VACC Austria DokuWiki - User contributions [en]

Study Guide:Delivery

2020-01-29T15:48:17Z

Martin Tiefenbacher: /* 4. Issue IFR Routing Clearances */

'' <-- 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. It can be done out of the simulator via the selected VATSIM client (Squawkbox, Xsquawkbox, ...), or [https://cert.vatsim.net/fp/file.php via the web].

'''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 routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.

'''For VFR flights''', their 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.

=== Flight Plan Syntax ===

'''Syntax for IFR flight plans''' is quite strict, and pilots are encouraged to look up flight plans via online tools (like [http://www.vatroute.net www.vatroute.net]) and paste the code into the routing field. The form is usually <waypoint><route><waypoint><route><destination>, where every waypoint is noted, where the itinerary changes from one route to another (waypoints on the route 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 SITNI DCT BAGSI DCT MATIG DCT AMADI Q113 NAPSA

* SOVIL is the SID exit point (where the aircraft leaves the SID. For more information on the SID, see https://vacc-austria.org/index.php?page=content/chartlist&icao=LOWW).
* SITNI BAGSI MATIG AMADI are enroute waypoints
* Q113 is the route to the STAR entry point for EDDM.
* The "DCT" in-between means that there is no airway between these points: they are "DireCT".

'''Syntax for VFR flight plans''' is unregulated and should be self-explanatory (controllers read it themselves). A good code for a VFR flight from LOWW to LOWI might be:

SIERRA SEMMERING MUR MÜRZ 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 logical entry into LOWI.

----

== Workflow for DEL controllers ==
=== 1. Setup ===
When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):
# 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 a 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 five knots are normally 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 informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter.

A ATIS broadcast has to consist 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. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.

 

=== 2. Check the flight Plan ===
At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. At this point, DEL controller work starts, but Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.

'''For 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, then ask the pilot to refile the flight plan.
* 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 (in real, only Concordes request flight levels that high). If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again.
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SOVIL*B is the SID leading from LOWW rwy 16 to SOVIL). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID.

Watch out:
* In some airports (like LOWI), there are more SIDs to the same waypoint, valid for different aircraft (usually, one is "standard" and the other are "special departure" depending on aircraft performance and equipment).
* In most airports, there are special SIDs for aircraft with no FMC (the co-called Non-RNAV departures: they only rely on VOR and NDB).
* Some departures are only for jet or only for prop aircraft.
* Some airports have noise abatement procedures after certain hours in the evening.

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.

'''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde", or "LOWL via Donau").

* Check, if this intention is possible and makes sense (you might check with TWR).

=== 2. Set Squawk and initial clearance altitude ===
*Set a squawk now. The squawk number space 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 like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad and shouts "DUPE" (for "duplicate squawk"). Technically, this is not a problem at VATSIM, but annoying. In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).
* 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. All mode S aircraft receive squawk 1000. This makes Euroscope shout "DUPE" again. To silence this warning, "1000" must be added to the VFR codes ("7000" should be in there too). It's a setting: You do it once and gone.
*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).

=== 3. Wait for initial contact ===
ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.
At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:
<pre>LHA123: Wien Delivery, servus. Leipzig Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.
LHA456: Wien Delivery, Leipzig Air 456 on gate 32 requesting IFR clearance.</pre>

Why should the pilot give aircraft and gate information? Because you want to double-triplecheck, if you deal with the correct aircraft: It can happen that you mistake LHA123 with LHA132, but it is unlikely that you mistake a LHA123 B737 to Munich on gate 32 with a LHA132 A320 to Athens on F02.

=== 4. Issue IFR Routing Clearances ===

First, clear everything which is wrong or unclear in the flight plan, something like ...
<pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly westbound in that case your flight level must be an even flight level.
What do you prefer flight level 310 or 330?
LHA123: Flight level 310, Leipzig Air 123.</pre>

If you '''change anything in the flight plan''' (like RFL=requested flight level), then you must edit his flight plan in Euroscope, and you must tell the pilot:

DEL: LHA123, flight plan amended with new flight level 300.

Then (if you have an amendment, even in one broadcast without readback), '''issue your clearance''':

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

* aircraft identification
* clearance limit (normally destination aerodrome)
* designator of the assigned SID
* Cleared (initial) flight level
* allocated SSR code (the "squawk")
* any other necessary instructions or information not contained in the SID description, e.g. instructions relating to change of frequency or CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)
* You may include a confirmation of the ATIS letter.

Normal construction of a routing clearance:

<pre>Callsign, cleared to XXXX via XXXXX XX departure, initial climb 5000ft, Squawk 46XX</pre>

Example:

<pre>Austrian 125, cleared to Frankfurt via LUGEM 1C departure, initial climb 5000ft,
Squawk 4601, info B is current.</pre>

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure.

Callsign,cleared to XXXX, after departure RWY XX yyyy, initial climb 5000ft,
Squawk 46XX

Example:

<pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGEM, initial climb 5000 ft, Squawk 4601.</pre>

You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase:

Callsign, readback correct => Austrian 125, readback correct

=== 5. Handover ===
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:

Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye

----

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

=== Missing ATIS ===
*Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.
*Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:

LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.
DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.

=== VFR flight plans ===
The Tower is responsible for VFR Traffic. However, pilots can contact DEL for clearance. You have to enquire with Tower, how to handle that:

* Either direct him to Tower, if Tower wishes to.
* Or ask Tower for the following information and clear the pilot yourself:

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

- route to expect

Pilot should call you 10min before Flight for clearance

OE-DLT: C172 at General aviation East, request VFR clearance for Leave controllzone
DEL: OE-DLT Active rwy16, cleared to leave via Sector Sierra, 1500ft or below, Squawk 0001.
OE-DLT: cleared to leave via Sector Sierra, 1500ft or below, Squawk 0001.
DEL: Readback correct, contact Ground 121.600Mhz.

'''Important Note''':

Squawk's like 4601, 4602 and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in Mind if you have high Traffic and that is in normal time IFR its better you take sqk's like 0002 and so on.

=== 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.

In real world the are always reserved Slots for the airliners. If they fail the slot time they must wait for a new. The reason is that you won't want too many aircraft in the air with no space to land. Responsible for the Slot Coordianten is the CFMU called "Central Flow Management" Unit in Brussels. The CFMU analyses and calculates traffic demand for 1 day, per week, per month and so on.

=== Behavior in situations with increased traffic ===

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, readback correct, expect startup in 10 minutes. "The reason for that is we have an emergency in progress"
Austrian 125, startup approved, expect departure in 10 minutes. Thanks for Information

=== 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].

----

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

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

Vienna

2019-04-09T10:30:01Z

Martin Tiefenbacher: /*   Vienna International Airport (IATA: VIE, ICAO: LOWW) */

{{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 Bratislava, Slovakia
| location = Schwechat, Austria
| hub = Austrian Airlines 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 27.0 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/Star_Alliance Star Alliance], [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. In this Terminal there are mainly located low-cost carriers, such as [http://en.wikipedia.org/wiki/Niki_%28airline%29 NIKI], [http://en.wikipedia.org/wiki/Air_Berlin Air Berlin], [http://en.wikipedia.org/wiki/Germanwings Germanwings] etc.

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 West''' is at the far west behind the exits Q1 and P1. This area is for really small aircraft.

* '''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).

* '''General Aviation East''' is not really in the East, but rather "east of the GAC West": It is on L between technical base and the main terminal. Most GAC pilots start from here. In real life, this area is for the business class aircraft.

* '''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. 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 for 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 122.95. 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 are two non-RNAV departures per runway (to WGM VOR and SNU VOR), from which you will get one. From there, you will fly direct to your next waypoint.
* If you are unable to fly any SID, then you can ask for 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 2000ft 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 134,350 is your station, and if this station is offline, contact UNICOM at 122,8.

== Arrival ==
You will enter the approach procedures when reaching the initial STAR waypoints. Before you reach them, listen to LOWW_ATIS at 122.95, and when transferred to Approach, you call in with callsign, position, altitude and ATIS on board:
LHA123: Wien Radar, Leipzig 123, inbound VENEN, FL250 descending FL170, ATIS B on board.
LOWW_APP: Leipzig 123, Wien radar, identified, information B correct, descend FL140.

Like every major European airport, LOWW has STAR, 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 transfer you, if Director is online. Usually, you call Director "callsign only" - no position, no altitude, only "Wien Director, Leipzig 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

2019-04-09T10:28:55Z

Martin Tiefenbacher: /*   Vienna International Airport (IATA: VIE, ICAO: LOWW) */

{{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 Bratislava, Slovakia
| location = Schwechat, Austria
| hub = Austrian Airlines 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 27.0 Million passengers (in year 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/Star_Alliance Star Alliance], [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. In this Terminal there are mainly located low-cost carriers, such as [http://en.wikipedia.org/wiki/Niki_%28airline%29 NIKI], [http://en.wikipedia.org/wiki/Air_Berlin Air Berlin], [http://en.wikipedia.org/wiki/Germanwings Germanwings] etc.

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 West''' is at the far west behind the exits Q1 and P1. This area is for really small aircraft.

* '''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).

* '''General Aviation East''' is not really in the East, but rather "east of the GAC West": It is on L between technical base and the main terminal. Most GAC pilots start from here. In real life, this area is for the business class aircraft.

* '''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. 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 for 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 122.95. 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 are two non-RNAV departures per runway (to WGM VOR and SNU VOR), from which you will get one. From there, you will fly direct to your next waypoint.
* If you are unable to fly any SID, then you can ask for 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 2000ft 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 134,350 is your station, and if this station is offline, contact UNICOM at 122,8.

== Arrival ==
You will enter the approach procedures when reaching the initial STAR waypoints. Before you reach them, listen to LOWW_ATIS at 122.95, and when transferred to Approach, you call in with callsign, position, altitude and ATIS on board:
LHA123: Wien Radar, Leipzig 123, inbound VENEN, FL250 descending FL170, ATIS B on board.
LOWW_APP: Leipzig 123, Wien radar, identified, information B correct, descend FL140.

Like every major European airport, LOWW has STAR, 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 transfer you, if Director is online. Usually, you call Director "callsign only" - no position, no altitude, only "Wien Director, Leipzig 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]]

How to become a visiting controller in the VACC Austria

2018-09-06T09:35:54Z

Martin Tiefenbacher: minimum rating auf C1 erhöht laut GV vom 25.08.2018

=== Requirements to become a visiting controller ===

#The applicant is required to obey the [http://www.vacc-austria.org/page/RULES Rules of VACC Austria].
#The applicant must be fluent in german language, both, written and spoken.
#The applicant is required to hold a permanent Center rating (C1) or above rating.
#The applicant must be at least 14 years old.
#The applicant should have a justified interest in controlling the requested airspace.
#The applicant is required for at least 10 Hours services in the period of 6 month.

*Please note: The right to claim being a visiting controller does not exist.

----

=== 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 our Airports 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 visting controller status ===

Log into the [http://vacc-austria.org/ VACC-Austria homepage] and select from the menu "member" and select "My Training" . In the information form fill out the application. Please give us some details about yourself, your skills, previous experience with flight simulation, phraseology etc. It would be nice to read some words about your motivation to apply for an controller status and how much hours you would spend into manning an VACC Austria position per month. 

----

=== Procedure for accepted visiting controllers ===

After your acceptence as a visiting controller, anticipate the contact of your dedicated [[Mentor/trainer|mentor]], for further information.

----

How to become a VACC Austria Controller

2017-10-28T19:28:48Z

Martin Tiefenbacher: /* 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] and must be fluent in german speaking/writing.

----

=== 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) divison] and[http://www.vateud.org VATEUD (Europe without UK and Russia) subdivision].

----

=== Check your VATSIM region assignment ===

Go to the [https://cert.vatsim.net/vatsimnet/statcheck.html VATSIM Certificate Website], type in your VATSIM ID, press "Lookup" and check if the region shows "Austria". In case the region is not selected or not correct, send a mail to the [mailto:members@vateud.net VATEUD Membership Director ]and ask to correct the region assignment.

----

=== 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]]

Study Guide:Tower

2015-11-13T09:04:43Z

Martin Tiefenbacher: /* Differences to handling of IFR Traffic */

'''This study guide is still work in progress. Stay tuned for further chapters.'''

'' 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 a Tower Controller within VACC Austria. We assume that you have already read the [[Study Guide:OBS]], [[Study Guide:Delivery]] and [[Study Guide:Ground]] and that you have some experience controlling on VATSIM.
Since you will handle aircraft in the air for the first time, we want to discuss some basic principles of flying before actually talking about procedures. Also we'll have to talk about some organisational issues. The fourth chapter of this article will then familiarize you with the procedures you need for controlling tower positions.

Euroscope Visibilty Range for Tower should not exceed 50nm (regarding to Vatsim CoC C12)

== Aircraft and basic Flying Principles ==

=== 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 into the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decerease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircrafts it typically lies between 8 and 21 degrees.

Think of an level flying aircraft that reduces it speed. In order to compensate the reducing lift the pilot has to raise the nose. However at some point the Angle of Attack will cross the critical angle of Attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so called stall speed but the aircraft is also limit by aerodynamics in 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 fly it will produce thrust but at same time it produce 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 weight an aircraft configuration (Flap/Slat setting). For safety the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircrafts weight in relation to it's maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

=== Aircraft Categories ===

The most important ways of categorizing aircraft in aviation are by weight or by approach speed.

==== Weight Categories ====

Aircraft are categorized into three 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
|}

You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228] 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
|}

==Before you start controlling==

Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online.

=== Airspace Structure around Major Airports ===
Major airports in Austria are surrounded by a so called control zone which is a class D airspace. This means that all aircraft need a clearance to enter this piece of airspace. So either they are cleared to an approach or you need to clear them specifically into the control zone. Details will be discussed in the VFR part later on.

===Choosing the active runways===
The guiding principle in choosing the active runways is that aircraft prefer to depart into direction the wind is coming from.
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.
However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. Tailwind components of up to five knots are normally accepted in these cases.
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.

=== ATIS ===

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

A ATIS broadcast has to consist 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. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.

 

=== Transition Altitude/Transition Level ===

Knowing the altitude you are flying is one of the most important informations you need in order to safely operate an airplane. Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings you have to use the actual local pressure in your area. As a memory hook you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefor indicates a lower altitude.

On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes.

To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again.

In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:

QNH < 0977: TA + 3000 ft.
QNH 0978 - 1013: TA + 2000 ft.
QNH 1014 - 1050: TA + 1000 ft.
QNH 1051 >  : TA = TL

The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).

== Working as a Tower Controller ==

===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.

This also means that you will have to tell pilots to stand by while you attend to other matters. Make sure you keep a list of aircraft you told to stand by so you don't forget to call them back. This also means, that you might have to set priority in services which aircraft in the air need first, like setting up ATIS.

=== Runway Separation ===

The runways are one of the most dangerous spots on an airport because aircraft are travelling at high speed with little room to maneuver and most of the time no ability to stop at a reasonable distance. Because of this the general rule is that '''only one aircaft may be cleared to use a runway at the same time.''' What this means practically and exceptions from this rule are explained in the following 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 him the takeoff clearance the following phrase should be used:

e.g.: TWR: AUA2CM, wind 320 degerees, 7 knots, Runway 29, cleared for takeoff.
AUA2CM: Cleared for takeoff Runway 29, AUA2CM

The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:
<pre>LOWW_TWR: AUA2CM, contact Wien Radar frequency 128.20, bye bye!
AUA2CM: Contacting Wien Radar frequency 128.20, AUA2CM. </pre>
The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceeding aircraft is still occupying the runway. Now you get to know the first exception to the Runway Seperation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 and wait behind.
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.
''Note: you '''must''' add another "behind" at the end to make sure the aircraft really waits before lining up!

This type of clearance is called a conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the preceeding aircraft has overflown the opposite runway end or has clearly turned onto either side of it. However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters.

Helicopters are sometimes able to start from there current position like a Helipad or a normal stand, if he want to depart from a Runway you can use the normal Phrases for VFR Traffic.

e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.
TWR: OEATD, Wien Tower, after departure leave control zone via Freudenau and Donauturm, 2500 feet or below, Wind 290° 6 Knots, present position cleared for take-off.
OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.

=== Departure Seperation ===

==== Based on Type of Aircraft and departure route ====

One of the main tasks of air traffic control is to keep aircraft at a safe distance to each other. So imagine the following situation:

{| class="prettytable"
|-
|
*Two aircraft are departing right after each other.
*The first aircraft is a relatively slow Cessna 208 (~around 70 knots in climb), the second one a fast Boeing 767 (140-180 knots on the initial climb).
*Both follow the same departure route.

|}

Obviously it would not take long until the B767 catches up with the Cessna, a potentially very dangerous situation! You can see, that it is very important to check the flightplan of the aircraft you are about to clear for takeoff. The minimum radar seperation in the area around an airport is 3 nm or 1000 feet. These are the limits radar stations have to obey. Tower Controllers should aim to achieve the following seperation for departing aircraft following departure routes which share a common part:
<div align="left">
{| class="prettytable"
|-
| Fast followed by slow
| 3 nm
|-
| Matching Types
| 5 nm
|-
| Slow followed by fast
| 10 nm
|}
</div>
In extreme examples like the one above it is often more advisable to coordinate with APP to find another solution. Often this involves clearing the aircraft to a non standard altitude or departure route:

TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff
DLH2441: Cleared for takeoff runway 29, DLH2441

The other main task of ATC is to expedite the flow of traffic. Situation:

{| class="prettytable"
|-
|
*You have numerous aircraft departing from the same runway, following different departure routes. Some of them involve immediate right turns other SIDs immediate left turns.
*There are two holdingpoints available.

|}

It would benificial to use the gaps that arise between the aircraft using similar Departure Routes, so in close coordination with ground you should try to distribute aircraft over the holding points in a way to be able to fill those gaps.

==== Based on Wake Turbulence Category ====

There are two ways aircraft influence the air around them when passing through it:

{| class="prettytable"
|-
|
*Jetwash produced by the engines
*Turbulence created at the wings and especially at the wingtips

|}

This turbulence can cause severe problems or even loss of control for following aircraft. The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:
<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>
For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category LIGHT or MEDIUM departs behind an aircraft in wake turbulence category HEAVY, or when a LIGHT category aircraft departs behind a MEDIUM category aircraft. You may issue a take-off clearance to an aircraft that has waived wake turbulence separation, except, if it's a light or medium aircraft departing as follows:

{| class="prettytable"
|-
|
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.

|}

To point out this hazard to a pilot the following phrase should be used:

TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,
caution wake turbulence.
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.

=== 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. 

{| 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:

TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.
MAH224:cleared to land runway 27, MAH224.

During periods of high traffic it is likely that you have more than one aircraft approaching the same runway at the same time. Approach has to ensure the minimum radar seperation of 3 nm and additionally increased seperation due to wake turbulence.

AUA26T:Linz Tower, AUA26T established ILS 27.
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.
AUA26T:continuing approach, AUA26T.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.
AUA26T:Runway 27, cleared to land, AUA26T.

Often it is useful to give pilots additional information, such as traffic information or wind:

{| class="prettytable"
|-
| CSA276 is following NLY7751 (A320):
|}

CSA276: Wien Tower, CSA276 established ILS 34.
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue
approach runway 34, wind 010 degrees at 4 knots.
CSA276:We have the airbus in sight continue approach, CSA276.

{| 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 at 7 knots.
AUA81:continuing approach, AUA81.
TWR:AUA81, There is an 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.

eg. the rescue helicopter from the example above needs to land on your airport:
OEATD: Wien Tower, request landing at the General Aviation Terminal.
TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.

To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved.
You can check this site to see a normal peak time. the capacity from EGLL (London) has reached the 90 percent. Make a replay from one day and you can see further problems in the aviation ....[http://casperflights.com/]

=== 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.

 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.

LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight
AUA123: Traffic in sight, AUA123
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123

To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight. You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake.

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:

Callsign, are you ready for immediate departure?

Again it is a good idea to give the pilot an idea of the traffic situation around him.

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 ruwnay 29.
|}

TWR:CAL275, are you ready for immediate departure?
CAL275:Affirmitive, ready for immediate departure, CAL275
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, 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 at 7 knots, runway 29, cleared to land.
AUA289:Runway 29, cleared to land, AUA289.
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?
AUA2LT:Traffic in sight, AUA2LT.
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.

{| class="prettytable"
|-
| AUA289 has vacated the runway.
|}

TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is
now on a 3,5 nm final.
AUA2LT:cleread 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 far enough 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 – Freudenau, 2500ft or below,
QNH 1020, Squawk 4604, 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. 

TWR:OE-AGA, enter downwind for runway 29, report on downwind
TWR:OE-AGA, enter base for runway 29, report on base

VFR Flights get squawk and basic information (active runway, QNH etc.) from Delivery, the route clearance from Tower. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be: 

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 4607, right turn after departure as soon as possible.

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 controlzone.

TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.

Wien Tower/Turm can also be contacted in German.

==== 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, fly extended right downwind, standby for base.
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, enter final RWY 29, caution wake turbulence
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX

When using an extended downwind you should always consider that the aircrafts speed might be considerably lower than the speed of other aircrafts involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead you should aim to keep the plane within the vicinity of the airfield:

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 means, that the pilot should make orbits until further advice.

==== Information Positions ====

=== 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 concise 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 neighboring ATC stations.

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

==== 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 is xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind is 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 situtions for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Resources ==

*[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

2015-11-13T09:04:11Z

Martin Tiefenbacher: /* Differences to handling of IFR Traffic */

'''This study guide is still work in progress. Stay tuned for further chapters.'''

'' 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 a Tower Controller within VACC Austria. We assume that you have already read the [[Study Guide:OBS]], [[Study Guide:Delivery]] and [[Study Guide:Ground]] and that you have some experience controlling on VATSIM.
Since you will handle aircraft in the air for the first time, we want to discuss some basic principles of flying before actually talking about procedures. Also we'll have to talk about some organisational issues. The fourth chapter of this article will then familiarize you with the procedures you need for controlling tower positions.

Euroscope Visibilty Range for Tower should not exceed 50nm (regarding to Vatsim CoC C12)

== Aircraft and basic Flying Principles ==

=== 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 into the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decerease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircrafts it typically lies between 8 and 21 degrees.

Think of an level flying aircraft that reduces it speed. In order to compensate the reducing lift the pilot has to raise the nose. However at some point the Angle of Attack will cross the critical angle of Attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so called stall speed but the aircraft is also limit by aerodynamics in 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 fly it will produce thrust but at same time it produce 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 weight an aircraft configuration (Flap/Slat setting). For safety the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircrafts weight in relation to it's maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

=== Aircraft Categories ===

The most important ways of categorizing aircraft in aviation are by weight or by approach speed.

==== Weight Categories ====

Aircraft are categorized into three 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
|}

You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228] 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
|}

==Before you start controlling==

Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online.

=== Airspace Structure around Major Airports ===
Major airports in Austria are surrounded by a so called control zone which is a class D airspace. This means that all aircraft need a clearance to enter this piece of airspace. So either they are cleared to an approach or you need to clear them specifically into the control zone. Details will be discussed in the VFR part later on.

===Choosing the active runways===
The guiding principle in choosing the active runways is that aircraft prefer to depart into direction the wind is coming from.
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.
However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. Tailwind components of up to five knots are normally accepted in these cases.
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.

=== ATIS ===

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

A ATIS broadcast has to consist 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. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.

 

=== Transition Altitude/Transition Level ===

Knowing the altitude you are flying is one of the most important informations you need in order to safely operate an airplane. Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings you have to use the actual local pressure in your area. As a memory hook you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefor indicates a lower altitude.

On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes.

To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again.

In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:

QNH < 0977: TA + 3000 ft.
QNH 0978 - 1013: TA + 2000 ft.
QNH 1014 - 1050: TA + 1000 ft.
QNH 1051 >  : TA = TL

The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).

== Working as a Tower Controller ==

===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.

This also means that you will have to tell pilots to stand by while you attend to other matters. Make sure you keep a list of aircraft you told to stand by so you don't forget to call them back. This also means, that you might have to set priority in services which aircraft in the air need first, like setting up ATIS.

=== Runway Separation ===

The runways are one of the most dangerous spots on an airport because aircraft are travelling at high speed with little room to maneuver and most of the time no ability to stop at a reasonable distance. Because of this the general rule is that '''only one aircaft may be cleared to use a runway at the same time.''' What this means practically and exceptions from this rule are explained in the following 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 him the takeoff clearance the following phrase should be used:

e.g.: TWR: AUA2CM, wind 320 degerees, 7 knots, Runway 29, cleared for takeoff.
AUA2CM: Cleared for takeoff Runway 29, AUA2CM

The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:
<pre>LOWW_TWR: AUA2CM, contact Wien Radar frequency 128.20, bye bye!
AUA2CM: Contacting Wien Radar frequency 128.20, AUA2CM. </pre>
The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceeding aircraft is still occupying the runway. Now you get to know the first exception to the Runway Seperation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 and wait behind.
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.
''Note: you '''must''' add another "behind" at the end to make sure the aircraft really waits before lining up!

This type of clearance is called a conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the preceeding aircraft has overflown the opposite runway end or has clearly turned onto either side of it. However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters.

Helicopters are sometimes able to start from there current position like a Helipad or a normal stand, if he want to depart from a Runway you can use the normal Phrases for VFR Traffic.

e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.
TWR: OEATD, Wien Tower, after departure leave control zone via Freudenau and Donauturm, 2500 feet or below, Wind 290° 6 Knots, present position cleared for take-off.
OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.

=== Departure Seperation ===

==== Based on Type of Aircraft and departure route ====

One of the main tasks of air traffic control is to keep aircraft at a safe distance to each other. So imagine the following situation:

{| class="prettytable"
|-
|
*Two aircraft are departing right after each other.
*The first aircraft is a relatively slow Cessna 208 (~around 70 knots in climb), the second one a fast Boeing 767 (140-180 knots on the initial climb).
*Both follow the same departure route.

|}

Obviously it would not take long until the B767 catches up with the Cessna, a potentially very dangerous situation! You can see, that it is very important to check the flightplan of the aircraft you are about to clear for takeoff. The minimum radar seperation in the area around an airport is 3 nm or 1000 feet. These are the limits radar stations have to obey. Tower Controllers should aim to achieve the following seperation for departing aircraft following departure routes which share a common part:
<div align="left">
{| class="prettytable"
|-
| Fast followed by slow
| 3 nm
|-
| Matching Types
| 5 nm
|-
| Slow followed by fast
| 10 nm
|}
</div>
In extreme examples like the one above it is often more advisable to coordinate with APP to find another solution. Often this involves clearing the aircraft to a non standard altitude or departure route:

TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff
DLH2441: Cleared for takeoff runway 29, DLH2441

The other main task of ATC is to expedite the flow of traffic. Situation:

{| class="prettytable"
|-
|
*You have numerous aircraft departing from the same runway, following different departure routes. Some of them involve immediate right turns other SIDs immediate left turns.
*There are two holdingpoints available.

|}

It would benificial to use the gaps that arise between the aircraft using similar Departure Routes, so in close coordination with ground you should try to distribute aircraft over the holding points in a way to be able to fill those gaps.

==== Based on Wake Turbulence Category ====

There are two ways aircraft influence the air around them when passing through it:

{| class="prettytable"
|-
|
*Jetwash produced by the engines
*Turbulence created at the wings and especially at the wingtips

|}

This turbulence can cause severe problems or even loss of control for following aircraft. The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:
<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>
For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category LIGHT or MEDIUM departs behind an aircraft in wake turbulence category HEAVY, or when a LIGHT category aircraft departs behind a MEDIUM category aircraft. You may issue a take-off clearance to an aircraft that has waived wake turbulence separation, except, if it's a light or medium aircraft departing as follows:

{| class="prettytable"
|-
|
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.

|}

To point out this hazard to a pilot the following phrase should be used:

TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,
caution wake turbulence.
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.

=== 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. 

{| 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:

TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.
MAH224:cleared to land runway 27, MAH224.

During periods of high traffic it is likely that you have more than one aircraft approaching the same runway at the same time. Approach has to ensure the minimum radar seperation of 3 nm and additionally increased seperation due to wake turbulence.

AUA26T:Linz Tower, AUA26T established ILS 27.
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.
AUA26T:continuing approach, AUA26T.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.
AUA26T:Runway 27, cleared to land, AUA26T.

Often it is useful to give pilots additional information, such as traffic information or wind:

{| class="prettytable"
|-
| CSA276 is following NLY7751 (A320):
|}

CSA276: Wien Tower, CSA276 established ILS 34.
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue
approach runway 34, wind 010 degrees at 4 knots.
CSA276:We have the airbus in sight continue approach, CSA276.

{| 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 at 7 knots.
AUA81:continuing approach, AUA81.
TWR:AUA81, There is an 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.

eg. the rescue helicopter from the example above needs to land on your airport:
OEATD: Wien Tower, request landing at the General Aviation Terminal.
TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.

To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved.
You can check this site to see a normal peak time. the capacity from EGLL (London) has reached the 90 percent. Make a replay from one day and you can see further problems in the aviation ....[http://casperflights.com/]

=== 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.

 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.

LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight
AUA123: Traffic in sight, AUA123
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123

To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight. You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake.

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:

Callsign, are you ready for immediate departure?

Again it is a good idea to give the pilot an idea of the traffic situation around him.

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 ruwnay 29.
|}

TWR:CAL275, are you ready for immediate departure?
CAL275:Affirmitive, ready for immediate departure, CAL275
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, 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 at 7 knots, runway 29, cleared to land.
AUA289:Runway 29, cleared to land, AUA289.
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?
AUA2LT:Traffic in sight, AUA2LT.
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.

{| class="prettytable"
|-
| AUA289 has vacated the runway.
|}

TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is
now on a 3,5 nm final.
AUA2LT:cleread 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 far enough 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 – Freudenau, 2500ft or below,
QNH 1020, Squawk 4604, 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. 

TWR:OE-AGA, enter downwind for runway 29, report on downwind
TWR:OE-AGA, enter base for runway 29, report on base

VFR Flights get Squawk and Basic Information (active runway, QNH etc.) from Delivery, the route clearance from Tower. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be: 

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 4607, right turn after departure as soon as possible.

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 controlzone.

TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.

Wien Tower/Turm can also be contacted in German.

==== 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, fly extended right downwind, standby for base.
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, enter final RWY 29, caution wake turbulence
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX

When using an extended downwind you should always consider that the aircrafts speed might be considerably lower than the speed of other aircrafts involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead you should aim to keep the plane within the vicinity of the airfield:

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 means, that the pilot should make orbits until further advice.

==== Information Positions ====

=== 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 concise 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 neighboring ATC stations.

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

==== 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 is xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind is 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 situtions for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Resources ==

*[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]]

Wien Information

2015-10-15T10:11:55Z

Martin Tiefenbacher: /* General */

= General =
Wien Information gives support and information to flights following visual flight rules (VFR), but never provides air traffic control services.
VFR pilots are still responsible for their flight. 
Depending on the request, the pilot receives information and assistance, useful for the safe and efficient conduct of the flight. 
There is never any service for IFR traffic.

== Flight Information Center (FIC) ==
Frequency 124.400 
responsible for Austrian airspace 

== Terminal Flight Information (TFI) ==
Frequency 118.520 
responsible for flights in TMA Wien up to FL245 
departures from LOAB, LOAD and LOGM to the east 
departures from LOGP and LOGG to north and east

Wien Information

2015-10-15T10:10:39Z

Martin Tiefenbacher: /* General */

= General =
Wien Information gives support and information to VFR traffic, but never provides air traffic control services.
VFR pilots are still responsible for their flight. 
Depending on the request, the pilot receives information and assistance, useful for the safe and efficient conduct of the flight. 
There is never any service for VFR traffic.

== Flight Information Center (FIC) ==
Frequency 124.400 
responsible for Austrian airspace 

== Terminal Flight Information (TFI) ==
Frequency 118.520 
responsible for flights in TMA Wien up to FL245 
departures from LOAB, LOAD and LOGM to the east 
departures from LOGP and LOGG to north and east

Wien Information

2015-10-15T09:28:11Z

Martin Tiefenbacher: /* General */

= General =
Wien Information gives support and information to VFR traffic, but never provides air traffic control services.
VFR pilots are still responsible for their flight. 
Depending on the request, the pilot receives information and assistance, useful for the safe and efficient conduct of the flight.

== Flight Information Center (FIC) ==
Frequency 124.400 
responsible for Austrian airspace 

== Terminal Flight Information (TFI) ==
Frequency 118.520 
responsible for flights in TMA Wien up to FL245 
departures from LOAB, LOAD and LOGM to the east 
departures from LOGP and LOGG to north and east

Wien Information

2015-10-15T09:13:46Z

Martin Tiefenbacher: /* Terminal Flight Information (TFI) */

= General =
Wien Information gives support and information to VFR traffic, but never a flight control.
VFR pilots are still responsible for their flight.

== Flight Information Center (FIC) ==
Frequency 124.400 
responsible for Austrian airspace 

== Terminal Flight Information (TFI) ==
Frequency 118.520 
responsible for flights in TMA Wien up to FL245 
departures from LOAB, LOAD and LOGM to the east 
departures from LOGP and LOGG to north and east

Wien Information

2015-10-15T09:13:32Z

Martin Tiefenbacher: /* Flight Information Center (FIC) */

= General =
Wien Information gives support and information to VFR traffic, but never a flight control.
VFR pilots are still responsible for their flight.

== Flight Information Center (FIC) ==
Frequency 124.400 
responsible for Austrian airspace 

=== Terminal Flight Information (TFI) ===
Frequency 118.520 
responsible for flights in TMA Wien up to FL245 
departures from LOAB, LOAD and LOGM to the east 
departures from LOGP and LOGG to north and east

Wien Information

2015-10-15T09:12:58Z

Martin Tiefenbacher: /* General */

= General =
Wien Information gives support and information to VFR traffic, but never a flight control.
VFR pilots are still responsible for their flight.

=== Flight Information Center (FIC) ===
Frequency 124.400 
responsible for Austrian airspace 

=== Terminal Flight Information (TFI) ===
Frequency 118.520 
responsible for flights in TMA Wien up to FL245 
departures from LOAB, LOAD and LOGM to the east 
departures from LOGP and LOGG to north and east

Controlled visual flight rules

2015-10-15T09:11:41Z

Martin Tiefenbacher: /* General */

= General =

In the vicinity of large Austrian airports e.g. Wien, and above flight level 125 you may find airspaces D and C. Entering these airspaces under VFR will require an entry clearance, pilot must follow ATC instructions as long as VMC prevails. In order to follow these examples, open the [http://www.vacc-austria.org/charts/LOWW VFR Chart of Wien]. All VFR flights may be performed in german, as well. Out of the controlled airspaces pilotes can get help by [http://wiki.vacc-austria.org/index.php?title=Wien_Information Wien Information]

----

=== Example: crossing airspace D ===

===== Example in german =====
<pre>Pilot: Wien Radar, Servus, OE-AUT.
LOWW_APP: OE-AUT, Wien Radar, Servus.
Pilot: OE-AUT, Diamond DA20, VFR von Wien nach Krems, eine Meile nordwestlich Donauturm, 1500 Fuß, erbitte Durchflug durch Luftraum D auf 3000 Fuß via Donauturm, Klosterneuburg, Kreuzenstein und Stockerau nach Krems.
LOWW_APP: OE-AUT, Transponder 4601
Pilot:  Transponder 4601, OE-AUT.
LOWW_APP: OE-AUT, identifiziert, eine Meile nordwestlich Donauturm, angezeigte Höhe 1500 Fuß, Durchflug Luftraum D via Donauturm, Klosterneuburg, Kreuzenstein und Stockerau nach Krems in 3000 Fuß genehmigt.
Pilot:  Durchflug Luftraum D genehmigt, via Donauturm, Klosterneuburg, Kreuzenstein und Stockerau nach Krems in 3000 Fuß, OE-AUT.

Der Pilot steigt nun auf 3000 Fuß

LOWW_APP: OE-AUT, Sie fliegen nun in Luftraum D ein.
Pilot: Verstanden, OE-AUT.

...

LOWW_APP: OE-AUT, Sie haben Krems passiert und den Luftraum D verlassen, Transponder VFR, Frequenzwechsel genehmigt, schönen Weiterflug.
Pilot: Haben Luftraum D verlassen, setzen Transponder VFR und der Frequenzwechsel ist genehmigt, vielen Dank, OE-AUT.
</pre>

===== Example in english =====
<pre>Pilot: Wien Radar, hello, G-WIRO.
LOWW_APP: G-WIRO, Wien Radar, good day.
Pilot: G-WIRO, Diamond DA20, VFR from Wien to Krems, one nautical mile northwest of Donauturm, altitude 1500 feet, reqeust to cross airspace D at 3000 feet via Donauturm, Klosterneuburg, Kreuzenstein and Stockerau to Krems.
LOWW_APP: OE-AUT, Squawk 4601
Pilot: Squawk 4601, G-WIRO.
LOWW_APP: G-WIRO, identified, one mile northwest of Donauturm, altitude 1500 feet. Cross Airspace D via Donauturm, Klosterneuburg, Kreuzenstein and Stockerau to Krems at 3000 feet.
Pilot: Crossing of Airspace D approved, via Donauturm, Klosterneuburg, Kreuzenstein and Stockerau to Krems at 3000 feet, G-WIRO.

The Pilot is now climbing to 3000 feet.

LOWW_APP: G-WIRO, now entering Airspace D.
Pilot: G-WIRO, roger.

...

LOWW_APP: G-WIRO, you have passed now Krems and left the Airspace D, Squawk VFR, frequencychange approved, have a good day.
Pilot: Roger, have passed Krems and left the airspace D, Squawk VFR and frequencychange approved, thank you for the ATC.</pre>
*The pilot flies under VFR, altitudes and block altitudes may be assigned by ATC.

----

=== Example: crossing airspace C ===

===== Example in german =====
<pre>Pilot: Wien Radar, Servus, OE-AUT.
LOWW_APP: OE-AUT, Wien Radar, Servus.
Pilot: OE-AUT, Diamond DA20, VFR von Wien nach Krems, eine Meile nordwestlich Donauturm, 1500 Fuß, erbitte Durchflug durch Luftraum C auf Flugfläche 70 von Donauturm nach Krems.
LOWW_APP: OE-AUT, Transponder 4601
Pilot: Transponder 4601, OE-AUT.
LOWW_APP: OE-AUT, identifiziert, eine Meile nordwestlich Donauturm, angezeigte Höhe 1500 Fuß, Durchflug Luftraum C von Donauturm nach Krems in Flugfläche 70 genehmigt.
Pilot: Durchflug Luftraum C genehmigt, von Donauturm nach Krems auf Flugfläche 70, OE-AUT.

Der Pilot steigt nun auf Flugfläche 70.

LOWW_APP: OE-AUT, Sie passieren nun 4500 Fuß und fliegen in Luftraum C ein.
Pilot: Verstanden, OE-AUT.

...

LOWW_APP: OE-AUT, Verlassen Sie Luftraum C auf Steuerkurs 285°.
Pilot: Verlasse Luftraum C auf Seuerkurs 285°, OE-AUT.

...

LOWW_APP: OE-AUT, Sie haben Luftraum C verlassen, Transponder VFR, Frquenzwechsel genehmigt, vielen Dank für den Besuch.
Pilot: Haben Luftraum C verlassen, vielen Dank für den tollen Service, setzen Transponder VFR und Frequenzwechsel ist genehmigt, Servus.
</pre>

===== Example in english =====
<pre>Pilot: Wien Radar, hello, G-WIRO.
LOWW_APP: G-WIRO, Wien Radar, good day.
Pilot: G-WIRO, Diamond DA20, VFR from Wien to Krems, one nautical mile northwest of Donauturm, altitude 1500 feet, reqeust to cross airspace C at flight level 70 from Donauturm to Krems.
LOWW_APP: OE-AUT, Squawk 4601
Pilot: Squawk 4601, G-WIRO.
LOWW_APP: G-WIRO, identified, one mile northwest of Donauturm, altitude 1500 feet. Cross Airspace C from Donauturm to Krems at flight level 70.
Pilot: Crossing of Airspace C approved, from Donauturm to Krems at flight level 70, G-WIRO.

The pilot is now climbing to flight level 70.

LOWW_APP: G-WIRO, you passed altitude 4500 feet and has entered airspcae C.
Pilot: G-WIRO, roger.

...

LOWW_APP: G-WIRO, leave airspace C heading 285°.
Pilot: Leaving airspace C heading 285°, G-WIRO.

...

LOWW_APP: G-WIRO, you are about to leave airspace C, Squawk VFR, frequencychange approved, have a good day.
Pilot: Roger, we leaving airspace C now, Squawk VFR and frequencychange approved, thank you for the ATC.</pre>
*The pilot flies under VFR, altitudes, block altitudes and radar vectors may be assigned by ATC.

Controlled visual flight rules

2015-10-15T09:11:14Z

Martin Tiefenbacher: /* General */

= General =

In the vicinity of large Austrian airports e.g. Wien, and above flight level 125 you may find airspaces D and C. Entering these airspaces under VFR will require an entry clearance, pilot must follow ATC instructions as long as VMC prevails. In order to follow these examples, open the [http://www.vacc-austria.org/charts/LOWW VFR Chart of Wien]. All VFR flights may be performed in german, as well. Out of the controlled airspaces pilotes can get help by [[http://wiki.vacc-austria.org/index.php?title=Wien_Information | Wien Information]]

----

=== Example: crossing airspace D ===

===== Example in german =====
<pre>Pilot: Wien Radar, Servus, OE-AUT.
LOWW_APP: OE-AUT, Wien Radar, Servus.
Pilot: OE-AUT, Diamond DA20, VFR von Wien nach Krems, eine Meile nordwestlich Donauturm, 1500 Fuß, erbitte Durchflug durch Luftraum D auf 3000 Fuß via Donauturm, Klosterneuburg, Kreuzenstein und Stockerau nach Krems.
LOWW_APP: OE-AUT, Transponder 4601
Pilot:  Transponder 4601, OE-AUT.
LOWW_APP: OE-AUT, identifiziert, eine Meile nordwestlich Donauturm, angezeigte Höhe 1500 Fuß, Durchflug Luftraum D via Donauturm, Klosterneuburg, Kreuzenstein und Stockerau nach Krems in 3000 Fuß genehmigt.
Pilot:  Durchflug Luftraum D genehmigt, via Donauturm, Klosterneuburg, Kreuzenstein und Stockerau nach Krems in 3000 Fuß, OE-AUT.

Der Pilot steigt nun auf 3000 Fuß

LOWW_APP: OE-AUT, Sie fliegen nun in Luftraum D ein.
Pilot: Verstanden, OE-AUT.

...

LOWW_APP: OE-AUT, Sie haben Krems passiert und den Luftraum D verlassen, Transponder VFR, Frequenzwechsel genehmigt, schönen Weiterflug.
Pilot: Haben Luftraum D verlassen, setzen Transponder VFR und der Frequenzwechsel ist genehmigt, vielen Dank, OE-AUT.
</pre>

===== Example in english =====
<pre>Pilot: Wien Radar, hello, G-WIRO.
LOWW_APP: G-WIRO, Wien Radar, good day.
Pilot: G-WIRO, Diamond DA20, VFR from Wien to Krems, one nautical mile northwest of Donauturm, altitude 1500 feet, reqeust to cross airspace D at 3000 feet via Donauturm, Klosterneuburg, Kreuzenstein and Stockerau to Krems.
LOWW_APP: OE-AUT, Squawk 4601
Pilot: Squawk 4601, G-WIRO.
LOWW_APP: G-WIRO, identified, one mile northwest of Donauturm, altitude 1500 feet. Cross Airspace D via Donauturm, Klosterneuburg, Kreuzenstein and Stockerau to Krems at 3000 feet.
Pilot: Crossing of Airspace D approved, via Donauturm, Klosterneuburg, Kreuzenstein and Stockerau to Krems at 3000 feet, G-WIRO.

The Pilot is now climbing to 3000 feet.

LOWW_APP: G-WIRO, now entering Airspace D.
Pilot: G-WIRO, roger.

...

LOWW_APP: G-WIRO, you have passed now Krems and left the Airspace D, Squawk VFR, frequencychange approved, have a good day.
Pilot: Roger, have passed Krems and left the airspace D, Squawk VFR and frequencychange approved, thank you for the ATC.</pre>
*The pilot flies under VFR, altitudes and block altitudes may be assigned by ATC.

----

=== Example: crossing airspace C ===

===== Example in german =====
<pre>Pilot: Wien Radar, Servus, OE-AUT.
LOWW_APP: OE-AUT, Wien Radar, Servus.
Pilot: OE-AUT, Diamond DA20, VFR von Wien nach Krems, eine Meile nordwestlich Donauturm, 1500 Fuß, erbitte Durchflug durch Luftraum C auf Flugfläche 70 von Donauturm nach Krems.
LOWW_APP: OE-AUT, Transponder 4601
Pilot: Transponder 4601, OE-AUT.
LOWW_APP: OE-AUT, identifiziert, eine Meile nordwestlich Donauturm, angezeigte Höhe 1500 Fuß, Durchflug Luftraum C von Donauturm nach Krems in Flugfläche 70 genehmigt.
Pilot: Durchflug Luftraum C genehmigt, von Donauturm nach Krems auf Flugfläche 70, OE-AUT.

Der Pilot steigt nun auf Flugfläche 70.

LOWW_APP: OE-AUT, Sie passieren nun 4500 Fuß und fliegen in Luftraum C ein.
Pilot: Verstanden, OE-AUT.

...

LOWW_APP: OE-AUT, Verlassen Sie Luftraum C auf Steuerkurs 285°.
Pilot: Verlasse Luftraum C auf Seuerkurs 285°, OE-AUT.

...

LOWW_APP: OE-AUT, Sie haben Luftraum C verlassen, Transponder VFR, Frquenzwechsel genehmigt, vielen Dank für den Besuch.
Pilot: Haben Luftraum C verlassen, vielen Dank für den tollen Service, setzen Transponder VFR und Frequenzwechsel ist genehmigt, Servus.
</pre>

===== Example in english =====
<pre>Pilot: Wien Radar, hello, G-WIRO.
LOWW_APP: G-WIRO, Wien Radar, good day.
Pilot: G-WIRO, Diamond DA20, VFR from Wien to Krems, one nautical mile northwest of Donauturm, altitude 1500 feet, reqeust to cross airspace C at flight level 70 from Donauturm to Krems.
LOWW_APP: OE-AUT, Squawk 4601
Pilot: Squawk 4601, G-WIRO.
LOWW_APP: G-WIRO, identified, one mile northwest of Donauturm, altitude 1500 feet. Cross Airspace C from Donauturm to Krems at flight level 70.
Pilot: Crossing of Airspace C approved, from Donauturm to Krems at flight level 70, G-WIRO.

The pilot is now climbing to flight level 70.

LOWW_APP: G-WIRO, you passed altitude 4500 feet and has entered airspcae C.
Pilot: G-WIRO, roger.

...

LOWW_APP: G-WIRO, leave airspace C heading 285°.
Pilot: Leaving airspace C heading 285°, G-WIRO.

...

LOWW_APP: G-WIRO, you are about to leave airspace C, Squawk VFR, frequencychange approved, have a good day.
Pilot: Roger, we leaving airspace C now, Squawk VFR and frequencychange approved, thank you for the ATC.</pre>
*The pilot flies under VFR, altitudes, block altitudes and radar vectors may be assigned by ATC.

Controlled visual flight rules

2015-10-15T09:08:13Z

Martin Tiefenbacher:

= General =

In the vicinity of large Austrian airports e.g. Wien, and above flight level 125 you may find airspaces D and C. Entering these airspaces under VFR will require an entry clearance, pilot must follow ATC instructions as long as VMC prevails. In order to follow these examples, open the [http://www.vacc-austria.org/charts/LOWW VFR Chart of Wien]. All VFR flights may be performed in german, as well. Out of the controlled airspaces pilotes can get help by Wien Information ( http://wiki.vacc-austria.org/index.php?title=Wien_Information )

----

=== Example: crossing airspace D ===

===== Example in german =====
<pre>Pilot: Wien Radar, Servus, OE-AUT.
LOWW_APP: OE-AUT, Wien Radar, Servus.
Pilot: OE-AUT, Diamond DA20, VFR von Wien nach Krems, eine Meile nordwestlich Donauturm, 1500 Fuß, erbitte Durchflug durch Luftraum D auf 3000 Fuß via Donauturm, Klosterneuburg, Kreuzenstein und Stockerau nach Krems.
LOWW_APP: OE-AUT, Transponder 4601
Pilot:  Transponder 4601, OE-AUT.
LOWW_APP: OE-AUT, identifiziert, eine Meile nordwestlich Donauturm, angezeigte Höhe 1500 Fuß, Durchflug Luftraum D via Donauturm, Klosterneuburg, Kreuzenstein und Stockerau nach Krems in 3000 Fuß genehmigt.
Pilot:  Durchflug Luftraum D genehmigt, via Donauturm, Klosterneuburg, Kreuzenstein und Stockerau nach Krems in 3000 Fuß, OE-AUT.

Der Pilot steigt nun auf 3000 Fuß

LOWW_APP: OE-AUT, Sie fliegen nun in Luftraum D ein.
Pilot: Verstanden, OE-AUT.

...

LOWW_APP: OE-AUT, Sie haben Krems passiert und den Luftraum D verlassen, Transponder VFR, Frequenzwechsel genehmigt, schönen Weiterflug.
Pilot: Haben Luftraum D verlassen, setzen Transponder VFR und der Frequenzwechsel ist genehmigt, vielen Dank, OE-AUT.
</pre>

===== Example in english =====
<pre>Pilot: Wien Radar, hello, G-WIRO.
LOWW_APP: G-WIRO, Wien Radar, good day.
Pilot: G-WIRO, Diamond DA20, VFR from Wien to Krems, one nautical mile northwest of Donauturm, altitude 1500 feet, reqeust to cross airspace D at 3000 feet via Donauturm, Klosterneuburg, Kreuzenstein and Stockerau to Krems.
LOWW_APP: OE-AUT, Squawk 4601
Pilot: Squawk 4601, G-WIRO.
LOWW_APP: G-WIRO, identified, one mile northwest of Donauturm, altitude 1500 feet. Cross Airspace D via Donauturm, Klosterneuburg, Kreuzenstein and Stockerau to Krems at 3000 feet.
Pilot: Crossing of Airspace D approved, via Donauturm, Klosterneuburg, Kreuzenstein and Stockerau to Krems at 3000 feet, G-WIRO.

The Pilot is now climbing to 3000 feet.

LOWW_APP: G-WIRO, now entering Airspace D.
Pilot: G-WIRO, roger.

...

LOWW_APP: G-WIRO, you have passed now Krems and left the Airspace D, Squawk VFR, frequencychange approved, have a good day.
Pilot: Roger, have passed Krems and left the airspace D, Squawk VFR and frequencychange approved, thank you for the ATC.</pre>
*The pilot flies under VFR, altitudes and block altitudes may be assigned by ATC.

----

=== Example: crossing airspace C ===

===== Example in german =====
<pre>Pilot: Wien Radar, Servus, OE-AUT.
LOWW_APP: OE-AUT, Wien Radar, Servus.
Pilot: OE-AUT, Diamond DA20, VFR von Wien nach Krems, eine Meile nordwestlich Donauturm, 1500 Fuß, erbitte Durchflug durch Luftraum C auf Flugfläche 70 von Donauturm nach Krems.
LOWW_APP: OE-AUT, Transponder 4601
Pilot: Transponder 4601, OE-AUT.
LOWW_APP: OE-AUT, identifiziert, eine Meile nordwestlich Donauturm, angezeigte Höhe 1500 Fuß, Durchflug Luftraum C von Donauturm nach Krems in Flugfläche 70 genehmigt.
Pilot: Durchflug Luftraum C genehmigt, von Donauturm nach Krems auf Flugfläche 70, OE-AUT.

Der Pilot steigt nun auf Flugfläche 70.

LOWW_APP: OE-AUT, Sie passieren nun 4500 Fuß und fliegen in Luftraum C ein.
Pilot: Verstanden, OE-AUT.

...

LOWW_APP: OE-AUT, Verlassen Sie Luftraum C auf Steuerkurs 285°.
Pilot: Verlasse Luftraum C auf Seuerkurs 285°, OE-AUT.

...

LOWW_APP: OE-AUT, Sie haben Luftraum C verlassen, Transponder VFR, Frquenzwechsel genehmigt, vielen Dank für den Besuch.
Pilot: Haben Luftraum C verlassen, vielen Dank für den tollen Service, setzen Transponder VFR und Frequenzwechsel ist genehmigt, Servus.
</pre>

===== Example in english =====
<pre>Pilot: Wien Radar, hello, G-WIRO.
LOWW_APP: G-WIRO, Wien Radar, good day.
Pilot: G-WIRO, Diamond DA20, VFR from Wien to Krems, one nautical mile northwest of Donauturm, altitude 1500 feet, reqeust to cross airspace C at flight level 70 from Donauturm to Krems.
LOWW_APP: OE-AUT, Squawk 4601
Pilot: Squawk 4601, G-WIRO.
LOWW_APP: G-WIRO, identified, one mile northwest of Donauturm, altitude 1500 feet. Cross Airspace C from Donauturm to Krems at flight level 70.
Pilot: Crossing of Airspace C approved, from Donauturm to Krems at flight level 70, G-WIRO.

The pilot is now climbing to flight level 70.

LOWW_APP: G-WIRO, you passed altitude 4500 feet and has entered airspcae C.
Pilot: G-WIRO, roger.

...

LOWW_APP: G-WIRO, leave airspace C heading 285°.
Pilot: Leaving airspace C heading 285°, G-WIRO.

...

LOWW_APP: G-WIRO, you are about to leave airspace C, Squawk VFR, frequencychange approved, have a good day.
Pilot: Roger, we leaving airspace C now, Squawk VFR and frequencychange approved, thank you for the ATC.</pre>
*The pilot flies under VFR, altitudes, block altitudes and radar vectors may be assigned by ATC.

Wien Information

2015-10-15T09:05:10Z

Martin Tiefenbacher:

= General =
Wien Information gives VFR traffic support and information, but never a flight control.
VFR pilots are still responsible for their flight.

=== Flight Information Center (FIC) ===
Frequency 124.400 
responsible for Austrian airspace 

=== Terminal Flight Information (TFI) ===
Frequency 118.520 
responsible for flights in TMA Wien up to FL245 
departures from LOAB, LOAD and LOGM to the east 
departures from LOGP and LOGG to north and east

Wien Information

2015-10-15T08:58:42Z

Martin Tiefenbacher:

Wien Information gives VFR traffic support and information, but never a flight control.
VFR pilots are still responsible for their flight.

Flight Information Center (FIC)
Frequency 124.400
responsible for Austrian airspace

Terminal Flight Information (TFI)
Frequency 118.520
responsible for flights in TMA Wien up to FL245
departures from LOAB, LOAD and LOGM to the east
departures from LOGP and LOGG to north and east

Wien Information

2015-10-15T08:54:16Z

Martin Tiefenbacher: Created page with "Wien Information gives VFR traffic support and information, but never a flight control. VFR pilots are still responsible for their flight. Frequency 124.400 Flight Information C..."

Wien Information gives VFR traffic support and information, but never a flight control.
VFR pilots are still responsible for their flight.

Frequency
124.400 Flight Information Center (FIC)
responsible for Austrian airspace

118.520 Terminal Flight Information (TFI)
responsible for flights in TMA Wien up to FL245

ATC academy

2015-10-15T08:27:35Z

Martin Tiefenbacher: /* Documents for approach/departure controllers */

= General =

The ATC academy manages the education of VACC-Austria's permanent and visiting controllers. The main purpose consists of the training of new controllers, quality control of our active controllers, arrange CPT's and over the shoulder sessions. The current ATC academy management, can be found on our [http://www.vacc-austria.org/page/STAFF homepage]. 

Becoming a Controller is different from becoming a pilot at VATSIM. As pilot, you log on and fly - you might want to [http://www.vatsim.net/prc/ study documents] or do a [http://www.vatsim.net/pilots/ptd/ pilot training], but you don't need to. Becoming a Controller is different:
*You learn, you pass tests, you earn degrees that allow you to staff certain stations step by step.
*You are part of a team which works with you, shares opinions, has disputes and fun together.

Therefore, there is a formal path for your education. With these steps (defined in [http://www.vatsim.net/index.php?eID=tx_nawsecuredl&u=0&file=fileadmin/docs/ec/GRP_version201109.pdf&t=1330684189&hash=97721eda367ae7c9741c3e14d0bc31e8 VATSIM regulations]), it is ensured that you are able to do the job you want to do, and have fun together with fellow controllers and pilots.
----

=== How to start your education ===

#[[How to become a VACC Austria Controller|How to become a VACC controller]] 
#[[How to become a visiting controller in the VACC Austria|How to become a visiting controller]] 

----

=== How to become an Student 1 controller ===

===== Required theoretical lessons =====

#[[Study Guide:Basic Lesson|Basic lesson]]
#[[Eurotest|Eurotest]]
#Theoretical lesson for the [[Study Guide:Delivery|clearance/delivery position]] 
#Theoretical lesson for [[Study Guide:Ground|ground control]]
 

*A lot of theory is done allready, now you have your first VATSIM controller rating and its time to gather some practical experience, well done. 

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_DEL
#Staffing LOWS_DEL
#Practical lesson LOWW_GND
#Staffing LOWW_DEL/LOWW_GND
#Training high traffic procedures for ground controller

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an Student 2 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for [[Study Guide:Tower|tower control]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_TWR
#Practical lesson uncontrolled airfields (info station) 
#Staffing LOWS_TWR
#Practical lesson LOWW_TWR
#Tower [[Controller practical test|CPT]]
#Staffing LOWW_TWR
#Theoretical & practical lessons LOWG_TWR/LOWK_TWR/LOWL_TWR and LOWI_TWR 
#Staffing a tower of your choice 
#Training high traffic procedures for tower controller 
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] Tower

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an Student 3 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for [[Study Guide: Approach|approach and departure control]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_APP
#Practical lesson flight information service 
#Staffing LOWS_APP
#Practical lesson LOWW_APP
#Approach [[Controller practical test|CPT]]
#Staffing LOWW_APP
#Theoretical & practical lessons LOWG_APP/LOWK_APP/LOWL_APP and LOWI_APP
#Staffing an approach position of your choice
#Training high traffic procedures for approach controller
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] approach

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an C1 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for the [[Study Guide:Radar|center position]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOVV_CTR
#Practical lesson flight information service 
#Center [[Controller practical test|CPT]] 
#Staffing an center position of your choice
#Training high traffic procedures for center controller
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] center

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

*Congratulations, your education is done. You are now free to staff ANY station within our airspace.

----

= Library of ATC academy =

== General ==

Diese Bibliothek stellte eine Sammlung aller Trainingsdokumente in einer Bibliothek dar, jedes Dokument behandelt ein oder mehrere Themen, die in deiner Ausbildung von großer Bedeutung sein werden. Diese Dokumente werden überwiegend zum Selbststudium bereitgestellt, bei Fragen wende dich gerne an den Mentor oder an das [mailto:training@vacc-austria.org Trainings Team]. Wir wünschen viel Spaß beim Lesen.

----

===== Documents for clearance/delivery controllers =====

#[[Study Guide:Delivery|Study guide clearance/delivery]]
#[[METAR|METAR guide]]
#[[Squawk Codes|Squawk codes]]

----

===== Documents for ground controllers =====

#[[Study Guide:Ground|Study guide for ground controllers]]
#[[METAR|METAR guide]]

----

===== Documents for tower controllers =====

#[[Study Guide:Tower|Study guide for tower controllers]]
#[[Reduced runway separation]]
#[[Special VFR|Special VFR procedures]]
#[[Night VFR|Night VFR procedures]]
#[[METAR|METAR guide]]
#[[Squawk Codes|Squawk codes ]]

----

===== Documents for approach/departure controllers =====

#[[Study Guide: Approach|Study guide for approach/departure controllers]]
#[[Controlled visual flight rules|Controlled VFR procedures]]
#[[Night VFR|Night VFR procedures]]
#[[Special VFR|Special VFR procedures]]
#[[Flight Rule Changes|Flight rule change procedures]]
#[[METAR|METAR guide]]
#QRS LOWS
#QRS LOWW
#QRS LOWK
#QRS LOWL
#QRS LOWG
#QRS LOWI
#[[Wien Information|Wien Information ]]
#Letters of agreement

----

===== Other documents =====

#[[Mentor/trainer|Role of a mentor]]
#[[Examiner/checker|Role of a examiner]]
#[[Controller_practical_test|Controller practical test (CPT)]]
#[[Over_the_shoulder|Over the shoulder (OTS)]]

----

ATC academy

2015-10-15T08:26:38Z

Martin Tiefenbacher: /* Documents for approach/departure controllers */

= General =

The ATC academy manages the education of VACC-Austria's permanent and visiting controllers. The main purpose consists of the training of new controllers, quality control of our active controllers, arrange CPT's and over the shoulder sessions. The current ATC academy management, can be found on our [http://www.vacc-austria.org/page/STAFF homepage]. 

Becoming a Controller is different from becoming a pilot at VATSIM. As pilot, you log on and fly - you might want to [http://www.vatsim.net/prc/ study documents] or do a [http://www.vatsim.net/pilots/ptd/ pilot training], but you don't need to. Becoming a Controller is different:
*You learn, you pass tests, you earn degrees that allow you to staff certain stations step by step.
*You are part of a team which works with you, shares opinions, has disputes and fun together.

Therefore, there is a formal path for your education. With these steps (defined in [http://www.vatsim.net/index.php?eID=tx_nawsecuredl&u=0&file=fileadmin/docs/ec/GRP_version201109.pdf&t=1330684189&hash=97721eda367ae7c9741c3e14d0bc31e8 VATSIM regulations]), it is ensured that you are able to do the job you want to do, and have fun together with fellow controllers and pilots.
----

=== How to start your education ===

#[[How to become a VACC Austria Controller|How to become a VACC controller]] 
#[[How to become a visiting controller in the VACC Austria|How to become a visiting controller]] 

----

=== How to become an Student 1 controller ===

===== Required theoretical lessons =====

#[[Study Guide:Basic Lesson|Basic lesson]]
#[[Eurotest|Eurotest]]
#Theoretical lesson for the [[Study Guide:Delivery|clearance/delivery position]] 
#Theoretical lesson for [[Study Guide:Ground|ground control]]
 

*A lot of theory is done allready, now you have your first VATSIM controller rating and its time to gather some practical experience, well done. 

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_DEL
#Staffing LOWS_DEL
#Practical lesson LOWW_GND
#Staffing LOWW_DEL/LOWW_GND
#Training high traffic procedures for ground controller

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an Student 2 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for [[Study Guide:Tower|tower control]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_TWR
#Practical lesson uncontrolled airfields (info station) 
#Staffing LOWS_TWR
#Practical lesson LOWW_TWR
#Tower [[Controller practical test|CPT]]
#Staffing LOWW_TWR
#Theoretical & practical lessons LOWG_TWR/LOWK_TWR/LOWL_TWR and LOWI_TWR 
#Staffing a tower of your choice 
#Training high traffic procedures for tower controller 
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] Tower

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an Student 3 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for [[Study Guide: Approach|approach and departure control]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_APP
#Practical lesson flight information service 
#Staffing LOWS_APP
#Practical lesson LOWW_APP
#Approach [[Controller practical test|CPT]]
#Staffing LOWW_APP
#Theoretical & practical lessons LOWG_APP/LOWK_APP/LOWL_APP and LOWI_APP
#Staffing an approach position of your choice
#Training high traffic procedures for approach controller
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] approach

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an C1 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for the [[Study Guide:Radar|center position]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOVV_CTR
#Practical lesson flight information service 
#Center [[Controller practical test|CPT]] 
#Staffing an center position of your choice
#Training high traffic procedures for center controller
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] center

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

*Congratulations, your education is done. You are now free to staff ANY station within our airspace.

----

= Library of ATC academy =

== General ==

Diese Bibliothek stellte eine Sammlung aller Trainingsdokumente in einer Bibliothek dar, jedes Dokument behandelt ein oder mehrere Themen, die in deiner Ausbildung von großer Bedeutung sein werden. Diese Dokumente werden überwiegend zum Selbststudium bereitgestellt, bei Fragen wende dich gerne an den Mentor oder an das [mailto:training@vacc-austria.org Trainings Team]. Wir wünschen viel Spaß beim Lesen.

----

===== Documents for clearance/delivery controllers =====

#[[Study Guide:Delivery|Study guide clearance/delivery]]
#[[METAR|METAR guide]]
#[[Squawk Codes|Squawk codes]]

----

===== Documents for ground controllers =====

#[[Study Guide:Ground|Study guide for ground controllers]]
#[[METAR|METAR guide]]

----

===== Documents for tower controllers =====

#[[Study Guide:Tower|Study guide for tower controllers]]
#[[Reduced runway separation]]
#[[Special VFR|Special VFR procedures]]
#[[Night VFR|Night VFR procedures]]
#[[METAR|METAR guide]]
#[[Squawk Codes|Squawk codes ]]

----

===== Documents for approach/departure controllers =====

#[[Study Guide: Approach|Study guide for approach/departure controllers]]
#[[Controlled visual flight rules|Controlled VFR procedures]]
#[[Night VFR|Night VFR procedures]]
#[[Special VFR|Special VFR procedures]]
#[[Flight Rule Changes|Flight rule change procedures]]
#[[METAR|METAR guide]]
#QRS LOWS
#QRS LOWW
#QRS LOWK
#QRS LOWL
#QRS LOWG
#QRS LOWI
#Wien Information
#Letters of agreement

----

===== Other documents =====

#[[Mentor/trainer|Role of a mentor]]
#[[Examiner/checker|Role of a examiner]]
#[[Controller_practical_test|Controller practical test (CPT)]]
#[[Over_the_shoulder|Over the shoulder (OTS)]]

----

Study Guide:Ground

2015-03-29T15:54:04Z

Martin Tiefenbacher:

'' 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. 

Your responsibility is strict: if you allow a plane to do something, the pilot can do without looking either way - you have to be sure the way is clear. This is, because big aircraft neither have a 360° view nor rear mirrors like a car has.
----

=== Phraseology ===

==== Start-up clearance ====

Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less. 

Austrian 125, start-up approved, (Temperature Minus 3)

==== Push-back clearance ====

Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back. 

Austrian 125, push-back approved

Push-back is an ''approval'' - pilots are free to do it whenever they are ready. This means: It could take a while. This means: In busy conditions, you won't want that, as there is an aircraft which can push out any time and you cannot allow any other aircraft taxi behind. Several options are available to solve this problem:

Austrian 125, immediate push-back approved.

(the pilot has to say "unable" if he still programs the FMC)

Austrian 125, startup approved, call for push with running engines

(the pilot is ready for push and won't stand around on the taxiway trying to light his engines)

==== '''Combination of both phrases''' ====

During low traffic you can use these two phrases together 

Austrian 125, start(-up) and push(-back) approved

==== Taxi Instructions ====

Bear in mind: Taxi instructions are '''clearances''', that means: The pilot must and will do it regardless of other things - mainly aircraft around. Don't clear anyone for taxiing around without knowing that the way is free. Aircraft won't stop at junctions and look left or right (in most cases, they can't as they won't see enough).

The sequence is: The pilot pushes back and starts the aircrafts engines. As soon as he is ready for taxi he will call you:

AUA125:AUA125, ready for taxi.

Depending on traffic you can give him the taxi instruction to his departure runway:

GND:AUA125, taxi to holding point Rwy 16 via taxiways Exit 4, L and F, QNH 1019.
AUA125:Taxiing to holding point runway 29 via L and F, AUA125.

So how do you maintain traffic flow at a busy airport, but still maintaining safety? There is some options:

First is to clear the aircraft just as far as the way is free: "taxi to exit 32". "Taxi on E until intersection B4", and the like. But this is time-consuming, you loose overview, you forget aircraft on the way (they wait around for nothing), and it is slow too.

Second, and more elegant is the '''hold short''' argument:

GND:AUA125, hold short of taxiway L.
AUA125:Holding short of L, AUA125.

This means: The aircraft is cleared all the way to the holding point, but has to "hold short" (=to stop) in mid way '''for a condition which you specify'''. After that (that's the elegant part), he continues as cleared without further instructions.

* This could be only to "hold short" --> until you tell him "continue".
* It could be "give way to crossing B737 from your left to your right" --> the pilot will stop, wait for a passing 737 and continue.
* It could be "follow company B737 taxiing on L" --> the pilot will look out for a B737 of his own color and follow him.
* It could be anything else, provided that the pilot is able to do it, like 1 minute or whatever.

The "Hold short" argument puts some '''burden on the pilot''': He must judge if he can meet the condition. If you tell a B747 to follow a C172, he might likely say "unable", as he is simply unable to see the little fly under his nose. As a controller, it is no good idea to tell pilots something they can't do (i.e. look behind) - pilots might oversee it and - bang.

Bear in mind that it is '''controllers' job to decide on wingspan room'''. Aircraft will taxi, and if you don't look out, [http://www.youtube.com/watch?v=ayCWSm1f9qk this] happens. If in doubt (as on VATSIM, you only have a scope and no window), warn the pilot and ask if he is able to pass without hitting anything.

At VATSIM, you sometimes meet pilots who apparently don't have charts and/or loose orientation - especially when it is dark and the scenery is bad. If a pilot starts sight-seeing, you can tell him to '''stop ("hold position")''' and to '''"expect progressive taxi"''', and that means: you taxi him step by step, and he is instructed to stop at every step. This is a good means to guide a lost aircraft around.

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, rwy29 is for departure. GND will line up all aircraft on taxiway M facing East, and TWR will pick them from there. Hand them over to TWR as soon as they approach the queue.

GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!
AUA125:contacting Tower on frequency 118,10 bye!

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>OEATD: request air taxi to Runway 29.
GND: OEATD, contact TWR for further instructions.
OEATD: Servus Wien Tower, request air taxi to Runway 29 via Exit 13 and M.
TWR: OEATD, air taxi to Runway 29 via Exit 13 and M. wind 280 deg 5 knots
OEATD: air taxi to Runway 29 via M.
</pre>
----

=== Ground Traffic Management ===

Bear in mind, that '''it is GND's job that he can taxi freely'''. If an aircraft has clearance, it can roll without looking anywhere else than straight ahead. You must see if the way is clear. But on a busy evening, you will have 5-10 aircraft taxiing at the same time. How you do this that they don't bump into each other, is called '''Ground Traffic Management'''.

To organise the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above.

There are a few tools which you can use:

====Taxiway configurations====
Only one aircraft can taxi on a taxiway, so you have to order the traffic flow. On larger airports, you set the rules where outbound and where inbound aircraft roll. For LOWW, there is a nice document by [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf Patrick Hrusa] (thanks!). For LOWI, there is a nice [[LOWI_Primer]] by Claus and Hermann.

====Step-by-step clearance====
A very secure, but time-consuming way to control. Clear the aircraft only as far as it is definitely clear:

GND: AUA251, taxi to intersection M via E.
GND: AUA251, taxi to Exit 9 via M.
GND: AUA251, taxi to gate D21 via Exit 9.

You need a lot of time and patience for this, and with more traffic, you will end up in an overload soon.

====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:

GND: AUA251, taxi to gate D21 via E, M and Exit 9, hold short M for company A320 turning on M from your 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, things go differently as expected: Aircraft stop to sort out checklists, or they speed up. You might need to re-clear or stop the plane, like:

GND: AUA251, hold position, say again: hold position
GND: AUA251, continue.
GND: AUA251, hold short intersection W for a B190 crossing from your right to your left.
GND: AUA251, gate change, taxi to gate F1 via M, Exit 12 and taxilane 34, hold short Exit 12 and give way to B737 crossing from left to right.

====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:

GND: Leipzig Air 600, hold position, expect progressive taxi.
GND: Leipzig Air 600, turn next left hold next intersection.
GND: Leipzig Air 600, turn right, on third intersection left and hold.

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 B84.
|}

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 B84, ready for taxi.
GND:LZB421, taxi taxiway M, hold short of taxiway L.
LZB421:taxiing via W holding short of L.

{| class="prettytable"
|-
| The aircraft are now both approaching the intersection L/W.
|}

GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue
taxi to holding point runway 29 via taxiways Exit 2, M and A1.
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point
runway 29 via Exit 2, M and A1.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed. In some cases it is also useful to let one aircraft follow the other:
<pre>GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.
</pre>
----

=== Intersection departure ===

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]]).

----

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

==== 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.

==== 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.
(A Cessna 172 taxiing in front of an A330:) Tower, confirm I should taxi before the Speedbird A330?
(Tower, smiling:) Confirmed, she's not hungry.

* '''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, B757, 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. Look here to [[Vienna]] to see where you can park which birds.

* '''Superheavy aircraft''' is in fact only one: The A380. There are no suitable docks for A380's in Austria - they park on large stands. Take care with those albatrosses when issuing taxi instructions: Many taxiways (like L in Vienna) are simply not made for this wingspan. [[http://www.youtube.com/watch?v=zVIOCVg1G4E This]] could happen.

=== More Information ===
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

2015-03-29T15:53:04Z

Martin Tiefenbacher: correction taxyway W to M

'' 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. 

Your responsibility is strict: if you allow a plane to do something, the pilot can do without looking either way - you have to be sure the way is clear. This is, because big aircraft neither have a 360° view nor rear mirrors like a car has.
----

=== Phraseology ===

==== Start-up clearance ====

Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less. 

Austrian 125, start-up approved, (Temperature Minus 3)

==== Push-back clearance ====

Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back. 

Austrian 125, push-back approved

Push-back is an ''approval'' - pilots are free to do it whenever they are ready. This means: It could take a while. This means: In busy conditions, you won't want that, as there is an aircraft which can push out any time and you cannot allow any other aircraft taxi behind. Several options are available to solve this problem:

Austrian 125, immediate push-back approved.

(the pilot has to say "unable" if he still programs the FMC)

Austrian 125, startup approved, call for push with running engines

(the pilot is ready for push and won't stand around on the taxiway trying to light his engines)

==== '''Combination of both phrases''' ====

During low traffic you can use these two phrases together 

Austrian 125, start(-up) and push(-back) approved

==== Taxi Instructions ====

Bear in mind: Taxi instructions are '''clearances''', that means: The pilot must and will do it regardless of other things - mainly aircraft around. Don't clear anyone for taxiing around without knowing that the way is free. Aircraft won't stop at junctions and look left or right (in most cases, they can't as they won't see enough).

The sequence is: The pilot pushes back and starts the aircrafts engines. As soon as he is ready for taxi he will call you:

AUA125:AUA125, ready for taxi.

Depending on traffic you can give him the taxi instruction to his departure runway:

GND:AUA125, taxi to holding point Rwy 16 via taxiways Exit 4, L and F, QNH 1019.
AUA125:Taxiing to holding point runway 29 via L and F, AUA125.

So how do you maintain traffic flow at a busy airport, but still maintaining safety? There is some options:

First is to clear the aircraft just as far as the way is free: "taxi to exit 32". "Taxi on E until intersection B4", and the like. But this is time-consuming, you loose overview, you forget aircraft on the way (they wait around for nothing), and it is slow too.

Second, and more elegant is the '''hold short''' argument:

GND:AUA125, hold short of taxiway L.
AUA125:Holding short of L, AUA125.

This means: The aircraft is cleared all the way to the holding point, but has to "hold short" (=to stop) in mid way '''for a condition which you specify'''. After that (that's the elegant part), he continues as cleared without further instructions.

* This could be only to "hold short" --> until you tell him "continue".
* It could be "give way to crossing B737 from your left to your right" --> the pilot will stop, wait for a passing 737 and continue.
* It could be "follow company B737 taxiing on L" --> the pilot will look out for a B737 of his own color and follow him.
* It could be anything else, provided that the pilot is able to do it, like 1 minute or whatever.

The "Hold short" argument puts some '''burden on the pilot''': He must judge if he can meet the condition. If you tell a B747 to follow a C172, he might likely say "unable", as he is simply unable to see the little fly under his nose. As a controller, it is no good idea to tell pilots something they can't do (i.e. look behind) - pilots might oversee it and - bang.

Bear in mind that it is '''controllers' job to decide on wingspan room'''. Aircraft will taxi, and if you don't look out, [http://www.youtube.com/watch?v=ayCWSm1f9qk this] happens. If in doubt (as on VATSIM, you only have a scope and no window), warn the pilot and ask if he is able to pass without hitting anything.

At VATSIM, you sometimes meet pilots who apparently don't have charts and/or loose orientation - especially when it is dark and the scenery is bad. If a pilot starts sight-seeing, you can tell him to '''stop ("hold position")''' and to '''"expect progressive taxi"''', and that means: you taxi him step by step, and he is instructed to stop at every step. This is a good means to guide a lost aircraft around.

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, rwy29 is for departure. GND will line up all aircraft on taxiway M facing East, and TWR will pick them from there. Hand them over to TWR as soon as they approach the queue.

GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!
AUA125:contacting Tower on frequency 118,10 bye!

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>OEATD: request air taxi to Runway 29.
GND: OEATD, contact TWR for further instructions.
OEATD: Servus Wien Tower, request air taxi to Runway 29 via Exit 13 and M.
TWR: OEATD, air taxi to Runway 29 via Exit 13 and M. wind 280 deg 5 knots
OEATD: air taxi to Runway 29 via M.
</pre>
----

=== Ground Traffic Management ===

Bear in mind, that '''it is GND's job that he can taxi freely'''. If an aircraft has clearance, it can roll without looking anywhere else than straight ahead. You must see if the way is clear. But on a busy evening, you will have 5-10 aircraft taxiing at the same time. How you do this that they don't bump into each other, is called '''Ground Traffic Management'''.

To organise the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above.

There are a few tools which you can use:

====Taxiway configurations====
Only one aircraft can taxi on a taxiway, so you have to order the traffic flow. On larger airports, you set the rules where outbound and where inbound aircraft roll. For LOWW, there is a nice document by [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf Patrick Hrusa] (thanks!). For LOWI, there is a nice [[LOWI_Primer]] by Claus and Hermann.

====Step-by-step clearance====
A very secure, but time-consuming way to control. Clear the aircraft only as far as it is definitely clear:

GND: AUA251, taxi to intersection M via E.
GND: AUA251, taxi to Exit 9 via M.
GND: AUA251, taxi to gate D21 via Exit 9.

You need a lot of time and patience for this, and with more traffic, you will end up in an overload soon.

====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:

GND: AUA251, taxi to gate D21 via E, M and Exit 9, hold short M for company A320 turning on M from your 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, things go differently as expected: Aircraft stop to sort out checklists, or they speed up. You might need to re-clear or stop the plane, like:

GND: AUA251, hold position, say again: hold position
GND: AUA251, continue.
GND: AUA251, hold short intersection W for a B190 crossing from your right to your left.
GND: AUA251, gate change, taxi to gate F1 via M, Exit 12 and taxilane 34, hold short Exit 12 and give way to B737 crossing from left to right.

====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:

GND: Leipzig Air 600, hold position, expect progressive taxi.
GND: Leipzig Air 600, turn next left hold next intersection.
GND: Leipzig Air 600, turn right, on third intersection left and hold.

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 B84.
|}

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 7B84, ready for taxi.
GND:LZB421, taxi taxiway M, hold short of taxiway L.
LZB421:taxiing via W holding short of L.

{| class="prettytable"
|-
| The aircraft are now both approaching the intersection L/W.
|}

GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue
taxi to holding point runway 29 via taxiways Exit 2, M and A1.
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point
runway 29 via Exit 2, M and A1.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed. In some cases it is also useful to let one aircraft follow the other:
<pre>GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.
</pre>
----

=== Intersection departure ===

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]]).

----

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

==== 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.

==== 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.
(A Cessna 172 taxiing in front of an A330:) Tower, confirm I should taxi before the Speedbird A330?
(Tower, smiling:) Confirmed, she's not hungry.

* '''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, B757, 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. Look here to [[Vienna]] to see where you can park which birds.

* '''Superheavy aircraft''' is in fact only one: The A380. There are no suitable docks for A380's in Austria - they park on large stands. Take care with those albatrosses when issuing taxi instructions: Many taxiways (like L in Vienna) are simply not made for this wingspan. [[http://www.youtube.com/watch?v=zVIOCVg1G4E This]] could happen.

=== More Information ===
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]]

ATC academy

2015-01-28T22:09:02Z

Martin Tiefenbacher:

= General =

The ATC academy manages the education of VACC-Austria's permanent and visiting controllers. The main purpose consists of the training of new controllers, quality control of our active controllers, arrange CPT's and over the shoulder sessions. The current ATC academy management, can be found on our [http://www.vacc-austria.org/page/STAFF homepage]. 

Becoming a Controller is different from becoming a pilot at VATSIM. As pilot, you log on and fly - you might want to [http://www.vatsim.net/prc/ study documents] or do a [http://www.vatsim.net/pilots/ptd/ pilot training], but you don't need to. Becoming a Controller is different:
*You learn, you pass tests, you earn degrees that allow you to staff certain stations step by step.
*You are part of a team which works with you, shares opinions, has disputes and fun together.

Therefore, there is a formal path for your education. With these steps (defined in [http://www.vatsim.net/index.php?eID=tx_nawsecuredl&u=0&file=fileadmin/docs/ec/GRP_version201109.pdf&t=1330684189&hash=97721eda367ae7c9741c3e14d0bc31e8 VATSIM regulations]), it is ensured that you are able to do the job you want to do, and have fun together with fellow controllers and pilots.
----

=== How to start your education ===

#[[How to become a VACC Austria Controller|How to become a VACC controller]] 
#[[How to become a visiting controller in the VACC Austria|How to become a visiting controller]] 

----

=== How to become an Student 1 controller ===

===== Required theoretical lessons =====

#[[Study Guide:Basic Lesson|Basic lesson]]
#[[Eurotest|Eurotest]]
#Theoretical lesson for the [[Study Guide:Delivery|clearance/delivery position]] 
#Theoretical lesson for [[Study Guide:Ground|ground control]]
 

*A lot of theory is done allready, now you have your first VATSIM controller rating and its time to gather some practical experience, well done. 

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_DEL
#Staffing LOWS_DEL
#Practical lesson LOWW_GND
#Staffing LOWW_DEL/LOWW_GND
#Training high traffic procedures for ground controller

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an Student 2 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for [[Study Guide:Tower|tower control]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_TWR
#Practical lesson uncontrolled airfields (info station) 
#Staffing LOWS_TWR
#Practical lesson LOWW_TWR
#Tower [[Controller practical test|CPT]]
#Staffing LOWW_TWR
#Theoretical & practical lessons LOWG_TWR/LOWK_TWR/LOWL_TWR and LOWI_TWR 
#Staffing a tower of your choice 
#Training high traffic procedures for tower controller 
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] Tower

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an Student 3 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for [[Study Guide: Approach|approach and departure control]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_APP
#Practical lesson flight information service 
#Staffing LOWS_APP
#Practical lesson LOWW_APP
#Approach [[Controller practical test|CPT]]
#Staffing LOWW_APP
#Theoretical & practical lessons LOWG_APP/LOWK_APP/LOWL_APP and LOWI_APP
#Staffing an approach position of your choice
#Training high traffic procedures for approach controller
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] approach

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an C1 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for the [[Study Guide:Radar|center position]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOVV_CTR
#Practical lesson flight information service 
#Center [[Controller practical test|CPT]] 
#Staffing an center position of your choice
#Training high traffic procedures for center controller
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] center

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

*Congratulations, your education is done. You are now free to staff ANY station within our airspace.

----

= Library of ATC academy =

== General ==

Diese Bibliothek stellte eine Sammlung aller Trainingsdokumente in einer Bibliothek dar, jedes Dokument behandelt ein oder mehrere Themen, die in deiner Ausbildung von großer Bedeutung sein werden. Diese Dokumente werden überwiegend zum Selbststudium bereitgestellt, bei Fragen wende dich gerne an den Mentor oder an das [mailto:training@vacc-austria.org Trainings Team]. Wir wünschen viel Spaß beim Lesen.

----

===== Documents for clearance/delivery controllers =====

#[[Study Guide:Delivery|Study guide clearance/delivery]]
#[[METAR|METAR guide]]
#[[Squawk Codes|Squawk codes]]

----

===== Documents for ground controllers =====

#[[Study Guide:Ground|Study guide for ground controllers]]
#[[METAR|METAR guide]]

----

===== Documents for tower controllers =====

#[[Study Guide:Tower|Study guide for tower controllers]]
#[[Reduced runway separation]]
#[[Special VFR|Special VFR procedures]]
#[[Night VFR|Night VFR procedures]]
#[[METAR|METAR guide]]
#[[Squawk Codes|Squawk codes ]]

----

===== Documents for approach/departure controllers =====

#[[Study Guide: Approach|Study guide for approach/departure controllers]]
#[[Controlled visual flight rules|Controlled VFR procedures]]
#[[Night VFR|Night VFR procedures]]
#[[Special VFR|Special VFR procedures]]
#[[Flight Rule Changes|Flight rule change procedures]]
#[[METAR|METAR guide]]
#QRS LOWS
#QRS LOWW
#QRS LOWK
#QRS LOWL
#QRS LOWG
#QRS LOWI
#Letters of agreement

----

===== Other documents =====

#[[Mentor/trainer|Role of a mentor]]
#[[Examiner/checker|Role of a examiner]]
#[[Controller_practical_test|Controller practical test (CPT)]]
#[[Over_the_shoulder|Over the shoulder (OTS)]]

----

ATC academy

2012-10-29T21:02:02Z

Martin Tiefenbacher: /* Required theoretical lessons */

= General =

The ATC academy manages the education of VACC-Austria's permanent and visiting controllers. The main purpose consists of the training of new controllers, quality control of our active controllers, arrange CPT's and over the shoulder sessions. The current ATC academy management, can be found on our [http://www.vacc-austria.org/page/STAFF homepage]. 

Becoming a Controller is different from becoming a pilot at VATSIM. As pilot, you log on and fly - you might want to [http://www.vatsim.net/prc/ study documents] or do a [http://www.vatsim.net/pilots/ptd/ pilot training], but you don't need to. Becoming a Controller is different:
*You learn, you pass tests, you earn degrees that allow you to staff certain stations step by step.
*You are part of a team which works with you, shares opinions, has disputes and fun together.

Therefore, there is a formal path for your education. With these steps (defined in [http://www.vatsim.net/index.php?eID=tx_nawsecuredl&u=0&file=fileadmin/docs/ec/GRP_version201109.pdf&t=1330684189&hash=97721eda367ae7c9741c3e14d0bc31e8 VATSIM regulations]), it is ensured that you are able to do the job you want to do, and have fun together with fellow controllers and pilots.
----

=== How to start your education ===

#[[How to become a VACC Austria Controller|How to become a VACC controller]] 
#[[How to become a visiting controller in the VACC Austria|How to become a visiting controller]] 

----

=== How to become an Student 1 controller ===

===== Required theoretical lessons =====

#[[Study Guide:Basic Lesson|Basic lesson]]
#[[Eurotest|Eurotest]]
#Theoretical lesson for the [[Study Guide:Delivery|clearance/delivery position]] 
#Theoretical lesson for [[Study Guide:Ground|ground control]]
 

*A lot of theory is done allready, now you have your first VATSIM controller rating and its time to geather some practise experience, well done. 

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_DEL
#Staffing LOWS_DEL
#Practical lesson LOWW_GND
#Staffing LOWW_DEL/LOWW_GND
#Training high traffic procedures for ground controller

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an Student 2 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for [[Study Guide:Tower|tower control]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_TWR
#Practical lesson uncontrolled airfields (info station) 
#Staffing LOWS_TWR
#Practical lesson LOWW_TWR
#Tower [[Controller practical test|CPT]]
#Staffing LOWW_TWR
#Theoretical & practical lessons LOWG_TWR/LOWK_TWR/LOWL_TWR and LOWI_TWR 
#Staffing a tower of your choice 
#Training high traffic procedures for tower controller 
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] Tower

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an Student 3 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for [[Study Guide: Approach|approach and departure control]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_APP
#Practical lesson flight information service 
#Staffing LOWS_APP
#Practical lesson LOWW_APP
#Approach [[Controller practical test|CPT]]
#Staffing LOWW_APP
#Theoretical & practical lessons LOWG_APP/LOWK_APP/LOWL_APP and LOWI_APP
#Staffing an approach position of your choice
#Training high traffic procedures for approach controller
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] approach

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an C1 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for the [[Study Guide:Radar|center position]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOVV_CTR
#Practical lesson flight information service 
#Center [[Controller practical test|CPT]] 
#Staffing an center position of your choice
#Training high traffic procedures for center controller
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] center

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

*Congratulations, your education is done. You are now free to staff ANY station within our airspace.

----

= Library of ATC academy =

== General ==

Diese Bibliothek stellte eine Sammlung aller Trainingsdokumente in einer Bibliothek dar, jedes Dokument behandelt ein oder mehrere Themen, die in deiner Ausbildung von großer Bedeutung sein werden. Diese Dokumente werden überwiegend zum Selbststudium bereitgestellt, bei Fragen wende dich gerne an den Mentor oder an das [mailto:training@vacc-austria.org Trainings Team]. Wir wünschen viel Spaß beim lesen.

----

===== Documents for clearance/delivery controllers =====

#[[Study Guide:Delivery|Study guide clearance/delivery]]
#[[METAR|METAR guide]]
#[[Squawk Codes|Squawk codes]]

----

===== Documents for ground controllers =====

#[[Study Guide:Ground|Study guide for ground controllers]]
#[[METAR|METAR guide]]

----

===== Documents for tower controllers =====

#[[Study Guide:Tower|Study guide for tower controllers]]
#[[Reduced runway separation]]
#[[Special VFR|Special VFR procedures]]
#[[Night VFR|Night VFR procedures]]
#[[METAR|METAR guide]]
#[[Squawk Codes|Squawk codes ]]

----

===== Documents for approach/departure controllers =====

#[[Study Guide: Approach|Study guide for approach/departure controllers]]
#[[Controlled visual flight rules|Controlled VFR procedures]]
#[[Night VFR|Night VFR procedures]]
#[[Special VFR|Special VFR procedures]]
#[[Flight Rule Changes|Flight rule change procedures]]
#[[METAR|METAR guide]]
#QRS LOWS
#QRS LOWW
#QRS LOWK
#QRS LOWL
#QRS LOWG
#QRS LOWI
#Letters of agreement

----

===== Other documents =====

#[[Mentor/trainer|Role of a mentor]]
#[[Examiner/checker|Role of a examiner]]
#[[Controller_practical_test|Controller practical test (CPT)]]
#[[Over_the_shoulder|Over the shoulder (OTS)]]

----

ATC academy

2012-10-29T21:00:43Z

Martin Tiefenbacher: /* Required theoretical lessons */

= General =

The ATC academy manages the education of VACC-Austria's permanent and visiting controllers. The main purpose consists of the training of new controllers, quality control of our active controllers, arrange CPT's and over the shoulder sessions. The current ATC academy management, can be found on our [http://www.vacc-austria.org/page/STAFF homepage]. 

Becoming a Controller is different from becoming a pilot at VATSIM. As pilot, you log on and fly - you might want to [http://www.vatsim.net/prc/ study documents] or do a [http://www.vatsim.net/pilots/ptd/ pilot training], but you don't need to. Becoming a Controller is different:
*You learn, you pass tests, you earn degrees that allow you to staff certain stations step by step.
*You are part of a team which works with you, shares opinions, has disputes and fun together.

Therefore, there is a formal path for your education. With these steps (defined in [http://www.vatsim.net/index.php?eID=tx_nawsecuredl&u=0&file=fileadmin/docs/ec/GRP_version201109.pdf&t=1330684189&hash=97721eda367ae7c9741c3e14d0bc31e8 VATSIM regulations]), it is ensured that you are able to do the job you want to do, and have fun together with fellow controllers and pilots.
----

=== How to start your education ===

#[[How to become a VACC Austria Controller|How to become a VACC controller]] 
#[[How to become a visiting controller in the VACC Austria|How to become a visiting controller]] 

----

=== How to become an Student 1 controller ===

===== Required theoretical lessons =====

#[[Study Guide:Basic Lesson|Basic lesson]]
#Theoretical lesson for the [[Study Guide:Delivery|clearance/delivery position]] 
#Theoretical lesson for [[Study Guide:Ground|ground control]]
#[[Eurotest|Eurotest]] 

*A lot of theory is done allready, now you have your first VATSIM controller rating and its time to geather some practise experience, well done. 

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_DEL
#Staffing LOWS_DEL
#Practical lesson LOWW_GND
#Staffing LOWW_DEL/LOWW_GND
#Training high traffic procedures for ground controller

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an Student 2 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for [[Study Guide:Tower|tower control]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_TWR
#Practical lesson uncontrolled airfields (info station) 
#Staffing LOWS_TWR
#Practical lesson LOWW_TWR
#Tower [[Controller practical test|CPT]]
#Staffing LOWW_TWR
#Theoretical & practical lessons LOWG_TWR/LOWK_TWR/LOWL_TWR and LOWI_TWR 
#Staffing a tower of your choice 
#Training high traffic procedures for tower controller 
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] Tower

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an Student 3 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for [[Study Guide: Approach|approach and departure control]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_APP
#Practical lesson flight information service 
#Staffing LOWS_APP
#Practical lesson LOWW_APP
#Approach [[Controller practical test|CPT]]
#Staffing LOWW_APP
#Theoretical & practical lessons LOWG_APP/LOWK_APP/LOWL_APP and LOWI_APP
#Staffing an approach position of your choice
#Training high traffic procedures for approach controller
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] approach

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an C1 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for the [[Study Guide:Radar|center position]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOVV_CTR
#Practical lesson flight information service 
#Center [[Controller practical test|CPT]] 
#Staffing an center position of your choice
#Training high traffic procedures for center controller
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] center

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

*Congratulations, your education is done. You are now free to staff ANY station within our airspace.

----

= Library of ATC academy =

== General ==

Diese Bibliothek stellte eine Sammlung aller Trainingsdokumente in einer Bibliothek dar, jedes Dokument behandelt ein oder mehrere Themen, die in deiner Ausbildung von großer Bedeutung sein werden. Diese Dokumente werden überwiegend zum Selbststudium bereitgestellt, bei Fragen wende dich gerne an den Mentor oder an das [mailto:training@vacc-austria.org Trainings Team]. Wir wünschen viel Spaß beim lesen.

----

===== Documents for clearance/delivery controllers =====

#[[Study Guide:Delivery|Study guide clearance/delivery]]
#[[METAR|METAR guide]]
#[[Squawk Codes|Squawk codes]]

----

===== Documents for ground controllers =====

#[[Study Guide:Ground|Study guide for ground controllers]]
#[[METAR|METAR guide]]

----

===== Documents for tower controllers =====

#[[Study Guide:Tower|Study guide for tower controllers]]
#[[Reduced runway separation]]
#[[Special VFR|Special VFR procedures]]
#[[Night VFR|Night VFR procedures]]
#[[METAR|METAR guide]]
#[[Squawk Codes|Squawk codes ]]

----

===== Documents for approach/departure controllers =====

#[[Study Guide: Approach|Study guide for approach/departure controllers]]
#[[Controlled visual flight rules|Controlled VFR procedures]]
#[[Night VFR|Night VFR procedures]]
#[[Special VFR|Special VFR procedures]]
#[[Flight Rule Changes|Flight rule change procedures]]
#[[METAR|METAR guide]]
#QRS LOWS
#QRS LOWW
#QRS LOWK
#QRS LOWL
#QRS LOWG
#QRS LOWI
#Letters of agreement

----

===== Other documents =====

#[[Mentor/trainer|Role of a mentor]]
#[[Examiner/checker|Role of a examiner]]
#[[Controller_practical_test|Controller practical test (CPT)]]
#[[Over_the_shoulder|Over the shoulder (OTS)]]

----

ATC academy

2012-10-29T20:59:35Z

Martin Tiefenbacher: /* Required theoretical lessons */

= General =

The ATC academy manages the education of VACC-Austria's permanent and visiting controllers. The main purpose consists of the training of new controllers, quality control of our active controllers, arrange CPT's and over the shoulder sessions. The current ATC academy management, can be found on our [http://www.vacc-austria.org/page/STAFF homepage]. 

Becoming a Controller is different from becoming a pilot at VATSIM. As pilot, you log on and fly - you might want to [http://www.vatsim.net/prc/ study documents] or do a [http://www.vatsim.net/pilots/ptd/ pilot training], but you don't need to. Becoming a Controller is different:
*You learn, you pass tests, you earn degrees that allow you to staff certain stations step by step.
*You are part of a team which works with you, shares opinions, has disputes and fun together.

Therefore, there is a formal path for your education. With these steps (defined in [http://www.vatsim.net/index.php?eID=tx_nawsecuredl&u=0&file=fileadmin/docs/ec/GRP_version201109.pdf&t=1330684189&hash=97721eda367ae7c9741c3e14d0bc31e8 VATSIM regulations]), it is ensured that you are able to do the job you want to do, and have fun together with fellow controllers and pilots.
----

=== How to start your education ===

#[[How to become a VACC Austria Controller|How to become a VACC controller]] 
#[[How to become a visiting controller in the VACC Austria|How to become a visiting controller]] 

----

=== How to become an Student 1 controller ===

===== Required theoretical lessons =====

#[[Study Guide:Basic Lesson|Basic lesson]]
#[[Eurotest S0 (Observer rating]]
#Theoretical lesson for the [[Study Guide:Delivery|clearance/delivery position]] 
#Theoretical lesson for [[Study Guide:Ground|ground control]]
#[[Eurotest|Eurotest]] 

*A lot of theory is done allready, now you have your first VATSIM controller rating and its time to geather some practise experience, well done. 

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_DEL
#Staffing LOWS_DEL
#Practical lesson LOWW_GND
#Staffing LOWW_DEL/LOWW_GND
#Training high traffic procedures for ground controller

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an Student 2 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for [[Study Guide:Tower|tower control]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_TWR
#Practical lesson uncontrolled airfields (info station) 
#Staffing LOWS_TWR
#Practical lesson LOWW_TWR
#Tower [[Controller practical test|CPT]]
#Staffing LOWW_TWR
#Theoretical & practical lessons LOWG_TWR/LOWK_TWR/LOWL_TWR and LOWI_TWR 
#Staffing a tower of your choice 
#Training high traffic procedures for tower controller 
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] Tower

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an Student 3 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for [[Study Guide: Approach|approach and departure control]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOWS_APP
#Practical lesson flight information service 
#Staffing LOWS_APP
#Practical lesson LOWW_APP
#Approach [[Controller practical test|CPT]]
#Staffing LOWW_APP
#Theoretical & practical lessons LOWG_APP/LOWK_APP/LOWL_APP and LOWI_APP
#Staffing an approach position of your choice
#Training high traffic procedures for approach controller
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] approach

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

=== How to become an C1 controller ===

===== Required theoretical lessons =====

#Theoretical lesson for the [[Study Guide:Radar|center position]]
#[[Eurotest|Eurotest]]

----

===== Required practice lessons and trainings =====

#Practical lesson LOVV_CTR
#Practical lesson flight information service 
#Center [[Controller practical test|CPT]] 
#Staffing an center position of your choice
#Training high traffic procedures for center controller
#[[Over the shoulder|OTS]] training
#[[Over the shoulder|OTS]] center

*Please note, additional training due to the traffic situation and your knowledge can be required.

----

*Congratulations, your education is done. You are now free to staff ANY station within our airspace.

----

= Library of ATC academy =

== General ==

Diese Bibliothek stellte eine Sammlung aller Trainingsdokumente in einer Bibliothek dar, jedes Dokument behandelt ein oder mehrere Themen, die in deiner Ausbildung von großer Bedeutung sein werden. Diese Dokumente werden überwiegend zum Selbststudium bereitgestellt, bei Fragen wende dich gerne an den Mentor oder an das [mailto:training@vacc-austria.org Trainings Team]. Wir wünschen viel Spaß beim lesen.

----

===== Documents for clearance/delivery controllers =====

#[[Study Guide:Delivery|Study guide clearance/delivery]]
#[[METAR|METAR guide]]
#[[Squawk Codes|Squawk codes]]

----

===== Documents for ground controllers =====

#[[Study Guide:Ground|Study guide for ground controllers]]
#[[METAR|METAR guide]]

----

===== Documents for tower controllers =====

#[[Study Guide:Tower|Study guide for tower controllers]]
#[[Reduced runway separation]]
#[[Special VFR|Special VFR procedures]]
#[[Night VFR|Night VFR procedures]]
#[[METAR|METAR guide]]
#[[Squawk Codes|Squawk codes ]]

----

===== Documents for approach/departure controllers =====

#[[Study Guide: Approach|Study guide for approach/departure controllers]]
#[[Controlled visual flight rules|Controlled VFR procedures]]
#[[Night VFR|Night VFR procedures]]
#[[Special VFR|Special VFR procedures]]
#[[Flight Rule Changes|Flight rule change procedures]]
#[[METAR|METAR guide]]
#QRS LOWS
#QRS LOWW
#QRS LOWK
#QRS LOWL
#QRS LOWG
#QRS LOWI
#Letters of agreement

----

===== Other documents =====

#[[Mentor/trainer|Role of a mentor]]
#[[Examiner/checker|Role of a examiner]]
#[[Controller_practical_test|Controller practical test (CPT)]]
#[[Over_the_shoulder|Over the shoulder (OTS)]]

----

Study Guide: Approach

2012-06-08T18:36:07Z

Martin Tiefenbacher: /* LOWW */

= General =

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

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

----

= General radar procedures =

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

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

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

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

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

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

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

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

----

=== Position informations ===

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

----

=== Vectoring of Aircrafts ===

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

----

=== Usage of directs ===

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

----

= Separation =

=== Vertical separation ===

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

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

----

=== Lateral separation ===

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

----

=== Wake turbulence separation ===

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

===== Takeoff =====

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

===== Landing =====

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

|}

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

----

=== Separation with individual speeds ===

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

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

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

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

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

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

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

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

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

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

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

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

 

==== Go around ====

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

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

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

==== Vectoring ====

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

==== Speed instructions: ====

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

==== Flight rules ====

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

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

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

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

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

 

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

 

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

 

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

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

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

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

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

 

= References =

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

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

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

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

128.200 Wien Approach 119.800 Wien Director 124.550 Wien Nord Approach 129.050 Wien South Approach

'''Limits'''

- vertikal: GND - FL245

'''preferred RWY configurations'''

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

 reference sheet you find [http://downloads.vacc-austria.org/Documents/QRS_LOWW_v1.3.pdf downloads.vacc-austria.org/Documents/QRS_LOWW_v1.3.pdf]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 11000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KTI

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

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

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

The reference sheet you find: [http://downloads.vacc-austria.org/Documents/QRS_LOWI_v1.2.pdf downloads.vacc-austria.org/Documents/QRS_LOWI_v1.2.pdf]

== LOWG ==

Frequencies: 119.3

Transition Altitude: 4000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals''' There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used.

*ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.

*VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track

*VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

== LOWK ==

Frequencies: 126.825

Transition Altitude: 7000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*ILS 28

*NDB-DME 28

*NDB-DME 10

*Circling 10: Anflug über ILS28, desc. 3000ft, circeling starts at KI

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

Frequencies: 123.720 Transition Altitude: 4000ft

Limits

- vertikal: GND - FL125

Arrivals

ILS 16 NDB 16  visual 34 hand/over

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

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

 

== LOWL ==

Frequencies: 129.620 Transition Altitude: 4000ft

Limits

- vertikal: GND - FL165

Arrivals

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

hand/over

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

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

 ==References== 

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

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

Study Guide: Approach

2012-06-08T18:35:41Z

Martin Tiefenbacher: /* LOWW */

= General =

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

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

----

= General radar procedures =

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

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

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

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

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

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

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

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

----

=== Position informations ===

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

----

=== Vectoring of Aircrafts ===

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

----

=== Usage of directs ===

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

----

= Separation =

=== Vertical separation ===

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

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

----

=== Lateral separation ===

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

----

=== Wake turbulence separation ===

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

===== Takeoff =====

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

===== Landing =====

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

|}

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

----

=== Separation with individual speeds ===

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

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

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

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

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

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

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

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

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

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

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

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

 

==== Go around ====

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

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

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

==== Vectoring ====

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

==== Speed instructions: ====

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

==== Flight rules ====

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

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

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

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

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

 

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

 

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

 

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

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

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

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

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

 

= References =

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

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

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

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

128.200 Wien Approach 119.800 Wien Director 124.550 Wien Nord Approach 129.050 Wien South Approach

'''Limits'''

- vertikal: GND - FL245

'''preferred RWY configurations'''

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

 reference sheet you find [http://downloads.vacc-austria.org/Documents/QRS_LOWW_v1.3.pdf downloads.vacc-austria.org/Documents/QRS_LOWW_v1.3.pdf]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 11000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KTI

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

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

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

The reference sheet you find: [http://downloads.vacc-austria.org/Documents/QRS_LOWI_v1.2.pdf downloads.vacc-austria.org/Documents/QRS_LOWI_v1.2.pdf]

== LOWG ==

Frequencies: 119.3

Transition Altitude: 4000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals''' There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used.

*ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.

*VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track

*VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

== LOWK ==

Frequencies: 126.825

Transition Altitude: 7000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*ILS 28

*NDB-DME 28

*NDB-DME 10

*Circling 10: Anflug über ILS28, desc. 3000ft, circeling starts at KI

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

Frequencies: 123.720 Transition Altitude: 4000ft

Limits

- vertikal: GND - FL125

Arrivals

ILS 16 NDB 16  visual 34 hand/over

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

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

 

== LOWL ==

Frequencies: 129.620 Transition Altitude: 4000ft

Limits

- vertikal: GND - FL165

Arrivals

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

hand/over

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

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

 ==References== 

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

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

Study Guide: Approach

2012-06-08T18:01:33Z

Martin Tiefenbacher: /* LOWW */

= General =

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

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

----

= General radar procedures =

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

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

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

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

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

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

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

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

----

=== Position informations ===

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

----

=== Vectoring of Aircrafts ===

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

----

=== Usage of directs ===

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

----

= Separation =

=== Vertical separation ===

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

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

----

=== Lateral separation ===

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

----

=== Wake turbulence separation ===

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

===== Takeoff =====

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

===== Landing =====

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

|}

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

----

=== Separation with individual speeds ===

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

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

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

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

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

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

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

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

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

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

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

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

 

==== Go around ====

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

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

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

==== Vectoring ====

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

==== Speed instructions: ====

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

==== Flight rules ====

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

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

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

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

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

 

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

 

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

 

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

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

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

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

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

 

= References =

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

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

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

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

128.200 Wien Approach 119.800 Wien Director 124.550 Wien Nord Approach 129.050 Wien South Approach

 reference sheet you find [http://downloads.vacc-austria.org/Documents/QRS_LOWW_v1.3.pdf downloads.vacc-austria.org/Documents/QRS_LOWW_v1.3.pdf]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 11000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KTI

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

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

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

The reference sheet you find: [http://downloads.vacc-austria.org/Documents/QRS_LOWI_v1.2.pdf downloads.vacc-austria.org/Documents/QRS_LOWI_v1.2.pdf]

== LOWG ==

Frequencies: 119.3

Transition Altitude: 4000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals''' There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used.

*ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.

*VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track

*VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

== LOWK ==

Frequencies: 126.825

Transition Altitude: 7000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*ILS 28

*NDB-DME 28

*NDB-DME 10

*Circling 10: Anflug über ILS28, desc. 3000ft, circeling starts at KI

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

Frequencies: 123.720 Transition Altitude: 4000ft

Limits

- vertikal: GND - FL125

Arrivals

ILS 16 NDB 16  visual 34 hand/over

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

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

 

== LOWL ==

Frequencies: 129.620 Transition Altitude: 4000ft

Limits

- vertikal: GND - FL165

Arrivals

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

hand/over

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

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

 ==References== 

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

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

Study Guide: Approach

2012-06-08T17:34:00Z

Martin Tiefenbacher: /* LOWW */

= General =

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

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

----

= General radar procedures =

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

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

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

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

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

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

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

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

----

=== Position informations ===

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

----

=== Vectoring of Aircrafts ===

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

----

=== Usage of directs ===

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

----

= Separation =

=== Vertical separation ===

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

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

----

=== Lateral separation ===

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

----

=== Wake turbulence separation ===

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

===== Takeoff =====

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

===== Landing =====

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

|}

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

----

=== Separation with individual speeds ===

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

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

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

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

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

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

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

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

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

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

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

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

 

==== Go around ====

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

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

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

==== Vectoring ====

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

==== Speed instructions: ====

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

==== Flight rules ====

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

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

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

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

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

 

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

 

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

 

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

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

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

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

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

 

= References =

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

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

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

 

 

= Local Procedures =

== LOWW ==

Frequencies:

128.200 Wien Approach 119.800 Wien Director 124.550 Wien Nord Approach 129.050 Wien South Approach

 reference sheet you find [http://downloads.vacc-austria.org/Documents/QRS_LOWW_v1.3.pdf downloads.vacc-austria.org/Documents/QRS_LOWW_v1.3.pdf]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 11000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KTI

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

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

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

The reference sheet you find: [http://downloads.vacc-austria.org/Documents/QRS_LOWI_v1.2.pdf downloads.vacc-austria.org/Documents/QRS_LOWI_v1.2.pdf]

== LOWG ==

Frequencies: 119.3

Transition Altitude: 4000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals''' There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used.

*ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.

*VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track

*VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

== LOWK ==

Frequencies: 126.825

Transition Altitude: 7000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*ILS 28

*NDB-DME 28

*NDB-DME 10

*Circling 10: Anflug über ILS28, desc. 3000ft, circeling starts at KI

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

Frequencies: 123.720 Transition Altitude: 4000ft

Limits

- vertikal: GND - FL125

Arrivals

ILS 16 NDB 16  visual 34 hand/over

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

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

 

== LOWL ==

Frequencies: 129.620 Transition Altitude: 4000ft

Limits

- vertikal: GND - FL165

Arrivals

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

hand/over

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

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

 ==References== 

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

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

Study Guide: Approach

2012-06-08T17:33:03Z

Martin Tiefenbacher: /* LOWW */

= General =

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

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

----

= General radar procedures =

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

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

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

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

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

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

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

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

----

=== Position informations ===

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

----

=== Vectoring of Aircrafts ===

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

----

=== Usage of directs ===

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

----

= Separation =

=== Vertical separation ===

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

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

----

=== Lateral separation ===

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

----

=== Wake turbulence separation ===

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

===== Takeoff =====

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

===== Landing =====

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

|}

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

----

=== Separation with individual speeds ===

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

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

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

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

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

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

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

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

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

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

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

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

 

==== Go around ====

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

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

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

==== Vectoring ====

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

==== Speed instructions: ====

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

==== Flight rules ====

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

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

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

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

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

 

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

 

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

 

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

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

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

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

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

 

= References =

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

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

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

 

 

= Local Procedures =

== LOWW ==
Frequencies:
128.200 Wien Approach
119.800 Wien Director
124.550 Wien Nord Approach
129.050 Wien South Approach

reference sheet you find [http://downloads.vacc-austria.org/Documents/QRS_LOWW_v1.3.pdf downloads.vacc-austria.org/Documents/QRS_LOWW_v1.3.pdf]

== LOWI ==

Frequencies: 119.27

Transition Altitude: 11000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KTI

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

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

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

The reference sheet you find: [http://downloads.vacc-austria.org/Documents/QRS_LOWI_v1.2.pdf downloads.vacc-austria.org/Documents/QRS_LOWI_v1.2.pdf]

== LOWG ==

Frequencies: 119.3

Transition Altitude: 4000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals''' There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used.

*ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.

*VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track

*VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.

'''hand/over'''

*LHCC_CTR via GOTAR FL150

*LJLA_CTR via RADLY FL160

*LOVV_CTR FL160

== LOWK ==

Frequencies: 126.825

Transition Altitude: 7000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*ILS 28

*NDB-DME 28

*NDB-DME 10

*Circling 10: Anflug über ILS28, desc. 3000ft, circeling starts at KI

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

Frequencies: 123.720 Transition Altitude: 4000ft

Limits

- vertikal: GND - FL125

Arrivals

ILS 16 NDB 16  visual 34 hand/over

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

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

 

== LOWL ==

Frequencies: 129.620 Transition Altitude: 4000ft

Limits

- vertikal: GND - FL165

Arrivals

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

hand/over

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

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

 ==References== 

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

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

Holding Management

2012-04-21T16:14:05Z

Martin Tiefenbacher:

'''Holding management''' is an essential part of providing professional ATC - not only but especially in high traffic situations. This tutorial shows what to keep in mind regarding holdings and includes basics of holdings and advanced holding management.

== Definition ==

A holding (or holding pattern or hold) is a maneuver designated to delay airplanes in flight by keeping them within a specified airspace. Standard holding patterns use right turns, non-standard ones use left turns. Holding patterns may be published on charts (enroute, STARs, approach) or may be given by ATC. Holdings may be anchored on a VOR, VOR/DME, NDB or compass locator, intersection or DME distances.

== Standard Holding Pattern ==

A standard holding pattern consists of:

*The holding fix
*A right 180° turn at standard rate (3 degrees/sec) away from the holding fix
*An outbound leg (standard length: 1 minute below 14000 ft, see below for speed/altitudes)
*A right 180° turn at standard rate towards the holding fix
*An inbound leg (standard length: 1 minute)

However, pilots have to correct wind shifts, and therefore there is hardly any "ideal" standard pattern.

[http://upload.wikimedia.org/wikipedia/commons/5/5e/HoldDirectEntry.svg A standard holding pattern]

== ATC Holding Clearances ==

A typical ATC holding clearance for a published holding could be: ''"AUA123, enter holding at NERDU as published, maintain FL90, (220 knots), 1 minute leg, expect further clearance at 1015Z."''

Of course, there are times when an ATC - for any reason - can't clear a published holding. Possible holding fixes can be any waypoints, VORs or NDBs, also DME distances or the current position. Anyway, as it is a non-published holding, ATC has to give more information so that pilots know how to fly the holding - for example: ''"AUA123, proceed direct and hold at NIGSI, FL110, 2 minutes leg, left orbit, expect further clearance at 1310Z."''

For longer holdings keep in mind that the pilot has to crosscheck the EFC-time ('''e'''xpect '''f'''urther '''c'''learance-time) with available fuel (reserves). Note: the EFC-time is always assigned in the USA (FAA procedures), however in most parts of Europe and also in South America ATC never gives EFC-time, especially for shorter holdings (10-20 minutes). However, advising an EFC-time - if possible - is always a service for the pilot and should be done.

ATC has to issue further instructions while the airplane is in the hold if:

*The delay exceeds one hour
*A revised EFC is necessary
*Weather is becoming less than the required for the intended approach
*Other operational information is necessary (eg: airport closed)

== Altitudes And Speed Restrictions ==

{| width="600" border="1" cellpadding="1" cellspacing="1"
|+ ICAO holding restrictions
|-
! scope="col" | Altitude segment for holding
! scope="col" | Speed (IAS/Mach) in the holding
! scope="col" | Time length of legs
|-
| surface to 14,000 ft
| max. 230 kts
| 1 minute
|-
| 14,001 to 20,000 ft
| max. 240 kts
| 1 1/2 minutes
|-
| 20,001 to 34,000 ft
| max. 265 kts
| 1 1/2 minutes
|-
| above 34,001 ft
| max. 0,83 Mach 
| 1 1/2 minutes
|}




Every published holding has got a minimum holding altitude (MHA) which is noted on the charts. For example, NERDU has an MHA of 5,000 ft (see STAR chart for LOWW here: [http://charts.vacc-austria.org/LOWW/LOWW_Arrival_STAR_08042012.pdf]).

Note that, for operational requirements (e.g. if an extended period of holding is foreseen, to avoid too many “rounds” for passenger comfort or to stay in clean configuration), the pilot may request and ATC grant (if possible), either longer legs (usually 2 minutes) or higher speeds in the holding pattern.

== Holding Stack And Separation ==

In periods of very high traffic it may be required that two or more aircraft hold above the same fix.
In this case ATC must consider:
*Approach sequence shall be kept unchanged. The aircraft that enters the holding at first, should leave it at first too.
*Aircraft must be separated 1000 feet vertically.
*Aircrafts may be advised to descend in the holding if necessary for succeeding approach.

An aircraft may be cleared to a level previously occupied by another aircraft only after the latter has reported vacating it, except when:
*severe turbulence is known to exist;
*the higher aircraft is effecting a cruise climb; or
*the difference in aircraft performance is such that less than the applicable separation minimum may result; in which case such clearance shall be withheld until the aircraft vacating the level has reported at or passing another level separated by the required minimum.

When the aircraft concerned are established in the same holding pattern, consideration shall be given to aircraft descending at markedly different rates and, if necessary, additional measures such as specifying a maximum descent rate for the higher aircraft and a minimum descent rate for the lower aircraft, should be applied to ensure that the required separation is maintained.

Radar separation shall not be applied between aircraft holding over the same holding point!

== References ==

United Virtual Airlines Trainings Departement: Pilot's Guide. Holdings (http://www.united-virtual.com/files/documents/UVA_Guides_HOLDING.pdf)

IVAO: Minimum Radar Vectoring Altitude (MRVA) (http://academy.ivao.aero/node/418)

Holding Management

2012-04-21T16:13:29Z

Martin Tiefenbacher: Created page with "Holding managementFrom VACC Austria DokuWiki - TEST Jump to: navigation, search Holding management is an essential part of providing professional ATC - not only but especially i..."

Holding managementFrom VACC Austria DokuWiki - TEST
Jump to: navigation, search
Holding management is an essential part of providing professional ATC - not only but especially in high traffic situations. This tutorial shows what to keep in mind regarding holdings and includes basics of holdings and advanced holding management.

Contents [hide]
1 Definition
2 Standard Holding Pattern
3 ATC Holding Clearances
4 Altitudes And Speed Restrictions
5 Holding Stack And Separation
6 References

Definition A holding (or holding pattern or hold) is a maneuver designated to delay airplanes in flight by keeping them within a specified airspace. Standard holding patterns use right turns, non-standard ones use left turns. Holding patterns may be published on charts (enroute, STARs, approach) or may be given by ATC. Holdings may be anchored on a VOR, VOR/DME, NDB or compass locator, intersection or DME distances.

Standard Holding Pattern A standard holding pattern consists of:

The holding fix
A right 180° turn at standard rate (3 degrees/sec) away from the holding fix
An outbound leg (standard length: 1 minute below 14000 ft, see below for speed/altitudes)
A right 180° turn at standard rate towards the holding fix
An inbound leg (standard length: 1 minute)
However, pilots have to correct wind shifts, and therefore there is hardly any "ideal" standard pattern.

A standard holding pattern

ATC Holding Clearances A typical ATC holding clearance for a published holding could be: "AUA123, enter holding at NERDU as published, maintain FL90, (220 knots), 1 minute leg, expect further clearance at 1015Z."

Of course, there are times when an ATC - for any reason - can't clear a published holding. Possible holding fixes can be any waypoints, VORs or NDBs, also DME distances or the current position. Anyway, as it is a non-published holding, ATC has to give more information so that pilots know how to fly the holding - for example: "AUA123, proceed direct and hold at NIGSI, FL110, 2 minutes leg, left orbit, expect further clearance at 1310Z."

For longer holdings keep in mind that the pilot has to crosscheck the EFC-time (expect further clearance-time) with available fuel (reserves). Note: the EFC-time is always assigned in the USA (FAA procedures), however in most parts of Europe and also in South America ATC never gives EFC-time, especially for shorter holdings (10-20 minutes). However, advising an EFC-time - if possible - is always a service for the pilot and should be done.

ATC has to issue further instructions while the airplane is in the hold if:

The delay exceeds one hour
A revised EFC is necessary
Weather is becoming less than the required for the intended approach
Other operational information is necessary (eg: airport closed)

Altitudes And Speed Restrictions ICAO holding restrictions Altitude segment for holding Speed (IAS/Mach) in the holding Time length of legs
surface to 14,000 ft max. 230 kts 1 minute
14,001 to 20,000 ft max. 240 kts 1 1/2 minutes
20,001 to 34,000 ft max. 265 kts 1 1/2 minutes
above 34,001 ft max. 0,83 Mach 1 1/2 minutes

Every published holding has got a minimum holding altitude (MHA) which is noted on the charts. For example, NERDU has an MHA of 5,000 ft (see STAR chart for LOWW here: [1]).

Note that, for operational requirements (e.g. if an extended period of holding is foreseen, to avoid too many “rounds” for passenger comfort or to stay in clean configuration), the pilot may request and ATC grant (if possible), either longer legs (usually 2 minutes) or higher speeds in the holding pattern.

Holding Stack And Separation In periods of very high traffic it may be required that two or more aircraft hold above the same fix. In this case ATC must consider:

Approach sequence shall be kept unchanged. The aircraft that enters the holding at first, should leave it at first too.
Aircraft must be separated 1000 feet vertically.
Aircrafts may be advised to descend in the holding if necessary for succeeding approach.
An aircraft may be cleared to a level previously occupied by another aircraft only after the latter has reported vacating it, except when:

severe turbulence is known to exist;
the higher aircraft is effecting a cruise climb; or
the difference in aircraft performance is such that less than the applicable separation minimum may result; in which case such clearance shall be withheld until the aircraft vacating the level has reported at or passing another level separated by the required minimum.
When the aircraft concerned are established in the same holding pattern, consideration shall be given to aircraft descending at markedly different rates and, if necessary, additional measures such as specifying a maximum descent rate for the higher aircraft and a minimum descent rate for the lower aircraft, should be applied to ensure that the required separation is maintained.

Radar separation shall not be applied between aircraft holding over the same holding point!

References United Virtual Airlines Trainings Departement: Pilot's Guide. Holdings (http://www.united-virtual.com/files/documents/UVA_Guides_HOLDING.pdf)

IVAO: Minimum Radar Vectoring Altitude (MRVA) (http://academy.ivao.aero/node/418)

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Study Guide:Special Procedures

2012-04-21T16:13:14Z

Martin Tiefenbacher:

*[[Flight Rule Changes]]
*[[Holding Management]]

Study Guide:Tower

2012-01-26T20:51:34Z

Martin Tiefenbacher: /* Departing Traffic */

'''This study guide is still work in progress. Stay tuned for further chapters.'''

== Introduction ==

This Study Guide is designed to give you all the information you need to become a Tower Controller within VACC Austria. We assume that you have already read the Delivery and Ground Study Guides and that you have some experience controlling on VATSIM.
Since you will handle aircraft in the air for the first time, we want to discuss some basic principles of flying before actually talking about procedures. Also we'll have to talk about some organisational issues. The fourth chapter of this article will then familiarize you with the procedures you need for controlling tower positions.

== Aircraft and basic Flying Principles ==

=== 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 into the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decerease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircrafts it typically lies between 8 and 21 degrees.

Think of an level flying aircraft that reduces it speed. In order to compensate the reducing lift the pilot has to raise the nose. However at some point the Angle of Attack will cross the critical angle of Attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so called stall speed. Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats.

On approach pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this the approach speed also depends on weight an aircraft configuration (Flap/Slat setting). For safety the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircrafts weight in relation to it's maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

=== Aircraft Categories ===

The most important ways of categorizing aircraft in aviation are by weight or by approach speed.

==== Weight Categories ====

Aircraft are categorized into three 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
|}

You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228] 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
|}

==Before you start controlling==

Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online.

=== Airspace Structure around Major Airports ===

===Choosing the active runways===

=== ATIS ===

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

A ATIS broadcast has to consist 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. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.

 

=== Transition Altitude/Transition Level ===

Knowing the altitude you are flying is one of the most important informations you need in order to safely operate an airplane. Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings you have to use the actual local pressure in your area. As a memory hook you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefor indicates a lower altitude.

On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes.

To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again.

In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:

QNH < 0977: TA + 3000 ft.
QNH 0978 - 1012: TA + 2000 ft.
QNH 1013 - 1050: TA + 1000 ft.
QNH 1051 >  : TA = TL

The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).

== Working as a Tower Controller ==

===Setting the right priorities===

=== Runway Separation ===

The runways are one of the most dangerous spots on an airport because aircraft are travelling at high speed with little room to maneuver and most of the time no ability to stop at a reasonable distance. Because of this the general rule is that '''only one aircaft may be cleared to use a runway at the same time.''' What this means practically and exceptions from this rule are explained in the following 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 him the takeoff clearance the following phrase should be used:

e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.
AUA2CM: Cleared for takeoff Runway 29, AUA2CM

The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:

TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!
AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.

The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceeding aircraft is still occupying the runway. Now you get to know the first exception to the Runway Seperation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 and wait behind.
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.
''Note: The two times behind in this instruction is not a typing error but was implemented''
to emphasize that part of the clearance.

This type of clearance is called a conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the preceeding aircraft has overflown the opposite runway end or has clearly turned onto either side of it. However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters.

Helicopters are sometimes able to start from there current position like a Helipad or a normal stand, if he want to depart from a Runway you can use the normal Phrases for VFR Traffic.

e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.
TWR: OEATD, Wien Tower, after departure leave control zone via Freudenau and Donauturm, 2500 feet or below, Wind 290° 6 Knots, present position cleared for take-off.
OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.

=== Departure Seperation ===

==== Based on Type of Aircraft and departure route ====

One of the main tasks of air traffic control is to keep aircraft at a safe distance to each other. So imagine the following situation:

{| class="prettytable"
|-
|
*Two aircraft are departing right after each other.
*The first aircraft is a relatively slow Cessna 208 (~around 70 knots in climb), the second one a fast Boeing 767 (140-180 knots on the initial climb).
*Both follow the same departure route.

|}

Obviously it would not take long until the B767 catches up with the Cessna, a potentially very dangerous situation! You can see, that it is very important to check the flightplan of the aircraft you are about to clear for takeoff. The minimum radar seperation in the area around an airport is 3 nm or 1000 feet. These are the limits radar stations have to obey. Tower Controllers should aim to achieve the following seperation for departing aircraft following departure routes which share a common part:
<div align="left">
{| class="prettytable"
|-
| Fast followed by slow
| 3 nm
|-
| Matching Types
| 5 nm
|-
| Slow followed by fast
| 10 nm
|}
</div>
In extreme examples like the one above it is often more advisable to coordinate with APP to find another solution. Often this involves clearing the aircraft to a non standard altitude or departure route:

TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff
DLH2441: Cleared for takeoff runway 29, DLH2441

The other main task of ATC is to expedite the flow of traffic. Situation:

{| class="prettytable"
|-
|
*You have numerous aircraft departing from the same runway, following different departure routes. Some of them involve immediate right turns other SIDs immediate left turns.
*There are two holdingpoints available.

|}

It would benificial to use the gaps that arise between the aircraft using similar Departure Routes, so in close coordination with ground you should try to distribute aircraft over the holding points in a way to be able to fill those gaps.

==== Based on Wake Turbulence Category ====

There are two ways aircraft influence the air around them when passing through it:

{| class="prettytable"
|-
|
*Jetwash produced by the engines
*Turbulence created at the wings and especially at the wingtips

|}

This turbulence can cause severe problems or even loss of control for following aircraft. The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:
<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>
For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category LIGHT or MEDIUM departs behind an aircraft in wake turbulence category HEAVY, or when a LIGHT category aircraft departs behind a MEDIUM category aircraft. You may issue a take-off clearance to an aircraft that has waived wake turbulence separation, except, if it's a light or medium aircraft departing as follows:

{| class="prettytable"
|-
|
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.

|}

To point out this hazard to a pilot the following phrase should be used:

TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,
caution wake turbulence.
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.

=== 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. 

{| 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:

TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.
MAH224:cleared to land runway 27, MAH224.

During periods of high traffic it is likely that you have more than one aircraft approaching the same runway at the same time. Approach has to ensure the minimum radar seperation of 3 nm and additionally increased seperation due to wake turbulence.

AUA26T:Linz Tower, AUA26T established ILS 27.
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.
AUA26T:continuing approach, AUA26T.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.
AUA26T:Runway 27, cleared to land, MAH224.

Often it is useful to give pilots additional information, such as traffic information or wind:

{| class="prettytable"
|-
| CSA276 is following NLY7751 (A320):
|}

CSA276: Wien Tower, CSA276 established ILS 34.
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue
approach runway 34, wind 010 degrees at 4 knots.
CSA276:We have the airbus in sight continuing approach, CSA276.

{| 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 at 7 knots.
AUA81:continuing approach, AUA81.
TWR:AUA81, There is an 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.

eg. the rescue helicopter from the example above needs to land on your airport:
OEATD: Wien Tower, request landing at the General Aviation Terminal.
TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.

To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved.

=== 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.

 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.

LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight
AUA123: Traffic in sight, AUA123
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123

To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight. You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake.

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:

Callsign, are you ready for immediate departure?

Again it is a good idea to give the pilot an idea of the traffic situation around him.

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 ruwnay 29.
|}

TWR:CAL275, are you ready for immediate departure?
CAL275:Affirmitive, ready for immediate departure, CAL275
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, 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 at 7 knots, runway 29, cleared to land.
AUA289:Runway 29, cleared to land, AUA289.
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?
AUA2LT:Traffic in sight, AUA2LT.
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.

{| class="prettytable"
|-
| AUA289 has vacated the runway.
|}

TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is
now on a 3,5 nm final.
AUA2LT:cleread 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 far enough 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 – Freudenau, 1500ft or below,
QNH 1020, Squawk 4604, 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. 

TWR:OE-AGA, enter downwind for runway 29, report on downwind
TWR:OE-AGA, enter base for runway 29, report on base

VFR Flights get their Clearance from Tower. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be: 

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 4607, right turn after departure as soon as possible.

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 controlzone.

TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.

Wien Tower/Turm can also be contacted in German.

==== Merging in VFR Traffic ====

To manage VFR Traffic efficiently you have to use traffic information and visual seperation.

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, fly extended right downwind, standby for base.
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, enter final RWY 29, caution wake turbulence
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX

When using an extended downwind you should always consider that the aircrafts speed might be considerably lower than the speed of other aircrafts involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead you should aim to keep the plane within the vicinity of the airfield:

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 means, that the pilot should make orbits until further advice.

==== Information Positions ====

=== Coordination with other ATC Stations ===

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

==== 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 is xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn
as soon as practicable

==== Opposite runway operations ====

This is one of the more difficult situtions for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Ressourcen ==

*[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]

 

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

ATC academy

2012-01-15T16:19:01Z

Martin Tiefenbacher: Created page with "---------------------------------------------------------------------- GRP 2.1 - Diskussionsgrundlage ---------------------------------------------------------------------- How ..."

----------------------------------------------------------------------
GRP 2.1 - Diskussionsgrundlage
----------------------------------------------------------------------

How to become a VATSIM controller in the VACC-Austria:
1.) Register your VATSIM account
If you are not already a VATSIM member, go to http://www.vatsim.net and create your account. Make sure your account is assigned to VATEUR (Europe) divison and VATEUD (Europe without UK and Russia) subdivision.

2.) Register at VACC-Austria
If your are not already registered in the VACC-Austria, go to http://www.vacc-austria.org and create your account.
Keep in mind, that the credentials for the VACC-Austria infrastructure differs from your VATSIM account!

3.) Check your VATSIM region assignment
Go to https://cert.vatsim.net/vatsimnet/status.php?id=<YOUR VATSIM ID> (e.g. https://cert.vatsim.net/vatsimnet/status.php?id=1051824) and check if the region shows "Austria".
In case the region is not selected or not correct, send a mail to vateud4@vateud.net and ask to correct the region assignment.

4.) At that point we strongly recommend that you connect to the network and fly around for several hours to get a feeling for the pilot side and spend some hours at observing active controllers in Austria to get a feeling for that task as well. Remember, the best controllers are also pilots, however, having (virtual) pilot experience is not a requirement but a recommendation from our side.

5.) Apply for controller status
Log into the VACC-Austria homepage (http://www.vacc-austria.org) and select from the menu "member" and select "???" (deutschsprachige Mitglieder finden die Bewerbung unter "Mitglied" -> "???").
In the information form fill out your application. Please do not forget to tell us something abount your person, skills, previous knowledge regarding flight simulation, phraseology, ...

6.) Mentor assignment
After you have sent your application, you have to wait until a msin mentor is assigned. The mentor will guide you thru the training to become a well trained VATSIM controller. The mentor will contact you and will coordinate the next steps.

7.) Basic lesson
Your training will start with a basic lesson. Your mentor has told you what information you should have read to be prepared for this lesson. Now there is time to ask questions, discuss topics and get further information about VATSIM, the VACC-Austria, how to log into the network, handle our radar client (EuroScope) and other interesting things. Very often, the basic lesson is held in small groups by a different trainer than your main mentor.
Further information about the content can be found in the lesson overview (LINK zur Übersicht der Lehrinhalte).

8.) Theory Delivery/Ground
After you got some general information about the network, it is time to go into detail. Your mentor will teach you the basics of controlling on the network. This will include learning about the airport layout, issuing IFR clearances, taxi instructions and how to work with EuroScope.
Further information about the content can be found in the lesson overview (LINK zur Übersicht der Lehrinhalte).

9.) Eurotest Basic
To start your controller carrier, you have to pass your first theory test, called "Eurotest". Your mentor will show you how to start the test ans in case you have difficulties on answering some questing he will assist you so you should be able to pass the test on the first try.

10.) Rating S1
A lot of theory is done already, so time to get your S1 rating. The mentor will request the upgrade, you will only have to wait a couple of days until the request is replicated.

11.) Practical lesson LOWS_DEL
Now it is time for the first highlight! You will log into the network and staff the delivery position at Salzburg (LOWS) with your mentor. The first pilots are waiting to get the clearance to find their way off the aiport.

11.) Additional training
Depending on the traffic situation in the delivery lesson and on your knowledge, some more training with your mentor will take place.

12.) Staffing LOWS_DEL
You will now be able to staff the delivery position in Salzburg without your mentor watching you. Train your skills to get to the next level.

13.) Practical lesson LOWW_GND
Issuing an IFR clearance is no longer a high sophisticated topic for you, so time to extend your skills. You will log into the network as a ground controller at Vienna (LOWW). On a much more interessting airport layout you will learn how to guide the pilots departing from Vienna to the active runway and how to guide incomming aircrafts to a stand or gate. At some gates an aircraft is not able to start taxi from their position (due to buildings in front of the aircraft), you will learn how an aircraft can be move backwards (called push back/push in).

14.) Additional training
Like after the delivery lesson depending on your skills some additional tranings may be held with your mentor to improve your skills as a ground controller.

15.) Staffing LOWW_DEL/LOWW_GND
You have already spent some hours on your training. You will be able to staff the dlivery positions at Salzburg and Vienna as well as the ground position in Vienna without your mentor. Take some time to enjoy controlling at the largest airport in Austria.

16.) High traffic procedures Ground
When staffing the ground position you may have had times with a large amount of traffic. To improve traffic flow, your mentor will show you how to deal with such large amount of traffic at Vienna airport.

17.) Theory Tower
You're now familar with two airport as a delivery and ground controller. It's now time to get the next part of theory, a very important one! As a tower contoller you are responsible for departing and arriving aircrafts. Your mentor will teach you some more phraseology, how the determine the active runway(s), set up an ATIS (automatic terminal information system), issue takeoff and landing clearances as well as handling VFR traffic.
Further information about the content can be found in the lesson overview (LINK zur Übersicht der Lehrinhalte).

18.) Practical lesson info station
As you now have to deal with VFR traffic, the tower lessons starts at an info station. You will learn how to navigate VFR traffic safely in the vicinity of an uncontrolled airport.

19.) Practical lesson LOWS_TWR
VFR traffic is no longer a problem for you, so you come back to Salzburg, and learn how to operate as a tower controller on a controlled airport using the theory skills you have aready learned.

20.) Additional training
The mentor decides, wheather there sould be additional training with him unless you will continue with the next step.

21.) Practical lesson LOWW_TWR
Taking your theory knowledge as well as the skills while staffing Salzburg tower, you will get your introduction for Vienna.

22.) Additional training (as required)
You know, depending on traffic and your skills some more additional tranings may take place at Vienna as a tower controller.

23.) Eurotest Tower
Beacause as a tower controller you have much more responsibilities than as a ground controller, you have to pass another Eurotest.

24.) Tower CPT
To pass your first CPT (controller practical test), you have to proofe than you are familar with the airport in Vienna, and that you can handle normal operations safly. Your mentor and a checker are wattching you and judge upon your skills.

25.) Rating S2
Congratulations, you have earned your first rating that needs to pass a CPT! Your mentor will request the rating upgrade and some days later you will be able to log into the network using your earned rating.

26.) Staffing LOWS_TWR/LOWW_TWR
You are now able to handle the traffic at the most busiest airport in Austria at your own. Now you should train on your own, improve your skills. In case you have any questions just contact your mentor to coordinate an extra training.

27.) Theoretical & Practical lessons LOWG_TWR/LOWK_TWR/LOWL_TWR and LOWI_TWR
At this point, you should feel comfortable with Salzburg and Vienna aiport. So contact your mentor to get introductions on the other airports in Austria. You will see, every airport is a challange on its own.

29.) Staffing a tower of your choice
The tower education is complete. You are able to control any airport in Austria, another big step is done!

30.) High traffic procedures Tower
When staffing the tower position you may have had times with a large amount of traffic. To improve your skills in this high traffic situations your mentor will show you how to deal with such large amount of traffic.

28.) OTS training
You feel familar with the tower position and decide that you want to prove your skills during a so called "Over the Shoulder" test for quality insurance. Talk to your mentor for the last training to be well prepared for your OTS.

30.) Tower OTS
Last step as a tower controller, it's time to proofe your skills during a high traffic situation. The checkers will watch the traffic flow, your phraseology and will prepare special situations you have to deal with. When the tower OTS is passed, you have proofen, that you are a very good tower controller and the training can go ahead in 3D.

31.) Theory Approach
After passing your first OTS, you will learn how to handle arriving and departing traffic. The mean topic is how to ensure separation between the aircrafts. As there are several approaches to handle the aircrafts safly in 3D, the approach station is one of the most interessting station for controlling.

32.) Practical lesson LOWS_APP
Starting your practical lesson at Salzburg is a good idea, because the airspace is not complicated and the amount of traffic is not that high. So you will practice you theoretical knowledge learned in the theory approach lesson.

33.) Additional training
You know, depending on traffic and your skills some additional tranings may take place at Salzburg as an approach controller.

34.) Practical lesson LOWW_APP
The introduction into an approach airspace is completed at Salzburg. Now it's time to get an intrudoction into the largest approach airspace, in Vienna. Your mentor will show you how to guide the aircrafts in the new sector.

35.) Additional training
Normally, a single training at Vienna is not enough, so you will spend some time with your mentor until you get the clearance to staff this position by yourself.

36.) Eurotest Approach
In the Eurotest you have to proofe, that you are familar with the approach theory.

37.) Approach CPT
As like at the tower CPT you have to pass the approach CPT to show your mentor and your checker, that you have laerned enough to staff the approach position at your own.

38.) Rating S3
You passed the Eurotest, the CPT and earned the new rating, congratulations! Your mentor will request the rating upgrade and some days later you will be able to log into the network using your earned rating.

39.) Staffing LOWS_APP/LOWW_APP
Another big step is done, you will be able to staff the approach sector at Vienna or Salzburg on your own!

40.) Practical lesson as/with LOWW_F_APP (can be done on a simulated session)
To practise your skills (especially feeding the aircrafts on the localizer) you will train a high traffic situation on and with the director station present.

41.) Theoretical & practical lesson LOWG_APP/LOWK_APP/LOWL_APP and LOWI_APP
After some training on the approach sector, you will learn about the airspaces for the other main airports in Austria.

42.) Additional training
Especially at Innsbruck, you will probably need some more training session to get familar with the speacial procedures there.

43.) Staffing an approach station of your choice
Basis education of all Austrian airports is complete. So you are free to choose an approach sector of your choice and staff the position by your own.

44.) High traffic procedures Approach
Some of our events bring us a large amount of traffic in a short amount of time. So will will practice staffing an approach station while the sector is split up into several parts. After that exercise you are completly trained on an approach station.

45.) OTS training
You feel familar with the aproach position and decide that you want to proove your skills during an other OTS test. Talk to your mentor for the last training to be well prepared for your OTS.

46.) Approach OTS
Last step as an approach controller, it's time to proove your skills during a high traffic situation. The checkers will watch the traffic flow, your phraseology and will prepare special situations you have to deal with. When the approach OTS is passed, you have prooven, that you are a very good appraoch controller and the training can go ahead for the center stations.

47.) Theory Center
After passing your approach OTS, you will learn how to handle a mix of departing/arriving and overflying traffic. The mean topic is again how to ensure separation between the aircrafts. As part of the top-down service at VATSIM, you will access your knowledge of all the approach and tower stations.

48.) Practical lesson LOVV_CTR
The theoretical introduction into the center airspace is completed. Now it's time to try to handle the traffic on the network.

49.) Additional training
You know, depending on traffic and your skills some more additional tranings may take place as a center controller.

50.) Eurotest Center
In the Eurotest you have to proove, that you are familar with the center theory.

51.) Center CPT
Thats the last regular controller practical test. You will show your mentor and a checker, that you are able to handle the traffic at the center station on your own.

52.) Rating C1
You passed the Eurotest, the CPT, and earned the new rating, congratulations! Your mentor will request the rating upgrade and some days later you will be able to log into the network using your earned C1-rating.

53.) Staffing LOVV_CTR
Your education is almost complete. You are free to staff the center position without your mentor.

54.) Practical lesson LOVV_I_CTR
As VFR traffic also is going fly in your airspace, you'll have an extra look on how to deal with that kind of traffic on the center station.

55.) High traffic procedures Center
Like in you approach lesson you will learn in this session how to deal with sector splits and handle the aircpraft in high traffic situations.

Education is done. You are free to staff ANY station within the Austrian airspace. The only thing to do is practice, practice and yes, practice ;-)

Main Page

2012-01-15T16:16:46Z

Martin Tiefenbacher: /* Some further interesting documents: */

{| width="100%" cellspacing="8"
|-
| colspan="2" |
== Welcome to VACC Austria's DokuWiki ==

Hello and welcome to the documentation system of VACC Austria. We use this system to provide you the documentation you need to control or sometimes to fly in virtual Austrian airspace. If you have any question about Austrian airspace or our procedures then you should be good to find this information here.
But of course, such a project cannot be maintained by some few members - this project needs the help of everyone. So if you have some information that would fit into this Wiki then do not hesitate to add a new page or edit an existing. You have to be logged in for that, how to login is described later. If you need help on how to edit an article you can find all necessary information [[Help|Help]].

== Overview ==

|-
| width="50%" style="vertical-align:top;" |
=== About our Wiki ===

Currently there are {{NUMBEROFARTICLES}} Articles in this Wiki, which are maintained by {{NUMBEROFUSERS}} registered users. Until now they changed them {{NUMBEROFEDITS}} times. For a small overview about our Wiki we ask you to use following links:

*[[Special:AllPages|Index of all pages]]
*[[Special:NewPages|New pages]]
*[[Special:Categories|Categories]]

A complete list of automatically generated lists can be found [[Special:SpecialPages|here]].

| width="50%" style="vertical-align:top;" |

=== How to enter this wiki ===

Everybody is allowed to read this wiki, but changes are only allowed for registered users of VACC Austria. Your personal login information can be requested on our [http://www.vacc-austria.org homepage], it is as the same as the login for our website. Registering for our Wiki only is not possible. If you are logged in some pages are locked for editing too because they are system pages and can only be edited by our admins.
|}

{| width="100%" cellspacing="8"
|-
| colspan="2" |
== Important information and documents ==

|-
| width="50%" style="vertical-align:top;" |
=== '''Main airports in Austria:''' ===

*[[Vienna]] ([[LOWW]])
*[[Innsbruck]] ([[LOWI]])
*[[Salzburg]] ([[LOWS]])
*[[Linz]] ([[LOWL]])
*[[Klagenfurt]] ([[LOWK]])
*[[Graz]] ([[LOWG]])

| width="50%" style="vertical-align:top;" |

=== '''Letters of Agreement:''' ===

*[[LKAA]]
*[[LHCC]]
*[[EDDM]]

=== '''Some further interesting documents:''' ===

*[[Example Flight]]
*[[Study Guide]]
*[[Squawk Codes]]
*[[ATC academy]]

|}

{{Hide_in_print|__notoc__}}

Controlled visual flight rules

2012-01-13T20:09:09Z

Martin Tiefenbacher: /* Example in german: */

= General =

In the vicinity of large Austrian airports e.g. Wien, and above flight level 125 you may find airspaces D and C. Entering these airspaces under VFR will require an entry clearance, pilot must follow ATC instructions as long as VMC prevails. In order to follow these examples, open the [http://www.vacc-austria.org/charts/LOWW VFR Chart of Wien]. All VFR flights may be performed in german, as well.

----

=== Example: crossing airspace D ===

===== Example in german: =====
<pre>Pilot: Wien Radar, Servus, OE-AUT.
LOWW_APP: OE-AUT, Wien Radar, Servus.
Pilot: OE-AUT, Diamond DA20, VFR von Wien nach Krems, eine Meile nordwestlich Donauturm, 1500 Fuß, erbitte Durchflug durch Luftraum D auf 3000 Fuß via Donauturm, Klosterneuburg, Kreuzenstein und Stockerau nach Krems.
LOWW_APP: OE-AUT, Transponder 4601
Pilot:  Transponder 4601, OE-AUT.
LOWW_APP: OE-AUT, identifiziert, eine Meile nordwestlich Donauturm, angezeigte Höhe 1500 Fuß, Durchflug Luftraum D via Donauturm, Klosterneuburg, Kreuzenstein und Stockerau nach Krems in 3000 Fuß genehmigt.
Pilot:  Durchflug Luftraum D genehmigt, via Donauturm, Klosterneuburg, Kreuzenstein und Stockerau nach Krems in 3000 Fuß, OE-AUT.

Der Pilot steigt nun auf 3000 Fuß

LOWW_APP: OE-AUT, Sie fliegen nun in Luftraum D ein.
Pilot: Verstanden, OE-AUT.

...

LOWW_APP: OE-AUT, Sie haben Krems passiert und den Luftraum D verlassen, Transponder VFR, Frequenzwechsel genehmigt, schönen Weiterflug.
Pilot: Haben Luftraum D verlassen, setzen Transponder VFR und der Frequenzwechsel ist genehmigt, vielen Dank, OE-AUT.
</pre>

===== Example in english: =====
<pre>Pilot: Wien Radar, hello, G-WIRO.
LOWW_APP: G-WIRO, Wien Radar, good day.
Pilot: G-WIRO, Diamond DA20, VFR from Wien to Krems, one nautical mile northwest of Donauturm, altitude 1500 feet, reqeust to cross airspace D at 3000 feet via Donauturm, Klosterneuburg, Kreuzenstein and Stockerau to Krems.
LOWW_APP: OE-AUT, Squawk 4601
Pilot: Squawk 4601, G-WIRO.
LOWW_APP: G-WIRO, identified, one mile northwest of Donauturm, altitude 1500 feet. Cross Airspace D via Donauturm, Klosterneuburg, Kreuzenstein and Stockerau to Krems at 3000 feet.
Pilot: Crossing of Airspace D approved, via Donauturm, Klosterneuburg, Kreuzenstein and Stockerau to Krems at 3000 feet, G-WIRO.

The Pilot is now climbing to 3000 feet.

LOWW_APP: G-WIRO, now entering Airspace D.
Pilot: G-WIRO, roger.

...

LOWW_APP: G-WIRO, you have passed now Krems and left the Airspace D, Squawk VFR, frequencychange approved, have a good day.
Pilot: Roger, have passed Krems and left the airspace D, Squawk VFR and frequencychange approved, thank you for the ATC.</pre>
*The pilot flies under VFR, altitudes and block altitudes may be assigned by ATC.

----

=== Example: crossing airspace C ===

===== Example in german: =====
<pre>Pilot: Wien Radar, Servus, OE-AUT.
LOWW_APP: OE-AUT, Wien Radar, Servus.
Pilot: OE-AUT, Diamond DA20, VFR von Wien nach Krems, eine Meile nordwestlich Donauturm, 1500 Fuß, erbitte Durchflug durch Luftraum C auf Flugfläche 70 von Donauturm nach Krems.
LOWW_APP: OE-AUT, Transponder 4601
Pilot: Transponder 4601, OE-AUT.
LOWW_APP: OE-AUT, identifiziert, eine Meile nordwestlich Donauturm, angezeigte Höhe 1500 Fuß, Durchflug Luftraum C von Donauturm nach Krems in Flugfläche 70 genehmigt.
Pilot: Durchflug Luftraum C genehmigt, von Donauturm nach Krems auf Flugfläche 70, OE-AUT.

Der Pilot steigt nun auf Flugfläche 70.

LOWW_APP: OE-AUT, Sie passieren nun 4500 Fuß und fliegen in Luftraum C ein.
Pilot: Verstanden, OE-AUT.

...

LOWW_APP: OE-AUT, Verlassen Sie Luftraum C auf Steuerkurs 285°.
Pilot: Verlasse Luftraum C auf Seuerkurs 285°, OE-AUT.

...

LOWW_APP: OE-AUT, Sie haben Luftraum C verlassen, Transponder VFR, Frquenzwechsel genehmigt, vielen Dank für den Besuch.
Pilot: Haben Luftraum C verlassen, vielen Dank für den tollen Service, setzen Transponder VFR und Frequenzwechsel ist genehmigt, Servus.
</pre>

===== Example in english: =====
<pre>Pilot: Wien Radar, hello, G-WIRO.
LOWW_APP: G-WIRO, Wien Radar, good day.
Pilot: G-WIRO, Diamond DA20, VFR from Wien to Krems, one nautical mile northwest of Donauturm, altitude 1500 feet, reqeust to cross airspace C at flight level 70 from Donauturm to Krems.
LOWW_APP: OE-AUT, Squawk 4601
Pilot: Squawk 4601, G-WIRO.
LOWW_APP: G-WIRO, identified, one mile northwest of Donauturm, altitude 1500 feet. Cross Airspace C from Donauturm to Krems at flight level 70.
Pilot: Crossing of Airspace C approved, from Donauturm to Krems at flight level 70, G-WIRO.

The pilot is now climbing to flight level 70.

LOWW_APP: G-WIRO, you passed altitude 4500 feet and has entered airspcae C.
Pilot: G-WIRO, roger.

...

LOWW_APP: G-WIRO, leave airspace C heading 285°.
Pilot: Leaving airspace C heading 285°, G-WIRO.

...

LOWW_APP: G-WIRO, you are about to leave airspace C, Squawk VFR, frequencychange approved, have a good day.
Pilot: Roger, we leaving airspace C now, Squawk VFR and frequencychange approved, thank you for the ATC.</pre>
*The pilot flies under VFR, altitudes, block altitudes and radar vectors may be assigned by ATC.

How to become a VACC Austria Controller

2012-01-13T02:39:48Z

Martin Tiefenbacher: /* Apply for controller status */

=== Requirements to become a VACC Austria controller ===

*The applicant is required to obey the [http://downloads.vacc-austria.org/Documents/rules_and_regulations.pdf Rules of VACC Austria]. 

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=== 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) divison] and[http://www.vateud.org VATEUD (Europe without UK and Russia) subdivision].

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=== Check your VATSIM region assignment ===

Go to the [https://cert.vatsim.net/vatsimnet/statcheck.html VATSIM Certificate Website], type in your VATSIM ID, press "Lookup" and check if the region shows "Austria". In case the region is not selected or not correct, send a mail to the [mailto:vateud4@vateud.net VATEUD Membership Director ]and ask to correct the region assignment.

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=== 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!

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=== 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.

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=== Apply for controller status ===

Log into the [http://vacc-austria.org/ VACC-Austria homepage] and select from the menu "member" and select "???" (deutschsprachige Mitglieder finden die Bewerbung unter "Mitglied" -> "???"). In the information form fill out the application. Please give us some details about yourself, your skills, previous experience with flight simulation, phraseology etc.

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

Training supporter

2012-01-13T02:37:41Z

Martin Tiefenbacher:

Our trainingsdepartement is supported by following functions:

*[[Mentor/trainer]]

*[[Examiner/checker]]

If you want to help us do not hesitate to contact our trainings departement!

Further help for your training:

*[[How to become a VACC Austria Controller]]

LOWW - High Traffic Procedures

2012-01-03T18:01:11Z

Martin Tiefenbacher: /* FL285 for upper radar*/

==General==
This document sets up general guidelines for working with large amounts of traffic at virtual
LOWW Airport. They can always be modified by the controllers involved if deemed necessary.
LOWW_APP can be divided into up to five Sectors:
{|class="prettytable"
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP
|-
|128.200 || 124.550 || 129.050 || 119.800 || 132.470
|-
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1st Director||2nd Director
|}
The decision which sectors are used shall be based on traffic Situation.

==Handoffs==
In preparation to high traffic events every controller should have a close look onto the handoff
procedures which are described in the [[Study Guide:Radar]] (page 13).
{|class="prettytable"
|Never hand off an aircraft that is in or can become into a conflicting situation while it is still in your own airspace.

You are responsible for everything that happens in your sector.
|}

==Sector Procedures==
===LOVV_CTR===
LOWW Arrivals are handed off to LOWW_N/S_APP from LOVV_ CTR according to these guidelines:
{|class="prettytable"
|Arr. Rwys in use / Fix || TEMTA || BARUG || NIGSI
|-
|<center>11 / 16</center> || <center>FL130</center> || < FL150 || < FL150
|-
|<center>29 / 34</center> || < FL170 || < FL150 || < FL130
|}
* They should be placed at least ten miles in trail.
* Handoffs should be completed by the time the aircraft reaches the sector border (This includes Transfer of Communication!)
* Speed assignments are entered into the scratch pad or the Euroscope tag.
* Non-standard routes and directs are subject to prior coordination.
* Controller has to be aware that directs to SID end points are possible without coordination if they do not interfere with STARs.

===LOWW_N/S_APP (Upper)===
The border between these two sectors is depicted in the Sectorfile.
====Departures====
Directs to SID endpoints are allowed without prior coordination, ''if the aircraft is always separated to all STARs outside LOWW_N/S_APP airspace.'' Departures to the south and to the west are handed off according to their Requested Cruise Level (RCL) if they can reach the associated sector within a reasonable distance (In some cases they might pass through LOVV_CTR or an APP airspace).
{| class="prettytable"
| <center>-> LOVV_CTR 134.350</center>
| <center>-> LOVV_U_CTR 131.350</center>
| <center>-> LOVV_L_CTR or APP</center>

|-
| <center><nowiki>FL125 < RCL < FL285 (from 2011-10-01 FL285) </nowiki></center>
| <center>RCL > FL285 (from 2011-10-01 FL285)</center>
| <center><nowiki>RCL < 125</nowiki></center>

|}
For Handoffs to Budapest, Bratislava or Praha Control check the respective LoA.

====Arrivals====
Aircraft are already cleared for a STAR inbound to one of these clearance limits:
{| class="prettytable"
| <center>NERDU</center>
| <center>MABOD</center>
| <center>PESAT</center>
| <center>BALAD</center>

|}
Each of these points has got an associated holding pattern.

Upon initial contact with an aircraft ''N/S_APP points out the expected Approach for each aircraft.'' From their clearance limit Aircraft are vectored or cleared onto a transition. This should be pointed out to the next controller by'' putting a remark into the aircrafts scratchpad.''
A possible convention is:
* If cleared onto a transition the transition identifier (1m, 1n, ....) is inserted.
* On vectors the abbreviations vc11, vc16, ... are used.
''This also indicates that the expected runway has been communicated to the pilot.''

N/S_APP should ''descend aircraft to FL110 and start to build up a sequence.'' At some configurations (e.g. rwy 11 in use, aircraft via TEMTA – NERDU) aircraft are not very long under N/S_APP control ''so appropriate altitudes are especially important. ''Aircraft should be handed off to LOWW_APP in a way that further descend and speed do not pose a problem.
High speed below FL100 is subject to prior coordination with LOWW_APP.

===LOWW_APP (Lower)===
====Departures====
Departures should be identified and climbed to FL100 or RCL if lower. Directs to SID endpoints are possible without prior coordination if the aircraft does not climb above FL100 and ''if'' ''the aircraft is always separated to all STARs outside LOWW_APP airspace. ''Flights are handed off to the next appropriate station according to their flight path.

====Arrivals====
LOWW_APP has to form a sequence, descend, and hand the aircraft off to Director. At runways 11, 29 and 34 two downwinds can be established. At runway 16 this is only possible to limited extend due to LO(R)-15.
Although forming downwind patterns is the best way to cope with big amounts of traffic, LOWW_APP has every liberty to modify the stream of traffic in order to build up a good sequence.
Speed for Handoff to Director is 220 kn and altitude according to this table:
{| class="prettytable"
| <center>11 / 16</center>
| <center>29 / 34</center>

|-
| <center>Transition Level</center>
| <center>5000 ft</center>

|}
LOWW_APP and LOWW_F/D_APP are working closely together, so communication between them is very important.

===LOWW_F/D_APP (Director)===
The Director forms the final sequence. He has to work closely together with LOWW_APP and in case of departure operations on the same runway, also with LOWW_X_TWR.
LOWW_F/D_APP establishes the aircraft on final. Recommended speed up to 4 nm final is 160 kn, whereas 180 kn should not be exceeded. When the aircraft is established on Localizer and no more instructions have to be issued they should be handed off to TWR.

==Holding==

===Setting up holdings===
If necessary LOWW_X_APP should set up holding stacks at these holds:
{| class="prettytable"
| <center>NERDU</center>
| <center>MABOD</center>
| <center>PESAT</center>
| <center>BALAD</center>

|-
| <center>104° / R</center>
| <center>169° / R</center>
| <center>270° / L</center>
| <center>035° / R</center>

|}
Aircraft above FL 105 are cleared in to the hold by LOWW_N/S_APP. ''If the stack exceeds FL110 LOVV_CTR has to be informed immediately.'' From this point on aircraft should be ''handed off to LOWW_N/S_APP at FL240 or RCL'' if lower and be informed of the holding taking place. Also LOWW_N/S_APP should be informed about aircraft with an RCL below FL240. This is to prevent aircraft from flying through the stack if APP can not contact them in time. If remote holdings in LOVV_CTR airspace have to be used, LOWW_N/S_APP should inform LOVV_CTR.

LOWW_N/S_APP should take care that he is still able to pass departures and overflights through the arriving traffic. According to traffic situation leaving open some holding levels should be considered.

===Cancelling Holdings===
In order to break up the holding patterns LOWW_APP starts to clear aircraft from the lowest levels out of the hold. Aircraft above have to be descended accordingly. LOWW_N/S_APP should handoff the lowest aircraft in his stack to LOWW_APP. LOWW_APP accepts this handoff as soon as he ''can take the aircraft ''and cancels the hold as necessary.

'''Transfer of communication should be carried out when LOWW_APP has accepted the handoff!'''

As soon as the level is vacated LOWW_N/S_APP can clear the next one to FL110 and initiate the handoff.

In a similar manner LOVV_CTR offers aircraft to LOWW_N/S_APP.

[[Category:Procedures]]

Flight Rule Changes

2012-01-01T19:18:56Z

Martin Tiefenbacher: /* VFR nach IFR (IFR-Cancellation) */

Flüge mit Flugregelwechsel dienen hauptsächlich dazu, von und zu Airports zu fliegen, an denen normalerweise keine IFR Flüge stattfinden.

<ul><li>
</li></ul>
<h3> VFR nach IFR (IFR-Cancellation) </h3>
Flüge unter IFR können unter folgendenen Bedingungen VFR fortgesetzt werden:

<ol><li>Im entsprechenden Luftraum müssen VMC Conditions herrschen.
</li><li>Soll der Flug nach dem Flugregelwechsel im Airspace C oder D, bzw. nachts im Luftraum E durchgeführt werden, so ist eine CVFR- oder NVFR Freigabe erforderlich.
</li><li>Die Cancelation darf nur über, bzw. auf der MRVA oder unterhalb der MRVA ausschließlich auf veröffentlichten IFR Verfahren durchgeführt werden
</li></ol>
 
Ein Beispiel für den Flugregelwechsel im Luftraum E: 

<pre>P: OEAUT, request cancel IFR.
C: OEAUT, IFR cancelled at 1230z, Squawk VFR, Frequencychange approved. </pre> <blockquote>
Wenn sich das Flugzeug zum Zeitpunkt des Requests in einem freigabepflichtigen Luftraum aufhält, so muss eine Anweisung zum Verlassen des Luftraums, oder eine Freigabe für die Fortsetzung des Fluges unter VFR im Luftraum erteilt werden. Normalerweise sprechen sich die Fluglotsen mit dem Piloten über sein Vorhaben nach der Cancellation ab und bemühen sich, den Wünschen des Piloten nachzukommen, dazu ein Beispiel:

</blockquote>
Ein Beispiel für den Flugregelwechsel im Luftraum C: 

<pre>P: OEAUT, request cancel IFR.
C: OEAUT, report intentions after IFR cancelation.
P: OEAUT, request to decend below Airspace C direct Sollenau VOR.
C: OEAUT, approved as requested, proceed direct to Sollenau VOR, IFR cancelled at 1230z.
C: OEAUT, now clear of C, Squawk VFR, Frequencychange approved, good bye.
P: OEAUT, Squawk VFR, approved to leave.
</pre>
<hr />
<h3> VFR nach IFR (IFR-Opening / IFR-Pickup) </h3>
IFR-Openings dienen dazu, von einem unkontrollierten Flugplatz zu starten und ab einer bestimmten Position unter IFR den Flug fortzusetzen. Hier wird bereits ein entsprechender Z-Flugplan bei der zuständigen Flugverkehrskontrollstelle eingereicht und liegt dem Lotsen vor. Der IFR-Pickup ist häufig letztes Mittel für VFR-Flüge um auf Grund von drohenden IMC Conditions doch noch zum gewünschten Ziel zu gelangen.
Ein Beispiel für ein IFR Opening:

<pre>P: Wien Radar, OEAUT
C: OEAUT, Wien Radar.
P: OEAUT, Diamond D-Jet, inbound Sollenau VOR, 2500 Feet, request IFR Clearance.
C: OEAUT, Squawk 4601
P: Squawk 4601, OEAUT.
C: OEAUT, Wien Radar, identified, 2 south of Sollenau VOR at 2500 Feet. You are cleared Destination Budapest, direct Sollenau VOR, thereafter flightplanned Route, Flightlevel 170, climb in VMC to Flightlevel 170, IFR starts passing Altitude 5000 Feet.
P: OEAUT is cleared to Budapest, direct to Sollenau VOR, thereafter as filed, climbing Flightlevel 170, IFR starts at 5000 Feet, wilco.
C: OEAUT, Readback correct.
P: OEAUT passing now 5000 Feet.
C: OEAUT, IFR starts now, time 1325z.
P: PEAUT, Roger.
</pre>

Flight Rule Changes

2012-01-01T19:11:15Z

Martin Tiefenbacher: /* IFR nach VFR (IFR-Cancellation) */

'''Flüge mit Flugregelwechsel dienen hauptsächlich dazu, von und zu Airports zu fliegen, an denen normalerweise keine IFR Flüge stattfinden.

*
=== VFR nach IFR (IFR-Cancellation) ===

Flüge unter IFR können unter folgendenen Bedingungen VFR fortgesetzt werden:

#Im entsprechenden Luftraum müssen VMC Conditions herrschen.
#Soll der Flug nach dem Flugregelwechsel im Airspace C oder D, bzw. nachts im Luftraum E durchgeführt werden, so ist eine CVFR- oder NVFR Freigabe erforderlich.
#Die Cancelation darf nur über, bzw. auf der MRVA oder unterhalb der MRVA ausschließlich auf veröffentlichten IFR Verfahren durchgeführt werden

 

Ein Beispiel für den Flugregelwechsel im Luftraum E: 
<pre>P: OEAUT, request cancel IFR.
C: OEAUT, IFR cancelled at 1230z, Squawk VFR, Frequencychange approved. </pre> <blockquote>
Wenn sich das Flugzeug zum Zeitpunkt des Requests in einem freigabepflichtigen Luftraum aufhält, so muss eine Anweisung zum Verlassen des Luftraums, oder eine Freigabe für die Fortsetzung des Fluges unter VFR im Luftraum erteilt werden. Normalerweise sprechen sich die Fluglotsen mit dem Piloten über sein Vorhaben nach der Cancellation ab und bemühen sich, den Wünschen des Piloten nachzukommen, dazu ein Beispiel:
</blockquote>
Ein Beispiel für den Flugregelwechsel im Luftraum C: 
<pre>P: OEAUT, request cancel IFR.
C: OEAUT, report intentions after IFR cancelation.
P: OEAUT, request to decend below Airspace C direct Sollenau VOR.
C: OEAUT, approved as requested, proceed direct to Sollenau VOR, IFR cancelled at 1230z.
C: OEAUT, now clear of C, Squawk VFR, Frequencychange approved, good bye.
P: OEAUT, Squawk VFR, approved to leave.
</pre>
----

*

=== VFR nach IFR (IFR-Opening / IFR-Pickup) ===

IFR-Openings dienen dazu, von einem unkontrollierten Flugplatz zu starten und ab einer bestimmten Position unter IFR den Flug fortzusetzen. Hier wird bereits ein entsprechender Z-Flugplan bei der zuständigen Flugverkehrskontrollstelle eingereicht und liegt dem Lotsen vor. Der IFR-Pickup ist häufig letztes Mittel für VFR-Flüge um auf Grund von drohenden IMC Conditions doch noch zum gewünschten Ziel zu gelangen.

Ein Beispiel für ein IFR Opening:
<pre>P: Wien Radar, OEAUT
C: OEAUT, Wien Radar.
P: OEAUT, Diamond D-Jet, inbound Sollenau VOR, 2500 Feet, request IFR Clearance.
C: OEAUT, Squawk 4601
P: Squawk 4601, OEAUT.
C: OEAUT, Wien Radar, identified, 2 south of Sollenau VOR at 2500 Feet. You are cleared Destination Budapest, direct Sollenau VOR, thereafter flightplanned Route, Flightlevel 170, climb in VMC to Flightlevel 170, IFR starts passing Altitude 5000 Feet.
P: OEAUT is cleared to Budapest, direct to Sollenau VOR, thereafter as filed, climbing Flightlevel 170, IFR starts at 5000 Feet, wilco.
C: OEAUT, Readback correct.
P: OEAUT passing now 5000 Feet.
C: OEAUT, IFR starts now, time 1325z.
P: PEAUT, Roger.
</pre>

Study Guide:Special Procedures

2012-01-01T19:06:59Z

Martin Tiefenbacher:

*[[Flight Rule Changes]]

Study Guide:Special Procedures

2012-01-01T19:06:00Z

Martin Tiefenbacher: Created page with "*Study Guide:Special Procedures"

*[[Study Guide:Special Procedures]]

Study Guide

2012-01-01T19:01:11Z

Martin Tiefenbacher: /* Currently we provide following training documents: */

==== Currently we provide following training documents: ====

*[[Study Guide:Delivery]]
*[[Study Guide:Ground]]
*[[Study Guide:Tower]]
*[[Study Guide: Approach]]
*[[Study Guide:Radar]]
*[[Study Guide:Airport Details]]
*[[Study Guide:Low Visibility Procedures]]
*[[Study Guide:Special Procedures]]

Study Guide

2012-01-01T19:00:31Z

Martin Tiefenbacher: /* Currently we provide following training documents: */

Study Guide

2012-01-01T18:59:47Z

Martin Tiefenbacher: /* Currently we provide following training documents: */

Examiner/checker

2011-12-08T15:25:56Z

Martin Tiefenbacher: /* Services given to examiners by Training Department */

== Requirements for being an Examiner within vACC-Austria ==

*Must be 18 years of age or above
*Membership with vACC-Austria of at least 6 months and preferably a minimum of 18 months membership with VATSIM
*Must hold a C1 rating or above
*Expected to have comprehensive knowledge of ATC procedures and how to use them properly
*Expected to be patient and pedagogical

Nomination of an examiner can only be done by VATEUD after having received a recommandation by the trainings team.

== Services given to examiners by Training Department ==

*providing checkout-tables for an unique level of the Controler Pracrical Tests (CPT's)
*Support via E-Mail within 48 hours
*coordination for scheduling CPT-dates
*Possibility for a leave of absence status (maximal 6 months in 2 years)

 

== Removal from the status “Examiner” ==

*Upon receiving his/her resignation
*Inactivity for more than 3 months without any notification given to the Training Department
*“Leave of absence”-Status has been exceeded
*Disciplinary action

 
== Procedure of the Status-Removal “Examiner” ==

*An email * shall be sent to the Examiner asking for clarification by the Training Department
*If no proper email - training@vacc-austria.org - has been received from the Mentor within 7 days, the Training Department reserves the right to revoke the status “Mentor/Trainer”.

''*Email-address provided upon vACC registration''