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Study Guide:Delivery

2024-04-02T14:23:38Z

Luca Zabloudil:

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

= Introduction =

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

= Working Delivery Positions =

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

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

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

= Flightplan Structure =

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

At VATSIM, flight plans are filed with a VATSIM server.

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

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

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

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

== Lateral Syntax ==

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

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

SOVIL DCT SITNI DCT BAGSI DCT MATIG DCT AMADI Q113 NAPSA NAPSA3A

* SOVIL is the SID exit point.
* SITNI DCT BAGSI DCT MATIG DCT AMADI are enroute waypoints.
* Q113 is an airway.
* The "DCT" in-between means that there is no airway between these points: they are "Direct".

==Vertical Syntax==

So far we have specified the lateral dimension. To further specify the '''vertical aspects''' a speed and level segment has to be attached to the RTE string:

Format -> NxxxxFyyy or NxxxxAyyy

i.e '''N0450F340'''
*'''N0450''' indicates the planned TAS (True Airspeed)
*'''F340''' indicates the planned FL (Flightlevel)

For flights which will remain in lower airspace i.e below the transition altitude the following is used:

N0120A080

*'''A080''' indicates Altitude 8000ft (QNH)

A "/" is used to attach such a speed and level group to a waypoint e.g:

'''N0450F340''' OSPEN DCT ABRUK DCT SETAL DCT DETSA/'''N0450F350'''

The first group indicates the initial planned TAS and Level, the second group indicates a Level Change at DETSA to '''FL350'''.

==VFR Syntax ==

SIERRA SEMMERING MUR MUERZ LOWZ GERLOS MIKE

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

= Workflow for DEL controllers =
== Setup ==
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes.
# If there is no Tower or upstream, then create an ATIS.

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

Look at a more complicated example:

LOWW has two runways: 16/34 and 11/29.
Suppose, wind is 020°, and you see: runway 34 is only 40° off, while 110 is 90° off --> runway 34 is the better choice.

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

Generally, tailwind components of up to ten knots are accepted.

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

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

===ATIS===

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

An ATIS broadcast consists of:

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

It is updated every 30 minutes or as soon as significant changes occur.

==IFR flight plans==

* Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C172 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, ask the pilot to confirm his details. Nevertheless, as soon as you modify the FPLN, the pilot won't be able to amend his own FPLN anymore. Reconnection is required.
* Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope (Pilots never file a particular runway - it's Euroscope setting it for you).
* Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc. If the filed ALT requires a change - change it.
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan.

Watch out:
* At some airports (LOWI) there are more SIDs to the same waypoint, valid for different aircraft (usually, one is "standard" and the other are "special departures" depending on aircraft performance and equipment).
* At most airports there are special SIDs for aircraft with no FMC (Non-RNAV departures.)
* Some airports have noise abatement procedures.

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

=== SSR Assignment + Initial Climb ===
*The squawk range is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations the squawk range might not be sufficient, and Euroscope indicates "DUPE" (for "duplicate squawk"). In this case, you have to set a new squawk.
* Since 2016, real-life technology has changed. The so-called "transponder mode S" ("S" stands for "selective") allows aircraft to be linked with other means than the transponder code. Certain mode S aircraft receive squawk 1000.
*Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), In LOWI, you have to check with APP (it's between FL120 and 160), and Salzburg has different altitudes for different SIDs (look into the SID description).

===Re-routing of traffic===

If a filed routing is invalid or the decision to revise an A/C routing has been made by you it can be difficult to communicate this change in RTE to the pilot.
In an ideal world you would reroute an A/C before it calls you, thus avoiding unnecessary discussions on frequency. It is therefore suggestable to make use of private messages for this special case.

*ATC FPL AMENDED* REVISED RTE: SOVIL DCT SITNI DCT BAGSU DCT MATIG DCT NANIT NANIT2A

By sending the message in this format you can reduce the likelihood of a possible discussion as it resembles an automatic message.

Do not forget to also amend the ATC FPL in Euroscope.

=== RTE Clearance ===

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

* aircraft identification
* clearance limit (normally destination aerodrome / or last IFR waypoint)
* assigned SID
* initial climb
* allocated SSR code (squawk)
*''' QNH if false or no ATIS letter reported.'''
* any other necessary instructions e.g. instructions relating to change of frequency or CTOT (= Calculated take-off time) Slot time.

Normal construction of a routing clearance:

Callsign, cleared to XXXX via XXXXX XX departure, initial climb 5000ft, Squawk 46XX, QNH XXXX

Example:

Austrian 125, cleared Frankfurt, LUGEM 1C departure, 5000ft, SQ1000, Q1022.

=== Traffic unable SID ===

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment.

Vienna is equipped with a NON-RNAV SID -> the SNU departures. Any IFR equipped aircraft is sufficiently equipped to fly this SID, even if it has no FMS. This is your safest bet if a pilot has an old AIRAC or is simply unable for anything else.

'''If you issue such a clearance you will need to connect the SID, in our case SNU2C, to the filed RTE. First filed waypoint would be SITNI - this is issued as follows:'''

AUA43EM, cleared Zürich SNU2C departure, SITNI next, 5000ft, SQ 1000, Q1032

Additionally you can issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure.

AUA125, cleared XXXX, RWY XX, when airborn turn XXXX, climb 5000ft, SQ46XX, QNH XXXX

Example:
Austrian 125, cleared Frankfurt, RWY29, when airborn turn left heading 200 , climb 5000 ft, SQ1000, Q1032.

If the pilot responds with a correct readback you should answer with the following phrase:

Austrian 125, readback correct, report ready.

===Handover===

Upon receiving the ready call - you may handover to Ground

Austrian 125, Ground 121,775 - Servus

This is done to keep the A/C on your Frequency until it is fully ready to move. By doing this DEL has the chance to communicate any RTE or Slot changes should they arise, thus reducing workload for the GND Controller.

== VFR Flights ==
The Tower is responsible for VFR traffic. However, pilots have to contact DEL for clearance in Vienna. You have to enquire with Tower about the details of the departure.

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

- route to expect

OE-DLT: Wien Delivery, OE-DLT, C172, at General aviation center, request to leave control zone via sector S.
DEL: OE-DLT, Wien Delivery, expect RWY 16, leave Control Zone via Sector S, 1500ft or below, Squawk 7000, Q1032.
OE-DLT: Leave via Sector Sierra, 1500ft or below, Squawk 7000, Q1032, OE-DLT.
DEL: OE-DLT, readback correct, contact Ground on 121.775Mhz.

OE-DLT: Wien Delivery, OE-DLT, C172, Abstellplatz der Allgemeinen Luftfahrt, erbitte Freigabe zum Verlassen der Kontrollzone über Sektor S.
DEL: OE-DLT, Wien Delivery, aktive Piste 16, verlassen Sie die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Squawk 7000, Q1032.
OE-DLT: Verlasse die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Squawk 7000, Q1032, OE-DLT.
DEL: OE-DLT, korrekt, rufen Sie Wien Ground auf 121.775Mhz.

===Mode-S SQ7000===

As Mode-S transponder are mandatory in Austria, using the VFR squawk 7000 exclusively is sufficient.

Should the need for a different Squawk arise - use 0001-0020.

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

== IFR Flights Terminating at Waypoints or Uncontrolled Aerodromes ==

An IFR Flight does not necessarily have to terminate at the destination Aerodrome.

IFR Flights to Bad Voeslau (LOAV) or Wiener Neustadt (LOAN) for example terminate at a specified Fix:

*'''MOVOS''' for LOAV arrivals
*'''GESGI''' for LOAN arrivals

To clear the following flight with destination LOAV:

N0110A050 SNU DCT MOVOS

the following phraseology is to be used:

OEFVR '''cleared to MOVOS''', SNU2C departure, 5000ft, SQ4601, Q1014

As MOVOS is the clearance limit you may not clear an A/C any further. The flight is then expected to hold at MOVOS if not instructed to continue.

== High Traffic Situations ==

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

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

Austrian 125, expect startup in 15 minutes.

Add 2 mins for each waiting aircraft.

== Delivery Split ==
If the traffic at your departure airport is increasing even more, delivery may need additional ressources to manage all calls. In this case a second person (Delivery Coordinator) is required.
Splitting the workload between the current Delivery Operator, who is solely responsible for voice transmissions (to prevent unnecessary step-ons due to two controller talking) and the Coordinator is the key here:
*Coordinator:
** Maintains coordination with other stations
** Checks capacity at holding points and taxiways
** Handles the webbased slottool to assign slots to aircrafts
** Handles text pilots and route adjustments (via private chat)

*Operator:
** Checks the routes and reports wrong routings to Coordinator
** Is in charge of frequency transmissions and provides IFR clearances via voice
** Handoffs pilots to the correct GND frequency

Example:

* AUA123 logs in and files to EDDM

--> Operator checks routing and spots an error

--> Coordinator is in charge to send the pilot a message

* AUA123 logs in again

--> Operator checks routing, which is correct now

* AUA123 transmits on frequency "Wien Delivery, AUA123, info X, requesting clearance to Munich"

--> Coordinator assigns a slot in the webbased tool (earliest CTOT now +15min, to take Push and Taxi into account)

--> Operator clears the aircraft for IFR

* AUA123 reads back correctly and the Operator communicates the slot time: “AUA123, readback correct, TSAT 12:34z, call me at time 12:34z"

* at 12:34z AUA123 calls again and is ready for push and start

--> Operator checks the stand (DEP List or radar screen) and handover the pilot to the corresponding GND frequency (121.6 or .775)

== Slots ==

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

Responsible for Slot coordination in RL is the CFMU called "Central Flow Management Unit" in Brussels.

=== Slottool and Plugin Usage ===

The webbased slottool (as of 26.11.2021) allows for drag and drop assignment of aircraft to certain slots:

[[File:Webbasedslot.png|600px]]

While there are identical flags for clearance and taxi as in Euroscope, there is no connection between both systems. Therefore a plugin SLOTHEL has been developed, to get at least the information of slot-times from the tool into an active controller session (see below, second column from right)

[[File:Esslot.png]]

You have to adapt the DEPList settings (F button on the top left corner of the list) and select the SLOT-column.

CAUTION: Use the Plugin only in one ES instance, as every instance is triggering a call to the VACC server and too many requests may result in a blocked connection. -> To prevent this, unload the Plugin via ES “Other Set” -> “Plugins”

The data in the SLOT-column are presented in the following formats:

[[File:Slottool1.png]]

-CTOT- = Aircraft has received a taxi clearance/flag and will proceed to the holding point. It will most likely depart within time

TSAT/CTOT grey = Slot start up time is more than 5 minutes in the future

TSAT/CTOT green = Slot is open, aircraft may be transferred to GND for push and start

TSAT/CTOT yellow = Slot is still open, but aircraft is already 5 minutes late.

OVERDUE = Slot is closed 10 minutes after start up time, new slot necessary

Example of handling:

[[File:Slotgrey.png|100px]]
Pilot: "AUA123, ready for push and start" -- Controller: "AUA123, your slot is not open yet. Call me again at 11:48z"

[[File:Slotgreen.png|100px]]
Pilot: “AUA123, ready for push and start” -- Controller: “AUA123 contact ground on…”

[[File:Slotyellow.png|100px]]
Pilot: “AUA123, ready for push and start” -- Controller: “AUA123 contact ground on…” OR if the aircraft has not called in yet, and workload permits, the controller can actively call the pilot.

[[File:Slotred.png|100px]]
Pilot: “AUA123, ready for push and start” -- Controller: “AUA123, you missed your slot. New TSAT xx:xx, call me again at xx:xx”, after you or your Coordinator has assigned a new slot.

=More Information=
If you really want to study hard, then read the relevant sections for DEL in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].

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

----

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Study Guide:Tower

2022-02-19T21:27:16Z

Luca Zabloudil:

'''<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 should be guided into downwind, base and final leg for landing.<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
* Reduced runway separation minima shall only be applied during the hours of daylight from 30 minutes after local sunrise to 30 minutes before local sunset. (simplified VATSIM rule: once night-SIDs are in operation, RRSM is not applicable anymore)

==== 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]]

Vienna

2021-08-21T10:53:30Z

Luca Zabloudil:

{{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 for cargo and at the very west

* '''Apron B''' 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 35/26, 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 K
* Larger GAC aircraft (like a Challenger) leave from B or GAC East
* Small GAC aircraft (like sports aircraft) leave from GAC West.
* Super-large birds have F44, F48, H49 and H50. Sorry, no gates for the A380 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]]

Vienna

2021-08-21T10:52:58Z

Luca Zabloudil:

{{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 for cargo and at the very west

* '''Apron B''' 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 35/26, 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 K
* Larger GAC aircraft (like a Challenger) leave from B or GAC East
* Small GAC aircraft (like sports aircraft) leave from GAC West.
* Super-large birds have F44, F48, H49 and H50. Sorry, no gates for the A380 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 departures 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:Radio Telephony:DEL

2021-08-02T10:11:01Z

Luca Zabloudil:

= About this Document =
This is a reference document to the [[Study_Guide:Delivery]].
* The complete tutorial is the [[Study_Guide]].
* The overview for radio telephony is [[Study_Guide:Radio_Telephony]].
* The next reference document is [[Study_Guide:Radio_Telephony:GND]].

Comments, corrections and additions are welcome!

'''Contact and Handover''' are not referenced here any more: Every station handles it the same way - see the section [[Study_Guide:Radio_Telephony#Contact_-_messages_-_handover]] for details.

= Radio check =
Sometimes, pilots come up first with a radio check:

AUA251: Wien Delivery, Austrian 251, Radio Check
ATC: Austrian 251, Wien Delivery, read you 5

(where the numbers are a readability scale: 1 is unreadable, 5 means perfectly readable.)

= Clearances =
== Standard clearance ==
AUA251: Wien Delivery,[guten Abend], Austrian 251, Gate C31, Fokker 100, requesting clearance to Munich, Info A [on board].
Syntax= <called station>, <myself>, <position>, <aircraft>, <request>, <ATIS information received>

ATC: Austrian 251, Wien Delivery [servus], cleared München SOVIL1C, [climb 5000ft,] squawk 4600, info A [correct].
Syntax= <calling station>, <myself>, <clearance destination>, <SID>, [<init. climb altitude>], <squawk>, [<ATIS confirmation>]

Wien Delivery does not need to say initial climb altitude - it's in the charts. 90% of all aircraft ask or mess it up, so you might as well say it right away. At LOWI for example, the charts say "Initial climb altitude: by ATC", so you have to add it. In LOWS, there are different climb altitudes per SID - you have to say it.

Pilots must read back the clearance, and ATC must acknowledge correct readback (mostly linked with [[#Handover/Handoff]]):

AUA251: cleared München SOVIL1C, climb 5000ft, squawk 4600, info A on board, Austrian 251.
ATC: Austrian 251, readback correct, contact Wien Ground 121.6 bye.
AUA251: contacting Wien Ground 121.6, bye.

== Express clearances ==
On very busy events (like Finally Austria), Wien Delivery can put in his/her ATIS line:

Wien Delivery: Report ready for clearance callsign-only

Then it comes down to:

AUA251: Delivery, AUA251
ATC: Austrian 251, Delivery, cleared München SOVIL1C, squawk 4600, Info A.

== Incomplete/wrong readback ==

On incomplete or wrong clearance, the wrong part is repeated:

AUA251: Delivery, AUA251
ATC: Austrian 251, Delivery, cleared München SOVIL1C, squawk 4600, Info A.
AUA251: cleared München SOVIL3C, squawk 4600, Info A received.
ATC: Austrian 251, confirm SOVIL1C.
AUA251: SOVIL1C, Austrian 251.
ATC: Austrian 251, readback correct, contact Wien Ground 121.6.

== Flight plan corrections ==
ATC: Austrian 251, you need an odd flight level, do you request 210 or 230?
AUA251: Flight level 210, Austrian 251.
ATC: Austrian 251, flight plan amended with flight level 210, cleared Frankfurt SOVIL1C, Squawk 4600, info A.
AUA251: Flight plan amended Flight level 210, cleared Frankfurt SOVIL1C, Squawk 4600, Info A on board.

== Clearance modifications ==
In some cases, clearances have to be modified due to changing runways or clearance altitudes. Most likely, it is GND or TWR who do this, but still it is a clearance change:

ATC: Austrian 251, re-cleared SOVIL1D runway 34, rest of clearance unchanged.
AUA251: re-cleared SOVIL1D, Austrian 251.

ATC: Austrian 251, initial clearance altitude 4000ft
AUA251: cleared 4000ft, Austrian 251.

= More Information =
* The matching '''Study Guide''' to this page is [[Study_Guide:Delivery]].
* The previous Radio Telephony reference is [[Study_Guide:Radio_Telephony]].
* The next Radio Telephony reference is [[Study_Guide:Radio_Telephony:GND]].

----