2 || E2 || 330 ||
|-
| LHPP || || E2 || E1 || 320 ||
|-
| LHPP || || S2 || S1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E2 || E1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E1 || APP Wien? || 250 ||
|-
| LHPA,LHPR,LHSM || || N2 || N1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || N1 || APP Wien? VB/VN@240B || 210 ||
|-
| LHPA,LHPR,LHSM || || B2 || B1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || B1 || N1 || 310 ||
|-
| LHPA,LHPR,LHSM || COP? || B1 || N1 || 310 ||
|-
| LHPA,LHPR,LHSM || ADGOH,SUNIS,GOTAR || W2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || || W2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || || S2 || S1 || 320 ||
|-
| LHPA,LHPR,LHSM || || B2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL || S1 || VB@240B || 210 ||
|-
| LIME || DETSA || B4 || W4 || 360 ||
|-
| LIMx || DETSA || B4 || W4 || 360 ||
|-
| LIPx || DETSA || B4 || W4 || 360 ||
|-
| LIPx || DETSA || S4 || W4 || 360 ||
|-
| LIPE || DETSA || B4 || W4 || 360 ||
|-
| LIPH || || B4 || W4 || 360 ||
|-
| LIPH || TIBRO,RAXHO || B2 || S2 || 320 ||
|-
| LIPH || || W2 || W1 || 320 ||
|-
| LIPH || DETSA || S4 || W4 || 360 ||
|-
| LIPQ || MIKOV,TAGAS || E2 || S2 || 320 ||
|-
| LIPQ || || N2 || B2 || 330 ||
|-
| LIPQ || || B2 || S2 || 330 ||
|-
| LIPQ || || B2 || B1 || 310 ||
|-
| LIPQ || || B1 || W1 || 310 ||
|-
| LIPQ || || S2 || S1 || 320 ||
|-
| LIPQ || || S1 || W1 || 310 ||
|-
| LIPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LIPZ || || B4 || W4 || 360 ||
|-
| LIPZ || || W2 || W1 || 320 ||
|-
| LJCE || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LJCE || MIKOV,TAGAS,MAREG || E2 || S1 || 310 ||
|-
| LJCE || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 ||
|-
| LJCE || || B2 || B1 || 320 ||
|-
| LJCE || || B1 || B1 || 310 ||
|-
| LJCE || || B1 || W1 || 310 ||
|-
| LJCE || || S1 || W1 || 310 ||
|-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || S1 || 310 ||
|-
| LJLJ || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 ||
|-
| LJLJ || || B2 || B1 || 320 ||
|-
| LJLJ || || B1 || B1 || 310 ||
|-
| LJLJ || || B1 || W1 || 310 ||
|-
| LJLJ || VALLU,LUMUS,BERTA || S1 || W1 || 310 ||
|-
| LJLJ || RADLY || S1 || AG || 170 ||
|-
| LJLJ || VALLU,LUMUS,BERTA || W1 || AK || 170 ||
|-
| LJMB || || N2 || N1 || 320 ||
|-
| LJMB || || E2 || E1 || 320 ||
|-
| LJMB || || B2 || B1 || 320 ||
|-
| LJMB || || S2 || S1 || 320 ||
|-
| LJMB || || W2 || W1 || 320 ||
|-
| LJMB || || N1 || E1 || 310 ||
|-
| LJMB || || N1 || B1 || 310 ||
|-
| LJMB || || B1 || S1 || 310 ||
|-
| LJMB || || B1 || W1 || 310 ||
|-
| LJMB || GOLVA,MUREG || S1 || AG@310B || 170 ||
|-
| LJMB || GOLVA,MUREG || W1 || AG@310B || 170 ||
|-
| LJPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 320 ||
|-
| LJPZ || || N2 || B2 || 330 ||
|-
| LJPZ || || B2 || S2 || 330 ||
|-
| LJPZ || || B2 || B1 || 310 ||
|-
| LJPZ || || B1 || W1 || 310 ||
|-
| LJPZ || || S2 || S1 || 320 ||
|-
| LJPZ || || S1 || W1 || 310 ||
|-
| LKCS || || S2 || S1 || 320 ||
|-
| LKCS || ADLET || B2 || B1 || 320 ||
|-
| LKCS || DITIS || S1 || E1@310B || 250 ||
|-
| LKCS || DITIS || E1 || V || 250 ||
|-
| LKCS || ADLET || W2 || B2 || 330 ||
|-
| LKCS || ADLET || B1 || N1@250B || 170 ||
|-
| LKCS || ADLET || N1 || AL || 170 ||
|-
| LKVO,LKKB || DITIS,PISAM,LANUX || E2 || E1 || 320 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKVO,LKKB || DITIS,PISAM,LANUX || S5 || E5 || 370 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 ||
|-
| LKKU || || E1 || VB/VN || 250 ||
|-
| LKKU || || N1 || E1@310B || 250 ||
|-
| LKKU || || S1 || E1@310B || 250 ||
|-
| LKKU || || N2 || N1 || 320 ||
|-
| LKKU || || S2 || S1 || 320 ||
|-
| LKKU || || B2 || B2 || 320 ||
|-
| LKKU || || B1 || B1 || 310 ||
|-
| LKKU || || W5 || B5 || 370 ||
|-
| LKKU || || W5 || S5 || 370 ||
|-
| LKKU || || S3 || B3 || 350 ||
|-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || E2 || E1 || 320 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || S5 || E5 || 370 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || B2 || N2 || 320 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || W4 || B5 || 360 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || S2 || B2 || 340 ||
|-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || S2 || E2 || 340 ||
|-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || E2 || E1 || 320 ||
|-
| LKMT || || E2 || E1 || 320 ||
|-
| LKMT || INSAX,VAMET,RADLY,ABIRI,ROPAG || S2 || E2 || 340 ||
|-
| LKMT || || S2 || B2 || 340 ||
|-
| LKMT || || W4 || B4 || 360 ||
|-
| LKMT || MALUG,LIMRA,INPUL,UMVEG || B2 || N2 || 330 ||
|-
| LKMT || || B2 || N2 || 330 ||
|-
| LKPR || DITIS,PISAM,LANUX || E2 || E1 || 320 ||
|-
| LKPR || DITIS,PISAM,LANUX || N2 || N1 || 320 ||
|-
| LKPR || DITIS,PISAM,LANUX || B2 || N2 || 320 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || B4 || 360 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 340 ||
|-
| LKPR || DITIS,PISAM,LANUX || S6 || E6 || 380 ||
|-
| LKTB || || W5 || B5 || 370 ||
|-
| LKTB || || W5 || S5 || 370 ||
|-
| LKTB || || B2 || B1 || 320 ||
|-
| LKTB || || S2 || S1 || 320 ||
|-
| LKTB || || N2 || N1 || 320 ||
|-
| LKTB || || B1 || N1 || 310 ||
|-
| LKTB || || N1 || E1@310B || 250 ||
|-
| LKTB || || S1 || E1@310B || 250 ||
|-
| LKTB || || E1 || V || 250 ||
|-
| LKTB || COP? || S3 || B3 || 350 ||
|-
| LOWI || NANIT || E2 || N2 || 320 ||
|-
| LOWI || NANIT || N2 || N1 || 320 ||
|-
| LOWI || NANIT || N1 || B1@310B || 300 ||
|-
| LOWI || NANIT || B1 || W1@250B || 170 ||
|-
| LOWI || NANIT || W1 || AI || 170 ||
|-
| LOWI || NANIT || S2 || S1 || 320 ||
|-
| LOWI || NANIT || S1 || B1@310B || 300 ||
|-
| LOWI || NANIT || S1 || B1@310B || 300 ||
|-
| LOWI || SBG || E2 || N2 || 320 ||
|-
| LOWI || SBG || N2 || N1 || 320 ||
|-
| LOWI || SBG || N1 || B1@240B || 170 ||
|-
| LOWI || SBG || B1 || AS || 130 || RMK: 130 latest at SBG
|-
| LOWI || SBG || AS || AI || 120 || RMK: remain clear of EDMM in Königsee Area
|-
| LOWI || SBG || S2 || S1 || 320 ||
|-
| LOWI || SBG || S1 || B1@240B || 170 || RMK: 130 latest at SBG
|-
| LOWK || ABIRI || E2 || E1 || 320 ||
|-
| LOWK || ABIRI || E1 || S1@310B || 250 ||
|-
| LOWK || ABIRI || S1 || AG || 170 ||
|-
| LOWK || ABIRI || AG || AK@170B || 120 ||
|-
| LOWK || || N2 || N1 || 320 ||
|-
| LOWK || || N1 || B1 || 310 ||
|-
| LOWK || ABIRI || B1 || S1@250B || 170 ||
|-
| LOWK || TISMA,ARNOS,EVAXI || B1 || W1@250B || 170 ||
|-
| LOWK || TISMA,ARNOS,EVAXI || W1 || AK || 170 ||
|-
| LOWK || || W2 || W1 || 320 ||
|-
| LOWL || || E2 || E1 || 320 ||
|-
| LOWL || || E1 || V || 250 ||
|-
| LOWL || STO (VN),SITNI (VB) || AL || AL@250B || 170 ||
|-
| LOWL || || W2 || W1 || 320 ||
|-
| LOWL || NUBRA || W1 || B1@310B || 230 ||
|-
| LOWL || LIMRA || W1 || S1@310B || 250 ||
|-
| LOWL || LIMRA || S2 || S1 || 320 ||
|-
| LOWL || LIMRA || S1 || B1@310B || 170 ||
|-
| LOWL || NUBRA,LIMRA || B1 || AL || 170 || RMK: remain clear of N1
|-
| LOWS || MATIG || E2 || E1 || 320 ||
|-
| LOWS || MATIG || E1 || N1@310B || 260 ||
|-
| LOWS || MATIG || N1 || B1@310B || 170 ||
|-
| LOWS || || B1 || AS || 130 || RMK: caution, LOWL TMA
|-
| LOWS || NUBRA || S2 || S1 || 320 ||
|-
| LOWS || NUBRA || S1 || B1@310B || 170 ||
|-
| LOWS || RASTA || W2 || W2 || 320 ||
|-
| LOWS || RASTA || W1 || B1@220B || 170 ||
|-
| LOWG || RUPET || E2 || E1 || 320 ||
|-
| LOWG || RUPET || E1 || V || 250 ||
|-
| LOWG || RUPET || VB || AG || 160 || RMK: shall remain clear of S1
|-
| LOWG || LEOBE || N2 || N1 || 320 ||
|-
| LOWG || LEOBE || N1 || B1@310B || 250 ||
|-
| LOWG || LEOBE || B2 || B1 || 320 ||
|-
| LOWG || LEOBE || B1 || S1@310B || 170 ||
|-
| LOWG || LEOBE || S1 || AG || 170 ||
|-
| LOWG || || W2 || W1 || 320 ||
|-
| LOWG || LEOBE || W1 || S1@310B || 170 ||
|-
| LOWG || ABIRI || W1 || AK || 170 ||
|-
| LOWG || ABIRI || AK || AG@170B || 130 ||
|-
| LOXZ || || E2 || E1 || 320 ||
|-
| LOXZ || || E1 || V || 250 ||
|-
| LOXZ || RUPET || VB || AG || 160 ||
|-
| LOXZ || || VB || AG || 160 || RMK: shall remain clear of S1
|-
| LOXZ || || N2 || N1 || 320 ||
|-
| LOXZ || || N1 || B1@310B || 250 ||
|-
| LOXZ || || B2 || B1 || 320 ||
|-
| LOXZ || || B1 || S1@310B || 170 ||
|-
| LOXZ || || W2 || W1 || 320 ||
|-
| LOXZ || || W1 || S1@310B || 170 ||
|-
| LOXZ || || W1 || AK || 170 ||
|-
| LOXZ || || AK || AG@170B || 130 ||
|-
| LOXZ || INLOX,ZW || AG || XZ || 130 ||
|-
| LOWW || || N2 || N2 || 320 ||
|-
| LOWW || || B2 || B1 || 320 ||
|-
| LOWW || || S2 || S1 || 320 ||
|-
| LOWW || BARUG || B1 || N1 || 250 ||
|-
| LOWW || NIGSI || W2 || S2 || 330 ||
|-
| LOWW || MASUR,BARUG || N1 || VB/VN || 170 || RMK: in case of DCT beyond LoR condition changes to ↓FL170/FL240B
|-
| LOWW || NIGSI || S1 || VB || 180 || RMK: in case of DCT beyond LoR condition changes to ↓FL180/FL240B
|-
| LQBK || || E3 || S3 || 350 ||
|-
| LQBK || || N3 || B3 || 350 ||
|-
| LQBK || || B3 || S3 || 350 || Rmk: via LJLA
|-
| LQBK || GORPA || S2 || W2 || 330 ||
|-
| LQBK || || S2 || W2 || 330 ||
|-
| LQBK || || S2 || S1 || 320 || Rmk: via LDZO
|-
| LQBK || GORPA || B5 || W5 || 370 || Rmk: via LJLA
|-
| LQBK || || B5 || W5 || 370 ||
|-
| LSZR || || N2 || B2 || 340 ||
|-
| LSZR || || B2 || B1 || 320 ||
|-
| LSZR || ERKIR || B1 || W1 || 300 ||
|-
| LSZR || ERKIR || W2 || W1 || 320 ||
|-
| LSZR || TRAUN || W2 || B2 || 340 ||
|-
| LSZR || || S2 || B2 || 340 ||
|-
| LSZR || || S2 || W2 || 340 ||
|-
| LSZS || || B2 || W2 || 340 ||
|-
| LSZS || || S4 || W4 || 360 ||
|-
| LSZS || || W2 || W1 || 310 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || B2 || B1 || 320 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || N2 || N1 || 320 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || B1 || N1 || 310 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || N1 || VV@250B || 210 ||
|-
| LZIB,LZPP,LZMC || NIGSI || W2 || S2 || 330 ||
|-
| LZIB,LZPP,LZMC || NIGSI || S2 || S1 || 320 ||
|-
| LZIB,LZPP,LZMC || NIGSI || S1 || VB@250B || 210 ||
|-
| LZIB,LZPP,LZMC || NIGSI || B2 || S2 || 330 ||
|-
| LZKZ,LZSL,LZZI || || E2 || E1 || 320 ||
|-
| LZKZ,LZSL,LZZI || || N5 || || 370 ||
|-
| LZKZ,LZSL,LZZI || || S5 || || 370 ||
|-
|}

Flight Level Allocation Scheme

2026-02-19T16:40:29Z

Jakob Engelbrecht:

= List of flight level allocations within LOVV FIR =

== Introduction ==
These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check [https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_09092020.pdf ENR chart 6.6 ATC sectors].

== Definitions ==
*from unit: the upstream unit that is delivering the flight where sector names according to eAIP ENR 6.6 or the last two letters of the approach unit in question is used.
*ADEP: aerodrome of departure.
*ADES: aerodrome of destination.
*via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.
*cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by "climbing" or "descending" as applicable except if stated otherwise in conditions.
*conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.
*HUFL: Highest usable flight level (sector's top vertical limit).
*LUFL: Lowest usable flight level (sector's bottom vertical limit)
*LAU: Local approach unit

*AoR: area of responsibility (sector).
*LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.
*MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.
*PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.
*SEMI line: the souther sector border of E sector with S sector

*Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.
*Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.

*Annotation: ▲240 +170, pronounced "climbing flight level 240 out of flight level 170", is a short annotation to describe handover conditions. Details to the conditions are found in the conditions-column.

== Procedures ==
*General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.
*Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.
*Vertical handoff: Also called "bottom/ceiling" procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.
*Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector

== DEPARTURES ==
{| class="wikitable"
| '''from unit''' || '''ADEP''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''
|-
|WW ||LOWW ||MEDIX/LUGEM/SOVIL||▲240 +170 ||released, MELK line FL170A||N1
|-
|WW ||LOWW ||RUPET/OSPEN ||▲240 +170 ||released, PINKA line FL170A||S1
|-
|WW ||LOWW ||BUWUT/LANUX ||▲240 +170 ||released||E1
|-
|WW ||LOWW ||RUPET ||160 ||released, ARR LOWK/LOWG||WG
|-
|WW ||LOWW ||SOVIL ||160 ||released, ARR LOWL/LOWS||WL
|-
|WW ||LOAx ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1
|-
|WW ||LOXT ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1
|-
|WW ||LOAx ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1
|-
|WW ||LOXT ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1
|-
|WW ||LKTB || ||240 ||bottom/ceiling||E1
|-
|WW ||LZIB || ||240 ||bottom/ceiling||E1
|-
|WW ||LOWG || ||240 ||bottom/ceiling||E1
|-
|WW ||LOWL || ||240 ||bottom/ceiling||E1
|-
|WI ||LOWI || ||160 ||bottom/ceiling||W1
|-
|WI ||LOWI ||SBG ||110 ||bottom/ceiling||WS
|-
|WI ||LOWS ||DETSA ||160 ||bottom/ceiling||W1
|-
|WS ||LOWS ||DETSA/RTT ||120 ||At level ||WI
|-
|WS ||LOWS ||NEMAL/VERDA||120 ||bottom/ceiling||B1
|-
|WG ||LJMB ||||160 ||bottom/ceiling||S1
|-
|WG ||LOWG || ||160 ||bottom/ceiling||S1
|-
|WK ||LOWK ||via S ||160 ||bottom/ceiling||S1
|-
|WK ||LOWK ||via W ||160 ||bottom/ceiling||W1
|-
|WL ||LOWL || ||160 ||bottom/ceiling||N1
|-
|WL ||LOWL ||via B ||▲160 +130 ||bottom/ceiling, FL130A||B1
|-
|WL ||LOWS || ||160 ||bottom/ceiling||N1
|-
|E1 ||LOWL || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LOWG || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKPR || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKPD || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKMT || ||300 ||bottom/ceiling ||E2
|-
|S1 ||LOWG ||Via E ||220 || ||WW
|-
|S1 ||LOWG ||Via N ||260 ||climbing ||N1
|-
|S1 ||LOWG ||Via W ||300 ||bottom/ceiling ||W1
|-
|S1 ||LOWG ||Via B ||300 ||bottom/ceiling ||B1
|-
|S1 ||LOWK || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LOWL || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LOWS || ||300 ||bottom/ceiling ||S2
|-
|S1 ||TMA LOWW || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LJLJ || ||300 ||bottom/ceiling ||S2
|-
|N1 ||LOWL || ||240 ||bottom/ceiling ||WW
|-
|N1 ||LOWL || ||▲250 ||climbing ||S1
|-
|N1 ||TMA LOWW || ||300 ||bottom/ceiling ||N2
|-
|N1 ||LOWG || ||300 ||bottom/ceiling ||N2
|-
|N1 ||EDDM || ||300 ||bottom/ceiling ||N2
|-
|N1 ||LOWS || ||300 ||bottom/ceiling ||N2
|-
|E1 ||LZIB || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKTB || ||300 ||bottom/ceiling ||E2
|-
|W2 ||LOWI || ||▲330 ||climbing ||S2
|-
|W1 ||EDDM || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LOWI || ||300 ||bottom/ceiling, via W ||W2
|-
|W1 ||LOWI || ||290 ||bottom/ceiling, via B ||B1
|-
|W1 ||LOWK || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LOWS || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LJLJ || ||300 ||bottom/ceiling ||W2
|-
|B1 ||LOWL ||Via W ||300 ||bottom/ceiling ||W1
|-
|B1 ||LOWI || ||300 ||bottom/ceiling ||B2
|-
|B1 ||LOWS ||VERDA ||290 ||bottom/ceiling ||W1
|-
|B1 ||LOWS ||Via S ||290 ||bottom/ceiling ||S1
|-
|B1 ||LOWS ||Via N ||250 ||bottom/ceiling ||N1
|-
|B1 ||EDDM ||KIRDI ||290 ||bottom/ceiling ||N1
|-
|}

### ARR ###
{| class="wikitable"
| '''ADEP''' || '''via'''|| '''from unit''' || '''to unit'''||'''cleared level''' || '''conditions'''
|-
| EDDM || || E2 || N2 || 320 ||
|-
| EDDM || || N2 || N1 || 320 ||
|-
| EDDM || MATIG || N1 || B1@FL310B || 170 ||
|-
| EDDM || || S2 || S1 || 320 ||
|-
| EDDM || ATGOH,SUNIS,GOTAR || S1 || B1@FL290B || 250 ||
|-
| EDDM || REDBU,EXHEK || S1 || B1@FL310B || 290 ||
|-
| EDDM || REDBU || W2 || W1 || 320 ||
|-
| EDDM || REDBU,RASTA || W1 || B1@FL240B || 200 ||
|-
| EDDN || || E4 || N4 || 360 ||
|-
| EDDN || || N2 || N2 || 320 ||
|-
| EDDN || SIMBA || N2 || B2 || 340 ||
|-
| EDDN || || B2 || B1 || 320 ||
|-
| EDDN || || S4 || B4 || 360 ||
|-
| EDDN || || W4 || S4 || 360 ||
|-
| EDDN || SIMBA || W2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || N2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || B2 || B1 || 320 ||
|-
| EDDS || KIRDI,EBEDA || W2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || S2 || B2 || 340 ||
|-
| EDJA || || E4 || N4 || 360 ||
|-
| EDJA || || N2 || B2 || 340 ||
|-
| EDJA || || B2 || B1 || 320 ||
|-
| EDJA || ERKIR || B1 || W1 || 300 ||
|-
| EDJA || ERKIR || W2 || W1 || 320 ||
|-
| EDJA || TRAUN || W2 || B2 || 340 ||
|-
| EDJA || || S2 || B2 || 340 ||
|-
| EDJA || || S2 || W2 || 340 ||
|-
| EDNY || || E4 || N4 || 360 ||
|-
| EDNY || || N2 || B2 || 340 ||
|-
| EDNY || || B2 || B1 || 320 ||
|-
| EDNY || ERKIR || B1 || W1 || 300 ||
|-
| EDNY || ERKIR || W2 || W1 || 320 ||
|-
| EDNY || TRAUN || W2 || B2 || 340 ||
|-
| EDNY || || S2 || B2 || 340 ||
|-
| EDNY || || S2 || W2 || 340 ||
|-
| EDQG || || E4 || N4 || 360 ||
|-
| EDQG || || N2 || B2 || 340 ||
|-
| EDQG || || B2 || B1 || 320 ||
|-
| EDQG || ERKIR || B1 || W1 || 300 ||
|-
| EDQG || ERKIR || W2 || W1 || 320 ||
|-
| EDQG || TRAUN || W2 || B2 || 340 ||
|-
| EDQG || || S2 || B2 || 340 ||
|-
| EDQG || || S2 || W2 || 340 ||
|-
| EDTY || || E4 || N4 || 360 ||
|-
| EDTY || || N2 || B2 || 340 ||
|-
| EDTY || || B2 || B1 || 320 ||
|-
| EDTY || ERKIR || B1 || W1 || 300 ||
|-
| EDTY || ERKIR || W2 || W1 || 320 ||
|-
| EDTY || TRAUN || W2 || B2 || 340 ||
|-
| EDTY || || S2 || B2 || 340 ||
|-
| EDTY || || S2 || W2 || 340 ||
|-
| EDMS || || E2 || N2 || 340 ||
|-
| EDMS || || N2 || N1 || 320 ||
|-
| EDMS || || W2 || W1 || 320 ||
|-
| EDMS || || W1 || W1@310B || 300 ||
|-
| EDMS || || S2 || S1 || 320 ||
|-
| EDMS || || S1 || S1@310B || 300 ||
|-
| EMDS || || W2 || S2 || 340 ||
|-
| EDMA || || E2 || N2 || 320 ||
|-
| EDMA || || N2 || N1 || 320 ||
|-
| EDMA || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| EDMA || || W2 || W1 || 320 || |-
| EDMA || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| EDMA || || S2 || S1 || 320 || |-
| EDMA || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| EDMO || || E2 || N2 || 320 ||
|-
| EDMO || || N2 || N1 || 320 ||
|-
| EDMO || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| EDMO || || W2 || W1 || 320 ||
|-
| EDMO || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| EDMO || || S2 || S1 || 320 ||
|-
| EDMO || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| ETSI || || E2 || N2 || 320 ||
|-
| ETSI || || N2 || N1 || 320 ||
|-
| ETSI || TRAUN,TITIG || N1 || B1@FL310B || 170 ||
|-
| ETSI || || W2 || W1 || 320 ||
|-
| ETSI || TRAUN,TITIG || W1 || B1@FL310B || 220 ||
|-
| ETSI || || S2 || S1 || 320 ||
|-
| ETSI || TRAUN,TITIG || S1 || B1@FL310B || 270 ||
|-
| EPKK || || N3 || E3 || 330 ||
|-
| EPKK || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| EPKT || || N3 || E3 || 330 ||
|-
| EPKT || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| EPWR || || N3 || E3 || 330 ||
|-
| EPWR || LEDVA,NAVTI || N5 || E5 || 370 ||
|-
| LDLO || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDLO || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDLO || || B2 || W2 || 330 ||
|-
| LDLO || || S1 || W1@310B || 290 ||
|-
| LDLO || || S2 || S1 || 320 ||
|-
| LDLO || || W2 || W1 || 320 ||
|-
| LDLO || || B2 || S2 || 330 ||
|-
| LDPL || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDPL || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDPL || || B2 || W2 || 330 ||
|-
| LDPL || || S1 || W1@310B || 290 ||
|-
| LDPL || || S2 || S1 || 320 ||
|-
| LDPL || || W2 || W1 || 320 ||
|-
| LDPL || || B2 || S2 || 330 ||
|-
| LDRI || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LDRI || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 ||
|-
| LDRI || || B2 || W2 || 330 ||
|-
| LDRI || || S1 || W1@310B || 290 ||
|-
| LDRI || || S2 || S1 || 320 ||
|-
| LDRI || || W2 || W1 || 320 ||
|-
| LDRI || || B2 || S2 || 330 ||
|-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E1 || E1 || 310 ||
|-
| LDZA,LDVA || || N3 || B3 || 350 ||
|-
| LDZA,LDVA || || B2 || W2 || 330 ||
|-
| LDZA,LDVA || || B2 || S2 || 330 ||
|-
| LDZA,LDVA || || W2 || S2 || 330 ||
|-
| LDZA,LDVA || || W2 || W1 || 320 ||
|-
| LDZA,LDVA || || S2 || S1 || 320 ||
|-
| LDZA,LDVA || || N2 || E2 || 330 ||
|-
| LDZD || || N5 || B5 || 370 ||
|-
| LDZD || || B5 || W5 || 370 ||
|-
| LDZD || || B3 || S3 || 350 ||
|-
| LDZD || || S2 || W2 || 330 ||
|-
| LDZD || || E6 || S6 || 380 ||
|-
| LHBP,LHKE,LHTL || || N5 || E5 || 370 ||
|-
| LHBP,LHKE,LHTL || || S2 || E2 || 330 ||
|-
| LHPP || || E2 || E1 || 320 ||
|-
| LHPP || || S2 || S1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E2 || E1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E1 || APP Wien? || 250 ||
|-
| LHPA,LHPR,LHSM || || N2 || N1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || N1 || APP Wien? VB/VN@240B || 210 ||
|-
| LHPA,LHPR,LHSM || || B2 || B1 || 320 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || B1 || N1 || 310 ||
|-
| LHPA,LHPR,LHSM || COP? || B1 || N1 || 310 ||
|-
| LHPA,LHPR,LHSM || ADGOH,SUNIS,GOTAR || W2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || || W2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || || S2 || S1 || 320 ||
|-
| LHPA,LHPR,LHSM || || B2 || S2 || 330 ||
|-
| LHPA,LHPR,LHSM || STEIN,SASAL || S1 || VB@240B || 210 ||
|-
| LIME || DETSA || B4 || W4 || 360 ||
|-
| LIMx || DETSA || B4 || W4 || 360 ||
|-
| LIPx || DETSA || B4 || W4 || 360 ||
|-
| LIPx || DETSA || S4 || W4 || 360 ||
|-
| LIPE || DETSA || B4 || W4 || 360 ||
|-
| LIPH || || B4 || W4 || 360 ||
|-
| LIPH || TIBRO,RAXHO || B2 || S2 || 320 ||
|-
| LIPH || || W2 || W1 || 320 ||
|-
| LIPH || DETSA || S4 || W4 || 360 ||
|-
| LIPQ || MIKOV,TAGAS || E2 || S2 || 320 ||
|-
| LIPQ || || N2 || B2 || 330 ||
|-
| LIPQ || || B2 || S2 || 330 ||
|-
| LIPQ || || B2 || B1 || 310 ||
|-
| LIPQ || || B1 || W1 || 310 ||
|-
| LIPQ || || S2 || S1 || 320 ||
|-
| LIPQ || || S1 || W1 || 310 ||
|-
| LIPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 340 ||
|-
| LIPZ || || B4 || W4 || 360 ||
|-
| LIPZ || || W2 || W1 || 320 ||
|-
| LJCE || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LJCE || MIKOV,TAGAS,MAREG || E2 || S1 || 310 ||
|-
| LJCE || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 ||
|-
| LJCE || || B2 || B1 || 320 ||
|-
| LJCE || || B1 || B1 || 310 ||
|-
| LJCE || || B1 || W1 || 310 ||
|-
| LJCE || || S1 || W1 || 310 ||
|-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || E1 || 320 ||
|-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || S1 || 310 ||
|-
| LJLJ || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 ||
|-
| LJLJ || || B2 || B1 || 320 ||
|-
| LJLJ || || B1 || B1 || 310 ||
|-
| LJLJ || || B1 || W1 || 310 ||
|-
| LJLJ || VALLU,LUMUS,BERTA || S1 || W1 || 310 ||
|-
| LJLJ || RADLY || S1 || AG || 170 ||
|-
| LJLJ || VALLU,LUMUS,BERTA || W1 || AK || 170 ||
|-
| LJMB || || N2 || N1 || 320 ||
|-
| LJMB || || E2 || E1 || 320 ||
|-
| LJMB || || B2 || B1 || 320 ||
|-
| LJMB || || S2 || S1 || 320 ||
|-
| LJMB || || W2 || W1 || 320 ||
|-
| LJMB || || N1 || E1 || 310 ||
|-
| LJMB || || N1 || B1 || 310 ||
|-
| LJMB || || B1 || S1 || 310 ||
|-
| LJMB || || B1 || W1 || 310 ||
|-
| LJMB || GOLVA,MUREG || S1 || AG@310B || 170 ||
|-
| LJMB || GOLVA,MUREG || W1 || AG@310B || 170 ||
|-
| LJPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 320 ||
|-
| LJPZ || || N2 || B2 || 330 ||
|-
| LJPZ || || B2 || S2 || 330 ||
|-
| LJPZ || || B2 || B1 || 310 ||
|-
| LJPZ || || B1 || W1 || 310 ||
|-
| LJPZ || || S2 || S1 || 320 ||
|-
| LJPZ || || S1 || W1 || 310 ||
|-
| LKCS || || S2 || S1 || 320 ||
|-
| LKCS || ADLET || B2 || B1 || 320 ||
|-
| LKCS || DITIS || S1 || E1@310B || 250 ||
|-
| LKCS || DITIS || E1 || V || 250 ||
|-
| LKCS || ADLET || W2 || B2 || 330 ||
|-
| LKCS || ADLET || B1 || N1@250B || 170 ||
|-
| LKCS || ADLET || N1 || AL || 170 ||
|-
| LKVO,LKKB || DITIS,PISAM,LANUX || E2 || E1 || 320 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKVO,LKKB || DITIS,PISAM,LANUX || S5 || E5 || 370 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 ||
|-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 ||
|-
| LKKU || || E1 || VB/VN || 250 ||
|-
| LKKU || || N1 || E1@310B || 250 ||
|-
| LKKU || || S1 || E1@310B || 250 ||
|-
| LKKU || || N2 || N1 || 320 ||
|-
| LKKU || || S2 || S1 || 320 ||
|-
| LKKU || || B2 || B2 || 320 ||
|-
| LKKU || || B1 || B1 || 310 ||
|-
| LKKU || || W5 || B5 || 370 ||
|-
| LKKU || || W5 || S5 || 370 ||
|-
| LKKU || || S3 || B3 || 350 ||
|-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || E2 || E1 || 320 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || S5 || E5 || 370 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 ||
|-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || N2 || N1 || 320 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || B2 || N2 || 320 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || W4 || B5 || 360 ||
|-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || S2 || B2 || 340 ||
|-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || S2 || E2 || 340 ||
|-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || E2 || E1 || 320 ||
|-
| LKMT || || E2 || E1 || 320 ||
|-
| LKMT || INSAX,VAMET,RADLY,ABIRI,ROPAG || S2 || E2 || 340 ||
|-
| LKMT || || S2 || B2 || 340 ||
|-
| LKMT || || W4 || B4 || 360 ||
|-
| LKMT || MALUG,LIMRA,INPUL,UMVEG || B2 || N2 || 330 ||
|-
| LKMT || || B2 || N2 || 330 ||
|-
| LKPR || DITIS,PISAM,LANUX || E2 || E1 || 320 ||
|-
| LKPR || DITIS,PISAM,LANUX || N2 || N1 || 320 ||
|-
| LKPR || DITIS,PISAM,LANUX || B2 || N2 || 320 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || B4 || 360 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 ||
|-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 340 ||
|-
| LKPR || DITIS,PISAM,LANUX || S6 || E6 || 380 ||
|-
| LKTB || || W5 || B5 || 370 ||
|-
| LKTB || || W5 || S5 || 370 ||
|-
| LKTB || || B2 || B1 || 320 ||
|-
| LKTB || || S2 || S1 || 320 ||
|-
| LKTB || || N2 || N1 || 320 ||
|-
| LKTB || || B1 || N1 || 310 ||
|-
| LKTB || || N1 || E1@310B || 250 ||
|-
| LKTB || || S1 || E1@310B || 250 ||
|-
| LKTB || || E1 || V || 250 ||
|-
| LKTB || COP? || S3 || B3 || 350 ||
|-
| LOWI || NANIT || E2 || N2 || 320 ||
|-
| LOWI || NANIT || N2 || N1 || 320 ||
|-
| LOWI || NANIT || N1 || B1@310B || 300 ||
|-
| LOWI || NANIT || B1 || W1@250B || 170 ||
|-
| LOWI || NANIT || W1 || AI || 170 ||
|-
| LOWI || NANIT || S2 || S1 || 320 ||
|-
| LOWI || NANIT || S1 || B1@310B || 300 ||
|-
| LOWI || NANIT || S1 || B1@310B || 300 ||
|-
| LOWI || SBG || E2 || N2 || 320 ||
|-
| LOWI || SBG || N2 || N1 || 320 ||
|-
| LOWI || SBG || N1 || B1@240B || 170 ||
|-
| LOWI || SBG || B1 || AS || 130 || RMK: 130 latest at SBG
|-
| LOWI || SBG || AS || AI || 120 || RMK: remain clear of EDMM in Königsee Area
|-
| LOWI || SBG || S2 || S1 || 320 ||
|-
| LOWI || SBG || S1 || B1@240B || 170 || RMK: 130 latest at SBG
|-
| LOWK || ABIRI || E2 || E1 || 320 ||
|-
| LOWK || ABIRI || E1 || S1@310B || 250 ||
|-
| LOWK || ABIRI || S1 || AG || 170 ||
|-
| LOWK || ABIRI || AG || AK@170B || 120 ||
|-
| LOWK || || N2 || N1 || 320 ||
|-
| LOWK || || N1 || B1 || 310 ||
|-
| LOWK || ABIRI || B1 || S1@250B || 170 ||
|-
| LOWK || TISMA,ARNOS,EVAXI || B1 || W1@250B || 170 ||
|-
| LOWK || TISMA,ARNOS,EVAXI || W1 || AK || 170 ||
|-
| LOWK || || W2 || W1 || 320 ||
|-
| LOWL || || E2 || E1 || 320 ||
|-
| LOWL || || E1 || V || 250 ||
|-
| LOWL || STO (VN),SITNI (VB) || AL || AL@250B || 170 ||
|-
| LOWL || || W2 || W1 || 320 ||
|-
| LOWL || NUBRA || W1 || B1@310B || 230 ||
|-
| LOWL || LIMRA || W1 || S1@310B || 250 ||
|-
| LOWL || LIMRA || S2 || S1 || 320 ||
|-
| LOWL || LIMRA || S1 || B1@310B || 170 ||
|-
| LOWL || NUBRA,LIMRA || B1 || AL || 170 || RMK: remain clear of N1
|-
| LOWS || MATIG || E2 || E1 || 320 ||
|-
| LOWS || MATIG || E1 || N1@310B || 260 ||
|-
| LOWS || MATIG || N1 || B1@310B || 170 ||
|-
| LOWS || || B1 || AS || 130 || RMK: caution, LOWL TMA
|-
| LOWS || NUBRA || S2 || S1 || 320 ||
|-
| LOWS || NUBRA || S1 || B1@310B || 170 ||
|-
| LOWS || RASTA || W2 || W2 || 320 ||
|-
| LOWS || RASTA || W1 || B1@220B || 170 ||
|-
| LOWG || RUPET || E2 || E1 || 320 ||
|-
| LOWG || RUPET || E1 || V || 250 ||
|-
| LOWG || RUPET || VB || AG || 160 || RMK: shall remain clear of S1
|-
| LOWG || LEOBE || N2 || N1 || 320 ||
|-
| LOWG || LEOBE || N1 || B1@310B || 250 ||
|-
| LOWG || LEOBE || B2 || B1 || 320 ||
|-
| LOWG || LEOBE || B1 || S1@310B || 170 ||
|-
| LOWG || LEOBE || S1 || AG || 170 ||
|-
| LOWG || || W2 || W1 || 320 ||
|-
| LOWG || LEOBE || W1 || S1@310B || 170 ||
|-
| LOWG || ABIRI || W1 || AK || 170 ||
|-
| LOWG || ABIRI || AK || AG@170B || 130 ||
|-
| LOXZ || || E2 || E1 || 320 ||
|-
| LOXZ || || E1 || V || 250 ||
|-
| LOXZ || RUPET || VB || AG || 160 ||
|-
| LOXZ || || VB || AG || 160 || RMK: shall remain clear of S1
|-
| LOXZ || || N2 || N1 || 320 ||
|-
| LOXZ || || N1 || B1@310B || 250 ||
|-
| LOXZ || || B2 || B1 || 320 ||
|-
| LOXZ || || B1 || S1@310B || 170 ||
|-
| LOXZ || || W2 || W1 || 320 ||
|-
| LOXZ || || W1 || S1@310B || 170 ||
|-
| LOXZ || || W1 || AK || 170 ||
|-
| LOXZ || || AK || AG@170B || 130 ||
|-
| LOXZ || INLOX,ZW || AG || XZ || 130 ||
|-
| LOWW || || N2 || N2 || 320 ||
|-
| LOWW || || B2 || B1 || 320 ||
|-
| LOWW || || S2 || S1 || 320 ||
|-
| LOWW || BARUG || B1 || N1 || 250 ||
|-
| LOWW || NIGSI || W2 || S2 || 330 ||
|-
| LOWW || MASUR,BARUG || N1 || VB/VN || 170 || RMK: in case of DCT beyond LoR condition changes to ↓FL170/FL240B
|-
| LOWW || NIGSI || S1 || VB || 180 || RMK: in case of DCT beyond LoR condition changes to ↓FL180/FL240B
|-
| LQBK || || E3 || S3 || 350 ||
|-
| LQBK || || N3 || B3 || 350 ||
|-
| LQBK || || B3 || S3 || 350 || Rmk: via LJLA
|-
| LQBK || GORPA || S2 || W2 || 330 ||
|-
| LQBK || || S2 || W2 || 330 ||
|-
| LQBK || || S2 || S1 || 320 || Rmk: via LDZO
|-
| LQBK || GORPA || B5 || W5 || 370 || Rmk: via LJLA
|-
| LQBK || || B5 || W5 || 370 ||
|-
| LSZR || || N2 || B2 || 340 ||
|-
| LSZR || || B2 || B1 || 320 ||
|-
| LSZR || ERKIR || B1 || W1 || 300 ||
|-
| LSZR || ERKIR || W2 || W1 || 320 ||
|-
| LSZR || TRAUN || W2 || B2 || 340 ||
|-
| LSZR || || S2 || B2 || 340 ||
|-
| LSZR || || S2 || W2 || 340 ||
|-
| LSZS || || B2 || W2 || 340 ||
|-
| LSZS || || S4 || W4 || 360 ||
|-
| LSZS || || W2 || W1 || 310 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || B2 || B1 || 320 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || N2 || N1 || 320 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || B1 || N1 || 310 ||
|-
| LZIB,LZPP,LZMC || BARUG,MASUR || N1 || VV@250B || 210 ||
|-
| LZIB,LZPP,LZMC || NIGSI || W2 || S2 || 330 ||
|-
| LZIB,LZPP,LZMC || NIGSI || S2 || S1 || 320 ||
|-
| LZIB,LZPP,LZMC || NIGSI || S1 || VB@250B || 210 ||
|-
| LZIB,LZPP,LZMC || NIGSI || B2 || S2 || 330 ||
|-
| LZKZ,LZSL,LZZI || || E2 || E1 || 320 ||
|-
| LZKZ,LZSL,LZZI || || N5 || || 370 || |-
| LZKZ,LZSL,LZZI || || S5 || || 370 ||
|-
|}

Flight Level Allocation Scheme

2026-02-19T16:33:39Z

Jakob Engelbrecht:

= List of flight level allocations within LOVV FIR =

== Introduction ==
These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check [https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_09092020.pdf ENR chart 6.6 ATC sectors].

== Definitions ==
*from unit: the upstream unit that is delivering the flight where sector names according to eAIP ENR 6.6 or the last two letters of the approach unit in question is used.
*ADEP: aerodrome of departure.
*ADES: aerodrome of destination.
*via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.
*cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by "climbing" or "descending" as applicable except if stated otherwise in conditions.
*conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.
*HUFL: Highest usable flight level (sector's top vertical limit).
*LUFL: Lowest usable flight level (sector's bottom vertical limit)
*LAU: Local approach unit

*AoR: area of responsibility (sector).
*LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.
*MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.
*PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.
*SEMI line: the souther sector border of E sector with S sector

*Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.
*Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.

*Annotation: ▲240 +170, pronounced "climbing flight level 240 out of flight level 170", is a short annotation to describe handover conditions. Details to the conditions are found in the conditions-column.

== Procedures ==
*General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.
*Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.
*Vertical handoff: Also called "bottom/ceiling" procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.
*Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector

== DEPARTURES ==
{| class="wikitable"
| '''from unit''' || '''ADEP''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''
|-
|WW ||LOWW ||MEDIX/LUGEM/SOVIL||▲240 +170 ||released, MELK line FL170A||N1
|-
|WW ||LOWW ||RUPET/OSPEN ||▲240 +170 ||released, PINKA line FL170A||S1
|-
|WW ||LOWW ||BUWUT/LANUX ||▲240 +170 ||released||E1
|-
|WW ||LOWW ||RUPET ||160 ||released, ARR LOWK/LOWG||WG
|-
|WW ||LOWW ||SOVIL ||160 ||released, ARR LOWL/LOWS||WL
|-
|WW ||LOAx ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1
|-
|WW ||LOXT ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1
|-
|WW ||LOAx ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1
|-
|WW ||LOXT ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1
|-
|WW ||LKTB || ||240 ||bottom/ceiling||E1
|-
|WW ||LZIB || ||240 ||bottom/ceiling||E1
|-
|WW ||LOWG || ||240 ||bottom/ceiling||E1
|-
|WW ||LOWL || ||240 ||bottom/ceiling||E1
|-
|WI ||LOWI || ||160 ||bottom/ceiling||W1
|-
|WI ||LOWI ||SBG ||110 ||bottom/ceiling||WS
|-
|WI ||LOWS ||DETSA ||160 ||bottom/ceiling||W1
|-
|WS ||LOWS ||DETSA/RTT ||120 ||At level ||WI
|-
|WS ||LOWS ||NEMAL/VERDA||120 ||bottom/ceiling||B1
|-
|WG ||LJMB ||||160 ||bottom/ceiling||S1
|-
|WG ||LOWG || ||160 ||bottom/ceiling||S1
|-
|WK ||LOWK ||via S ||160 ||bottom/ceiling||S1
|-
|WK ||LOWK ||via W ||160 ||bottom/ceiling||W1
|-
|WL ||LOWL || ||160 ||bottom/ceiling||N1
|-
|WL ||LOWL ||via B ||▲160 +130 ||bottom/ceiling, FL130A||B1
|-
|WL ||LOWS || ||160 ||bottom/ceiling||N1
|-
|E1 ||LOWL || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LOWG || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKPR || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKPD || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKMT || ||300 ||bottom/ceiling ||E2
|-
|S1 ||LOWG ||Via E ||220 || ||WW
|-
|S1 ||LOWG ||Via N ||260 ||climbing ||N1
|-
|S1 ||LOWG ||Via W ||300 ||bottom/ceiling ||W1
|-
|S1 ||LOWG ||Via B ||300 ||bottom/ceiling ||B1
|-
|S1 ||LOWK || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LOWL || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LOWS || ||300 ||bottom/ceiling ||S2
|-
|S1 ||TMA LOWW || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LJLJ || ||300 ||bottom/ceiling ||S2
|-
|N1 ||LOWL || ||240 ||bottom/ceiling ||WW
|-
|N1 ||LOWL || ||▲250 ||climbing ||S1
|-
|N1 ||TMA LOWW || ||300 ||bottom/ceiling ||N2
|-
|N1 ||LOWG || ||300 ||bottom/ceiling ||N2
|-
|N1 ||EDDM || ||300 ||bottom/ceiling ||N2
|-
|N1 ||LOWS || ||300 ||bottom/ceiling ||N2
|-
|E1 ||LZIB || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKTB || ||300 ||bottom/ceiling ||E2
|-
|W2 ||LOWI || ||▲330 ||climbing ||S2
|-
|W1 ||EDDM || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LOWI || ||300 ||bottom/ceiling, via W ||W2
|-
|W1 ||LOWI || ||290 ||bottom/ceiling, via B ||B1
|-
|W1 ||LOWK || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LOWS || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LJLJ || ||300 ||bottom/ceiling ||W2
|-
|B1 ||LOWL ||Via W ||300 ||bottom/ceiling ||W1
|-
|B1 ||LOWI || ||300 ||bottom/ceiling ||B2
|-
|B1 ||LOWS ||VERDA ||290 ||bottom/ceiling ||W1
|-
|B1 ||LOWS ||Via S ||290 ||bottom/ceiling ||S1
|-
|B1 ||LOWS ||Via N ||250 ||bottom/ceiling ||N1
|-
|B1 ||EDDM ||KIRDI ||290 ||bottom/ceiling ||N1
|-
|}

### ARR ###
{| class="wikitable"
| '''ADEP''' || '''via'''|| '''from unit''' || '''to unit'''||'''cleared level''' || '''conditions'''
|-
| EDDM || || E2 || N2 || 320 ||
|-
| EDDM || || N2 || N1 || 320 ||
|-
| EDDM || MATIG || N1 || B1@FL310B || 170 ||
|-
| EDDM || || S2 || S1 || 320 ||
|-
| EDDM || ATGOH,SUNIS,GOTAR || S1 || B1@FL290B || 250 ||
|-
| EDDM || REDBU,EXHEK || S1 || B1@FL310B || 290 ||
|-
| EDDM || REDBU || W2 || W1 || 320 ||
|-
| EDDM || REDBU,RASTA || W1 || B1@FL240B || 200 ||
|-
| EDDN || || E4 || N4 || 360 ||
|-
| EDDN || || N2 || N2 || 320 ||
|-
| EDDN || SIMBA || N2 || B2 || 340 ||
|-
| EDDN || || B2 || B1 || 320 ||
|-
| EDDN || || S4 || B4 || 360 ||
|-
| EDDN || || W4 || S4 || 360 ||
|-
| EDDN || SIMBA || W2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || N2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || B2 || B1 || 320 ||
|-
| EDDS || KIRDI,EBEDA || W2 || B2 || 340 ||
|-
| EDDS || KIRDI,EBEDA || S2 || B2 || 340 ||
|-
| EDJA || || E4 || N4 || 360 || |-
| EDJA || || N2 || B2 || 340 || |-
| EDJA || || B2 || B1 || 320 || |-
| EDJA || ERKIR || B1 || W1 || 300 || |-
| EDJA || ERKIR || W2 || W1 || 320 || |-
| EDJA || TRAUN || W2 || B2 || 340 || |-
| EDJA || || S2 || B2 || 340 || |-
| EDJA || || S2 || W2 || 340 || |-
| EDNY || || E4 || N4 || 360 || |-
| EDNY || || N2 || B2 || 340 || |-
| EDNY || || B2 || B1 || 320 || |-
| EDNY || ERKIR || B1 || W1 || 300 || |-
| EDNY || ERKIR || W2 || W1 || 320 || |-
| EDNY || TRAUN || W2 || B2 || 340 || |-
| EDNY || || S2 || B2 || 340 || |-
| EDNY || || S2 || W2 || 340 || |-
| EDQG || || E4 || N4 || 360 || |-
| EDQG || || N2 || B2 || 340 || |-
| EDQG || || B2 || B1 || 320 || |-
| EDQG || ERKIR || B1 || W1 || 300 || |-
| EDQG || ERKIR || W2 || W1 || 320 || |-
| EDQG || TRAUN || W2 || B2 || 340 || |-
| EDQG || || S2 || B2 || 340 || |-
| EDQG || || S2 || W2 || 340 || |-
| EDTY || || E4 || N4 || 360 || |-
| EDTY || || N2 || B2 || 340 || |-
| EDTY || || B2 || B1 || 320 || |-
| EDTY || ERKIR || B1 || W1 || 300 || |-
| EDTY || ERKIR || W2 || W1 || 320 || |-
| EDTY || TRAUN || W2 || B2 || 340 || |-
| EDTY || || S2 || B2 || 340 || |-
| EDTY || || S2 || W2 || 340 || |-
| EDMS || || E2 || N2 || 340 || |-
| EDMS || || N2 || N1 || 320 || |-
| EDMS || || W2 || W1 || 320 || |-
| EDMS || || W1 || W1@310B || 300 || |-
| EDMS || || S2 || S1 || 320 || |-
| EDMS || || S1 || S1@310B || 300 || |-
| EMDS || || W2 || S2 || 340 || |-
| EDMA || || E2 || N2 || 320 || |-
| EDMA || || N2 || N1 || 320 || |-
| EDMA || TRAUN,TITIG || N1 || B1@FL310B || 170 || |-
| EDMA || || W2 || W1 || 320 || |-
| EDMA || TRAUN,TITIG || W1 || B1@FL310B || 220 || |-
| EDMA || || S2 || S1 || 320 || |-
| EDMA || TRAUN,TITIG || S1 || B1@FL310B || 270 || |-
| EDMO || || E2 || N2 || 320 || |-
| EDMO || || N2 || N1 || 320 || |-
| EDMO || TRAUN,TITIG || N1 || B1@FL310B || 170 || |-
| EDMO || || W2 || W1 || 320 || |-
| EDMO || TRAUN,TITIG || W1 || B1@FL310B || 220 || |-
| EDMO || || S2 || S1 || 320 || |-
| EDMO || TRAUN,TITIG || S1 || B1@FL310B || 270 || |-
| ETSI || || E2 || N2 || 320 || |-
| ETSI || || N2 || N1 || 320 || |-
| ETSI || TRAUN,TITIG || N1 || B1@FL310B || 170 || |-
| ETSI || || W2 || W1 || 320 || |-
| ETSI || TRAUN,TITIG || W1 || B1@FL310B || 220 || |-
| ETSI || || S2 || S1 || 320 || |-
| ETSI || TRAUN,TITIG || S1 || B1@FL310B || 270 || |-
| EPKK || || N3 || E3 || 330 || |-
| EPKK || LEDVA,NAVTI || N5 || E5 || 370 || |-
| EPKT || || N3 || E3 || 330 || |-
| EPKT || LEDVA,NAVTI || N5 || E5 || 370 || |-
| EPWR || || N3 || E3 || 330 || |-
| EPWR || LEDVA,NAVTI || N5 || E5 || 370 || |-
| LDLO || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LDLO || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 || |-
| LDLO || || B2 || W2 || 330 || |-
| LDLO || || S1 || W1@310B || 290 || |-
| LDLO || || S2 || S1 || 320 || |-
| LDLO || || W2 || W1 || 320 || |-
| LDLO || || B2 || S2 || 330 || |-
| LDPL || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LDPL || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 || |-
| LDPL || || B2 || W2 || 330 || |-
| LDPL || || S1 || W1@310B || 290 || |-
| LDPL || || S2 || S1 || 320 || |-
| LDPL || || W2 || W1 || 320 || |-
| LDPL || || B2 || S2 || 330 || |-
| LDRI || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LDRI || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 || |-
| LDRI || || B2 || W2 || 330 || |-
| LDRI || || S1 || W1@310B || 290 || |-
| LDRI || || S2 || S1 || 320 || |-
| LDRI || || W2 || W1 || 320 || |-
| LDRI || || B2 || S2 || 330 || |-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E2 || E1 || 320 || |-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E1 || E1 || 310 || |-
| LDZA,LDVA || || N3 || B3 || 350 || |-
| LDZA,LDVA || || B2 || W2 || 330 || |-
| LDZA,LDVA || || B2 || S2 || 330 || |-
| LDZA,LDVA || || W2 || S2 || 330 || |-
| LDZA,LDVA || || W2 || W1 || 320 || |-
| LDZA,LDVA || || S2 || S1 || 320 || |-
| LDZA,LDVA || || N2 || E2 || 330 || |-
| LDZD || || N5 || B5 || 370 || |-
| LDZD || || B5 || W5 || 370 || |-
| LDZD || || B3 || S3 || 350 || |-
| LDZD || || S2 || W2 || 330 || |-
| LDZD || || E6 || S6 || 380 || |-
| LHBP,LHKE,LHTL || || N5 || E5 || 370 || |-
| LHBP,LHKE,LHTL || || S2 || E2 || 330 || |-
| LHPP || || E2 || E1 || 320 || |-
| LHPP || || S2 || S1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E2 || E1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E1 || APP Wien? || 250 || |-
| LHPA,LHPR,LHSM || || N2 || N1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || N1 || APP Wien? VB/VN@240B || 210 || |-
| LHPA,LHPR,LHSM || || B2 || B1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || B1 || N1 || 310 || |-
| LHPA,LHPR,LHSM || COP? || B1 || N1 || 310 || |-
| LHPA,LHPR,LHSM || ADGOH,SUNIS,GOTAR || W2 || S2 || 330 || |-
| LHPA,LHPR,LHSM || || W2 || S2 || 330 || |-
| LHPA,LHPR,LHSM || || S2 || S1 || 320 || |-
| LHPA,LHPR,LHSM || || B2 || S2 || 330 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL || S1 || VB@240B || 210 || |-
| LIME || DETSA || B4 || W4 || 360 || |-
| LIMx || DETSA || B4 || W4 || 360 || |-
| LIPx || DETSA || B4 || W4 || 360 || |-
| LIPx || DETSA || S4 || W4 || 360 || |-
| LIPE || DETSA || B4 || W4 || 360 || |-
| LIPH || || B4 || W4 || 360 || |-
| LIPH || TIBRO,RAXHO || B2 || S2 || 320 || |-
| LIPH || || W2 || W1 || 320 || |-
| LIPH || DETSA || S4 || W4 || 360 || |-
| LIPQ || MIKOV,TAGAS || E2 || S2 || 320 || |-
| LIPQ || || N2 || B2 || 330 || |-
| LIPQ || || B2 || S2 || 330 || |-
| LIPQ || || B2 || B1 || 310 || |-
| LIPQ || || B1 || W1 || 310 || |-
| LIPQ || || S2 || S1 || 320 || |-
| LIPQ || || S1 || W1 || 310 || |-
| LIPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LIPZ || || B4 || W4 || 360 || |-
| LIPZ || || W2 || W1 || 320 || |-
| LJCE || MIKOV,TAGAS,MAREG || E2 || E1 || 320 || |-
| LJCE || MIKOV,TAGAS,MAREG || E2 || S1 || 310 || |-
| LJCE || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 || |-
| LJCE || || B2 || B1 || 320 || |-
| LJCE || || B1 || B1 || 310 || |-
| LJCE || || B1 || W1 || 310 || |-
| LJCE || || S1 || W1 || 310 || |-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || E1 || 320 || |-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || S1 || 310 || |-
| LJLJ || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 || |-
| LJLJ || || B2 || B1 || 320 || |-
| LJLJ || || B1 || B1 || 310 || |-
| LJLJ || || B1 || W1 || 310 || |-
| LJLJ || VALLU,LUMUS,BERTA || S1 || W1 || 310 || |-
| LJLJ || RADLY || S1 || AG || 170 || |-
| LJLJ || VALLU,LUMUS,BERTA || W1 || AK || 170 || |-
| LJMB || || N2 || N1 || 320 || |-
| LJMB || || E2 || E1 || 320 || |-
| LJMB || || B2 || B1 || 320 || |-
| LJMB || || S2 || S1 || 320 || |-
| LJMB || || W2 || W1 || 320 || |-
| LJMB || || N1 || E1 || 310 || |-
| LJMB || || N1 || B1 || 310 || |-
| LJMB || || B1 || S1 || 310 || |-
| LJMB || || B1 || W1 || 310 || |-
| LJMB || GOLVA,MUREG || S1 || AG@310B || 170 || |-
| LJMB || GOLVA,MUREG || W1 || AG@310B || 170 || |-
| LJPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 320 || |-
| LJPZ || || N2 || B2 || 330 || |-
| LJPZ || || B2 || S2 || 330 || |-
| LJPZ || || B2 || B1 || 310 || |-
| LJPZ || || B1 || W1 || 310 || |-
| LJPZ || || S2 || S1 || 320 || |-
| LJPZ || || S1 || W1 || 310 || |-
| LKCS || || S2 || S1 || 320 || |-
| LKCS || ADLET || B2 || B1 || 320 || |-
| LKCS || DITIS || S1 || E1@310B || 250 || |-
| LKCS || DITIS || E1 || V || 250 || |-
| LKCS || ADLET || W2 || B2 || 330 || |-
| LKCS || ADLET || B1 || N1@250B || 170 || |-
| LKCS || ADLET || N1 || AL || 170 || |-
| LKVO,LKKB || DITIS,PISAM,LANUX || E2 || E1 || 320 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 || |-
| LKVO,LKKB || DITIS,PISAM,LANUX || S5 || E5 || 370 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 || |-
| LKKU || || E1 || V || 250 || |-
| LKKU || || N1 || E1@310B || 250 || |-
| LKKU || || S1 || E1@310B || 250 || |-
| LKKU || || N2 || N1 || 320 || |-
| LKKU || || S2 || S1 || 320 || |-
| LKKU || || B2 || B2 || 320 || |-
| LKKU || || B1 || B1 || 310 || |-
| LKKU || || W5 || B5 || 370 || |-
| LKKU || || W5 || S5 || 370 || |-
| LKKU || || S3 || B3 || 350 || |-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || E2 || E1 || 320 || |-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 || |-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || S5 || E5 || 370 || |-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 || |-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || N2 || N1 || 320 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || B2 || N2 || 320 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || W4 || B5 || 360 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || S2 || B2 || 340 || |-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || S2 || E2 || 340 || |-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || E2 || E1 || 320 || |-
| LKMT || || E2 || E1 || 320 || |-
| LKMT || INSAX,VAMET,RADLY,ABIRI,ROPAG || S2 || E2 || 340 || |-
| LKMT || || S2 || B2 || 340 || |-
| LKMT || || W4 || B4 || 360 || |-
| LKMT || MALUG,LIMRA,INPUL,UMVEG || B2 || N2 || 330 || |-
| LKMT || || B2 || N2 || 330 || |-
| LKPR || DITIS,PISAM,LANUX || E2 || E1 || 320 || |-
| LKPR || DITIS,PISAM,LANUX || N2 || N1 || 320 || |-
| LKPR || DITIS,PISAM,LANUX || B2 || N2 || 320 || |-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || B4 || 360 || |-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 || |-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 340 || |-
| LKPR || DITIS,PISAM,LANUX || S6 || E6 || 380 || |-
| LKTB || || W5 || B5 || 370 || |-
| LKTB || || W5 || S5 || 370 || |-
| LKTB || || B2 || B1 || 320 || |-
| LKTB || || S2 || S1 || 320 || |-
| LKTB || || N2 || N1 || 320 || |-
| LKTB || || B1 || N1 || 310 || |-
| LKTB || || N1 || E1@310B || 250 || |-
| LKTB || || S1 || E1@310B || 250 || |-
| LKTB || || E1 || V || 250 || |-
| LKTB || COP? || S3 || B3 || 350 || |-
| LOWI || NANIT || E2 || N2 || 320 || |-
| LOWI || NANIT || N2 || N1 || 320 || |-
| LOWI || NANIT || N1 || B1@310B || 300 || |-
| LOWI || NANIT || B1 || W1@250B || 170 || |-
| LOWI || NANIT || W1 || AI || 170 || |-
| LOWI || NANIT || S2 || S1 || 320 || |-
| LOWI || NANIT || S1 || B1@310B || 300 || |-
| LOWI || NANIT || S1 || B1@310B || 300 || |-
| LOWI || SBG || E2 || N2 || 320 || |-
| LOWI || SBG || N2 || N1 || 320 || |-
| LOWI || SBG || N1 || B1@240B || 170 || |-
| LOWI || SBG || B1 || AS || 130 || RMK: 130 latest at SBG |-
| LOWI || SBG || AS || AI || 120 || RMK: remain clear of EDMM in Königsee Area |-
| LOWI || SBG || S2 || S1 || 320 || |-
| LOWI || SBG || S1 || B1@240B || 170 || RMK: 130 latest at SBG |-
| LOWK || ABIRI || E2 || E1 || 320 || |-
| LOWK || ABIRI || E1 || S1@310B || 250 || |-
| LOWK || ABIRI || S1 || AG || 170 || |-
| LOWK || ABIRI || AG || AK@170B || 120 || |-
| LOWK || || N2 || N1 || 320 || |-
| LOWK || || N1 || B1 || 310 || |-
| LOWK || ABIRI || B1 || S1@250B || 170 || |-
| LOWK || TISMA,ARNOS,EVAXI || B1 || W1@250B || 170 || |-
| LOWK || TISMA,ARNOS,EVAXI || W1 || AK || 170 || |-
| LOWK || || W2 || W1 || 320 || |-
| LOWL || || E2 || E1 || 320 || |-
| LOWL || || E1 || V || 250 || |-
| LOWL || STO (VN),SITNI (VB) || AL || AL@250B || 170 || |-
| LOWL || || W2 || W1 || 320 || |-
| LOWL || NUBRA || W1 || B1@310B || 230 || |-
| LOWL || LIMRA || W1 || S1@310B || 250 || |-
| LOWL || LIMRA || S2 || S1 || 320 || |-
| LOWL || LIMRA || S1 || B1@310B || 170 || |-
| LOWL || NUBRA,LIMRA || B1 || AL || 170 || RMK: remain clear of N1 |-
| LOWS || MATIG || E2 || E1 || 320 || |-
| LOWS || MATIG || E1 || N1@310B || 260 || |-
| LOWS || MATIG || N1 || B1@310B || 170 || |-
| LOWS || || B1 || AS || 130 || RMK: caution, LOWL TMA |-
| LOWS || NUBRA || S2 || S1 || 320 || |-
| LOWS || NUBRA || S1 || B1@310B || 170 || |-
| LOWS || RASTA || W2 || W2 || 320 || |-
| LOWS || RASTA || W1 || B1@220B || 170 || |-
| LOWG || RUPET || E2 || E1 || 320 || |-
| LOWG || RUPET || E1 || V || 250 || |-
| LOWG || RUPET || VB || AG || 160 || RMK: shall remain clear of S1 |-
| LOWG || LEOBE || N2 || N1 || 320 || |-
| LOWG || LEOBE || N1 || B1@310B || 250 || |-
| LOWG || LEOBE || B2 || B1 || 320 || |-
| LOWG || LEOBE || B1 || S1@310B || 170 || |-
| LOWG || LEOBE || S1 || AG || 170 || |-
| LOWG || || W2 || W1 || 320 || |-
| LOWG || LEOBE || W1 || S1@310B || 170 || |-
| LOWG || ABIRI || W1 || AK || 170 || |-
| LOWG || ABIRI || AK || AG@170B || 130 || |-
| LOXZ || || E2 || E1 || 320 || |-
| LOXZ || || E1 || V || 250 || |-
| LOXZ || RUPET || VB || AG || 160 || |-
| LOXZ || || VB || AG || 160 || RMK: shall remain clear of S1 |-
| LOXZ || || N2 || N1 || 320 || |-
| LOXZ || || N1 || B1@310B || 250 || |-
| LOXZ || || B2 || B1 || 320 || |-
| LOXZ || || B1 || S1@310B || 170 || |-
| LOXZ || || W2 || W1 || 320 || |-
| LOXZ || || W1 || S1@310B || 170 || |-
| LOXZ || || W1 || AK || 170 || |-
| LOXZ || || AK || AG@170B || 130 || |-
| LOXZ || INLOX,ZW || AG || XZ || 130 || |-
| LOWW || || N2 || N2 || 320 || |-
| LOWW || || B2 || B1 || 320 || |-
| LOWW || || S2 || S1 || 320 || |-
| LOWW || BARUG || B1 || N1 || 250 || |-
| LOWW || NIGSI || W2 || S2 || 330 || |-
| LOWW || MASUR,BARUG || N1 || VB/VN || 170 || RMK: in case of DCT beyond LoR condition changes to ↓FL170/FL240B |-
| LOWW || NIGSI || S1 || VB || 180 || RMK: in case of DCT beyond LoR condition changes to ↓FL180/FL240B |-
| LQBK || || E3 || S3 || 350 || |-
| LQBK || || N3 || B3 || 350 || |-
| LQBK || || B3 || S3 || 350 || Rmk: via LJLA |-
| LQBK || GORPA || S2 || W2 || 330 || |-
| LQBK || || S2 || W2 || 330 || |-
| LQBK || || S2 || S1 || 320 || Rmk: via LDZO |-
| LQBK || GORPA || B5 || W5 || 370 || Rmk: via LJLA |-
| LQBK || || B5 || W5 || 370 || |-
| LSZR || || N2 || B2 || 340 || |-
| LSZR || || B2 || B1 || 320 || |-
| LSZR || ERKIR || B1 || W1 || 300 || |-
| LSZR || ERKIR || W2 || W1 || 320 || |-
| LSZR || TRAUN || W2 || B2 || 340 || |-
| LSZR || || S2 || B2 || 340 || |-
| LSZR || || S2 || W2 || 340 || |-
| LSZS || || B2 || W2 || 340 || |-
| LSZS || || S4 || W4 || 360 || |-
| LSZS || || W2 || W1 || 310 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || B2 || B1 || 320 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || N2 || N1 || 320 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || B1 || N1 || 310 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || N1 || VV@250B || 210 || |-
| LZIB,LZPP,LZMC || NIGSI || W2 || S2 || 330 || |-
| LZIB,LZPP,LZMC || NIGSI || S2 || S1 || 320 || |-
| LZIB,LZPP,LZMC || NIGSI || S1 || VB@250B || 210 || |-
| LZIB,LZPP,LZMC || NIGSI || B2 || S2 || 330 || |-
| LZKZ,LZSL,LZZI || || E2 || E1 || 320 || |-
| LZKZ,LZSL,LZZI || || N5 || || 370 || |-
| LZKZ,LZSL,LZZI || || S5 || || 370 || |-
|-
|}

Flight Level Allocation Scheme

2026-02-19T16:32:08Z

Jakob Engelbrecht:

= List of flight level allocations within LOVV FIR =

== Introduction ==
These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check [https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_09092020.pdf ENR chart 6.6 ATC sectors].

== Definitions ==
*from unit: the upstream unit that is delivering the flight where sector names according to eAIP ENR 6.6 or the last two letters of the approach unit in question is used.
*ADEP: aerodrome of departure.
*ADES: aerodrome of destination.
*via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.
*cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by "climbing" or "descending" as applicable except if stated otherwise in conditions.
*conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.
*HUFL: Highest usable flight level (sector's top vertical limit).
*LUFL: Lowest usable flight level (sector's bottom vertical limit)
*LAU: Local approach unit

*AoR: area of responsibility (sector).
*LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.
*MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.
*PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.
*SEMI line: the souther sector border of E sector with S sector

*Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.
*Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.

*Annotation: ▲240 +170, pronounced "climbing flight level 240 out of flight level 170", is a short annotation to describe handover conditions. Details to the conditions are found in the conditions-column.

== Procedures ==
*General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.
*Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.
*Vertical handoff: Also called "bottom/ceiling" procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.
*Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector

== DEPARTURES ==
{| class="wikitable"
| '''from unit''' || '''ADEP''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''
|-
|WW ||LOWW ||MEDIX/LUGEM/SOVIL||▲240 +170 ||released, MELK line FL170A||N1
|-
|WW ||LOWW ||RUPET/OSPEN ||▲240 +170 ||released, PINKA line FL170A||S1
|-
|WW ||LOWW ||BUWUT/LANUX ||▲240 +170 ||released||E1
|-
|WW ||LOWW ||RUPET ||160 ||released, ARR LOWK/LOWG||WG
|-
|WW ||LOWW ||SOVIL ||160 ||released, ARR LOWL/LOWS||WL
|-
|WW ||LOAx ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1
|-
|WW ||LOXT ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1
|-
|WW ||LOAx ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1
|-
|WW ||LOXT ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1
|-
|WW ||LKTB || ||240 ||bottom/ceiling||E1
|-
|WW ||LZIB || ||240 ||bottom/ceiling||E1
|-
|WW ||LOWG || ||240 ||bottom/ceiling||E1
|-
|WW ||LOWL || ||240 ||bottom/ceiling||E1
|-
|WI ||LOWI || ||160 ||bottom/ceiling||W1
|-
|WI ||LOWI ||SBG ||110 ||bottom/ceiling||WS
|-
|WI ||LOWS ||DETSA ||160 ||bottom/ceiling||W1
|-
|WS ||LOWS ||DETSA/RTT ||120 ||At level ||WI
|-
|WS ||LOWS ||NEMAL/VERDA||120 ||bottom/ceiling||B1
|-
|WG ||LJMB ||||160 ||bottom/ceiling||S1
|-
|WG ||LOWG || ||160 ||bottom/ceiling||S1
|-
|WK ||LOWK ||via S ||160 ||bottom/ceiling||S1
|-
|WK ||LOWK ||via W ||160 ||bottom/ceiling||W1
|-
|WL ||LOWL || ||160 ||bottom/ceiling||N1
|-
|WL ||LOWL ||via B ||▲160 +130 ||bottom/ceiling, FL130A||B1
|-
|WL ||LOWS || ||160 ||bottom/ceiling||N1
|-
|E1 ||LOWL || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LOWG || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKPR || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKPD || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKMT || ||300 ||bottom/ceiling ||E2
|-
|S1 ||LOWG ||Via E ||220 || ||WW
|-
|S1 ||LOWG ||Via N ||260 ||climbing ||N1
|-
|S1 ||LOWG ||Via W ||300 ||bottom/ceiling ||W1
|-
|S1 ||LOWG ||Via B ||300 ||bottom/ceiling ||B1
|-
|S1 ||LOWK || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LOWL || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LOWS || ||300 ||bottom/ceiling ||S2
|-
|S1 ||TMA LOWW || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LJLJ || ||300 ||bottom/ceiling ||S2
|-
|N1 ||LOWL || ||240 ||bottom/ceiling ||WW
|-
|N1 ||LOWL || ||▲250 ||climbing ||S1
|-
|N1 ||TMA LOWW || ||300 ||bottom/ceiling ||N2
|-
|N1 ||LOWG || ||300 ||bottom/ceiling ||N2
|-
|N1 ||EDDM || ||300 ||bottom/ceiling ||N2
|-
|N1 ||LOWS || ||300 ||bottom/ceiling ||N2
|-
|E1 ||LZIB || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKTB || ||300 ||bottom/ceiling ||E2
|-
|W2 ||LOWI || ||▲330 ||climbing ||S2
|-
|W1 ||EDDM || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LOWI || ||300 ||bottom/ceiling, via W ||W2
|-
|W1 ||LOWI || ||290 ||bottom/ceiling, via B ||B1
|-
|W1 ||LOWK || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LOWS || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LJLJ || ||300 ||bottom/ceiling ||W2
|-
|B1 ||LOWL ||Via W ||300 ||bottom/ceiling ||W1
|-
|B1 ||LOWI || ||300 ||bottom/ceiling ||B2
|-
|B1 ||LOWS ||VERDA ||290 ||bottom/ceiling ||W1
|-
|B1 ||LOWS ||Via S ||290 ||bottom/ceiling ||S1
|-
|B1 ||LOWS ||Via N ||250 ||bottom/ceiling ||N1
|-
|B1 ||EDDM ||KIRDI ||290 ||bottom/ceiling ||N1
|-
|}

### ARR ###
{| class="wikitable"
| '''ADEP''' || '''via'''|| '''from unit''' || '''to unit'''||'''cleared level''' || '''conditions''' |-
| EDDM || || E2 || N2 || 320 || |-
| EDDM || || N2 || N1 || 320 || |-
| EDDM || MATIG || N1 || B1@FL310B || 170 || |-
| EDDM || || S2 || S1 || 320 || |-
| EDDM || ATGOH,SUNIS,GOTAR || S1 || B1@FL290B || 250 || |-
| EDDM || REDBU,EXHEK || S1 || B1@FL310B || 290 || |-
| EDDM || REDBU || W2 || W1 || 320 || |-
| EDDM || REDBU,RASTA || W1 || B1@FL240B || 200 || |-
| EDDN || || E4 || N4 || 360 || |-
| EDDN || || N2 || N2 || 320 || |-
| EDDN || SIMBA || N2 || B2 || 340 || |-
| EDDN || || B2 || B1 || 320 || |-
| EDDN || || S4 || B4 || 360 || |-
| EDDN || || W4 || S4 || 360 || |-
| EDDN || SIMBA || W2 || B2 || 340 || |-
| EDDS || KIRDI,EBEDA || N2 || B2 || 340 || |-
| EDDS || KIRDI,EBEDA || B2 || B1 || 320 || |-
| EDDS || KIRDI,EBEDA || W2 || B2 || 340 || |-
| EDDS || KIRDI,EBEDA || S2 || B2 || 340 || |-
| EDJA || || E4 || N4 || 360 || |-
| EDJA || || N2 || B2 || 340 || |-
| EDJA || || B2 || B1 || 320 || |-
| EDJA || ERKIR || B1 || W1 || 300 || |-
| EDJA || ERKIR || W2 || W1 || 320 || |-
| EDJA || TRAUN || W2 || B2 || 340 || |-
| EDJA || || S2 || B2 || 340 || |-
| EDJA || || S2 || W2 || 340 || |-
| EDNY || || E4 || N4 || 360 || |-
| EDNY || || N2 || B2 || 340 || |-
| EDNY || || B2 || B1 || 320 || |-
| EDNY || ERKIR || B1 || W1 || 300 || |-
| EDNY || ERKIR || W2 || W1 || 320 || |-
| EDNY || TRAUN || W2 || B2 || 340 || |-
| EDNY || || S2 || B2 || 340 || |-
| EDNY || || S2 || W2 || 340 || |-
| EDQG || || E4 || N4 || 360 || |-
| EDQG || || N2 || B2 || 340 || |-
| EDQG || || B2 || B1 || 320 || |-
| EDQG || ERKIR || B1 || W1 || 300 || |-
| EDQG || ERKIR || W2 || W1 || 320 || |-
| EDQG || TRAUN || W2 || B2 || 340 || |-
| EDQG || || S2 || B2 || 340 || |-
| EDQG || || S2 || W2 || 340 || |-
| EDTY || || E4 || N4 || 360 || |-
| EDTY || || N2 || B2 || 340 || |-
| EDTY || || B2 || B1 || 320 || |-
| EDTY || ERKIR || B1 || W1 || 300 || |-
| EDTY || ERKIR || W2 || W1 || 320 || |-
| EDTY || TRAUN || W2 || B2 || 340 || |-
| EDTY || || S2 || B2 || 340 || |-
| EDTY || || S2 || W2 || 340 || |-
| EDMS || || E2 || N2 || 340 || |-
| EDMS || || N2 || N1 || 320 || |-
| EDMS || || W2 || W1 || 320 || |-
| EDMS || || W1 || W1@310B || 300 || |-
| EDMS || || S2 || S1 || 320 || |-
| EDMS || || S1 || S1@310B || 300 || |-
| EMDS || || W2 || S2 || 340 || |-
| EDMA || || E2 || N2 || 320 || |-
| EDMA || || N2 || N1 || 320 || |-
| EDMA || TRAUN,TITIG || N1 || B1@FL310B || 170 || |-
| EDMA || || W2 || W1 || 320 || |-
| EDMA || TRAUN,TITIG || W1 || B1@FL310B || 220 || |-
| EDMA || || S2 || S1 || 320 || |-
| EDMA || TRAUN,TITIG || S1 || B1@FL310B || 270 || |-
| EDMO || || E2 || N2 || 320 || |-
| EDMO || || N2 || N1 || 320 || |-
| EDMO || TRAUN,TITIG || N1 || B1@FL310B || 170 || |-
| EDMO || || W2 || W1 || 320 || |-
| EDMO || TRAUN,TITIG || W1 || B1@FL310B || 220 || |-
| EDMO || || S2 || S1 || 320 || |-
| EDMO || TRAUN,TITIG || S1 || B1@FL310B || 270 || |-
| ETSI || || E2 || N2 || 320 || |-
| ETSI || || N2 || N1 || 320 || |-
| ETSI || TRAUN,TITIG || N1 || B1@FL310B || 170 || |-
| ETSI || || W2 || W1 || 320 || |-
| ETSI || TRAUN,TITIG || W1 || B1@FL310B || 220 || |-
| ETSI || || S2 || S1 || 320 || |-
| ETSI || TRAUN,TITIG || S1 || B1@FL310B || 270 || |-
| EPKK || || N3 || E3 || 330 || |-
| EPKK || LEDVA,NAVTI || N5 || E5 || 370 || |-
| EPKT || || N3 || E3 || 330 || |-
| EPKT || LEDVA,NAVTI || N5 || E5 || 370 || |-
| EPWR || || N3 || E3 || 330 || |-
| EPWR || LEDVA,NAVTI || N5 || E5 || 370 || |-
| LDLO || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LDLO || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 || |-
| LDLO || || B2 || W2 || 330 || |-
| LDLO || || S1 || W1@310B || 290 || |-
| LDLO || || S2 || S1 || 320 || |-
| LDLO || || W2 || W1 || 320 || |-
| LDLO || || B2 || S2 || 330 || |-
| LDPL || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LDPL || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 || |-
| LDPL || || B2 || W2 || 330 || |-
| LDPL || || S1 || W1@310B || 290 || |-
| LDPL || || S2 || S1 || 320 || |-
| LDPL || || W2 || W1 || 320 || |-
| LDPL || || B2 || S2 || 330 || |-
| LDRI || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LDRI || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 || |-
| LDRI || || B2 || W2 || 330 || |-
| LDRI || || S1 || W1@310B || 290 || |-
| LDRI || || S2 || S1 || 320 || |-
| LDRI || || W2 || W1 || 320 || |-
| LDRI || || B2 || S2 || 330 || |-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E2 || E1 || 320 || |-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E1 || E1 || 310 || |-
| LDZA,LDVA || || N3 || B3 || 350 || |-
| LDZA,LDVA || || B2 || W2 || 330 || |-
| LDZA,LDVA || || B2 || S2 || 330 || |-
| LDZA,LDVA || || W2 || S2 || 330 || |-
| LDZA,LDVA || || W2 || W1 || 320 || |-
| LDZA,LDVA || || S2 || S1 || 320 || |-
| LDZA,LDVA || || N2 || E2 || 330 || |-
| LDZD || || N5 || B5 || 370 || |-
| LDZD || || B5 || W5 || 370 || |-
| LDZD || || B3 || S3 || 350 || |-
| LDZD || || S2 || W2 || 330 || |-
| LDZD || || E6 || S6 || 380 || |-
| LHBP,LHKE,LHTL || || N5 || E5 || 370 || |-
| LHBP,LHKE,LHTL || || S2 || E2 || 330 || |-
| LHPP || || E2 || E1 || 320 || |-
| LHPP || || S2 || S1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E2 || E1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E1 || APP Wien? || 250 || |-
| LHPA,LHPR,LHSM || || N2 || N1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || N1 || APP Wien? VB/VN@240B || 210 || |-
| LHPA,LHPR,LHSM || || B2 || B1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || B1 || N1 || 310 || |-
| LHPA,LHPR,LHSM || COP? || B1 || N1 || 310 || |-
| LHPA,LHPR,LHSM || ADGOH,SUNIS,GOTAR || W2 || S2 || 330 || |-
| LHPA,LHPR,LHSM || || W2 || S2 || 330 || |-
| LHPA,LHPR,LHSM || || S2 || S1 || 320 || |-
| LHPA,LHPR,LHSM || || B2 || S2 || 330 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL || S1 || VB@240B || 210 || |-
| LIME || DETSA || B4 || W4 || 360 || |-
| LIMx || DETSA || B4 || W4 || 360 || |-
| LIPx || DETSA || B4 || W4 || 360 || |-
| LIPx || DETSA || S4 || W4 || 360 || |-
| LIPE || DETSA || B4 || W4 || 360 || |-
| LIPH || || B4 || W4 || 360 || |-
| LIPH || TIBRO,RAXHO || B2 || S2 || 320 || |-
| LIPH || || W2 || W1 || 320 || |-
| LIPH || DETSA || S4 || W4 || 360 || |-
| LIPQ || MIKOV,TAGAS || E2 || S2 || 320 || |-
| LIPQ || || N2 || B2 || 330 || |-
| LIPQ || || B2 || S2 || 330 || |-
| LIPQ || || B2 || B1 || 310 || |-
| LIPQ || || B1 || W1 || 310 || |-
| LIPQ || || S2 || S1 || 320 || |-
| LIPQ || || S1 || W1 || 310 || |-
| LIPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LIPZ || || B4 || W4 || 360 || |-
| LIPZ || || W2 || W1 || 320 || |-
| LJCE || MIKOV,TAGAS,MAREG || E2 || E1 || 320 || |-
| LJCE || MIKOV,TAGAS,MAREG || E2 || S1 || 310 || |-
| LJCE || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 || |-
| LJCE || || B2 || B1 || 320 || |-
| LJCE || || B1 || B1 || 310 || |-
| LJCE || || B1 || W1 || 310 || |-
| LJCE || || S1 || W1 || 310 || |-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || E1 || 320 || |-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || S1 || 310 || |-
| LJLJ || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 || |-
| LJLJ || || B2 || B1 || 320 || |-
| LJLJ || || B1 || B1 || 310 || |-
| LJLJ || || B1 || W1 || 310 || |-
| LJLJ || VALLU,LUMUS,BERTA || S1 || W1 || 310 || |-
| LJLJ || RADLY || S1 || AG || 170 || |-
| LJLJ || VALLU,LUMUS,BERTA || W1 || AK || 170 || |-
| LJMB || || N2 || N1 || 320 || |-
| LJMB || || E2 || E1 || 320 || |-
| LJMB || || B2 || B1 || 320 || |-
| LJMB || || S2 || S1 || 320 || |-
| LJMB || || W2 || W1 || 320 || |-
| LJMB || || N1 || E1 || 310 || |-
| LJMB || || N1 || B1 || 310 || |-
| LJMB || || B1 || S1 || 310 || |-
| LJMB || || B1 || W1 || 310 || |-
| LJMB || GOLVA,MUREG || S1 || AG@310B || 170 || |-
| LJMB || GOLVA,MUREG || W1 || AG@310B || 170 || |-
| LJPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 320 || |-
| LJPZ || || N2 || B2 || 330 || |-
| LJPZ || || B2 || S2 || 330 || |-
| LJPZ || || B2 || B1 || 310 || |-
| LJPZ || || B1 || W1 || 310 || |-
| LJPZ || || S2 || S1 || 320 || |-
| LJPZ || || S1 || W1 || 310 || |-
| LKCS || || S2 || S1 || 320 || |-
| LKCS || ADLET || B2 || B1 || 320 || |-
| LKCS || DITIS || S1 || E1@310B || 250 || |-
| LKCS || DITIS || E1 || V || 250 || |-
| LKCS || ADLET || W2 || B2 || 330 || |-
| LKCS || ADLET || B1 || N1@250B || 170 || |-
| LKCS || ADLET || N1 || AL || 170 || |-
| LKVO,LKKB || DITIS,PISAM,LANUX || E2 || E1 || 320 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 || |-
| LKVO,LKKB || DITIS,PISAM,LANUX || S5 || E5 || 370 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 || |-
| LKKU || || E1 || V || 250 || |-
| LKKU || || N1 || E1@310B || 250 || |-
| LKKU || || S1 || E1@310B || 250 || |-
| LKKU || || N2 || N1 || 320 || |-
| LKKU || || S2 || S1 || 320 || |-
| LKKU || || B2 || B2 || 320 || |-
| LKKU || || B1 || B1 || 310 || |-
| LKKU || || W5 || B5 || 370 || |-
| LKKU || || W5 || S5 || 370 || |-
| LKKU || || S3 || B3 || 350 || |-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || E2 || E1 || 320 || |-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 || |-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || S5 || E5 || 370 || |-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 || |-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || N2 || N1 || 320 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || B2 || N2 || 320 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || W4 || B5 || 360 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || S2 || B2 || 340 || |-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || S2 || E2 || 340 || |-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || E2 || E1 || 320 || |-
| LKMT || || E2 || E1 || 320 || |-
| LKMT || INSAX,VAMET,RADLY,ABIRI,ROPAG || S2 || E2 || 340 || |-
| LKMT || || S2 || B2 || 340 || |-
| LKMT || || W4 || B4 || 360 || |-
| LKMT || MALUG,LIMRA,INPUL,UMVEG || B2 || N2 || 330 || |-
| LKMT || || B2 || N2 || 330 || |-
| LKPR || DITIS,PISAM,LANUX || E2 || E1 || 320 || |-
| LKPR || DITIS,PISAM,LANUX || N2 || N1 || 320 || |-
| LKPR || DITIS,PISAM,LANUX || B2 || N2 || 320 || |-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || B4 || 360 || |-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 || |-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 340 || |-
| LKPR || DITIS,PISAM,LANUX || S6 || E6 || 380 || |-
| LKTB || || W5 || B5 || 370 || |-
| LKTB || || W5 || S5 || 370 || |-
| LKTB || || B2 || B1 || 320 || |-
| LKTB || || S2 || S1 || 320 || |-
| LKTB || || N2 || N1 || 320 || |-
| LKTB || || B1 || N1 || 310 || |-
| LKTB || || N1 || E1@310B || 250 || |-
| LKTB || || S1 || E1@310B || 250 || |-
| LKTB || || E1 || V || 250 || |-
| LKTB || COP? || S3 || B3 || 350 || |-
| LOWI || NANIT || E2 || N2 || 320 || |-
| LOWI || NANIT || N2 || N1 || 320 || |-
| LOWI || NANIT || N1 || B1@310B || 300 || |-
| LOWI || NANIT || B1 || W1@250B || 170 || |-
| LOWI || NANIT || W1 || AI || 170 || |-
| LOWI || NANIT || S2 || S1 || 320 || |-
| LOWI || NANIT || S1 || B1@310B || 300 || |-
| LOWI || NANIT || S1 || B1@310B || 300 || |-
| LOWI || SBG || E2 || N2 || 320 || |-
| LOWI || SBG || N2 || N1 || 320 || |-
| LOWI || SBG || N1 || B1@240B || 170 || |-
| LOWI || SBG || B1 || AS || 130 || RMK: 130 latest at SBG |-
| LOWI || SBG || AS || AI || 120 || RMK: remain clear of EDMM in Königsee Area |-
| LOWI || SBG || S2 || S1 || 320 || |-
| LOWI || SBG || S1 || B1@240B || 170 || RMK: 130 latest at SBG |-
| LOWK || ABIRI || E2 || E1 || 320 || |-
| LOWK || ABIRI || E1 || S1@310B || 250 || |-
| LOWK || ABIRI || S1 || AG || 170 || |-
| LOWK || ABIRI || AG || AK@170B || 120 || |-
| LOWK || || N2 || N1 || 320 || |-
| LOWK || || N1 || B1 || 310 || |-
| LOWK || ABIRI || B1 || S1@250B || 170 || |-
| LOWK || TISMA,ARNOS,EVAXI || B1 || W1@250B || 170 || |-
| LOWK || TISMA,ARNOS,EVAXI || W1 || AK || 170 || |-
| LOWK || || W2 || W1 || 320 || |-
| LOWL || || E2 || E1 || 320 || |-
| LOWL || || E1 || V || 250 || |-
| LOWL || STO (VN),SITNI (VB) || AL || AL@250B || 170 || |-
| LOWL || || W2 || W1 || 320 || |-
| LOWL || NUBRA || W1 || B1@310B || 230 || |-
| LOWL || LIMRA || W1 || S1@310B || 250 || |-
| LOWL || LIMRA || S2 || S1 || 320 || |-
| LOWL || LIMRA || S1 || B1@310B || 170 || |-
| LOWL || NUBRA,LIMRA || B1 || AL || 170 || RMK: remain clear of N1 |-
| LOWS || MATIG || E2 || E1 || 320 || |-
| LOWS || MATIG || E1 || N1@310B || 260 || |-
| LOWS || MATIG || N1 || B1@310B || 170 || |-
| LOWS || || B1 || AS || 130 || RMK: caution, LOWL TMA |-
| LOWS || NUBRA || S2 || S1 || 320 || |-
| LOWS || NUBRA || S1 || B1@310B || 170 || |-
| LOWS || RASTA || W2 || W2 || 320 || |-
| LOWS || RASTA || W1 || B1@220B || 170 || |-
| LOWG || RUPET || E2 || E1 || 320 || |-
| LOWG || RUPET || E1 || V || 250 || |-
| LOWG || RUPET || VB || AG || 160 || RMK: shall remain clear of S1 |-
| LOWG || LEOBE || N2 || N1 || 320 || |-
| LOWG || LEOBE || N1 || B1@310B || 250 || |-
| LOWG || LEOBE || B2 || B1 || 320 || |-
| LOWG || LEOBE || B1 || S1@310B || 170 || |-
| LOWG || LEOBE || S1 || AG || 170 || |-
| LOWG || || W2 || W1 || 320 || |-
| LOWG || LEOBE || W1 || S1@310B || 170 || |-
| LOWG || ABIRI || W1 || AK || 170 || |-
| LOWG || ABIRI || AK || AG@170B || 130 || |-
| LOXZ || || E2 || E1 || 320 || |-
| LOXZ || || E1 || V || 250 || |-
| LOXZ || RUPET || VB || AG || 160 || |-
| LOXZ || || VB || AG || 160 || RMK: shall remain clear of S1 |-
| LOXZ || || N2 || N1 || 320 || |-
| LOXZ || || N1 || B1@310B || 250 || |-
| LOXZ || || B2 || B1 || 320 || |-
| LOXZ || || B1 || S1@310B || 170 || |-
| LOXZ || || W2 || W1 || 320 || |-
| LOXZ || || W1 || S1@310B || 170 || |-
| LOXZ || || W1 || AK || 170 || |-
| LOXZ || || AK || AG@170B || 130 || |-
| LOXZ || INLOX,ZW || AG || XZ || 130 || |-
| LOWW || || N2 || N2 || 320 || |-
| LOWW || || B2 || B1 || 320 || |-
| LOWW || || S2 || S1 || 320 || |-
| LOWW || BARUG || B1 || N1 || 250 || |-
| LOWW || NIGSI || W2 || S2 || 330 || |-
| LOWW || MASUR,BARUG || N1 || VB/VN || 170 || RMK: in case of DCT beyond LoR condition changes to ↓FL170/FL240B |-
| LOWW || NIGSI || S1 || VB || 180 || RMK: in case of DCT beyond LoR condition changes to ↓FL180/FL240B |-
| LQBK || || E3 || S3 || 350 || |-
| LQBK || || N3 || B3 || 350 || |-
| LQBK || || B3 || S3 || 350 || Rmk: via LJLA |-
| LQBK || GORPA || S2 || W2 || 330 || |-
| LQBK || || S2 || W2 || 330 || |-
| LQBK || || S2 || S1 || 320 || Rmk: via LDZO |-
| LQBK || GORPA || B5 || W5 || 370 || Rmk: via LJLA |-
| LQBK || || B5 || W5 || 370 || |-
| LSZR || || N2 || B2 || 340 || |-
| LSZR || || B2 || B1 || 320 || |-
| LSZR || ERKIR || B1 || W1 || 300 || |-
| LSZR || ERKIR || W2 || W1 || 320 || |-
| LSZR || TRAUN || W2 || B2 || 340 || |-
| LSZR || || S2 || B2 || 340 || |-
| LSZR || || S2 || W2 || 340 || |-
| LSZS || || B2 || W2 || 340 || |-
| LSZS || || S4 || W4 || 360 || |-
| LSZS || || W2 || W1 || 310 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || B2 || B1 || 320 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || N2 || N1 || 320 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || B1 || N1 || 310 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || N1 || VV@250B || 210 || |-
| LZIB,LZPP,LZMC || NIGSI || W2 || S2 || 330 || |-
| LZIB,LZPP,LZMC || NIGSI || S2 || S1 || 320 || |-
| LZIB,LZPP,LZMC || NIGSI || S1 || VB@250B || 210 || |-
| LZIB,LZPP,LZMC || NIGSI || B2 || S2 || 330 || |-
| LZKZ,LZSL,LZZI || || E2 || E1 || 320 || |-
| LZKZ,LZSL,LZZI || || N5 || || 370 || |-
| LZKZ,LZSL,LZZI || || S5 || || 370 || |-
|-
|}

Flight Level Allocation Scheme

2026-02-19T16:31:44Z

Jakob Engelbrecht:

= List of flight level allocations within LOVV FIR =

== Introduction ==
These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check [https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_09092020.pdf ENR chart 6.6 ATC sectors].

== Definitions ==
*from unit: the upstream unit that is delivering the flight where sector names according to eAIP ENR 6.6 or the last two letters of the approach unit in question is used.
*ADEP: aerodrome of departure.
*ADES: aerodrome of destination.
*via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.
*cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by "climbing" or "descending" as applicable except if stated otherwise in conditions.
*conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.
*HUFL: Highest usable flight level (sector's top vertical limit).
*LUFL: Lowest usable flight level (sector's bottom vertical limit)
*LAU: Local approach unit

*AoR: area of responsibility (sector).
*LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.
*MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.
*PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.
*SEMI line: the souther sector border of E sector with S sector

*Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.
*Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.

*Annotation: ▲240 +170, pronounced "climbing flight level 240 out of flight level 170", is a short annotation to describe handover conditions. Details to the conditions are found in the conditions-column.

== Procedures ==
*General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.
*Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.
*Vertical handoff: Also called "bottom/ceiling" procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.
*Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector

== DEPARTURES ==
{| class="wikitable"
| '''from unit''' || '''ADEP''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''
|-
|WW ||LOWW ||MEDIX/LUGEM/SOVIL||▲240 +170 ||released, MELK line FL170A||N1
|-
|WW ||LOWW ||RUPET/OSPEN ||▲240 +170 ||released, PINKA line FL170A||S1
|-
|WW ||LOWW ||BUWUT/LANUX ||▲240 +170 ||released||E1
|-
|WW ||LOWW ||RUPET ||160 ||released, ARR LOWK/LOWG||WG
|-
|WW ||LOWW ||SOVIL ||160 ||released, ARR LOWL/LOWS||WL
|-
|WW ||LOAx ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1
|-
|WW ||LOXT ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1
|-
|WW ||LOAx ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1
|-
|WW ||LOXT ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1
|-
|WW ||LKTB || ||240 ||bottom/ceiling||E1
|-
|WW ||LZIB || ||240 ||bottom/ceiling||E1
|-
|WW ||LOWG || ||240 ||bottom/ceiling||E1
|-
|WW ||LOWL || ||240 ||bottom/ceiling||E1
|-
|WI ||LOWI || ||160 ||bottom/ceiling||W1
|-
|WI ||LOWI ||SBG ||110 ||bottom/ceiling||WS
|-
|WI ||LOWS ||DETSA ||160 ||bottom/ceiling||W1
|-
|WS ||LOWS ||DETSA/RTT ||120 ||At level ||WI
|-
|WS ||LOWS ||NEMAL/VERDA||120 ||bottom/ceiling||B1
|-
|WG ||LJMB ||||160 ||bottom/ceiling||S1
|-
|WG ||LOWG || ||160 ||bottom/ceiling||S1
|-
|WK ||LOWK ||via S ||160 ||bottom/ceiling||S1
|-
|WK ||LOWK ||via W ||160 ||bottom/ceiling||W1
|-
|WL ||LOWL || ||160 ||bottom/ceiling||N1
|-
|WL ||LOWL ||via B ||▲160 +130 ||bottom/ceiling, FL130A||B1
|-
|WL ||LOWS || ||160 ||bottom/ceiling||N1
|-
|E1 ||LOWL || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LOWG || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKPR || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKPD || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKMT || ||300 ||bottom/ceiling ||E2
|-
|S1 ||LOWG ||Via E ||220 || ||WW
|-
|S1 ||LOWG ||Via N ||260 ||climbing ||N1
|-
|S1 ||LOWG ||Via W ||300 ||bottom/ceiling ||W1
|-
|S1 ||LOWG ||Via B ||300 ||bottom/ceiling ||B1
|-
|S1 ||LOWK || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LOWL || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LOWS || ||300 ||bottom/ceiling ||S2
|-
|S1 ||TMA LOWW || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LJLJ || ||300 ||bottom/ceiling ||S2
|-
|N1 ||LOWL || ||240 ||bottom/ceiling ||WW
|-
|N1 ||LOWL || ||▲250 ||climbing ||S1
|-
|N1 ||TMA LOWW || ||300 ||bottom/ceiling ||N2
|-
|N1 ||LOWG || ||300 ||bottom/ceiling ||N2
|-
|N1 ||EDDM || ||300 ||bottom/ceiling ||N2
|-
|N1 ||LOWS || ||300 ||bottom/ceiling ||N2
|-
|E1 ||LZIB || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKTB || ||300 ||bottom/ceiling ||E2
|-
|W2 ||LOWI || ||▲330 ||climbing ||S2
|-
|W1 ||EDDM || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LOWI || ||300 ||bottom/ceiling, via W ||W2
|-
|W1 ||LOWI || ||290 ||bottom/ceiling, via B ||B1
|-
|W1 ||LOWK || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LOWS || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LJLJ || ||300 ||bottom/ceiling ||W2
|-
|B1 ||LOWL ||Via W ||300 ||bottom/ceiling ||W1
|-
|B1 ||LOWI || ||300 ||bottom/ceiling ||B2
|-
|B1 ||LOWS ||VERDA ||290 ||bottom/ceiling ||W1
|-
|B1 ||LOWS ||Via S ||290 ||bottom/ceiling ||S1
|-
|B1 ||LOWS ||Via N ||250 ||bottom/ceiling ||N1
|-
|B1 ||EDDM ||KIRDI ||290 ||bottom/ceiling ||N1
|-
|}

### ARR ###
{| class="wikitable"
| '''ADEP''' || '''via'''|| '''from unit''' || '''to unit'''||'''cleared level''' || '''conditions''' |-
| EDDM || || E2 || N2 || 320 || |-
| EDDM || || N2 || N1 || 320 || |-
| EDDM || MATIG || N1 || B1@FL310B || 170 || |-
| EDDM || || S2 || S1 || 320 || |-
| EDDM || ATGOH,SUNIS,GOTAR || S1 || B1@FL290B || 250 || |-
| EDDM || REDBU,EXHEK || S1 || B1@FL310B || 290 || |-
| EDDM || REDBU || W2 || W1 || 320 || |-
| EDDM || REDBU,RASTA || W1 || B1@FL240B || 200 || |-
| EDDN || || E4 || N4 || 360 || |-
| EDDN || || N2 || N2 || 320 || |-
| EDDN || SIMBA || N2 || B2 || 340 || |-
| EDDN || || B2 || B1 || 320 || |-
| EDDN || || S4 || B4 || 360 || |-
| EDDN || || W4 || S4 || 360 || |-
| EDDN || SIMBA || W2 || B2 || 340 || |-
| EDDS || KIRDI,EBEDA || N2 || B2 || 340 || |-
| EDDS || KIRDI,EBEDA || B2 || B1 || 320 || |-
| EDDS || KIRDI,EBEDA || W2 || B2 || 340 || |-
| EDDS || KIRDI,EBEDA || S2 || B2 || 340 || |-
| EDJA || || E4 || N4 || 360 || |-
| EDJA || || N2 || B2 || 340 || |-
| EDJA || || B2 || B1 || 320 || |-
| EDJA || ERKIR || B1 || W1 || 300 || |-
| EDJA || ERKIR || W2 || W1 || 320 || |-
| EDJA || TRAUN || W2 || B2 || 340 || |-
| EDJA || || S2 || B2 || 340 || |-
| EDJA || || S2 || W2 || 340 || |-
| EDNY || || E4 || N4 || 360 || |-
| EDNY || || N2 || B2 || 340 || |-
| EDNY || || B2 || B1 || 320 || |-
| EDNY || ERKIR || B1 || W1 || 300 || |-
| EDNY || ERKIR || W2 || W1 || 320 || |-
| EDNY || TRAUN || W2 || B2 || 340 || |-
| EDNY || || S2 || B2 || 340 || |-
| EDNY || || S2 || W2 || 340 || |-
| EDQG || || E4 || N4 || 360 || |-
| EDQG || || N2 || B2 || 340 || |-
| EDQG || || B2 || B1 || 320 || |-
| EDQG || ERKIR || B1 || W1 || 300 || |-
| EDQG || ERKIR || W2 || W1 || 320 || |-
| EDQG || TRAUN || W2 || B2 || 340 || |-
| EDQG || || S2 || B2 || 340 || |-
| EDQG || || S2 || W2 || 340 || |-
| EDTY || || E4 || N4 || 360 || |-
| EDTY || || N2 || B2 || 340 || |-
| EDTY || || B2 || B1 || 320 || |-
| EDTY || ERKIR || B1 || W1 || 300 || |-
| EDTY || ERKIR || W2 || W1 || 320 || |-
| EDTY || TRAUN || W2 || B2 || 340 || |-
| EDTY || || S2 || B2 || 340 || |-
| EDTY || || S2 || W2 || 340 || |-
| EDMS || || E2 || N2 || 340 || |-
| EDMS || || N2 || N1 || 320 || |-
| EDMS || || W2 || W1 || 320 || |-
| EDMS || || W1 || W1@310B || 300 || |-
| EDMS || || S2 || S1 || 320 || |-
| EDMS || || S1 || S1@310B || 300 || |-
| EMDS || || W2 || S2 || 340 || |-
| EDMA || || E2 || N2 || 320 || |-
| EDMA || || N2 || N1 || 320 || |-
| EDMA || TRAUN,TITIG || N1 || B1@FL310B || 170 || |-
| EDMA || || W2 || W1 || 320 || |-
| EDMA || TRAUN,TITIG || W1 || B1@FL310B || 220 || |-
| EDMA || || S2 || S1 || 320 || |-
| EDMA || TRAUN,TITIG || S1 || B1@FL310B || 270 || |-
| EDMO || || E2 || N2 || 320 || |-
| EDMO || || N2 || N1 || 320 || |-
| EDMO || TRAUN,TITIG || N1 || B1@FL310B || 170 || |-
| EDMO || || W2 || W1 || 320 || |-
| EDMO || TRAUN,TITIG || W1 || B1@FL310B || 220 || |-
| EDMO || || S2 || S1 || 320 || |-
| EDMO || TRAUN,TITIG || S1 || B1@FL310B || 270 || |-
| ETSI || || E2 || N2 || 320 || |-
| ETSI || || N2 || N1 || 320 || |-
| ETSI || TRAUN,TITIG || N1 || B1@FL310B || 170 || |-
| ETSI || || W2 || W1 || 320 || |-
| ETSI || TRAUN,TITIG || W1 || B1@FL310B || 220 || |-
| ETSI || || S2 || S1 || 320 || |-
| ETSI || TRAUN,TITIG || S1 || B1@FL310B || 270 || |-
| EPKK || || N3 || E3 || 330 || |-
| EPKK || LEDVA,NAVTI || N5 || E5 || 370 || |-
| EPKT || || N3 || E3 || 330 || |-
| EPKT || LEDVA,NAVTI || N5 || E5 || 370 || |-
| EPWR || || N3 || E3 || 330 || |-
| EPWR || LEDVA,NAVTI || N5 || E5 || 370 || |-
| LDLO || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LDLO || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 || |-
| LDLO || || B2 || W2 || 330 || |-
| LDLO || || S1 || W1@310B || 290 || |-
| LDLO || || S2 || S1 || 320 || |-
| LDLO || || W2 || W1 || 320 || |-
| LDLO || || B2 || S2 || 330 || |-
| LDPL || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LDPL || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 || |-
| LDPL || || B2 || W2 || 330 || |-
| LDPL || || S1 || W1@310B || 290 || |-
| LDPL || || S2 || S1 || 320 || |-
| LDPL || || W2 || W1 || 320 || |-
| LDPL || || B2 || S2 || 330 || |-
| LDRI || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LDRI || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 || |-
| LDRI || || B2 || W2 || 330 || |-
| LDRI || || S1 || W1@310B || 290 || |-
| LDRI || || S2 || S1 || 320 || |-
| LDRI || || W2 || W1 || 320 || |-
| LDRI || || B2 || S2 || 330 || |-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E2 || E1 || 320 || |-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E1 || E1 || 310 || |-
| LDZA,LDVA || || N3 || B3 || 350 || |-
| LDZA,LDVA || || B2 || W2 || 330 || |-
| LDZA,LDVA || || B2 || S2 || 330 || |-
| LDZA,LDVA || || W2 || S2 || 330 || |-
| LDZA,LDVA || || W2 || W1 || 320 || |-
| LDZA,LDVA || || S2 || S1 || 320 || |-
| LDZA,LDVA || || N2 || E2 || 330 || |-
| LDZD || || N5 || B5 || 370 || |-
| LDZD || || B5 || W5 || 370 || |-
| LDZD || || B3 || S3 || 350 || |-
| LDZD || || S2 || W2 || 330 || |-
| LDZD || || E6 || S6 || 380 || |-
| LHBP,LHKE,LHTL || || N5 || E5 || 370 || |-
| LHBP,LHKE,LHTL || || S2 || E2 || 330 || |-
| LHPP || || E2 || E1 || 320 || |-
| LHPP || || S2 || S1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E2 || E1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E1 || APP Wien? || 250 || |-
| LHPA,LHPR,LHSM || || N2 || N1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || N1 || APP Wien? VB/VN@240B || 210 || |-
| LHPA,LHPR,LHSM || || B2 || B1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || B1 || N1 || 310 || |-
| LHPA,LHPR,LHSM || COP? || B1 || N1 || 310 || |-
| LHPA,LHPR,LHSM || ADGOH,SUNIS,GOTAR || W2 || S2 || 330 || |-
| LHPA,LHPR,LHSM || || W2 || S2 || 330 || |-
| LHPA,LHPR,LHSM || || S2 || S1 || 320 || |-
| LHPA,LHPR,LHSM || || B2 || S2 || 330 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL || S1 || VB@240B || 210 || |-
| LIME || DETSA || B4 || W4 || 360 || |-
| LIMx || DETSA || B4 || W4 || 360 || |-
| LIPx || DETSA || B4 || W4 || 360 || |-
| LIPx || DETSA || S4 || W4 || 360 || |-
| LIPE || DETSA || B4 || W4 || 360 || |-
| LIPH || || B4 || W4 || 360 || |-
| LIPH || TIBRO,RAXHO || B2 || S2 || 320 || |-
| LIPH || || W2 || W1 || 320 || |-
| LIPH || DETSA || S4 || W4 || 360 || |-
| LIPQ || MIKOV,TAGAS || E2 || S2 || 320 || |-
| LIPQ || || N2 || B2 || 330 || |-
| LIPQ || || B2 || S2 || 330 || |-
| LIPQ || || B2 || B1 || 310 || |-
| LIPQ || || B1 || W1 || 310 || |-
| LIPQ || || S2 || S1 || 320 || |-
| LIPQ || || S1 || W1 || 310 || |-
| LIPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LIPZ || || B4 || W4 || 360 || |-
| LIPZ || || W2 || W1 || 320 || |-
| LJCE || MIKOV,TAGAS,MAREG || E2 || E1 || 320 || |-
| LJCE || MIKOV,TAGAS,MAREG || E2 || S1 || 310 || |-
| LJCE || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 || |-
| LJCE || || B2 || B1 || 320 || |-
| LJCE || || B1 || B1 || 310 || |-
| LJCE || || B1 || W1 || 310 || |-
| LJCE || || S1 || W1 || 310 || |-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || E1 || 320 || |-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || S1 || 310 || |-
| LJLJ || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 || |-
| LJLJ || || B2 || B1 || 320 || |-
| LJLJ || || B1 || B1 || 310 || |-
| LJLJ || || B1 || W1 || 310 || |-
| LJLJ || VALLU,LUMUS,BERTA || S1 || W1 || 310 || |-
| LJLJ || RADLY || S1 || AG || 170 || |-
| LJLJ || VALLU,LUMUS,BERTA || W1 || AK || 170 || |-
| LJMB || || N2 || N1 || 320 || |-
| LJMB || || E2 || E1 || 320 || |-
| LJMB || || B2 || B1 || 320 || |-
| LJMB || || S2 || S1 || 320 || |-
| LJMB || || W2 || W1 || 320 || |-
| LJMB || || N1 || E1 || 310 || |-
| LJMB || || N1 || B1 || 310 || |-
| LJMB || || B1 || S1 || 310 || |-
| LJMB || || B1 || W1 || 310 || |-
| LJMB || GOLVA,MUREG || S1 || AG@310B || 170 || |-
| LJMB || GOLVA,MUREG || W1 || AG@310B || 170 || |-
| LJPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 320 || |-
| LJPZ || || N2 || B2 || 330 || |-
| LJPZ || || B2 || S2 || 330 || |-
| LJPZ || || B2 || B1 || 310 || |-
| LJPZ || || B1 || W1 || 310 || |-
| LJPZ || || S2 || S1 || 320 || |-
| LJPZ || || S1 || W1 || 310 || |-
| LKCS || || S2 || S1 || 320 || |-
| LKCS || ADLET || B2 || B1 || 320 || |-
| LKCS || DITIS || S1 || E1@310B || 250 || |-
| LKCS || DITIS || E1 || V || 250 || |-
| LKCS || ADLET || W2 || B2 || 330 || |-
| LKCS || ADLET || B1 || N1@250B || 170 || |-
| LKCS || ADLET || N1 || AL || 170 || |-
| LKVO,LKKB || DITIS,PISAM,LANUX || E2 || E1 || 320 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 || |-
| LKVO,LKKB || DITIS,PISAM,LANUX || S5 || E5 || 370 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 || |-
| LKKU || || E1 || V || 250 || |-
| LKKU || || N1 || E1@310B || 250 || |-
| LKKU || || S1 || E1@310B || 250 || |-
| LKKU || || N2 || N1 || 320 || |-
| LKKU || || S2 || S1 || 320 || |-
| LKKU || || B2 || B2 || 320 || |-
| LKKU || || B1 || B1 || 310 || |-
| LKKU || || W5 || B5 || 370 || |-
| LKKU || || W5 || S5 || 370 || |-
| LKKU || || S3 || B3 || 350 || |-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || E2 || E1 || 320 || |-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 || |-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || S5 || E5 || 370 || |-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 || |-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || N2 || N1 || 320 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || B2 || N2 || 320 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || W4 || B5 || 360 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || S2 || B2 || 340 || |-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || S2 || E2 || 340 || |-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || E2 || E1 || 320 || |-
| LKMT || || E2 || E1 || 320 || |-
| LKMT || INSAX,VAMET,RADLY,ABIRI,ROPAG || S2 || E2 || 340 || |-
| LKMT || || S2 || B2 || 340 || |-
| LKMT || || W4 || B4 || 360 || |-
| LKMT || MALUG,LIMRA,INPUL,UMVEG || B2 || N2 || 330 || |-
| LKMT || || B2 || N2 || 330 || |-
| LKPR || DITIS,PISAM,LANUX || E2 || E1 || 320 || |-
| LKPR || DITIS,PISAM,LANUX || N2 || N1 || 320 || |-
| LKPR || DITIS,PISAM,LANUX || B2 || N2 || 320 || |-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || B4 || 360 || |-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 || |-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 340 || |-
| LKPR || DITIS,PISAM,LANUX || S6 || E6 || 380 || |-
| LKTB || || W5 || B5 || 370 || |-
| LKTB || || W5 || S5 || 370 || |-
| LKTB || || B2 || B1 || 320 || |-
| LKTB || || S2 || S1 || 320 || |-
| LKTB || || N2 || N1 || 320 || |-
| LKTB || || B1 || N1 || 310 || |-
| LKTB || || N1 || E1@310B || 250 || |-
| LKTB || || S1 || E1@310B || 250 || |-
| LKTB || || E1 || V || 250 || |-
| LKTB || COP? || S3 || B3 || 350 || |-
| LOWI || NANIT || E2 || N2 || 320 || |-
| LOWI || NANIT || N2 || N1 || 320 || |-
| LOWI || NANIT || N1 || B1@310B || 300 || |-
| LOWI || NANIT || B1 || W1@250B || 170 || |-
| LOWI || NANIT || W1 || AI || 170 || |-
| LOWI || NANIT || S2 || S1 || 320 || |-
| LOWI || NANIT || S1 || B1@310B || 300 || |-
| LOWI || NANIT || S1 || B1@310B || 300 || |-
| LOWI || SBG || E2 || N2 || 320 || |-
| LOWI || SBG || N2 || N1 || 320 || |-
| LOWI || SBG || N1 || B1@240B || 170 || |-
| LOWI || SBG || B1 || AS || 130 || RMK: 130 latest at SBG |-
| LOWI || SBG || AS || AI || 120 || RMK: remain clear of EDMM in Königsee Area |-
| LOWI || SBG || S2 || S1 || 320 || |-
| LOWI || SBG || S1 || B1@240B || 170 || RMK: 130 latest at SBG |-
| LOWK || ABIRI || E2 || E1 || 320 || |-
| LOWK || ABIRI || E1 || S1@310B || 250 || |-
| LOWK || ABIRI || S1 || AG || 170 || |-
| LOWK || ABIRI || AG || AK@170B || 120 || |-
| LOWK || || N2 || N1 || 320 || |-
| LOWK || || N1 || B1 || 310 || |-
| LOWK || ABIRI || B1 || S1@250B || 170 || |-
| LOWK || TISMA,ARNOS,EVAXI || B1 || W1@250B || 170 || |-
| LOWK || TISMA,ARNOS,EVAXI || W1 || AK || 170 || |-
| LOWK || || W2 || W1 || 320 || |-
| LOWL || || E2 || E1 || 320 || |-
| LOWL || || E1 || V || 250 || |-
| LOWL || STO (VN),SITNI (VB) || AL || AL@250B || 170 || |-
| LOWL || || W2 || W1 || 320 || |-
| LOWL || NUBRA || W1 || B1@310B || 230 || |-
| LOWL || LIMRA || W1 || S1@310B || 250 || |-
| LOWL || LIMRA || S2 || S1 || 320 || |-
| LOWL || LIMRA || S1 || B1@310B || 170 || |-
| LOWL || NUBRA,LIMRA || B1 || AL || 170 || RMK: remain clear of N1 |-
| LOWS || MATIG || E2 || E1 || 320 || |-
| LOWS || MATIG || E1 || N1@310B || 260 || |-
| LOWS || MATIG || N1 || B1@310B || 170 || |-
| LOWS || || B1 || AS || 130 || RMK: caution, LOWL TMA |-
| LOWS || NUBRA || S2 || S1 || 320 || |-
| LOWS || NUBRA || S1 || B1@310B || 170 || |-
| LOWS || RASTA || W2 || W2 || 320 || |-
| LOWS || RASTA || W1 || B1@220B || 170 || |-
| LOWG || RUPET || E2 || E1 || 320 || |-
| LOWG || RUPET || E1 || V || 250 || |-
| LOWG || RUPET || VB || AG || 160 || RMK: shall remain clear of S1 |-
| LOWG || LEOBE || N2 || N1 || 320 || |-
| LOWG || LEOBE || N1 || B1@310B || 250 || |-
| LOWG || LEOBE || B2 || B1 || 320 || |-
| LOWG || LEOBE || B1 || S1@310B || 170 || |-
| LOWG || LEOBE || S1 || AG || 170 || |-
| LOWG || || W2 || W1 || 320 || |-
| LOWG || LEOBE || W1 || S1@310B || 170 || |-
| LOWG || ABIRI || W1 || AK || 170 || |-
| LOWG || ABIRI || AK || AG@170B || 130 || |-
| LOXZ || || E2 || E1 || 320 || |-
| LOXZ || || E1 || V || 250 || |-
| LOXZ || RUPET || VB || AG || 160 || |-
| LOXZ || || VB || AG || 160 || RMK: shall remain clear of S1 |-
| LOXZ || || N2 || N1 || 320 || |-
| LOXZ || || N1 || B1@310B || 250 || |-
| LOXZ || || B2 || B1 || 320 || |-
| LOXZ || || B1 || S1@310B || 170 || |-
| LOXZ || || W2 || W1 || 320 || |-
| LOXZ || || W1 || S1@310B || 170 || |-
| LOXZ || || W1 || AK || 170 || |-
| LOXZ || || AK || AG@170B || 130 || |-
| LOXZ || INLOX,ZW || AG || XZ || 130 || |-
| LOWW || || N2 || N2 || 320 || |-
| LOWW || || B2 || B1 || 320 || |-
| LOWW || || S2 || S1 || 320 || |-
| LOWW || BARUG || B1 || N1 || 250 || |-
| LOWW || NIGSI || W2 || S2 || 330 || |-
| LOWW || MASUR,BARUG || N1 || VB/VN || 170 || RMK: in case of DCT beyond LoR condition changes to ↓FL170/FL240B |-
| LOWW || NIGSI || S1 || VB || 180 || RMK: in case of DCT beyond LoR condition changes to ↓FL180/FL240B |-
| LQBK || || E3 || S3 || 350 || |-
| LQBK || || N3 || B3 || 350 || |-
| LQBK || || B3 || S3 || 350 || Rmk: via LJLA |-
| LQBK || GORPA || S2 || W2 || 330 || |-
| LQBK || || S2 || W2 || 330 || |-
| LQBK || || S2 || S1 || 320 || Rmk: via LDZO |-
| LQBK || GORPA || B5 || W5 || 370 || Rmk: via LJLA |-
| LQBK || || B5 || W5 || 370 || |-
| LSZR || || N2 || B2 || 340 || |-
| LSZR || || B2 || B1 || 320 || |-
| LSZR || ERKIR || B1 || W1 || 300 || |-
| LSZR || ERKIR || W2 || W1 || 320 || |-
| LSZR || TRAUN || W2 || B2 || 340 || |-
| LSZR || || S2 || B2 || 340 || |-
| LSZR || || S2 || W2 || 340 || |-
| LSZS || || B2 || W2 || 340 || |-
| LSZS || || S4 || W4 || 360 || |-
| LSZS || || W2 || W1 || 310 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || B2 || B1 || 320 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || N2 || N1 || 320 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || B1 || N1 || 310 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || N1 || VV@250B || 210 || |-
| LZIB,LZPP,LZMC || NIGSI || W2 || S2 || 330 || |-
| LZIB,LZPP,LZMC || NIGSI || S2 || S1 || 320 || |-
| LZIB,LZPP,LZMC || NIGSI || S1 || VB@250B || 210 || |-
| LZIB,LZPP,LZMC || NIGSI || B2 || S2 || 330 || |-
| LZKZ,LZSL,LZZI || || E2 || E1 || 320 || |-
| LZKZ,LZSL,LZZI || || N5 || || 370 || |-
| LZKZ,LZSL,LZZI || || S5 || || 370 || |-

Flight Level Allocation Scheme

2026-02-19T16:29:56Z

Jakob Engelbrecht:

= List of flight level allocations within LOVV FIR =

== Introduction ==
These lists provide a complete overview of all intersector handover levels within LOVV FIR. The units described are either LAUs or CTR Sectors. For detailed definition check [https://charts.vacc-austria.org/LOVV/LOVV_Enroute_ATC%20Sectors_09092020.pdf ENR chart 6.6 ATC sectors].

== Definitions ==
*from unit: the upstream unit that is delivering the flight where sector names according to eAIP ENR 6.6 or the last two letters of the approach unit in question is used.
*ADEP: aerodrome of departure.
*ADES: aerodrome of destination.
*via: The route, line or sector the flight passes through. If none are applicable for a certain flight, individual coordination is necessary.
*cleared level: The exit level the fight shall be delivered by the upstream unit. This is considered to by "climbing" or "descending" as applicable except if stated otherwise in conditions.
*conditions: conditions that have to be met by the upstream unit or that are applied during the handoff procedure.
*HUFL: Highest usable flight level (sector's top vertical limit).
*LUFL: Lowest usable flight level (sector's bottom vertical limit)
*LAU: Local approach unit

*AoR: area of responsibility (sector).
*LoR_ line of responsibility (border). Where transfer of control, unless released, takes place.
*MELK line: the western sector border of LOWW_APP connecting the points MASUR and BARUG.
*PINKA line: the southern sector border of LOWW_APP connecting the points RUPET and NIGSI.
*SEMI line: the souther sector border of E sector with S sector

*Transfer of control: Takes place when an aircraft has left the upstream sector and entered the downstream sector. Transfer of control can take place earlier if a release has been given by the upstream sector.
*Transfer of communication: Takes place whenever initiated by the upstream sector. Transfer of communication does not imply transfer of control.

*Annotation: ▲240 +170, pronounced "climbing flight level 240 out of flight level 170", is a short annotation to describe handover conditions. Details to the conditions are found in the conditions-column.

== Procedures ==
*General: Aircraft shall be handed over in a way that assures that transfer of communications is completed before the aircraft enters the downstream sector. The upstream sector has to assure, that the aircraft handed over is either clear of conflicts or that the downstream sector is assuming responsibility for maintaining proper separation between the aircraft handed over and other traffic that may create a conflict.
*Lateral handoff: Flights shall be handed off in a timely manner by the upstream unit while assuring the conditions will be met. Any deviations from the cleared levels and conditions below are subject to individual coordination. Flights are not considered released for climb or turn unless stated otherwise in conditions.
*Vertical handoff: Also called "bottom/ceiling" procedure. When a flight from an upstream unit will be entering the downstream unit's sector through a vertical boundary, the so called bottom/ceiling procedure is in effect. In this procedure, the upstream sector climbs or descends the aircraft to the HUFL or the LUFL as applicable. Once handoff has been initiated and two-way communication with the downstream sector has been established, the downstream sector shall climb or descend the aircraft out of the upstream sector in a timely manner. Flights are considered released for climbs if the upstream sector is below and for descend if the upstream sector is above.
*Upstream station must ensure that no aircraft handed over to the downstream sector are on a conflicting course (cleared conflict) with another aicraft sent from the upstream sector

== DEPARTURES ==
{| class="wikitable"
| '''from unit''' || '''ADEP''' || '''via''' ||'''cleared level''' || '''conditions''' || '''to unit'''
|-
|WW ||LOWW ||MEDIX/LUGEM/SOVIL||▲240 +170 ||released, MELK line FL170A||N1
|-
|WW ||LOWW ||RUPET/OSPEN ||▲240 +170 ||released, PINKA line FL170A||S1
|-
|WW ||LOWW ||BUWUT/LANUX ||▲240 +170 ||released||E1
|-
|WW ||LOWW ||RUPET ||160 ||released, ARR LOWK/LOWG||WG
|-
|WW ||LOWW ||SOVIL ||160 ||released, ARR LOWL/LOWS||WL
|-
|WW ||LOAx ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1
|-
|WW ||LOXT ||MELK Line ||▲240 +170 ||released, MELK line FL170A ||N1
|-
|WW ||LOAx ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1
|-
|WW ||LOXT ||PINKA Line ||▲240 +170 ||released, PINKA line FL170A ||S1
|-
|WW ||LKTB || ||240 ||bottom/ceiling||E1
|-
|WW ||LZIB || ||240 ||bottom/ceiling||E1
|-
|WW ||LOWG || ||240 ||bottom/ceiling||E1
|-
|WW ||LOWL || ||240 ||bottom/ceiling||E1
|-
|WI ||LOWI || ||160 ||bottom/ceiling||W1
|-
|WI ||LOWI ||SBG ||110 ||bottom/ceiling||WS
|-
|WI ||LOWS ||DETSA ||160 ||bottom/ceiling||W1
|-
|WS ||LOWS ||DETSA/RTT ||120 ||At level ||WI
|-
|WS ||LOWS ||NEMAL/VERDA||120 ||bottom/ceiling||B1
|-
|WG ||LJMB ||||160 ||bottom/ceiling||S1
|-
|WG ||LOWG || ||160 ||bottom/ceiling||S1
|-
|WK ||LOWK ||via S ||160 ||bottom/ceiling||S1
|-
|WK ||LOWK ||via W ||160 ||bottom/ceiling||W1
|-
|WL ||LOWL || ||160 ||bottom/ceiling||N1
|-
|WL ||LOWL ||via B ||▲160 +130 ||bottom/ceiling, FL130A||B1
|-
|WL ||LOWS || ||160 ||bottom/ceiling||N1
|-
|E1 ||LOWL || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LOWG || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKPR || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKPD || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKMT || ||300 ||bottom/ceiling ||E2
|-
|S1 ||LOWG ||Via E ||220 || ||WW
|-
|S1 ||LOWG ||Via N ||260 ||climbing ||N1
|-
|S1 ||LOWG ||Via W ||300 ||bottom/ceiling ||W1
|-
|S1 ||LOWG ||Via B ||300 ||bottom/ceiling ||B1
|-
|S1 ||LOWK || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LOWL || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LOWS || ||300 ||bottom/ceiling ||S2
|-
|S1 ||TMA LOWW || ||300 ||bottom/ceiling ||S2
|-
|S1 ||LJLJ || ||300 ||bottom/ceiling ||S2
|-
|N1 ||LOWL || ||240 ||bottom/ceiling ||WW
|-
|N1 ||LOWL || ||▲250 ||climbing ||S1
|-
|N1 ||TMA LOWW || ||300 ||bottom/ceiling ||N2
|-
|N1 ||LOWG || ||300 ||bottom/ceiling ||N2
|-
|N1 ||EDDM || ||300 ||bottom/ceiling ||N2
|-
|N1 ||LOWS || ||300 ||bottom/ceiling ||N2
|-
|E1 ||LZIB || ||300 ||bottom/ceiling ||E2
|-
|E1 ||LKTB || ||300 ||bottom/ceiling ||E2
|-
|W2 ||LOWI || ||▲330 ||climbing ||S2
|-
|W1 ||EDDM || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LOWI || ||300 ||bottom/ceiling, via W ||W2
|-
|W1 ||LOWI || ||290 ||bottom/ceiling, via B ||B1
|-
|W1 ||LOWK || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LOWS || ||300 ||bottom/ceiling ||W2
|-
|W1 ||LJLJ || ||300 ||bottom/ceiling ||W2
|-
|B1 ||LOWL ||Via W ||300 ||bottom/ceiling ||W1
|-
|B1 ||LOWI || ||300 ||bottom/ceiling ||B2
|-
|B1 ||LOWS ||VERDA ||290 ||bottom/ceiling ||W1
|-
|B1 ||LOWS ||Via S ||290 ||bottom/ceiling ||S1
|-
|B1 ||LOWS ||Via N ||250 ||bottom/ceiling ||N1
|-
|B1 ||EDDM ||KIRDI ||290 ||bottom/ceiling ||N1
|-
|}

### ARR ###
| EDDM || || E2 || N2 || 320 || |-
| EDDM || || N2 || N1 || 320 || |-
| EDDM || MATIG || N1 || B1@FL310B || 170 || |-
| EDDM || || S2 || S1 || 320 || |-
| EDDM || ATGOH,SUNIS,GOTAR || S1 || B1@FL290B || 250 || |-
| EDDM || REDBU,EXHEK || S1 || B1@FL310B || 290 || |-
| EDDM || REDBU || W2 || W1 || 320 || |-
| EDDM || REDBU,RASTA || W1 || B1@FL240B || 200 || |-
| EDDN || || E4 || N4 || 360 || |-
| EDDN || || N2 || N2 || 320 || |-
| EDDN || SIMBA || N2 || B2 || 340 || |-
| EDDN || || B2 || B1 || 320 || |-
| EDDN || || S4 || B4 || 360 || |-
| EDDN || || W4 || S4 || 360 || |-
| EDDN || SIMBA || W2 || B2 || 340 || |-
| EDDS || KIRDI,EBEDA || N2 || B2 || 340 || |-
| EDDS || KIRDI,EBEDA || B2 || B1 || 320 || |-
| EDDS || KIRDI,EBEDA || W2 || B2 || 340 || |-
| EDDS || KIRDI,EBEDA || S2 || B2 || 340 || |-
| EDJA || || E4 || N4 || 360 || |-
| EDJA || || N2 || B2 || 340 || |-
| EDJA || || B2 || B1 || 320 || |-
| EDJA || ERKIR || B1 || W1 || 300 || |-
| EDJA || ERKIR || W2 || W1 || 320 || |-
| EDJA || TRAUN || W2 || B2 || 340 || |-
| EDJA || || S2 || B2 || 340 || |-
| EDJA || || S2 || W2 || 340 || |-
| EDNY || || E4 || N4 || 360 || |-
| EDNY || || N2 || B2 || 340 || |-
| EDNY || || B2 || B1 || 320 || |-
| EDNY || ERKIR || B1 || W1 || 300 || |-
| EDNY || ERKIR || W2 || W1 || 320 || |-
| EDNY || TRAUN || W2 || B2 || 340 || |-
| EDNY || || S2 || B2 || 340 || |-
| EDNY || || S2 || W2 || 340 || |-
| EDQG || || E4 || N4 || 360 || |-
| EDQG || || N2 || B2 || 340 || |-
| EDQG || || B2 || B1 || 320 || |-
| EDQG || ERKIR || B1 || W1 || 300 || |-
| EDQG || ERKIR || W2 || W1 || 320 || |-
| EDQG || TRAUN || W2 || B2 || 340 || |-
| EDQG || || S2 || B2 || 340 || |-
| EDQG || || S2 || W2 || 340 || |-
| EDTY || || E4 || N4 || 360 || |-
| EDTY || || N2 || B2 || 340 || |-
| EDTY || || B2 || B1 || 320 || |-
| EDTY || ERKIR || B1 || W1 || 300 || |-
| EDTY || ERKIR || W2 || W1 || 320 || |-
| EDTY || TRAUN || W2 || B2 || 340 || |-
| EDTY || || S2 || B2 || 340 || |-
| EDTY || || S2 || W2 || 340 || |-
| EDMS || || E2 || N2 || 340 || |-
| EDMS || || N2 || N1 || 320 || |-
| EDMS || || W2 || W1 || 320 || |-
| EDMS || || W1 || W1@310B || 300 || |-
| EDMS || || S2 || S1 || 320 || |-
| EDMS || || S1 || S1@310B || 300 || |-
| EMDS || || W2 || S2 || 340 || |-
| EDMA || || E2 || N2 || 320 || |-
| EDMA || || N2 || N1 || 320 || |-
| EDMA || TRAUN,TITIG || N1 || B1@FL310B || 170 || |-
| EDMA || || W2 || W1 || 320 || |-
| EDMA || TRAUN,TITIG || W1 || B1@FL310B || 220 || |-
| EDMA || || S2 || S1 || 320 || |-
| EDMA || TRAUN,TITIG || S1 || B1@FL310B || 270 || |-
| EDMO || || E2 || N2 || 320 || |-
| EDMO || || N2 || N1 || 320 || |-
| EDMO || TRAUN,TITIG || N1 || B1@FL310B || 170 || |-
| EDMO || || W2 || W1 || 320 || |-
| EDMO || TRAUN,TITIG || W1 || B1@FL310B || 220 || |-
| EDMO || || S2 || S1 || 320 || |-
| EDMO || TRAUN,TITIG || S1 || B1@FL310B || 270 || |-
| ETSI || || E2 || N2 || 320 || |-
| ETSI || || N2 || N1 || 320 || |-
| ETSI || TRAUN,TITIG || N1 || B1@FL310B || 170 || |-
| ETSI || || W2 || W1 || 320 || |-
| ETSI || TRAUN,TITIG || W1 || B1@FL310B || 220 || |-
| ETSI || || S2 || S1 || 320 || |-
| ETSI || TRAUN,TITIG || S1 || B1@FL310B || 270 || |-
| EPKK || || N3 || E3 || 330 || |-
| EPKK || LEDVA,NAVTI || N5 || E5 || 370 || |-
| EPKT || || N3 || E3 || 330 || |-
| EPKT || LEDVA,NAVTI || N5 || E5 || 370 || |-
| EPWR || || N3 || E3 || 330 || |-
| EPWR || LEDVA,NAVTI || N5 || E5 || 370 || |-
| LDLO || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LDLO || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 || |-
| LDLO || || B2 || W2 || 330 || |-
| LDLO || || S1 || W1@310B || 290 || |-
| LDLO || || S2 || S1 || 320 || |-
| LDLO || || W2 || W1 || 320 || |-
| LDLO || || B2 || S2 || 330 || |-
| LDPL || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LDPL || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 || |-
| LDPL || || B2 || W2 || 330 || |-
| LDPL || || S1 || W1@310B || 290 || |-
| LDPL || || S2 || S1 || 320 || |-
| LDPL || || W2 || W1 || 320 || |-
| LDPL || || B2 || S2 || 330 || |-
| LDRI || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LDRI || BUDEX,LAMSI,DEXIT || N3 || B3 || 350 || |-
| LDRI || || B2 || W2 || 330 || |-
| LDRI || || S1 || W1@310B || 290 || |-
| LDRI || || S2 || S1 || 320 || |-
| LDRI || || W2 || W1 || 320 || |-
| LDRI || || B2 || S2 || 330 || |-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E2 || E1 || 320 || |-
| LDZA,LDVA || MIKOV,TAGAS,MAREG || E1 || E1 || 310 || |-
| LDZA,LDVA || || N3 || B3 || 350 || |-
| LDZA,LDVA || || B2 || W2 || 330 || |-
| LDZA,LDVA || || B2 || S2 || 330 || |-
| LDZA,LDVA || || W2 || S2 || 330 || |-
| LDZA,LDVA || || W2 || W1 || 320 || |-
| LDZA,LDVA || || S2 || S1 || 320 || |-
| LDZA,LDVA || || N2 || E2 || 330 || |-
| LDZD || || N5 || B5 || 370 || |-
| LDZD || || B5 || W5 || 370 || |-
| LDZD || || B3 || S3 || 350 || |-
| LDZD || || S2 || W2 || 330 || |-
| LDZD || || E6 || S6 || 380 || |-
| LHBP,LHKE,LHTL || || N5 || E5 || 370 || |-
| LHBP,LHKE,LHTL || || S2 || E2 || 330 || |-
| LHPP || || E2 || E1 || 320 || |-
| LHPP || || S2 || S1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E2 || E1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || E1 || APP Wien? || 250 || |-
| LHPA,LHPR,LHSM || || N2 || N1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || N1 || APP Wien? VB/VN@240B || 210 || |-
| LHPA,LHPR,LHSM || || B2 || B1 || 320 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL,TOVKA,ARSIN || B1 || N1 || 310 || |-
| LHPA,LHPR,LHSM || COP? || B1 || N1 || 310 || |-
| LHPA,LHPR,LHSM || ADGOH,SUNIS,GOTAR || W2 || S2 || 330 || |-
| LHPA,LHPR,LHSM || || W2 || S2 || 330 || |-
| LHPA,LHPR,LHSM || || S2 || S1 || 320 || |-
| LHPA,LHPR,LHSM || || B2 || S2 || 330 || |-
| LHPA,LHPR,LHSM || STEIN,SASAL || S1 || VB@240B || 210 || |-
| LIME || DETSA || B4 || W4 || 360 || |-
| LIMx || DETSA || B4 || W4 || 360 || |-
| LIPx || DETSA || B4 || W4 || 360 || |-
| LIPx || DETSA || S4 || W4 || 360 || |-
| LIPE || DETSA || B4 || W4 || 360 || |-
| LIPH || || B4 || W4 || 360 || |-
| LIPH || TIBRO,RAXHO || B2 || S2 || 320 || |-
| LIPH || || W2 || W1 || 320 || |-
| LIPH || DETSA || S4 || W4 || 360 || |-
| LIPQ || MIKOV,TAGAS || E2 || S2 || 320 || |-
| LIPQ || || N2 || B2 || 330 || |-
| LIPQ || || B2 || S2 || 330 || |-
| LIPQ || || B2 || B1 || 310 || |-
| LIPQ || || B1 || W1 || 310 || |-
| LIPQ || || S2 || S1 || 320 || |-
| LIPQ || || S1 || W1 || 310 || |-
| LIPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 340 || |-
| LIPZ || || B4 || W4 || 360 || |-
| LIPZ || || W2 || W1 || 320 || |-
| LJCE || MIKOV,TAGAS,MAREG || E2 || E1 || 320 || |-
| LJCE || MIKOV,TAGAS,MAREG || E2 || S1 || 310 || |-
| LJCE || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 || |-
| LJCE || || B2 || B1 || 320 || |-
| LJCE || || B1 || B1 || 310 || |-
| LJCE || || B1 || W1 || 310 || |-
| LJCE || || S1 || W1 || 310 || |-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || E1 || 320 || |-
| LJLJ || MIKOV,TAGAS,MAREG || E2 || S1 || 310 || |-
| LJLJ || BUDEX,LAMSI,DEXIT || N2 || B2 || 330 || |-
| LJLJ || || B2 || B1 || 320 || |-
| LJLJ || || B1 || B1 || 310 || |-
| LJLJ || || B1 || W1 || 310 || |-
| LJLJ || VALLU,LUMUS,BERTA || S1 || W1 || 310 || |-
| LJLJ || RADLY || S1 || AG || 170 || |-
| LJLJ || VALLU,LUMUS,BERTA || W1 || AK || 170 || |-
| LJMB || || N2 || N1 || 320 || |-
| LJMB || || E2 || E1 || 320 || |-
| LJMB || || B2 || B1 || 320 || |-
| LJMB || || S2 || S1 || 320 || |-
| LJMB || || W2 || W1 || 320 || |-
| LJMB || || N1 || E1 || 310 || |-
| LJMB || || N1 || B1 || 310 || |-
| LJMB || || B1 || S1 || 310 || |-
| LJMB || || B1 || W1 || 310 || |-
| LJMB || GOLVA,MUREG || S1 || AG@310B || 170 || |-
| LJMB || GOLVA,MUREG || W1 || AG@310B || 170 || |-
| LJPZ || MIKOV,TAGAS,MAREG || E2 || S2 || 320 || |-
| LJPZ || || N2 || B2 || 330 || |-
| LJPZ || || B2 || S2 || 330 || |-
| LJPZ || || B2 || B1 || 310 || |-
| LJPZ || || B1 || W1 || 310 || |-
| LJPZ || || S2 || S1 || 320 || |-
| LJPZ || || S1 || W1 || 310 || |-
| LKCS || || S2 || S1 || 320 || |-
| LKCS || ADLET || B2 || B1 || 320 || |-
| LKCS || DITIS || S1 || E1@310B || 250 || |-
| LKCS || DITIS || E1 || V || 250 || |-
| LKCS || ADLET || W2 || B2 || 330 || |-
| LKCS || ADLET || B1 || N1@250B || 170 || |-
| LKCS || ADLET || N1 || AL || 170 || |-
| LKVO,LKKB || DITIS,PISAM,LANUX || E2 || E1 || 320 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 || |-
| LKVO,LKKB || DITIS,PISAM,LANUX || S5 || E5 || 370 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 || |-
| LKVO,LKKB || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 || |-
| LKKU || || E1 || V || 250 || |-
| LKKU || || N1 || E1@310B || 250 || |-
| LKKU || || S1 || E1@310B || 250 || |-
| LKKU || || N2 || N1 || 320 || |-
| LKKU || || S2 || S1 || 320 || |-
| LKKU || || B2 || B2 || 320 || |-
| LKKU || || B1 || B1 || 310 || |-
| LKKU || || W5 || B5 || 370 || |-
| LKKU || || W5 || S5 || 370 || |-
| LKKU || || S3 || B3 || 350 || |-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || E2 || E1 || 320 || |-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || N2 || N1 || 320 || |-
| LKCV,LKPD || DITIS,PISAM,LANUX,NAVTI,LEDVA || S5 || E5 || 370 || |-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || W5 || B5 || 370 || |-
| LKCV,LKPD || BUDEX,USUPA,LUPEV,DEXIT,LAMSI || S2 || B2 || 330 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || N2 || N1 || 320 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || B2 || N2 || 320 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || W4 || B5 || 360 || |-
| LKKV || BUDEX,APRAQ,DEXIT,LAMSI || S2 || B2 || 340 || |-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || S2 || E2 || 340 || |-
| LKKV || NAVTI,LOKVU,LANUX,PISAM,DITIS || E2 || E1 || 320 || |-
| LKMT || || E2 || E1 || 320 || |-
| LKMT || INSAX,VAMET,RADLY,ABIRI,ROPAG || S2 || E2 || 340 || |-
| LKMT || || S2 || B2 || 340 || |-
| LKMT || || W4 || B4 || 360 || |-
| LKMT || MALUG,LIMRA,INPUL,UMVEG || B2 || N2 || 330 || |-
| LKMT || || B2 || N2 || 330 || |-
| LKPR || DITIS,PISAM,LANUX || E2 || E1 || 320 || |-
| LKPR || DITIS,PISAM,LANUX || N2 || N1 || 320 || |-
| LKPR || DITIS,PISAM,LANUX || B2 || N2 || 320 || |-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || B4 || 360 || |-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || W4 || S4 || 360 || |-
| LKPR || BUDEX,APRAQ,LUPEV,DEXIT,LAMSI || S2 || B2 || 340 || |-
| LKPR || DITIS,PISAM,LANUX || S6 || E6 || 380 || |-
| LKTB || || W5 || B5 || 370 || |-
| LKTB || || W5 || S5 || 370 || |-
| LKTB || || B2 || B1 || 320 || |-
| LKTB || || S2 || S1 || 320 || |-
| LKTB || || N2 || N1 || 320 || |-
| LKTB || || B1 || N1 || 310 || |-
| LKTB || || N1 || E1@310B || 250 || |-
| LKTB || || S1 || E1@310B || 250 || |-
| LKTB || || E1 || V || 250 || |-
| LKTB || COP? || S3 || B3 || 350 || |-
| LOWI || NANIT || E2 || N2 || 320 || |-
| LOWI || NANIT || N2 || N1 || 320 || |-
| LOWI || NANIT || N1 || B1@310B || 300 || |-
| LOWI || NANIT || B1 || W1@250B || 170 || |-
| LOWI || NANIT || W1 || AI || 170 || |-
| LOWI || NANIT || S2 || S1 || 320 || |-
| LOWI || NANIT || S1 || B1@310B || 300 || |-
| LOWI || NANIT || S1 || B1@310B || 300 || |-
| LOWI || SBG || E2 || N2 || 320 || |-
| LOWI || SBG || N2 || N1 || 320 || |-
| LOWI || SBG || N1 || B1@240B || 170 || |-
| LOWI || SBG || B1 || AS || 130 || RMK: 130 latest at SBG |-
| LOWI || SBG || AS || AI || 120 || RMK: remain clear of EDMM in Königsee Area |-
| LOWI || SBG || S2 || S1 || 320 || |-
| LOWI || SBG || S1 || B1@240B || 170 || RMK: 130 latest at SBG |-
| LOWK || ABIRI || E2 || E1 || 320 || |-
| LOWK || ABIRI || E1 || S1@310B || 250 || |-
| LOWK || ABIRI || S1 || AG || 170 || |-
| LOWK || ABIRI || AG || AK@170B || 120 || |-
| LOWK || || N2 || N1 || 320 || |-
| LOWK || || N1 || B1 || 310 || |-
| LOWK || ABIRI || B1 || S1@250B || 170 || |-
| LOWK || TISMA,ARNOS,EVAXI || B1 || W1@250B || 170 || |-
| LOWK || TISMA,ARNOS,EVAXI || W1 || AK || 170 || |-
| LOWK || || W2 || W1 || 320 || |-
| LOWL || || E2 || E1 || 320 || |-
| LOWL || || E1 || V || 250 || |-
| LOWL || STO (VN),SITNI (VB) || AL || AL@250B || 170 || |-
| LOWL || || W2 || W1 || 320 || |-
| LOWL || NUBRA || W1 || B1@310B || 230 || |-
| LOWL || LIMRA || W1 || S1@310B || 250 || |-
| LOWL || LIMRA || S2 || S1 || 320 || |-
| LOWL || LIMRA || S1 || B1@310B || 170 || |-
| LOWL || NUBRA,LIMRA || B1 || AL || 170 || RMK: remain clear of N1 |-
| LOWS || MATIG || E2 || E1 || 320 || |-
| LOWS || MATIG || E1 || N1@310B || 260 || |-
| LOWS || MATIG || N1 || B1@310B || 170 || |-
| LOWS || || B1 || AS || 130 || RMK: caution, LOWL TMA |-
| LOWS || NUBRA || S2 || S1 || 320 || |-
| LOWS || NUBRA || S1 || B1@310B || 170 || |-
| LOWS || RASTA || W2 || W2 || 320 || |-
| LOWS || RASTA || W1 || B1@220B || 170 || |-
| LOWG || RUPET || E2 || E1 || 320 || |-
| LOWG || RUPET || E1 || V || 250 || |-
| LOWG || RUPET || VB || AG || 160 || RMK: shall remain clear of S1 |-
| LOWG || LEOBE || N2 || N1 || 320 || |-
| LOWG || LEOBE || N1 || B1@310B || 250 || |-
| LOWG || LEOBE || B2 || B1 || 320 || |-
| LOWG || LEOBE || B1 || S1@310B || 170 || |-
| LOWG || LEOBE || S1 || AG || 170 || |-
| LOWG || || W2 || W1 || 320 || |-
| LOWG || LEOBE || W1 || S1@310B || 170 || |-
| LOWG || ABIRI || W1 || AK || 170 || |-
| LOWG || ABIRI || AK || AG@170B || 130 || |-
| LOXZ || || E2 || E1 || 320 || |-
| LOXZ || || E1 || V || 250 || |-
| LOXZ || RUPET || VB || AG || 160 || |-
| LOXZ || || VB || AG || 160 || RMK: shall remain clear of S1 |-
| LOXZ || || N2 || N1 || 320 || |-
| LOXZ || || N1 || B1@310B || 250 || |-
| LOXZ || || B2 || B1 || 320 || |-
| LOXZ || || B1 || S1@310B || 170 || |-
| LOXZ || || W2 || W1 || 320 || |-
| LOXZ || || W1 || S1@310B || 170 || |-
| LOXZ || || W1 || AK || 170 || |-
| LOXZ || || AK || AG@170B || 130 || |-
| LOXZ || INLOX,ZW || AG || XZ || 130 || |-
| LOWW || || N2 || N2 || 320 || |-
| LOWW || || B2 || B1 || 320 || |-
| LOWW || || S2 || S1 || 320 || |-
| LOWW || BARUG || B1 || N1 || 250 || |-
| LOWW || NIGSI || W2 || S2 || 330 || |-
| LOWW || MASUR,BARUG || N1 || VB/VN || 170 || RMK: in case of DCT beyond LoR condition changes to ↓FL170/FL240B |-
| LOWW || NIGSI || S1 || VB || 180 || RMK: in case of DCT beyond LoR condition changes to ↓FL180/FL240B |-
| LQBK || || E3 || S3 || 350 || |-
| LQBK || || N3 || B3 || 350 || |-
| LQBK || || B3 || S3 || 350 || Rmk: via LJLA |-
| LQBK || GORPA || S2 || W2 || 330 || |-
| LQBK || || S2 || W2 || 330 || |-
| LQBK || || S2 || S1 || 320 || Rmk: via LDZO |-
| LQBK || GORPA || B5 || W5 || 370 || Rmk: via LJLA |-
| LQBK || || B5 || W5 || 370 || |-
| LSZR || || N2 || B2 || 340 || |-
| LSZR || || B2 || B1 || 320 || |-
| LSZR || ERKIR || B1 || W1 || 300 || |-
| LSZR || ERKIR || W2 || W1 || 320 || |-
| LSZR || TRAUN || W2 || B2 || 340 || |-
| LSZR || || S2 || B2 || 340 || |-
| LSZR || || S2 || W2 || 340 || |-
| LSZS || || B2 || W2 || 340 || |-
| LSZS || || S4 || W4 || 360 || |-
| LSZS || || W2 || W1 || 310 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || B2 || B1 || 320 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || N2 || N1 || 320 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || B1 || N1 || 310 || |-
| LZIB,LZPP,LZMC || BARUG,MASUR || N1 || VV@250B || 210 || |-
| LZIB,LZPP,LZMC || NIGSI || W2 || S2 || 330 || |-
| LZIB,LZPP,LZMC || NIGSI || S2 || S1 || 320 || |-
| LZIB,LZPP,LZMC || NIGSI || S1 || VB@250B || 210 || |-
| LZIB,LZPP,LZMC || NIGSI || B2 || S2 || 330 || |-
| LZKZ,LZSL,LZZI || || E2 || E1 || 320 || |-
| LZKZ,LZSL,LZZI || || N5 || || 370 || |-
| LZKZ,LZSL,LZZI || || S5 || || 370 || |-

Study Guide:Low Visibility Procedures

2025-10-07T21:58:05Z

Jakob Engelbrecht: /* Phraseology */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

It may help to look at the TAF, whether a situation is likely to stabilize, improve or get worse. The RVR indicator also includes a letter.
*U - RVR will increase
*N - RVR will remain like this
*D - RVR will decrease

While flights generally to tend to have better conditions as in the METAR, go-arounds are still likely and an upcoming LVP activation shall be closely monitored and subsequently coordinated by TWR and APP.

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''Landing only - radar spacing on final suggested: 5 nm'''
*'''Mixed - radar spacing on final suggested: 9 nm'''

The TDZ RVR value, as well as the wind are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During LVP, landing TFC should only be cleared to land after the preceding aircraft has left the '''LOC'''aliser critical area. For simplification purposes, the LOC critical area shall be considered the RWY. Aircraft turning vacating, overflying the RWY end or turning before the RWY end leave the LOC critical area.
*During LVP, departing TFC should be cleared for takeoff before the next inbound for the same runway is closer than '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m and if one of the later RVR values is less than the TDZ RVR.

R16/'''P'''1500D '''P''' indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m). RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

'''Approach Clearance'''

AUA94, cleared ILS Z Approach RWY29, RVR 650, 550, and 550 meters, wind 250 degrees 6 knots.

'''Takeoff Clearance'''

AUA94, RVR 650 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''Landing Clearance'''

AUA94, RVR 650, 550, and 400 meters, wind 250 degrees 6 knots, RWY 29 cleared to land.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T21:57:05Z

Jakob Engelbrecht: /* Considerations For Takeoff */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

It may help to look at the TAF, whether a situation is likely to stabilize, improve or get worse. The RVR indicator also includes a letter.
*U - RVR will increase
*N - RVR will remain like this
*D - RVR will decrease

While flights generally to tend to have better conditions as in the METAR, go-arounds are still likely and an upcoming LVP activation shall be closely monitored and subsequently coordinated by TWR and APP.

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''Landing only - radar spacing on final suggested: 5 nm'''
*'''Mixed - radar spacing on final suggested: 9 nm'''

The TDZ RVR value, as well as the wind are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During LVP, landing TFC should only be cleared to land after the preceding aircraft has left the '''LOC'''aliser critical area. For simplification purposes, the LOC critical area shall be considered the RWY. Aircraft turning vacating, overflying the RWY end or turning before the RWY end leave the LOC critical area.
*During LVP, departing TFC should be cleared for takeoff before the next inbound for the same runway is closer than '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m and if one of the later RVR values is less than the TDZ RVR.

R16/'''P'''1500D '''P''' indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m). RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

'''Approach Clearance'''

AUA94, cleared ILS Z Approach RWY29, RVR 650, 550, and 550 meters, wind 250 degrees 6 knots.

'''Takeoff Clearance'''

AUA94, RVR 650 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''Landing Clearance'''

AUA94, RVR 650, 550, and 400 meters, wind 250 degrees 6 knots, RWY 29 cleared to land.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion. It is important, however, not to undercut the published value. The values you invent must be greater.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T21:56:55Z

Jakob Engelbrecht: /* Procedures */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

It may help to look at the TAF, whether a situation is likely to stabilize, improve or get worse. The RVR indicator also includes a letter.
*U - RVR will increase
*N - RVR will remain like this
*D - RVR will decrease

While flights generally to tend to have better conditions as in the METAR, go-arounds are still likely and an upcoming LVP activation shall be closely monitored and subsequently coordinated by TWR and APP.

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''Landing only - radar spacing on final suggested: 5 nm'''
*'''Mixed - radar spacing on final suggested: 9 nm'''

The TDZ RVR value, as well as the wind are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During LVP, landing TFC should only be cleared to land after the preceding aircraft has left the '''Loc'''aliser critical area. For simplification purposes, the LOC critical area shall be considered the RWY. Aircraft turning vacating, overflying the RWY end or turning before the RWY end leave the LOC critical area.
*During LVP, departing TFC should be cleared for takeoff before the next inbound for the same runway is closer than '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m and if one of the later RVR values is less than the TDZ RVR.

R16/'''P'''1500D '''P''' indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m). RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

'''Approach Clearance'''

AUA94, cleared ILS Z Approach RWY29, RVR 650, 550, and 550 meters, wind 250 degrees 6 knots.

'''Takeoff Clearance'''

AUA94, RVR 650 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''Landing Clearance'''

AUA94, RVR 650, 550, and 400 meters, wind 250 degrees 6 knots, RWY 29 cleared to land.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion. It is important, however, not to undercut the published value. The values you invent must be greater.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T21:56:30Z

Jakob Engelbrecht: /* Considerations For Takeoff */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

It may help to look at the TAF, whether a situation is likely to stabilize, improve or get worse. The RVR indicator also includes a letter.
*U - RVR will increase
*N - RVR will remain like this
*D - RVR will decrease

While flights generally to tend to have better conditions as in the METAR, go-arounds are still likely and an upcoming LVP activation shall be closely monitored and subsequently coordinated by TWR and APP.

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''Landing only - radar spacing on final suggested: 5 nm'''
*'''Mixed - radar spacing on final suggested: 9 nm'''

The TDZ RVR value, as well as the wind are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During LVP, landing TFC should only be cleared to land after the preceding aircraft has left the Localiser critical area. For simplification purposes, the LOC critical area shall be considered the RWY. Aircraft turning vacating, overflying the RWY end or turning before the RWY end leave the LOC critical area.
*During LVP, departing TFC should be cleared for takeoff before the next inbound for the same runway is closer than '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m and if one of the later RVR values is less than the TDZ RVR.

R16/'''P'''1500D '''P''' indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m). RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

'''Approach Clearance'''

AUA94, cleared ILS Z Approach RWY29, RVR 650, 550, and 550 meters, wind 250 degrees 6 knots.

'''Takeoff Clearance'''

AUA94, RVR 650 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''Landing Clearance'''

AUA94, RVR 650, 550, and 400 meters, wind 250 degrees 6 knots, RWY 29 cleared to land.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion. It is important, however, not to undercut the published value. The values you invent must be greater.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T21:53:49Z

Jakob Engelbrecht: /* Considerations For Takeoff */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

It may help to look at the TAF, whether a situation is likely to stabilize, improve or get worse. The RVR indicator also includes a letter.
*U - RVR will increase
*N - RVR will remain like this
*D - RVR will decrease

While flights generally to tend to have better conditions as in the METAR, go-arounds are still likely and an upcoming LVP activation shall be closely monitored and subsequently coordinated by TWR and APP.

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''Landing only - radar spacing on final suggested: 5 nm'''
*'''Mixed - radar spacing on final suggested: 9 nm'''

The TDZ RVR value, as well as the wind are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During LVP, landing TFC should only be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During LVP, departing TFC should be cleared for takeoff before the next inbound for the same runway is closer than '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m and if one of the later RVR values is less than the TDZ RVR.

R16/'''P'''1500D '''P''' indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m). RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

'''Approach Clearance'''

AUA94, cleared ILS Z Approach RWY29, RVR 650, 550, and 550 meters, wind 250 degrees 6 knots.

'''Takeoff Clearance'''

AUA94, RVR 650 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''Landing Clearance'''

AUA94, RVR 650, 550, and 400 meters, wind 250 degrees 6 knots, RWY 29 cleared to land.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion. It is important, however, not to undercut the published value. The values you invent must be greater.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T21:53:07Z

Jakob Engelbrecht: /* Sequencing On Final */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

It may help to look at the TAF, whether a situation is likely to stabilize, improve or get worse. The RVR indicator also includes a letter.
*U - RVR will increase
*N - RVR will remain like this
*D - RVR will decrease

While flights generally to tend to have better conditions as in the METAR, go-arounds are still likely and an upcoming LVP activation shall be closely monitored and subsequently coordinated by TWR and APP.

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''Landing only - radar spacing on final suggested: 5 nm'''
*'''Mixed - radar spacing on final suggested: 9 nm'''

The TDZ RVR value, as well as the wind are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', landing TFC should only be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m and if one of the later RVR values is less than the TDZ RVR.

R16/'''P'''1500D '''P''' indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m). RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

'''Approach Clearance'''

AUA94, cleared ILS Z Approach RWY29, RVR 650, 550, and 550 meters, wind 250 degrees 6 knots.

'''Takeoff Clearance'''

AUA94, RVR 650 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''Landing Clearance'''

AUA94, RVR 650, 550, and 400 meters, wind 250 degrees 6 knots, RWY 29 cleared to land.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion. It is important, however, not to undercut the published value. The values you invent must be greater.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T21:48:27Z

Jakob Engelbrecht: /* Phraseology */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

It may help to look at the TAF, whether a situation is likely to stabilize, improve or get worse. The RVR indicator also includes a letter.
*U - RVR will increase
*N - RVR will remain like this
*D - RVR will decrease

While flights generally to tend to have better conditions as in the METAR, go-arounds are still likely and an upcoming LVP activation shall be closely monitored and subsequently coordinated by TWR and APP.

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

The TDZ RVR value, as well as the wind are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', landing TFC should only be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m and if one of the later RVR values is less than the TDZ RVR.

R16/'''P'''1500D '''P''' indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m). RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

'''Approach Clearance'''

AUA94, cleared ILS Z Approach RWY29, RVR 650, 550, and 550 meters, wind 250 degrees 6 knots.

'''Takeoff Clearance'''

AUA94, RVR 650 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''Landing Clearance'''

AUA94, RVR 650, 550, and 400 meters, wind 250 degrees 6 knots, RWY 29 cleared to land.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion. It is important, however, not to undercut the published value. The values you invent must be greater.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T21:44:52Z

Jakob Engelbrecht: /* Sequencing On Final */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

It may help to look at the TAF, whether a situation is likely to stabilize, improve or get worse. The RVR indicator also includes a letter.
*U - RVR will increase
*N - RVR will remain like this
*D - RVR will decrease

While flights generally to tend to have better conditions as in the METAR, go-arounds are still likely and an upcoming LVP activation shall be closely monitored and subsequently coordinated by TWR and APP.

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

The TDZ RVR value, as well as the wind are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', landing TFC should only be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m.

R16/'''P'''1500D '''P''' indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m). RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

'''Approach Clearance'''

AUA94, cleared ILS Z Approach RWY29, RVR 550, 650, and 800 meters.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''Landing Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared to land.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion. It is important, however, not to undercut the published value. The values you invent must be greater.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T13:22:49Z

Jakob Engelbrecht: /* Decision Making Process (LOWW) */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

It may help to look at the TAF, whether a situation is likely to stabilize, improve or get worse. The RVR indicator also includes a letter.
*U - RVR will increase
*N - RVR will remain like this
*D - RVR will decrease

While flights generally to tend to have better conditions as in the METAR, go-arounds are still likely and an upcoming LVP activation shall be closely monitored and subsequently coordinated by TWR and APP.

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

RVR values are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', landing TFC should only be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m.

R16/'''P'''1500D '''P''' indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m). RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

'''Approach Clearance'''

AUA94, cleared ILS Z Approach RWY29, RVR 550, 650, and 800 meters.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''Landing Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared to land.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion. It is important, however, not to undercut the published value. The values you invent must be greater.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T13:21:37Z

Jakob Engelbrecht: /* Decision Making Process (LOWW) */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

It may help to look at the TAF, whether a situation is likely to stabilize, improve or get worse. The RVR indicator also includes a letter
*U - RVR will increase
*N - RVR will remain like this
*D - RVR will decrease

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

RVR values are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', landing TFC should only be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m.

R16/'''P'''1500D '''P''' indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m). RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

'''Approach Clearance'''

AUA94, cleared ILS Z Approach RWY29, RVR 550, 650, and 800 meters.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''Landing Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared to land.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion. It is important, however, not to undercut the published value. The values you invent must be greater.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T13:19:57Z

Jakob Engelbrecht: /* Phraseology */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

RVR values are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', landing TFC should only be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m.

R16/'''P'''1500D '''P''' indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m). RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

'''Approach Clearance'''

AUA94, cleared ILS Z Approach RWY29, RVR 550, 650, and 800 meters.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''Landing Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared to land.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion. It is important, however, not to undercut the published value. The values you invent must be greater.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T13:18:40Z

Jakob Engelbrecht: /* Phraseology */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

RVR values are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', landing TFC should only be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m.

R16/'''P'''1500D '''P''' indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m). RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

'''Approach Clearance'''

AUA94, cleared ILS Z Approach RWY29, RVR 550, 650, and 800 meters.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''Landing Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared to land.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T13:18:32Z

Jakob Engelbrecht: /* Phraseology */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

RVR values are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', landing TFC should only be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m.

R16/'''P'''1500D '''P''' indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m). RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

'''Approach Clearance'''

AUA94, cleared ILS Z Approach RWY29, RVR 550, 650, and 800 meters.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''Landing Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared to land.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T13:16:43Z

Jakob Engelbrecht: /* Phraseology */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

RVR values are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', landing TFC should only be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m.

R16/'''P'''1500D '''P''' indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m). RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T13:14:28Z

Jakob Engelbrecht: /* Phraseology */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

RVR values are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', landing TFC should only be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value that is 1500m or less e.g: R16/P1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end. These 3 values are only transmitted once the RVR falls below 800m.
'''RVR Above maximum measurable value (1500m)'''

R16/'''P'''1500N

RVR above 1500 meters are not to be reported, as they are '''ABOVE''' 1500m.

The words "above" are induced by the preceeding "P" which indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m)

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T13:11:55Z

Jakob Engelbrecht: /* Sequencing On Final */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

RVR values are to be included in the clearance for the approach.

Likewise, TWR shall transmit the latest RVR on initial contact with ACFT on approach.

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', landing TFC should only be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value e.g: R16/P1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''RVR Above maximum measurable value (1500m)'''

R16/'''P'''1500N

RVR above 1500 meters, RWY 16 Cleared for takeoff

The words "above" are induced by the preceeding "P" which indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m)

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T13:09:47Z

Jakob Engelbrecht: /* ATIS */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN OPERATION

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS. EXPECT LANDING CLEARANCE LATEST AT 1 NM FINAL.

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', landing TFC should only be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value e.g: R16/P1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''RVR Above maximum measurable value (1500m)'''

R16/'''P'''1500N

RVR above 1500 meters, RWY 16 Cleared for takeoff

The words "above" are induced by the preceeding "P" which indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m)

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T13:08:29Z

Jakob Engelbrecht: /* Considerations For Takeoff */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN '''OPERATION'''

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', landing TFC should only be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

Deviating from these requirements is permissible if traffic levels require so.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value e.g: R16/P1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''RVR Above maximum measurable value (1500m)'''

R16/'''P'''1500N

RVR above 1500 meters, RWY 16 Cleared for takeoff

The words "above" are induced by the preceeding "P" which indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m)

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T13:07:15Z

Jakob Engelbrecht: /* Considerations For Takeoff */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN '''OPERATION'''

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', landing TFC should be cleared to land after the preceding aircraft for the same runway has passed the end of runway or left the runway either by turning or by vacating the runway.
*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value e.g: R16/P1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''RVR Above maximum measurable value (1500m)'''

R16/'''P'''1500N

RVR above 1500 meters, RWY 16 Cleared for takeoff

The words "above" are induced by the preceeding "P" which indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m)

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T12:57:42Z

Jakob Engelbrecht: /* Landing Clearance */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN '''OPERATION'''

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance".

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value e.g: R16/P1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''RVR Above maximum measurable value (1500m)'''

R16/'''P'''1500N

RVR above 1500 meters, RWY 16 Cleared for takeoff

The words "above" are induced by the preceeding "P" which indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m)

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T12:56:55Z

Jakob Engelbrecht: /* ATIS */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN '''OPERATION'''

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VIS PROCEDURES IN OPS

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance" as this phraseology '''does not exist'''.

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value e.g: R16/P1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''RVR Above maximum measurable value (1500m)'''

R16/'''P'''1500N

RVR above 1500 meters, RWY 16 Cleared for takeoff

The words "above" are induced by the preceeding "P" which indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m)

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T12:52:13Z

Jakob Engelbrecht: /* ATIS */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. If you use uniATIS, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN '''OPERATION'''

If you are using vATIS, you can select "LVP" in the NOTAM section. The following text will be added to your ATIS:

LOW VISIBILITY PROCEDURES IN '''OPERATION'''

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance" as this phraseology '''does not exist'''.

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value e.g: R16/P1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''RVR Above maximum measurable value (1500m)'''

R16/'''P'''1500N

RVR above 1500 meters, RWY 16 Cleared for takeoff

The words "above" are induced by the preceeding "P" which indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m)

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T12:50:25Z

Jakob Engelbrecht: /* Landing Clearance */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. To do this, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN '''OPERATION'''

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance" as this phraseology '''does not exist'''.

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value e.g: R16/P1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''RVR Above maximum measurable value (1500m)'''

R16/'''P'''1500N

RVR above 1500 meters, RWY 16 Cleared for takeoff

The words "above" are induced by the preceeding "P" which indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m)

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T12:50:15Z

Jakob Engelbrecht: /* Landing Clearance */

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. To do this, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN '''OPERATION'''

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''Arriving A/C at 1 NM Final, if pilots are informed via the ATIS'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance" as this phraseology '''does not exist'''.

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value e.g: R16/P1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''RVR Above maximum measurable value (1500m)'''

R16/'''P'''1500N

RVR above 1500 meters, RWY 16 Cleared for takeoff

The words "above" are induced by the preceeding "P" which indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m)

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Low Visibility Procedures

2025-10-07T12:49:02Z

Jakob Engelbrecht:

== Definition ==

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to preclude pilots obtaining the required visual reference to continue to landing at the equivalent of an ILS Cat 1 DH/DA. [[https://www.skybrary.aero/index.php/Low_Visibility_Procedures_(LVP)]]

=== Terminology: RVR/CAT ===

RVR = Runway Visual Range (Landebahnsicht)

RVR is being measured at three points along the runway: "Touchdown Zone", "Mid Point" and "Stop End".

{| class="wikitable"
|-
| ILS-Category|| Minimum RVR || Decision Height (DH)
|-
|Cat I || 550 meters or visibility 800 meters || 200ft
|-
|Cat II || 300 meters || 100ft
|-
|Cat IIIa || 200 meters || 100 - 0ft
|-
|Cat IIIb || 75 - 50 meters || 50 - 0ft
|-
|Cat IIIc || keine RVR Begrenzung|| nil
|-
|}

=== Terminology: Vertical Visibility ===

Vertical visibility is given in ft AGL. For LVP only BKN, OVC or VV are relevant. The latter being general vertical visibility with sufficient reduction of visibility not based on a specific cloud type. The values given in the metar are rounded down to the lowest 100ft value. OVC002 therefore means OVC between >200 and ≤300.

As of November 2020, in real life only RVR is considered in the decision making process whether LVP is being activated or not. This does not apply to VATSIM operations due to various factors, including but not limited to the depiction of visibility in various simulator-weather-addons.
[[https://www.austrocontrol.at/jart/prj3/ac/data/dokumente/LO_Circ_2020_A_15_en_2020-10-30_1110129.pdf]]

== Decision Making Process (LOWW) ==

In order to determine whether ot not LVP has to be used, two factors have to be considered: Ceiling (lowest OVC or BKN cloud layer or vertical visibility) and RVR.

For exact criteria refer to [[#LVP Criteria For Airports|LVP Criteria For Airports]]

== Procedures ==

=== ATIS ===

Pilots need to be informed about the activity of LVP. To do this, add „&lvp“ at the end of the Uniatis-String. This will result in the following text to be recieved by the pilots:

LOW VISIBILITY PROCEDURES IN '''OPERATION'''

=== Landing Clearance ===

During LVP Landing Clearances should be given:
*'''Arriving A/C 2 NM Final'''
*'''In exceptional circumstances at 1 NM Final'''
Note: "Should" be given - this is not a requirement per se, but rather considered as guidance for the ATCO. There is '''no''' need to inform a Pilot to expect a "late landing clearance" as this phraseology '''does not exist'''.

=== Sequencing On Final ===

Lower visibilities require enlarged separation minima on final depending on the actual conditions:

*'''CAT II radar separation on final: 4nm'''
*'''CAT III radar separation on final: 6nm'''

=== Considerations For Takeoff ===

*During '''LVP Stage 2 or 3''', departing TFC should be cleared for takeoff before the next inbound for the same runway is closer that '''6nm from threshold'''.

=== Considerations For Taxi ===

Due to visibility, no conditional taxi clearances shall be given during LVP conditions.

== Phraseology ==

'''As soon as the METAR indicates an RVR value e.g: R16/P1500N you are required to transmit this value'''

In real life the controller will be provided with 3 RVR values: Touchdown Zone, Mid-Point, Stop-end.

'''Takeoff Clearance'''

AUA94, RVR 550, 650, and 800 meters, wind 250 degrees 6 knots, RWY 29 cleared for takeoff.

'''RVR Above maximum measurable value (1500m)'''

R16/'''P'''1500N

RVR above 1500 meters, RWY 16 Cleared for takeoff

The words "above" are induced by the preceeding "P" which indicates an RVR value '''ABOVE''' 1500m. (It is not possible to measure an RVR greater than 1500m)

'''VATSIM vs. Real Life'''

As the VATSIM METAR only provides one RVR Value (Touchdown Zone RVR) you may choose to add the remaining two values at your discretion.
"AUA26, 250 deg 6 kts, RVR 550, 500 and 650 Meters RWY 16 Cleared to land. </pre>

It should be noted that only dictating value is indicated in the METAR string - It defines the Touchdown Zone RVR, and thus should be used as a reference when applying the above mentioned procedure.

The same applies to Takeoff Clearances:
"AUA25, 250 deg 6 kts, RVR 550, 500 and 650 Meters, RWY 29 cleared for takeoff"
Or:
"AUA25, 250 deg 6 kts, RVR above 1500 meters, RWY 29 cleared for takeoff"

No distinction is being made upon clearing an aircraft for an ILS approach in regard to the LVP-stage.

== LVP Criteria For Airports ==

=== LOWW ===

Available CAT III runways: 16 & 29.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWL ===
Available CAT III runway: 26.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWK ===

Available CAT II runway 28R

CAT III requires authorization from authority (MA-climb 4,7%)

==== NO LVP or CAT I ====
RVR 800m or more '''AND''' ceiling 300 feet or above.

==== LVP CAT II (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
RVR less than 800m '''OR''' ceiling less than 300 feet.

=== LOWI ===
Available CAT II or CAT III runways: none.

No explicit procedures for arriving traffic are published. Use best judgement and consider minima-values published on approach plates.

Also check further information in the [[LOWI_Primer]].

=== LOWG ===
Available CAT III runways: 35C.

==== NO LVP or CAT I ====
RVR 600m or more '''AND''' ceiling 200 feet or above.

==== LVP CAT II (LVP Stage 2) ====
RVR less than 600m '''OR''' ceiling less than 200 feet.

==== LVP CAT III (LVP Stage 3) ====
LVP CAT II conditions prevail '''AND''' RVR less than 350m.

=== LOWS ===
Available CAT II runway: 16.

CAT III requires authorization (see special chart)

==== NO LVP or CAT I ====
Visibility and RVR 1500m or more '''AND''' ceiling 600 feet or above.

==== LVP CAT III (LVP Stage 2) ====
N/A

==== LVP CAT III (LVP Stage 3) ====
Visibility or RVR less than 1500m '''OR''' ceiling less than 600 feet.

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

Study Guide:Tower

2022-09-12T20:23:17Z

Jakob Engelbrecht: /* Differences to handling of IFR Traffic */

'''<span style="color:#ff0000;">This study guide is still work in progress. Stay tuned for further chapters.</span>'''

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

== Introduction ==

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

Tower's main responsibility is to make efficient use of all available RWY's.

The tower is therefore responsible:

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

Euroscope visibility range for Tower should not exceed 50nm (regarding Vatsim CoC C12)

== Aircraft Categories ==

A/C are categorized by their respective weight and approach IAS

=== Weight Categories ===

Aircraft are categorized into four weight categories:

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

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

=== Approach Speed ===

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

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

== Theoretical Knowledge ==

=== Producing Lift ===

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

Basically, a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion, the lift is produced in the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle, the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decrease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircraft, it typically lies between 8 and 21 degrees.

Think of a level flying aircraft that reduces its speed. In order to compensate for the reducing lift, the pilot has to raise the nose. However, at some point, the Angle of Attack will cross the critical angle of attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so-called stall speed but the aircraft is also limit by aerodynamics in the higher range of speed (buffeting). Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats (Approach). In General, when an aircraft flies it will produce thrust but at the same time it produces drag. So if you fly just horizontal (cruise) you have at the same time Lift=weight and thrust=drag. Drag produce automatic noise and that is the big problem. to prevent this we have different procedures in the approach and a lot of research in aviation to reduce the sound of the aircraft but the main part are the engines.

On approach, pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this, the approach speed also depends on the weight and aircraft configuration (Flap/Slat setting). For safety, the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally, you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircraft's weight in relation to its maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

=== Transition Altitude/Transition Level ===

Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings, you have to use the actual local pressure in your area. As a memory hook, you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefore indicates a lower altitude.

As ground pressure changes every hundred miles, aircraft would need to update their settings every few minutes. If ALL aircraft would need to do this, it would be terribly unpractical and dangerous. Guess what happens if one forgets? So the altitude is "sliced":

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

And where is the altitude where that changes?

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

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

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

As the difference between TA and TL varies with pressure (the lower local pressure, the thinner), the size of the Transition Layer varies (the lower local pressure, the thicker). Use the following table to calculate your TRL:

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

==Before you start controlling==

Tower decides which runways are in use and maintains the ATIS. The tower is also responsible for ground and delivery if they are not online or if they are not defined for that particular airport (LOWS has DEL, but no GND; LOWI, LOWG and LOWK have only TWR).

=== Airspace Structure around Major Airports ===

Major airports in Austria are surrounded by a control zone (CTR) which is class D airspace. This means that A/C need clearance for entry. So either they are cleared for an approach or they are cleared into the control zone. Details will be discussed in the VFR part later on.

== Tower Workflow ==

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

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

=== Runway Separation ===

The runways are one of the most dynamic spots on an airport. Aircraft are travelling at high speed with little room to manoeuvre and most of the time no ability to stop at a reasonable distance. In general '''<span style="color:#ff0000;">only one aircraft may be cleared to use a runway at the same time.</span>''', nevertheless there are exceptions to this rule which will be described in the upcoming chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

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

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

AUA2CM, wind 320 degrees, 7 knots, Runway 29, cleared for takeoff.

When the A/C is well established in climb check if squawking Mode C and the right Code. Afterwards, he is handed off to the next Controller, in this case, a radar position:

AUA2CM, contact Wien Radar frequency 134.675.

The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceding aircraft is still occupying the runway. Now you get to know the first exception to the Runway separation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind.

''Note: you '''must''' add another "behind" at the end of the clearance!!

This type of clearance is called conditional clearance. <br> The earliest possible point where you can issue the next takeoff clearance is, when the Proceedings aircraft has overflown the opposite runway end or has clearly turned onto either side of it.<br>

==== Take care! Phraseology around the runway is vital ====
In 1977, at the Tenerife Airport, two 747 Jumbo Jets collided on the runway and burst up in flames, killing more than 500 people. There was a simple cause: misunderstandings in the takeoff phraseology: Tower said "standby for takeoff", the pilot understood "cleared for takeoff". So, there are two iron rules which you should never break as a Tower controller:

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

=== Departure Separation ===
There are several factors to take into consideration when deciding what the minimum separation between succeeding aircraft is. It is the tower controller's responsibility to decide which kind of separation to apply. The following types of separation shall be considered:
*[[#Time Based Separation|Time Based Separation]]
*[[#Radar Separation|Radar Separation]]

'''CAUTION: Regardless of separation minima to be used, the following rule ALWAYS applies:'''

Departing aircraft will not normally be permitted to commence take-off until
*the preceding departing aircraft has crossed the end of the runway-in-use or
*has started a turn or
*until all preceding landing aircraft are clear of the runway-in-use.
Note that this paragraph is not about the actual clearance. You may clear an aircraft - considering the minima below - for takeoff before the above conditions are fulfilled, taking into account the time it will take the aircraft, until the actual takeoff can be commenced.

==== Time Based Separation ====
To avoid hazards created by the turbulence formed at the wingtips of aircraft (wakes), separation based on time shall be applied between succeeding departing traffic. This is due to the fact, that wakes need a certain time to dissipate.

The actual time to apply depends on the wake turbulence category and thus on the weight of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>

===== 2 Minutes =====
Provided that succeeding aircraft are using:
*the same runway
*crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below
*''parallel runways separated by less than 760m'' (no applicable in Austria)
*''parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below (not applicable in Austria)''
a minimum separation of 2 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>

===== 3 Minutes =====
Provided that succeeding aircraft are taking off from:
*an intermediate part of the same runway (read: intersection)
*''an intermediate part of a parallel runway separated by less than 760 m (2 500 ft) (not applicable in Austria)''
a minimum separation of 3 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>
Note: In LOWW the following intersections are, for the purposes of wake vortex, NOT considered to be intersection departures:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A11 and A12
|-
| 29
| A1 and A2
|-
| 16
| B1 and B2
|-
| 34
| B11 and B12
|}
</div>

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

DLH32C, wind 180 degrees, 3 knots, runway 16 cleared for takeoff, <u>caution wake turbulence.</u>

==== Radar Separation ====
For radar-equipped TWR stations, which in Austria are basically all controlled TWR stations, departure separation shall be as such, that departing aircraft are entering the approach airspace with radar separation. For LOWW_TWR these minima are for example:

<div align="left">
{| class="prettytable"
|Traffic
|Distance
|Condition
|-
| Departing traffic on different SIDs
| 3 nm
| increasing
|-
| Departing traffic on same SIDs
| 5 nm
| increasing
|}
</div>
Note: LUGEM and MEDIX count as the same SID

==== Deciding Which Separation to apply ====
In order to provide an expeditious flow of traffic for departing traffic, it is imperative for the tower controller to always apply the lowest separation minimum. Since time-based separation is always the larger of the minima, it should always be strived to achieve radar separation. In principle, taking the minima above into consideration, radar separation may always be applied when succeeding departing traffic is in the same wake turbulence category or if a heavier aircraft is departing behind a lighter one.
Otherwise, time based separation has to be applied.

==== Tips And Tricks ====
*Try to avoid having multiple aircraft using the same SID depart the same runway right after each other. Throw in a departure with another SID in between to utilize the 3nm radar separation minimum instead of 5.
*If possible, have heavier planes depart behind lighter ones, so you avoid having to use time-based separation. Of course, take this with a grain of salt, since you can't let the heavier aircraft wait forever.
*To achieve radar separation as soon as possible, use initial visual turns if weather permits (VMC). Example:
TWR: AUA117M, after departure visual right turn to SOVIL is approved, wind calm, runway 11 cleared for takeoff.
In this case, the aircraft will make a very early right turn, allowing you to have the next aircraft takeoff within seconds, provided it is not lighter than the preceding.
*The ground controller should send aircraft to your frequency early enough during taxi - provided that there are no conflicts on the ground - that you should be able to distribute the aircraft onto the different holding points to your needs. Use the holding points in order to prepare a proper departure sequence that allows you to use the lowest minima possible.
Note: According to the austrian AIP, the pilot shall prepare and be ready to use the following intersections for departure:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A10
|-
| 16
| B4
|-
| 29
| A3 (west)
|-
| 34
| B10
|}
</div>
For those intersections it is normally not necessary to ask a pilot if he is able - it is his obligation to tell ground upon requesting taxi clearance or latest upon initial contact with the tower controller.

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

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

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

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

|}

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

MAH224, Linz Tower, wind 300 degrees 16 knots, runway 27, cleared to land.

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

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

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

AUA26T wind 310 degrees 14 knots, runway 27 cleared to land.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

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

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.

The rescue helicopter from the example above needs to land at your airport:
OEBXR: Wien Tower, Freudenau 1500ft for landing.
TWR: OEBXR, Fly direct G-A-C, stay north of extended centerline RWY 11, 020 deg 4 kts, land own discretion.

To give you an idea of how dense traffic can get in real life consider that during peak times and good weather the separation is reduced to 2,5 nm. This corresponds to one landing every 75 seconds.

=== Merging Departing and Arriving Traffic ===

And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

<br> Still the above rule of only one aircraft at the same time applies, however, we also use conditional clearances which look very similar to those above in the departing traffic section.

AUA123, behind next landing C750 line up RWY 29 behind.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown. To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also, you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:

"Ready for immediate departure?"

Example:

{| class="prettytable"
|-
| You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally, you have two departures waiting at the holding point of runway 29.
|}

TWR: CAL275, ready for immediate departure?
CAL275: Affirm
TWR: Wind 250 deg 6 kts, Runway 29 cleared for immediate takeoff.
CAL275: cleared for immediate takeoff runway 29, CAL275

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

TWR: AUA289, wind 300 degrees 7 knots, runway 29, cleared to land.
AUA289: Runway 29, cleared to land, AUA289.
TWR: AUA2LT, behind landing Airbus line up runway 29 behind.
AUA2LT: Behind the landing Airbus, lining up runway 29 behind, AUA2LT.

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

TWR: AUA2LT, wind 300 degrees 8 knots, runway 29 cleared for takeoff.
AUA2LT: cleared for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

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

The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a sufficient distance to ensure safety.

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

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg, 1500ft or below,
QNH 1020, Squawk 7000, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights can be cleared into any part of the pattern (departure, crosswind, downwind, base or final). Unless stated otherwise by the controller, a pilot shall join the pattern from the cleared position and finish it without requiring further clearance.<br><br>

TWR: OE-AGA, join downwind for runway 29
TWR: OE-AGA, extend downwind for runway 29
TWR: OE-AGA, join base for runway 29, I will call you for final
TWR: OE-AGA, join base for runway 29

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

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 7000, Rechtskurve genehmigt.
TWR:OE-AGA, leave Control Zone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 7000, right turn approved.

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

In the air ATC provides [[traffic information]].

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

When the aircraft leaves the control zone.

TWR: OE-AGA, Squawk 7000, you may leave.

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

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

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

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

TWR: OE-AGA, Extend right downwind.
OE-AGA: Extending right downwind, OE-AGA

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

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

When using an extended downwind you should always consider that the aircraft's speed might be considerably lower than the speed of other aircraft involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead, you should aim to keep the plane within the vicinity of the airfield:

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

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

It is also possible to ask VFR traffic for a speed reduction.

TWR: OEABW, Fly speed 90 kts
OEABW: 90 kts, OEABW

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

Weather minimums for (S)VFR are follow

- Base Cloud at min. 600ft

- visibility min 1500m

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

Leave control zone special-VFR via November
Leave control zone special-VFR. After departure climb on runway heading 600 ft then right turn heading 340
Leave control zone special-VFR. After departure climb on runway heading until end of refinery. turn right heading 360, follow the Danube. Leaving control zone to the north approved.

==== Night VFR ====

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

==== Traffic Pattern ====

The traffic pattern is separated into departure, crosswind, downwind, base, and final.
On request, the Tower controller can clear VFR traffic into the traffic pattern.

OEABC, after departure, join traffic pattern Runway 29.

or

OEABC, after departure, join downwind runway 29.

'''If the controller clears an aircraft into any part of the pattern, it implies the clearance for the whole pattern.'''
To tell the pilot to maintain on the downwind use:

OEABC, extend downwind

or

OEABC, I call you for base

=== Helicopters ===

Helicopters are sometimes able to depart from their current position i.e helipad, GAC, TWY. Nevertheless they may also depart via runways:

OEBXR: Wien Tower, OEBXR at G-A-C request to leave the Control Zone via Klosterneuburg.
TWR: OEBXR, Wien Tower, after departure leave control zone via VFR Route Klosterneuburg, 1500 feet or below, SQ7000.
OEBXR: After departure leave control zone via VFR Route Klosterneuburg, 1500 ft or below, SQ7000.
TWR: Correct, ready for departure?
OEBXR: Affirm
TWR: 260 deg 4 kts, Takeoff own discretion.
TWR: Airborn Time 52'

=== Coordination with other ATC Stations ===
''Communication from one controller to another is as important as the communication from controller to pilot.'' This is especially true during high traffic situations where you might be tempted to concentrate solely on what is happening on your frequency. In these situations don't hesitate to take a call from a fellow controller even if it means that a pilot has to wait before you call him back. Secondly, if you know a controller is busy, try to keep your conversation with him concisely and avoid chatting in a TeamSpeak channel next to him.

Within VACC Austria we usually use TeamSpeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.
Other means of communication are the Intercom functions of Euroscope which would be a very nice feature, however often they only work with certain controllers. The ATC Channel within Euroscope should not be used for individual coordination.

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

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

==== Reduced Runway Separation Minima (LOWW) ====
Each runway in Vienna has a 2400m-marker indicated on the runway - be aware that the second marker from the respective threshold is the 2400m-marker for that very threshold:
For details refer to ICAO DOC4444 7.11

Application of RRSM:
An aircraft may be cleared for takeoff, given that:
* a preceding departing aircraft has passed the 2400m-marker.

An aircraft may be cleared to land, given that:
* a preceding landing aircraft has passed the 2400m-marker, is in motion and is not required to make a backtrack.
* a preceding departing aircraft has passed the 2400m-marker.

Reduced runway separation minima shall be subject to the following conditions:
* wake turbulence separation minima shall be applied
* visibility shall be at least 5 km and ceiling (BKN/OVC) shall not be lower than 1000ft.
* tailwind component shall not exceed 5 kt
* minimum separation continues to exist between two departing aircraft immediately after take-off of the second aircraft
* [[traffic information]] shall be provided to the flight crew of the succeeding aircraft concerned
* Reduced runway separation minima shall not apply between a departing aircraft and a preceding landing aircraft

==== High traffic situations ====

During high traffic situations, communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft.

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

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

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

==== Opposite runway operations ====

This is one of the more difficult situations for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Resources ==

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

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

If you really want to study hard, then read the relevant sections for DEL in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].

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

----

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

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

Study Guide:Tower

2022-09-12T20:22:42Z

Jakob Engelbrecht: /* Differences to handling of IFR Traffic */

'''<span style="color:#ff0000;">This study guide is still work in progress. Stay tuned for further chapters.</span>'''

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

== Introduction ==

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

Tower's main responsibility is to make efficient use of all available RWY's.

The tower is therefore responsible:

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

Euroscope visibility range for Tower should not exceed 50nm (regarding Vatsim CoC C12)

== Aircraft Categories ==

A/C are categorized by their respective weight and approach IAS

=== Weight Categories ===

Aircraft are categorized into four weight categories:

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

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

=== Approach Speed ===

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

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

== Theoretical Knowledge ==

=== Producing Lift ===

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

Basically, a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion, the lift is produced in the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle, the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decrease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircraft, it typically lies between 8 and 21 degrees.

Think of a level flying aircraft that reduces its speed. In order to compensate for the reducing lift, the pilot has to raise the nose. However, at some point, the Angle of Attack will cross the critical angle of attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so-called stall speed but the aircraft is also limit by aerodynamics in the higher range of speed (buffeting). Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats (Approach). In General, when an aircraft flies it will produce thrust but at the same time it produces drag. So if you fly just horizontal (cruise) you have at the same time Lift=weight and thrust=drag. Drag produce automatic noise and that is the big problem. to prevent this we have different procedures in the approach and a lot of research in aviation to reduce the sound of the aircraft but the main part are the engines.

On approach, pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this, the approach speed also depends on the weight and aircraft configuration (Flap/Slat setting). For safety, the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally, you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircraft's weight in relation to its maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

=== Transition Altitude/Transition Level ===

Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings, you have to use the actual local pressure in your area. As a memory hook, you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefore indicates a lower altitude.

As ground pressure changes every hundred miles, aircraft would need to update their settings every few minutes. If ALL aircraft would need to do this, it would be terribly unpractical and dangerous. Guess what happens if one forgets? So the altitude is "sliced":

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

And where is the altitude where that changes?

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

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

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

As the difference between TA and TL varies with pressure (the lower local pressure, the thinner), the size of the Transition Layer varies (the lower local pressure, the thicker). Use the following table to calculate your TRL:

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

==Before you start controlling==

Tower decides which runways are in use and maintains the ATIS. The tower is also responsible for ground and delivery if they are not online or if they are not defined for that particular airport (LOWS has DEL, but no GND; LOWI, LOWG and LOWK have only TWR).

=== Airspace Structure around Major Airports ===

Major airports in Austria are surrounded by a control zone (CTR) which is class D airspace. This means that A/C need clearance for entry. So either they are cleared for an approach or they are cleared into the control zone. Details will be discussed in the VFR part later on.

== Tower Workflow ==

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

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

=== Runway Separation ===

The runways are one of the most dynamic spots on an airport. Aircraft are travelling at high speed with little room to manoeuvre and most of the time no ability to stop at a reasonable distance. In general '''<span style="color:#ff0000;">only one aircraft may be cleared to use a runway at the same time.</span>''', nevertheless there are exceptions to this rule which will be described in the upcoming chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

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

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

AUA2CM, wind 320 degrees, 7 knots, Runway 29, cleared for takeoff.

When the A/C is well established in climb check if squawking Mode C and the right Code. Afterwards, he is handed off to the next Controller, in this case, a radar position:

AUA2CM, contact Wien Radar frequency 134.675.

The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceding aircraft is still occupying the runway. Now you get to know the first exception to the Runway separation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind.

''Note: you '''must''' add another "behind" at the end of the clearance!!

This type of clearance is called conditional clearance. <br> The earliest possible point where you can issue the next takeoff clearance is, when the Proceedings aircraft has overflown the opposite runway end or has clearly turned onto either side of it.<br>

==== Take care! Phraseology around the runway is vital ====
In 1977, at the Tenerife Airport, two 747 Jumbo Jets collided on the runway and burst up in flames, killing more than 500 people. There was a simple cause: misunderstandings in the takeoff phraseology: Tower said "standby for takeoff", the pilot understood "cleared for takeoff". So, there are two iron rules which you should never break as a Tower controller:

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

=== Departure Separation ===
There are several factors to take into consideration when deciding what the minimum separation between succeeding aircraft is. It is the tower controller's responsibility to decide which kind of separation to apply. The following types of separation shall be considered:
*[[#Time Based Separation|Time Based Separation]]
*[[#Radar Separation|Radar Separation]]

'''CAUTION: Regardless of separation minima to be used, the following rule ALWAYS applies:'''

Departing aircraft will not normally be permitted to commence take-off until
*the preceding departing aircraft has crossed the end of the runway-in-use or
*has started a turn or
*until all preceding landing aircraft are clear of the runway-in-use.
Note that this paragraph is not about the actual clearance. You may clear an aircraft - considering the minima below - for takeoff before the above conditions are fulfilled, taking into account the time it will take the aircraft, until the actual takeoff can be commenced.

==== Time Based Separation ====
To avoid hazards created by the turbulence formed at the wingtips of aircraft (wakes), separation based on time shall be applied between succeeding departing traffic. This is due to the fact, that wakes need a certain time to dissipate.

The actual time to apply depends on the wake turbulence category and thus on the weight of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>

===== 2 Minutes =====
Provided that succeeding aircraft are using:
*the same runway
*crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below
*''parallel runways separated by less than 760m'' (no applicable in Austria)
*''parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below (not applicable in Austria)''
a minimum separation of 2 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>

===== 3 Minutes =====
Provided that succeeding aircraft are taking off from:
*an intermediate part of the same runway (read: intersection)
*''an intermediate part of a parallel runway separated by less than 760 m (2 500 ft) (not applicable in Austria)''
a minimum separation of 3 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>
Note: In LOWW the following intersections are, for the purposes of wake vortex, NOT considered to be intersection departures:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A11 and A12
|-
| 29
| A1 and A2
|-
| 16
| B1 and B2
|-
| 34
| B11 and B12
|}
</div>

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

DLH32C, wind 180 degrees, 3 knots, runway 16 cleared for takeoff, <u>caution wake turbulence.</u>

==== Radar Separation ====
For radar-equipped TWR stations, which in Austria are basically all controlled TWR stations, departure separation shall be as such, that departing aircraft are entering the approach airspace with radar separation. For LOWW_TWR these minima are for example:

<div align="left">
{| class="prettytable"
|Traffic
|Distance
|Condition
|-
| Departing traffic on different SIDs
| 3 nm
| increasing
|-
| Departing traffic on same SIDs
| 5 nm
| increasing
|}
</div>
Note: LUGEM and MEDIX count as the same SID

==== Deciding Which Separation to apply ====
In order to provide an expeditious flow of traffic for departing traffic, it is imperative for the tower controller to always apply the lowest separation minimum. Since time-based separation is always the larger of the minima, it should always be strived to achieve radar separation. In principle, taking the minima above into consideration, radar separation may always be applied when succeeding departing traffic is in the same wake turbulence category or if a heavier aircraft is departing behind a lighter one.
Otherwise, time based separation has to be applied.

==== Tips And Tricks ====
*Try to avoid having multiple aircraft using the same SID depart the same runway right after each other. Throw in a departure with another SID in between to utilize the 3nm radar separation minimum instead of 5.
*If possible, have heavier planes depart behind lighter ones, so you avoid having to use time-based separation. Of course, take this with a grain of salt, since you can't let the heavier aircraft wait forever.
*To achieve radar separation as soon as possible, use initial visual turns if weather permits (VMC). Example:
TWR: AUA117M, after departure visual right turn to SOVIL is approved, wind calm, runway 11 cleared for takeoff.
In this case, the aircraft will make a very early right turn, allowing you to have the next aircraft takeoff within seconds, provided it is not lighter than the preceding.
*The ground controller should send aircraft to your frequency early enough during taxi - provided that there are no conflicts on the ground - that you should be able to distribute the aircraft onto the different holding points to your needs. Use the holding points in order to prepare a proper departure sequence that allows you to use the lowest minima possible.
Note: According to the austrian AIP, the pilot shall prepare and be ready to use the following intersections for departure:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A10
|-
| 16
| B4
|-
| 29
| A3 (west)
|-
| 34
| B10
|}
</div>
For those intersections it is normally not necessary to ask a pilot if he is able - it is his obligation to tell ground upon requesting taxi clearance or latest upon initial contact with the tower controller.

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

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

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

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

|}

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

MAH224, Linz Tower, wind 300 degrees 16 knots, runway 27, cleared to land.

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

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

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

AUA26T wind 310 degrees 14 knots, runway 27 cleared to land.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

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

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.

The rescue helicopter from the example above needs to land at your airport:
OEBXR: Wien Tower, Freudenau 1500ft for landing.
TWR: OEBXR, Fly direct G-A-C, stay north of extended centerline RWY 11, 020 deg 4 kts, land own discretion.

To give you an idea of how dense traffic can get in real life consider that during peak times and good weather the separation is reduced to 2,5 nm. This corresponds to one landing every 75 seconds.

=== Merging Departing and Arriving Traffic ===

And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

<br> Still the above rule of only one aircraft at the same time applies, however, we also use conditional clearances which look very similar to those above in the departing traffic section.

AUA123, behind next landing C750 line up RWY 29 behind.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown. To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also, you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:

"Ready for immediate departure?"

Example:

{| class="prettytable"
|-
| You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally, you have two departures waiting at the holding point of runway 29.
|}

TWR: CAL275, ready for immediate departure?
CAL275: Affirm
TWR: Wind 250 deg 6 kts, Runway 29 cleared for immediate takeoff.
CAL275: cleared for immediate takeoff runway 29, CAL275

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

TWR: AUA289, wind 300 degrees 7 knots, runway 29, cleared to land.
AUA289: Runway 29, cleared to land, AUA289.
TWR: AUA2LT, behind landing Airbus line up runway 29 behind.
AUA2LT: Behind the landing Airbus, lining up runway 29 behind, AUA2LT.

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

TWR: AUA2LT, wind 300 degrees 8 knots, runway 29 cleared for takeoff.
AUA2LT: cleared for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

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

The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a sufficient distance to ensure safety.

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

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg, 1500ft or below,
QNH 1020, Squawk 7000, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights can be cleared into any part of the pattern (departure, crosswind, downwind, base or final). Unless stated otherwise by the controller, a pilot shall join the pattern from the cleared position and finish it without further clearance.<br><br>

TWR: OE-AGA, join downwind for runway 29
TWR: OE-AGA, extend downwind for runway 29
TWR: OE-AGA, join base for runway 29, I will call you for final
TWR: OE-AGA, join base for runway 29

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

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 7000, Rechtskurve genehmigt.
TWR:OE-AGA, leave Control Zone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 7000, right turn approved.

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

In the air ATC provides [[traffic information]].

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

When the aircraft leaves the control zone.

TWR: OE-AGA, Squawk 7000, you may leave.

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

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

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

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

TWR: OE-AGA, Extend right downwind.
OE-AGA: Extending right downwind, OE-AGA

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

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

When using an extended downwind you should always consider that the aircraft's speed might be considerably lower than the speed of other aircraft involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead, you should aim to keep the plane within the vicinity of the airfield:

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

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

It is also possible to ask VFR traffic for a speed reduction.

TWR: OEABW, Fly speed 90 kts
OEABW: 90 kts, OEABW

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

Weather minimums for (S)VFR are follow

- Base Cloud at min. 600ft

- visibility min 1500m

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

Leave control zone special-VFR via November
Leave control zone special-VFR. After departure climb on runway heading 600 ft then right turn heading 340
Leave control zone special-VFR. After departure climb on runway heading until end of refinery. turn right heading 360, follow the Danube. Leaving control zone to the north approved.

==== Night VFR ====

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

==== Traffic Pattern ====

The traffic pattern is separated into departure, crosswind, downwind, base, and final.
On request, the Tower controller can clear VFR traffic into the traffic pattern.

OEABC, after departure, join traffic pattern Runway 29.

or

OEABC, after departure, join downwind runway 29.

'''If the controller clears an aircraft into any part of the pattern, it implies the clearance for the whole pattern.'''
To tell the pilot to maintain on the downwind use:

OEABC, extend downwind

or

OEABC, I call you for base

=== Helicopters ===

Helicopters are sometimes able to depart from their current position i.e helipad, GAC, TWY. Nevertheless they may also depart via runways:

OEBXR: Wien Tower, OEBXR at G-A-C request to leave the Control Zone via Klosterneuburg.
TWR: OEBXR, Wien Tower, after departure leave control zone via VFR Route Klosterneuburg, 1500 feet or below, SQ7000.
OEBXR: After departure leave control zone via VFR Route Klosterneuburg, 1500 ft or below, SQ7000.
TWR: Correct, ready for departure?
OEBXR: Affirm
TWR: 260 deg 4 kts, Takeoff own discretion.
TWR: Airborn Time 52'

=== Coordination with other ATC Stations ===
''Communication from one controller to another is as important as the communication from controller to pilot.'' This is especially true during high traffic situations where you might be tempted to concentrate solely on what is happening on your frequency. In these situations don't hesitate to take a call from a fellow controller even if it means that a pilot has to wait before you call him back. Secondly, if you know a controller is busy, try to keep your conversation with him concisely and avoid chatting in a TeamSpeak channel next to him.

Within VACC Austria we usually use TeamSpeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.
Other means of communication are the Intercom functions of Euroscope which would be a very nice feature, however often they only work with certain controllers. The ATC Channel within Euroscope should not be used for individual coordination.

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

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

==== Reduced Runway Separation Minima (LOWW) ====
Each runway in Vienna has a 2400m-marker indicated on the runway - be aware that the second marker from the respective threshold is the 2400m-marker for that very threshold:
For details refer to ICAO DOC4444 7.11

Application of RRSM:
An aircraft may be cleared for takeoff, given that:
* a preceding departing aircraft has passed the 2400m-marker.

An aircraft may be cleared to land, given that:
* a preceding landing aircraft has passed the 2400m-marker, is in motion and is not required to make a backtrack.
* a preceding departing aircraft has passed the 2400m-marker.

Reduced runway separation minima shall be subject to the following conditions:
* wake turbulence separation minima shall be applied
* visibility shall be at least 5 km and ceiling (BKN/OVC) shall not be lower than 1000ft.
* tailwind component shall not exceed 5 kt
* minimum separation continues to exist between two departing aircraft immediately after take-off of the second aircraft
* [[traffic information]] shall be provided to the flight crew of the succeeding aircraft concerned
* Reduced runway separation minima shall not apply between a departing aircraft and a preceding landing aircraft

==== High traffic situations ====

During high traffic situations, communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft.

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

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

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

==== Opposite runway operations ====

This is one of the more difficult situations for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Resources ==

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

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

If you really want to study hard, then read the relevant sections for DEL in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].

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

----

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

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

Study Guide:Tower

2022-09-12T20:20:00Z

Jakob Engelbrecht: /* Differences to handling of IFR Traffic */

'''<span style="color:#ff0000;">This study guide is still work in progress. Stay tuned for further chapters.</span>'''

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

== Introduction ==

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

Tower's main responsibility is to make efficient use of all available RWY's.

The tower is therefore responsible:

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

Euroscope visibility range for Tower should not exceed 50nm (regarding Vatsim CoC C12)

== Aircraft Categories ==

A/C are categorized by their respective weight and approach IAS

=== Weight Categories ===

Aircraft are categorized into four weight categories:

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

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

=== Approach Speed ===

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

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

== Theoretical Knowledge ==

=== Producing Lift ===

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

Basically, a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion, the lift is produced in the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle, the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decrease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircraft, it typically lies between 8 and 21 degrees.

Think of a level flying aircraft that reduces its speed. In order to compensate for the reducing lift, the pilot has to raise the nose. However, at some point, the Angle of Attack will cross the critical angle of attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so-called stall speed but the aircraft is also limit by aerodynamics in the higher range of speed (buffeting). Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats (Approach). In General, when an aircraft flies it will produce thrust but at the same time it produces drag. So if you fly just horizontal (cruise) you have at the same time Lift=weight and thrust=drag. Drag produce automatic noise and that is the big problem. to prevent this we have different procedures in the approach and a lot of research in aviation to reduce the sound of the aircraft but the main part are the engines.

On approach, pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this, the approach speed also depends on the weight and aircraft configuration (Flap/Slat setting). For safety, the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally, you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircraft's weight in relation to its maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

=== Transition Altitude/Transition Level ===

Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings, you have to use the actual local pressure in your area. As a memory hook, you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefore indicates a lower altitude.

As ground pressure changes every hundred miles, aircraft would need to update their settings every few minutes. If ALL aircraft would need to do this, it would be terribly unpractical and dangerous. Guess what happens if one forgets? So the altitude is "sliced":

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

And where is the altitude where that changes?

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

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

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

As the difference between TA and TL varies with pressure (the lower local pressure, the thinner), the size of the Transition Layer varies (the lower local pressure, the thicker). Use the following table to calculate your TRL:

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

==Before you start controlling==

Tower decides which runways are in use and maintains the ATIS. The tower is also responsible for ground and delivery if they are not online or if they are not defined for that particular airport (LOWS has DEL, but no GND; LOWI, LOWG and LOWK have only TWR).

=== Airspace Structure around Major Airports ===

Major airports in Austria are surrounded by a control zone (CTR) which is class D airspace. This means that A/C need clearance for entry. So either they are cleared for an approach or they are cleared into the control zone. Details will be discussed in the VFR part later on.

== Tower Workflow ==

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

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

=== Runway Separation ===

The runways are one of the most dynamic spots on an airport. Aircraft are travelling at high speed with little room to manoeuvre and most of the time no ability to stop at a reasonable distance. In general '''<span style="color:#ff0000;">only one aircraft may be cleared to use a runway at the same time.</span>''', nevertheless there are exceptions to this rule which will be described in the upcoming chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

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

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

AUA2CM, wind 320 degrees, 7 knots, Runway 29, cleared for takeoff.

When the A/C is well established in climb check if squawking Mode C and the right Code. Afterwards, he is handed off to the next Controller, in this case, a radar position:

AUA2CM, contact Wien Radar frequency 134.675.

The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceding aircraft is still occupying the runway. Now you get to know the first exception to the Runway separation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind.

''Note: you '''must''' add another "behind" at the end of the clearance!!

This type of clearance is called conditional clearance. <br> The earliest possible point where you can issue the next takeoff clearance is, when the Proceedings aircraft has overflown the opposite runway end or has clearly turned onto either side of it.<br>

==== Take care! Phraseology around the runway is vital ====
In 1977, at the Tenerife Airport, two 747 Jumbo Jets collided on the runway and burst up in flames, killing more than 500 people. There was a simple cause: misunderstandings in the takeoff phraseology: Tower said "standby for takeoff", the pilot understood "cleared for takeoff". So, there are two iron rules which you should never break as a Tower controller:

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

=== Departure Separation ===
There are several factors to take into consideration when deciding what the minimum separation between succeeding aircraft is. It is the tower controller's responsibility to decide which kind of separation to apply. The following types of separation shall be considered:
*[[#Time Based Separation|Time Based Separation]]
*[[#Radar Separation|Radar Separation]]

'''CAUTION: Regardless of separation minima to be used, the following rule ALWAYS applies:'''

Departing aircraft will not normally be permitted to commence take-off until
*the preceding departing aircraft has crossed the end of the runway-in-use or
*has started a turn or
*until all preceding landing aircraft are clear of the runway-in-use.
Note that this paragraph is not about the actual clearance. You may clear an aircraft - considering the minima below - for takeoff before the above conditions are fulfilled, taking into account the time it will take the aircraft, until the actual takeoff can be commenced.

==== Time Based Separation ====
To avoid hazards created by the turbulence formed at the wingtips of aircraft (wakes), separation based on time shall be applied between succeeding departing traffic. This is due to the fact, that wakes need a certain time to dissipate.

The actual time to apply depends on the wake turbulence category and thus on the weight of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>

===== 2 Minutes =====
Provided that succeeding aircraft are using:
*the same runway
*crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below
*''parallel runways separated by less than 760m'' (no applicable in Austria)
*''parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below (not applicable in Austria)''
a minimum separation of 2 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>

===== 3 Minutes =====
Provided that succeeding aircraft are taking off from:
*an intermediate part of the same runway (read: intersection)
*''an intermediate part of a parallel runway separated by less than 760 m (2 500 ft) (not applicable in Austria)''
a minimum separation of 3 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>
Note: In LOWW the following intersections are, for the purposes of wake vortex, NOT considered to be intersection departures:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A11 and A12
|-
| 29
| A1 and A2
|-
| 16
| B1 and B2
|-
| 34
| B11 and B12
|}
</div>

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

DLH32C, wind 180 degrees, 3 knots, runway 16 cleared for takeoff, <u>caution wake turbulence.</u>

==== Radar Separation ====
For radar-equipped TWR stations, which in Austria are basically all controlled TWR stations, departure separation shall be as such, that departing aircraft are entering the approach airspace with radar separation. For LOWW_TWR these minima are for example:

<div align="left">
{| class="prettytable"
|Traffic
|Distance
|Condition
|-
| Departing traffic on different SIDs
| 3 nm
| increasing
|-
| Departing traffic on same SIDs
| 5 nm
| increasing
|}
</div>
Note: LUGEM and MEDIX count as the same SID

==== Deciding Which Separation to apply ====
In order to provide an expeditious flow of traffic for departing traffic, it is imperative for the tower controller to always apply the lowest separation minimum. Since time-based separation is always the larger of the minima, it should always be strived to achieve radar separation. In principle, taking the minima above into consideration, radar separation may always be applied when succeeding departing traffic is in the same wake turbulence category or if a heavier aircraft is departing behind a lighter one.
Otherwise, time based separation has to be applied.

==== Tips And Tricks ====
*Try to avoid having multiple aircraft using the same SID depart the same runway right after each other. Throw in a departure with another SID in between to utilize the 3nm radar separation minimum instead of 5.
*If possible, have heavier planes depart behind lighter ones, so you avoid having to use time-based separation. Of course, take this with a grain of salt, since you can't let the heavier aircraft wait forever.
*To achieve radar separation as soon as possible, use initial visual turns if weather permits (VMC). Example:
TWR: AUA117M, after departure visual right turn to SOVIL is approved, wind calm, runway 11 cleared for takeoff.
In this case, the aircraft will make a very early right turn, allowing you to have the next aircraft takeoff within seconds, provided it is not lighter than the preceding.
*The ground controller should send aircraft to your frequency early enough during taxi - provided that there are no conflicts on the ground - that you should be able to distribute the aircraft onto the different holding points to your needs. Use the holding points in order to prepare a proper departure sequence that allows you to use the lowest minima possible.
Note: According to the austrian AIP, the pilot shall prepare and be ready to use the following intersections for departure:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A10
|-
| 16
| B4
|-
| 29
| A3 (west)
|-
| 34
| B10
|}
</div>
For those intersections it is normally not necessary to ask a pilot if he is able - it is his obligation to tell ground upon requesting taxi clearance or latest upon initial contact with the tower controller.

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

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

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

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

|}

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

MAH224, Linz Tower, wind 300 degrees 16 knots, runway 27, cleared to land.

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

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

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

AUA26T wind 310 degrees 14 knots, runway 27 cleared to land.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

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

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.

The rescue helicopter from the example above needs to land at your airport:
OEBXR: Wien Tower, Freudenau 1500ft for landing.
TWR: OEBXR, Fly direct G-A-C, stay north of extended centerline RWY 11, 020 deg 4 kts, land own discretion.

To give you an idea of how dense traffic can get in real life consider that during peak times and good weather the separation is reduced to 2,5 nm. This corresponds to one landing every 75 seconds.

=== Merging Departing and Arriving Traffic ===

And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

<br> Still the above rule of only one aircraft at the same time applies, however, we also use conditional clearances which look very similar to those above in the departing traffic section.

AUA123, behind next landing C750 line up RWY 29 behind.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown. To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also, you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:

"Ready for immediate departure?"

Example:

{| class="prettytable"
|-
| You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally, you have two departures waiting at the holding point of runway 29.
|}

TWR: CAL275, ready for immediate departure?
CAL275: Affirm
TWR: Wind 250 deg 6 kts, Runway 29 cleared for immediate takeoff.
CAL275: cleared for immediate takeoff runway 29, CAL275

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

TWR: AUA289, wind 300 degrees 7 knots, runway 29, cleared to land.
AUA289: Runway 29, cleared to land, AUA289.
TWR: AUA2LT, behind landing Airbus line up runway 29 behind.
AUA2LT: Behind the landing Airbus, lining up runway 29 behind, AUA2LT.

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

TWR: AUA2LT, wind 300 degrees 8 knots, runway 29 cleared for takeoff.
AUA2LT: cleared for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

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

The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a sufficient distance to ensure safety.

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

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg, 1500ft or below,
QNH 1020, Squawk 7000, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights can be cleared into any part of the pattern (departure, crosswind, downwind, base or final). Unless stated otherwise by the controller, a pilot shall join the pattern from the cleared position and finish it without further clearance.<br><br>

TWR: OE-AGA, join downwind for runway 29
TWR: OE-AGA, join base for runway 29

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

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 7000, Rechtskurve genehmigt.
TWR:OE-AGA, leave Control Zone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 7000, right turn approved.

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

In the air ATC provides [[traffic information]].

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

When the aircraft leaves the control zone.

TWR: OE-AGA, Squawk 7000, you may leave.

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

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

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

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

TWR: OE-AGA, Extend right downwind.
OE-AGA: Extending right downwind, OE-AGA

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

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

When using an extended downwind you should always consider that the aircraft's speed might be considerably lower than the speed of other aircraft involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead, you should aim to keep the plane within the vicinity of the airfield:

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

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

It is also possible to ask VFR traffic for a speed reduction.

TWR: OEABW, Fly speed 90 kts
OEABW: 90 kts, OEABW

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

Weather minimums for (S)VFR are follow

- Base Cloud at min. 600ft

- visibility min 1500m

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

Leave control zone special-VFR via November
Leave control zone special-VFR. After departure climb on runway heading 600 ft then right turn heading 340
Leave control zone special-VFR. After departure climb on runway heading until end of refinery. turn right heading 360, follow the Danube. Leaving control zone to the north approved.

==== Night VFR ====

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

==== Traffic Pattern ====

The traffic pattern is separated into departure, crosswind, downwind, base, and final.
On request, the Tower controller can clear VFR traffic into the traffic pattern.

OEABC, after departure, join traffic pattern Runway 29.

or

OEABC, after departure, join downwind runway 29.

'''If the controller clears an aircraft into any part of the pattern, it implies the clearance for the whole pattern.'''
To tell the pilot to maintain on the downwind use:

OEABC, extend downwind

or

OEABC, I call you for base

=== Helicopters ===

Helicopters are sometimes able to depart from their current position i.e helipad, GAC, TWY. Nevertheless they may also depart via runways:

OEBXR: Wien Tower, OEBXR at G-A-C request to leave the Control Zone via Klosterneuburg.
TWR: OEBXR, Wien Tower, after departure leave control zone via VFR Route Klosterneuburg, 1500 feet or below, SQ7000.
OEBXR: After departure leave control zone via VFR Route Klosterneuburg, 1500 ft or below, SQ7000.
TWR: Correct, ready for departure?
OEBXR: Affirm
TWR: 260 deg 4 kts, Takeoff own discretion.
TWR: Airborn Time 52'

=== Coordination with other ATC Stations ===
''Communication from one controller to another is as important as the communication from controller to pilot.'' This is especially true during high traffic situations where you might be tempted to concentrate solely on what is happening on your frequency. In these situations don't hesitate to take a call from a fellow controller even if it means that a pilot has to wait before you call him back. Secondly, if you know a controller is busy, try to keep your conversation with him concisely and avoid chatting in a TeamSpeak channel next to him.

Within VACC Austria we usually use TeamSpeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.
Other means of communication are the Intercom functions of Euroscope which would be a very nice feature, however often they only work with certain controllers. The ATC Channel within Euroscope should not be used for individual coordination.

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

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

==== Reduced Runway Separation Minima (LOWW) ====
Each runway in Vienna has a 2400m-marker indicated on the runway - be aware that the second marker from the respective threshold is the 2400m-marker for that very threshold:
For details refer to ICAO DOC4444 7.11

Application of RRSM:
An aircraft may be cleared for takeoff, given that:
* a preceding departing aircraft has passed the 2400m-marker.

An aircraft may be cleared to land, given that:
* a preceding landing aircraft has passed the 2400m-marker, is in motion and is not required to make a backtrack.
* a preceding departing aircraft has passed the 2400m-marker.

Reduced runway separation minima shall be subject to the following conditions:
* wake turbulence separation minima shall be applied
* visibility shall be at least 5 km and ceiling (BKN/OVC) shall not be lower than 1000ft.
* tailwind component shall not exceed 5 kt
* minimum separation continues to exist between two departing aircraft immediately after take-off of the second aircraft
* [[traffic information]] shall be provided to the flight crew of the succeeding aircraft concerned
* Reduced runway separation minima shall not apply between a departing aircraft and a preceding landing aircraft

==== High traffic situations ====

During high traffic situations, communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft.

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

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

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

==== Opposite runway operations ====

This is one of the more difficult situations for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Resources ==

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

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

If you really want to study hard, then read the relevant sections for DEL in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].

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

----

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

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

Study Guide:Tower

2022-09-12T20:19:38Z

Jakob Engelbrecht: /* Differences to handling of IFR Traffic */

'''<span style="color:#ff0000;">This study guide is still work in progress. Stay tuned for further chapters.</span>'''

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

== Introduction ==

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

Tower's main responsibility is to make efficient use of all available RWY's.

The tower is therefore responsible:

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

Euroscope visibility range for Tower should not exceed 50nm (regarding Vatsim CoC C12)

== Aircraft Categories ==

A/C are categorized by their respective weight and approach IAS

=== Weight Categories ===

Aircraft are categorized into four weight categories:

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

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

=== Approach Speed ===

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

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

== Theoretical Knowledge ==

=== Producing Lift ===

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

Basically, a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion, the lift is produced in the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle, the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decrease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircraft, it typically lies between 8 and 21 degrees.

Think of a level flying aircraft that reduces its speed. In order to compensate for the reducing lift, the pilot has to raise the nose. However, at some point, the Angle of Attack will cross the critical angle of attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so-called stall speed but the aircraft is also limit by aerodynamics in the higher range of speed (buffeting). Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats (Approach). In General, when an aircraft flies it will produce thrust but at the same time it produces drag. So if you fly just horizontal (cruise) you have at the same time Lift=weight and thrust=drag. Drag produce automatic noise and that is the big problem. to prevent this we have different procedures in the approach and a lot of research in aviation to reduce the sound of the aircraft but the main part are the engines.

On approach, pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this, the approach speed also depends on the weight and aircraft configuration (Flap/Slat setting). For safety, the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally, you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircraft's weight in relation to its maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

=== Transition Altitude/Transition Level ===

Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings, you have to use the actual local pressure in your area. As a memory hook, you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefore indicates a lower altitude.

As ground pressure changes every hundred miles, aircraft would need to update their settings every few minutes. If ALL aircraft would need to do this, it would be terribly unpractical and dangerous. Guess what happens if one forgets? So the altitude is "sliced":

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

And where is the altitude where that changes?

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

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

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

As the difference between TA and TL varies with pressure (the lower local pressure, the thinner), the size of the Transition Layer varies (the lower local pressure, the thicker). Use the following table to calculate your TRL:

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

==Before you start controlling==

Tower decides which runways are in use and maintains the ATIS. The tower is also responsible for ground and delivery if they are not online or if they are not defined for that particular airport (LOWS has DEL, but no GND; LOWI, LOWG and LOWK have only TWR).

=== Airspace Structure around Major Airports ===

Major airports in Austria are surrounded by a control zone (CTR) which is class D airspace. This means that A/C need clearance for entry. So either they are cleared for an approach or they are cleared into the control zone. Details will be discussed in the VFR part later on.

== Tower Workflow ==

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

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

=== Runway Separation ===

The runways are one of the most dynamic spots on an airport. Aircraft are travelling at high speed with little room to manoeuvre and most of the time no ability to stop at a reasonable distance. In general '''<span style="color:#ff0000;">only one aircraft may be cleared to use a runway at the same time.</span>''', nevertheless there are exceptions to this rule which will be described in the upcoming chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

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

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

AUA2CM, wind 320 degrees, 7 knots, Runway 29, cleared for takeoff.

When the A/C is well established in climb check if squawking Mode C and the right Code. Afterwards, he is handed off to the next Controller, in this case, a radar position:

AUA2CM, contact Wien Radar frequency 134.675.

The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceding aircraft is still occupying the runway. Now you get to know the first exception to the Runway separation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind.

''Note: you '''must''' add another "behind" at the end of the clearance!!

This type of clearance is called conditional clearance. <br> The earliest possible point where you can issue the next takeoff clearance is, when the Proceedings aircraft has overflown the opposite runway end or has clearly turned onto either side of it.<br>

==== Take care! Phraseology around the runway is vital ====
In 1977, at the Tenerife Airport, two 747 Jumbo Jets collided on the runway and burst up in flames, killing more than 500 people. There was a simple cause: misunderstandings in the takeoff phraseology: Tower said "standby for takeoff", the pilot understood "cleared for takeoff". So, there are two iron rules which you should never break as a Tower controller:

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

=== Departure Separation ===
There are several factors to take into consideration when deciding what the minimum separation between succeeding aircraft is. It is the tower controller's responsibility to decide which kind of separation to apply. The following types of separation shall be considered:
*[[#Time Based Separation|Time Based Separation]]
*[[#Radar Separation|Radar Separation]]

'''CAUTION: Regardless of separation minima to be used, the following rule ALWAYS applies:'''

Departing aircraft will not normally be permitted to commence take-off until
*the preceding departing aircraft has crossed the end of the runway-in-use or
*has started a turn or
*until all preceding landing aircraft are clear of the runway-in-use.
Note that this paragraph is not about the actual clearance. You may clear an aircraft - considering the minima below - for takeoff before the above conditions are fulfilled, taking into account the time it will take the aircraft, until the actual takeoff can be commenced.

==== Time Based Separation ====
To avoid hazards created by the turbulence formed at the wingtips of aircraft (wakes), separation based on time shall be applied between succeeding departing traffic. This is due to the fact, that wakes need a certain time to dissipate.

The actual time to apply depends on the wake turbulence category and thus on the weight of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>

===== 2 Minutes =====
Provided that succeeding aircraft are using:
*the same runway
*crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below
*''parallel runways separated by less than 760m'' (no applicable in Austria)
*''parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below (not applicable in Austria)''
a minimum separation of 2 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>

===== 3 Minutes =====
Provided that succeeding aircraft are taking off from:
*an intermediate part of the same runway (read: intersection)
*''an intermediate part of a parallel runway separated by less than 760 m (2 500 ft) (not applicable in Austria)''
a minimum separation of 3 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>
Note: In LOWW the following intersections are, for the purposes of wake vortex, NOT considered to be intersection departures:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A11 and A12
|-
| 29
| A1 and A2
|-
| 16
| B1 and B2
|-
| 34
| B11 and B12
|}
</div>

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

DLH32C, wind 180 degrees, 3 knots, runway 16 cleared for takeoff, <u>caution wake turbulence.</u>

==== Radar Separation ====
For radar-equipped TWR stations, which in Austria are basically all controlled TWR stations, departure separation shall be as such, that departing aircraft are entering the approach airspace with radar separation. For LOWW_TWR these minima are for example:

<div align="left">
{| class="prettytable"
|Traffic
|Distance
|Condition
|-
| Departing traffic on different SIDs
| 3 nm
| increasing
|-
| Departing traffic on same SIDs
| 5 nm
| increasing
|}
</div>
Note: LUGEM and MEDIX count as the same SID

==== Deciding Which Separation to apply ====
In order to provide an expeditious flow of traffic for departing traffic, it is imperative for the tower controller to always apply the lowest separation minimum. Since time-based separation is always the larger of the minima, it should always be strived to achieve radar separation. In principle, taking the minima above into consideration, radar separation may always be applied when succeeding departing traffic is in the same wake turbulence category or if a heavier aircraft is departing behind a lighter one.
Otherwise, time based separation has to be applied.

==== Tips And Tricks ====
*Try to avoid having multiple aircraft using the same SID depart the same runway right after each other. Throw in a departure with another SID in between to utilize the 3nm radar separation minimum instead of 5.
*If possible, have heavier planes depart behind lighter ones, so you avoid having to use time-based separation. Of course, take this with a grain of salt, since you can't let the heavier aircraft wait forever.
*To achieve radar separation as soon as possible, use initial visual turns if weather permits (VMC). Example:
TWR: AUA117M, after departure visual right turn to SOVIL is approved, wind calm, runway 11 cleared for takeoff.
In this case, the aircraft will make a very early right turn, allowing you to have the next aircraft takeoff within seconds, provided it is not lighter than the preceding.
*The ground controller should send aircraft to your frequency early enough during taxi - provided that there are no conflicts on the ground - that you should be able to distribute the aircraft onto the different holding points to your needs. Use the holding points in order to prepare a proper departure sequence that allows you to use the lowest minima possible.
Note: According to the austrian AIP, the pilot shall prepare and be ready to use the following intersections for departure:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A10
|-
| 16
| B4
|-
| 29
| A3 (west)
|-
| 34
| B10
|}
</div>
For those intersections it is normally not necessary to ask a pilot if he is able - it is his obligation to tell ground upon requesting taxi clearance or latest upon initial contact with the tower controller.

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

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

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

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

|}

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

MAH224, Linz Tower, wind 300 degrees 16 knots, runway 27, cleared to land.

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

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

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

AUA26T wind 310 degrees 14 knots, runway 27 cleared to land.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

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

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.

The rescue helicopter from the example above needs to land at your airport:
OEBXR: Wien Tower, Freudenau 1500ft for landing.
TWR: OEBXR, Fly direct G-A-C, stay north of extended centerline RWY 11, 020 deg 4 kts, land own discretion.

To give you an idea of how dense traffic can get in real life consider that during peak times and good weather the separation is reduced to 2,5 nm. This corresponds to one landing every 75 seconds.

=== Merging Departing and Arriving Traffic ===

And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

<br> Still the above rule of only one aircraft at the same time applies, however, we also use conditional clearances which look very similar to those above in the departing traffic section.

AUA123, behind next landing C750 line up RWY 29 behind.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown. To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also, you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:

"Ready for immediate departure?"

Example:

{| class="prettytable"
|-
| You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally, you have two departures waiting at the holding point of runway 29.
|}

TWR: CAL275, ready for immediate departure?
CAL275: Affirm
TWR: Wind 250 deg 6 kts, Runway 29 cleared for immediate takeoff.
CAL275: cleared for immediate takeoff runway 29, CAL275

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

TWR: AUA289, wind 300 degrees 7 knots, runway 29, cleared to land.
AUA289: Runway 29, cleared to land, AUA289.
TWR: AUA2LT, behind landing Airbus line up runway 29 behind.
AUA2LT: Behind the landing Airbus, lining up runway 29 behind, AUA2LT.

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

TWR: AUA2LT, wind 300 degrees 8 knots, runway 29 cleared for takeoff.
AUA2LT: cleared for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

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

The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a sufficient distance to ensure safety.

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

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg, 1500ft or below,
QNH 1020, Squawk 7000, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights can be cleared into any part of the pattern (departure, crosswind, downwind, base or final). Unless stated otherwise by the controller, a pilto shall join the pattern from the cleared position and ifnish it without further clearance.<br><br>

TWR: OE-AGA, join downwind for runway 29
TWR: OE-AGA, join base for runway 29

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

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 7000, Rechtskurve genehmigt.
TWR:OE-AGA, leave Control Zone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 7000, right turn approved.

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

In the air ATC provides [[traffic information]].

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

When the aircraft leaves the control zone.

TWR: OE-AGA, Squawk 7000, you may leave.

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

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

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

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

TWR: OE-AGA, Extend right downwind.
OE-AGA: Extending right downwind, OE-AGA

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

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

When using an extended downwind you should always consider that the aircraft's speed might be considerably lower than the speed of other aircraft involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead, you should aim to keep the plane within the vicinity of the airfield:

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

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

It is also possible to ask VFR traffic for a speed reduction.

TWR: OEABW, Fly speed 90 kts
OEABW: 90 kts, OEABW

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

Weather minimums for (S)VFR are follow

- Base Cloud at min. 600ft

- visibility min 1500m

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

Leave control zone special-VFR via November
Leave control zone special-VFR. After departure climb on runway heading 600 ft then right turn heading 340
Leave control zone special-VFR. After departure climb on runway heading until end of refinery. turn right heading 360, follow the Danube. Leaving control zone to the north approved.

==== Night VFR ====

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

==== Traffic Pattern ====

The traffic pattern is separated into departure, crosswind, downwind, base, and final.
On request, the Tower controller can clear VFR traffic into the traffic pattern.

OEABC, after departure, join traffic pattern Runway 29.

or

OEABC, after departure, join downwind runway 29.

'''If the controller clears an aircraft into any part of the pattern, it implies the clearance for the whole pattern.'''
To tell the pilot to maintain on the downwind use:

OEABC, extend downwind

or

OEABC, I call you for base

=== Helicopters ===

Helicopters are sometimes able to depart from their current position i.e helipad, GAC, TWY. Nevertheless they may also depart via runways:

OEBXR: Wien Tower, OEBXR at G-A-C request to leave the Control Zone via Klosterneuburg.
TWR: OEBXR, Wien Tower, after departure leave control zone via VFR Route Klosterneuburg, 1500 feet or below, SQ7000.
OEBXR: After departure leave control zone via VFR Route Klosterneuburg, 1500 ft or below, SQ7000.
TWR: Correct, ready for departure?
OEBXR: Affirm
TWR: 260 deg 4 kts, Takeoff own discretion.
TWR: Airborn Time 52'

=== Coordination with other ATC Stations ===
''Communication from one controller to another is as important as the communication from controller to pilot.'' This is especially true during high traffic situations where you might be tempted to concentrate solely on what is happening on your frequency. In these situations don't hesitate to take a call from a fellow controller even if it means that a pilot has to wait before you call him back. Secondly, if you know a controller is busy, try to keep your conversation with him concisely and avoid chatting in a TeamSpeak channel next to him.

Within VACC Austria we usually use TeamSpeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.
Other means of communication are the Intercom functions of Euroscope which would be a very nice feature, however often they only work with certain controllers. The ATC Channel within Euroscope should not be used for individual coordination.

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

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

==== Reduced Runway Separation Minima (LOWW) ====
Each runway in Vienna has a 2400m-marker indicated on the runway - be aware that the second marker from the respective threshold is the 2400m-marker for that very threshold:
For details refer to ICAO DOC4444 7.11

Application of RRSM:
An aircraft may be cleared for takeoff, given that:
* a preceding departing aircraft has passed the 2400m-marker.

An aircraft may be cleared to land, given that:
* a preceding landing aircraft has passed the 2400m-marker, is in motion and is not required to make a backtrack.
* a preceding departing aircraft has passed the 2400m-marker.

Reduced runway separation minima shall be subject to the following conditions:
* wake turbulence separation minima shall be applied
* visibility shall be at least 5 km and ceiling (BKN/OVC) shall not be lower than 1000ft.
* tailwind component shall not exceed 5 kt
* minimum separation continues to exist between two departing aircraft immediately after take-off of the second aircraft
* [[traffic information]] shall be provided to the flight crew of the succeeding aircraft concerned
* Reduced runway separation minima shall not apply between a departing aircraft and a preceding landing aircraft

==== High traffic situations ====

During high traffic situations, communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft.

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

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

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

==== Opposite runway operations ====

This is one of the more difficult situations for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Resources ==

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

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

If you really want to study hard, then read the relevant sections for DEL in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].

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

----

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

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

Flight Level Allocation Scheme

2022-05-16T09:32:34Z

Jakob Engelbrecht: /* ARRIVALS */

Mentor/trainer

2021-12-28T15:14:08Z

Jakob Engelbrecht:

Thank you for your interest in becoming a mentor. As we are a non-profit organisation aimed at providing virtual air traffic control, we rely on voluntary mentors (you hopefully!) to educate the next generation of controllers, just as you have received training previously. Each trainee requires an extensive amount of time and we very much appreciate seeing you wanting to return the favour.

Applications are to be admitted to the trainings department.

==Requirements==
Members may apply provided they

*are at least 18 years of age. IN exceptional circumstances and after careful evaluation may the age limit be reduced to 16 years old.
*see VACC Austria as their VATSIM home and care for no other FIR's procedures in a way you do for LOVV's and for no VACC's internal affairs like you do for ours, vACC Austria.
*enjoy our community and have spent hours there within; controlling, flying etc.
*tend to be sociable and know how to communicate with people of different age, profession and belief.
*know what you do and how to manage (at least) the station you plan to give lessons on.
*have finished your own training (C1 rating) or accept and plan to put your own training aside for the sake of that of others for a considerable amount of time.
*are able to commit ''significant hours'' on a regular basis.

The training department reserves the right to deny any applications after internal review.

==Expectations and Life Cycle ==

Bear in mind ''obtaining'' the privileges of a mentor comes with an obligation to ''provide''.
Mentors will be expected to continuously engage in ATC training to an extent they and their staff agree upon: some are seen three times a week and like to cycle through their group of trainees, providing an excellent training for all of those at the same time, which is fine, while others barely manage to educate their one trainee all the way to the finish line (C1) or decide not no pick their own trainee but offer their free time to several different trainees, which is fine as well. Our team's value is defined by its diversity.
Significant hours mean different inputs from all the various members.

Should a mentor no longer be able to provide the amount of input they expect themselves to commit to, they may at any time step back from their position by contacting the trainings department.

In case of irregularities, staff might get in touch as a means of quality assurance or to enforce proper behavior among members.

Vienna

2021-12-27T19:01:16Z

Jakob Engelbrecht: /* Aprons and parking positions */

{{Infobox airport
| name = Vienna International Airport
| nativename = Flughafen Wien-Schwechat
| image = Flughafenschwechat.jpg
| image-width = 200
| image2 =
| image2-width =
| IATA = VIE
| ICAO = LOWW
| type = Private
| owner =
| operator = Flughafen Wien AG
| city-served = Vienna, Austria<br>Bratislava, Slovakia
| location = Schwechat, Austria
| hub = Austrian Airlines<br>Niki
| elevation-f = 600
| elevation-m = 183
| coordinates =
| latd = 48 | latm = 06 | lats = 37 | latNS = N
| longd= 016 | longm= 34 | longs= 11 | longEW= E
| coordinates_type =
| coordinates_region = AT
| coordinates_notitle = yes
| website = [http://www.viennaairport.com/ www.viennaairport.com]
| pushpin_map = Austria
| pushpin_label_position =
| pushpin_label = LOWW
| pushpin_map_alt =
| pushpin_mapsize =
| pushpin_image = Austria relief location map.jpg
| pushpin_map_caption = Location within Austria
| metric-elev = Y
| metric-rwy = y
| r1-number = 11/29
| r1-length-f = 11,483
| r1-length-m = 3,500
| r1-surface = Asphalt
| r2-number = 16/34
| r2-length-f = 11,811
| r2-length-m = 3,600
| r2-surface = Asphalt
| footnotes =
}}
==   Vienna International Airport ([http://en.wikipedia.org/wiki/International_Air_Transport_Association_airport_code IATA]: VIE, [http://en.wikipedia.org/wiki/International_Civil_Aviation_Organization_airport_code ICAO]: LOWW) ==

The airport of the Austrian capital Vienna, is located south-east of the city and is connected by a train (called [http://en.wikipedia.org/wiki/City_Airport_Train CAT – City Airport Train]) as well as a motorway to the Viennese City Center. The airport is famous as an east-west junction with over 27 Million passengers (2018) a year. The profitable Eastern Europe routes are provided by the homecarrier [http://en.wikipedia.org/wiki/Austrian_Airlines Austrian].

In the year 2005 the “[http://www.viennaairport.com/ Flughafen Wien AG]” started to build the so called [http://en.wikipedia.org/wiki/Vienna_International_Airport#Terminals SKYLINK], an additional terminal in the eastern part of the airport which offers space for 91 check-in counters as well as 51 additional gates (5 of them are A380-approved). In the year 2006 the new air traffic control tower was opened. With it’s height of 109 meters, it’s the tallest control tower in Europe. It can be seen from far away, so it got a landmark for the airport.

Terminal 1 offers space for the carriers of [http://en.wikipedia.org/wiki/Aeroflot Aeroflot] and [http://en.wikipedia.org/wiki/Emirates_%28airline%29 Emirates]. Terminal 1A is located right opposite of Terminal 1 and is a temporarily building to bridge the capacity constraint until the new SKYLINK Terminal will be finished soon.

The airport offers 2 asphalt [http://en.wikipedia.org/wiki/Runway runways] with orientations 11/29 (3.500 meters) and 16/34 (3.600 meters). All of them are equipped with a [http://en.wikipedia.org/wiki/Instrument_landing_system ILS system], 2 of them offer [http://en.wikipedia.org/wiki/CAT_III#ILS_categories CAT III B]. Just recently (April 2012), a decision has been made to build a third runway parallel to 11-29.

= LOWW for Pilots =
== A quick look around ==
Vienna Airport is a medium range international airport, which - like many of them - has grown organically. Like all airports of this kind, they have peculiarities - most of them making life complicated for controllers.
=== On the ground ===
==== Aprons and parking positions ====
''(See the LOWW charts "overview" and "parking positions", available [[http://www.vacc-austria.org/?page=content/chartlist&icao=LOWW here]].)''

* '''General Aviation Center (GAC)''' is at the far west connecting to TWY M via TWYs Q and P. This Area is used for all GA A/C

* '''Technical base''' (if you blew up a tyre on landing) is next, opposite Exit 14 and 15. Many GAC pilots start from there (for whichever reason).

* '''The A apron''' is mostly used during peak times for passenger and at the very west

* '''Apron B43-B69''' are stands for Cargo and also used for remote Passenger boarding.

* '''Apron B71-B96''' is next to the East come two rows of stands for smaller aircraft. Regional planes like Dash, Beech 1900 or RJ87 go there often, and it is also the company apron of Austrian regional connector flights. Beware of the one-way street: '''B71-B75''' enter and leave (pushback) via taxilane 31. '''B81-B85''' enter via taxilane 32 and leave (no pushback) via taxilane 31. '''B91-B96''' enter via taxilane 33 and leave (no pushback) via taxilane 32.

* '''Pier West''' covers the '''C gates'''. It is the "Schengen" pier with no passport control. Log in for your departure, if you fly within the Schengen area. The two gates at the corner (C36 and C39) are suitable for Heavies. Expect some broken glass in the terminal, if you log into C31 with an Airbus A330 :-). Most Non-Star-Alliance-aircraft depart from here.

* '''Pier East''' covers the '''D gates'''. This is the "Non-Schengen" pier, mostly for Non-Star-Alliance-aircraft. Again, the corner goates (D23, D27) are Heavy gates.

* Further East along taxiway L are the '''E stands'''. In this area the low cost carriers park, as gates are more expensive than stands. Aircraft park nose-south: They enter via taxilane 36 and leave onto L.

* East of the main terminal is the new Skylink, now named '''[[http://www.viennaairport.com/jart/prj3/va/main.jart?rel=en&content-id=1249344074277 Check-in 3]]''' Access for aircraft is divided: For the south (F01-F37, odd), aircraft use taxilane 35/36, for the north (F04-F36, even), it's taxilane 40 Center for Heavies.
*Medium Aircraft will be cleared via the Blue or Orange Line respectively.
Check-in 3 is Schengen-and-non-Schengen and is the home pier for the Star Alliance fleet.

* '''Taxilanes 35/36/37''' are one-way streets, but the direction changes according to runway configuration. Expect ground controller to issue a "pushback facing east/west" clearance. If you don't get any facing instruction, face east, as you are most likely to get out this way.

* '''Taxilane 38''' is exit-only: Aircraft parking on F41-F59, as well as F41-F50 use it to leave.

* '''The H apron''' is north of taxilane 40. H41-H48 are pushback stands, H49-H50 leave via taxilane 42.

* '''The K apron''' is for cargo and at the very northeast, accessible via E and taxilane 43.

==== Where to log in with which aircraft ====
If you want to fly as-real-as-it-gets, then you can use the following guidelines for login:
* Star Alliance birds of the size of an A320 or more usually park at the skylink.
* Non-Star Alliance aircraft park on the pier West (Schengen) and East (Non-Schengen)
* Low Cost Carrier usually start from the E apron and F41-F59, as well as the H apron.
* Cargo leaves from A91-A96 or B43-B69
* Larger GAC aircraft (like a Challenger) leave from B or GAC.
* Small GAC aircraft (like sports aircraft) leave from GAC.
* Super-large birds have F44, F48, H49 and H50. A380 depart from D27 in Vienna.

On high traffic situations (Like the Weekly Wed) it might be good to look around before loggin in - you might sit on top of another aircraft. You can use [[http://www.vacc-austria.org/?page=content/gatelist&icao=LOWW the gatelist]] from the VACC Austria homepage or use the more remote places to log in, like the corners of the Pier (C31, C42, D21, D29) or the mostly vacant Check-in 3. There is no hassle on B, E and H stands.

==== Taxiing ====
This is, where the "evolutionary" design of Vienna airport hits reality - Vienna is not quite spacious to taxi around. Make sure to be slow enough and to follow ground controller instructions - you find yourself in the grass, in a building, head on to or even crashing into a fellow aircraft if you don't. Be aware: There is '''no follow-me car''' in Vienna, even if MSFS shows you one. Be so kind and follow the instructions of the ground controller or face a disconnect. On busy days (like the weekly wednesday) you can seriously screw up traffic by not following instructions.

Also, unlike other major airports (like EGLL), there are no unique and published taxiing directions - taxiways are used in either way following runway configuration. There is not even a uniform standard, how controllers handle traffic for specific runway configurations - it's where controllers do it their ways.

If you fly into Vienna with ATC control, then you get taxi instructions - follow them, full stop.

If you don't, then you can use the following rough guidelines: You have some roughly parallel taxiways with W-L into one way and M-E into the opposite direction. Easiest is to follow these taxiways right-around. ATC will guide you differently (as right-around-only is inefficient), but if you have not, it is most likely that you don't end up nose-to-nose:

* '''Departure rwy 11''': Taxi down to L (coming from the north: via W), changing to M on exit 12, if you are more than a light aircraft (wingspan - you might smash some Cessnas standing around on GAC East) for departure from A11 or A12. Taxilane 36 is eastwards for W.

* '''Departure rwy 16''': Taxi down to M and via Ex1 and Ex24 up E to Ex31. Taxilane 36 is eastwards to W where (strictly followed) you should drive right-around (W, Ex2, Ex1, Ex24, E) or you might look out and cut the corner to the left and Ex23 to E.

* '''Departure rwy 29''': Taxi down to M (from north: via W)

* '''Departure rwy 34''': Taxi down to M and E - from north: only via E.

* '''Arrival rwy 11''': Leave on M, take next exit to L to the terminal, or take A2, Ex1 Ex24 and E for the northern stands. Right-around would also mean that taxilane 36 is eastwards via Ex7 and taxilane 35.

* '''Arrival rwy 16''': Vacate to E and taxi up to the northern aprons, or turn left for L for the terminal and for taxilanes 35+36.

* '''Arrival rwy 29''': Leave to M and taxi to the terminal, or take Ex1, Ex24 and E for the northern apron.

* '''Arrival rwy 34''': Take W and taxilane 40 for the northern aprons or L and taxilane 35-36 for GAC, terminals and southern stands. If you brake hard, you can cut the corner and vacate B4 and L.

== Departure ==
... from Vienna is like any other larger airport. You have Delivery, Ground and Tower and follow the procedures.
=== Clearance procedures ===
==== ATIS ====
ATIS in Vienna is at 122.950. Please tune it in before asking for clearance.
==== Voice? Newbie? ====
* Controllers love voice partners, and if this is not possible, voice receivers. If you are text-only, then expect delays - voice is first when times get busy.
* Don't worry if you are a newbie - everyone was one. Please write it into the comment field of your flight plan and take your time. Controllers get along with pilots asking "say again", taxiing slowly, but doing the right thing. They are unhappy with those who hurry and mess up traffic (and they dislike impolite people). If you want guidance for your first flights (via teamspeak for example), you might want to make you a login at the [[http://forum.vacc-austria.org VACC Austria Forum]] and put a request into [[http://forum.vacc-austria.org/viewforum.php?f=58 this section]], and some people will be glad to help you along.

==== Clearance Altitudes ====
Vienna has one clearance altitude for all departures: 5000ft (local QNH). Transition altitude is 10.000ft. For you it means, that you have to change your Altimeter when passing 10.000ft.

==== SID's ====
ATC will give you a SID.
* If you are unable for RNAV departures (i.e.: if you don't have a FMC), then please state it in your flight plan and file a non-RNAV flight plan. There is one non-RNAV departure per runway (to SNU VOR). From there, you will fly direct to your next waypoint.
* If you are unable to fly any SID, then you can ask for a vectored departure. You will receive initial instructions from Delivery (like "stay on runway heading") and further instructions from ATC. Bear in mind, that ATC can deny vectored departures, if the air is boiling.
* For noise abatement reasons, some SID's are closed after 21:00 local time. See the charts to find out, which. Some controllers use noise abatement, some don't.

=== Push and Start ===
Some folks ask for push and fall asleep. Some folks ask for push, push and then fall asleep. Both mess up ground movements considerably. If you are slow with your plane, then please start up on the gate and ask for push when ready.

=== After takeoff ===
* Vienna has defined SIDs, so you should fly them. Most of them are RNAV. There are vectored departures on request or on ATC's discretion.
* Expect to be transferred to the appropriate approach controller right after takeoff - tune the frequency into standby already on ground. If Tower forgets, you might remind him with a polite "<callsign>, airborne" once you pass 3000ft or so :-)
* On all normal days, there is only one approach controller at 134.675.
* On very-high-traffic events like "Finally Austria", Approach is divided north-south, with either 134.675 or 118.775 - look for the active stations while still on ground. "Your" station varies according to the SID you fly - it's in the SID chart.
* If no Approach controller is online, LOVV_CTR with 132.600 is your station, and if this station is offline, monitor UNICOM at 122.800.

== Arrival ==
You will enter the approach procedures when reaching the initial STAR waypoints. Before you reach them, listen to LOWW_ATIS at 122.950, and when transferred to Approach, you call in with callsign, position, altitude and ATIS on board:
LHA123: Wien Radar, Leipzig Air 123, inbound VENEN, FL250 descending FL170, ATIS B on board.
LOWW_APP: Leipzig Air 123, Wien Radar, identified, information B correct, descend FL140.

Like every major European airport, LOWW has STARs, transitions and approaches:
=== STAR's ===
ATC will most likely clear you a STAR and an altitude to descend. At the end of each STAR is a holding which you might be ordered to enter. Altitudes on the chart are minimum altitudes - ATC will tell you the altitude to fly. In the case of Vienna, STARs are also unique: From each entry point, there is only one STAR to take. As a pilot, you could as well key in the STAR into your FMC straight away.

=== Transitions ===
Transitions are runway-specific - you know your transition once you know the runway, and you know the runway once you listened to ATIS. Therefore, you can key in your STAR while on cruise, and your transition while approaching or flying the STAR. Don't forget: ATC will clear you the transition or vector you.

It is vital that you have your transition on FMC, as (see below) ATC might order you to cut corners and then continue to fly the transition. It is also vital, that you look up the approach chart once you know the runway and key in the necessary frequencies for ILS approach and for go-around.

=== Director ===
On busy days, the last phase before landing has a Director: He/she is responsible for the nitty-gritty spacing in the "string of pearls" where traffic is dense for two reasons: 1) aircraft merge from all directions, and 2) aircraft slow down. Expect ATC to transfer you, if Director is online. Usually, you call Director "callsign only" - no position, no altitude, only "Wien Director, Leipzig Air 123".

Once established on the ILS (or on visual final), Director will transfer you to Tower.

=== How to handle directions on approach ===
* Usually, you are cleared a STAR and transition - As soon as you know ATIS, you are able to key in the transition into your FMC.
* If ATC orders you to fly direct to a waypoint on the STAR or transition, you fly direct to the waypoint and then follow the transition to final.
* If ATC never orders an altitude, you fly the altitudes on the charts (but ATC never does that).
* If ATC vectors you, than you leave STAR and transition altogether (expect to be vectored or direct-ed until final).
* If ATC orders you to level UNTIL a certain waypoint, descend at your descretion, as long as you match the altitude at that point (you can level off before).
* If ATC orders you to level AT a certain waypoint, then calculate well and descend to meet the altitude at the point - not before, not after.
* If in doubt, ask!

=== Vacating and taxiing ===
* If you land on rwy11/29 and rwy34, then vacating throws you into the middle of dense traffic - stop on the exit and wait for ground instructions.
* If you vacate from rwy16, then you can roll on D or E and wait for instructions - frees the exit for the next hungry aircraft behind. You should definitely stop before D4 or E4 - they are ILS critical holding points which you should not cross without clearance.

=== Communication failure ===
... is published on the charts - please set your squawk 7600 and follow it.

[[Category:Airports]]

Study Guide:Ground

2021-12-27T18:55:15Z

Jakob Engelbrecht: /* Helicopters */

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

= General =

Ground is responsible for all movements of aircraft on ground, except the movements on the runway. Ground takes over responsibility for Delivery if he is not online.

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

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

* General Aviation is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* The new cargo apron B43 - B69 (not included in the Flytampa scenery)
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They are made for M aircraft, with the corner stands C36, C39, D23, D26 and D28) for available for H aircraft too.
* Pier North or Terminal 3 ("Skylink") is relatively new, housing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers). Heavy gates are north and south of the terminal.
* F stands including heave stands are marked east of the skyline terminal and are still part of the pier north. They are also used for de-icing during the winter season. These stands are taxi out positions
* South of Pier North are stands for smaller and budget airliners, most DH8D park there. The positions do not require pushback (E stands).
* North of Pier North is another row for smaller and budget airliners (H stands).

= Taxiways =

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

= Basic principles =

The basic principles for [[Study_Guide:Radio_Telephony|Radio Telephony]] apply:

It is ground's responsibility to direct and monitor ground movements

== Start-up clearance<br> ==

Start-up clearance may be given if you expect the aircraft to depart in a timely manner. (coordinate with GND and TWR accordingly) <br>

Austrian 125, start-up approved.

== Push-back clearance<br> ==

Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back.<br>

Austrian 125, push-back approved

==Start and Push clearance==

Use these two phrases together<br>

Austrian 125, start(-up) and push(-back) approved

If the aircraft does not initiate pushback within an adequate timeframe, you may cancel the pushback clearance:

AUA123 Pushback clearance cancelled, I call you (back).

Thereafter you may clear anyone else to pass behind, and you have to re-issue the clearance later on.

== Taxi Instructions ==

The pilot will conduct startup and pushback. As soon as he is ready for taxi he will call you:

AUA125: AUA125, request taxi.

Depending on the traffic situation you can either clear the A/C directly to the RWY or issue an intermediate clearance:

AUA125, taxi via M hold before EXIT 7.

or

AUA125, taxi to holding point Rwy 16 via L and W.

So, how do you maintain traffic flow at a busy airport?

You may clear an aircraft to an intermediate stopping position: "Taxi via E hold before EX24".

AUA125, Taxi via the Blue Line and E, Hold before EX24.

You may also add a condition to this to keep things moving:

AUA125, Taxi H/P RWY 29 via Blue Line, E, EX24 and EX1, '''on E behind Company Airbus From the right'''.

This means: the A/C has to "hold before" (=to stop) in mid way '''for a condition which you specify'''.

* This could be only to "hold short" --> until you tell them to "continue".
* It could be "behind the A320 from left to right".
* It could be "follow company A320 taxiing on L".

The "Hold before" argument reduces your workload, as the pilot must now judge if they can meet the conditions given.

Bear in mind that it is the '''controllers' job to decide on wingtip clearance'''.

On VATSIM, you sometimes meet pilots who apparently don't have charts and/or lose orientation - especially when it is dark and the scenery is outdated. If a pilot starts sight-seeing, you can tell them to '''stop ("hold position")''' and to '''"expect progressive taxi"''', and that means: you taxi him step by step, and they are instructed to stop at every step.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as the aircraft is conflict-free in your area of responsibility. This means, if no other aircraft can be in the way on his way to the runway. Example for LOWW: Suppose, RWY 29 - GND will line up all aircraft on taxiway M facing East. Hand them over to TWR as soon as practibale. '''Avoid unnecessary intermediate stops of taxiing aircraft'''.

AUA125 Contact Wien Tower 119,400.

=Taxiway configurations=

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

[[File:29only.jpg]]

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

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

[[File:29-34.jpg]]

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

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

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

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

[[File:29-16.jpg]]

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

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

= Ground Traffic Management =

====Step-by-step clearance====
The safest and primary way to achieve safe operations:

AUA251, taxi via E hold before M.
AUA251, taxi via M, hold before Exit 7.
AUA251, taxi via L, hold clear of Exit 9.
AUA251, continue to gate D21 via Exit 9.

====Conditional clearance====
This provides much more flow, but you have to think in advance. See, which aircraft approach to where and give one of them a conditional clearance to stop some point and give way. Make sure that the condition is clear: a specific intersection, a precise plane from a precise direction, like this:

AUA251, taxi to gate D21 via E, M and Exit 9, On M give way to company A320 from the right.

"Conditional clearance" means: AUA251 is free to taxi until its final clearance limit (D21), but stops inbetween until the condition is met, in this case: another Austrian A320 taxiing (presumably on D) and turning in before him. Then, he is free to continue without instruction. "Hold short" means: You are cleared to your destination, but you should stop inbetween.

====Intermediate instructions====
Sometimes, you might need to re-clear or stop an A/C:

AUA251, hold position.
AUA251, continue.
AUA251, hold before W, B190 crossing right to left.
AUA251, gate change, taxi to gate F1 via M, EX7, at EX7 behind Swiss A320 crossing right - left.

====Progressive Taxi====
Some pilots don't know how to taxi, and some don't know where to taxi, and they can drive you mad. To them, you can issue progressive taxi instructions:

Leipzig Air 600, turn next left hold next intersection.
Leipzig Air 600, turn right, on third intersection left and hold.

====Example====
Consider the following situation:

{| class="prettytable"
|-
| You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand B95.
|}

GND:DLH6KM taxi to stand C40 via taxiway D and L.
DLH6KM:Taxiing to stand C40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand B95, ready for taxi.
GND:LZB421, Taxi via L, hold before EX11.
LZB421:via L, hold before EX11.

{| class="prettytable"
|-
| The aircraft are now both approaching EX11.
|}

LZB421, When clear of the opposite 737, continue EX11 and M to H/P RWY 29.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area.

=== Intersection departure ===

Even though HIRO (High Intensity Runway Operation) requires pilots to plan certain intersection departures e.g (A3, B4, B10, A10), usage of these intersection should be restricted to cases where a gain in efficiency can be accomplished.

'''Avoid "over-using" e.g A3''', as there is no gain in efficiency to be expected from a 3 aircraft long queue for A3 (TFC congestion on TWY M and L).

Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits. Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

Phraseology to ask an A/C for its ability to make use of an intersection is as follows:

<pre> AUA4CM can you accept B4? </pre>

if answered positively ->

<pre>Roger, join B4 (report ready) </pre>

=Special Case Northern F stands=

As this area is equipped with 3 parallel Taxilines, those being Taxiline 40 Center, Blue Line and Orange Line, it is vital to make use of these Lines in a sensible manner.

*Taxiline 40 Center is issued to Heavy A/C up to a maximum Wingspan of 68.4 Meters
*Blue and Orange Line may be issued to two A/C taxiing in parallel up to a maximum Wingspan of 36 Meters. This gives the Controller the ability to essentially double the flow rate in this area as also pushback may be conducted onto either of those lines. Make sure to state this in the Push Clearance accordingly

e.g <pre> "AUA9LT Start and Push approved - Blue Line" </pre>

Phraseology in this area is as follows:

<pre> "Taxi to Position F08 via the Blue Line" </pre>

or

<pre> "Taxi to Position G26 via Taxiline 40 Center" </pre>

Positions G16, G26 and G36 are used for Heavy A/C and are collocated with their respective F counterparts F16, F26 and F36. Nevertheless they provide greater wingtip clearance.

'''Swingovers'''

Another option to make use of this infrastructure is to clear "swingovers".

"AUA9LT Swingover Orange Line continue W to H/P RWY 16"

This procedure is particularly useful to clear e.g the Blue Line for incoming traffic.

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

== Intermediate Holding Positions (IHP) ==

In dynamic and high TFC situations it is advisable to make use of intermediate clearances to keep both your and the pilots flexibility to change route at a maximum.
It is therefore suggested to make use of IHPs such as:
*M2
*L2
*Blue 1
*Orange 1

Nevertheless you should try to keep the A/C moving and avoid unnecessary stops at these positions if they are of no use to your flow management.

== Slots ==

In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.

==Helicopters==

First and foremost, air-taxiing is not done by GND! Permission do so is granted by TWR only in coordination with GND!

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.
<pre>OEBXR: request air taxi to Runway 29.
GND: OEBXR, contact TWR 119.400.
OEBXR: Servus Wien Tower, request air taxi to Runway 29 via Exit 13 and M.
TWR: OEBXR, air taxi to Runway 29 via Exit 13 and M. wind 280 deg 5 knots
OEBXR: air taxi to Runway 29 via M.</pre>

== Opposite runway operations ==

At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

== Mind the wingtip: Size matters to GND controllers ==

As GND controller, you have to watch out for the size of an aircraft. You have two indications for the aircraft size in Euroscope: The Letter "L/M/H/S" in the flight strip, and the precise aircraft type in the departure list or tag - an abbreviation which you might need to google, but you will learn over time.

* '''Light aircraft''' (L) need to go to stands, not to docks (you won't want to dock a Cessna, will you?). But "light" is not "light" - on some GAC aprons the aircraft has to be really light, especially when it comes to grass surface. Watch out to the aircraft type.

* '''Medium aircraft''' have a different trouble: Some of them (like the Beech 99, the Dash or the Avro RJ are medium, but they need stands. Others, not much bigger, like the Fokker 70 or 100, can dock at the gate, whereas others (like the A319), only a little bigger, usually dock. In doubt: ask the pilot. The medium category goes up to the most-frequent cruisers A320 and B737.

* '''Heavy aircraft''' are (almost) everything above: A330, B767 and B747, the MD11 and the new B787. They almost exclusively dock, but there is another risk: Not all docks are suitable for heavies - ground charts tell you more. Check this chart [https://charts.vacc-austria.org/LOWW/LOWW_Ground_Docking%20Positions_26032020.pdf] to verify where you can park which A/C.

* '''Superheavy aircraft''' e.g The A380 - which is parked at '''F35, D27 or H98.'''

as hint for parking, you could use follow flow Chart:

[[File:Parking Flow chart.jpg]]

= Additional Information =

For further information relating to traffic flow management on ground in different configurations, please refer to: [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf ATMM guide]

If you really want to study hard, then read the relevant sections for GND in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].

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

----

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

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

Study Guide:Ground

2021-12-27T18:53:13Z

Jakob Engelbrecht:

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

= General =

Ground is responsible for all movements of aircraft on ground, except the movements on the runway. Ground takes over responsibility for Delivery if he is not online.

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

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

* General Aviation is all the way to the West at Taxiways Q and P.
* Some stands at the maintainance area (A91 to A99)
* The new cargo apron B43 - B69 (not included in the Flytampa scenery)
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They are made for M aircraft, with the corner stands C36, C39, D23, D26 and D28) for available for H aircraft too.
* Pier North or Terminal 3 ("Skylink") is relatively new, housing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers). Heavy gates are north and south of the terminal.
* F stands including heave stands are marked east of the skyline terminal and are still part of the pier north. They are also used for de-icing during the winter season. These stands are taxi out positions
* South of Pier North are stands for smaller and budget airliners, most DH8D park there. The positions do not require pushback (E stands).
* North of Pier North is another row for smaller and budget airliners (H stands).

= Taxiways =

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

= Basic principles =

The basic principles for [[Study_Guide:Radio_Telephony|Radio Telephony]] apply:

It is ground's responsibility to direct and monitor ground movements

== Start-up clearance<br> ==

Start-up clearance may be given if you expect the aircraft to depart in a timely manner. (coordinate with GND and TWR accordingly) <br>

Austrian 125, start-up approved.

== Push-back clearance<br> ==

Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back.<br>

Austrian 125, push-back approved

==Start and Push clearance==

Use these two phrases together<br>

Austrian 125, start(-up) and push(-back) approved

If the aircraft does not initiate pushback within an adequate timeframe, you may cancel the pushback clearance:

AUA123 Pushback clearance cancelled, I call you (back).

Thereafter you may clear anyone else to pass behind, and you have to re-issue the clearance later on.

== Taxi Instructions ==

The pilot will conduct startup and pushback. As soon as he is ready for taxi he will call you:

AUA125: AUA125, request taxi.

Depending on the traffic situation you can either clear the A/C directly to the RWY or issue an intermediate clearance:

AUA125, taxi via M hold before EXIT 7.

or

AUA125, taxi to holding point Rwy 16 via L and W.

So, how do you maintain traffic flow at a busy airport?

You may clear an aircraft to an intermediate stopping position: "Taxi via E hold before EX24".

AUA125, Taxi via the Blue Line and E, Hold before EX24.

You may also add a condition to this to keep things moving:

AUA125, Taxi H/P RWY 29 via Blue Line, E, EX24 and EX1, '''on E behind Company Airbus From the right'''.

This means: the A/C has to "hold before" (=to stop) in mid way '''for a condition which you specify'''.

* This could be only to "hold short" --> until you tell them to "continue".
* It could be "behind the A320 from left to right".
* It could be "follow company A320 taxiing on L".

The "Hold before" argument reduces your workload, as the pilot must now judge if they can meet the conditions given.

Bear in mind that it is the '''controllers' job to decide on wingtip clearance'''.

On VATSIM, you sometimes meet pilots who apparently don't have charts and/or lose orientation - especially when it is dark and the scenery is outdated. If a pilot starts sight-seeing, you can tell them to '''stop ("hold position")''' and to '''"expect progressive taxi"''', and that means: you taxi him step by step, and they are instructed to stop at every step.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as the aircraft is conflict-free in your area of responsibility. This means, if no other aircraft can be in the way on his way to the runway. Example for LOWW: Suppose, RWY 29 - GND will line up all aircraft on taxiway M facing East. Hand them over to TWR as soon as practibale. '''Avoid unnecessary intermediate stops of taxiing aircraft'''.

AUA125 Contact Wien Tower 119,400.

=Taxiway configurations=

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

[[File:29only.jpg]]

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

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

[[File:29-34.jpg]]

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

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

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

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

[[File:29-16.jpg]]

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

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

= Ground Traffic Management =

====Step-by-step clearance====
The safest and primary way to achieve safe operations:

AUA251, taxi via E hold before M.
AUA251, taxi via M, hold before Exit 7.
AUA251, taxi via L, hold clear of Exit 9.
AUA251, continue to gate D21 via Exit 9.

====Conditional clearance====
This provides much more flow, but you have to think in advance. See, which aircraft approach to where and give one of them a conditional clearance to stop some point and give way. Make sure that the condition is clear: a specific intersection, a precise plane from a precise direction, like this:

AUA251, taxi to gate D21 via E, M and Exit 9, On M give way to company A320 from the right.

"Conditional clearance" means: AUA251 is free to taxi until its final clearance limit (D21), but stops inbetween until the condition is met, in this case: another Austrian A320 taxiing (presumably on D) and turning in before him. Then, he is free to continue without instruction. "Hold short" means: You are cleared to your destination, but you should stop inbetween.

====Intermediate instructions====
Sometimes, you might need to re-clear or stop an A/C:

AUA251, hold position.
AUA251, continue.
AUA251, hold before W, B190 crossing right to left.
AUA251, gate change, taxi to gate F1 via M, EX7, at EX7 behind Swiss A320 crossing right - left.

====Progressive Taxi====
Some pilots don't know how to taxi, and some don't know where to taxi, and they can drive you mad. To them, you can issue progressive taxi instructions:

Leipzig Air 600, turn next left hold next intersection.
Leipzig Air 600, turn right, on third intersection left and hold.

====Example====
Consider the following situation:

{| class="prettytable"
|-
| You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand B95.
|}

GND:DLH6KM taxi to stand C40 via taxiway D and L.
DLH6KM:Taxiing to stand C40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand B95, ready for taxi.
GND:LZB421, Taxi via L, hold before EX11.
LZB421:via L, hold before EX11.

{| class="prettytable"
|-
| The aircraft are now both approaching EX11.
|}

LZB421, When clear of the opposite 737, continue EX11 and M to H/P RWY 29.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area.

=== Intersection departure ===

Even though HIRO (High Intensity Runway Operation) requires pilots to plan certain intersection departures e.g (A3, B4, B10, A10), usage of these intersection should be restricted to cases where a gain in efficiency can be accomplished.

'''Avoid "over-using" e.g A3''', as there is no gain in efficiency to be expected from a 3 aircraft long queue for A3 (TFC congestion on TWY M and L).

Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits. Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

Phraseology to ask an A/C for its ability to make use of an intersection is as follows:

<pre> AUA4CM can you accept B4? </pre>

if answered positively ->

<pre>Roger, join B4 (report ready) </pre>

=Special Case Northern F stands=

As this area is equipped with 3 parallel Taxilines, those being Taxiline 40 Center, Blue Line and Orange Line, it is vital to make use of these Lines in a sensible manner.

*Taxiline 40 Center is issued to Heavy A/C up to a maximum Wingspan of 68.4 Meters
*Blue and Orange Line may be issued to two A/C taxiing in parallel up to a maximum Wingspan of 36 Meters. This gives the Controller the ability to essentially double the flow rate in this area as also pushback may be conducted onto either of those lines. Make sure to state this in the Push Clearance accordingly

e.g <pre> "AUA9LT Start and Push approved - Blue Line" </pre>

Phraseology in this area is as follows:

<pre> "Taxi to Position F08 via the Blue Line" </pre>

or

<pre> "Taxi to Position G26 via Taxiline 40 Center" </pre>

Positions G16, G26 and G36 are used for Heavy A/C and are collocated with their respective F counterparts F16, F26 and F36. Nevertheless they provide greater wingtip clearance.

'''Swingovers'''

Another option to make use of this infrastructure is to clear "swingovers".

"AUA9LT Swingover Orange Line continue W to H/P RWY 16"

This procedure is particularly useful to clear e.g the Blue Line for incoming traffic.

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

== Intermediate Holding Positions (IHP) ==

In dynamic and high TFC situations it is advisable to make use of intermediate clearances to keep both your and the pilots flexibility to change route at a maximum.
It is therefore suggested to make use of IHPs such as:
*M2
*L2
*Blue 1
*Orange 1

Nevertheless you should try to keep the A/C moving and avoid unnecessary stops at these positions if they are of no use to your flow management.

== Slots ==

In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.

==Helicopters==

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.
<pre>OEBXR: request air taxi to Runway 29.
GND: OEBXR, contact TWR 119.400.
OEBXR: Servus Wien Tower, request air taxi to Runway 29 via Exit 13 and M.
TWR: OEBXR, air taxi to Runway 29 via Exit 13 and M. wind 280 deg 5 knots
OEBXR: air taxi to Runway 29 via M.</pre>

== Opposite runway operations ==

At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

== Mind the wingtip: Size matters to GND controllers ==

As GND controller, you have to watch out for the size of an aircraft. You have two indications for the aircraft size in Euroscope: The Letter "L/M/H/S" in the flight strip, and the precise aircraft type in the departure list or tag - an abbreviation which you might need to google, but you will learn over time.

* '''Light aircraft''' (L) need to go to stands, not to docks (you won't want to dock a Cessna, will you?). But "light" is not "light" - on some GAC aprons the aircraft has to be really light, especially when it comes to grass surface. Watch out to the aircraft type.

* '''Medium aircraft''' have a different trouble: Some of them (like the Beech 99, the Dash or the Avro RJ are medium, but they need stands. Others, not much bigger, like the Fokker 70 or 100, can dock at the gate, whereas others (like the A319), only a little bigger, usually dock. In doubt: ask the pilot. The medium category goes up to the most-frequent cruisers A320 and B737.

* '''Heavy aircraft''' are (almost) everything above: A330, B767 and B747, the MD11 and the new B787. They almost exclusively dock, but there is another risk: Not all docks are suitable for heavies - ground charts tell you more. Check this chart [https://charts.vacc-austria.org/LOWW/LOWW_Ground_Docking%20Positions_26032020.pdf] to verify where you can park which A/C.

* '''Superheavy aircraft''' e.g The A380 - which is parked at '''F35, D27 or H98.'''

as hint for parking, you could use follow flow Chart:

[[File:Parking Flow chart.jpg]]

= Additional Information =

For further information relating to traffic flow management on ground in different configurations, please refer to: [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf ATMM guide]

If you really want to study hard, then read the relevant sections for GND in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].

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

----

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

LOWI for pilots

2021-12-03T10:28:36Z

Jakob Engelbrecht: /* IFR 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 whilst also providing experienced pilots with new and updated information and support''' The reason to write such a document is that many people fly there while making errors that could be avoided. It is after all a default airport for the X-Plane series, extremely beautiful to fly in (great mountains, deep valley) and '''a welcome challenge to many pilots'''. The result: VATSIM traffic exceeds real-life traffic on a daily basis. On an annual average vLOWI sees 3 times the real world pre-COVID traffic but can see around 7 to 8 times the legal limit on busy Vatsim days. These situations can only be handled if vATC but most importantly pilots understand what their actions and can help to reduce delays. ''Many pilots make fatal errors''', they trigger go-arounds, smash holes into the virtual mountains and make the already stressful lives of Vatsim controllers and pilots more complicated than necessary.

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB was shut down. As replacement RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= 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,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''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.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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.

Tl;dr

* Read a chart and understand it
* Able to fly a holding
* Able to fly a Localiser or RNP approach
* Intervene when your plane is not doing what it is supposed to do
* Able to hand-fly your aircraft

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&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.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

= Overview from the air(space) =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends to a "smile". 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.

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
'''Please do not ask per private message or on frequency for the active runway, Innsbruck does not have a acitve runway.''' All approaches are to be considered as cloud breaking approaches and non published visual approaches from both sides are in use all the time.

Coming in via RTT you should expect LOC DME East app (called LOC26 in your FMC),
Coming in via ELMEM you shoudl expect RNP Y or Z 08

The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

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
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# 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 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. 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.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

=== b. 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 breaking off.

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. 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.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== 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 to the RUM Locator, 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 plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" 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]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

* '''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, FPA or manually watching the table on the chart.

* 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 RUM NDB. This means: You fly over the airport at about 7000ft.

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====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 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 more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

=== b. (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 RUM NDB.

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Proceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# 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 RUM NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after RUM NDB''': when you turn too low, you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''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.

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only 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 airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

* '''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. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

* '''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.

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= 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 or traffic). 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.

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way". SID´s with H are visual and might not be in your FMC. When unable to fly a SID with a visual part, expect clearance via a RTT departure and a direct thereafter

==SIDs out of runway 08==
(See the [https://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%20RWY%2008_07102021.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue. Usually you do not have to fly the holding entry, unless advised by the Radar, otherwise just continue after RTT as filed.

'''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 RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft. All departures passing RTT can expect initial climb clearance of FL120. the rest FL160.

===ADILO2J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ LOC (109,70 KHz) where you should have minimum 7500ft, then a steep right turn to INN NDB (420) with max speed 165 Kts 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 160kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right with max 165Kts to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT5J Special Performance ===

It is similar to ADILO2J, but you MUST climb really hard (10,2% or 620ft/nm until INN NDB) to reach RUM NDB at 4700ft or above, then make a steep right turn max speed 160Kts to meet INN at 9400ft (which is already almost clear of peaks). They you fly direct to MOGTI. When passing DME 39 of KPT you must be 11500ft or above. Thereafter direct to KPT VOR. Stay below 250kt (and well below for the turn) until 11500ft and have a bank angle of at least 25°.

=== RTT 2Q ===

The RTT2Q departure is other than the RTT3J departure a "standard" RNAV departure. Departing Runway 08 on heading 075 to WI520 with max speed 180Kts. Thereafter via WI521 (max speed 180Kts) and WI522 to RTT. Mantain max rate to 11.000ft. Do not enter the holding over RTT unless directly cleared to do so.

==SIDs out of runway 26==

Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''', except for one: 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 '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

=== BRENO3H ===
You won´t find the BRENO3H departure in your FMC because the initial turn is made visually. You start by climbing on Runway heading up to 3200ft and make a sharp right turn (25-30 degree bank, max speed 160KTS) to heading 065 and intercept the RUM NDB. At RUM intercept OEJ on Course 065. When passing the station, you make a sharp right turn with not less than 25 degrees bank and not more than 165Kts to INN NDB. After passing INN direct BRENO. Start accelerating once above 13.000ft or after INN NDB

=== MOGTI3H departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand until passing 4000ft). At WI506 you kick in the FMC and fly instrument via WI507 and WI802 and MOGTI.

=== MOGTI1R ===
... is a RNAV departure for heavy birds. This SID has by far the steepest initial climb (780ft/NM) until passing 8470ft, thereafter it is pretty low. This SID can only be flown by Jets and Turboprops due to the climb gradient required. This SID has no visual part in it and can be flown fully RNAV. This SID is only cleared on request.

=== MOGTI1X ===
... is a special performance departure due, to the navigational equipment required. This is the SID with the lowest rate of climb required towards MOGTI along waypoints. Expect to be cleared this SID when the weather is very bad.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. Do not increase speed above 165Kts until passing WI008!

===Most common error===
... on the initial visual circle is to tune in the 65° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

== 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. Please fly Real weather and winds when approaching Innsbruck. Otherwise keeping seperation between Aircrafts, especially in holdings or on approach is close to impossible. Let the Controller know, when you do not have real weather. Controllers in Innsbruck will clear approaches and SID´s according to the METAR and current weather situation.

== VFR flight ==

Standard weather minima apply to this.

== IFR arrivals ==

* 5km flight visibility
*: For LOC DME East this means: At 5,5 DME OEV 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 RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.300m
* 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]]
* Great tutorial from Blackbox 711 [[https://www.youtube.com/watch?v=RZzIs1tgYmc&t=1s Tutorial from Blackbox 711]]

= 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

2021-12-03T10:25:33Z

Jakob Engelbrecht: /* 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 whilst also providing experienced pilots with new and updated information and support''' The reason to write such a document is that many people fly there while making errors that could be avoided. It is after all a default airport for the X-Plane series, extremely beautiful to fly in (great mountains, deep valley) and '''a welcome challenge to many pilots'''. The result: VATSIM traffic exceeds real-life traffic on a daily basis. On an annual average vLOWI sees 3 times the real world pre-COVID traffic but can see around 7 to 8 times the legal limit on busy Vatsim days. These situations can only be handled if vATC but most importantly pilots understand what their actions and can help to reduce delays. ''Many pilots make fatal errors''', they trigger go-arounds, smash holes into the virtual mountains and make the already stressful lives of Vatsim controllers and pilots more complicated than necessary.

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB was shut down. As replacement RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= 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,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''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.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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.

Tl;dr

* Read a chart and understand it
* Able to fly a holding
* Able to fly a Localiser or RNP approach
* Intervene when your plane is not doing what it is supposed to do
* Able to hand-fly your aircraft

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&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.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

= Overview from the air(space) =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends to a "smile". 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.

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

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
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# 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 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. 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.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

=== b. 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 breaking off.

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. 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.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== 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 to the RUM Locator, 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 plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" 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]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

* '''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, FPA or manually watching the table on the chart.

* 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 RUM NDB. This means: You fly over the airport at about 7000ft.

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====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 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 more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

=== b. (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 RUM NDB.

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Proceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# 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 RUM NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after RUM NDB''': when you turn too low, you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''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.

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only 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 airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

* '''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. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

* '''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.

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= 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 or traffic). 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.

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way". SID´s with H are visual and might not be in your FMC. When unable to fly a SID with a visual part, expect clearance via a RTT departure and a direct thereafter

==SIDs out of runway 08==
(See the [https://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%20RWY%2008_07102021.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue. Usually you do not have to fly the holding entry, unless advised by the Radar, otherwise just continue after RTT as filed.

'''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 RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft. All departures passing RTT can expect initial climb clearance of FL120. the rest FL160.

===ADILO2J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ LOC (109,70 KHz) where you should have minimum 7500ft, then a steep right turn to INN NDB (420) with max speed 165 Kts 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 160kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right with max 165Kts to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT5J Special Performance ===

It is similar to ADILO2J, but you MUST climb really hard (10,2% or 620ft/nm until INN NDB) to reach RUM NDB at 4700ft or above, then make a steep right turn max speed 160Kts to meet INN at 9400ft (which is already almost clear of peaks). They you fly direct to MOGTI. When passing DME 39 of KPT you must be 11500ft or above. Thereafter direct to KPT VOR. Stay below 250kt (and well below for the turn) until 11500ft and have a bank angle of at least 25°.

=== RTT 2Q ===

The RTT2Q departure is other than the RTT3J departure a "standard" RNAV departure. Departing Runway 08 on heading 075 to WI520 with max speed 180Kts. Thereafter via WI521 (max speed 180Kts) and WI522 to RTT. Mantain max rate to 11.000ft. Do not enter the holding over RTT unless directly cleared to do so.

==SIDs out of runway 26==

Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''', except for one: 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 '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

=== BRENO3H ===
You won´t find the BRENO3H departure in your FMC because the initial turn is made visually. You start by climbing on Runway heading up to 3200ft and make a sharp right turn (25-30 degree bank, max speed 160KTS) to heading 065 and intercept the RUM NDB. At RUM intercept OEJ on Course 065. When passing the station, you make a sharp right turn with not less than 25 degrees bank and not more than 165Kts to INN NDB. After passing INN direct BRENO. Start accelerating once above 13.000ft or after INN NDB

=== MOGTI3H departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand until passing 4000ft). At WI506 you kick in the FMC and fly instrument via WI507 and WI802 and MOGTI.

=== MOGTI1R ===
... is a RNAV departure for heavy birds. This SID has by far the steepest initial climb (780ft/NM) until passing 8470ft, thereafter it is pretty low. This SID can only be flown by Jets and Turboprops due to the climb gradient required. This SID has no visual part in it and can be flown fully RNAV. This SID is only cleared on request.

=== MOGTI1X ===
... is a special performance departure due, to the navigational equipment required. This is the SID with the lowest rate of climb required towards MOGTI along waypoints. Expect to be cleared this SID when the weather is very bad.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. Do not increase speed above 165Kts until passing WI008!

===Most common error===
... on the initial visual circle is to tune in the 65° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

== 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. Please fly Real weather and winds when approaching Innsbruck. Otherwise keeping seperation between Aircrafts, especially in holdings or on approach is close to impossible. Let the Controller know, when you do not have real weather. Controllers in Innsbruck will clear approaches and SID´s according to the METAR and current weather situation.

== VFR flight ==

Standard weather minima apply to this.

== IFR arrivals ==

* 5km flight visibility
*: For LOC DME East this means: At 5,5 DME OEV 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 RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.300m
* 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]]
* Great tutorial from Blackbox 711 [[https://www.youtube.com/watch?v=RZzIs1tgYmc&t=1s Tutorial from Blackbox 711]]

= 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

2021-12-03T10:22:42Z

Jakob Engelbrecht: /* Major recent Changes */

= 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 whilst also providing experienced pilots with new and updated information and support''' The reason to write such a document is that many people fly there while making errors that could be avoided. It is after all a default airport for the X-Plane series, extremely beautiful to fly in (great mountains, deep valley) and '''a welcome challenge to many pilots'''. The result: VATSIM traffic exceeds real-life traffic on a daily basis. On an annual average vLOWI sees 3 times the real world pre-COVID traffic but can see around 7 to 8 times the legal limit on busy Vatsim days. These situations can only be handled if vATC but most importantly pilots understand what their actions and can help to reduce delays. ''Many pilots make fatal errors''', they trigger go-arounds, smash holes into the virtual mountains and make the already stressful lives of Vatsim controllers and pilots more complicated than necessary.

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB was shut down. As replacement RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= 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,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''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.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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 =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&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.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

= Overview from the air(space) =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends to a "smile". 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.

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

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
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# 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 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. 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.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

=== b. 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 breaking off.

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. 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.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== 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 to the RUM Locator, 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 plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" 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]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

* '''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, FPA or manually watching the table on the chart.

* 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 RUM NDB. This means: You fly over the airport at about 7000ft.

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====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 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 more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

=== b. (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 RUM NDB.

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Proceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# 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 RUM NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after RUM NDB''': when you turn too low, you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''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.

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only 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 airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

* '''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. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

* '''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.

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= 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 or traffic). 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.

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way". SID´s with H are visual and might not be in your FMC. When unable to fly a SID with a visual part, expect clearance via a RTT departure and a direct thereafter

==SIDs out of runway 08==
(See the [https://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%20RWY%2008_07102021.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue. Usually you do not have to fly the holding entry, unless advised by the Radar, otherwise just continue after RTT as filed.

'''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 RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft. All departures passing RTT can expect initial climb clearance of FL120. the rest FL160.

===ADILO2J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ LOC (109,70 KHz) where you should have minimum 7500ft, then a steep right turn to INN NDB (420) with max speed 165 Kts 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 160kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right with max 165Kts to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT5J Special Performance ===

It is similar to ADILO2J, but you MUST climb really hard (10,2% or 620ft/nm until INN NDB) to reach RUM NDB at 4700ft or above, then make a steep right turn max speed 160Kts to meet INN at 9400ft (which is already almost clear of peaks). They you fly direct to MOGTI. When passing DME 39 of KPT you must be 11500ft or above. Thereafter direct to KPT VOR. Stay below 250kt (and well below for the turn) until 11500ft and have a bank angle of at least 25°.

=== RTT 2Q ===

The RTT2Q departure is other than the RTT3J departure a "standard" RNAV departure. Departing Runway 08 on heading 075 to WI520 with max speed 180Kts. Thereafter via WI521 (max speed 180Kts) and WI522 to RTT. Mantain max rate to 11.000ft. Do not enter the holding over RTT unless directly cleared to do so.

==SIDs out of runway 26==

Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''', except for one: 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 '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

=== BRENO3H ===
You won´t find the BRENO3H departure in your FMC because the initial turn is made visually. You start by climbing on Runway heading up to 3200ft and make a sharp right turn (25-30 degree bank, max speed 160KTS) to heading 065 and intercept the RUM NDB. At RUM intercept OEJ on Course 065. When passing the station, you make a sharp right turn with not less than 25 degrees bank and not more than 165Kts to INN NDB. After passing INN direct BRENO. Start accelerating once above 13.000ft or after INN NDB

=== MOGTI3H departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand until passing 4000ft). At WI506 you kick in the FMC and fly instrument via WI507 and WI802 and MOGTI.

=== MOGTI1R ===
... is a RNAV departure for heavy birds. This SID has by far the steepest initial climb (780ft/NM) until passing 8470ft, thereafter it is pretty low. This SID can only be flown by Jets and Turboprops due to the climb gradient required. This SID has no visual part in it and can be flown fully RNAV. This SID is only cleared on request.

=== MOGTI1X ===
... is a special performance departure due, to the navigational equipment required. This is the SID with the lowest rate of climb required towards MOGTI along waypoints. Expect to be cleared this SID when the weather is very bad.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. Do not increase speed above 165Kts until passing WI008!

===Most common error===
... on the initial visual circle is to tune in the 65° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

== 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. Please fly Real weather and winds when approaching Innsbruck. Otherwise keeping seperation between Aircrafts, especially in holdings or on approach is close to impossible. Let the Controller know, when you do not have real weather. Controllers in Innsbruck will clear approaches and SID´s according to the METAR and current weather situation.

== VFR flight ==

Standard weather minima apply to this.

== IFR arrivals ==

* 5km flight visibility
*: For LOC DME East this means: At 5,5 DME OEV 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 RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.300m
* 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]]
* Great tutorial from Blackbox 711 [[https://www.youtube.com/watch?v=RZzIs1tgYmc&t=1s Tutorial from Blackbox 711]]

= 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

2021-12-03T10:22:00Z

Jakob Engelbrecht: /* 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 whilst also providing experienced pilots with new and updated information and support''' The reason to write such a document is that many people fly there while making errors that could be avoided. It is after all a default airport for the X-Plane series, extremely beautiful to fly in (great mountains, deep valley) and '''a welcome challenge to many pilots'''. The result: VATSIM traffic exceeds real-life traffic on a daily basis. On an annual average vLOWI sees 3 times the real world pre-COVID traffic but can see around 7 to 8 times the legal limit on busy Vatsim days. These situations can only be handled if vATC but most importantly pilots understand what their actions and can help to reduce delays. ''Many pilots make fatal errors''', they trigger go-arounds, smash holes into the virtual mountains and make the already stressful lives of Vatsim controllers and pilots more complicated than necessary.

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= 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,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''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.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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 =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&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.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

= Overview from the air(space) =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends to a "smile". 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.

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

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
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# 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 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. 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.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

=== b. 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 breaking off.

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. 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.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== 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 to the RUM Locator, 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 plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" 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]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

* '''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, FPA or manually watching the table on the chart.

* 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 RUM NDB. This means: You fly over the airport at about 7000ft.

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====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 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 more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

=== b. (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 RUM NDB.

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Proceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# 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 RUM NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after RUM NDB''': when you turn too low, you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''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.

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only 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 airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

* '''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. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

* '''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.

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= 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 or traffic). 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.

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way". SID´s with H are visual and might not be in your FMC. When unable to fly a SID with a visual part, expect clearance via a RTT departure and a direct thereafter

==SIDs out of runway 08==
(See the [https://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%20RWY%2008_07102021.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue. Usually you do not have to fly the holding entry, unless advised by the Radar, otherwise just continue after RTT as filed.

'''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 RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft. All departures passing RTT can expect initial climb clearance of FL120. the rest FL160.

===ADILO2J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ LOC (109,70 KHz) where you should have minimum 7500ft, then a steep right turn to INN NDB (420) with max speed 165 Kts 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 160kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right with max 165Kts to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT5J Special Performance ===

It is similar to ADILO2J, but you MUST climb really hard (10,2% or 620ft/nm until INN NDB) to reach RUM NDB at 4700ft or above, then make a steep right turn max speed 160Kts to meet INN at 9400ft (which is already almost clear of peaks). They you fly direct to MOGTI. When passing DME 39 of KPT you must be 11500ft or above. Thereafter direct to KPT VOR. Stay below 250kt (and well below for the turn) until 11500ft and have a bank angle of at least 25°.

=== RTT 2Q ===

The RTT2Q departure is other than the RTT3J departure a "standard" RNAV departure. Departing Runway 08 on heading 075 to WI520 with max speed 180Kts. Thereafter via WI521 (max speed 180Kts) and WI522 to RTT. Mantain max rate to 11.000ft. Do not enter the holding over RTT unless directly cleared to do so.

==SIDs out of runway 26==

Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''', except for one: 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 '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

=== BRENO3H ===
You won´t find the BRENO3H departure in your FMC because the initial turn is made visually. You start by climbing on Runway heading up to 3200ft and make a sharp right turn (25-30 degree bank, max speed 160KTS) to heading 065 and intercept the RUM NDB. At RUM intercept OEJ on Course 065. When passing the station, you make a sharp right turn with not less than 25 degrees bank and not more than 165Kts to INN NDB. After passing INN direct BRENO. Start accelerating once above 13.000ft or after INN NDB

=== MOGTI3H departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand until passing 4000ft). At WI506 you kick in the FMC and fly instrument via WI507 and WI802 and MOGTI.

=== MOGTI1R ===
... is a RNAV departure for heavy birds. This SID has by far the steepest initial climb (780ft/NM) until passing 8470ft, thereafter it is pretty low. This SID can only be flown by Jets and Turboprops due to the climb gradient required. This SID has no visual part in it and can be flown fully RNAV. This SID is only cleared on request.

=== MOGTI1X ===
... is a special performance departure due, to the navigational equipment required. This is the SID with the lowest rate of climb required towards MOGTI along waypoints. Expect to be cleared this SID when the weather is very bad.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. Do not increase speed above 165Kts until passing WI008!

===Most common error===
... on the initial visual circle is to tune in the 65° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

== 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. Please fly Real weather and winds when approaching Innsbruck. Otherwise keeping seperation between Aircrafts, especially in holdings or on approach is close to impossible. Let the Controller know, when you do not have real weather. Controllers in Innsbruck will clear approaches and SID´s according to the METAR and current weather situation.

== VFR flight ==

Standard weather minima apply to this.

== IFR arrivals ==

* 5km flight visibility
*: For LOC DME East this means: At 5,5 DME OEV 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 RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.300m
* 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]]
* Great tutorial from Blackbox 711 [[https://www.youtube.com/watch?v=RZzIs1tgYmc&t=1s Tutorial from Blackbox 711]]

= 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]]

How to become a VACC Austria Controller

2021-11-08T11:49:58Z

Jakob Engelbrecht: /* Check your VATSIM region and usb-division assignment */

=== Requirements to become a VACC Austria controller ===

*The applicant is required to obey the [http://www.vacc-austria.org/page/RULES Rules of VACC Austria].
*The applicant is expected to participate in the austrian Airspace at least 10 hours per 180 days
*The applicant has to be at least 16 years old

----

=== Register your VATSIM account ===

If you are not already a VATSIM member, go to the [http://www.vatsim.net VATSIM Homepage] and create your account. Make sure your account is assigned to [http://www.vateur.org/ VATEUR (Europe) Region] and [http://www.vateud.org VATEUD (Europe without UK and Russia) subdivision].

----

=== Check your VATSIM region and sub-division assignment ===

Go to the [https://members.vateud.net/ VATEUD Certificate Website], log in and check if the region shows "EMEA", the division "EUD" and the country "Austria". Here you can change the region [https://my.vatsim.net/user/region MyVatsim Region Settings]. To change division and our country within VATEUD, please visit [https://members.vateud.net/ VATEUD changing vACC or division]
----

=== Register at VACC-Austria ===

If your are not already registered in the VACC-Austria, go to our [http://www.vacc-austria.org Homepage] and create your account. Keep in mind, that the credentials for the VACC-Austria infrastructure differs from your VATSIM account!

----

=== Gather some practice and experience ===

At this point we strongly recommend that you connect to the network and fly around for several hours to get a feeling on the pilot side and spend some hours at observing active controllers in Austria, as well. Feel free to chat with other pilots and controllers in our [[Teamspeak|Teamspeak]] Voice Chat and share your experience with us in our [http://forum.vacc-austria.org/ Forums]. Remember, the best controllers are also pilots, however, having (virtual) pilot experience is not a requirement but a recommendation from our side.

----

=== Apply for controller status ===

Log into the [http://vacc-austria.org/ VACC-Austria homepage] and select from the menu "member" and select "My Training" (deutschsprachige Mitglieder finden die Bewerbung unter "Mitglied" - "Meine Ausbildung"). In the information form, fill out the application. Please give us some details about yourself, your skills, previous experience with flight simulation, phraseology etc.

----

=== Procedure for accepted controllers ===

After your acceptence as a VACC Austria controller, anticipate the contact of your dedicated [[Mentor/trainer|mentor]], for further information.

----

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

How to become a VACC Austria Controller

2021-11-08T11:49:49Z

Jakob Engelbrecht: /* Check your VATSIM region and usb-division assignment */

=== Requirements to become a VACC Austria controller ===

*The applicant is required to obey the [http://www.vacc-austria.org/page/RULES Rules of VACC Austria].
*The applicant is expected to participate in the austrian Airspace at least 10 hours per 180 days
*The applicant has to be at least 16 years old

----

=== Register your VATSIM account ===

If you are not already a VATSIM member, go to the [http://www.vatsim.net VATSIM Homepage] and create your account. Make sure your account is assigned to [http://www.vateur.org/ VATEUR (Europe) Region] and [http://www.vateud.org VATEUD (Europe without UK and Russia) subdivision].

----

=== Check your VATSIM region and usb-division assignment ===

Go to the [https://members.vateud.net/ VATEUD Certificate Website], log in and check if the region shows "EMEA", the division "EUD" and the country "Austria". Here you can change the region [https://my.vatsim.net/user/region MyVatsim Region Settings]. To change division and our country within VATEUD, please visit [https://members.vateud.net/ VATEUD changing vACC or division]
----

=== Register at VACC-Austria ===

If your are not already registered in the VACC-Austria, go to our [http://www.vacc-austria.org Homepage] and create your account. Keep in mind, that the credentials for the VACC-Austria infrastructure differs from your VATSIM account!

----

=== Gather some practice and experience ===

At this point we strongly recommend that you connect to the network and fly around for several hours to get a feeling on the pilot side and spend some hours at observing active controllers in Austria, as well. Feel free to chat with other pilots and controllers in our [[Teamspeak|Teamspeak]] Voice Chat and share your experience with us in our [http://forum.vacc-austria.org/ Forums]. Remember, the best controllers are also pilots, however, having (virtual) pilot experience is not a requirement but a recommendation from our side.

----

=== Apply for controller status ===

Log into the [http://vacc-austria.org/ VACC-Austria homepage] and select from the menu "member" and select "My Training" (deutschsprachige Mitglieder finden die Bewerbung unter "Mitglied" - "Meine Ausbildung"). In the information form, fill out the application. Please give us some details about yourself, your skills, previous experience with flight simulation, phraseology etc.

----

=== Procedure for accepted controllers ===

After your acceptence as a VACC Austria controller, anticipate the contact of your dedicated [[Mentor/trainer|mentor]], for further information.

----

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

How to become a VACC Austria Controller

2021-11-08T11:49:30Z

Jakob Engelbrecht: /* Check your VATSIM region assignment */

=== Requirements to become a VACC Austria controller ===

*The applicant is required to obey the [http://www.vacc-austria.org/page/RULES Rules of VACC Austria].
*The applicant is expected to participate in the austrian Airspace at least 10 hours per 180 days
*The applicant has to be at least 16 years old

----

=== Register your VATSIM account ===

If you are not already a VATSIM member, go to the [http://www.vatsim.net VATSIM Homepage] and create your account. Make sure your account is assigned to [http://www.vateur.org/ VATEUR (Europe) Region] and [http://www.vateud.org VATEUD (Europe without UK and Russia) subdivision].

----

=== Check your VATSIM region and usb-division assignment ===

Go to the [https://members.vateud.net/ VATEUD Certificate Website], log in and check if the region shows "EMEA", the divison "EUD" and the country "Austria". Here you can change the region [https://my.vatsim.net/user/region MyVatsim Region Settings]. To change division and our country within VATEUD, please visit [https://members.vateud.net/ VATEUD changing vACC or division]
----

=== Register at VACC-Austria ===

If your are not already registered in the VACC-Austria, go to our [http://www.vacc-austria.org Homepage] and create your account. Keep in mind, that the credentials for the VACC-Austria infrastructure differs from your VATSIM account!

----

=== Gather some practice and experience ===

At this point we strongly recommend that you connect to the network and fly around for several hours to get a feeling on the pilot side and spend some hours at observing active controllers in Austria, as well. Feel free to chat with other pilots and controllers in our [[Teamspeak|Teamspeak]] Voice Chat and share your experience with us in our [http://forum.vacc-austria.org/ Forums]. Remember, the best controllers are also pilots, however, having (virtual) pilot experience is not a requirement but a recommendation from our side.

----

=== Apply for controller status ===

Log into the [http://vacc-austria.org/ VACC-Austria homepage] and select from the menu "member" and select "My Training" (deutschsprachige Mitglieder finden die Bewerbung unter "Mitglied" - "Meine Ausbildung"). In the information form, fill out the application. Please give us some details about yourself, your skills, previous experience with flight simulation, phraseology etc.

----

=== Procedure for accepted controllers ===

After your acceptence as a VACC Austria controller, anticipate the contact of your dedicated [[Mentor/trainer|mentor]], for further information.

----

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