VACC Austria DokuWiki - User contributions [en]

Study Guide:Euroscope

2025-10-17T17:46:34Z

Patrick Weineis:

=Study Guide for Euroscope=

these tutorial should help new controller to install [[Euroscope]] in the correct way.

==required files==
you need to download following files

*[https://euroscope.hu/install/EuroScopeSetup.3.2.3.2.msi (Euroscope)]
*[https://github.com/VACC-Austria/Sectorfile-Installer/releases (VACC-Austria Launcher)]
*[https://github.com/pierr3/VectorAudio/releases (VectorAudio)]

==Installation==
1. Install (Euroscope) in a path of your choice (We recommend to not install in "Program Files")

2. install VectorAudio

3. Download VACC-Austria Launcher

4. Open VACC-Austria Launcher and follow instruction to Download the Sectorfile

5. Fill out all required data in Settings

6. Press start

==First opening of Euroscope==

you could switch the view with follow shortcuts

for airports

[F1]+[1] Approach-view

[F1]+[2] Tower-view

[F1]+[3] Ground-view

for LOVV

[F1]+[1] Center-view

[F1]+[2] Approach-view

[F1]+[3] LOWW_Ground-view

[F1]+[4] LOWI_Ground-view

[F1]+[5] LOWG_Ground-view

[F1]+[6] LOWK_Ground-view

[F1]+[7] LOWL_Ground-view

[F1]+[8] LOWS_Ground-view

If you have opened a view 1 time, you could also change the view with [F7] between the opened windows

==working with Euroscope==

===LISTs===
====Departure List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ADEP | Departure Airport | Open Flightplan | NIL |
| ADES | Destination Airport | Open Flightplan | Toggle Route |
| SID | Departing Route | Open SID popup | Open SID popup |
| RUNW | Departing Runway | Open runway popup | NIL |
| CFL | Cleared FL | Open FL popup | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | NIL |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| E | clearence received Flag | Toggle Flag | Open PDC menu |
| RFL | Requestet FL | Open Final FL popup | Open Final FL popup |
| FR | Flightrule | NIL | NIL |
| STS | Ground Status | Open Status popup | Open Status popup |
| COM | Communication Type | Open Com popup | Open Com popup |
| OPTXT2 | Scratchpad | Edit Scratchpad | Edit Scratchpad |

====Sector Inbound List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| RUNW | Arrival Runway | Open runway popup | Open runway popup |
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| COPN | Sector Inbound Point | Open Coordination Point list | Toggle draw route |
| ETN | Sector Entry Time | NIL | NIL |
| PEL | Sector Entry FL | Open Coordination Entry FL | Open Coordination Entry FL |
| XFL | Sector Exit FL | Open Coordination Exit FL | Open Coordination Exit FL |
| ADEP | Departure Airport | Open Flightplan | NIL |
| ADES | Destination Airport | Open Flightplan | Toggle draw route |
| PSSR | Squawk Set in plane | NIL | NIL |
| ETA | Estimated Arrival Time | NIL | NIL |
| FR | Flightrule | NIL | NIL |
| COPX | Sector Exit Point | Open Coordination Point list | Open Coordination Point list |
| ETX | Sector Exit Time | NIL | NIL |
| STAR | Assigned STAR | Open STAR popup | Open STAR popup |
| SI | Sector Indicator | Open next controller popup | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | Open Squawk popup |

====Sector Exit List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| RUNW | Asssigned Runway | Open runway popup | Open runway popup |
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| AFL | Actual Flightlevel | Toggle draw route | Toggle draw route |
| CFL | Cleared Flightlevel | Open CFL popup | NIL |
| RFL | Requested Flightlevel | Open RFL popup | Open RFL popup |
| ADEP | Departure Airport | Open Flightplan | NIL |
| SID | Assigned SID | Open SID popup | Open SID popup |
| COPX | Sector Exit Point | Open Coordination Point list | Open Coordination Point list |
| ETX | Sector Exit Time | NIL | NIL |
| XFL | Exit Flightlevel | Open COPX alditude coordination| Open COPX alditude coordination|
| STAR | Assigned STAR | Open STAR popup | Open STAR popup |
| ADES | Destination Airport | Open Flightplan | Toggle draw route |
| ETA | Destination Time | NIL | NIL |
| FR | Flightrule | NIL | NIL |
| PSSR | Squawk set in plane | NIL | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | NIL |
| SI | Sector Indicator | Open next controller popup | NIL |
| COM | Communication Type | Open COM popup | Open COM popup |
| OPTEXT2 | Scratchpad | Edit Scratchpad | Edit Scratchpad |

====Arrival List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| C/S | Callsign | Open handoff popup | NIL |
| ATYP | Aircraft Type/WTC | NIL | NIL |
| ADEP | Departure Airport | NIL | NIL |
| OPTXT2 | Scratchpad | Edit Scratchpad | NIL |

===TAGS===
====Ground====
| Tagged |
|---------------------------------------|
| Warning item |
| Callsign | rwy | SID |
| A/C Type | Wake Turbulance |

====RADAR====
| Tagged |
|----------------------------------------------------------|
| Warning item | Communication Type |
| Callsign | Sector Indicator |
| Altidute | Vertical Speed | Temp Alt(if not reached) |
| Sector Exit Level |

| detail |
|---------------------------------------------------------------------------------------|
| Warning item | Communication Type |
| Callsign | Sector Indicator | Aircraft Type/WTC | Destination |
| Altidute | Vertical Speed | Temp Alt | Assigned rate | Sector Entry/Exit Point | RFL |
| Sector Entry/Exit Alt | Groundspeed | Assigned Speed | Assigned HDG |

==Euroscope Logic==

===SID's/STAR's===
LOWI
1. Standart SID
2. RNAV SID

LOWS
1. RNAV SID
2. Non-Rnav SID
3. Special SID

LOWW
1. RNAV GNSS (Tag)
2. RNAV (Tag)
2. Nacht SID

Simultan Approach -> BALAD/PESAT for Rwy11, MABOD NERDU for Rwy16
Simultan Departure 29/16 -> ADAMA ARSIN KOXER LEDVA STEIN WGM Rwy16/34|Rest will get 29
Simultan Departure 29/34 -> ADAMA DITIS KOXER LANUX LEDVA WGM Rwy16/34|Rest will get 29

===Sectoren===
LOWW_APP und LOWW_N_APP online --> North south Split

if LOVV_N_APP online, LOWS_APP isn't possible to come online (due frequency)
if LOVV_S_APP online, LOWG_APP isn't possible to come online (due frequency)

Study Guide:Euroscope

2025-10-17T17:46:04Z

Patrick Weineis: /* First opening of Euroscope */

=Study Guide for Euroscope=

these tutorial should help new controller to install [[Euroscope]] in the correct way.

==required files==
you need to download following files

*[https://euroscope.hu/install/EuroScopeSetup.3.2.3.2.msi (Euroscope)]
*[https://github.com/VACC-Austria/Sectorfile-Installer/releases (VACC-Austria Launcher)]
*[https://github.com/pierr3/VectorAudio/releases (VectorAudio)]

==Installation==
1. Install (Euroscope) in a path of your choice (We recommend to not install in "Program Files")

2. install VectorAudio

3. Download VACC-Austria Launcher

4. Open VACC-Austria Launcher and follow instruction to Download the Sectorfile

5. Fill out all required data in Settings

6. Press start

==First opening of Euroscope==

you could switch the view with follow shortcuts

for airports

[F1]+[1] Approach-view

[F1]+[2] Tower-view

[F1]+[3] Ground-view

for LOVV

[F1]+[1] Center-view

[F1]+[2] Approach-view

[F1]+[3] LOWW_Ground-view

[F1]+[4] LOWI_Ground-view

[F1]+[5] LOWG_Ground-view

[F1]+[6] LOWK_Ground-view

[F1]+[7] LOWL_Ground-view

[F1]+[8] LOWS_Ground-view

If you have opened a view 1 time, you could also change the view with [F7] between the opened windows

==setup the automatic updater==

- press “OPEN SCT” thereafter “Download Sector Files ...”
- download "EuroScope main sector file provider"
- set the heel at row "A" at "Aeronav GNG Sector File Provider" and press download
[[File:gng_sectorfile.jpg]]

– click on “AeroNav GNG LOVV Vacc Austria” and press Browse
navigate into the folder we create earlier and press save.
– press onto Update
– also set the heel "A" at “AeroNav GNG LOVV Vacc Austria” and press on download
[[File:gng_lovv.jpg]]

– choose a Update at the lower Tabelle and press the lower download button
- LOVV_LOVV_Update (is only the Sectorfile and the ICAO codes)
- LOVV_LOVV_Full_Update (is the LOVV_LOVV_Update + your screen will be also updated)
- set the heel “A” of your choosen update
[[File:gng_lovv-update.jpg]]

– now you are ready to start controlling
[[File:updater.jpg]]

==working with Euroscope==

===LISTs===
====Departure List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ADEP | Departure Airport | Open Flightplan | NIL |
| ADES | Destination Airport | Open Flightplan | Toggle Route |
| SID | Departing Route | Open SID popup | Open SID popup |
| RUNW | Departing Runway | Open runway popup | NIL |
| CFL | Cleared FL | Open FL popup | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | NIL |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| E | clearence received Flag | Toggle Flag | Open PDC menu |
| RFL | Requestet FL | Open Final FL popup | Open Final FL popup |
| FR | Flightrule | NIL | NIL |
| STS | Ground Status | Open Status popup | Open Status popup |
| COM | Communication Type | Open Com popup | Open Com popup |
| OPTXT2 | Scratchpad | Edit Scratchpad | Edit Scratchpad |

====Sector Inbound List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| RUNW | Arrival Runway | Open runway popup | Open runway popup |
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| COPN | Sector Inbound Point | Open Coordination Point list | Toggle draw route |
| ETN | Sector Entry Time | NIL | NIL |
| PEL | Sector Entry FL | Open Coordination Entry FL | Open Coordination Entry FL |
| XFL | Sector Exit FL | Open Coordination Exit FL | Open Coordination Exit FL |
| ADEP | Departure Airport | Open Flightplan | NIL |
| ADES | Destination Airport | Open Flightplan | Toggle draw route |
| PSSR | Squawk Set in plane | NIL | NIL |
| ETA | Estimated Arrival Time | NIL | NIL |
| FR | Flightrule | NIL | NIL |
| COPX | Sector Exit Point | Open Coordination Point list | Open Coordination Point list |
| ETX | Sector Exit Time | NIL | NIL |
| STAR | Assigned STAR | Open STAR popup | Open STAR popup |
| SI | Sector Indicator | Open next controller popup | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | Open Squawk popup |

====Sector Exit List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| RUNW | Asssigned Runway | Open runway popup | Open runway popup |
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| AFL | Actual Flightlevel | Toggle draw route | Toggle draw route |
| CFL | Cleared Flightlevel | Open CFL popup | NIL |
| RFL | Requested Flightlevel | Open RFL popup | Open RFL popup |
| ADEP | Departure Airport | Open Flightplan | NIL |
| SID | Assigned SID | Open SID popup | Open SID popup |
| COPX | Sector Exit Point | Open Coordination Point list | Open Coordination Point list |
| ETX | Sector Exit Time | NIL | NIL |
| XFL | Exit Flightlevel | Open COPX alditude coordination| Open COPX alditude coordination|
| STAR | Assigned STAR | Open STAR popup | Open STAR popup |
| ADES | Destination Airport | Open Flightplan | Toggle draw route |
| ETA | Destination Time | NIL | NIL |
| FR | Flightrule | NIL | NIL |
| PSSR | Squawk set in plane | NIL | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | NIL |
| SI | Sector Indicator | Open next controller popup | NIL |
| COM | Communication Type | Open COM popup | Open COM popup |
| OPTEXT2 | Scratchpad | Edit Scratchpad | Edit Scratchpad |

====Arrival List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| C/S | Callsign | Open handoff popup | NIL |
| ATYP | Aircraft Type/WTC | NIL | NIL |
| ADEP | Departure Airport | NIL | NIL |
| OPTXT2 | Scratchpad | Edit Scratchpad | NIL |

===TAGS===
====Ground====
| Tagged |
|---------------------------------------|
| Warning item |
| Callsign | rwy | SID |
| A/C Type | Wake Turbulance |

====RADAR====
| Tagged |
|----------------------------------------------------------|
| Warning item | Communication Type |
| Callsign | Sector Indicator |
| Altidute | Vertical Speed | Temp Alt(if not reached) |
| Sector Exit Level |

| detail |
|---------------------------------------------------------------------------------------|
| Warning item | Communication Type |
| Callsign | Sector Indicator | Aircraft Type/WTC | Destination |
| Altidute | Vertical Speed | Temp Alt | Assigned rate | Sector Entry/Exit Point | RFL |
| Sector Entry/Exit Alt | Groundspeed | Assigned Speed | Assigned HDG |

==Euroscope Logic==

===SID's/STAR's===
LOWI
1. Standart SID
2. RNAV SID

LOWS
1. RNAV SID
2. Non-Rnav SID
3. Special SID

LOWW
1. RNAV GNSS (Tag)
2. RNAV (Tag)
2. Nacht SID

Simultan Approach -> BALAD/PESAT for Rwy11, MABOD NERDU for Rwy16
Simultan Departure 29/16 -> ADAMA ARSIN KOXER LEDVA STEIN WGM Rwy16/34|Rest will get 29
Simultan Departure 29/34 -> ADAMA DITIS KOXER LANUX LEDVA WGM Rwy16/34|Rest will get 29

===Sectoren===
LOWW_APP und LOWW_N_APP online --> North south Split

if LOVV_N_APP online, LOWS_APP isn't possible to come online (due frequency)
if LOVV_S_APP online, LOWG_APP isn't possible to come online (due frequency)

Study Guide:Euroscope

2025-10-17T17:45:38Z

Patrick Weineis: /* Installation */

=Study Guide for Euroscope=

these tutorial should help new controller to install [[Euroscope]] in the correct way.

==required files==
you need to download following files

*[https://euroscope.hu/install/EuroScopeSetup.3.2.3.2.msi (Euroscope)]
*[https://github.com/VACC-Austria/Sectorfile-Installer/releases (VACC-Austria Launcher)]
*[https://github.com/pierr3/VectorAudio/releases (VectorAudio)]

==Installation==
1. Install (Euroscope) in a path of your choice (We recommend to not install in "Program Files")

2. install VectorAudio

3. Download VACC-Austria Launcher

4. Open VACC-Austria Launcher and follow instruction to Download the Sectorfile

5. Fill out all required data in Settings

6. Press start

==First opening of Euroscope==
[[File:euroscope_erstes_oefnnen.jpg]]

Navigate into your Euroscope folder and execute Euroscope.exe

Now you could choose your Airport you want to control or LOVV if you want to do center.

If you didn't have the popup like in the pic above, click at the top bar at "other SET" and disable the heel at "Auto Load last Profile on Startup"

Close and save everything, thereafter restart Euroscope

you could switch the view with follow shortcuts

for airports

[F1]+[1] Approach-view

[F1]+[2] Tower-view

[F1]+[3] Ground-view

for LOVV

[F1]+[1] Center-view

[F1]+[2] Approach-view

[F1]+[3] LOWW_Ground-view

[F1]+[4] LOWI_Ground-view

[F1]+[5] LOWG_Ground-view

[F1]+[6] LOWK_Ground-view

[F1]+[7] LOWL_Ground-view

[F1]+[8] LOWS_Ground-view

If you have opened a view 1 time, you could also change the view with [F7] between the opened windows

==setup the automatic updater==

- press “OPEN SCT” thereafter “Download Sector Files ...”
- download "EuroScope main sector file provider"
- set the heel at row "A" at "Aeronav GNG Sector File Provider" and press download
[[File:gng_sectorfile.jpg]]

– click on “AeroNav GNG LOVV Vacc Austria” and press Browse
navigate into the folder we create earlier and press save.
– press onto Update
– also set the heel "A" at “AeroNav GNG LOVV Vacc Austria” and press on download
[[File:gng_lovv.jpg]]

– choose a Update at the lower Tabelle and press the lower download button
- LOVV_LOVV_Update (is only the Sectorfile and the ICAO codes)
- LOVV_LOVV_Full_Update (is the LOVV_LOVV_Update + your screen will be also updated)
- set the heel “A” of your choosen update
[[File:gng_lovv-update.jpg]]

– now you are ready to start controlling
[[File:updater.jpg]]

==working with Euroscope==

===LISTs===
====Departure List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ADEP | Departure Airport | Open Flightplan | NIL |
| ADES | Destination Airport | Open Flightplan | Toggle Route |
| SID | Departing Route | Open SID popup | Open SID popup |
| RUNW | Departing Runway | Open runway popup | NIL |
| CFL | Cleared FL | Open FL popup | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | NIL |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| E | clearence received Flag | Toggle Flag | Open PDC menu |
| RFL | Requestet FL | Open Final FL popup | Open Final FL popup |
| FR | Flightrule | NIL | NIL |
| STS | Ground Status | Open Status popup | Open Status popup |
| COM | Communication Type | Open Com popup | Open Com popup |
| OPTXT2 | Scratchpad | Edit Scratchpad | Edit Scratchpad |

====Sector Inbound List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| RUNW | Arrival Runway | Open runway popup | Open runway popup |
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| COPN | Sector Inbound Point | Open Coordination Point list | Toggle draw route |
| ETN | Sector Entry Time | NIL | NIL |
| PEL | Sector Entry FL | Open Coordination Entry FL | Open Coordination Entry FL |
| XFL | Sector Exit FL | Open Coordination Exit FL | Open Coordination Exit FL |
| ADEP | Departure Airport | Open Flightplan | NIL |
| ADES | Destination Airport | Open Flightplan | Toggle draw route |
| PSSR | Squawk Set in plane | NIL | NIL |
| ETA | Estimated Arrival Time | NIL | NIL |
| FR | Flightrule | NIL | NIL |
| COPX | Sector Exit Point | Open Coordination Point list | Open Coordination Point list |
| ETX | Sector Exit Time | NIL | NIL |
| STAR | Assigned STAR | Open STAR popup | Open STAR popup |
| SI | Sector Indicator | Open next controller popup | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | Open Squawk popup |

====Sector Exit List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| RUNW | Asssigned Runway | Open runway popup | Open runway popup |
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| AFL | Actual Flightlevel | Toggle draw route | Toggle draw route |
| CFL | Cleared Flightlevel | Open CFL popup | NIL |
| RFL | Requested Flightlevel | Open RFL popup | Open RFL popup |
| ADEP | Departure Airport | Open Flightplan | NIL |
| SID | Assigned SID | Open SID popup | Open SID popup |
| COPX | Sector Exit Point | Open Coordination Point list | Open Coordination Point list |
| ETX | Sector Exit Time | NIL | NIL |
| XFL | Exit Flightlevel | Open COPX alditude coordination| Open COPX alditude coordination|
| STAR | Assigned STAR | Open STAR popup | Open STAR popup |
| ADES | Destination Airport | Open Flightplan | Toggle draw route |
| ETA | Destination Time | NIL | NIL |
| FR | Flightrule | NIL | NIL |
| PSSR | Squawk set in plane | NIL | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | NIL |
| SI | Sector Indicator | Open next controller popup | NIL |
| COM | Communication Type | Open COM popup | Open COM popup |
| OPTEXT2 | Scratchpad | Edit Scratchpad | Edit Scratchpad |

====Arrival List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| C/S | Callsign | Open handoff popup | NIL |
| ATYP | Aircraft Type/WTC | NIL | NIL |
| ADEP | Departure Airport | NIL | NIL |
| OPTXT2 | Scratchpad | Edit Scratchpad | NIL |

===TAGS===
====Ground====
| Tagged |
|---------------------------------------|
| Warning item |
| Callsign | rwy | SID |
| A/C Type | Wake Turbulance |

====RADAR====
| Tagged |
|----------------------------------------------------------|
| Warning item | Communication Type |
| Callsign | Sector Indicator |
| Altidute | Vertical Speed | Temp Alt(if not reached) |
| Sector Exit Level |

| detail |
|---------------------------------------------------------------------------------------|
| Warning item | Communication Type |
| Callsign | Sector Indicator | Aircraft Type/WTC | Destination |
| Altidute | Vertical Speed | Temp Alt | Assigned rate | Sector Entry/Exit Point | RFL |
| Sector Entry/Exit Alt | Groundspeed | Assigned Speed | Assigned HDG |

==Euroscope Logic==

===SID's/STAR's===
LOWI
1. Standart SID
2. RNAV SID

LOWS
1. RNAV SID
2. Non-Rnav SID
3. Special SID

LOWW
1. RNAV GNSS (Tag)
2. RNAV (Tag)
2. Nacht SID

Simultan Approach -> BALAD/PESAT for Rwy11, MABOD NERDU for Rwy16
Simultan Departure 29/16 -> ADAMA ARSIN KOXER LEDVA STEIN WGM Rwy16/34|Rest will get 29
Simultan Departure 29/34 -> ADAMA DITIS KOXER LANUX LEDVA WGM Rwy16/34|Rest will get 29

===Sectoren===
LOWW_APP und LOWW_N_APP online --> North south Split

if LOVV_N_APP online, LOWS_APP isn't possible to come online (due frequency)
if LOVV_S_APP online, LOWG_APP isn't possible to come online (due frequency)

Study Guide:Euroscope

2025-10-17T17:42:46Z

Patrick Weineis: /* required files */

=Study Guide for Euroscope=

these tutorial should help new controller to install [[Euroscope]] in the correct way.

==required files==
you need to download following files

*[https://euroscope.hu/install/EuroScopeSetup.3.2.3.2.msi (Euroscope)]
*[https://github.com/VACC-Austria/Sectorfile-Installer/releases (VACC-Austria Launcher)]
*[https://github.com/pierr3/VectorAudio/releases (VectorAudio)]

==Installation==
1. Install (Euroscope) in a path of your choice (We recommend to not install in "Program Files")

2. Install the beta files in your Euroscope folder

3. create a folder named "VACC-Austria" in your Euroscope path

4. install all Full Installer Files in these created Folder

5. install AudioForVatsim

==First opening of Euroscope==
[[File:euroscope_erstes_oefnnen.jpg]]

Navigate into your Euroscope folder and execute Euroscope.exe

Now you could choose your Airport you want to control or LOVV if you want to do center.

If you didn't have the popup like in the pic above, click at the top bar at "other SET" and disable the heel at "Auto Load last Profile on Startup"

Close and save everything, thereafter restart Euroscope

you could switch the view with follow shortcuts

for airports

[F1]+[1] Approach-view

[F1]+[2] Tower-view

[F1]+[3] Ground-view

for LOVV

[F1]+[1] Center-view

[F1]+[2] Approach-view

[F1]+[3] LOWW_Ground-view

[F1]+[4] LOWI_Ground-view

[F1]+[5] LOWG_Ground-view

[F1]+[6] LOWK_Ground-view

[F1]+[7] LOWL_Ground-view

[F1]+[8] LOWS_Ground-view

If you have opened a view 1 time, you could also change the view with [F7] between the opened windows

==setup the automatic updater==

- press “OPEN SCT” thereafter “Download Sector Files ...”
- download "EuroScope main sector file provider"
- set the heel at row "A" at "Aeronav GNG Sector File Provider" and press download
[[File:gng_sectorfile.jpg]]

– click on “AeroNav GNG LOVV Vacc Austria” and press Browse
navigate into the folder we create earlier and press save.
– press onto Update
– also set the heel "A" at “AeroNav GNG LOVV Vacc Austria” and press on download
[[File:gng_lovv.jpg]]

– choose a Update at the lower Tabelle and press the lower download button
- LOVV_LOVV_Update (is only the Sectorfile and the ICAO codes)
- LOVV_LOVV_Full_Update (is the LOVV_LOVV_Update + your screen will be also updated)
- set the heel “A” of your choosen update
[[File:gng_lovv-update.jpg]]

– now you are ready to start controlling
[[File:updater.jpg]]

==working with Euroscope==

===LISTs===
====Departure List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ADEP | Departure Airport | Open Flightplan | NIL |
| ADES | Destination Airport | Open Flightplan | Toggle Route |
| SID | Departing Route | Open SID popup | Open SID popup |
| RUNW | Departing Runway | Open runway popup | NIL |
| CFL | Cleared FL | Open FL popup | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | NIL |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| E | clearence received Flag | Toggle Flag | Open PDC menu |
| RFL | Requestet FL | Open Final FL popup | Open Final FL popup |
| FR | Flightrule | NIL | NIL |
| STS | Ground Status | Open Status popup | Open Status popup |
| COM | Communication Type | Open Com popup | Open Com popup |
| OPTXT2 | Scratchpad | Edit Scratchpad | Edit Scratchpad |

====Sector Inbound List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| RUNW | Arrival Runway | Open runway popup | Open runway popup |
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| COPN | Sector Inbound Point | Open Coordination Point list | Toggle draw route |
| ETN | Sector Entry Time | NIL | NIL |
| PEL | Sector Entry FL | Open Coordination Entry FL | Open Coordination Entry FL |
| XFL | Sector Exit FL | Open Coordination Exit FL | Open Coordination Exit FL |
| ADEP | Departure Airport | Open Flightplan | NIL |
| ADES | Destination Airport | Open Flightplan | Toggle draw route |
| PSSR | Squawk Set in plane | NIL | NIL |
| ETA | Estimated Arrival Time | NIL | NIL |
| FR | Flightrule | NIL | NIL |
| COPX | Sector Exit Point | Open Coordination Point list | Open Coordination Point list |
| ETX | Sector Exit Time | NIL | NIL |
| STAR | Assigned STAR | Open STAR popup | Open STAR popup |
| SI | Sector Indicator | Open next controller popup | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | Open Squawk popup |

====Sector Exit List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| RUNW | Asssigned Runway | Open runway popup | Open runway popup |
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| AFL | Actual Flightlevel | Toggle draw route | Toggle draw route |
| CFL | Cleared Flightlevel | Open CFL popup | NIL |
| RFL | Requested Flightlevel | Open RFL popup | Open RFL popup |
| ADEP | Departure Airport | Open Flightplan | NIL |
| SID | Assigned SID | Open SID popup | Open SID popup |
| COPX | Sector Exit Point | Open Coordination Point list | Open Coordination Point list |
| ETX | Sector Exit Time | NIL | NIL |
| XFL | Exit Flightlevel | Open COPX alditude coordination| Open COPX alditude coordination|
| STAR | Assigned STAR | Open STAR popup | Open STAR popup |
| ADES | Destination Airport | Open Flightplan | Toggle draw route |
| ETA | Destination Time | NIL | NIL |
| FR | Flightrule | NIL | NIL |
| PSSR | Squawk set in plane | NIL | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | NIL |
| SI | Sector Indicator | Open next controller popup | NIL |
| COM | Communication Type | Open COM popup | Open COM popup |
| OPTEXT2 | Scratchpad | Edit Scratchpad | Edit Scratchpad |

====Arrival List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| C/S | Callsign | Open handoff popup | NIL |
| ATYP | Aircraft Type/WTC | NIL | NIL |
| ADEP | Departure Airport | NIL | NIL |
| OPTXT2 | Scratchpad | Edit Scratchpad | NIL |

===TAGS===
====Ground====
| Tagged |
|---------------------------------------|
| Warning item |
| Callsign | rwy | SID |
| A/C Type | Wake Turbulance |

====RADAR====
| Tagged |
|----------------------------------------------------------|
| Warning item | Communication Type |
| Callsign | Sector Indicator |
| Altidute | Vertical Speed | Temp Alt(if not reached) |
| Sector Exit Level |

| detail |
|---------------------------------------------------------------------------------------|
| Warning item | Communication Type |
| Callsign | Sector Indicator | Aircraft Type/WTC | Destination |
| Altidute | Vertical Speed | Temp Alt | Assigned rate | Sector Entry/Exit Point | RFL |
| Sector Entry/Exit Alt | Groundspeed | Assigned Speed | Assigned HDG |

==Euroscope Logic==

===SID's/STAR's===
LOWI
1. Standart SID
2. RNAV SID

LOWS
1. RNAV SID
2. Non-Rnav SID
3. Special SID

LOWW
1. RNAV GNSS (Tag)
2. RNAV (Tag)
2. Nacht SID

Simultan Approach -> BALAD/PESAT for Rwy11, MABOD NERDU for Rwy16
Simultan Departure 29/16 -> ADAMA ARSIN KOXER LEDVA STEIN WGM Rwy16/34|Rest will get 29
Simultan Departure 29/34 -> ADAMA DITIS KOXER LANUX LEDVA WGM Rwy16/34|Rest will get 29

===Sectoren===
LOWW_APP und LOWW_N_APP online --> North south Split

if LOVV_N_APP online, LOWS_APP isn't possible to come online (due frequency)
if LOVV_S_APP online, LOWG_APP isn't possible to come online (due frequency)

Example Flight

2023-11-24T14:44:18Z

Patrick Weineis: /* Flugsimulator */

== Beispielflug für neue Piloten ==

=== Einleitung ===
Dieser Flug, den wir Schritt für Schritt gemeinsam durchgehen wollen, soll dir einen ersten Auszug aus der Faszination der virtuellen Fliegerei
im [[VATSIM]] Netzwerk geben. Wenn du dich an diesem Tutorial orientierst kann eigentlich nichts schief gehen. Es wäre sehr
empfehlenswert dir einen
Termin mit deinem Mentor zu vereinbaren, damit ihr dieses Tutorial gemeinsam durcharbeiten könnt (z.B. über [[TeamSpeak]],
[[Skype]], etc.). Falls du
der Meinung bist, dass du das auch alleine packst können wir jetzt beginnen. Dein erster Flug wird von Wien nach Salzburg
führen.

=== Benötigte Software ===
Bevor es an die eigentliche Flugvorbereitung geht, sollten wir besprechen welche Software du verwendest bzw. welche Programme du benötigst.
==== Flugsimulator ====
Ich gehe davon aus, dass du bereits einen Flugsimulator installiert hast. Folgende Simulatoren laufen mit der [[VATSIM]] spezifischen Software
(Squawkbox, FsInn, XSquawkbox) problemlos:

*Microsoft Flight Simulator 2004/FSX/FSX-SE/MSFS ([[Squawkbox]], [[FsInn]], [[VPilot]])
*Lockheed Martin Prepar3D (P3D) ([[VPilot]])
*X-Plane ([[XSquawkbox]], [[XPilot]])

==== Sonstige Software ====
Die meisten, am Markt erhältlichen Payware Flieger, haben sehr detailierte FMCs oder ähnliche Navigationseinrichtungen. Da
heutzutage auch in der Realität oft
ein FMC/FMS zum Einsatz kommt, wollen wir bei diesem Tutorial [[vasFMC]] als Referenz verwenden.
Mit diesem FMC kann fast jedes Freeware-Flugzeug verwendet werden.
Weiters ist es von Vorteil Tools wie [[VATSpy]] zu verwenden. Tools wie diese können dir
dabei helfen besetzte ATC Stationen zu finden und den Verkehr in deiner Umgebung im Auge zu behalten.

Beachte: Vor diesem Tutorial sollte die Dokumentation/Readme der jeweiligen Software und die Software danach konfiguriert werden.

=== Flugvorbereitung ===
Wie in der Realität, ist es auch bei [[VATSIM]] notwendig eine möglichst genaue Flugplanung durchzuführen, um auf gesicherten
Routen zum Zielflughafen zu kommen.

==== Flugplan ====
Beginnen wir mit dem VATSIM Flugplan. Dieser Flugplan hat im Wesentlichen zwei Aufgaben:
Zum einen dient er den Controllern im VATSIM Netzwerk dazu, deinen Abflug/Ankunfts - Flughafen, sowie Route und Callsign zu
zeigen. Er soll aber auch dazu verwendet werden, um anderen Piloten Einsicht in deine Absichten zu geben. Falls also gerade
kein Controller online ist, können Piloten in deiner Umgebung erkennen, ob sich eine gefährliche Annäherung zu dir entwickelt
oder nicht. 

Wir müssen nun also eine gültige Route und die passende Flughöhe dazu finden. Dazu besuchen wir die Seite
[https://www.vroute.net/content/view/79/52/ https://www.vroute.net/]. Du siehst auf den ersten Blick, dass du lediglich zwei Felder ausfüllen musst: den Abflugs- und
den Ankunftsort. Geben wir also den ICAO Code [[LOWW]] für Wien als Abflugsort und [[LOWS]] für Salzburg als Ankunftsort
ein. Klicke nun auf '''Go!'''. Wir sehen nun unsere Route und links daneben den Bereich aus dem wir unsere Flughöhe wählen.
Achtung! Behalte diese Seite im Hintergrund in deinem Browser immer offen! Wir werden sie noch
des öfteren brauchen.
 
Jetzt werden wir den VATSIM Flugplan Schritt für Schritt ausfüllen. Besuche dazu die Seite von [http://vatsim.net VATSIM]. Unter
"Pilots Resources" findest du den Punkt "File Flightplan". Den Flugplan kann man auch im jeweiligen Pilotenclient
([[FSInn]], [[Squawkbox]], [[XSquawkbox]], [[VPilot]]) abgeben. Um aber ein einheitliches Manual zu gewährleisten machen wir das direkt
über die [[VATSIM]] Seite (der aufgegebene Flugplan ist dann für 2 Stunden gültig).
Detailierte Informationen über den VATSIM Flugplan findest du auch
[http://usa-w.vatsim.net/prc/VPTPublic/122/122a/122a.htm hier]

===== Type =====
Hier geben wir an, ob wir den Flug nach Instrumentenflugregeln ([[IFR]]) oder Sichtflugregeln ([[VFR]]) durchführen wollen.
Wir wählen zunächst '''[[IFR]]'''. An anderer Stelle findest du einen VFR Beispielflug. Ausserdem wird dir dein Mentor sicher
gerne Fragen über [[IFR]] und [[VFR]] beantworten.

===== Callsign =====
Das Callsign ist jener Rufame eines Flugzeuges den der Controller auf seinem Radarschrim erblickt und über den er einen
Piloten auf der Funkfrequenz ruft. Wählen wir hier das Callsign '''AUA9834'''.
Meistens bestehen die Callsigns in der Realität aus dem Operator (AUA = Austrian) und der eigentlichen Flugnummer,
welche aus Buchstaben und Zahlen bestehen kann. Nach welchen Regeln ein Callsign in der Realität aufgebaut wird, sei hier
nicht weiter erwähnt. Wie der genaue Funkrufname (z.B.: DLH = Lufthansa) eines Callsigns lautet siehst du auch
[http://www.airlinecodes.co.uk/airlcodesearch.asp hier]. Du kannst auch gerne jedes andere Callsign verwenden, welches so
real wie möglich ist.

Achtung: Im VATSIM Netzwerk wird es gerne gesehen, wenn möglichst reale Callsigns verwendet
werden. Also das ICAO Callsign "AUA" und nicht z.B. das IATA Zeichen "OS" (welches auf
Flugtickets oder Passagierinformationen zu finden ist) für Austrian Airlines.

===== Aircraft Type =====
Wähle hier deinen Flugzeugtyp aus. Welche Bezeichnung eingefügt werden muss kannst du
[http://www.icao.int/anb/ais/8643/index.cfm hier] oder [http://usa-w.vatsim.net/prc/VPTPublic/pdfs/ac.pdf hier]
in Erfahrung bringen.
Welches Special Equipment du angeben musst kannst du
[http://usa-w.vatsim.net/prc/VPTPublic/122/122a/122a.htm hier] einsehen.
Generell (vor allem bei moderneren Flugzeugen) kannst du in diesem Feld folgendes eintragen: '''T/"aircraft type"/W'''.

===== True Airspeed =====
Hier gibst du an wie schnell du auf Reiseflughöhe sein wirst. Mit Flugzeugen wie der Boeing 737 oder einem Airbus wirst du
zwischen 420 und 470 Knoten schnell sein. Falls du den genauen Wert deines Flugzeuges kennt kannst du ihn hier eintragen,
falls nicht wählen wir den Wert 450 Knoten. Ein genauer Wert ist nicht notwendig, der Wert sollte aber plausibel sein.

===== Departure Point =====
Für unseren Beispielflug wählen wir Wien als Abflugort. Der ICAO Code für Wien lautet [[LOWW]]. Welche Stadt bzw. welcher
Flughafen welchen ICAO Code hat, siehst du [http://www.airlinecodes.co.uk/aptcodesearch.asp hier].

===== Departure Time =====
Gib hier deine geplante Abflugzeit an. Format: HHMM

===== Cruising Altidude =====
Die Reiseflughöhe wird in diesem Feld in Flightlevel angegeben. FL = Höhe in Fuß / 100 
Sprich: FL320 = 32000ft 
Wir öffnen nun wieder unsere Flugplan Seite von [http://vatroute.net/ VATRoute] die noch im Hintergrund geöffnet sein sollte. Wir sehen bei 1), dass die Route die wir gefunden haben nur für eine Höhe von FL076 bis FL160 gültig ist. Die relativ geringe Höhe ist einfach zu erklären: Der Flug von Wien nach Salzburg ist sehr kurz. Höher als heir angegeben zu steigen zahlt sich daher nicht aus. Da wir aber trotzdem eine möglichst große Höhe erreichen wollen, geben wir 160 ein (= Flightlevel 160 = 16000ft).

===== Route of flight =====
Wir tragen hier unsere Route ein. In unserem Fall sehen wir im Briefing die Route '''SITNI L856 SBG'''. 
Nun, wie ist dies zu interpretieren? Der erste Navigationspunkt nach dem Abflug in Wien ist SITNI. Punkte deren Name aus 5 Buchstaben besteht werden als Intersection bezeichnet. Wenn wir SITNI erreicht haben, fliegen wir weiter auf dem Airway L856 bis zum Punkt SBG. Auf dem airway selbst passieren wir noch die Intersections BAGSI und MATIG, diese werden aber nicht mehr extra im Flugplan angegeben, passieren müssen wir sie aber schon. Punkte mit 3 Buchstaben sind VOR's bzw NDB's, wobei NDB's auch nur 2 Buchstaben im Namen haben können. Ab Salzburg sind wir spätestens im Anflug auf den Flughafen Salzburg.

===== Destination =====
Unser Flugziel, der Flughafen Salzburg wird hier eingetragen, also '''LOWS'''.

===== Estimated Time Enroute =====
Die Flugzeit wird nicht mehr als ca. 30 Minuten dauern. Tragen wir also bei Hours '''00''' und bei Minutes '''30''' ein.

===== Voice Capabilities =====
Da du sicherlich ein Headset mit Mikrofon besitzt, wähle hier '''Full Voice'''.

Solltest du mit FSINN unterwegs sein, dann kannst du dem Fluglotsen mit folgenden Zeichen in der Remark-Section mitteilen, dass du Voice, Text oder Read only ausgestattet bist:

'''/V/''' = Der Pilot kann Flugfunk hören und auch senden.

'''/T/''' = Der Pilot kann Textmitteilungen empfangen und wird sie auch als Text zurücksenden.

'''/R/''' = Der Pilot kann Flugfunk empfangen. Die Antwort kommt jedoch auf Text zurück.

Wichtig dabei ist, dass der Buchstabe V, T oder R zwischen zwei Slashes steht, da ansonsten dein Equipment nicht erkannt wird und der Fluglotse somit nicht weiß, wie er den Piloten kontaktieren soll.

===== Remarks =====
Für dich als Anfänger ein sehr wichtiges Feld. Hier solltest du unbedingt '''Newbie - speak slowly and clear - be patient''' eintragen. Dadurch werden die Controller darauf aufmerksam gemacht, dass du Anfänger bist und werden deshalb ganz besonders darauf achten, dich gesichert zum Ziel zu lotsen.

===== Fuel On Board =====
Hier wird die Zeit eingetragen für die der Treibstoff ausreicht. Da man immer Reserven für 1 Stunde zusätzlich tanken sollte, trage bei Hours '''01''' und bei Minutes '''30''' ein. Wenn du für diese Zeit tankst, bist du auf jeden Fall auf der sicheren Seite. Noch besser wäre Treibstoff für 2 Stunden.

===== Alternate Airport =====
Gib hier deinen Ausweichflughafen an, den du anfliegen wirst falls du aus irgend einem Grund nicht in Salzburg landen kannst (schlechte Wetterbedingungen, etc). Für unseren Flug würde sich München anbieten. Trage also '''EDDM''' in das Feld ein.

===== Pilot's Name and Aircraft Home Base =====
Wie immer im VATSIM, trage hier deinen realen Vor- und Nachnamen ein, sowie den nächst gelegenen Airport deiner Heimat ein. 
Z.b.: '''Max Muster LOWW'''

===== VATSIM ID / VATSIM Passwort =====
Zum Schluss noch deine VATSIM ID und das Passwort. Klicke danach auf '''File Flight Plan'''
 
Nun ist unser Flugplan ausgefüllt und gesendet.

==== ATIS ====

Spätestens jetzt solltest du deinen Flugsimulator starten und dich in dein virtuelles Cockpit am Abflugort Wien begeben. Stell dich zum Gate 31 und log dich mit deinem Pilotenclient ein (du brauchst keine Multiplayer Session zu starten - die Squawkbox oder FSInn, je nachdem was du benutzt, machen dies in den Standardeinstellungen für dich). Gehen wir davon aus, dass du dich mit AUA123 (Austrian123) eingeloggt hast. Du kannst aber auch jedes andere realistische Callsign verwenden. Beachte, dass du das selbse Callsign, sowie deinen realen Vor- und Nachnamen verwendest, wie schon im Flugplan. Versichere dich, dass dein Transponder auf Mode Standby steht. Falls keine Controller online sind, setze die UNICOM-Frequenz 122.800, auf der du dich per Text mit anderen Piloten absprechen kannst. Damit ihr euch nicht gegenseitig behindert. Falls der Tower in Wien online ist müssen wir zuerst die ATIS Information abrufen. Diese ist entweder als Sprachaufzeichnung mit dem Callsign LOWW_ATIS vorhanden auf der Frequenz 122.950, oder als Text. Die Text-ATIS erhältst du in deinem Pilotenclient (z.B. Squawkbox) wenn du auf die Frequenz des Tower Controller wechselst. 
Gehen wir davon aus, dass der Tower in Wien online und eine Voice-ATIS vorhanden ist. Hör dir zuerst die ATIS an, um die Informationen für den Abflug zu erhalten. Setze dazu die Frequenz 122.950. Du wirst nun die wichtigsten Informationen für den Abflug in Wien hören. Notiere die folgenden Punkte:

*Information
*Wind
*QNH
*Departure Runway

'''Wind''': wird in diesem Format angegeben xxx/yy 
xxx steht für die Richtung aus der der Wind kommt. yy ist die Windgeschwindigkeit in Knoten.

Anmerkung: Du solltest zum Start immer die Runway wählen, die gegen den Wind verläuft
um maximalen Auftrieb zu erhalten. Beachte diesen Grundsatz, falls kein Tower online ist,
der die richtige Wahl für die Runways trifft.

==== Vorbereitung zum Abflug ====

Ab jetzt solltest du unbedingt Charts haben. Zu finden sind diese auf der [http://www.vacc-austria.org/?page=content/static&id=CHARTS_OVERVIEW Chart-Seite] unserer Homepage. Du benötigst die Charts von LOWW und LOWS.

===== SID (Standard Instrument Departure) =====
Nehmen wir an, dass die Departure Runway 29 ist. Suche in den Charts von LOWW die SIDS (standard instrument departure) für die Runway 29. Laut unserem Briefing haben wir als ersten Wegpunkt SITNI in unserer Route. In den Charts wirst du bei der Runway 29 die SITNI4C SID finden. Das ist die Route die uns nach dem Abheben zum Wegpunkt SITNI führen wird. Ab diesem Punkt folgen wir der Route aus dem Briefing. Noch ist allerdings nicht sicher, dass wir dieser SID folgen werden. Mehr dazu später.

===== FMC (Flight Management Computer) =====

Starte nun das Programm vasFMC, das schon einmal angesprochen wurde. Füge zuerst LOWW ein. Du wirst gefragt welche Runway du benutzen wirst. Da wir ja die ATIS abgehört haben wissen wir, dass die Runway 29 die aktive für Starts ist, wähle also diese. Danach kopierst du die Route aus dem Briefing und gibst sie in das vasFMC Eingabefeld ein. vasFMC wird die Wegpunkte die sich auf der Route befinden, automatisch hinzu fügen. Zum Schluss gibst du noch LOWS ein. Hier wirst du wieder gefragt welche Runway benutzt wird. Da wir das noch nicht wissen, wähle irgend eine Runway. 

Wähle jetzt noch AP-Couple an. Das FMC wird dadurch mit deinem Autopilot gekoppelt. Wenn du später nach dem HDG fliegst, wird dies automatisch von vasFMC vorgegeben, um auf der Route zu bleiben.

=== Der Flug ===

Dein Flieger sollte jetzt also Startklar sein. Treibstoff ist getankt, das FMC programmiert und du hast einen kleinen Notizblock oder Zettel zur Hand. 

==== Der erste Kontakt ====

Es wird Zeit uns erstmals zu melden. Falls Delivery online ist, melden wir uns zuerst bei Delivery, falls Ground online ist, bei Ground und wenn Ground nicht online ist beim Tower und zwar immer in dieser Reihenfolge. Du meldest dich immer bei der "niedrigsten" Station die für deinen Startflughafen verfügbar ist. Welche Frequenz du rasten musst, ist aus den Charts ersichtlich. 

Unser erster Funkspruch wird dazu dienen, um festzustellen ob das Headset funktioniert und der Controller dich versteht. Wir sind Austrian123 und haben dies auch im Flugplan angegeben und uns mit diesem Callsign (AUA123) eingeloggt.

Wir: ''"Wien Delivery, Austrian 123, radio check"''
Wien Delivery: ''"Austrian 123, read you five by five"''

Wenn der Controller five by five sagt, hört er dich klar und deutlich. 

==== Flugfreigabe ====

Wir müssen nun unsere Flugfreigabe fordern, damit wir unser Flugzeug überhaupt bewegen dürfen und um sicher zu gehen, dass der Controller unseren Flugplan mit der Route und Höhe akzeptiert. Weiters, teilen wir mit, dass wir die aktuelle ATIS abgehört haben. Deshalb geben wir die aktuelle Information an, die wir vorhin notiert haben. Gehen wir von der Information D (Delta) aus. Mit dieser Flugfreigabe (Clearence) erhalten wir auch die SID und unseren Transponder Code, sowie den lokalen Luftdruck, das QNH.

Wir: ''"Wien Delivery, Austrian 123, <dein Flugzeugtyp>, (at gate/stand 31), request IFR clearence to Salzburg, Information DELTA received"''
Wien Delivery: ''"Austrian 123, cleared to destination Salzburg via SITNI4C departure, initially climb 5000 feet, squawk 4605, QNH
1016, (Information DELTA correct)"''

Du musst immer zurücklesen was der Controller dir sagt (=Readback). Ein simples roger, yes, no genügt nicht. Nach dem Readback, sagst du nocheinmal das Callsign.

Wir: ''"cleared to Destination Salzburg via SITNI4C departure, intitially 5000 feet, Squawk 4605, QNH 1016, Austrian 123"''
Wien Delivery: ''"Austrian 123, readback correct, for start-up and pushback contact Wien Ground 121.600"''
Wir: ''" Contact Wien Ground 121.600, Austrian 123"''

Delivery hat uns also die Flugfreigabe gegeben. Du hast richtig zurückgelesen und deshalb weiß der Controller, dass du seine Anweisungen verstanden hast. Aus diesem Grund schickt er dich zu Ground. Du hast folgendes notiert:

*SID: entspricht unserer Planung, wir müssen nichts ändern
*initially 5000 feet: wir dürfen nach dem Abheben nur auf 5000 ft steigen, bis wir andere Anweisungen erhalten
*Squawk 4605: das ist der Transponder Code den wir setzen müssen.
*QNH 1016: Stelle dein Barometer(Altimeter) auf den Wert 1016. Das ist der Luftdruck den wir bis zur Transition Altitude (=5000ft in Wien, ersichtlich aus Charts) als Referenz für unseren Höhenmesser verwenden. Über dieser Höhe stellen wir den Weltweiten Standardluftdruck 1013 ein

==== Pushback und Taxi ====

Du hast alles eingestellt, bist auf der Frequenz von Wien Ground, hast deine Checklisten abgearbeitet und bist bereit zum start-up. Wir erbitten nun die Freigabe dafür.

Wir: ''"Wien Ground, servus, Austrian 123, request start-up"''
Wien Ground: ''"Austrian 123, start-up approved"''
Wir: ''"start-up approved, Austrian 123"''

Wenn wir alle Checklisten durch haben, alles gesetzt ist und wir bereit für den pushback sind, melden wir das dem Controller.

Wir: ''"Austrian 123, request pushback"''
Wien Ground: ''"Austrian 123, pushback approved"''
Wir: ''"pushback approved, Austrian 123"''

Eventuell sagt der Controller noch dazu:
...''pushback approved facing east/west/south'' oder ''north''...
Generell solltest du aber selbst wissen was die vernünftigste Variante ist.

Du bist also mit dem pushback fertig, die Triebwerke laufen. Nun fragen wir nach dem taxi. Das ist kein gelbes Taxi, sondern das Rollen zur aktiven Piste.

Wir: ''"Wien Ground, Austrian 123, ready for taxi"''
Wien Ground: ''"Austrian 123, taxi to holding point runway 29 vie EX10 and MIKE"''
Wir: ''"taxi to holding point runway 29 via EX10 and MIKE, Austrian 123"''

Wir sollen also über die Taxiways Exit10 und M (=MIKE) zum Rollhalt der Piste 29 rollen und dort warten. Nicht auf die Runway rollen !!! 

===== Give way Anweisungen =====

Du bist online nicht alleine unterwegs. Darum muss der Controller Flugzeuge vor dem Zusammenstoß bewahren, am Boden und in der Luft. Am Boden funktioniert das relativ einfach, indem er einem Piloten mitteilt, einen anderen vorbei zu lassen.

Wien Ground: ''"Austrian 123, give way to Boeing 737, crossing from left to the right"''
Wir: ''"giving way to Boeing 737, from left to right, Austrian123"''

Wir sollen also die Boeing vorbei lassen die unseren Weg von links nach rechts kreuzt. Weiters kann der Controller sagen, dass du einem anderen Flugzeug z.B. zur aktiven Piste folgen sollst.

Wien Ground: ''"Austrian 123, follow preceeding Boeing 747 to holding point runway 29"''
Wir: ''"follow the Boeing 747 to holding point runway 29, Austrian 123"''

Es kann auch passieren, dass du einer "company aircraft" folgen oder Platz machen sollst, das heißt du sollst einem bestimmten Flugzeug aus deiner Airline Platz machen (Austrian).

Kurz bevor wir den Rollhalt der Piste 29 erreichen, wird uns Ground zum Tower schicken.
Wien Ground: ''"Austrian 123, contact Wien Tower 119.400"''
Wir: ''"Contact Tower 119.400, Austrian 123"''

==== Departure ====

Schalte nun den Transponder auf "Mode CHARLIE". Wir melden uns beim Tower:
Wir: ''"Wien Tower, Austrian 123, (approaching holding point runway 29), ready for departure"''
Falls wir Glück haben und wenig Verkehr herrscht, bekommen wir unverzüglich die Starterlaubnis.
Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for takeoff"''
Das Wort takeoff darf erst dann verwendet werden, wenn es sich wirklich um die eigentliche Startfreigabe handelt.
Wir: ''"runway 29, cleared for takeoff, Austrian 123"''

===== Conditional Clearence =====

Ein besonderes "Werkzeug" des Controllers sind conditional clearences. Diese Freigaben gelten für dich erst, wenn bestimmte Umstände eingetreten sind. Ein Beispiel: 

Du stehst am Rollhalt Piste 29. Gleichzeitig anfliegender Verkehr auf die Piste 29 ist 3 Meilen entfernt. 6 Meilen dahinter ist ebenfalls anfliegender Verkehr auf die Piste 29. Bei viel Verkehr wird der Controller dich zwischen diesen Anflügen, starten lassen, um den Verkehr besser fließen zu lassen:

Wien Tower: ''"Austrian 123, traffic on 3nm final runway 29, Airbus A320, report in sight"''
Der Controller fragt ob wir den anfliegenden Verkehr in Sicht haben, um eine Verwechslungsgefahr auszuschließen, gibt er noch die Entfernung und den Flugzeugtyp an. Nur wenn wir Sichtkontakt zum Flugzeug haben, darf der Controller uns die conditional clearence erteilen.
Wir: ''"traffic in sight, Austrian 123"''
Wien Tower: ''"Austrian 123, behind landing Airbus A320/traffic, line up runway 29 and wait behind"''
Wir dürfen also erst nach dem landenden Airbus auf die Piste 29 rollen und sollen dann warten (=stehen bleiben). Der Controller sagt zwei mal "behind" um sicher zu stellen, dass wir auch wirklich erst nach dem Airbus aufrollen. Wenn der Airbus passiert hat, sollten wir allerdings unverzüglich aufrollen um bereit für einen schnellen Start zu sein, schließlich ist der nächste Anflug bereits ca. 5-6 Meilen entfernt. Sobald der Airbus die Piste verlassen hat, werden wir die Starterlaubnis bekommen (siehe oben).

===== Intersection Departure =====

Oft kommt es vor, dass der Ground oder Tower Lotse dich fragen wird, ob du auch von einer Intersection starten kannst. Eine Intersection ist eine Kreuzung zwischen Runway und Taxiway. Dies kann passieren falls der Verkehr es erfordert, oder der Controller möchte dir einfach nur den langen Weg bis zum Holding Point ersparen. Eine Möglichkeit ist die Intersection A3 (siehe Charts). In diesem Fall würde die Phraseologie so aussehen:
Wien Ground/Tower: ''"Austrian 123, ready/able for intersection departure from A3?"''
Falls wir nichts dagegen haben und auch aus technischer Sicht nichts dagegen spricht, teilen wir das dem Controller mit.
Wir: ''"affirmative, (ready for intersection A3), Austrian 123"''
Wien Ground/Tower: ''"Austrian 123, taxi to holding point runway 29, Intersection A3 via M"''
Wenn wir nicht von einer Intersection starten können:
Wir: ''"negative/unable, Austrian 123"''

Die Starterlaubnis ist wieder gleich:

Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for takeoff"''
Wir: ''"runway 29, cleared for takeoff, Austrian 123"''

===== Immediate Departure =====

Was vor allem bei viel Verkehr passieren kann, ist folgende Situation: Du bist auf dem Weg zum Holding Point Runway 29 und erreichst diesen gerade. Gleichzeitig ist eine Maschine im Anflug auf die Runway 29 und ist noch 6 Meilen entfernt. Der Controller wird dich fragen ob du in der Lage bist unverzüglich auf die Runway zu rollen und zu starten, damit du noch vor dem anfliegenden Verkehr abgehoben bist. Falls dies zutrifft und du tatsächlich ohne Verzögerung und stehen bleiben starten kannst, teile dem Controller das mit (natürlich sollte das Funken in so einer Situation ohne Stottern, schnell und deutlich passieren):

Wien Tower: ''"Austrian 123, are you ready for immediate departure runway 29?"''
Wir: ''"affirmative, Austrian 123"''
Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for immediate takeoff"''
Wir: ''"Cleared for immediate takeoff, runway 29, Austrian 123"''

Mit dem Wort ''immediate'' macht dir der Controller noch einmal klar, dass du dir keine Zeit lassen darfst. Um es verständlicher auszudrücken: Er meint damit ''Gib Gas!!''
 

Kurz nach dem Abheben, verweist uns Tower auf Approach oder Center (beide heißen Wien Radar), je nachdem wer online ist.
Wien Tower: ''"Austrian 123, contact Wien Radar 134,670"''
Wir: ''"Wien Radar 134,670, Austrian 123"''

==== Reiseflug / Enroute ====

Wir melden uns bei Radar, und der Controller wird uns unverzüglich eine größere Höhe (wahrscheinlich unsere Reiseflughöhe) anordnen, unter der Vorraussetzung, dass er uns korrekt identifiziert hat. Dazu müssen wir ihm folgende Punkte mitteilen:
*Callsign
*aktuelle Höhe
*freigegebene Höhe
*SID

Außerdem muss der Transponder auf Mode "CHARLIE" stehen, also aktiv sein.

Wir: ''"Wien Radar, Austrian 123, 3000 feet, climbing 5000 feet, SITNI4C departure"''
Wien Radar: ''"Austrian 123, identified, climb FL160"''
Wir: ''"climb FL160, Austrian 123"''

Jetzt können wir uns erstmal zurücklehnen, auch wenn es nicht lange dauert bis wir Salzburg erreichen.

==== Descent / Top of Descent (ToD) ====

Nach einiger Zeit sollten wir langsam aber sicher in den Sinkflug übergehen. Der Punkt an dem der Sinkflug begonnen wird, nennt sich Top of Descent. Um diesen Punkt zu errechnen gibt es einige Faustformeln. Generell kann man sagen, dass die abzubauende Höhe in Flightlevel dividiert durch 3 die Distanz zum Zielort ergibt, ab der man sinken sollte. 

Unser Beispiel:
FL160 auf ca. 1000ft (Höhe des Airports über dem Meer) -> FL150 : 3 = 50nm

Wenn man also 40-50nm vor Salzburg bei einem Groundspeed zwischen 400 und 450 Knoten bei ca. 1700-2000 ft / min sinkt ist man auf der sicheren Seite. Falls dieser Punkt erreicht wird und der Controller dir noch keine Anweisungen zum Sinken gegeben hat, weise ihn darauf hin, dass du sinken willst, da du selbst dafür verantwortlich bist.

Wir: ''"Austrian 123, request (ready for) descent"''

Meistens wird dir der Controller dann eine Anweisung zum Sinken geben, die du selbstverständlich wieder zurücklesen musst.

Wien Radar: ''"Austrian 123, descend FL120, contact Salzburg Radar 123.720"''
Wir: ''"descend FL120, contact Salzburg Radar 123.720, Austrian 123"''

==== Vectoring und Approach ====

Ein wesentlicher Teil des Fluges, der vom Piloten besondere Aufmerksamkeit fordert, ist der Anflug. Hier wird einem Piloten in der Regel ein sogenanntes Vectoring gegeben. Das heißt, dass der Controller (in diesem Fall Salzburg Radar) dir zusätzlich zu den Höhenanweisungen auch Richtungsanweisungen gibt. Du musst dann diese Richtung (Heading) fliegen und wie immer die Anweisungen zurücklesen, damit der Controller sicher gehen kann, dass du seine Anweisungen erhalten hast. Das Vectoring führt dich direkt bis zum Endanflug in den du dann freigegeben wirst. Der Anflug ist im Normalfall ein [[ILS]]-Approach. Der Controller wird dir auch mitteilen welchen Anflug auf welche Piste du erwarten kannst, damit du rechtzeitig deine NAV-Frequenzen setzen und dich auf den Anflug vorbereiten kannst.

Wir: ''"Salzburg Radar, Austrian 123, FL120, Information B, inbound SBG VOR"''
Salzburg Radar: ''"Austrian 123, servus, Information B correct, expect radar vectors ILS approach runway 16, descend 8000ft QNH1015, turn right/left heading 260"''
Wir: ''descend 8000ft QNH1015, right/left heading 260, expect radar vectors ILS approach runway 16"''

Wir müssen also auf die Höhe (nicht Flightlevel!!) 8000ft sinken. Sobald wir auf oder unter die Transition Altitude friegegeben werden, ist automatisch vom lokalen QNH als Referenz auszugehen, das uns der Controller auch mitteilt, bei diesem Beispiel 1015. und nach rechts/links auf Kurs 260 drehen. Ausserdem teilt uns der Controller mit, dass in Salzburg die ATIS Information BRAVO gültig ist, damit wir überprüfen können ob wir diese abgehört haben. Setze das Heading 260 in deinem Autopiloten bzw. fliege den Kurs per Hand wenn du ein geübter Pilot bist.

'''Achtung''': Wenn du vasFMC verwendest musst du unbedingt vor dem ersten Einstellen eines Headings AP-Couple deaktivieren, da
sonst deine Eingaben von vasFMC immer wieder überschrieben werden.

Du wirst eventuell noch weitere Headings und Höhenanweisungen bekommen. Zwischendurch wird dir der Controller auch den zu erwartenden Anflug mitteilen.

Salzburg Radar: ''"Austrian 123, descend 6000ft"''
Wir: ''"descend 6000ft, Austrian 123"''

Langsam wird es spannend. Der Controller wird uns jeden Moment mitteilen, dass wir für den Anflug freigegeben sind. Setze noch schnell die NAV-Frequenz 109.90 für den ILS Anflug auf die Piste 15 in Salzburg. Zufinden sind alle wichtigen Informationen wie immer in den Charts, die bei keinem Flug fehlen dürfen.

Salzburg Radar: ''"Austrian 123, descend altitude 4000 ft,turn left heading 190, cleared ILS approach runway 15"''
Wir: ''"descend 4000 ft, turn left heading 190, cleared ILS approach runway 15, Austrian 123"''

Vielleicht relativ viel Information auf einmal. Deshalb sollte auch hier der Notizzettel greifbar sein. Erstmal sollen wir auf 4000 ft sinken. Weiters müssen wir auf Kurs 190 drehen um das ILS einzufangen. Stelle also die Höhe sowie das Heading so schnell wie möglich ein. Achte nun darauf den [[Localizer]] und in weiterer Folge den [[Glideslope]] einzufangen. Sobald sich die Anzeige in Richtung Mitte bewegt, drücke den LOC bzw später den APP-Button (abhängig vom Flugzeug). Wenn der Controller am Radarschirm erkennt, dass wir am ILS sind wird er uns an den Tower übergeben. Es kann aber auch sein, dass er uns die Anweisung gibt ihm zu melden, dass wir uns am ILS befinden. In diesem Fall würde die Phrase oben ergänzt werde durch:

''"...report established"''

Wenn wir also "established" sind schickt uns Salzburg Radar zum Tower.

Salzburg Radar: ''"Austrian 123, contact Salzburg Tower 118.100 "''
Wir: ''"Contact Salzburg Tower 118.100, Austrian 123 "''

==== Landung ====

Wir wechseln auf die Tower Frequenz und melden uns so bald als möglich, damit wir noch genug Zeit im Endanflug haben.

Wir: ''"Salzburg Tower, servus, Austrian 123, established ILS runway 15"''
Salzburg Tower: ''"Austrian 123, Wind xxx/yy runway 15, cleared to land"''
Wir: ''"runway 15, cleared to land, Austrian 123"''

Glück gehabt, kein Verkehr auf der 15 und somit erhalten wir unverzüglich die Freigabe zur Landung. Wäre jemand vor uns bei der Landung, würde der Tower-Controller in etwas das sagen:

''"...wind xxx/yy, continue approach number 2"''

Fast geschafft. Das Fahrwerk ist draußen, alles ist gechecked und wir setzen sanft auf. Wir verlassen die Runway und halten dann, da wir noch keine weiteren Freigaben erhalten haben. Vergiss nicht den Transponder wieder auf Mode "Standby" zu schalten, sobald du am Boden bist und die Runway verlassen hast. Entweder schickt uns der Tower jetzt zu Ground (wenn online) oder er gibt uns selbst die Anweisungen.

Angenommen die Bahn wurde über ECHO (E) verlassen.

Salzburg Tower: ''"Austrian 123, taxi to stand W4 via L(LIMA)and Exit 4"''
Wir: ''"taxi to stand W4 via LIMA and Exit 4"''

Wir rollen also zur Parkposition W4. "Request leaving", "request frequency change" oder andere Phrasen, sind nicht notwendig. 

So, das war's! Der erste Online Flug ist vorrüber. Ab jetzt heißt es üben, üben, üben! Der Rest kommt im Laufe der Zeit von ganz alleine. Je mehr Flüge du absolviert hast, desto mehr Erfahrung wirst du haben und du wirst die Prozeduren irgendwann im Schlaf beherrschen.

=== Tipps und Hinweise ===

==== Die ersten Schritte ====

Nachdem du dich bei VATSIM und auch auf der [http://www.vacc-austria.org VACC Austria Homepage] registriert hast, kannst du im [http://forum.vacc-austria.org/index.php Forum] nach Hilfe fragen. Du solltest auch hier im Wiki diverse Dokumente durchlesen. Danach stellst du dich mit deinem Flieger nach Wien, loggst dich ein und hörst für den Anfang einfach nur zu. Notiere dir Dinge die unklar sind und frage im Forum nach.

==== Grundlegende VATSIM Regeln. ====
*Niemals auf einer Piste einloggen
*Keine Pause-Taste im Flugsimulator verwenden
*Realistische Callsigns verwenden
*immer den realen Vor- und Nachnamen verwenden
*immer den Anweisungen von Controllern folge leisten

Lies dir unbedingt folgende VATSIM-Dokumente durch:

*[http://www.vatsim.net/library/codeofconduct.pdf Code of Conduct]
*[http://www.vatsim.net/library/codeofregs.pdf Code of Regulations]

==== Tipps für den Flug ====

*Am Funk: Denken, drücken, sprechen!
*Notizen: schreibe dir alles auf was der Controller dir sagt!
*Wenn du etwas nicht verstehst, nachfragen statt falsch machen!
*Fliege niemals ohne Charts und wirf einen kurzen Blick auf diese bevor du fliegst!

==== Wo finde ich Hilfe? ====

*[http://www.vatsim.net/prc/ Pilot Ressource Center]
*[http://forum.vacc-austria.org/index.php VACC Austria Forum]
*[http://wiki.vacc-austria.org/index.php VACC Austria Wiki]

[[Category:Documents]][[Category:Training]][[Category:Pilots]]

LOWW Primer

2023-04-22T23:24:21Z

Patrick Weineis: /* ARR RWY 16 / DEP RWY 29/16sim. */

=About this Document=

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

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

AIRAC status is 1704 (May 2017).

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

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

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

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

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

== Taxiways ==

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

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

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

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

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

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

[[File:29only.jpg]]

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

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

[[File:29-34.jpg]]

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

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

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

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

[[File:29-16.jpg]]

== Deicing ==

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

What I must do if pilot request deicing?

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

== Restrictions to Ground Movement ==

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

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

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

[[File:LOWW_ILS29.jpg]]

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

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

= TWR Position =

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

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

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

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

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

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

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

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

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

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

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

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

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

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

= APP Position =

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

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

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

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

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

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

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

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

Study Guide:Tower

2023-04-19T12:00:05Z

Patrick Weineis: /* Radar Separation */

'''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 an efficient Tower Controller within VACC Austria. We assume that you have already read the [[Study Guide:OBS]], [[Study Guide:Delivery]] and [[Study Guide:Ground]].

Tower's main responsibility is to make efficient use of all available RWY's.

The tower is therefore responsible:

- for all movements on the runways
- for all movements within the control zone (see "Airspace Structure" below).

Euroscope visibility range for Tower should not exceed 50nm (regarding Vatsim CoC C12)

== Aircraft Categories ==

A/C are categorized by their respective weight and approach IAS

=== Weight Categories ===

Aircraft are categorized into four weight categories:

{| class="prettytable"
|-
| '''Category'''
| '''MTOW'''
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|-
| Super Aircraft (S)
| is only one: the A380
|}

You can find a list of aircraft in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228] Weight depicted is MTOW.

=== Approach Speed ===

Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:

{| class="prettytable"
|-
| '''Category'''
| '''Vref'''
|-
| A
| <= 90 knots
|-
| B
| 91 - 120 knots
|-
| C
| 121 - 140 knots
|-
| D
| 141 - 165 knots
|-
| E
| >= 165 knots
|}

== Theoretical Knowledge ==

=== Producing Lift ===

For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.

Basically, a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion, the lift is produced in the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle, the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

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

Think of a level flying aircraft that reduces its speed. In order to compensate for the reducing lift, the pilot has to raise the nose. However, at some point, the Angle of Attack will cross the critical angle of attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so-called stall speed but the aircraft is also limit by aerodynamics in the higher range of speed (buffeting). Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats (Approach). In General, when an aircraft flies it will produce thrust but at the same time it produces drag. So if you fly just horizontal (cruise) you have at the same time Lift=weight and thrust=drag. Drag produce automatic noise and that is the big problem. to prevent this we have different procedures in the approach and a lot of research in aviation to reduce the sound of the aircraft but the main part are the engines.

On approach, pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this, the approach speed also depends on the weight and aircraft configuration (Flap/Slat setting). For safety, the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

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

=== Transition Altitude/Transition Level ===

Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings, you have to use the actual local pressure in your area. As a memory hook, you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefore indicates a lower altitude.

As ground pressure changes every hundred miles, aircraft would need to update their settings every few minutes. If ALL aircraft would need to do this, it would be terribly unpractical and dangerous. Guess what happens if one forgets? So the altitude is "sliced":

* In lower areas (where the terrain is in close proximity), aircraft have to update local settings. Most aircraft are there only for takeoff and landing, so no big deal.
* In higher areas, aircraft all tune a standard-setting (QNH 1013 or 29.92 HG) - this setting may be "wrong", but as all aircraft have the same "wrong" setting, it does not matter.

And where is the altitude where that changes?

* For climbing aircraft, it is the Transition Altitude, where they change from local to standard pressure.
* For descending aircraft, it is the Transition Level, where they change from standard to local pressure.

Between the two, there is a safety layer (called "Transition Layer") which compensates for the difference between local and standard pressure, which is 1000ft minimum, so the stack is:

Upper airspace: measured in Flight Levels (FL220 = Altitude 22.000ft at standard settings)
Transition Level: the lowest Flight Level
Transition layer (to keep distance)
Transition Altitude (TA): the highest altitude cleared at local pressure settings
Lower airspace, where the altitude is given (you write "A5000ft").

As the difference between TA and TL varies with pressure (the lower local pressure, the thinner), the size of the Transition Layer varies (the lower local pressure, the thicker). Use the following table to calculate your TRL:

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

==Before you start controlling==

Tower decides which runways are in use and maintains the ATIS. The tower is also responsible for ground and delivery if they are not online or if they are not defined for that particular airport (LOWS has DEL, but no GND; LOWI, LOWG and LOWK have only TWR).

=== Airspace Structure around Major Airports ===

Major airports in Austria are surrounded by a control zone (CTR) which is class D airspace. This means that A/C need clearance for entry. So either they are cleared for an approach or they are cleared into the control zone. Details will be discussed in the VFR part later on.

== Tower Workflow ==

===Setting the right priorities===
The moment you are responsible for more than one aircraft you will have to set priorities in your handling. As a general guideline:

#aircraft in the air have top priority - you take care of them first. Reason: They can't stop.
#aircraft moving on the ground have next priority. They could bump into each other.
#aircraft standing on ground have the least priority.

=== Runway Separation ===

The runways are one of the most dynamic spots on an airport. Aircraft are travelling at high speed with little room to manoeuvre and most of the time no ability to stop at a reasonable distance. In general '''only one aircraft may be cleared to use a runway at the same time.''', nevertheless there are exceptions to this rule which will be described in the upcoming chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

*Have a look at the Flightplan. Take note of the type of aircraft and the Departure Route.
*Check the traffic approaching the runway.

To give a takeoff clearance the following phrase should be used:

AUA2CM, wind 320 degrees, 7 knots, Runway 29, cleared for takeoff.

When the A/C is well established in climb check if squawking Mode C and the right Code. Afterwards, he is handed off to the next Controller, in this case, a radar position:

AUA2CM, contact Wien Radar frequency 134.675.

The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceding aircraft is still occupying the runway. Now you get to know the first exception to the Runway separation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind.

''Note: you '''must''' add another "behind" at the end of the clearance!!

This type of clearance is called conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the Proceedings aircraft has overflown the opposite runway end or has clearly turned onto either side of it. 

==== Take care! Phraseology around the runway is vital ====
In 1977, at the Tenerife Airport, two 747 Jumbo Jets collided on the runway and burst up in flames, killing more than 500 people. There was a simple cause: misunderstandings in the takeoff phraseology: Tower said "standby for takeoff", the pilot understood "cleared for takeoff". So, there are two iron rules which you should never break as a Tower controller:

* '''Use the word "takeoff" only when you clear for takeoff: Say "<aircraft> cleared for takeoff" and nothing else.''' If you have to say anything else (like that the aircraft can leave in 2 minutes), then use the word "departure".
* '''Use the word "landing" only when you clear for landing: Say "<aircraft> cleared to land" and nothing else.''' If you have to say anything else (like where to leave the runway after touchdown), use the word "arrival".

=== Departure Separation ===
There are several factors to take into consideration when deciding what the minimum separation between succeeding aircraft is. It is the tower controller's responsibility to decide which kind of separation to apply. The following types of separation shall be considered:
*[[#Time Based Separation|Time Based Separation]]
*[[#Radar Separation|Radar Separation]]

'''CAUTION: Regardless of separation minima to be used, the following rule ALWAYS applies:'''

Departing aircraft will not normally be permitted to commence take-off until
*the preceding departing aircraft has crossed the end of the runway-in-use or
*has started a turn or
*until all preceding landing aircraft are clear of the runway-in-use.
Note that this paragraph is not about the actual clearance. You may clear an aircraft - considering the minima below - for takeoff before the above conditions are fulfilled, taking into account the time it will take the aircraft, until the actual takeoff can be commenced.

==== Time Based Separation ====
To avoid hazards created by the turbulence formed at the wingtips of aircraft (wakes), separation based on time shall be applied between succeeding departing traffic. This is due to the fact, that wakes need a certain time to dissipate.

The actual time to apply depends on the wake turbulence category and thus on the weight of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>

===== 2 Minutes =====
Provided that succeeding aircraft are using:
*the same runway
*crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below
*''parallel runways separated by less than 760m'' (no applicable in Austria)
*''parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below (not applicable in Austria)''
a minimum separation of 2 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>

===== 3 Minutes =====
Provided that succeeding aircraft are taking off from:
*an intermediate part of the same runway (read: intersection)
*''an intermediate part of a parallel runway separated by less than 760 m (2 500 ft) (not applicable in Austria)''
a minimum separation of 3 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>
Note: In LOWW the following intersections are, for the purposes of wake vortex, NOT considered to be intersection departures:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A11 and A12
|-
| 29
| A1 and A2
|-
| 16
| B1 and B2
|-
| 34
| B11 and B12
|}
</div>

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

DLH32C, wind 180 degrees, 3 knots, runway 16 cleared for takeoff, caution wake turbulence.

==== Radar Separation ====
For radar-equipped TWR stations, which in Austria are basically all controlled TWR stations, departure separation shall be as such, that departing aircraft are entering the approach airspace with radar separation. For LOWW_TWR these minima are for example:

<div align="left">
{| class="prettytable"
|Traffic
|Distance
|Condition
|-
| Departing traffic on different SIDs
| 3 nm
| increasing
|-
| Departing traffic on same SIDs
| 5 nm
| increasing
|}
</div>
'''Same SID's:'''

'''RWY 11:'''

LANUX-BUWUT-LEDVA

OSPEN-RUPET

STEIN-ARSIN

KOXER-ADAMA

'''RWY 16:'''

LANUX-BUWUT-LEDVA

MEDIX-LUGEM

OSPEN-RUPET

STEIN-ARSIN

KOXER-ADAMA

'''RWY 29:'''

LANUX-BUWUT-LEDVA

MEDIX-LUGEM

OSPEN-RUPET

STEIN-ARSIN-KOXER-ADAMA

'''RWY 34:'''

LANUX-BUWUT

OSPEN-BUWUT

STEIN-ARSIN

KOXER-ADAMA

==== Deciding Which Separation to apply ====
In order to provide an expeditious flow of traffic for departing traffic, it is imperative for the tower controller to always apply the lowest separation minimum. Since time-based separation is always the larger of the minima, it should always be strived to achieve radar separation. In principle, taking the minima above into consideration, radar separation may always be applied when succeeding departing traffic is in the same wake turbulence category or if a heavier aircraft is departing behind a lighter one.
Otherwise, time based separation has to be applied.

==== Tips And Tricks ====
*Try to avoid having multiple aircraft using the same SID depart the same runway right after each other. Throw in a departure with another SID in between to utilize the 3nm radar separation minimum instead of 5.
*If possible, have heavier planes depart behind lighter ones, so you avoid having to use time-based separation. Of course, take this with a grain of salt, since you can't let the heavier aircraft wait forever.
*To achieve radar separation as soon as possible, use initial visual turns if weather permits (VMC). Example:
TWR: AUA117M, after departure visual right turn to SOVIL is approved, wind calm, runway 11 cleared for takeoff.
In this case, the aircraft will make a very early right turn, allowing you to have the next aircraft takeoff within seconds, provided it is not lighter than the preceding.
*The ground controller should send aircraft to your frequency early enough during taxi - provided that there are no conflicts on the ground - that you should be able to distribute the aircraft onto the different holding points to your needs. Use the holding points in order to prepare a proper departure sequence that allows you to use the lowest minima possible.
Note: According to the austrian AIP, the pilot shall prepare and be ready to use the following intersections for departure:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A10
|-
| 16
| B4
|-
| 29
| A3 (west)
|-
| 34
| B10
|}
</div>
For those intersections it is normally not necessary to ask a pilot if he is able - it is his obligation to tell ground upon requesting taxi clearance or latest upon initial contact with the tower controller.

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

MAH224: Linz Tower, MAH224 established ILS Approach rwy 27.

Again you are not allowed to clear more than one aircraft onto the same runway at the same time. 

{| class="prettytable"
|-
| In order to issue a landing clearance
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.
#preceeding landing traffic must have left the runway safety strip with all parts.
#traffic crossing the runway must have left the runway safety strip with all parts.

|}

If these conditions are met use the following phrase to clear the aircraft:

MAH224, Linz Tower, wind 300 degrees 16 knots, runway 27, cleared to land.

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

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

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

AUA26T wind 310 degrees 14 knots, runway 27 cleared to land.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

AUA81: Wien Tower, AUA81 established ILS 16
TWR: AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140
degrees 7 knots.
AUA81: continuing approach, AUA81.
TWR: AUA81, There is a rescue helicopter operating west of the extended centerline, presently at
your one o'clock position, 5 nm, 1400 ft.
AUA81: Thank you, looking out, AUA81.
AUA81: traffic in sight, AUA81.

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.

The rescue helicopter from the example above needs to land at your airport:
OEBXR: Wien Tower, Freudenau 1500ft for landing.
TWR: OEBXR, Fly direct G-A-C, stay north of extended centerline RWY 11, 020 deg 4 kts, land own discretion.

To give you an idea of how dense traffic can get in real life consider that during peak times and good weather the separation is reduced to 2,5 nm. This corresponds to one landing every 75 seconds.

=== Merging Departing and Arriving Traffic ===

And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

 Still the above rule of only one aircraft at the same time applies, however, we also use conditional clearances which look very similar to those above in the departing traffic section.

AUA123, behind next landing C750 line up RWY 29 behind.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown. To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also, you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:

"Ready for immediate departure?"

Example:

{| class="prettytable"
|-
| You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally, you have two departures waiting at the holding point of runway 29.
|}

TWR: CAL275, ready for immediate departure?
CAL275: Affirm
TWR: Wind 250 deg 6 kts, Runway 29 cleared for immediate takeoff.
CAL275: cleared for immediate takeoff runway 29, CAL275

{| class="prettytable"
|-
| After the CAL B747 has taken off.
|}

TWR: AUA289, wind 300 degrees 7 knots, runway 29, cleared to land.
AUA289: Runway 29, cleared to land, AUA289.
TWR: AUA2LT, behind landing Airbus line up runway 29 behind.
AUA2LT: Behind the landing Airbus, lining up runway 29 behind, AUA2LT.

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

TWR: AUA2LT, wind 300 degrees 8 knots, runway 29 cleared for takeoff.
AUA2LT: cleared for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

==== Differences to handling of IFR Traffic ====

The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a sufficient distance to ensure safety.

To guide VFR Traffic through your airspace you make use of VFR Routes, Sectors, and reporting Points. '''Used phrases''':

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg, 1500ft or below,
QNH 1020, Squawk 7000, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights can be cleared into any part of the pattern (departure, crosswind, downwind, base or final). Unless stated otherwise by the controller, a pilot shall join the pattern from the cleared position and finish it without requiring further clearance. 

TWR: OE-AGA, join downwind for runway 29
TWR: OE-AGA, extend downwind for runway 29
TWR: OE-AGA, join base for runway 29, I will call you for final
TWR: OE-AGA, join base for runway 29

VFR Flights Squawk and basic information (active runway, QNH etc.) from Delivery, the route clearance from 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 7000, Rechtskurve genehmigt.
TWR:OE-AGA, leave Control Zone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 7000, right turn approved.

TWR: OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
TWR: OE-AGA, climb 3500 feet, report Donauturm.

In the air ATC provides [[traffic information]].

TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound
route Klosterneuburg-Freudenau.

When the aircraft leaves the control zone.

TWR: OE-AGA, Squawk 7000, you may leave.

==== Merging in VFR Traffic ====

To manage VFR Traffic efficiently you have to use [[traffic information]] and visual separation.

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX

Because of other traffic, it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:

TWR: OE-AGA, Extend right downwind.
OE-AGA: Extending right downwind, OE-AGA

To instruct the aircraft to continue it's approach use the following procedure:

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
TWR: OE-AGA, behind B767 traffic, join final RWY 29, caution wake turbulence
OE-AGA: Behind B767, join final RWY 29 behind, caution wake turbulence, OE-ANX

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

TWR: OE-AGA, Make a right three-sixty.
OE-AGA: Making three-sixty to the right.
TWR: OE-AGA, Orbit left
OE-AGA: Orbiting left, OE-AGA

The second instructions mean, that the pilot should make orbits until further advice.

It is also possible to ask VFR traffic for a speed reduction.

TWR: OEABW, Fly speed 90 kts
OEABW: 90 kts, OEABW

==== Special VFR ====
Could be used when weather Minimums are below VFR condition.

Weather minimums for (S)VFR are follow

- Base Cloud at min. 600ft

- visibility min 1500m

'''Used phrases''':
Verlassen Sie Kontrollzone als Sonder-Sichtflug über Donauroute.
Verlassen Sie Kontrollzone als Sonder-Sichtflug. Nach dem Abheben geradeaus steigen auf 600 ft, dann Rechtskurve Steuerkurs 340.
Verlassen Sie Kontrollzone als Sonder-Sichtflug. Nach dem Abheben geradeaus bis zur Ende der Raffinerie. Folgen Sie der Donau. Ausflug Richtung Norden genehmigt.

Leave control zone special-VFR via November
Leave control zone special-VFR. After departure climb on runway heading 600 ft then right turn heading 340
Leave control zone special-VFR. After departure climb on runway heading until end of refinery. turn right heading 360, follow the Danube. Leaving control zone to the north approved.

==== Night VFR ====

Night VFR is handled like any other VFR flight. Adherence to special procedures associated with flying VFR after ECET and clearance of terrain is the responsibility of the PIC.

==== Traffic Pattern ====

The traffic pattern is separated into departure, crosswind, downwind, base, and final.
On request, the Tower controller can clear VFR traffic into the traffic pattern.

OEABC, after departure, join traffic pattern Runway 29.

or

OEABC, after departure, join downwind runway 29.

'''If the controller clears an aircraft into any part of the pattern, it implies the clearance for the whole pattern.'''
To tell the pilot to maintain on the downwind use:

OEABC, extend downwind

or

OEABC, I call you for base

=== Helicopters ===

Helicopters are sometimes able to depart from their current position i.e helipad, GAC, TWY. Nevertheless they may also depart via runways:

OEBXR: Wien Tower, OEBXR at G-A-C request to leave the Control Zone via Klosterneuburg.
TWR: OEBXR, Wien Tower, after departure leave control zone via VFR Route Klosterneuburg, 1500 feet or below, SQ7000.
OEBXR: After departure leave control zone via VFR Route Klosterneuburg, 1500 ft or below, SQ7000.
TWR: Correct, ready for departure?
OEBXR: Affirm
TWR: 260 deg 4 kts, Takeoff own discretion.
TWR: Airborn Time 52'

=== Coordination with other ATC Stations ===
''Communication from one controller to another is as important as the communication from controller to pilot.'' This is especially true during high traffic situations where you might be tempted to concentrate solely on what is happening on your frequency. In these situations don't hesitate to take a call from a fellow controller even if it means that a pilot has to wait before you call him back. Secondly, if you know a controller is busy, try to keep your conversation with him concisely and avoid chatting in a TeamSpeak channel next to him.

Within VACC Austria we usually use TeamSpeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.
Other means of communication are the Intercom functions of Euroscope which would be a very nice feature, however often they only work with certain controllers. The ATC Channel within Euroscope should not be used for individual coordination.

When you come online or go offline you should inform neighbouring ATC stations.

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

==== Reduced Runway Separation Minima (LOWW) ====
Each runway in Vienna has a 2400m-marker indicated on the runway - be aware that the second marker from the respective threshold is the 2400m-marker for that very threshold:
For details refer to ICAO DOC4444 7.11

Application of RRSM:
An aircraft may be cleared for takeoff, given that:
* a preceding departing aircraft has passed the 2400m-marker.

An aircraft may be cleared to land, given that:
* a preceding landing aircraft has passed the 2400m-marker, is in motion and is not required to make a backtrack.
* a preceding departing aircraft has passed the 2400m-marker.

Reduced runway separation minima shall be subject to the following conditions:
* wake turbulence separation minima shall be applied
* visibility shall be at least 5 km and ceiling (BKN/OVC) shall not be lower than 1000ft.
* tailwind component shall not exceed 5 kt
* minimum separation continues to exist between two departing aircraft immediately after take-off of the second aircraft
* [[traffic information]] shall be provided to the flight crew of the succeeding aircraft concerned
* Reduced runway separation minima shall not apply between a departing aircraft and a preceding landing aircraft

==== High traffic situations ====

During high traffic situations, communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft.

==== Additional phrases during periods of high traffic ====

In order to expedite the flow of traffic use the following phrases:

Austrian 125, wind xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind xxx/xx runway 34 cleared to land, expedite vacating
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn

==== Opposite runway operations ====

This is one of the more difficult situations for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Resources ==

*[http://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf LOWI QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWK.pdf LOWK QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWL.pdf LOWL QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf LOWG QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf LOWW QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWS.pdf LOWS QRS]

*[http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]

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

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

----

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

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

Vienna

2022-12-27T14:28:08Z

Patrick Weineis: /* Aprons and parking positions */

{{Infobox airport
| name = Vienna International Airport
| nativename = Flughafen Wien-Schwechat
| image = Flughafenschwechat.jpg
| image-width = 200
| image2 =
| image2-width =
| IATA = VIE
| ICAO = LOWW
| type = Private
| owner =
| operator = Flughafen Wien AG
| city-served = Vienna, Austria 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 Million passengers (2018) a year. The profitable Eastern Europe routes are provided by the homecarrier [http://en.wikipedia.org/wiki/Austrian_Airlines Austrian].

In the year 2005 the “[http://www.viennaairport.com/ Flughafen Wien AG]” started to build the so called [http://en.wikipedia.org/wiki/Vienna_International_Airport#Terminals SKYLINK], an additional terminal in the eastern part of the airport which offers space for 91 check-in counters as well as 51 additional gates (5 of them are A380-approved). In the year 2006 the new air traffic control tower was opened. With it’s height of 109 meters, it’s the tallest control tower in Europe. It can be seen from far away, so it got a landmark for the airport.

Terminal 1 offers space for the carriers of [http://en.wikipedia.org/wiki/Aeroflot Aeroflot] and [http://en.wikipedia.org/wiki/Emirates_%28airline%29 Emirates]. Terminal 1A is located right opposite of Terminal 1 and is a temporarily building to bridge the capacity constraint until the new SKYLINK Terminal will be finished soon.

The airport offers 2 asphalt [http://en.wikipedia.org/wiki/Runway runways] with orientations 11/29 (3.500 meters) and 16/34 (3.600 meters). All of them are equipped with a [http://en.wikipedia.org/wiki/Instrument_landing_system ILS system], 2 of them offer [http://en.wikipedia.org/wiki/CAT_III#ILS_categories CAT III B]. Just recently (April 2012), a decision has been made to build a third runway parallel to 11-29.

= LOWW for Pilots =
== A quick look around ==
Vienna Airport is a medium range international airport, which - like many of them - has grown organically. Like all airports of this kind, they have peculiarities - most of them making life complicated for controllers.
=== On the ground ===
==== Aprons and parking positions ====
''(See the LOWW charts "overview" and "parking positions", available [[http://www.vacc-austria.org/?page=content/chartlist&icao=LOWW here]].)''

* '''General Aviation Center (GAC)''' is at the far west connecting to TWY M via TWYs Q and P. This Area is used for all GA A/C

* '''Technical base''' (if you blew up a tyre on landing) is next, opposite Exit 14 and 15. Many GAC pilots start from there (for whichever reason).

* '''Apron A91-A96''' is used for Cargo

* '''Apron B43-B69''' are stands for Cargo and also used for remote Passenger boarding.

* '''Apron B71-B96''' is next to the East and has three 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 taxi- and pushback procedures: '''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 gates (D23, D27) are Heavy gates.

* Further East along taxiway L are the '''E stands'''. In this area the low cost carriers park, as gates are more expensive than stands. Aircraft park nose-south: They enter via taxilane 36 and leave onto L.

* East of the main terminal is the new Skylink, now named '''[[http://www.viennaairport.com/jart/prj3/va/main.jart?rel=en&content-id=1249344074277 Check-in 3]]''' Access for aircraft is divided: For the south (F01-F37, odd), aircraft use taxilane 35/36, for the north (F04-F36, even), it's taxilane 40 Center for Heavies.
*Medium Aircraft will be cleared via the Blue or Orange Line respectively.
Check-in 3 is Schengen-and-non-Schengen and is the home pier for the Star Alliance fleet.

* '''Taxilanes 35/36/37''' are one-way streets, but the direction changes according to runway configuration. Expect ground controller to issue a "pushback facing east/west" clearance. If you don't get any facing instruction, face east, as you are most likely to get out this way.

* '''Taxilane 38''' is exit-only: Aircraft parking on F43-F59, as well as F42-F50 use it to leave.

* '''The H apron''' is north of taxilane 40. H41-H45 are pushback stands, H46-H49 leave via taxilane 42.

* '''The K apron''' is for pax 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 B apron.
* Cargo leaves from A91-A96 or B43-B69
* Larger GAC aircraft (like a Challenger) leave from B or GAC.
* Small GAC aircraft (like sports aircraft) leave from GAC.
* Super-large birds have F44, F48, and H98. A380 departs from D27 or F35 in Vienna.

On high traffic situations (Like the Weekly Wed) it might be good to look around before loggin in - you might sit on top of another aircraft. You can use [[http://www.vacc-austria.org/?page=content/gatelist&icao=LOWW the gatelist]] from the VACC Austria homepage or use the more remote places to log in, like the corners of the Pier (C31, C42, D21, D29) or the mostly vacant Check-in 3. There is no hassle on B, E and H stands.

==== Taxiing ====
This is, where the "evolutionary" design of Vienna airport hits reality - Vienna is not quite spacious to taxi around. Make sure to be slow enough and to follow ground controller instructions - you find yourself in the grass, in a building, head on to or even crashing into a fellow aircraft if you don't. Be aware: There is '''no follow-me car''' in Vienna, even if MSFS shows you one. Be so kind and follow the instructions of the ground controller or face a disconnect. On busy days (like the weekly wednesday) you can seriously screw up traffic by not following instructions.

Also, unlike other major airports (like EGLL), there are no unique and published taxiing directions - taxiways are used in either way following runway configuration. There is not even a uniform standard, how controllers handle traffic for specific runway configurations - it's where controllers do it their ways.

If you fly into Vienna with ATC control, then you get taxi instructions - follow them, full stop.

If you don't, then you can use the following rough guidelines: You have some roughly parallel taxiways with W-L into one way and M-E into the opposite direction. Easiest is to follow these taxiways right-around. ATC will guide you differently (as right-around-only is inefficient), but if you have not, it is most likely that you don't end up nose-to-nose:

* '''Departure rwy 11''': Taxi down to L (coming from the north: via W), changing to M on exit 12, if you are more than a light aircraft (wingspan - you might smash some Cessnas standing around on GAC East) for departure from A11 or A12. Taxilane 36 is eastwards for W.

* '''Departure rwy 16''': Taxi down to M and via Ex1 and Ex24 up E to Ex31. Taxilane 36 is eastwards to W where (strictly followed) you should drive right-around (W, Ex2, Ex1, Ex24, E) or you might look out and cut the corner to the left and Ex23 to E.

* '''Departure rwy 29''': Taxi down to M (from north: via W)

* '''Departure rwy 34''': Taxi down to M and E - from north: only via E.

* '''Arrival rwy 11''': Leave on M, take next exit to L to the terminal, or take A2, Ex1 Ex24 and E for the northern stands. Right-around would also mean that taxilane 36 is eastwards via Ex7 and taxilane 35.

* '''Arrival rwy 16''': Vacate to E and taxi up to the northern aprons, or turn left for L for the terminal and for taxilanes 35+36.

* '''Arrival rwy 29''': Leave to M and taxi to the terminal, or take Ex1, Ex24 and E for the northern apron.

* '''Arrival rwy 34''': Take W and taxilane 40 for the northern aprons or L and taxilane 35-36 for GAC, terminals and southern stands. If you brake hard, you can cut the corner and vacate B4 and L.

== Departure ==
... from Vienna is like any other larger airport. You have Delivery, Ground and Tower and follow the procedures.
=== Clearance procedures ===
==== ATIS ====
ATIS in Vienna is at 122.950. Please tune it in before asking for clearance.
==== Voice? Newbie? ====
* Controllers love voice partners, and if this is not possible, voice receivers. If you are text-only, then expect delays - voice is first when times get busy.
* Don't worry if you are a newbie - everyone was one. Please write it into the comment field of your flight plan and take your time. Controllers get along with pilots asking "say again", taxiing slowly, but doing the right thing. They are unhappy with those who hurry and mess up traffic (and they dislike impolite people). If you want guidance for your first flights (via teamspeak for example), you might want to make you a login at the [[http://forum.vacc-austria.org VACC Austria Forum]] and put a request into [[http://forum.vacc-austria.org/viewforum.php?f=58 this section]], and some people will be glad to help you along.

==== Clearance Altitudes ====
Vienna has one clearance altitude for all departures: 5000ft (local QNH). Transition altitude is 10.000ft. For you it means, that you have to change your Altimeter when passing 10.000ft.

==== SID's ====
ATC will give you a SID.
* If you are unable for RNAV departures (i.e.: if you don't have a FMC), then please state it in your flight plan and file a non-RNAV flight plan. There is one non-RNAV departure per runway (to SNU VOR). From there, you will fly direct to your next waypoint.
* If you are unable to fly any SID, then you can ask for a vectored departure. You will receive initial instructions from Delivery (like "stay on runway heading") and further instructions from ATC. Bear in mind, that ATC can deny vectored departures, if the air is boiling.
* For noise abatement reasons, some SID's are closed after 21:00 local time. See the charts to find out, which. Some controllers use noise abatement, some don't.

=== Push and Start ===
Some folks ask for push and fall asleep. Some folks ask for push, push and then fall asleep. Both mess up ground movements considerably. If you are slow with your plane, then please start up on the gate and ask for push when ready.

=== After takeoff ===
* Vienna has defined SIDs, so you should fly them. Most of them are RNAV. There are vectored departures on request or on ATC's discretion.
* Expect to be transferred to the appropriate approach controller right after takeoff - tune the frequency into standby already on ground. If Tower forgets, you might remind him with a polite "<callsign>, airborne" once you pass 3000ft or so :-)
* On all normal days, there is only one approach controller at 134.675.
* On very-high-traffic events like "Finally Austria", Approach is divided north-south, with either 134.675 or 118.775 - look for the active stations while still on ground. "Your" station varies according to the SID you fly - it's in the SID chart.
* If no Approach controller is online, LOVV_CTR with 132.600 is your station, and if this station is offline, monitor UNICOM at 122.800.

== Arrival ==
You will enter the approach procedures when reaching the initial STAR waypoints. Before you reach them, listen to LOWW_ATIS at 122.950, and when transferred to Approach, you call in with callsign, position, altitude and ATIS on board:
LHA123: Wien Radar, Leipzig Air 123, inbound VENEN, FL250 descending FL170, ATIS B on board.
LOWW_APP: Leipzig Air 123, Wien Radar, identified, information B correct, descend FL140.

Like every major European airport, LOWW has STARs, transitions and approaches:
=== STAR's ===
ATC will most likely clear you a STAR and an altitude to descend. At the end of each STAR is a holding which you might be ordered to enter. Altitudes on the chart are minimum altitudes - ATC will tell you the altitude to fly. In the case of Vienna, STARs are also unique: From each entry point, there is only one STAR to take. As a pilot, you could as well key in the STAR into your FMC straight away.

=== Transitions ===
Transitions are runway-specific - you know your transition once you know the runway, and you know the runway once you listened to ATIS. Therefore, you can key in your STAR while on cruise, and your transition while approaching or flying the STAR. Don't forget: ATC will clear you the transition or vector you.

It is vital that you have your transition on FMC, as (see below) ATC might order you to cut corners and then continue to fly the transition. It is also vital, that you look up the approach chart once you know the runway and key in the necessary frequencies for ILS approach and for go-around.

=== Arrival ===
On busy days, the last phase before landing has a Arrival: He/she is responsible for the nitty-gritty spacing in the "string of pearls" where traffic is dense for two reasons: 1) aircraft merge from all directions, and 2) aircraft slow down. Expect ATC to transfer you, if Arrival is online. Usually, you call Arrival "callsign only" - no position, no altitude, only "Wien Arrival, Leipzig Air 123".

Once established on the ILS (or on visual final), Arrival will transfer you to Tower.

=== How to handle directions on approach ===
* Usually, you are cleared a STAR and transition - As soon as you know ATIS, you are able to key in the transition into your FMC.
* If ATC orders you to fly direct to a waypoint on the STAR or transition, you fly direct to the waypoint and then follow the transition to final.
* If ATC never orders an altitude, you fly the altitudes on the charts (but ATC never does that).
* If ATC vectors you, than you leave STAR and transition altogether (expect to be vectored or direct-ed until final).
* If ATC orders you to level UNTIL a certain waypoint, descend at your descretion, as long as you match the altitude at that point (you can level off before).
* If ATC orders you to level AT a certain waypoint, then calculate well and descend to meet the altitude at the point - not before, not after.
* If in doubt, ask!

=== Vacating and taxiing ===
* If you land on rwy11/29 and rwy34, then vacating throws you into the middle of dense traffic - stop on the exit and wait for ground instructions.
* If you vacate from rwy16, then you can roll on D or E and wait for instructions - frees the exit for the next hungry aircraft behind. You should definitely stop before D4 or E4 - they are ILS critical holding points which you should not cross without clearance.

=== Communication failure ===
... is published on the charts - please set your squawk 7600 and follow it.

[[Category:Airports]]

Study Guide:Euroscope

2022-11-19T11:53:00Z

Patrick Weineis: /* Installation */

=Study Guide for Euroscope=

these tutorial should help new controller to install [[Euroscope]] in the correct way.

==required files==
you need to download following files

*[http://www.euroscope.hu/ (Euroscope)]
*[https://www.euroscope.hu/wp/category/beta-release/ (Euroscope Beta files)]
*[http://files.aero-nav.com/LOVV/ (VACC-Austria Full Installer Files)]
*[https://audio.vatsim.net/downloads/standalone (AudioForVatsim)]

==Installation==
1. Install (Euroscope) in a path of your choice (We recommend to not install in "Program Files")

2. Install the beta files in your Euroscope folder

3. create a folder named "VACC-Austria" in your Euroscope path

4. install all Full Installer Files in these created Folder

5. install AudioForVatsim

==First opening of Euroscope==
[[File:euroscope_erstes_oefnnen.jpg]]

Navigate into your Euroscope folder and execute Euroscope.exe

Now you could choose your Airport you want to control or LOVV if you want to do center.

If you didn't have the popup like in the pic above, click at the top bar at "other SET" and disable the heel at "Auto Load last Profile on Startup"

Close and save everything, thereafter restart Euroscope

you could switch the view with follow shortcuts

for airports

[F1]+[1] Approach-view

[F1]+[2] Tower-view

[F1]+[3] Ground-view

for LOVV

[F1]+[1] Center-view

[F1]+[2] Approach-view

[F1]+[3] LOWW_Ground-view

[F1]+[4] LOWI_Ground-view

[F1]+[5] LOWG_Ground-view

[F1]+[6] LOWK_Ground-view

[F1]+[7] LOWL_Ground-view

[F1]+[8] LOWS_Ground-view

If you have opened a view 1 time, you could also change the view with [F7] between the opened windows

==setup the automatic updater==

- press “OPEN SCT” thereafter “Download Sector Files ...”
- download "EuroScope main sector file provider"
- set the heel at row "A" at "Aeronav GNG Sector File Provider" and press download
[[File:gng_sectorfile.jpg]]

– click on “AeroNav GNG LOVV Vacc Austria” and press Browse
navigate into the folder we create earlier and press save.
– press onto Update
– also set the heel "A" at “AeroNav GNG LOVV Vacc Austria” and press on download
[[File:gng_lovv.jpg]]

– choose a Update at the lower Tabelle and press the lower download button
- LOVV_LOVV_Update (is only the Sectorfile and the ICAO codes)
- LOVV_LOVV_Full_Update (is the LOVV_LOVV_Update + your screen will be also updated)
- set the heel “A” of your choosen update
[[File:gng_lovv-update.jpg]]

– now you are ready to start controlling
[[File:updater.jpg]]

==working with Euroscope==

===LISTs===
====Departure List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ADEP | Departure Airport | Open Flightplan | NIL |
| ADES | Destination Airport | Open Flightplan | Toggle Route |
| SID | Departing Route | Open SID popup | Open SID popup |
| RUNW | Departing Runway | Open runway popup | NIL |
| CFL | Cleared FL | Open FL popup | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | NIL |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| E | clearence received Flag | Toggle Flag | Open PDC menu |
| RFL | Requestet FL | Open Final FL popup | Open Final FL popup |
| FR | Flightrule | NIL | NIL |
| STS | Ground Status | Open Status popup | Open Status popup |
| COM | Communication Type | Open Com popup | Open Com popup |
| OPTXT2 | Scratchpad | Edit Scratchpad | Edit Scratchpad |

====Sector Inbound List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| RUNW | Arrival Runway | Open runway popup | Open runway popup |
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| COPN | Sector Inbound Point | Open Coordination Point list | Toggle draw route |
| ETN | Sector Entry Time | NIL | NIL |
| PEL | Sector Entry FL | Open Coordination Entry FL | Open Coordination Entry FL |
| XFL | Sector Exit FL | Open Coordination Exit FL | Open Coordination Exit FL |
| ADEP | Departure Airport | Open Flightplan | NIL |
| ADES | Destination Airport | Open Flightplan | Toggle draw route |
| PSSR | Squawk Set in plane | NIL | NIL |
| ETA | Estimated Arrival Time | NIL | NIL |
| FR | Flightrule | NIL | NIL |
| COPX | Sector Exit Point | Open Coordination Point list | Open Coordination Point list |
| ETX | Sector Exit Time | NIL | NIL |
| STAR | Assigned STAR | Open STAR popup | Open STAR popup |
| SI | Sector Indicator | Open next controller popup | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | Open Squawk popup |

====Sector Exit List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| RUNW | Asssigned Runway | Open runway popup | Open runway popup |
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| AFL | Actual Flightlevel | Toggle draw route | Toggle draw route |
| CFL | Cleared Flightlevel | Open CFL popup | NIL |
| RFL | Requested Flightlevel | Open RFL popup | Open RFL popup |
| ADEP | Departure Airport | Open Flightplan | NIL |
| SID | Assigned SID | Open SID popup | Open SID popup |
| COPX | Sector Exit Point | Open Coordination Point list | Open Coordination Point list |
| ETX | Sector Exit Time | NIL | NIL |
| XFL | Exit Flightlevel | Open COPX alditude coordination| Open COPX alditude coordination|
| STAR | Assigned STAR | Open STAR popup | Open STAR popup |
| ADES | Destination Airport | Open Flightplan | Toggle draw route |
| ETA | Destination Time | NIL | NIL |
| FR | Flightrule | NIL | NIL |
| PSSR | Squawk set in plane | NIL | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | NIL |
| SI | Sector Indicator | Open next controller popup | NIL |
| COM | Communication Type | Open COM popup | Open COM popup |
| OPTEXT2 | Scratchpad | Edit Scratchpad | Edit Scratchpad |

====Arrival List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| C/S | Callsign | Open handoff popup | NIL |
| ATYP | Aircraft Type/WTC | NIL | NIL |
| ADEP | Departure Airport | NIL | NIL |
| OPTXT2 | Scratchpad | Edit Scratchpad | NIL |

===TAGS===
====Ground====
| Tagged |
|---------------------------------------|
| Warning item |
| Callsign | rwy | SID |
| A/C Type | Wake Turbulance |

====RADAR====
| Tagged |
|----------------------------------------------------------|
| Warning item | Communication Type |
| Callsign | Sector Indicator |
| Altidute | Vertical Speed | Temp Alt(if not reached) |
| Sector Exit Level |

| detail |
|---------------------------------------------------------------------------------------|
| Warning item | Communication Type |
| Callsign | Sector Indicator | Aircraft Type/WTC | Destination |
| Altidute | Vertical Speed | Temp Alt | Assigned rate | Sector Entry/Exit Point | RFL |
| Sector Entry/Exit Alt | Groundspeed | Assigned Speed | Assigned HDG |

==Euroscope Logic==

===SID's/STAR's===
LOWI
1. Standart SID
2. RNAV SID

LOWS
1. RNAV SID
2. Non-Rnav SID
3. Special SID

LOWW
1. RNAV GNSS (Tag)
2. RNAV (Tag)
2. Nacht SID

Simultan Approach -> BALAD/PESAT for Rwy11, MABOD NERDU for Rwy16
Simultan Departure 29/16 -> ADAMA ARSIN KOXER LEDVA STEIN WGM Rwy16/34|Rest will get 29
Simultan Departure 29/34 -> ADAMA DITIS KOXER LANUX LEDVA WGM Rwy16/34|Rest will get 29

===Sectoren===
LOWW_APP und LOWW_N_APP online --> North south Split

if LOVV_N_APP online, LOWS_APP isn't possible to come online (due frequency)
if LOVV_S_APP online, LOWG_APP isn't possible to come online (due frequency)

Study Guide:Euroscope

2022-11-19T11:52:22Z

Patrick Weineis: /* required files */

=Study Guide for Euroscope=

these tutorial should help new controller to install [[Euroscope]] in the correct way.

==required files==
you need to download following files

*[http://www.euroscope.hu/ (Euroscope)]
*[https://www.euroscope.hu/wp/category/beta-release/ (Euroscope Beta files)]
*[http://files.aero-nav.com/LOVV/ (VACC-Austria Full Installer Files)]
*[https://audio.vatsim.net/downloads/standalone (AudioForVatsim)]

==Installation==
1. Install (Euroscope) in a path of your choice (We recommend to not install in "Program Files")

2. Install the beta files in your Euroscope folder

3. create a folder named "VACC-Austria" in your Euroscope path

4. install all Full Installer Files in these created Folder

==First opening of Euroscope==
[[File:euroscope_erstes_oefnnen.jpg]]

Navigate into your Euroscope folder and execute Euroscope.exe

Now you could choose your Airport you want to control or LOVV if you want to do center.

If you didn't have the popup like in the pic above, click at the top bar at "other SET" and disable the heel at "Auto Load last Profile on Startup"

Close and save everything, thereafter restart Euroscope

you could switch the view with follow shortcuts

for airports

[F1]+[1] Approach-view

[F1]+[2] Tower-view

[F1]+[3] Ground-view

for LOVV

[F1]+[1] Center-view

[F1]+[2] Approach-view

[F1]+[3] LOWW_Ground-view

[F1]+[4] LOWI_Ground-view

[F1]+[5] LOWG_Ground-view

[F1]+[6] LOWK_Ground-view

[F1]+[7] LOWL_Ground-view

[F1]+[8] LOWS_Ground-view

If you have opened a view 1 time, you could also change the view with [F7] between the opened windows

==setup the automatic updater==

- press “OPEN SCT” thereafter “Download Sector Files ...”
- download "EuroScope main sector file provider"
- set the heel at row "A" at "Aeronav GNG Sector File Provider" and press download
[[File:gng_sectorfile.jpg]]

– click on “AeroNav GNG LOVV Vacc Austria” and press Browse
navigate into the folder we create earlier and press save.
– press onto Update
– also set the heel "A" at “AeroNav GNG LOVV Vacc Austria” and press on download
[[File:gng_lovv.jpg]]

– choose a Update at the lower Tabelle and press the lower download button
- LOVV_LOVV_Update (is only the Sectorfile and the ICAO codes)
- LOVV_LOVV_Full_Update (is the LOVV_LOVV_Update + your screen will be also updated)
- set the heel “A” of your choosen update
[[File:gng_lovv-update.jpg]]

– now you are ready to start controlling
[[File:updater.jpg]]

==working with Euroscope==

===LISTs===
====Departure List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ADEP | Departure Airport | Open Flightplan | NIL |
| ADES | Destination Airport | Open Flightplan | Toggle Route |
| SID | Departing Route | Open SID popup | Open SID popup |
| RUNW | Departing Runway | Open runway popup | NIL |
| CFL | Cleared FL | Open FL popup | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | NIL |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| E | clearence received Flag | Toggle Flag | Open PDC menu |
| RFL | Requestet FL | Open Final FL popup | Open Final FL popup |
| FR | Flightrule | NIL | NIL |
| STS | Ground Status | Open Status popup | Open Status popup |
| COM | Communication Type | Open Com popup | Open Com popup |
| OPTXT2 | Scratchpad | Edit Scratchpad | Edit Scratchpad |

====Sector Inbound List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| RUNW | Arrival Runway | Open runway popup | Open runway popup |
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| COPN | Sector Inbound Point | Open Coordination Point list | Toggle draw route |
| ETN | Sector Entry Time | NIL | NIL |
| PEL | Sector Entry FL | Open Coordination Entry FL | Open Coordination Entry FL |
| XFL | Sector Exit FL | Open Coordination Exit FL | Open Coordination Exit FL |
| ADEP | Departure Airport | Open Flightplan | NIL |
| ADES | Destination Airport | Open Flightplan | Toggle draw route |
| PSSR | Squawk Set in plane | NIL | NIL |
| ETA | Estimated Arrival Time | NIL | NIL |
| FR | Flightrule | NIL | NIL |
| COPX | Sector Exit Point | Open Coordination Point list | Open Coordination Point list |
| ETX | Sector Exit Time | NIL | NIL |
| STAR | Assigned STAR | Open STAR popup | Open STAR popup |
| SI | Sector Indicator | Open next controller popup | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | Open Squawk popup |

====Sector Exit List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| RUNW | Asssigned Runway | Open runway popup | Open runway popup |
| C/S | Callsign | Open handoff popup | Edit Scratchpad |
| ATYP | Aircraft Type | NIL | NIL |
| WTC | Wake Turbulence | NIL | NIL |
| AFL | Actual Flightlevel | Toggle draw route | Toggle draw route |
| CFL | Cleared Flightlevel | Open CFL popup | NIL |
| RFL | Requested Flightlevel | Open RFL popup | Open RFL popup |
| ADEP | Departure Airport | Open Flightplan | NIL |
| SID | Assigned SID | Open SID popup | Open SID popup |
| COPX | Sector Exit Point | Open Coordination Point list | Open Coordination Point list |
| ETX | Sector Exit Time | NIL | NIL |
| XFL | Exit Flightlevel | Open COPX alditude coordination| Open COPX alditude coordination|
| STAR | Assigned STAR | Open STAR popup | Open STAR popup |
| ADES | Destination Airport | Open Flightplan | Toggle draw route |
| ETA | Destination Time | NIL | NIL |
| FR | Flightrule | NIL | NIL |
| PSSR | Squawk set in plane | NIL | NIL |
| ASSR | Assigned Squawk | Open Squawk popup | NIL |
| SI | Sector Indicator | Open next controller popup | NIL |
| COM | Communication Type | Open COM popup | Open COM popup |
| OPTEXT2 | Scratchpad | Edit Scratchpad | Edit Scratchpad |

====Arrival List====
| Shortcut | description | left mouse button | right mouse button |
|------------------------------------------------------------------------------------------------------------|
| C/S | Callsign | Open handoff popup | NIL |
| ATYP | Aircraft Type/WTC | NIL | NIL |
| ADEP | Departure Airport | NIL | NIL |
| OPTXT2 | Scratchpad | Edit Scratchpad | NIL |

===TAGS===
====Ground====
| Tagged |
|---------------------------------------|
| Warning item |
| Callsign | rwy | SID |
| A/C Type | Wake Turbulance |

====RADAR====
| Tagged |
|----------------------------------------------------------|
| Warning item | Communication Type |
| Callsign | Sector Indicator |
| Altidute | Vertical Speed | Temp Alt(if not reached) |
| Sector Exit Level |

| detail |
|---------------------------------------------------------------------------------------|
| Warning item | Communication Type |
| Callsign | Sector Indicator | Aircraft Type/WTC | Destination |
| Altidute | Vertical Speed | Temp Alt | Assigned rate | Sector Entry/Exit Point | RFL |
| Sector Entry/Exit Alt | Groundspeed | Assigned Speed | Assigned HDG |

==Euroscope Logic==

===SID's/STAR's===
LOWI
1. Standart SID
2. RNAV SID

LOWS
1. RNAV SID
2. Non-Rnav SID
3. Special SID

LOWW
1. RNAV GNSS (Tag)
2. RNAV (Tag)
2. Nacht SID

Simultan Approach -> BALAD/PESAT for Rwy11, MABOD NERDU for Rwy16
Simultan Departure 29/16 -> ADAMA ARSIN KOXER LEDVA STEIN WGM Rwy16/34|Rest will get 29
Simultan Departure 29/34 -> ADAMA DITIS KOXER LANUX LEDVA WGM Rwy16/34|Rest will get 29

===Sectoren===
LOWW_APP und LOWW_N_APP online --> North south Split

if LOVV_N_APP online, LOWS_APP isn't possible to come online (due frequency)
if LOVV_S_APP online, LOWG_APP isn't possible to come online (due frequency)

Study Guide:Ground

2022-05-21T10:06:34Z

Patrick Weineis: /* Ground */

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

= General =

Ground is responsible for all movements of aircraft on ground, except the movements on the runway. Ground takes over responsibility for Delivery if he is not online.

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

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

* General Aviation is all the way to the West at Taxiways Q and P.
* Cargo stands at A91 to A96 and B43 to B69(not included in the Flytampa scenery)
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They are made for M aircraft, with the corner stands C36, C39, D23, D26 and D28) for available for H aircraft too.
* Pier North or Terminal 3 ("Skylink"), housing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers). Heavy gates are north and south of the terminal.
* F stands including heave stands are marked east of the skyline terminal and are still part of the pier north. They are also used for de-icing during the winter season. These stands are taxi out positions
* South of Pier North are stands for smaller and budget airliners, most DH8D park there. The positions do not require pushback (E stands).
* North of Pier North is another row for smaller and budget airliners (H stands).

= Taxiways =

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

= Basic principles =

The basic principles for [[Study_Guide:Radio_Telephony|Radio Telephony]] apply:

It is ground's responsibility to direct and monitor ground movements

== Start-up clearance ==

Start-up clearance may be given if you expect the aircraft to depart in a timely manner. (coordinate with GND and TWR accordingly) 

Austrian 125, start-up approved.

== 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

==Start and Push clearance==

Use these two phrases together 

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

If the aircraft does not initiate pushback within an adequate timeframe, you may cancel the pushback clearance:

AUA123 Pushback clearance cancelled, I call you (back).

Thereafter you may clear anyone else to pass behind, and you have to re-issue the clearance later on.

== Taxi Instructions ==

The pilot will conduct startup and pushback. As soon as he is ready for taxi he will call you:

AUA125: AUA125, request taxi.

Depending on the traffic situation you can either clear the A/C directly to the RWY or issue an intermediate clearance:

AUA125, taxi via M hold before EXIT 7.

or

AUA125, taxi to holding point Rwy 16 via L and W.

So, how do you maintain traffic flow at a busy airport?

You may clear an aircraft to an intermediate stopping position: "Taxi via E hold before EX24".

AUA125, Taxi via the Blue Line and E, Hold before EX24.

You may also add a condition to this to keep things moving:

AUA125, Taxi H/P RWY 29 via Blue Line, E, EX24 and EX1, '''on E behind Company Airbus From the right'''.

This means: the A/C has to "hold before" (=to stop) in mid way '''for a condition which you specify'''.

* This could be only to "hold short" --> until you tell them to "continue".
* It could be "behind the A320 from left to right".
* It could be "follow company A320 taxiing on L".

The "Hold before" argument reduces your workload, as the pilot must now judge if they can meet the conditions given.

Bear in mind that it is the '''controllers' job to decide on wingtip clearance'''.

On VATSIM, you sometimes meet pilots who apparently don't have charts and/or lose orientation - especially when it is dark and the scenery is outdated. If a pilot starts sight-seeing, you can tell them to '''stop ("hold position")''' and to '''"expect progressive taxi"''', and that means: you taxi him step by step, and they are instructed to stop at every step.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as the aircraft is conflict-free in your area of responsibility. This means, if no other aircraft can be in the way on his way to the runway. Example for LOWW: Suppose, RWY 29 - GND will line up all aircraft on taxiway M facing East. Hand them over to TWR as soon as practibale. '''Avoid unnecessary intermediate stops of taxiing aircraft'''.

AUA125 Contact Wien Tower 119,400.

=Taxiway configurations=

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

[[File:29only.jpg]]

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

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

[[File:29-34.jpg]]

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

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

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

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

[[File:29-16.jpg]]

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

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

= Ground Traffic Management =

====Step-by-step clearance====
The safest and primary way to achieve safe operations:

AUA251, taxi via E hold before M.
AUA251, taxi via M, hold before Exit 7.
AUA251, taxi via L, hold clear of Exit 9.
AUA251, continue to gate D21 via Exit 9.

====Conditional clearance====
This provides much more flow, but you have to think in advance. See, which aircraft approach to where and give one of them a conditional clearance to stop some point and give way. Make sure that the condition is clear: a specific intersection, a precise plane from a precise direction, like this:

AUA251, taxi to gate D21 via E, M and Exit 9, On M give way to company A320 from the right.

"Conditional clearance" means: AUA251 is free to taxi until its final clearance limit (D21), but stops inbetween until the condition is met, in this case: another Austrian A320 taxiing (presumably on D) and turning in before him. Then, he is free to continue without instruction. "Hold short" means: You are cleared to your destination, but you should stop inbetween.

====Intermediate instructions====
Sometimes, you might need to re-clear or stop an A/C:

AUA251, hold position.
AUA251, continue.
AUA251, hold before W, B190 crossing right to left.
AUA251, gate change, taxi to gate F1 via M, EX7, at EX7 behind Swiss A320 crossing right - left.

====Progressive Taxi====
Some pilots don't know how to taxi, and some don't know where to taxi, and they can drive you mad. To them, you can issue progressive taxi instructions:

Leipzig Air 600, turn next left hold next intersection.
Leipzig Air 600, turn right, on third intersection left and hold.

====Example====
Consider the following situation:

{| class="prettytable"
|-
| You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand B95.
|}

GND:DLH6KM taxi to stand C40 via taxiway D and L.
DLH6KM:Taxiing to stand C40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand B95, ready for taxi.
GND:LZB421, Taxi via L, hold before EX11.
LZB421:via L, hold before EX11.

{| class="prettytable"
|-
| The aircraft are now both approaching EX11.
|}

LZB421, When clear of the opposite 737, continue EX11 and M to H/P RWY 29.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area.

=== Intersection departure ===

Even though HIRO (High Intensity Runway Operation) requires pilots to plan certain intersection departures e.g (A3, B4, B10, A10), usage of these intersection should be restricted to cases where a gain in efficiency can be accomplished.

'''Avoid "over-using" e.g A3''', as there is no gain in efficiency to be expected from a 3 aircraft long queue for A3 (TFC congestion on TWY M and L).

Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits. Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

Phraseology to ask an A/C for its ability to make use of an intersection is as follows:

<pre> AUA4CM can you accept B4? </pre>

if answered positively ->

<pre>Roger, join B4 (report ready) </pre>

=Special Case Northern F stands=

As this area is equipped with 3 parallel Taxilines, those being Taxiline 40 Center, Blue Line and Orange Line, it is vital to make use of these Lines in a sensible manner.

*Taxiline 40 Center is issued to Heavy A/C up to a maximum Wingspan of 68.4 Meters
*Blue and Orange Line may be issued to two A/C taxiing in parallel up to a maximum Wingspan of 36 Meters. This gives the Controller the ability to essentially double the flow rate in this area as also pushback may be conducted onto either of those lines. Make sure to state this in the Push Clearance accordingly

e.g <pre> "AUA9LT Start and Push approved - Blue Line" </pre>

Phraseology in this area is as follows:

<pre> "Taxi to Position F08 via the Blue Line" </pre>

or

<pre> "Taxi to Position G26 via Taxiline 40 Center" </pre>

Positions G16, G26 and G36 are used for Heavy A/C and are collocated with their respective F counterparts F16, F26 and F36. Nevertheless they provide greater wingtip clearance.

'''Swingovers'''

Another option to make use of this infrastructure is to clear "swingovers".

"AUA9LT Swingover Orange Line continue W to H/P RWY 16"

This procedure is particularly useful to clear e.g the Blue Line for incoming traffic.

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

== Intermediate Holding Positions (IHP) ==

In dynamic and high TFC situations it is advisable to make use of intermediate clearances to keep both your and the pilots flexibility to change route at a maximum.
It is therefore suggested to make use of IHPs such as:
*M2
*L2
*Blue 1
*Orange 1

Nevertheless you should try to keep the A/C moving and avoid unnecessary stops at these positions if they are of no use to your flow management.

== Slots ==

In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.

==Helicopters==

First and foremost, air-taxiing is not done by GND! Permission do so is granted by TWR only in coordination with GND!

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.
<pre>OEBXR: request air taxi to Runway 29.
GND: OEBXR, contact TWR 119.400.
OEBXR: Servus Wien Tower, request air taxi to Runway 29 via Exit 13 and M.
TWR: OEBXR, air taxi to Runway 29 via Exit 13 and M. wind 280 deg 5 knots
OEBXR: air taxi to Runway 29 via M.</pre>

== Opposite runway operations ==

At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

== Mind the wingtip: Size matters to GND controllers ==

As GND controller, you have to watch out for the size of an aircraft. You have two indications for the aircraft size in Euroscope: The Letter "L/M/H/S" in the flight strip, and the precise aircraft type in the departure list or tag - an abbreviation which you might need to google, but you will learn over time.

* '''Light aircraft''' (L) need to go to stands, not to docks (you won't want to dock a Cessna, will you?). But "light" is not "light" - on some GAC aprons the aircraft has to be really light, especially when it comes to grass surface. Watch out to the aircraft type.

* '''Medium aircraft''' have a different trouble: Some of them (like the Beech 99, the Dash or the Avro RJ are medium, but they need stands. Others, not much bigger, like the Fokker 70 or 100, can dock at the gate, whereas others (like the A319), only a little bigger, usually dock. In doubt: ask the pilot. The medium category goes up to the most-frequent cruisers A320 and B737.

* '''Heavy aircraft''' are (almost) everything above: A330, B767 and B747, the MD11 and the new B787. They almost exclusively dock, but there is another risk: Not all docks are suitable for heavies - ground charts tell you more. Check this chart [https://charts.vacc-austria.org/LOWW/LOWW_Ground_Docking%20Positions_26032020.pdf] to verify where you can park which A/C.

* '''Superheavy aircraft''' e.g The A380 - which is parked at '''F35, D27 or H98.'''

as hint for parking, you could use follow flow Chart:

[[File:Parking Flow chart.jpg]]

= Additional Information =

For further information relating to traffic flow management on ground in different configurations, please refer to: [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf ATMM guide]

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

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

----

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

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

Vienna

2022-05-17T12:19:59Z

Patrick Weineis: /* Where to log in with which aircraft */

{{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 Million passengers (2018) a year. The profitable Eastern Europe routes are provided by the homecarrier [http://en.wikipedia.org/wiki/Austrian_Airlines Austrian].

In the year 2005 the “[http://www.viennaairport.com/ Flughafen Wien AG]” started to build the so called [http://en.wikipedia.org/wiki/Vienna_International_Airport#Terminals SKYLINK], an additional terminal in the eastern part of the airport which offers space for 91 check-in counters as well as 51 additional gates (5 of them are A380-approved). In the year 2006 the new air traffic control tower was opened. With it’s height of 109 meters, it’s the tallest control tower in Europe. It can be seen from far away, so it got a landmark for the airport.

Terminal 1 offers space for the carriers of [http://en.wikipedia.org/wiki/Aeroflot Aeroflot] and [http://en.wikipedia.org/wiki/Emirates_%28airline%29 Emirates]. Terminal 1A is located right opposite of Terminal 1 and is a temporarily building to bridge the capacity constraint until the new SKYLINK Terminal will be finished soon.

The airport offers 2 asphalt [http://en.wikipedia.org/wiki/Runway runways] with orientations 11/29 (3.500 meters) and 16/34 (3.600 meters). All of them are equipped with a [http://en.wikipedia.org/wiki/Instrument_landing_system ILS system], 2 of them offer [http://en.wikipedia.org/wiki/CAT_III#ILS_categories CAT III B]. Just recently (April 2012), a decision has been made to build a third runway parallel to 11-29.

= LOWW for Pilots =
== A quick look around ==
Vienna Airport is a medium range international airport, which - like many of them - has grown organically. Like all airports of this kind, they have peculiarities - most of them making life complicated for controllers.
=== On the ground ===
==== Aprons and parking positions ====
''(See the LOWW charts "overview" and "parking positions", available [[http://www.vacc-austria.org/?page=content/chartlist&icao=LOWW here]].)''

* '''General Aviation Center (GAC)''' is at the far west connecting to TWY M via TWYs Q and P. This Area is used for all GA A/C

* '''Technical base''' (if you blew up a tyre on landing) is next, opposite Exit 14 and 15. Many GAC pilots start from there (for whichever reason).

* '''Apron A91-A96''' is used for Cargo

* '''Apron B43-B69''' are stands for Cargo and also used for remote Passenger boarding.

* '''Apron B71-B96''' is next to the East and has three 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 taxi- and pushback procedures: '''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 gates (D23, D27) are Heavy gates.

* Further East along taxiway L are the '''E stands'''. In this area the low cost carriers park, as gates are more expensive than stands. Aircraft park nose-south: They enter via taxilane 36 and leave onto L.

* East of the main terminal is the new Skylink, now named '''[[http://www.viennaairport.com/jart/prj3/va/main.jart?rel=en&content-id=1249344074277 Check-in 3]]''' Access for aircraft is divided: For the south (F01-F37, odd), aircraft use taxilane 35/36, for the north (F04-F36, even), it's taxilane 40 Center for Heavies.
*Medium Aircraft will be cleared via the Blue or Orange Line respectively.
Check-in 3 is Schengen-and-non-Schengen and is the home pier for the Star Alliance fleet.

* '''Taxilanes 35/36/37''' are one-way streets, but the direction changes according to runway configuration. Expect ground controller to issue a "pushback facing east/west" clearance. If you don't get any facing instruction, face east, as you are most likely to get out this way.

* '''Taxilane 38''' is exit-only: Aircraft parking on F43-F59, as well as F42-F50 use it to leave.

* '''The H apron''' is north of taxilane 40. H41-H45 are pushback stands, H46-H49 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 B apron.
* Cargo leaves from A91-A96 or B43-B69
* Larger GAC aircraft (like a Challenger) leave from B or GAC.
* Small GAC aircraft (like sports aircraft) leave from GAC.
* Super-large birds have F44, F48, and H98. A380 departs from D27 or F35 in Vienna.

On high traffic situations (Like the Weekly Wed) it might be good to look around before loggin in - you might sit on top of another aircraft. You can use [[http://www.vacc-austria.org/?page=content/gatelist&icao=LOWW the gatelist]] from the VACC Austria homepage or use the more remote places to log in, like the corners of the Pier (C31, C42, D21, D29) or the mostly vacant Check-in 3. There is no hassle on B, E and H stands.

==== Taxiing ====
This is, where the "evolutionary" design of Vienna airport hits reality - Vienna is not quite spacious to taxi around. Make sure to be slow enough and to follow ground controller instructions - you find yourself in the grass, in a building, head on to or even crashing into a fellow aircraft if you don't. Be aware: There is '''no follow-me car''' in Vienna, even if MSFS shows you one. Be so kind and follow the instructions of the ground controller or face a disconnect. On busy days (like the weekly wednesday) you can seriously screw up traffic by not following instructions.

Also, unlike other major airports (like EGLL), there are no unique and published taxiing directions - taxiways are used in either way following runway configuration. There is not even a uniform standard, how controllers handle traffic for specific runway configurations - it's where controllers do it their ways.

If you fly into Vienna with ATC control, then you get taxi instructions - follow them, full stop.

If you don't, then you can use the following rough guidelines: You have some roughly parallel taxiways with W-L into one way and M-E into the opposite direction. Easiest is to follow these taxiways right-around. ATC will guide you differently (as right-around-only is inefficient), but if you have not, it is most likely that you don't end up nose-to-nose:

* '''Departure rwy 11''': Taxi down to L (coming from the north: via W), changing to M on exit 12, if you are more than a light aircraft (wingspan - you might smash some Cessnas standing around on GAC East) for departure from A11 or A12. Taxilane 36 is eastwards for W.

* '''Departure rwy 16''': Taxi down to M and via Ex1 and Ex24 up E to Ex31. Taxilane 36 is eastwards to W where (strictly followed) you should drive right-around (W, Ex2, Ex1, Ex24, E) or you might look out and cut the corner to the left and Ex23 to E.

* '''Departure rwy 29''': Taxi down to M (from north: via W)

* '''Departure rwy 34''': Taxi down to M and E - from north: only via E.

* '''Arrival rwy 11''': Leave on M, take next exit to L to the terminal, or take A2, Ex1 Ex24 and E for the northern stands. Right-around would also mean that taxilane 36 is eastwards via Ex7 and taxilane 35.

* '''Arrival rwy 16''': Vacate to E and taxi up to the northern aprons, or turn left for L for the terminal and for taxilanes 35+36.

* '''Arrival rwy 29''': Leave to M and taxi to the terminal, or take Ex1, Ex24 and E for the northern apron.

* '''Arrival rwy 34''': Take W and taxilane 40 for the northern aprons or L and taxilane 35-36 for GAC, terminals and southern stands. If you brake hard, you can cut the corner and vacate B4 and L.

== Departure ==
... from Vienna is like any other larger airport. You have Delivery, Ground and Tower and follow the procedures.
=== Clearance procedures ===
==== ATIS ====
ATIS in Vienna is at 122.950. Please tune it in before asking for clearance.
==== Voice? Newbie? ====
* Controllers love voice partners, and if this is not possible, voice receivers. If you are text-only, then expect delays - voice is first when times get busy.
* Don't worry if you are a newbie - everyone was one. Please write it into the comment field of your flight plan and take your time. Controllers get along with pilots asking "say again", taxiing slowly, but doing the right thing. They are unhappy with those who hurry and mess up traffic (and they dislike impolite people). If you want guidance for your first flights (via teamspeak for example), you might want to make you a login at the [[http://forum.vacc-austria.org VACC Austria Forum]] and put a request into [[http://forum.vacc-austria.org/viewforum.php?f=58 this section]], and some people will be glad to help you along.

==== Clearance Altitudes ====
Vienna has one clearance altitude for all departures: 5000ft (local QNH). Transition altitude is 10.000ft. For you it means, that you have to change your Altimeter when passing 10.000ft.

==== SID's ====
ATC will give you a SID.
* If you are unable for RNAV departures (i.e.: if you don't have a FMC), then please state it in your flight plan and file a non-RNAV flight plan. There is one non-RNAV departure per runway (to SNU VOR). From there, you will fly direct to your next waypoint.
* If you are unable to fly any SID, then you can ask for a vectored departure. You will receive initial instructions from Delivery (like "stay on runway heading") and further instructions from ATC. Bear in mind, that ATC can deny vectored departures, if the air is boiling.
* For noise abatement reasons, some SID's are closed after 21:00 local time. See the charts to find out, which. Some controllers use noise abatement, some don't.

=== Push and Start ===
Some folks ask for push and fall asleep. Some folks ask for push, push and then fall asleep. Both mess up ground movements considerably. If you are slow with your plane, then please start up on the gate and ask for push when ready.

=== After takeoff ===
* Vienna has defined SIDs, so you should fly them. Most of them are RNAV. There are vectored departures on request or on ATC's discretion.
* Expect to be transferred to the appropriate approach controller right after takeoff - tune the frequency into standby already on ground. If Tower forgets, you might remind him with a polite "<callsign>, airborne" once you pass 3000ft or so :-)
* On all normal days, there is only one approach controller at 134.675.
* On very-high-traffic events like "Finally Austria", Approach is divided north-south, with either 134.675 or 118.775 - look for the active stations while still on ground. "Your" station varies according to the SID you fly - it's in the SID chart.
* If no Approach controller is online, LOVV_CTR with 132.600 is your station, and if this station is offline, monitor UNICOM at 122.800.

== Arrival ==
You will enter the approach procedures when reaching the initial STAR waypoints. Before you reach them, listen to LOWW_ATIS at 122.950, and when transferred to Approach, you call in with callsign, position, altitude and ATIS on board:
LHA123: Wien Radar, Leipzig Air 123, inbound VENEN, FL250 descending FL170, ATIS B on board.
LOWW_APP: Leipzig Air 123, Wien Radar, identified, information B correct, descend FL140.

Like every major European airport, LOWW has STARs, transitions and approaches:
=== STAR's ===
ATC will most likely clear you a STAR and an altitude to descend. At the end of each STAR is a holding which you might be ordered to enter. Altitudes on the chart are minimum altitudes - ATC will tell you the altitude to fly. In the case of Vienna, STARs are also unique: From each entry point, there is only one STAR to take. As a pilot, you could as well key in the STAR into your FMC straight away.

=== Transitions ===
Transitions are runway-specific - you know your transition once you know the runway, and you know the runway once you listened to ATIS. Therefore, you can key in your STAR while on cruise, and your transition while approaching or flying the STAR. Don't forget: ATC will clear you the transition or vector you.

It is vital that you have your transition on FMC, as (see below) ATC might order you to cut corners and then continue to fly the transition. It is also vital, that you look up the approach chart once you know the runway and key in the necessary frequencies for ILS approach and for go-around.

=== Arrival ===
On busy days, the last phase before landing has a Arrival: He/she is responsible for the nitty-gritty spacing in the "string of pearls" where traffic is dense for two reasons: 1) aircraft merge from all directions, and 2) aircraft slow down. Expect ATC to transfer you, if Arrival is online. Usually, you call Arrival "callsign only" - no position, no altitude, only "Wien Arrival, Leipzig Air 123".

Once established on the ILS (or on visual final), Arrival 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

2022-05-17T12:17:46Z

Patrick Weineis: /* Aprons and parking positions */

{{Infobox airport
| name = Vienna International Airport
| nativename = Flughafen Wien-Schwechat
| image = Flughafenschwechat.jpg
| image-width = 200
| image2 =
| image2-width =
| IATA = VIE
| ICAO = LOWW
| type = Private
| owner =
| operator = Flughafen Wien AG
| city-served = Vienna, Austria 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 Million passengers (2018) a year. The profitable Eastern Europe routes are provided by the homecarrier [http://en.wikipedia.org/wiki/Austrian_Airlines Austrian].

In the year 2005 the “[http://www.viennaairport.com/ Flughafen Wien AG]” started to build the so called [http://en.wikipedia.org/wiki/Vienna_International_Airport#Terminals SKYLINK], an additional terminal in the eastern part of the airport which offers space for 91 check-in counters as well as 51 additional gates (5 of them are A380-approved). In the year 2006 the new air traffic control tower was opened. With it’s height of 109 meters, it’s the tallest control tower in Europe. It can be seen from far away, so it got a landmark for the airport.

Terminal 1 offers space for the carriers of [http://en.wikipedia.org/wiki/Aeroflot Aeroflot] and [http://en.wikipedia.org/wiki/Emirates_%28airline%29 Emirates]. Terminal 1A is located right opposite of Terminal 1 and is a temporarily building to bridge the capacity constraint until the new SKYLINK Terminal will be finished soon.

The airport offers 2 asphalt [http://en.wikipedia.org/wiki/Runway runways] with orientations 11/29 (3.500 meters) and 16/34 (3.600 meters). All of them are equipped with a [http://en.wikipedia.org/wiki/Instrument_landing_system ILS system], 2 of them offer [http://en.wikipedia.org/wiki/CAT_III#ILS_categories CAT III B]. Just recently (April 2012), a decision has been made to build a third runway parallel to 11-29.

= LOWW for Pilots =
== A quick look around ==
Vienna Airport is a medium range international airport, which - like many of them - has grown organically. Like all airports of this kind, they have peculiarities - most of them making life complicated for controllers.
=== On the ground ===
==== Aprons and parking positions ====
''(See the LOWW charts "overview" and "parking positions", available [[http://www.vacc-austria.org/?page=content/chartlist&icao=LOWW here]].)''

* '''General Aviation Center (GAC)''' is at the far west connecting to TWY M via TWYs Q and P. This Area is used for all GA A/C

* '''Technical base''' (if you blew up a tyre on landing) is next, opposite Exit 14 and 15. Many GAC pilots start from there (for whichever reason).

* '''Apron A91-A96''' is used for Cargo

* '''Apron B43-B69''' are stands for Cargo and also used for remote Passenger boarding.

* '''Apron B71-B96''' is next to the East and has three 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 taxi- and pushback procedures: '''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 gates (D23, D27) are Heavy gates.

* Further East along taxiway L are the '''E stands'''. In this area the low cost carriers park, as gates are more expensive than stands. Aircraft park nose-south: They enter via taxilane 36 and leave onto L.

* East of the main terminal is the new Skylink, now named '''[[http://www.viennaairport.com/jart/prj3/va/main.jart?rel=en&content-id=1249344074277 Check-in 3]]''' Access for aircraft is divided: For the south (F01-F37, odd), aircraft use taxilane 35/36, for the north (F04-F36, even), it's taxilane 40 Center for Heavies.
*Medium Aircraft will be cleared via the Blue or Orange Line respectively.
Check-in 3 is Schengen-and-non-Schengen and is the home pier for the Star Alliance fleet.

* '''Taxilanes 35/36/37''' are one-way streets, but the direction changes according to runway configuration. Expect ground controller to issue a "pushback facing east/west" clearance. If you don't get any facing instruction, face east, as you are most likely to get out this way.

* '''Taxilane 38''' is exit-only: Aircraft parking on F43-F59, as well as F42-F50 use it to leave.

* '''The H apron''' is north of taxilane 40. H41-H45 are pushback stands, H46-H49 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 F43-F59, as well as the H apron.
* Cargo leaves from K41-K51, A91-A96 or B43-B69
* Larger GAC aircraft (like a Challenger) leave from B or GAC.
* Small GAC aircraft (like sports aircraft) leave from GAC.
* Super-large birds have F44, F48, and H98. A380 departs from D27 in Vienna.

On high traffic situations (Like the Weekly Wed) it might be good to look around before loggin in - you might sit on top of another aircraft. You can use [[http://www.vacc-austria.org/?page=content/gatelist&icao=LOWW the gatelist]] from the VACC Austria homepage or use the more remote places to log in, like the corners of the Pier (C31, C42, D21, D29) or the mostly vacant Check-in 3. There is no hassle on B, E and H stands.

==== Taxiing ====
This is, where the "evolutionary" design of Vienna airport hits reality - Vienna is not quite spacious to taxi around. Make sure to be slow enough and to follow ground controller instructions - you find yourself in the grass, in a building, head on to or even crashing into a fellow aircraft if you don't. Be aware: There is '''no follow-me car''' in Vienna, even if MSFS shows you one. Be so kind and follow the instructions of the ground controller or face a disconnect. On busy days (like the weekly wednesday) you can seriously screw up traffic by not following instructions.

Also, unlike other major airports (like EGLL), there are no unique and published taxiing directions - taxiways are used in either way following runway configuration. There is not even a uniform standard, how controllers handle traffic for specific runway configurations - it's where controllers do it their ways.

If you fly into Vienna with ATC control, then you get taxi instructions - follow them, full stop.

If you don't, then you can use the following rough guidelines: You have some roughly parallel taxiways with W-L into one way and M-E into the opposite direction. Easiest is to follow these taxiways right-around. ATC will guide you differently (as right-around-only is inefficient), but if you have not, it is most likely that you don't end up nose-to-nose:

* '''Departure rwy 11''': Taxi down to L (coming from the north: via W), changing to M on exit 12, if you are more than a light aircraft (wingspan - you might smash some Cessnas standing around on GAC East) for departure from A11 or A12. Taxilane 36 is eastwards for W.

* '''Departure rwy 16''': Taxi down to M and via Ex1 and Ex24 up E to Ex31. Taxilane 36 is eastwards to W where (strictly followed) you should drive right-around (W, Ex2, Ex1, Ex24, E) or you might look out and cut the corner to the left and Ex23 to E.

* '''Departure rwy 29''': Taxi down to M (from north: via W)

* '''Departure rwy 34''': Taxi down to M and E - from north: only via E.

* '''Arrival rwy 11''': Leave on M, take next exit to L to the terminal, or take A2, Ex1 Ex24 and E for the northern stands. Right-around would also mean that taxilane 36 is eastwards via Ex7 and taxilane 35.

* '''Arrival rwy 16''': Vacate to E and taxi up to the northern aprons, or turn left for L for the terminal and for taxilanes 35+36.

* '''Arrival rwy 29''': Leave to M and taxi to the terminal, or take Ex1, Ex24 and E for the northern apron.

* '''Arrival rwy 34''': Take W and taxilane 40 for the northern aprons or L and taxilane 35-36 for GAC, terminals and southern stands. If you brake hard, you can cut the corner and vacate B4 and L.

== Departure ==
... from Vienna is like any other larger airport. You have Delivery, Ground and Tower and follow the procedures.
=== Clearance procedures ===
==== ATIS ====
ATIS in Vienna is at 122.950. Please tune it in before asking for clearance.
==== Voice? Newbie? ====
* Controllers love voice partners, and if this is not possible, voice receivers. If you are text-only, then expect delays - voice is first when times get busy.
* Don't worry if you are a newbie - everyone was one. Please write it into the comment field of your flight plan and take your time. Controllers get along with pilots asking "say again", taxiing slowly, but doing the right thing. They are unhappy with those who hurry and mess up traffic (and they dislike impolite people). If you want guidance for your first flights (via teamspeak for example), you might want to make you a login at the [[http://forum.vacc-austria.org VACC Austria Forum]] and put a request into [[http://forum.vacc-austria.org/viewforum.php?f=58 this section]], and some people will be glad to help you along.

==== Clearance Altitudes ====
Vienna has one clearance altitude for all departures: 5000ft (local QNH). Transition altitude is 10.000ft. For you it means, that you have to change your Altimeter when passing 10.000ft.

==== SID's ====
ATC will give you a SID.
* If you are unable for RNAV departures (i.e.: if you don't have a FMC), then please state it in your flight plan and file a non-RNAV flight plan. There is one non-RNAV departure per runway (to SNU VOR). From there, you will fly direct to your next waypoint.
* If you are unable to fly any SID, then you can ask for a vectored departure. You will receive initial instructions from Delivery (like "stay on runway heading") and further instructions from ATC. Bear in mind, that ATC can deny vectored departures, if the air is boiling.
* For noise abatement reasons, some SID's are closed after 21:00 local time. See the charts to find out, which. Some controllers use noise abatement, some don't.

=== Push and Start ===
Some folks ask for push and fall asleep. Some folks ask for push, push and then fall asleep. Both mess up ground movements considerably. If you are slow with your plane, then please start up on the gate and ask for push when ready.

=== After takeoff ===
* Vienna has defined SIDs, so you should fly them. Most of them are RNAV. There are vectored departures on request or on ATC's discretion.
* Expect to be transferred to the appropriate approach controller right after takeoff - tune the frequency into standby already on ground. If Tower forgets, you might remind him with a polite "<callsign>, airborne" once you pass 3000ft or so :-)
* On all normal days, there is only one approach controller at 134.675.
* On very-high-traffic events like "Finally Austria", Approach is divided north-south, with either 134.675 or 118.775 - look for the active stations while still on ground. "Your" station varies according to the SID you fly - it's in the SID chart.
* If no Approach controller is online, LOVV_CTR with 132.600 is your station, and if this station is offline, monitor UNICOM at 122.800.

== Arrival ==
You will enter the approach procedures when reaching the initial STAR waypoints. Before you reach them, listen to LOWW_ATIS at 122.950, and when transferred to Approach, you call in with callsign, position, altitude and ATIS on board:
LHA123: Wien Radar, Leipzig Air 123, inbound VENEN, FL250 descending FL170, ATIS B on board.
LOWW_APP: Leipzig Air 123, Wien Radar, identified, information B correct, descend FL140.

Like every major European airport, LOWW has STARs, transitions and approaches:
=== STAR's ===
ATC will most likely clear you a STAR and an altitude to descend. At the end of each STAR is a holding which you might be ordered to enter. Altitudes on the chart are minimum altitudes - ATC will tell you the altitude to fly. In the case of Vienna, STARs are also unique: From each entry point, there is only one STAR to take. As a pilot, you could as well key in the STAR into your FMC straight away.

=== Transitions ===
Transitions are runway-specific - you know your transition once you know the runway, and you know the runway once you listened to ATIS. Therefore, you can key in your STAR while on cruise, and your transition while approaching or flying the STAR. Don't forget: ATC will clear you the transition or vector you.

It is vital that you have your transition on FMC, as (see below) ATC might order you to cut corners and then continue to fly the transition. It is also vital, that you look up the approach chart once you know the runway and key in the necessary frequencies for ILS approach and for go-around.

=== Arrival ===
On busy days, the last phase before landing has a Arrival: He/she is responsible for the nitty-gritty spacing in the "string of pearls" where traffic is dense for two reasons: 1) aircraft merge from all directions, and 2) aircraft slow down. Expect ATC to transfer you, if Arrival is online. Usually, you call Arrival "callsign only" - no position, no altitude, only "Wien Arrival, Leipzig Air 123".

Once established on the ILS (or on visual final), Arrival will transfer you to Tower.

=== How to handle directions on approach ===
* Usually, you are cleared a STAR and transition - As soon as you know ATIS, you are able to key in the transition into your FMC.
* If ATC orders you to fly direct to a waypoint on the STAR or transition, you fly direct to the waypoint and then follow the transition to final.
* If ATC never orders an altitude, you fly the altitudes on the charts (but ATC never does that).
* If ATC vectors you, than you leave STAR and transition altogether (expect to be vectored or direct-ed until final).
* If ATC orders you to level UNTIL a certain waypoint, descend at your descretion, as long as you match the altitude at that point (you can level off before).
* If ATC orders you to level AT a certain waypoint, then calculate well and descend to meet the altitude at the point - not before, not after.
* If in doubt, ask!

=== Vacating and taxiing ===
* If you land on rwy11/29 and rwy34, then vacating throws you into the middle of dense traffic - stop on the exit and wait for ground instructions.
* If you vacate from rwy16, then you can roll on D or E and wait for instructions - frees the exit for the next hungry aircraft behind. You should definitely stop before D4 or E4 - they are ILS critical holding points which you should not cross without clearance.

=== Communication failure ===
... is published on the charts - please set your squawk 7600 and follow it.

[[Category:Airports]]

Study Guide:Ground

2022-05-17T12:16:23Z

Patrick Weineis: /* Ground */

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

= General =

Ground is responsible for all movements of aircraft on ground, except the movements on the runway. Ground takes over responsibility for Delivery if he is not online.

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

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

* General Aviation is all the way to the West at Taxiways Q and P.
* Cargo stands at the maintainance area (A91 to A96)
* The new cargo apron B43 - B69 (not included in the Flytampa scenery)
* Near EX12, there are three rows for small commercial airliners B71 to B92).
* Pier West (gates C31 to C42) and Pier East (D21 to D29) are next. They are made for M aircraft, with the corner stands C36, C39, D23, D26 and D28) for available for H aircraft too.
* Pier North or Terminal 3 ("Skylink"), housing gates to the South (F01-F37, odd numbers) and the North F04-F36, even numbers). Heavy gates are north and south of the terminal.
* F stands including heave stands are marked east of the skyline terminal and are still part of the pier north. They are also used for de-icing during the winter season. These stands are taxi out positions
* South of Pier North are stands for smaller and budget airliners, most DH8D park there. The positions do not require pushback (E stands).
* North of Pier North is another row for smaller and budget airliners (H stands).

= Taxiways =

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

= Basic principles =

The basic principles for [[Study_Guide:Radio_Telephony|Radio Telephony]] apply:

It is ground's responsibility to direct and monitor ground movements

== Start-up clearance ==

Start-up clearance may be given if you expect the aircraft to depart in a timely manner. (coordinate with GND and TWR accordingly) 

Austrian 125, start-up approved.

== 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

==Start and Push clearance==

Use these two phrases together 

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

If the aircraft does not initiate pushback within an adequate timeframe, you may cancel the pushback clearance:

AUA123 Pushback clearance cancelled, I call you (back).

Thereafter you may clear anyone else to pass behind, and you have to re-issue the clearance later on.

== Taxi Instructions ==

The pilot will conduct startup and pushback. As soon as he is ready for taxi he will call you:

AUA125: AUA125, request taxi.

Depending on the traffic situation you can either clear the A/C directly to the RWY or issue an intermediate clearance:

AUA125, taxi via M hold before EXIT 7.

or

AUA125, taxi to holding point Rwy 16 via L and W.

So, how do you maintain traffic flow at a busy airport?

You may clear an aircraft to an intermediate stopping position: "Taxi via E hold before EX24".

AUA125, Taxi via the Blue Line and E, Hold before EX24.

You may also add a condition to this to keep things moving:

AUA125, Taxi H/P RWY 29 via Blue Line, E, EX24 and EX1, '''on E behind Company Airbus From the right'''.

This means: the A/C has to "hold before" (=to stop) in mid way '''for a condition which you specify'''.

* This could be only to "hold short" --> until you tell them to "continue".
* It could be "behind the A320 from left to right".
* It could be "follow company A320 taxiing on L".

The "Hold before" argument reduces your workload, as the pilot must now judge if they can meet the conditions given.

Bear in mind that it is the '''controllers' job to decide on wingtip clearance'''.

On VATSIM, you sometimes meet pilots who apparently don't have charts and/or lose orientation - especially when it is dark and the scenery is outdated. If a pilot starts sight-seeing, you can tell them to '''stop ("hold position")''' and to '''"expect progressive taxi"''', and that means: you taxi him step by step, and they are instructed to stop at every step.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as the aircraft is conflict-free in your area of responsibility. This means, if no other aircraft can be in the way on his way to the runway. Example for LOWW: Suppose, RWY 29 - GND will line up all aircraft on taxiway M facing East. Hand them over to TWR as soon as practibale. '''Avoid unnecessary intermediate stops of taxiing aircraft'''.

AUA125 Contact Wien Tower 119,400.

=Taxiway configurations=

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

[[File:29only.jpg]]

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

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

[[File:29-34.jpg]]

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

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

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

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

[[File:29-16.jpg]]

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

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

= Ground Traffic Management =

====Step-by-step clearance====
The safest and primary way to achieve safe operations:

AUA251, taxi via E hold before M.
AUA251, taxi via M, hold before Exit 7.
AUA251, taxi via L, hold clear of Exit 9.
AUA251, continue to gate D21 via Exit 9.

====Conditional clearance====
This provides much more flow, but you have to think in advance. See, which aircraft approach to where and give one of them a conditional clearance to stop some point and give way. Make sure that the condition is clear: a specific intersection, a precise plane from a precise direction, like this:

AUA251, taxi to gate D21 via E, M and Exit 9, On M give way to company A320 from the right.

"Conditional clearance" means: AUA251 is free to taxi until its final clearance limit (D21), but stops inbetween until the condition is met, in this case: another Austrian A320 taxiing (presumably on D) and turning in before him. Then, he is free to continue without instruction. "Hold short" means: You are cleared to your destination, but you should stop inbetween.

====Intermediate instructions====
Sometimes, you might need to re-clear or stop an A/C:

AUA251, hold position.
AUA251, continue.
AUA251, hold before W, B190 crossing right to left.
AUA251, gate change, taxi to gate F1 via M, EX7, at EX7 behind Swiss A320 crossing right - left.

====Progressive Taxi====
Some pilots don't know how to taxi, and some don't know where to taxi, and they can drive you mad. To them, you can issue progressive taxi instructions:

Leipzig Air 600, turn next left hold next intersection.
Leipzig Air 600, turn right, on third intersection left and hold.

====Example====
Consider the following situation:

{| class="prettytable"
|-
| You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand B95.
|}

GND:DLH6KM taxi to stand C40 via taxiway D and L.
DLH6KM:Taxiing to stand C40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand B95, ready for taxi.
GND:LZB421, Taxi via L, hold before EX11.
LZB421:via L, hold before EX11.

{| class="prettytable"
|-
| The aircraft are now both approaching EX11.
|}

LZB421, When clear of the opposite 737, continue EX11 and M to H/P RWY 29.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area.

=== Intersection departure ===

Even though HIRO (High Intensity Runway Operation) requires pilots to plan certain intersection departures e.g (A3, B4, B10, A10), usage of these intersection should be restricted to cases where a gain in efficiency can be accomplished.

'''Avoid "over-using" e.g A3''', as there is no gain in efficiency to be expected from a 3 aircraft long queue for A3 (TFC congestion on TWY M and L).

Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits. Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

Phraseology to ask an A/C for its ability to make use of an intersection is as follows:

<pre> AUA4CM can you accept B4? </pre>

if answered positively ->

<pre>Roger, join B4 (report ready) </pre>

=Special Case Northern F stands=

As this area is equipped with 3 parallel Taxilines, those being Taxiline 40 Center, Blue Line and Orange Line, it is vital to make use of these Lines in a sensible manner.

*Taxiline 40 Center is issued to Heavy A/C up to a maximum Wingspan of 68.4 Meters
*Blue and Orange Line may be issued to two A/C taxiing in parallel up to a maximum Wingspan of 36 Meters. This gives the Controller the ability to essentially double the flow rate in this area as also pushback may be conducted onto either of those lines. Make sure to state this in the Push Clearance accordingly

e.g <pre> "AUA9LT Start and Push approved - Blue Line" </pre>

Phraseology in this area is as follows:

<pre> "Taxi to Position F08 via the Blue Line" </pre>

or

<pre> "Taxi to Position G26 via Taxiline 40 Center" </pre>

Positions G16, G26 and G36 are used for Heavy A/C and are collocated with their respective F counterparts F16, F26 and F36. Nevertheless they provide greater wingtip clearance.

'''Swingovers'''

Another option to make use of this infrastructure is to clear "swingovers".

"AUA9LT Swingover Orange Line continue W to H/P RWY 16"

This procedure is particularly useful to clear e.g the Blue Line for incoming traffic.

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

== Intermediate Holding Positions (IHP) ==

In dynamic and high TFC situations it is advisable to make use of intermediate clearances to keep both your and the pilots flexibility to change route at a maximum.
It is therefore suggested to make use of IHPs such as:
*M2
*L2
*Blue 1
*Orange 1

Nevertheless you should try to keep the A/C moving and avoid unnecessary stops at these positions if they are of no use to your flow management.

== Slots ==

In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.

==Helicopters==

First and foremost, air-taxiing is not done by GND! Permission do so is granted by TWR only in coordination with GND!

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.
<pre>OEBXR: request air taxi to Runway 29.
GND: OEBXR, contact TWR 119.400.
OEBXR: Servus Wien Tower, request air taxi to Runway 29 via Exit 13 and M.
TWR: OEBXR, air taxi to Runway 29 via Exit 13 and M. wind 280 deg 5 knots
OEBXR: air taxi to Runway 29 via M.</pre>

== Opposite runway operations ==

At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

== Mind the wingtip: Size matters to GND controllers ==

As GND controller, you have to watch out for the size of an aircraft. You have two indications for the aircraft size in Euroscope: The Letter "L/M/H/S" in the flight strip, and the precise aircraft type in the departure list or tag - an abbreviation which you might need to google, but you will learn over time.

* '''Light aircraft''' (L) need to go to stands, not to docks (you won't want to dock a Cessna, will you?). But "light" is not "light" - on some GAC aprons the aircraft has to be really light, especially when it comes to grass surface. Watch out to the aircraft type.

* '''Medium aircraft''' have a different trouble: Some of them (like the Beech 99, the Dash or the Avro RJ are medium, but they need stands. Others, not much bigger, like the Fokker 70 or 100, can dock at the gate, whereas others (like the A319), only a little bigger, usually dock. In doubt: ask the pilot. The medium category goes up to the most-frequent cruisers A320 and B737.

* '''Heavy aircraft''' are (almost) everything above: A330, B767 and B747, the MD11 and the new B787. They almost exclusively dock, but there is another risk: Not all docks are suitable for heavies - ground charts tell you more. Check this chart [https://charts.vacc-austria.org/LOWW/LOWW_Ground_Docking%20Positions_26032020.pdf] to verify where you can park which A/C.

* '''Superheavy aircraft''' e.g The A380 - which is parked at '''F35, D27 or H98.'''

as hint for parking, you could use follow flow Chart:

[[File:Parking Flow chart.jpg]]

= Additional Information =

For further information relating to traffic flow management on ground in different configurations, please refer to: [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf ATMM guide]

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

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

----

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

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

Vienna

2022-01-26T15:35:13Z

Patrick Weineis: /* Director */

{{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 Million passengers (2018) a year. The profitable Eastern Europe routes are provided by the homecarrier [http://en.wikipedia.org/wiki/Austrian_Airlines Austrian].

In the year 2005 the “[http://www.viennaairport.com/ Flughafen Wien AG]” started to build the so called [http://en.wikipedia.org/wiki/Vienna_International_Airport#Terminals SKYLINK], an additional terminal in the eastern part of the airport which offers space for 91 check-in counters as well as 51 additional gates (5 of them are A380-approved). In the year 2006 the new air traffic control tower was opened. With it’s height of 109 meters, it’s the tallest control tower in Europe. It can be seen from far away, so it got a landmark for the airport.

Terminal 1 offers space for the carriers of [http://en.wikipedia.org/wiki/Aeroflot Aeroflot] and [http://en.wikipedia.org/wiki/Emirates_%28airline%29 Emirates]. Terminal 1A is located right opposite of Terminal 1 and is a temporarily building to bridge the capacity constraint until the new SKYLINK Terminal will be finished soon.

The airport offers 2 asphalt [http://en.wikipedia.org/wiki/Runway runways] with orientations 11/29 (3.500 meters) and 16/34 (3.600 meters). All of them are equipped with a [http://en.wikipedia.org/wiki/Instrument_landing_system ILS system], 2 of them offer [http://en.wikipedia.org/wiki/CAT_III#ILS_categories CAT III B]. Just recently (April 2012), a decision has been made to build a third runway parallel to 11-29.

= LOWW for Pilots =
== A quick look around ==
Vienna Airport is a medium range international airport, which - like many of them - has grown organically. Like all airports of this kind, they have peculiarities - most of them making life complicated for controllers.
=== On the ground ===
==== Aprons and parking positions ====
''(See the LOWW charts "overview" and "parking positions", available [[http://www.vacc-austria.org/?page=content/chartlist&icao=LOWW here]].)''

* '''General Aviation Center (GAC)''' is at the far west connecting to TWY M via TWYs Q and P. This Area is used for all GA A/C

* '''Technical base''' (if you blew up a tyre on landing) is next, opposite Exit 14 and 15. Many GAC pilots start from there (for whichever reason).

* '''The A apron''' is mostly used during peak times for passenger and at the very west

* '''Apron B43-B69''' are stands for Cargo and also used for remote Passenger boarding.

* '''Apron B71-B96''' is next to the East come two rows of stands for smaller aircraft. Regional planes like Dash, Beech 1900 or RJ87 go there often, and it is also the company apron of Austrian regional connector flights. Beware of the one-way street: '''B71-B75''' enter and leave (pushback) via taxilane 31. '''B81-B85''' enter via taxilane 32 and leave (no pushback) via taxilane 31. '''B91-B96''' enter via taxilane 33 and leave (no pushback) via taxilane 32.

* '''Pier West''' covers the '''C gates'''. It is the "Schengen" pier with no passport control. Log in for your departure, if you fly within the Schengen area. The two gates at the corner (C36 and C39) are suitable for Heavies. Expect some broken glass in the terminal, if you log into C31 with an Airbus A330 :-). Most Non-Star-Alliance-aircraft depart from here.

* '''Pier East''' covers the '''D gates'''. This is the "Non-Schengen" pier, mostly for Non-Star-Alliance-aircraft. Again, the corner goates (D23, D27) are Heavy gates.

* Further East along taxiway L are the '''E stands'''. In this area the low cost carriers park, as gates are more expensive than stands. Aircraft park nose-south: They enter via taxilane 36 and leave onto L.

* East of the main terminal is the new Skylink, now named '''[[http://www.viennaairport.com/jart/prj3/va/main.jart?rel=en&content-id=1249344074277 Check-in 3]]''' Access for aircraft is divided: For the south (F01-F37, odd), aircraft use taxilane 35/36, for the north (F04-F36, even), it's taxilane 40 Center for Heavies.
*Medium Aircraft will be cleared via the Blue or Orange Line respectively.
Check-in 3 is Schengen-and-non-Schengen and is the home pier for the Star Alliance fleet.

* '''Taxilanes 35/36/37''' are one-way streets, but the direction changes according to runway configuration. Expect ground controller to issue a "pushback facing east/west" clearance. If you don't get any facing instruction, face east, as you are most likely to get out this way.

* '''Taxilane 38''' is exit-only: Aircraft parking on F41-F59, as well as F41-F50 use it to leave.

* '''The H apron''' is north of taxilane 40. H41-H48 are pushback stands, H49-H50 leave via taxilane 42.

* '''The K apron''' is for cargo and at the very northeast, accessible via E and taxilane 43.

==== Where to log in with which aircraft ====
If you want to fly as-real-as-it-gets, then you can use the following guidelines for login:
* Star Alliance birds of the size of an A320 or more usually park at the skylink.
* Non-Star Alliance aircraft park on the pier West (Schengen) and East (Non-Schengen)
* Low Cost Carrier usually start from the E apron and F41-F59, as well as the H apron.
* Cargo leaves from A91-A96 or B43-B69
* Larger GAC aircraft (like a Challenger) leave from B or GAC.
* Small GAC aircraft (like sports aircraft) leave from GAC.
* Super-large birds have F44, F48, H49 and H50. A380 depart from D27 in Vienna.

On high traffic situations (Like the Weekly Wed) it might be good to look around before loggin in - you might sit on top of another aircraft. You can use [[http://www.vacc-austria.org/?page=content/gatelist&icao=LOWW the gatelist]] from the VACC Austria homepage or use the more remote places to log in, like the corners of the Pier (C31, C42, D21, D29) or the mostly vacant Check-in 3. There is no hassle on B, E and H stands.

==== Taxiing ====
This is, where the "evolutionary" design of Vienna airport hits reality - Vienna is not quite spacious to taxi around. Make sure to be slow enough and to follow ground controller instructions - you find yourself in the grass, in a building, head on to or even crashing into a fellow aircraft if you don't. Be aware: There is '''no follow-me car''' in Vienna, even if MSFS shows you one. Be so kind and follow the instructions of the ground controller or face a disconnect. On busy days (like the weekly wednesday) you can seriously screw up traffic by not following instructions.

Also, unlike other major airports (like EGLL), there are no unique and published taxiing directions - taxiways are used in either way following runway configuration. There is not even a uniform standard, how controllers handle traffic for specific runway configurations - it's where controllers do it their ways.

If you fly into Vienna with ATC control, then you get taxi instructions - follow them, full stop.

If you don't, then you can use the following rough guidelines: You have some roughly parallel taxiways with W-L into one way and M-E into the opposite direction. Easiest is to follow these taxiways right-around. ATC will guide you differently (as right-around-only is inefficient), but if you have not, it is most likely that you don't end up nose-to-nose:

* '''Departure rwy 11''': Taxi down to L (coming from the north: via W), changing to M on exit 12, if you are more than a light aircraft (wingspan - you might smash some Cessnas standing around on GAC East) for departure from A11 or A12. Taxilane 36 is eastwards for W.

* '''Departure rwy 16''': Taxi down to M and via Ex1 and Ex24 up E to Ex31. Taxilane 36 is eastwards to W where (strictly followed) you should drive right-around (W, Ex2, Ex1, Ex24, E) or you might look out and cut the corner to the left and Ex23 to E.

* '''Departure rwy 29''': Taxi down to M (from north: via W)

* '''Departure rwy 34''': Taxi down to M and E - from north: only via E.

* '''Arrival rwy 11''': Leave on M, take next exit to L to the terminal, or take A2, Ex1 Ex24 and E for the northern stands. Right-around would also mean that taxilane 36 is eastwards via Ex7 and taxilane 35.

* '''Arrival rwy 16''': Vacate to E and taxi up to the northern aprons, or turn left for L for the terminal and for taxilanes 35+36.

* '''Arrival rwy 29''': Leave to M and taxi to the terminal, or take Ex1, Ex24 and E for the northern apron.

* '''Arrival rwy 34''': Take W and taxilane 40 for the northern aprons or L and taxilane 35-36 for GAC, terminals and southern stands. If you brake hard, you can cut the corner and vacate B4 and L.

== Departure ==
... from Vienna is like any other larger airport. You have Delivery, Ground and Tower and follow the procedures.
=== Clearance procedures ===
==== ATIS ====
ATIS in Vienna is at 122.950. Please tune it in before asking for clearance.
==== Voice? Newbie? ====
* Controllers love voice partners, and if this is not possible, voice receivers. If you are text-only, then expect delays - voice is first when times get busy.
* Don't worry if you are a newbie - everyone was one. Please write it into the comment field of your flight plan and take your time. Controllers get along with pilots asking "say again", taxiing slowly, but doing the right thing. They are unhappy with those who hurry and mess up traffic (and they dislike impolite people). If you want guidance for your first flights (via teamspeak for example), you might want to make you a login at the [[http://forum.vacc-austria.org VACC Austria Forum]] and put a request into [[http://forum.vacc-austria.org/viewforum.php?f=58 this section]], and some people will be glad to help you along.

==== Clearance Altitudes ====
Vienna has one clearance altitude for all departures: 5000ft (local QNH). Transition altitude is 10.000ft. For you it means, that you have to change your Altimeter when passing 10.000ft.

==== SID's ====
ATC will give you a SID.
* If you are unable for RNAV departures (i.e.: if you don't have a FMC), then please state it in your flight plan and file a non-RNAV flight plan. There is one non-RNAV departure per runway (to SNU VOR). From there, you will fly direct to your next waypoint.
* If you are unable to fly any SID, then you can ask for a vectored departure. You will receive initial instructions from Delivery (like "stay on runway heading") and further instructions from ATC. Bear in mind, that ATC can deny vectored departures, if the air is boiling.
* For noise abatement reasons, some SID's are closed after 21:00 local time. See the charts to find out, which. Some controllers use noise abatement, some don't.

=== Push and Start ===
Some folks ask for push and fall asleep. Some folks ask for push, push and then fall asleep. Both mess up ground movements considerably. If you are slow with your plane, then please start up on the gate and ask for push when ready.

=== After takeoff ===
* Vienna has defined SIDs, so you should fly them. Most of them are RNAV. There are vectored departures on request or on ATC's discretion.
* Expect to be transferred to the appropriate approach controller right after takeoff - tune the frequency into standby already on ground. If Tower forgets, you might remind him with a polite "<callsign>, airborne" once you pass 3000ft or so :-)
* On all normal days, there is only one approach controller at 134.675.
* On very-high-traffic events like "Finally Austria", Approach is divided north-south, with either 134.675 or 118.775 - look for the active stations while still on ground. "Your" station varies according to the SID you fly - it's in the SID chart.
* If no Approach controller is online, LOVV_CTR with 132.600 is your station, and if this station is offline, monitor UNICOM at 122.800.

== Arrival ==
You will enter the approach procedures when reaching the initial STAR waypoints. Before you reach them, listen to LOWW_ATIS at 122.950, and when transferred to Approach, you call in with callsign, position, altitude and ATIS on board:
LHA123: Wien Radar, Leipzig Air 123, inbound VENEN, FL250 descending FL170, ATIS B on board.
LOWW_APP: Leipzig Air 123, Wien Radar, identified, information B correct, descend FL140.

Like every major European airport, LOWW has STARs, transitions and approaches:
=== STAR's ===
ATC will most likely clear you a STAR and an altitude to descend. At the end of each STAR is a holding which you might be ordered to enter. Altitudes on the chart are minimum altitudes - ATC will tell you the altitude to fly. In the case of Vienna, STARs are also unique: From each entry point, there is only one STAR to take. As a pilot, you could as well key in the STAR into your FMC straight away.

=== Transitions ===
Transitions are runway-specific - you know your transition once you know the runway, and you know the runway once you listened to ATIS. Therefore, you can key in your STAR while on cruise, and your transition while approaching or flying the STAR. Don't forget: ATC will clear you the transition or vector you.

It is vital that you have your transition on FMC, as (see below) ATC might order you to cut corners and then continue to fly the transition. It is also vital, that you look up the approach chart once you know the runway and key in the necessary frequencies for ILS approach and for go-around.

=== Arrival ===
On busy days, the last phase before landing has a Arrival: He/she is responsible for the nitty-gritty spacing in the "string of pearls" where traffic is dense for two reasons: 1) aircraft merge from all directions, and 2) aircraft slow down. Expect ATC to transfer you, if Arrival is online. Usually, you call Arrival "callsign only" - no position, no altitude, only "Wien Arrival, Leipzig Air 123".

Once established on the ILS (or on visual final), Arrival will transfer you to Tower.

=== How to handle directions on approach ===
* Usually, you are cleared a STAR and transition - As soon as you know ATIS, you are able to key in the transition into your FMC.
* If ATC orders you to fly direct to a waypoint on the STAR or transition, you fly direct to the waypoint and then follow the transition to final.
* If ATC never orders an altitude, you fly the altitudes on the charts (but ATC never does that).
* If ATC vectors you, than you leave STAR and transition altogether (expect to be vectored or direct-ed until final).
* If ATC orders you to level UNTIL a certain waypoint, descend at your descretion, as long as you match the altitude at that point (you can level off before).
* If ATC orders you to level AT a certain waypoint, then calculate well and descend to meet the altitude at the point - not before, not after.
* If in doubt, ask!

=== Vacating and taxiing ===
* If you land on rwy11/29 and rwy34, then vacating throws you into the middle of dense traffic - stop on the exit and wait for ground instructions.
* If you vacate from rwy16, then you can roll on D or E and wait for instructions - frees the exit for the next hungry aircraft behind. You should definitely stop before D4 or E4 - they are ILS critical holding points which you should not cross without clearance.

=== Communication failure ===
... is published on the charts - please set your squawk 7600 and follow it.

[[Category:Airports]]

Study Guide:Tower

2022-01-26T15:33:45Z

Patrick Weineis:

'''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 an efficient Tower Controller within VACC Austria. We assume that you have already read the [[Study Guide:OBS]], [[Study Guide:Delivery]] and [[Study Guide:Ground]].

Tower's main responsibility is to make efficient use of all available RWY's.

The tower is therefore responsible:

- for all movements on the runways
- for all movements within the control zone (see "Airspace Structure" below).

Euroscope visibility range for Tower should not exceed 50nm (regarding Vatsim CoC C12)

== Aircraft Categories ==

A/C are categorized by their respective weight and approach IAS

=== Weight Categories ===

Aircraft are categorized into four weight categories:

{| class="prettytable"
|-
| '''Category'''
| '''MTOW'''
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|-
| Super Aircraft (S)
| is only one: the A380
|}

You can find a list of aircraft in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228] Weight depicted is MTOW.

=== Approach Speed ===

Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:

{| class="prettytable"
|-
| '''Category'''
| '''Vref'''
|-
| A
| <= 90 knots
|-
| B
| 91 - 120 knots
|-
| C
| 121 - 140 knots
|-
| D
| 141 - 165 knots
|-
| E
| >= 165 knots
|}

== Theoretical Knowledge ==

=== Producing Lift ===

For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.

Basically, a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion, the lift is produced in the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle, the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

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

Think of a level flying aircraft that reduces its speed. In order to compensate for the reducing lift, the pilot has to raise the nose. However, at some point, the Angle of Attack will cross the critical angle of attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so-called stall speed but the aircraft is also limit by aerodynamics in the higher range of speed (buffeting). Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats (Approach). In General, when an aircraft flies it will produce thrust but at the same time it produces drag. So if you fly just horizontal (cruise) you have at the same time Lift=weight and thrust=drag. Drag produce automatic noise and that is the big problem. to prevent this we have different procedures in the approach and a lot of research in aviation to reduce the sound of the aircraft but the main part are the engines.

On approach, pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this, the approach speed also depends on the weight and aircraft configuration (Flap/Slat setting). For safety, the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

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

=== Transition Altitude/Transition Level ===

Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings, you have to use the actual local pressure in your area. As a memory hook, you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefore indicates a lower altitude.

As ground pressure changes every hundred miles, aircraft would need to update their settings every few minutes. If ALL aircraft would need to do this, it would be terribly unpractical and dangerous. Guess what happens if one forgets? So the altitude is "sliced":

* In lower areas (where the terrain is in close proximity), aircraft have to update local settings. Most aircraft are there only for takeoff and landing, so no big deal.
* In higher areas, aircraft all tune a standard-setting (QNH 1013 or 29.92 HG) - this setting may be "wrong", but as all aircraft have the same "wrong" setting, it does not matter.

And where is the altitude where that changes?

* For climbing aircraft, it is the Transition Altitude, where they change from local to standard pressure.
* For descending aircraft, it is the Transition Level, where they change from standard to local pressure.

Between the two, there is a safety layer (called "Transition Layer") which compensates for the difference between local and standard pressure, which is 1000ft minimum, so the stack is:

Upper airspace: measured in Flight Levels (FL220 = Altitude 22.000ft at standard settings)
Transition Level: the lowest Flight Level
Transition layer (to keep distance)
Transition Altitude (TA): the highest altitude cleared at local pressure settings
Lower airspace, where the altitude is given (you write "A5000ft").

As the difference between TA and TL varies with pressure (the lower local pressure, the thinner), the size of the Transition Layer varies (the lower local pressure, the thicker). Use the following table to calculate your TRL:

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

==Before you start controlling==

Tower decides which runways are in use and maintains the ATIS. The tower is also responsible for ground and delivery if they are not online or if they are not defined for that particular airport (LOWS has DEL, but no GND; LOWI, LOWG and LOWK have only TWR).

=== Airspace Structure around Major Airports ===

Major airports in Austria are surrounded by a control zone (CTR) which is class D airspace. This means that A/C need clearance for entry. So either they are cleared for an approach or they are cleared into the control zone. Details will be discussed in the VFR part later on.

== Tower Workflow ==

===Setting the right priorities===
The moment you are responsible for more than one aircraft you will have to set priorities in your handling. As a general guideline:

#aircraft in the air have top priority - you take care of them first. Reason: They can't stop.
#aircraft moving on the ground have next priority. They could bump into each other.
#aircraft standing on ground have the least priority.

=== Runway Separation ===

The runways are one of the most dynamic spots on an airport. Aircraft are travelling at high speed with little room to manoeuvre and most of the time no ability to stop at a reasonable distance. In general '''only one aircraft may be cleared to use a runway at the same time.''', nevertheless there are exceptions to this rule which will be described in the upcoming chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

*Have a look at the Flightplan. Take note of the type of aircraft and the Departure Route.
*Check the traffic approaching the runway.

To give a takeoff clearance the following phrase should be used:

AUA2CM, wind 320 degrees, 7 knots, Runway 29, cleared for takeoff.

When the A/C is well established in climb check if squawking Mode C and the right Code. Afterwards, he is handed off to the next Controller, in this case, a radar position:

AUA2CM, contact Wien Radar frequency 134.675.

The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceding aircraft is still occupying the runway. Now you get to know the first exception to the Runway separation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind.

''Note: you '''must''' add another "behind" at the end of the clearance!!

This type of clearance is called conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the Proceedings aircraft has overflown the opposite runway end or has clearly turned onto either side of it. 

==== Take care! Phraseology around the runway is vital ====
In 1977, at the Tenerife Airport, two 747 Jumbo Jets collided on the runway and burst up in flames, killing more than 500 people. There was a simple cause: misunderstandings in the takeoff phraseology: Tower said "standby for takeoff", the pilot understood "cleared for takeoff". So, there are two iron rules which you should never break as a Tower controller:

* '''Use the word "takeoff" only when you clear for takeoff: Say "<aircraft> cleared for takeoff" and nothing else.''' If you have to say anything else (like that the aircraft can leave in 2 minutes), then use the word "departure".
* '''Use the word "landing" only when you clear for landing: Say "<aircraft> cleared to land" and nothing else.''' If you have to say anything else (like where to leave the runway after touchdown), use the word "arrival".

=== Departure Separation ===
There are several factors to take into consideration when deciding what the minimum separation between succeeding aircraft is. It is the tower controller's responsibility to decide which kind of separation to apply. The following types of separation shall be considered:
*[[#Time Based Separation|Time Based Separation]]
*[[#Radar Separation|Radar Separation]]

'''CAUTION: Regardless of separation minima to be used, the following rule ALWAYS applies:'''

Departing aircraft will not normally be permitted to commence take-off until
*the preceding departing aircraft has crossed the end of the runway-in-use or
*has started a turn or
*until all preceding landing aircraft are clear of the runway-in-use.
Note that this paragraph is not about the actual clearance. You may clear an aircraft - considering the minima below - for takeoff before the above conditions are fulfilled, taking into account the time it will take the aircraft, until the actual takeoff can be commenced.

==== Time Based Separation ====
To avoid hazards created by the turbulence formed at the wingtips of aircraft (wakes), separation based on time shall be applied between succeeding departing traffic. This is due to the fact, that wakes need a certain time to dissipate.

The actual time to apply depends on the wake turbulence category and thus on the weight of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>

===== 2 Minutes =====
Provided that succeeding aircraft are using:
*the same runway
*crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below
*''parallel runways separated by less than 760m'' (no applicable in Austria)
*''parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below (not applicable in Austria)''
a minimum separation of 2 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>

===== 3 Minutes =====
Provided that succeeding aircraft are taking off from:
*an intermediate part of the same runway (read: intersection)
*''an intermediate part of a parallel runway separated by less than 760 m (2 500 ft) (not applicable in Austria)''
a minimum separation of 3 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>
Note: In LOWW the following intersections are, for the purposes of wake vortex, NOT considered to be intersection departures:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A11 and A12
|-
| 29
| A1, A2 and A3
|-
| 16
| B1 and B2
|-
| 34
| B11 and B12
|}
</div>

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

DLH32C, wind 180 degrees, 3 knots, runway 16 cleared for takeoff, caution wake turbulence.

==== Radar Separation ====
For radar-equipped TWR stations, which in Austria are basically all controlled TWR stations, departure separation shall be as such, that departing aircraft are entering the approach airspace with radar separation. For LOWW_TWR these minima are for example:

<div align="left">
{| class="prettytable"
|Traffic
|Distance
|Condition
|-
| Departing traffic on different SIDs
| 3 nm
| increasing
|-
| Departing traffic on same SIDs
| 5 nm
| increasing
|}
</div>
Note: LUGEM and MEDIX count as the same SID

==== Deciding Which Separation to apply ====
In order to provide an expeditious flow of traffic for departing traffic, it is imperative for the tower controller to always apply the lowest separation minimum. Since time-based separation is always the larger of the minima, it should always be strived to achieve radar separation. In principle, taking the minima above into consideration, radar separation may always be applied when succeeding departing traffic is in the same wake turbulence category or if a heavier aircraft is departing behind a lighter one.
Otherwise, time based separation has to be applied.

==== Tips And Tricks ====
*Try to avoid having multiple aircraft using the same SID depart the same runway right after each other. Throw in a departure with another SID in between to utilize the 3nm radar separation minimum instead of 5.
*If possible, have heavier planes depart behind lighter ones, so you avoid having to use time-based separation. Of course, take this with a grain of salt, since you can't let the heavier aircraft wait forever.
*To achieve radar separation as soon as possible, use initial visual turns if weather permits (VMC). Example:
TWR: AUA117M, after departure visual right turn to SOVIL is approved, wind calm, runway 11 cleared for takeoff.
In this case, the aircraft will make a very early right turn, allowing you to have the next aircraft takeoff within seconds, provided it is not lighter than the preceding.
*The ground controller should send aircraft to your frequency early enough during taxi - provided that there are no conflicts on the ground - that you should be able to distribute the aircraft onto the different holding points to your needs. Use the holding points in order to prepare a proper departure sequence that allows you to use the lowest minima possible.
Note: According to the austrian AIP, the pilot shall prepare and be ready to use the following intersections for departure:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A10
|-
| 16
| B4
|-
| 29
| A3 (west)
|-
| 34
| B10
|}
</div>
For those intersections it is normally not necessary to ask a pilot if he is able - it is his obligation to tell ground upon requesting taxi clearance or latest upon initial contact with the tower controller.

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

MAH224: Linz Tower, MAH224 established ILS Approach rwy 27.

Again you are not allowed to clear more than one aircraft onto the same runway at the same time. 

{| class="prettytable"
|-
| In order to issue a landing clearance
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.
#preceeding landing traffic must have left the runway safety strip with all parts.
#traffic crossing the runway must have left the runway safety strip with all parts.

|}

If these conditions are met use the following phrase to clear the aircraft:

MAH224, Linz Tower, wind 300 degrees 16 knots, runway 27, cleared to land.

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

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

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

AUA26T wind 310 degrees 14 knots, runway 27 cleared to land.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

AUA81: Wien Tower, AUA81 established ILS 16
TWR: AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140
degrees 7 knots.
AUA81: continuing approach, AUA81.
TWR: AUA81, There is a rescue helicopter operating west of the extended centerline, presently at
your one o'clock position, 5 nm, 1400 ft.
AUA81: Thank you, looking out, AUA81.
AUA81: traffic in sight, AUA81.

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.

The rescue helicopter from the example above needs to land at your airport:
OEBXR: Wien Tower, Freudenau 1500ft for landing.
TWR: OEBXR, Fly direct G-A-C, stay north of extended centerline RWY 11, 020 deg 4 kts, land own discretion.

To give you an idea of how dense traffic can get in real life consider that during peak times and good weather the separation is reduced to 2,5 nm. This corresponds to one landing every 75 seconds.

=== Merging Departing and Arriving Traffic ===

And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

 Still the above rule of only one aircraft at the same time applies, however, we also use conditional clearances which look very similar to those above in the departing traffic section.

AUA123, behind next landing C750 line up RWY 29 behind.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown. To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also, you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:

"Ready for immediate departure?"

Example:

{| class="prettytable"
|-
| You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally, you have two departures waiting at the holding point of runway 29.
|}

TWR: CAL275, ready for immediate departure?
CAL275: Affirm
TWR: Wind 250 deg 6 kts, Runway 29 cleared for immediate takeoff.
CAL275: cleared for immediate takeoff runway 29, CAL275

{| class="prettytable"
|-
| After the CAL B747 has taken off.
|}

TWR: AUA289, wind 300 degrees 7 knots, runway 29, cleared to land.
AUA289: Runway 29, cleared to land, AUA289.
TWR: AUA2LT, behind landing Airbus line up runway 29 behind.
AUA2LT: Behind the landing Airbus, lining up runway 29 behind, AUA2LT.

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

TWR: AUA2LT, wind 300 degrees 8 knots, runway 29 cleared for takeoff.
AUA2LT: cleared for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

==== Differences to handling of IFR Traffic ====

The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a sufficient distance to ensure safety.

To guide VFR Traffic through your airspace you make use of VFR Routes, Sectors, and reporting Points. '''Used phrases''':

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg, 1500ft or below,
QNH 1020, Squawk 7000, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights should be guided into downwind, base and final leg for landing. 

TWR: OE-AGA, join downwind for runway 29
TWR: OE-AGA, join base for runway 29

VFR Flights Squawk and basic information (active runway, QNH etc.) from Delivery, the route clearance from 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 7000, Rechtskurve genehmigt.
TWR:OE-AGA, leave Control Zone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 7000, right turn approved.

TWR: OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
TWR: OE-AGA, climb 3500 feet, report Donauturm.

In the air ATC provides [[traffic information]].

TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound
route Klosterneuburg-Freudenau.

When the aircraft leaves the control zone.

TWR: OE-AGA, Squawk 7000, you may leave.

==== Merging in VFR Traffic ====

To manage VFR Traffic efficiently you have to use [[traffic information]] and visual separation.

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX

Because of other traffic, it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:

TWR: OE-AGA, Extend right downwind.
OE-AGA: Extending right downwind, OE-AGA

To instruct the aircraft to continue it's approach use the following procedure:

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
TWR: OE-AGA, behind B767 traffic, join final RWY 29, caution wake turbulence
OE-AGA: Behind B767, join final RWY 29 behind, caution wake turbulence, OE-ANX

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

TWR: OE-AGA, Make a right three-sixty.
OE-AGA: Making three-sixty to the right.
TWR: OE-AGA, Orbit left
OE-AGA: Orbiting left, OE-AGA

The second instructions mean, that the pilot should make orbits until further advice.

It is also possible to ask VFR traffic for a speed reduction.

TWR: OEABW, Fly speed 90 kts
OEABW: 90 kts, OEABW

==== Special VFR ====
Could be used when weather Minimums are below VFR condition.

Weather minimums for (S)VFR are follow

- Base Cloud at min. 600ft

- visibility min 1500m

'''Used phrases''':
Verlassen Sie Kontrollzone als Sonder-Sichtflug über Donauroute.
Verlassen Sie Kontrollzone als Sonder-Sichtflug. Nach dem Abheben geradeaus steigen auf 600 ft, dann Rechtskurve Steuerkurs 340.
Verlassen Sie Kontrollzone als Sonder-Sichtflug. Nach dem Abheben geradeaus bis zur Ende der Raffinerie. Folgen Sie der Donau. Ausflug Richtung Norden genehmigt.

Leave control zone special-VFR via November
Leave control zone special-VFR. After departure climb on runway heading 600 ft then right turn heading 340
Leave control zone special-VFR. After departure climb on runway heading until end of refinery. turn right heading 360, follow the Danube. Leaving control zone to the north approved.

==== Night VFR ====

Night VFR is handled like any other VFR flight. Adherence to special procedures associated with flying VFR after ECET and clearance of terrain is the responsibility of the PIC.

==== Traffic Pattern ====

The traffic pattern is separated into departure, crosswind, downwind, base, and final.
On request, the Tower controller can clear VFR traffic into the traffic pattern.

OEABC, after departure, join traffic pattern Runway 29.

or

OEABC, after departure, join downwind runway 29.

'''If the controller clears an aircraft into any part of the pattern, it implies the clearance for the whole pattern.'''
To tell the pilot to maintain on the downwind use:

OEABC, extend downwind

or

OEABC, I call you for base

=== Helicopters ===

Helicopters are sometimes able to depart from their current position i.e helipad, GAC, TWY. Nevertheless they may also depart via runways:

OEBXR: Wien Tower, OEBXR at G-A-C request to leave the Control Zone via Klosterneuburg.
TWR: OEBXR, Wien Tower, after departure leave control zone via VFR Route Klosterneuburg, 1500 feet or below, SQ7000.
OEBXR: After departure leave control zone via VFR Route Klosterneuburg, 1500 ft or below, SQ7000.
TWR: Correct, ready for departure?
OEBXR: Affirm
TWR: 260 deg 4 kts, Takeoff own discretion.
TWR: Airborn Time 52'

=== Coordination with other ATC Stations ===
''Communication from one controller to another is as important as the communication from controller to pilot.'' This is especially true during high traffic situations where you might be tempted to concentrate solely on what is happening on your frequency. In these situations don't hesitate to take a call from a fellow controller even if it means that a pilot has to wait before you call him back. Secondly, if you know a controller is busy, try to keep your conversation with him concisely and avoid chatting in a TeamSpeak channel next to him.

Within VACC Austria we usually use TeamSpeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.
Other means of communication are the Intercom functions of Euroscope which would be a very nice feature, however often they only work with certain controllers. The ATC Channel within Euroscope should not be used for individual coordination.

When you come online or go offline you should inform neighbouring ATC stations.

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

==== Reduced Runway Separation Minima (LOWW) ====
Each runway in Vienna has a 2400m-marker indicated on the runway - be aware that the second marker from the respective threshold is the 2400m-marker for that very threshold:
For details refer to ICAO DOC4444 7.11

Application of RRSM:
An aircraft may be cleared for takeoff, given that:
* a preceding departing aircraft has passed the 2400m-marker.

An aircraft may be cleared to land, given that:
* a preceding landing aircraft has passed the 2400m-marker, is in motion and is not required to make a backtrack.
* a preceding departing aircraft has passed the 2400m-marker.

Reduced runway separation minima shall be subject to the following conditions:
* wake turbulence separation minima shall be applied
* visibility shall be at least 5 km and ceiling (BKN/OVC) shall not be lower than 1000ft.
* tailwind component shall not exceed 5 kt
* minimum separation continues to exist between two departing aircraft immediately after take-off of the second aircraft
* [[traffic information]] shall be provided to the flight crew of the succeeding aircraft concerned
* Reduced runway separation minima shall not apply between a departing aircraft and a preceding landing aircraft
* Reduced runway separation minima shall only be applied during the hours of daylight from 30 minutes after local sunrise to 30 minutes before local sunset. (simplified VATSIM rule: once night-SIDs are in operation, RRSM is not applicable anymore)

==== High traffic situations ====

During high traffic situations, communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft.

==== Additional phrases during periods of high traffic ====

In order to expedite the flow of traffic use the following phrases:

Austrian 125, wind xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind xxx/xx runway 34 cleared to land, expedite vacating
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn

==== Opposite runway operations ====

This is one of the more difficult situations for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Resources ==

*[http://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf LOWI QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWK.pdf LOWK QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWL.pdf LOWL QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf LOWG QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf LOWW QRS]
*[http://downloads.vacc-austria.org/Documents/QRS_LOWS.pdf LOWS QRS]

*[http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]

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

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

----

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

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

Study Guide:Airport Details

2022-01-26T15:32:57Z

Patrick Weineis:

'''Data inserted according to AIRAC2102.
'''
== LOWW (Wien Schwechat) ==
... has been moved to the more extensive [[LOWW_Primer]].

== LOWL (Blue Danube Airport) ==
=== Pisten ===
* '''08/26:''' Beton mit 3 Kilometer Länge und 60 Meter Breite
* '''08/26 (Gras):''' Graspiste mit 660 Meter Länge und 45 Meter Breite.

Die Graspiste wird in Real nur für An- und Abflüge von Helikoptern verwendet.

=== Anflugverfahren ===
Folgende Anflugverfahren beziehen sich nur auf die Piste 08/26. Die parallele Graspiste ist nur per Sicht anzufliegen.
*'''ILS:'''
** Richtung 26 bis CAT IIIb (109.30, Finalapproachcourse: 263°)
** Richtung 08 nur CAT I (110.55, Finalapproachcourse: 083°)
* '''VOR''' (LNZ, 116.600):
** Richtung 08 (Radial 083), sinken von 6 DME LNZ auf Radial 083 vis LNZ bei Überflug Endanflug für Piste 08 mit 3,78 Grad (Möglichkeit für Procedure turns über LNZ)
* '''NDB''' (LNZ 327):
** Richtung 26 (Radial 263) PEROL IF D15.1 LNZ VOR bei 4000ft dann sinkend auf 2500ft bis LNZ NDB, danach in den Endanflug mit 3 Grad (Möglichkeit für proc turns über LNZ NDB)
* '''RNP(RNAV/GPS)'''
** Piste 08: IF/IAF LIDSI bei 4000ft dann sinkend auf 3000ft bei WL803 dann in den Endanflug mit 3 Grad, je nach Ausrüstung
** Der RNP RWY08 ist für LNAV. LNAV/VNAV und LPV CATI zugelassen
** Piste 26: IAF/IF LIDSI: bei 4000ft sinkend auf 3000ft bei WL823 dann in den Endanflug mit 3 Grad
** Der RNP RWY26 ist für LNAV, LNAV/VNAV und LPV CATI zugelassen, je nach Ausrüstung
* '''SRE'''
** In Linz gibt es 2 SRE (Surveillance Radar Approaches) auf beide Pisten.
** Bei diesem Verfahren werden die Piloten bis auf das Minimum herunter gesprochen

=== ATC-Stationen in Linz ===
In Linz gibt es folgende drei Stationen: 
* LOWL_ATIS (Linz ATIS) auf 128.120 (in echt mit 8,33KHz Rastung 128,130MHz)
* LOWL_TWR (Linz Tower) auf 118.800
* LOWL_APP (Linz Radar) auf 129.620

=== Besonderheiten in Linz ===
* In Linz dürfen Platzrundenanflüge (Visualcirclings) nur in südliche Richtung gemacht werden!
* Der Bereich südlich der Piste 26-08 ist militärisches Gelände!
* Für größere Flugzeugtypen stehen in Linz folgende Parkpositionen zur Verfügung:
** Position 13 bis zur Boeing 747-400
** Position 11 auch bis Boeing 747-400 (Wenn auf 11 und 13 B744 sind, kein Platz auf 12)

==LOWS (Salzburg Maxglan) ==
===Pisten===
* '''15/33:''' Asphalt mit 2.75 Kilometer Länge und 45 Meter Breite

=== Anflugverfahren ===
* '''ILS:''' Richtung 15 bis Special CATIIIA (109.90 OES, Finalapproachcourse: 153°)
* '''NDB:''' (SBG 382.0), Über SBG VOR nach SBG NDB, ab SBG NDB mit 2,2 Grad sinkend bis 8.0 DME SBG VOR (MAPT(Missed approach Point) von da an visual
* '''Visual Circling:''', Richtung 15 bis SI 410.0 (wegbrechen nach links auf course 125)
* '''RNP'''
**Piste 15
*** RNP X: WS815 (IAF/IF) auf 4000ft bis WS816 dann sinkend mit 3 Grad bis WS817(MAPT)
**** Dieser Anflug ist nur für LNAV mit CDFA (continous descend for arrival) zugelassen
*** RNP E: von WS815(IAF/IF) auf 4000ft bis WS816 dann sinkend mit 3 Grad
**** Dieser Anflug ist lediglich für Anflüge mit LPV Ausrüstung zugelassen und hat nach Missed Approach climb gradient auch unterschiedliche Minima
** Piste 33
*** RNP V (visual): von WS833 auf 5000ft nach WS834 danach sinkend mit 3 Grad bis WS835(MAPT), die Linkskurve wird danach visual geflogen.
**** Wenn bei WS835 keine Bodensicht herrscht ist durchzustarten
**** Die letzten beiden Wegpunkte (WS836, WS837) dienen bei diesem Anflug nur als Orientierungshilfen
*** RNP Y: von WS833 auf 5000ft nach WS834 danach mit 3 Grad sinkend
**** Dieser Anflug benötigt eine spezielle GPS Ausrüstung, da diese in der Lage sein muss, eine vorgegebene Kurve (zwischen WS836 und WS837) führend zu zeichnen und auch zu folgen
**** Während des Anfluges ist eine RNP (required navigational precision) von 0.3 oder geringer zu gewährleisten
*** RNP Z: WS805 bei 5500ft sinkend mit 3,6 Grad bis zum Minimum
**** Dieser Anflug verfügt über 2 Tranitions die KONUG und ETROG Transition, die Piloten requesten müssen.
**** Durch das Enge Tal und das Terrain außenrum muss der Pilot eine RNP von 0,3 oder geringer sicherstellen
**** es ist empfehlenswert, die Piloten spätestens bei KONUG/ETROK bereits stark mit der Geschwindigkeit zu reduzieren, da dies ein sehr steiler Anflug ist

=== ATC Stationen in Salzburg ===
In Salzburg gibt es folgende Stationen:
*LOWS_DEL (Salzburg Delivery) auf Freq. 121.750 (an stark frequentierten Samstagen, sonst nur TWR) 
*LOWS_TWR (Salzburg Tower) auf Freq. 118.100
*LOWS_APP (Salzburg Radar) auf Freq. 123.720

==LOWI (Innsbruck Kranebitten)==
===Pisten===
* '''08/26:''' Betonpiste mit 2000 (6562´) Meter Länge und 45 Meter (148´) Breite

=== Anflugverfahren ===

* '''LOC/DME EAST''' (111.10 OEV)
* '''LOC/DME WEST''' (109.70 OEJ)

=== ATC Stationen in Innsbruck ===
*LOWI TWR (Innsbruck Tower) 120.100
*LOWI_APP (Innsbruck Radar) auf 119.275
=== Mehr Informationen ===
* auf [[LOWI_Primer]] gibt es detaillierte Infos und Schulungsmaterial zum Controllen in Innsbruck

==LOWK (Klagenfurt Alpe Adria Airport)==
=== Pisten ===
* '''10L/28R:''' Beton mit 2720 Meter (8294') Länge und 45 Meter Breite
* '''10R/28L''' Graspiste mit 710 Meter (2329') Länge

Folgende Anflugverfahren stehen für Klagenfurt zur Verfügung für die Piste 10L bzw. 28R:
* '''ILS'''
**28R: 110.10 (OEK), Finalapproachcourse: 283°, bis CAT IIIA

* '''NDB'''
** 374 (KFT), 313 (KI)
** NDB APP RWY28R: über KFT NDB bei 8500ft Richtung KI sinkend auf 6000ft, bei Überflug von KI rechts Heading 330 (1 bzw 1,5 min), sinkend auf 5100ft zurück nach KI, danach direkt nach KFT NDB sinkend auf 4600ft, bei Überflug von KFT Links 055 (für 1 bzw 1,5 min), zurück Richtung KFT NDB, sinkend auf 4000ft, bei erneutem Überflug von KFT NDB in den Endanflug mit 3,2 Grad

* '''RNP'''
** RWY10L: von WK808 (IF) bei 4500dr sinken auf 4000ft nach WK809, danach sinkend auf 3300ft bei WK810, danach dem Profil mit 3,5 Grad folgen
*** Dieser Anflug ist für LNAV, LNAV/VNAV und LPV CAT I zugelassen
**RWY28R: von WK927 auf 4000ft sinken bis WK833, danach dem Profil mit 3 Grad folgen
*** Dieser Anflug ist für LNAV, LNAV/VNAV und LPV CAT I zugelassen
=== ATC-Stationen in Klagenfurt ===
* LOWK_TWR (Klagenfurt Tower) auf 118.100
* LOWK_APP (Klagenfurt Radar) auf 126.820
* LOWK_ATIS: 126.320 (mit 8,33KHz Rastung auf 126.330)

==LOWG (Graz Thalerhof)==
=== Pisten ===
* '''17L/35L:''' Graspiste mit 760 (2493´) Meter Länge und 30 Meter (98´) Breite
* '''17C/35C:''' Betonpiste mit 3000 (9843´) Meter Länge und 45 Meter (148´) Breite
* '''17R/35R:''' Graspiste mit 640 (2100´) Meter Länge und 25 Meter (82´) Breite

=== Anflugverfahren ===

Folgende Anflugverfahren stehen für Graz zur Verfügung für die Piste 17C/35C:

* '''ILS'''
**35C: 110.90 OEG, Finalapproachcourse 345
** Bis CAT IIIB zugelassen

* '''VOR/DME'''
**17C: 116.20 (GRZ VOR) Finalapproachcourse: 165 von DME 17.4 (GRZ VOR) sinken mit 4,29 Grad
**35C: 116.20 (GRZ VOR) Finalapproachcourse: 345 von DME 6.0 (GRZ VOR) sinken mit 3 Grad

* '''NDB'''
**35C: 290 (GRZ NDB) Finalapproachcourse 345 Über GRZ NDB bei 4000ft in den procedure turn, je nach Anflugsrichtung, sinken auf 25000ft, danach in den Endanflug mit 3,6 Grad

* '''RNP'''
**RWY35C: von VAGIL (IF/IAF) auf 3500ft sinkend auf 3000ft Richtung WG835 danach dem Profil mit 3.1 Grad folgen
*** Dieser Anflug ist für LNAV, LNAV/VNAV und LPV CAT I ausgelegt
**RWY17C: von RONOT (IF/IAF) auf 7500ft sinken bis auf 3300ft bei WG817 danach in den Endanflug mit 3,5 Grad
*** Dieser Anflug ist für LNAV, LNAV/VNAV und LPV CAT I ausgelegt

=== ATC-Stationen in Graz ===

* LOWG_TWR: 118.200
* LOWG_APP: 119.300
* LOWG_ATIS: 126.120 (mit 8,33 KHz Rastung auf 126,130)
[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]][[Category:Airports]]

Special VFR

2022-01-26T15:32:20Z

Patrick Weineis: /* Example in german */

= General =

Sonder VFR kommt zur Anwendung wenn die 

#Wenn die Flugsicht  weniger als 5 km beträgt. 
#Wenn die Hauptwolkenuntergrenze geringer als 1500 Fuß über Grund ist. 

Bei solchen Wetterbedingungen sind keine Standard Sichtflüge Flüge möglich, außer Sondersichtflüge(SVFR). SVFR ermöglicht den Ein- beziehungsweise Ausflug aus einer Kontrollzone, auch dann, wenn die Wetterminima unterhalb VMC (visual meterological conditions) in kontrolliertem Luftraum liegen. Nach dem eventuellen Verlassen der Kontrollzone(CTR) ist ein Weiterflug auch Airspace E möglich 

----

=== Grundlagen zur Durchführung von SVFR ===

#Die Verkehrslage gestattet die Durchführung 
#Die Anflugkontrollstelle erteilt die Genehmigung, sofern der Turm keine eigenständige Radarkontrollstelle ist oder den Flieger nicht in Sicht hat. 
#Platzverkehrslotse arbeitet bei der Delegation von SVFR immer nach den erhaltenen Freigaben der Anflugkontrollstelle 
#Bei Flugbewegungen unter SVFR sind alle geplanten und anstehenden Flugbewegungen an die zuständige Anflugkontrollstelle weiterzuleiten und entsprechende Freigaben anzufordern 
#Die Anflugkontrollstelle kann Flugbewegungen selbst führen und nur an den Platzlotsen weitergeben wenn die Staffelung gewährleistet ist 
#Bodensicht (RVR) beträgt mindestens 1500 Meter oder 800 Meter bei Hubschraubern o Hauptwolkenuntergrenze (Broken Clouds) beträgt mindestens 500 Fuß o Hubschrauber mit hoheitlichen Aufgaben (z.B. Polizei) oder Rettungshubschrauber dürfen auch bei geringerer Bodensicht bzw. Hauptwolkenuntergrenze fliegen. 

----

=== Staffelung ===

#SVFR zu SVFR oder SVFR zu IFR Flügen erfordern Radarstaffelung (mind. 3 NM) oder vertikale Staffelung (mind. 1000 Fuß) 
#Sobald die Staffelung auf Radarbasis zwischen einem SVFR und einem IFR Luftfahrzeug (LFZ) hergestellt ist, sind beide darüber zu informieren und die jeweilige Position des anderen Luftfahrzeug zu melden. Sollte die Staffelung unterschritten werden, hat der Flieger unter IFR right of way, außer wenn der Flieger unter SVFR, seine aktuelle Position nicht genau bestimmen kann.
#Bevor eine SVFR Freigabe gegeben wird, ist die Anflugskontrollstelle zu informieren, da diese eventuell in die Staffelung eingreifen muss 
#Zur Radarführung ist ein Squawk zu vergeben 
#Damit ein SVFR Flug durchgeführt werden kann, muss entweder eine Radarstation die Führung und Staffelung übernehmen, oder der zuständige Turm muss den Verkehr durchgehend in Sicht haben 
#Staffelung nach geographischen Punkten ist nicht gestattet (z.B. Folgen von Flüssen oder Autobahnen zum Erhalt der Staffelung) 
#Nur eine Flugbewegung unter SVFR zur gleichen Zeit 
#Falls die Durchführung von SVFR Flügen innerhalb einer Kontrollzone es verlangt, dass sich der Pilot, der sich zB in einer Platzrunde befindet, den direkten Platzbereich verlässt, so ist dieser unverzüglich darüber zu informieren. Er hat außerdem den Verlust der direkten Sicht auf den Platz oder eines eindeutigen Identifikationsmerkmals des Platzes zu melden. Der Pilot muss dann über die Lage des Platzes und Entfernung informiert werden.

===== Reduzierte Staffelung =====

Die Staffelung darf unter folgenden Bedingungen reduziert werden 

#Der Platzlotse hat alle Flugbewegungen immer in Sicht und kann direkt eingreifen 
#Übergabe der Staffelung an den Piloten sofern er den anderen Luftverkehrsteilnehmer in Sicht hat und versichert selbst für seine Staffelung zu sorgen 
#Piloten können sich gegenseitig sehen und so für eigene Staffelung sorgen, verliert jedoch ein Pilot die Sicht zum anderen Luftfahrzeug ist sofort Radarstaffelung oder vertikale Staffelung herzustellen 
#Beide Piloten haben den Lotsen unverzüglich zu informieren, wenn die eigene Staffelung auf Sicht nicht aufrecht erhalten werden kann und sollen darüber auch informiert werden.

----

=== Navigation ===

#Flügen unter SVFR sollen keine konkreten Steuerkurse oder Höhen zugewiesen bekommen, ansonsten nimmt man dem Piloten die Möglichkeit Wolken oder Hindernissen auszuweichen
#Zum Erhalt der Staffelung dürfen aber maximale bzw. minimale Höhen zugewiesen werden, auch dürfen Himmelsrichtungen zur Festlegung der ungefähren Flugrichtung angewiesen werden
#Reduzierung der Staffelung durch den Tower Mit Zustimmung der Anflugkontrollstelle ist es möglich die Radar- bzw. vertikale Staffelung zu reduzieren.
#Der Pilot ist über Hindernisse in seinem Luftraum zu informieren, sofern er diese nicht eigenständig meldet
#sollte ein Pilot die Orientierung verlieren oder kein passendes visuelles Identifikations- bzw Positionsbestimmungsmerkmal finden, so ist ihm entweder die Lage und Entfernung zum Platz und etwaige Hindernisse mitzuteilen oder ein eindeutiges Navigationsmerkmal, welches sich in seiner aktuellen Lage mit Sicherheit finden lässt, mit Position und Entfernung mitzuteilen. Sollte der Pilot trotz dieser Anweisungen sich seiner aktuellen Position immer noch nicht sicher sein, so können ihm, sofern über MRVA, in diesem Fälle headings bzw Himmelsrichtungen empfohlen werden. 

----

=== Beispiele für den Einflug in die Kontrollzone ===

===== Beispiel auf deutsch =====
<pre>Pilot: Wien Tower, Servus, OE-AUT.
LOWW_TWR: OE-AUT, Wien Tower, Servus.
Pilot: OE-AUT, circa 3 Meilen südlich von Seibersdorf, in 1500ft, Transponder 7000, zur Landung.
LOWW_TWR: OE-AUT, Kontrollzone Wien IMC, Sicht 2000 Meter, Wolken bedeckt 1400 Fuß, fliegen Sie weiter in Richtung Seibersdorf, erwarten Sie Sondersichtflug, Ich rufe zurück.
LOWW_TWR: OE-AUT, Fliegen Sie in die Kontrollzone über Sector S als Sondersichtflug ein, nicht über 1500 Fuß, Transponder 7000.
Pilot: Einflug in die Kontrollzone Über Sector S als Sondersichtflug genehmigt, 1500 Fuß oder darunter, Transponder 7000, QNH 1009, OE-AUT.
LOWW_TWR: OE-AUT, melden Sie Platz in Sicht, Verlust der Orientierung oder Verlust der Erdsicht.
Pilot: Verstanden, melde Platz in Sicht
Pilot: Platz in Sicht, OE-AUT.
LOWW_TWR: OE-AUT, fliegen Sie in den Endanflug Piste 29, kein weiterer Verkehr in der Kontrollzone.
Pilot:  Fliege in den Endanflug Piste 29, OE-AUT.
LOWW_TWR: OE-AUT, Wind 290 Grad, 10 Knoten, Piste 29, Landung frei.(sofern eine RVR gegeben ist, oder sich die Hauptwolkenuntergrenze ändert, ist dies dem Piloten mitzuteilen)
Pilot: Landung frei, Piste 29, OE-AUT.</pre>

===== Beispiel auf englisch =====
<pre>Pilot: Wien Tower, good afternoon, G-WIRO.
LOWW_TWR: G-WIRO, Wien Tower, Servus.
Pilot: G-WIRO, 3 miles south of Seibersdorf, 1500ft, Squawk 7000 Information W for Landing
LOWW_TWR: G-WIRO, CTR Wien IMC, visibility 2000 meters, broken clouds 1400 feet, continue to Seibersdorf, expect special-VFR, Runway 29, QNH 1009. I call you back.</pre>
<pre>LOWW_TWR: G-WIRO, enter the CTR via Sector S as special-VFR flight, not above 1500 feet, squawk 7000.
Pilot: Entering CTR via Sector S special-VFR approved, not above 1500 feet, squawk 7000, QNH 1009, G-WIRO.
LOWW_TWR: G-WIRO, continue approach, report airport in sight, loosing ground view or no clear navigational evidence
Pilot: Wilco and will report Airport in sight G-WIRO.
Pilot: Airport in sight, G-WIRO.
LOWW_TWR: G-WIRO, join final for runway 29, no further traffic in the CTR.
Pilot:  Joining final Runway 29, G-WIRO.
LOWW_TWR: G-WIRO, Wind 290 degrees, 10 knots, Runway 29, cleared to land.
Pilot: Cleared to land, Runway 29, G-WIRO.</pre>

----

=== Example for leaving the CTR ===

===== Example in german =====
<pre>Pilot: Wien Tower, Servus, OE-AUT.
LOWW_TWR: OE-AUT, Wien Tower, Servus.
Pilot: OE-AUT, Diamond DA20, am GAT, VFR nach Wiener Neustadt Ost, erbitte Platzinformationen.
LOWW_TWR: OE-AUT, Kontrollzone Wien IMC, Sicht 2000 Meter, Wolken bedeckt 1400 Fuß, erwarten Sie Sonder-VFR, Piste 29, QNH 1009. Ich rufe zurück.</pre>
*Jetzt erfolgt die Koordination mit der Anflugkontrolle, Absprache ob Ausflug unter SVFR möglich ist und Weitergabe von Informationen zum Luftfahrzeug, Ausflugroute etc. Anflugkontrolle genehmigt Ausflug unter SVFR und gibt folgende Informationen an den Tower Controller: SVFR genehmigt, nicht über 1500 Fuß, Tanspondercode 4610. Wenn die Anflugkontrolle zustimmt, dass der Flieger beim Platzlotsen auf der Frequenz bleibt ist der Platzlotse auch für die Staffelung verantwortlich. Die Anflugkontrolle hält aber weiterhin die Staffelung zu anderen Luftfahrzeugen die unter SVFR oder IFR fliegen. Möchte die Anflugkontrollstelle selbst die Führung des Lfz. übernehmen, so erfolgt nach der Übermittlung der Startfreigabe die Anweisung, die Anflugkontrolle zu rufen. Nach dem Start muss der Platzlotse die Staffelung aufrecht erhalten.
<pre>LOWW_TWR: OE-AUT, verlassen Sie die Kontrollzone über Sector S, Sonder-VFR, nicht über 1500 Fuß, Transponder 4610.
Pilot: Ausflug aus der Kontrollzone, Sonder-VFR genehmigt, nicht über 1500 Fuß, Transponder 4610, QNH 1009. Wir sind dann rollbereit, OE-AUT.
LOWW_TWR: OE-AUT, rollen Sie zum Rollhalt Piste 29 über M.
Pilot: Rollhalt Piste 29 über M, OE-AUT.

LOWW_TWR: Wind 290 Grad, 10 Knoten, Piste 29, Start frei.
Pilot:   Start frei, Piste 29, OE-AUT.

LOWW_TWR: OE-AUT, identifiziert, angezeigte Höhe 1300 Fuß.
Pilot: Verstanden, OE-AUT.

LOWW_TWR: OE-AUT, Sie verlassen jetzt die Kontrollzone, Transponder VFR, Frequenzwechsel genehmigt.
Pilot:  Frequenzwechsel genehmigt, danke, OE-AUT.
</pre>
*Über die Beendigung des SVFR ist die Anflugkontrollstelle unverzüglich zu informieren. 

===== Beispiel auf englisch =====
<pre>Pilot: Wien Tower, hello, G-WIRO.
LOWW_TWR: G-WIRO, Wien Tower, good day.
Pilot: G-WIRO, Diamond DA20, at the GAT, VFR to Wiener Neustadt Ost, information A.
LOWW_TWR: G-WIRO, CTR Wien IMC, visiility 2000 meters, broken clouds 1400 feet, expect special-VFR, QNH 1009, i call you back.</pre>
*Jetzt erfolgt die Koordination mit der Anflugkontrolle, Absprache ob Ausflug unter SVFR möglich ist und Weitergabe von Informationen zum Luftfahrzeug, Ausflugroute etc. Anflugkontrolle genehmigt Ausflug unter SVFR und gibt folgende Informationen an den Tower Controller: SVFR genehmigt, nicht über 1500 Fuß, Tanspondercode 4610. Wenn die Anflugkontrolle zustimmt, dass der Flieger beim Platzlotsen auf der Frequenz bleibt ist der Platzlotse auch für die Staffelung verantwortlich. Die Anflugkontrolle hält aber weiterhin die Staffelung zu anderen Luftfahrzeugen die unter SVFR oder IFR fliegen. Möchte die Anflugkontrollstelle selbst die Führung des Lfz. übernehmen, so erfolgt nach der Übermittlung der Startfreigabe die Anweisung, die Anflugkontrolle zu rufen. Nach dem Start muss der Platzlotse die Staffelung aufrecht erhalten.
<pre>LOWW_TWR: G-WIRO, leave CTR via Sector S, special-VFR, not above 1500 feet, squawk 4610.
Pilot: Leaving CTR via Sector S approved, special-VFR, not above 1500 feet, squawk 4610, QNH 1009 and we are ready for taxi, G-WIRO.
LOWW_TWR: G-WIRO, taxi to holding point runway 29 via M.
Pilot: Holding point runway 29 via M, G-WIRO.

LOWW_TWR: Wind 290 degrees, 10 knots, runway 29, cleared for takeoff.
Pilot: Cleared for takeoff, runway 29, G-WIRO.

LOWW_TWR: G-WIRO, identified, at altitude 1300 feet.
Pilot: Roger, G-WIRO.

LOWW_TWR: G-WIRO, you are about to leave the CTR, squawk VFR, frequency change approved.
Pilot: Squawk VFR, frequency change approved, G-WIRO.
</pre>
*Über die Beendigung des SVFR ist die Anflugkontrollstelle unverzüglich zu informieren. 

----

Special VFR

2022-01-26T15:32:02Z

Patrick Weineis: /* Beispiel auf deutsch */

= General =

Sonder VFR kommt zur Anwendung wenn die 

#Wenn die Flugsicht  weniger als 5 km beträgt. 
#Wenn die Hauptwolkenuntergrenze geringer als 1500 Fuß über Grund ist. 

Bei solchen Wetterbedingungen sind keine Standard Sichtflüge Flüge möglich, außer Sondersichtflüge(SVFR). SVFR ermöglicht den Ein- beziehungsweise Ausflug aus einer Kontrollzone, auch dann, wenn die Wetterminima unterhalb VMC (visual meterological conditions) in kontrolliertem Luftraum liegen. Nach dem eventuellen Verlassen der Kontrollzone(CTR) ist ein Weiterflug auch Airspace E möglich 

----

=== Grundlagen zur Durchführung von SVFR ===

#Die Verkehrslage gestattet die Durchführung 
#Die Anflugkontrollstelle erteilt die Genehmigung, sofern der Turm keine eigenständige Radarkontrollstelle ist oder den Flieger nicht in Sicht hat. 
#Platzverkehrslotse arbeitet bei der Delegation von SVFR immer nach den erhaltenen Freigaben der Anflugkontrollstelle 
#Bei Flugbewegungen unter SVFR sind alle geplanten und anstehenden Flugbewegungen an die zuständige Anflugkontrollstelle weiterzuleiten und entsprechende Freigaben anzufordern 
#Die Anflugkontrollstelle kann Flugbewegungen selbst führen und nur an den Platzlotsen weitergeben wenn die Staffelung gewährleistet ist 
#Bodensicht (RVR) beträgt mindestens 1500 Meter oder 800 Meter bei Hubschraubern o Hauptwolkenuntergrenze (Broken Clouds) beträgt mindestens 500 Fuß o Hubschrauber mit hoheitlichen Aufgaben (z.B. Polizei) oder Rettungshubschrauber dürfen auch bei geringerer Bodensicht bzw. Hauptwolkenuntergrenze fliegen. 

----

=== Staffelung ===

#SVFR zu SVFR oder SVFR zu IFR Flügen erfordern Radarstaffelung (mind. 3 NM) oder vertikale Staffelung (mind. 1000 Fuß) 
#Sobald die Staffelung auf Radarbasis zwischen einem SVFR und einem IFR Luftfahrzeug (LFZ) hergestellt ist, sind beide darüber zu informieren und die jeweilige Position des anderen Luftfahrzeug zu melden. Sollte die Staffelung unterschritten werden, hat der Flieger unter IFR right of way, außer wenn der Flieger unter SVFR, seine aktuelle Position nicht genau bestimmen kann.
#Bevor eine SVFR Freigabe gegeben wird, ist die Anflugskontrollstelle zu informieren, da diese eventuell in die Staffelung eingreifen muss 
#Zur Radarführung ist ein Squawk zu vergeben 
#Damit ein SVFR Flug durchgeführt werden kann, muss entweder eine Radarstation die Führung und Staffelung übernehmen, oder der zuständige Turm muss den Verkehr durchgehend in Sicht haben 
#Staffelung nach geographischen Punkten ist nicht gestattet (z.B. Folgen von Flüssen oder Autobahnen zum Erhalt der Staffelung) 
#Nur eine Flugbewegung unter SVFR zur gleichen Zeit 
#Falls die Durchführung von SVFR Flügen innerhalb einer Kontrollzone es verlangt, dass sich der Pilot, der sich zB in einer Platzrunde befindet, den direkten Platzbereich verlässt, so ist dieser unverzüglich darüber zu informieren. Er hat außerdem den Verlust der direkten Sicht auf den Platz oder eines eindeutigen Identifikationsmerkmals des Platzes zu melden. Der Pilot muss dann über die Lage des Platzes und Entfernung informiert werden.

===== Reduzierte Staffelung =====

Die Staffelung darf unter folgenden Bedingungen reduziert werden 

#Der Platzlotse hat alle Flugbewegungen immer in Sicht und kann direkt eingreifen 
#Übergabe der Staffelung an den Piloten sofern er den anderen Luftverkehrsteilnehmer in Sicht hat und versichert selbst für seine Staffelung zu sorgen 
#Piloten können sich gegenseitig sehen und so für eigene Staffelung sorgen, verliert jedoch ein Pilot die Sicht zum anderen Luftfahrzeug ist sofort Radarstaffelung oder vertikale Staffelung herzustellen 
#Beide Piloten haben den Lotsen unverzüglich zu informieren, wenn die eigene Staffelung auf Sicht nicht aufrecht erhalten werden kann und sollen darüber auch informiert werden.

----

=== Navigation ===

#Flügen unter SVFR sollen keine konkreten Steuerkurse oder Höhen zugewiesen bekommen, ansonsten nimmt man dem Piloten die Möglichkeit Wolken oder Hindernissen auszuweichen
#Zum Erhalt der Staffelung dürfen aber maximale bzw. minimale Höhen zugewiesen werden, auch dürfen Himmelsrichtungen zur Festlegung der ungefähren Flugrichtung angewiesen werden
#Reduzierung der Staffelung durch den Tower Mit Zustimmung der Anflugkontrollstelle ist es möglich die Radar- bzw. vertikale Staffelung zu reduzieren.
#Der Pilot ist über Hindernisse in seinem Luftraum zu informieren, sofern er diese nicht eigenständig meldet
#sollte ein Pilot die Orientierung verlieren oder kein passendes visuelles Identifikations- bzw Positionsbestimmungsmerkmal finden, so ist ihm entweder die Lage und Entfernung zum Platz und etwaige Hindernisse mitzuteilen oder ein eindeutiges Navigationsmerkmal, welches sich in seiner aktuellen Lage mit Sicherheit finden lässt, mit Position und Entfernung mitzuteilen. Sollte der Pilot trotz dieser Anweisungen sich seiner aktuellen Position immer noch nicht sicher sein, so können ihm, sofern über MRVA, in diesem Fälle headings bzw Himmelsrichtungen empfohlen werden. 

----

=== Beispiele für den Einflug in die Kontrollzone ===

===== Beispiel auf deutsch =====
<pre>Pilot: Wien Tower, Servus, OE-AUT.
LOWW_TWR: OE-AUT, Wien Tower, Servus.
Pilot: OE-AUT, circa 3 Meilen südlich von Seibersdorf, in 1500ft, Transponder 7000, zur Landung.
LOWW_TWR: OE-AUT, Kontrollzone Wien IMC, Sicht 2000 Meter, Wolken bedeckt 1400 Fuß, fliegen Sie weiter in Richtung Seibersdorf, erwarten Sie Sondersichtflug, Ich rufe zurück.
LOWW_TWR: OE-AUT, Fliegen Sie in die Kontrollzone über Sector S als Sondersichtflug ein, nicht über 1500 Fuß, Transponder 7000.
Pilot: Einflug in die Kontrollzone Über Sector S als Sondersichtflug genehmigt, 1500 Fuß oder darunter, Transponder 7000, QNH 1009, OE-AUT.
LOWW_TWR: OE-AUT, melden Sie Platz in Sicht, Verlust der Orientierung oder Verlust der Erdsicht.
Pilot: Verstanden, melde Platz in Sicht
Pilot: Platz in Sicht, OE-AUT.
LOWW_TWR: OE-AUT, fliegen Sie in den Endanflug Piste 29, kein weiterer Verkehr in der Kontrollzone.
Pilot:  Fliege in den Endanflug Piste 29, OE-AUT.
LOWW_TWR: OE-AUT, Wind 290 Grad, 10 Knoten, Piste 29, Landung frei.(sofern eine RVR gegeben ist, oder sich die Hauptwolkenuntergrenze ändert, ist dies dem Piloten mitzuteilen)
Pilot: Landung frei, Piste 29, OE-AUT.</pre>

===== Beispiel auf englisch =====
<pre>Pilot: Wien Tower, good afternoon, G-WIRO.
LOWW_TWR: G-WIRO, Wien Tower, Servus.
Pilot: G-WIRO, 3 miles south of Seibersdorf, 1500ft, Squawk 7000 Information W for Landing
LOWW_TWR: G-WIRO, CTR Wien IMC, visibility 2000 meters, broken clouds 1400 feet, continue to Seibersdorf, expect special-VFR, Runway 29, QNH 1009. I call you back.</pre>
<pre>LOWW_TWR: G-WIRO, enter the CTR via Sector S as special-VFR flight, not above 1500 feet, squawk 7000.
Pilot: Entering CTR via Sector S special-VFR approved, not above 1500 feet, squawk 7000, QNH 1009, G-WIRO.
LOWW_TWR: G-WIRO, continue approach, report airport in sight, loosing ground view or no clear navigational evidence
Pilot: Wilco and will report Airport in sight G-WIRO.
Pilot: Airport in sight, G-WIRO.
LOWW_TWR: G-WIRO, join final for runway 29, no further traffic in the CTR.
Pilot:  Joining final Runway 29, G-WIRO.
LOWW_TWR: G-WIRO, Wind 290 degrees, 10 knots, Runway 29, cleared to land.
Pilot: Cleared to land, Runway 29, G-WIRO.</pre>

----

=== Example for leaving the CTR ===

===== Example in german =====
<pre>Pilot: Wien Turm, Servus, OE-AUT.
LOWW_TWR: OE-AUT, Wien Turm, Servus.
Pilot: OE-AUT, Diamond DA20, am GAT, VFR nach Wiener Neustadt Ost, erbitte Platzinformationen.
LOWW_TWR: OE-AUT, Kontrollzone Wien IMC, Sicht 2000 Meter, Wolken bedeckt 1400 Fuß, erwarten Sie Sonder-VFR, Piste 29, QNH 1009. Ich rufe zurück.</pre>
*Jetzt erfolgt die Koordination mit der Anflugkontrolle, Absprache ob Ausflug unter SVFR möglich ist und Weitergabe von Informationen zum Luftfahrzeug, Ausflugroute etc. Anflugkontrolle genehmigt Ausflug unter SVFR und gibt folgende Informationen an den Tower Controller: SVFR genehmigt, nicht über 1500 Fuß, Tanspondercode 4610. Wenn die Anflugkontrolle zustimmt, dass der Flieger beim Platzlotsen auf der Frequenz bleibt ist der Platzlotse auch für die Staffelung verantwortlich. Die Anflugkontrolle hält aber weiterhin die Staffelung zu anderen Luftfahrzeugen die unter SVFR oder IFR fliegen. Möchte die Anflugkontrollstelle selbst die Führung des Lfz. übernehmen, so erfolgt nach der Übermittlung der Startfreigabe die Anweisung, die Anflugkontrolle zu rufen. Nach dem Start muss der Platzlotse die Staffelung aufrecht erhalten.
<pre>LOWW_TWR: OE-AUT, verlassen Sie die Kontrollzone über Sector S, Sonder-VFR, nicht über 1500 Fuß, Transponder 4610.
Pilot: Ausflug aus der Kontrollzone, Sonder-VFR genehmigt, nicht über 1500 Fuß, Transponder 4610, QNH 1009. Wir sind dann rollbereit, OE-AUT.
LOWW_TWR: OE-AUT, rollen Sie zum Rollhalt Piste 29 über M.
Pilot: Rollhalt Piste 29 über M, OE-AUT.

LOWW_TWR: Wind 290 Grad, 10 Knoten, Piste 29, Start frei.
Pilot:   Start frei, Piste 29, OE-AUT.

LOWW_TWR: OE-AUT, identifiziert, angezeigte Höhe 1300 Fuß.
Pilot: Verstanden, OE-AUT.

LOWW_TWR: OE-AUT, Sie verlassen jetzt die Kontrollzone, Transponder VFR, Frequenzwechsel genehmigt.
Pilot:  Frequenzwechsel genehmigt, danke, OE-AUT.
</pre>
*Über die Beendigung des SVFR ist die Anflugkontrollstelle unverzüglich zu informieren. 

===== Beispiel auf englisch =====
<pre>Pilot: Wien Tower, hello, G-WIRO.
LOWW_TWR: G-WIRO, Wien Tower, good day.
Pilot: G-WIRO, Diamond DA20, at the GAT, VFR to Wiener Neustadt Ost, information A.
LOWW_TWR: G-WIRO, CTR Wien IMC, visiility 2000 meters, broken clouds 1400 feet, expect special-VFR, QNH 1009, i call you back.</pre>
*Jetzt erfolgt die Koordination mit der Anflugkontrolle, Absprache ob Ausflug unter SVFR möglich ist und Weitergabe von Informationen zum Luftfahrzeug, Ausflugroute etc. Anflugkontrolle genehmigt Ausflug unter SVFR und gibt folgende Informationen an den Tower Controller: SVFR genehmigt, nicht über 1500 Fuß, Tanspondercode 4610. Wenn die Anflugkontrolle zustimmt, dass der Flieger beim Platzlotsen auf der Frequenz bleibt ist der Platzlotse auch für die Staffelung verantwortlich. Die Anflugkontrolle hält aber weiterhin die Staffelung zu anderen Luftfahrzeugen die unter SVFR oder IFR fliegen. Möchte die Anflugkontrollstelle selbst die Führung des Lfz. übernehmen, so erfolgt nach der Übermittlung der Startfreigabe die Anweisung, die Anflugkontrolle zu rufen. Nach dem Start muss der Platzlotse die Staffelung aufrecht erhalten.
<pre>LOWW_TWR: G-WIRO, leave CTR via Sector S, special-VFR, not above 1500 feet, squawk 4610.
Pilot: Leaving CTR via Sector S approved, special-VFR, not above 1500 feet, squawk 4610, QNH 1009 and we are ready for taxi, G-WIRO.
LOWW_TWR: G-WIRO, taxi to holding point runway 29 via M.
Pilot: Holding point runway 29 via M, G-WIRO.

LOWW_TWR: Wind 290 degrees, 10 knots, runway 29, cleared for takeoff.
Pilot: Cleared for takeoff, runway 29, G-WIRO.

LOWW_TWR: G-WIRO, identified, at altitude 1300 feet.
Pilot: Roger, G-WIRO.

LOWW_TWR: G-WIRO, you are about to leave the CTR, squawk VFR, frequency change approved.
Pilot: Squawk VFR, frequency change approved, G-WIRO.
</pre>
*Über die Beendigung des SVFR ist die Anflugkontrollstelle unverzüglich zu informieren. 

----

Night VFR

2022-01-26T15:30:48Z

Patrick Weineis: /* Example in german */

= General =

Night-VFR flights can only be performed to airfields with runway lighting, cross-country flights are also possible at night. Night-VFR is sheduled from sunset+30 minutes(ECET) to sunrise-30 minutes(BCET).

----

=== Characteristics of Night-VFR ===

*Flight plan filing is mandatory. The flight plan may include, illuminated landmarks, airfields, cities or other navigational facilites.
*NVFR flights do not need to stay in controlled Airspace, as long as the Airspace flown in is Radar covered
*Instructions to follow other aircrafts will not be given by ATC. 
*NVFR flights shall contact a appropiate Radar Station, when requested, for ATS Services and Coverages
*ATS stations can, if needed, give Traffic informations, when the Controller thinks, the VFR traffic can effect an IFR Flight
*NVFR flights must have more and sufficient equipment to fly, compared to Day VFR flights. Therefore it can be considered an ACFT requesting NVFR and does not stay in the Traffic Pattern of an Airfield, the ACFT is usually IFR equipt
*NVFR departures from an uncontrolled airfield are limited to those, which have the required Lights available for a night service, if the Airfield is not equipt as needed, it is in the end the pilots decision for TakeOff but you cannot give the pilot a TakeOff Clearance.
*If necessary, you can ask the NVFR Flight to hold a visual Heading, that means he is responsible for ground and traffic seperation, and as long as there is no request for a simulated Approach, he can decide what to do, it is just a suggestion.
----

=== Example für den Abflug von einem unkontrollierten Flugplatz ===

===== Example in german =====
<pre>Pilot: Wien Radar, OE-AUT.
LOWW_APP: OE-AUT, Wien Radar, guten Abend.
Pilot: OE-AUT, Diamond DA 20, Sichtflug von Krems nach Wien 1 Meile westlich von Krems, Transponder 7000, 2500 Fuß, erbitte Nachtsichtflug wie eingereicht.
LOWW_APP: OE-AUT, frei für Nachtsichtflug nach Wien wie beantragt, bleiben Sie VMC.
Pilot: Frei für Nachtsichtflug nach Wien wie beantragt, bleiben VMC.

LOWW_APP: OE-AUT, rufen Sie Wien Tower, Frequenz 119.400.
Pilot: 119.400, OE-AUT.

Pilot:  Wien Tower, guten Abend, OE-AUT, Nachtsichtflug von Krems zu Ihrem Platz, 2 Meilen westlich Donauturm, zur Landung.
LOWW_TWR: OE-AUT, Wien Tower, guten Abend, fliegen sie in die Kontrollzone als Nachtsichtflug über Donauturm, Klosterneuburg, Freudenau in 2500ft oder darunter, erwarten sie Piste 29, QNH 1013, melden Sie Platz in Sicht.
Pilot:    Fliegen als Nachtsichtflug in die Kontrollzone über Donauturm, KLosterneuburg, Freudenau ein, 2500ft oder darunter, QNH1013, erwarten Piste 29 und melden Platz in Sicht.

Pilot:   Platz in Sicht, OE-AUT
LOWW_TWR: OE-AUT, fliegen Sie in den Endanflug Piste 29.
Pilot: Fliegen in den Endanflug Piste 29, OE-AUT.

LOWW_TWR: OE-AUT, Wind 290 Grad, 5 Knoten, Piste 29, Landung frei.
Pilot: Landung frei, Piste 29, OE-AUT.
</pre>

===== Example in english =====
<pre>Pilot: Wien Radar, G-WIRO.
LOWW_APP: G-WIRO, Wien Radar, good evening.
Pilot: G-WIRO, Diamond DA 20, VFR from Krems to Wien 1 mile west of Krems, Squawk 7000, 2500 feet, request night-VFR as filed.
LOWW_APP: G-WIRO, cleared night-VFR to Wien as filed, maintain VMC.
Pilot: Cleared night-VFR to Wien as filed, wilco.

LOWW_APP: G-WIRO, contact Wien Tower, frequency 119.400.
Pilot: 119.400, G-WIRO.

Pilot: Wien Tower, good evening, G-WIRO, night-VFR from Krems to Wien, 2 miles west of Donauturm, information A, for landing.
LOWW_TWR: G-WIRO, Wien Tower, good evening, enter CTR as night-VFR flight via Donauturm, Klosterneuburg, Freudenau, not above 2500 feet, QNH 1013, report airport in sight.
Pilot: Entering the CTR via Donauturm, Klosterneuburg, Freudenau, night-VFR not above 2500 feet, QNH1013 and wilco, G-WIRO.

Pilot: Airport in sight, G-WIRO.
LOWW_TWR: G-WIRO, join final runway 29.
Pilot: Will join final runway 29, G-WIRO.

LOWW_TWR: G-WIRO, Wind 290 degrees, 5 knots, runway 29, cleared to land.
Pilot: Cleared to land runway 29, G-WIRO.
</pre>
----

=== Examples für den Abflug von einem kontrollierten Flugplatz ===

===== Example in german =====
<pre>Pilot: Wien Tower, OE-AUT.
LOWW_TWR: OE-AUT, Wien Tower, guten Abend.
Pilot: OE-AUT, an der Abstellfläche der allgemeinen Luftfahrt, Information A erbitte Rollen für einen Nachtsichtflug.
LOWW_TWR: OE-AUT, Rollen Sie zum Rollhalt Piste 29 über M, Verlassen sie die Kontrollzone als Nachtsichtflug über Sektor S, nicht über 1500 Fuß, QNH1013, Transponder 7000.
Pilot: Rolle zum Rollhalt Piste 29 via M, verlasse die Kontrollzone als Nachtsichtflug über Sektor S, 1500 Fuß oder darunter, QNH1013, Transponder 7000, OE-AUT.

LOWW_TWR: OE-AUT, Windstill, Piste 29, Start frei.
Pilot: Start frei Piste 29, OE-AUT.

Beim Verlassen der Kontrollzone:
LOWW_TWR: OE-AUT, Sie verlassen die Kontrollzone, Frequenzwechsel genehmigt, schönen Flug.
Pilot: Frequenzwechsel genehmigt, danke, OE-AUT.
</pre>

===== Example in english =====
<pre>Pilot: Wien Tower, G-WIRO.
LOWW_TWR: G-WIRO, Wien Tower, good evening.
Pilot: OE-AUT, at the GAC, Inforamtion A, request taxi for Night-VFR flight.
LOWW_TWR: OE-AUT, taxi to holding point runway 29 via M, leave the CTR as Night-VFR flight via Sector S, 1500ft or below, Squawk 7000, QNH1013.
Pilot: Taxi holding point runway 29 via M, leaving CTR as Night-VFR flight via Sector S, at 1500ft or below, Squawk 7000, QNH1013, G-WIRO.

LOWW_TWR: G-WIRO, wind calm, runway 29, cleared for takeoff.
Pilot: Runway 29, cleared for takeoff, G-WIRO.

When Aircraft is about to leave CTR:
LOWW_TWR: G-WIRO, you are about to leave the CTR, frequency change approved.
Pilot: Frequency change approved, G-WIRO.
</pre>

Night VFR

2022-01-26T15:30:29Z

Patrick Weineis: /* Example in german */

= General =

Night-VFR flights can only be performed to airfields with runway lighting, cross-country flights are also possible at night. Night-VFR is sheduled from sunset+30 minutes(ECET) to sunrise-30 minutes(BCET).

----

=== Characteristics of Night-VFR ===

*Flight plan filing is mandatory. The flight plan may include, illuminated landmarks, airfields, cities or other navigational facilites.
*NVFR flights do not need to stay in controlled Airspace, as long as the Airspace flown in is Radar covered
*Instructions to follow other aircrafts will not be given by ATC. 
*NVFR flights shall contact a appropiate Radar Station, when requested, for ATS Services and Coverages
*ATS stations can, if needed, give Traffic informations, when the Controller thinks, the VFR traffic can effect an IFR Flight
*NVFR flights must have more and sufficient equipment to fly, compared to Day VFR flights. Therefore it can be considered an ACFT requesting NVFR and does not stay in the Traffic Pattern of an Airfield, the ACFT is usually IFR equipt
*NVFR departures from an uncontrolled airfield are limited to those, which have the required Lights available for a night service, if the Airfield is not equipt as needed, it is in the end the pilots decision for TakeOff but you cannot give the pilot a TakeOff Clearance.
*If necessary, you can ask the NVFR Flight to hold a visual Heading, that means he is responsible for ground and traffic seperation, and as long as there is no request for a simulated Approach, he can decide what to do, it is just a suggestion.
----

=== Example für den Abflug von einem unkontrollierten Flugplatz ===

===== Example in german =====
<pre>Pilot: Wien Radar, OE-AUT.
LOWW_APP: OE-AUT, Wien Radar, guten Abend.
Pilot: OE-AUT, Diamond DA 20, Sichtflug von Krems nach Wien 1 Meile westlich von Krems, Transponder 7000, 2500 Fuß, erbitte Nachtsichtflug wie eingereicht.
LOWW_APP: OE-AUT, frei für Nachtsichtflug nach Wien wie beantragt, bleiben Sie VMC.
Pilot: Frei für Nachtsichtflug nach Wien wie beantragt, bleiben VMC.

LOWW_APP: OE-AUT, rufen Sie Wien Tower, Frequenz 119.400.
Pilot: 119.400, OE-AUT.

Pilot:  Wien Tower, guten Abend, OE-AUT, Nachtsichtflug von Krems zu Ihrem Platz, 2 Meilen westlich Donauturm, zur Landung.
LOWW_TWR: OE-AUT, Wien Tower, guten Abend, fliegen sie in die Kontrollzone als Nachtsichtflug über Donauturm, Klosterneuburg, Freudenau in 2500ft oder darunter, erwarten sie Piste 29, QNH 1013, melden Sie Platz in Sicht.
Pilot:    Fliegen als Nachtsichtflug in die Kontrollzone über Donauturm, KLosterneuburg, Freudenau ein, 2500ft oder darunter, QNH1013, erwarten Piste 29 und melden Platz in Sicht.

Pilot:   Platz in Sicht, OE-AUT
LOWW_TWR: OE-AUT, fliegen Sie in den Endanflug Piste 29.
Pilot: Fliegen in den Endanflug Piste 29, OE-AUT.

LOWW_TWR: OE-AUT, Wind 290 Grad, 5 Knoten, Piste 29, Landung frei.
Pilot: Landung frei, Piste 29, OE-AUT.
</pre>

===== Example in english =====
<pre>Pilot: Wien Radar, G-WIRO.
LOWW_APP: G-WIRO, Wien Radar, good evening.
Pilot: G-WIRO, Diamond DA 20, VFR from Krems to Wien 1 mile west of Krems, Squawk 7000, 2500 feet, request night-VFR as filed.
LOWW_APP: G-WIRO, cleared night-VFR to Wien as filed, maintain VMC.
Pilot: Cleared night-VFR to Wien as filed, wilco.

LOWW_APP: G-WIRO, contact Wien Tower, frequency 119.400.
Pilot: 119.400, G-WIRO.

Pilot: Wien Tower, good evening, G-WIRO, night-VFR from Krems to Wien, 2 miles west of Donauturm, information A, for landing.
LOWW_TWR: G-WIRO, Wien Tower, good evening, enter CTR as night-VFR flight via Donauturm, Klosterneuburg, Freudenau, not above 2500 feet, QNH 1013, report airport in sight.
Pilot: Entering the CTR via Donauturm, Klosterneuburg, Freudenau, night-VFR not above 2500 feet, QNH1013 and wilco, G-WIRO.

Pilot: Airport in sight, G-WIRO.
LOWW_TWR: G-WIRO, join final runway 29.
Pilot: Will join final runway 29, G-WIRO.

LOWW_TWR: G-WIRO, Wind 290 degrees, 5 knots, runway 29, cleared to land.
Pilot: Cleared to land runway 29, G-WIRO.
</pre>
----

=== Examples für den Abflug von einem kontrollierten Flugplatz ===

===== Example in german =====
<pre>Pilot: Wien Turm, OE-AUT.
LOWW_TWR: OE-AUT, Wien Turm, guten Abend.
Pilot: OE-AUT, an der Abstellfläche der allgemeinen Luftfahrt, Information A erbitte Rollen für einen Nachtsichtflug.
LOWW_TWR: OE-AUT, Rollen Sie zum Rollhalt Piste 29 über M, Verlassen sie die Kontrollzone als Nachtsichtflug über Sektor S, nicht über 1500 Fuß, QNH1013, Transponder 7000.
Pilot: Rolle zum Rollhalt Piste 29 via M, verlasse die Kontrollzone als Nachtsichtflug über Sektor S, 1500 Fuß oder darunter, QNH1013, Transponder 7000, OE-AUT.

LOWW_TWR: OE-AUT, Windstill, Piste 29, Start frei.
Pilot: Start frei Piste 29, OE-AUT.

Beim Verlassen der Kontrollzone:
LOWW_TWR: OE-AUT, Sie verlassen die Kontrollzone, Frequenzwechsel genehmigt, schönen Flug.
Pilot: Frequenzwechsel genehmigt, danke, OE-AUT.
</pre>

===== Example in english =====
<pre>Pilot: Wien Tower, G-WIRO.
LOWW_TWR: G-WIRO, Wien Tower, good evening.
Pilot: OE-AUT, at the GAC, Inforamtion A, request taxi for Night-VFR flight.
LOWW_TWR: OE-AUT, taxi to holding point runway 29 via M, leave the CTR as Night-VFR flight via Sector S, 1500ft or below, Squawk 7000, QNH1013.
Pilot: Taxi holding point runway 29 via M, leaving CTR as Night-VFR flight via Sector S, at 1500ft or below, Squawk 7000, QNH1013, G-WIRO.

LOWW_TWR: G-WIRO, wind calm, runway 29, cleared for takeoff.
Pilot: Runway 29, cleared for takeoff, G-WIRO.

When Aircraft is about to leave CTR:
LOWW_TWR: G-WIRO, you are about to leave the CTR, frequency change approved.
Pilot: Frequency change approved, G-WIRO.
</pre>

VFR

2022-01-26T15:29:35Z

Patrick Weineis: /* Deutsch */

=General=
Dieser Guide ist eine allgemeine Übersicht über Verfahren des Sichtflugverkehrs auf Vatsim und ist weder als Guide, noch sonstige Unterstützung für den Sichtflug abseits von Vatsim geeignet.
==Allgemeines==
Ein VFR Flug (zu deutsch Sichtflug) gemäß Abschnitt 5 der SERA (SERA 5.001 ff) unterscheidet sich im Wesentlichen von einem IFR Flug darin, dass der Pilot auf Sicht fliegt und selbständig Hindernissen wie anderen Luftfahrzeugen, Terrain, Wetter und Lufträumen ausweicht. Dabei wird hauptsächlich nach markanten Merkmalen am Boden navigiert, das schließt jedoch keine ergänzende Navigation mit GNSS oder bodengebundenen Mitteln aus.

==Voraussetzung zum VFR Fliegen==
===Flugzeug===
Damit ein VFR Flug stattfinden darf/kann, muss das LFZ gewisse Mindestkriterien erfüllen:
*Kompass
*Höhenmesser
*Funkgerät

Für den Einflug in kontrollierten Luftraum, oder in Luftraum E, wird zusätzlich noch ein Transponder mit Mode S verlangt.

===Wetter===
Anders als beim IFR Verkehr, gibt es beim Fliegen nach Sicht gewisse Mindestwerte die eingehalten werden müssen.
Diese sind:
====Unter 10.000ft:====
*Mindestsicht: 5km,
*Horizontal 1500m entfernt von Wolken
*Vertikal mindestens 1000ft Abstand zu den Wolken

====Über 10.000ft:====
*Mindestsicht 8km
*Horizontal 1500m Entfernung zu den Wolken
*Vertikal 1000ft Abstand zu den Wolken

Ein Einflug in bekannte Gewitter-, Vereisungs-, oder Hagelgebiete ist strengstens untersagt. Der Durchflug durch Wolken ist ebenfalls untersagt.
Diese Wetterbedingungen müssen immer eingehalten werden. Sobald die vorgeschriebenen Mindestwetterbedingungen erfüllt sind, nennt man dies VMC (Visual metereological conditions).

===Zeiten===
Grundsätzlich findet der Sichtflugverkehr unter Tags zwischen BCMT(Begin of Civil Morning twilight) und ECET(End of Civil Evening Twilight) statt. BCMT ist der früheste Zeitpunkt, an dem ein LFZ unter VFR Bedingungen abheben darf. BCMT beschreibt die Zeit, an der der Mittelpunkt der Sonnenscheibe 6 Grad über dem Horizont ist. Abhängig von der Jahreszeit ist dies etwa eine halbe Stunde nach dem Sonnenaufgang. ECET ist das Gegenteil davon und beschreibt den letztmöglichen Zeitpunkt als VFR Verkehr zu landen

==Vorbereitung eines VFR Fluges==
===Allgemein===
Wichtig vor dem Starten als VFR Flug ist, sich mit dem gesamten notwendigen Kartenmaterial vertraut (Enroute VFR Chart und lokale VFR PLatzkarten) zu machen und sich dementsprechend darauf vorzubereiten, so dass man immer in der Lage ist, seine Position mit Hilfe der ersichtlichen markanten Merkmale am Boden festzustellen.
ebenso ist es notwendig, sich mit den Wetterverhältnissen und den veröffentlichten An und Abflugverfahren auf der Route und auf der Route zum Ausweichplatz vertraut machen. Es empfiehlt sich in der Phase auch einen Plan B und C zu haben, und diesen ebenso vorzubereiten.

===Abfliegen bzw Landen an einem unkontrollierten Flugplatz===
Sollte der gewählte Start-Flugplatz ein sogenannter unkontrollierter Flugplatz sein, so befindet sich dort kein ausgebildeter Lotse, und es wird auch nur eine Flugplatzfrequenz geben. Die Person auf dem Flugplatz, der Flugplatzbetriebsleiter, wird auch nur allgemeine Informationen und eingeschränkte Verkehrsinformationen zur Verfügung stellen können.

===Abfliegen von einem kontrollierten Flugplatz===
Ein kontrollierter Flugplatz bzw. Flughafen zeichnet sich dadurch aus, dass er mindestens eine Approach bzw. Radar Unit, einen Tower und einen kontrollierten Luftraum um den Flughafen herum hat. Anders als beim unkontrollierten Flugplatz sitzen hier ausgebildete Lotsen und man benötigt und bekommt Freigaben.
===Lesen von VFR Charts===
VFR Charts schauen grundsätzlich anders aus als IFR Charts. In den VFR Charts sind neben den Flughäfen und Flugplätzen auch die Luftraumklassen, Kontrollzonen, Identifikationsmerkmale, usw hinterlegt. Um die Karte richtig lesen zu können, befindet sich immer eine Legende am Chart, da die Darstellung je nach Kartenanbieter variieren kann. Einiges wird jedoch immer gleich angezeigt:
*Die Begrenzung von Lufträumen wird immer blau angezeigt. In dieser Abgrenzung befindet sich immer ein viereckiger Kasten, in dem die jeweiligen Lufträume mit Ober- und Untergrenze dargestellt sind. Im Normalfall wird unkontrollierter Luftraum (Klasse G) nicht eingezeichnet.
*Eine Kontrollzone wird immer Rot dargestellt
*Luftbeschränkungs- oder Gefahrengebiete werden mit einer roten Linie, die zu ihrer Innenseite gestrichelt ist gekennzeichnet. Dort befindet sich auch immer der Name und die Höhe des Gebietes.
*Für den Einflug in eine Kontrollzone wichtige Pflichtmeldepunkte sind als blaues, ausgefülltes Dreieck dargestellt, Bedarfsmeldepunkte werden als blaue, nicht ausgefüllte, Dreiecke dargestellt.
*In regelmäßigen Abständen befinden sich rote Zahlen auf der Karte. Diese beschreiben die maximale Erhöhung auf die nächste hundertstelle Hochgerechnet.
*RMZ steht für Radio mandatory zone: In diesem Gebiet ist das Mitführen eines Funkgerätes und ständige Hörbereitschaft notwendig
*TMZ steht für transponder mandatory zone: in diesem Gebiet ist das Mitführen und Anschalten des Transponders notwendig

===Höhen===
Auch für den Sichtflugverkehr in Österreich gilt die Halbkreisflugregeln. Das bedeutet, dass wenn ein Flugzeug grundsätzlich nach Osten fliegt (zwischen 0-179 Grad) eine ungerade Höhe vorgeschrieben ist. Wenn grundsätzlich Richtung Westen geflogen wird (zwischen 180-359 Grad), der Pilot zu versuchen hat, im Reiseflug auf einer geraden Höhe zu bleiben. Hinzu kommt, auch um zum Beispiel in Luftraum E einen Sicherheitsmindestabstand zu IFR Verkehr sicherzustellen, dass VFR Verkehr immer um 500ft versetzt zur vollen Höhe (also 2500ft, 3500ft etc) fliegen sollte.

===Flugplan Aufgabe===
Ein Flugplan wird bei einem VFR Verkehr nur dann benötigt, wenn dieser plant in kontrollierten Luftraum (C,D) einzufliegen. Sollte ein Pilot daher nur von einem unkontrolliertem Flugplatz zu einem anderen fliegen wollen, und hierbei nicht die Absicht haben, in kontrollierten Luftraum einzufliegen, so muss kein Flugplan aufgegeben werden. Jedoch ist es sehr hilfreich, da der Lotse wesentlich mehr Informationen hat, Flugalarm und Rettungsdienste angeboten werden können und die Inanspruchnahme von FIS wesentlich erleichtert wird.
Sofern ein Flugplan aufgegeben wird, so muss dieser den Flugzeugtyp, den Start und Zielflugplatz, die Geschwindigkeit, die Ausrüstung und einen Ausweichflughafen enthalten. Durch das aufgeben eines sinnvollen VFR Routings wird dem Lotsen zusätzlich die Arbeit erleichtert
Auf VATSIM ist es um so mehr zu empfehlen einen Mindest-Flugplan aufzugeben, der zumindest Flugzeugtyp aufweist, da dies bei Requests an den Lotsen die Arbeitsweise sehr vereinfacht. Sollten bewusst ATC Services in Anspruch genommen werden, sollten außerdem jedenfalls der Equipmentcode und ADEP/ADES im Flugplan sein. Bei Durchflug von Kontrollzonen auch die geplante Route durch die CTR/ TMA.
Hinzu kommt, dass nicht alle Punkte in der Route voll ausgeschrieben werden müssen. Hierzu reichen oft Abkürzungen:
*EU statt Eugendorf, etc
*TGL für Touch and Go's reicht, wenn man dauerhaft in der Platzrunde eines kontrollierten Flugplatzes bleiben möchte
*BY RDO wenn man sich über seinen Plan noch nicht sicher ist und über Funk seine Absichten bekannt geben wird

==Durchführung eines VFR Fluges==
===Allgemeines===
*Ein Sichtflieger wird in Österreich nicht von anderen Sichtfliegern separiert. Er bekommt lediglich Verkehrsinformationen.
*IFR Verkehr wird von VFR Verkehr nur in Luftraum C separiert, wobei hier jedoch auch der VFR Verkehr nur eine Verkehrsinformation erhält.
*Im österreichischem Luftraum werden VFR Flieger voneinander nicht separiert. Sie erhalten ausschließlich Verkehrsinformationen
*die maximale Flughöhe für normale VFR Flieger ist FL195, wobei FL220, das absolute Maximum sind, und dies auch nur mit speziellem Equipment und telefonischer Genehmigung erreicht werden darf
*die Maximalgeschwindigkeit für VFR Flieger ohne weitere Freigabe sind 220KTs in unkontrolliertem Luftraum
*Ein VFR Verkehr ist selbst für seine Hindernisfreiheit verantwortlich
*Nach dem Abheben sind alle Kurven nach links auszuführen, außer es wird auf einer VFR Chart explizit anders verlangt oder eine Clearance impliziert Rechtskurve, im Zweifel nachfragen!
*Die Standardplatzrunde ist, außer wenn explizit vermerkt, eine Linksplatzrunde, die im Normalfall 1000ft über der Flugplatzhöhe ist
*Falls eine Rechtsplatzrunde freigeben wurde, ist bei Positionsmeldungen stets Rechts anzuführen zB Rechter Gegenanflug
*Ein IFR Verkehr hat Vorrang zu VFR Verkehr im Flugplatzbereich, sofern eine anderweitige Lösung nicht ausreichend ist
*Das Unterfliegen von Brücken und Strommasten oder anderen Objekten ist strengstens verboten
*Der Pilot ist für die Einhaltung der Höhenbeschränkungen und für das Nichteinfliegen in kontrollierten Luftraum ohne Freigabe verantwortlich
*Pflichtmeldepunkte sind mittels Positionsmeldung immer zu melden. Bedarfsmeldepunkte nur, wenn der Lotse dies verlangt
*Der Standardtranspondercode ist 7000. Nach Verlassen eines kontrollierten Luftraumes ist dieser erneut auf 7000 zu stellen
*Ein Pilot hat alle Kurven entweder per standard rate turn (TAS/10x 7 Grad) oder mit 25 Grad Bank, was weniger ist, zu fliegen
*Der Pilot muss mindestens 500ft über dem Boden fliegen, sofern er über nicht bebautem Gebiet fliegt
*Bei bebauten Gebieten, muss sich der Pilot mindestens 1000ft über dem höchsten Hindernis in einem 600 Meter Radius befinden
Die letzten beiden Punkte gelten nicht, sofern der Pilot von einem Flugplatz abhebt oder anfliegt

===Ab- und Anflugverfahren===
====Abflug auf einem unkontrollierten Flugplatz====
Nach Beendigung der Flugvorbereitung und der notwendigen Checks, sowie nach dem Anlassen des Motors, muss auf der veröffentlichten Flugplatzfrequenz für Abfluginformationen gebeten werden. Diese Enthalten die Betriebspiste und wenn verfügbar, das aktuelle QNH. Danach gibt man über Funk das Rollen und die geplante Abflugstrecke bekannt. Am Rollhalt muss Abflugbereit gemeldet werden, dann teilt der Flugplatzleiter den aktuellen Wind und eventuellen Verkehr mit, und beendet diesen Funkspruch mit: Start nach eigenem Ermessen.
Das heißt, der Flugplatzbetriebsleiter übernimmt keinerlei Verantwortung, ob die Piste frei ist und ob An- oder Abfliegender Verkehr eine mögliche Gefahr darstellt. Hier trägt einzig der Pilot die Verantwortung! Nach dem Starten und kurz vor erreichen des Endes der vorgegebenen Sichtflugstrecke, ist eine Positionsmeldung abzusetzen mit dem Hinweis: Verlasse die Frequenz. Daraufhin ist der Pilot ungebunden und kann sich, sofern er möchte, bei Wien Information anmelden.

====Abflug auf einem kontrollierten Flugplatz====
Nach Beendigung der Flugvorbereitung, inklusive Aufgabe eines validen Flugplanes, sowie dem erfolgreichen Beenden aller Außenchecks und anlassen des Motors, ist entweder der Tower oder in Wien Wien Delivery zu rufen. Auf allen Plätzen, außer in Wien, meldet man mit dem aktuellen ATIS Buchstaben und unter Umständen der gewünschten Abflugstrecke bzw Absichten rollbereit. Während des Rollens erfolgt dann die Freigabe zum Verlassen der Kontrollzone (CTR) über eine Sichtflugroute. Diese ist ebenfalls vollständig zurückzulesen. Am angegebenen oder angefragten Rollhalt ist abflugbereit zu melden, woraufhin der Turm, sofern und sobald möglich, eine Startfreigabe erteilt. Hierbei übernimmt der Turm die volle Verantwortung und garantiert mit seiner Startfreigabe, dass die Piste frei ist und kein anderer Verkehr den Start gefährdet. Sobald man einen Pflichtmeldepunkt erreicht hat, ist eine Positionsmeldung abzugeben, und sofern dieser Punkt an der CTR Grenze liegt, ist die Bitte zum Verlassen der Frequenz an den Funkspruch anzuhängen. Nachdem der Frequenzwechsel genehmigt wurde, darf der Pilot die Frequenz verlassen und in Stille weiterfliegen, oder beispielsweise bei Wien Information melden.

In Wien wird nach dem Anlassen des Motors die Freigabe zum Verlassen der Kontrollzone durch Wien Delivery ausgesprochen, Ground (Rollkontrolle) ist nur für die Rollfreigabe und der Tower (Turm) für die Startfreigabe zuständig.

Sollte keine Höhe bei der Freigabe dazugesagt worden sein, gelten die Begrenzungen gemäß dem VFR Chart.

====Anflug auf einem unkontrollierten Flugplatz====
Vor Erreichen des ersten Pflichtmeldepunktes auf der veröffentlichten Sichtflugkarte, muss man sich auf der jeweiligen Flugplatzfrequenz anmelden. Nach dem Initial call werden mit Hilfe einer erweiterten Standortmeldung alle wichtigen Informationen des Fluges, sowie die geplante Anflugroute übermittelt. Der Flugplatzleiter wird den anfliegenden Verkehr nun über die Betriebspiste, wenn verfügbar das QNH und eventuellen Verkehr informieren. Danach fliegt der Pilot wie angegeben die Route ab und meldet spätestens den Endanflug, wobei ihm nach dieser Meldung relevanter Verkehr und der Wind angesagt werden. Der Flugplatzleiter beendet diesen Funkspruch mit: Piste xx, Landung nach eigenem Ermessen. Hierbei entzieht sich der Flugplatzleiter wieder der Verantwortung, ob tatsächlich die Piste frei ist und ob die Landung sicher ist. Entsprechend hat auch hier der Pilot die volle Verantwortung. Nach dem Verlassen der Piste meldet dies der Pilot mit dem Hinweis, wohin er denn gerne Rollen würde.

====Anflug auf einen kontrollierten Flugplatz====
Vor dem Einflug in die Kontrollzone zur Landung ist die jeweilige ATIS abzuhören. Danach meldet sich der Pilot beim Turm auf der entsprechenden Frequenz durch einen initial call, und nach erfolgtem Zurückruf des Towers durch eine Standortmeldung mit "zur Landung" an. Der Lotse wird den VFR Verkehr nun den Einflug in die Kontrollzone über eine Sichtflugstrecke genehmigen, dabei wird dem Piloten auch die Betriebspiste und das aktuelle QNH gesagt. Der Pilot muss nun der freigegebenen Sichtflugstrecke folgen und hat dabei alle Pflichtmeldepunkte durch eine Positionsmeldung anzugeben. Sollte keine Höhe dazugesagt worden sein, gelten die angegebenen Höhen auf der VFR Karte. Außerdem gilt es mögliche Clearance Limits zu beachten, an denen der Pilot ohne Freigabe in ein VFR holding gehen muss.
Auch auf kontrollierten Plätzen, hat der Pilot den Endanflug zu melden, wobei ihm dann der Turm eine Landefreigabe erteilt. Hierbei übernimmt der Lotse die Verantwortung, dass die Piste frei ist und kein anderer Verkehr die Landung gefährdet.

===Aufgaben des Piloten während des Reisefluges===
Ein Sichtflug Pilot hat während des Reisefluges 3 wichtige Aufgaben ständig durchzuführen
*Er muss nach anderem Verkehr Ausschau halten und diesem auszuweichen
*Er muss seine Position und Flugrichtung kontrollieren und bestimmen, sowie eventuelle Kurskorrekturen vornehmen
*Er hat darauf zu achten, dass er nicht in kontrollierten Luftraum ohne Freigabe einfliegt

===Verkehr===
====Kontrollierter Luftraum====
Es ist grundsätzlich zu beachten, dass IFR Verkehr Vorrang vor Sichtfliegern hat. Der Lotse wird sein möglichstes tun, um den VFR Verkehr in die Sequenz einbauen zu können. Sollte jedoch aufgrund eines hohen Verkehrsaufkommens es nicht möglich sein, so wird der Controller dem VFR Verkehr entweder nicht die Genehmigung zum Einflug in die CTR geben, ihn in eine nahe am Platz liegende Warterunde schicken oder ihm einen langen delay am Rollhalt geben. Es ist daher vorteilhaft, bereits einige Minuten davor auf der Frequenz zu zuhören, um die aktuelle Verkehrslage abschätzen zu können.

====Ausweichen und überholen====
Sollten sich zwei Flieger auf entgegen gesetzten bzw. kreuzenden Kursen befinden, so haben beide Piloten nach rechts hin auszuweichen. Von links kommende Flugzeuge sind grundsätzlich ausweichpflichtig. Sollte ein Flieger einen anderen überholen wollen, so hat dies ebenfalls über rechts zu geschehen. Da der festgeschriebene Mindestabstand unter Umständen nicht eingehalten werden kann, ist es zu empfehlen mindestens 2 Tragflächenlängen Abstand zu halten.
====Verkehrsinformation====
Sofern ein Flieger eine Verkehrsinformation erhält, ist er für die ausreichende Separation selbst verantwortlich. Verkehrsinformationen ersetzen jedoch nicht das aufmerksame beobachten und das Sichten von anderen, vielleicht nicht gemeldeten, Fliegern. Sollte trotz Verkehrsinformation der Abstand nicht ausreichend sein, so sind linke Vollkreise zu fliegen, bis der Abstand ausreichend ist
====Vorrang im Luftverkehr====
Es gibt gewisse Vorschriften, wer Vorrang vor anderen Fliegern hat.(besonders zutreffend in unkontrolliertem Luftraum) Die Grundsatzregel ist: das wendigere Flugzeug hat dem weniger wendigen Flugzeug etc. auszuweichen. Die genaue Priorität, wobei von oben nach unten ausgewichen werden muss ist:
*Motorgetriebene Luftfahrzeuge, bzw. die schwerer als Luft sind
*Luftschiffe
*Segelflugzeuge, Gleiter, Hängegleiter etc
*Ballone
Das bedeutet alle anderen Luftfahrzeugtypen müssen Ballonen ausweichen. Luftschiffe müssen Gleitern ausweichen und Motorgetrieben LFZ müssen allen anderen ausweichen.

===Verhalten bei Orientierungsverlust in VMC===
Falls der Pilot sich nicht sicher ist, wo genau er sich befindet, gibt es mehrere Möglichkeiten für ihn seine Position wieder zu bestimmen. Wenn dies passiert ist das Wichtigste Ruhe bewahren, fokussieren und immer unterhalb der Wolken mit Erdsicht zu bleiben, damit die Positionsbestimmung wieder klappt.
Zuerst schaut sich der Pilot seinen Flugplan an und bestimmt die letzte sichere Position, die er noch nachvollziehen konnte. Dann nimmt er sich den Flugplan und schaut auf seine nächste Position und in welcher Richtung dieser sich befindet. Wenn der Pilot dann bemerkt, dass er von seiner geplanten Route abgewichen ist, sucht er sich ein eindeutiges Identifikationsmerkmal am Boden. Sofern er dies gefunden hat schaut er auf seiner Sichtflugkarte nach der Position des gewählten Identifikationsmerkmals und sucht es auf der Karte (besonders gut eignen sich hierfür Seen, Orte, Flüsse und Autobahnen, da diese recht einfach zum nachvollziehen sind). Sobald der Pilot sich seiner Position wieder sicher ist, führt er eine Kurskorrektur auf den im Flugplan vermerkten Punkt durch. Wichtig hierbei ist, dass er sich die Lufträume, die er durchfliegt ebenfalls anschaut, um so eventuellen Sperr-, Gefahren-, oder kontrollierten Lufträumen wenn möglich ausweicht.
Sollte all dies jedoch nicht erfolgreich sein, so ist es zu empfehlen, vor allem in den Bergen, dem Thal in dem man sich befindet zu folgen und zu versuchen, entweder aus den Alpengebiet auszufliegen, oder an der vermuteten Position einen Flugplatz zu finden und diesen zu rufen, da man so die Position seines LFZ wieder sicher weiß. Im Notfall kann man auch den Fluginformationsdienst oder eine Radarstation bitten, einem die Position mitzuteilen, wobei dies jedoch der letzte Ausweg sein sollte.
=== Verhalten bei Orientierungsverlust oder Einflug in IMC===
IMC beschreibt den Wetterzustand, der unter den VFR Minima liegt und bei denen ein Flug nur als IFR Flug fortgesetzt werden darf. Ein VFR Pilot sollte grundsätzlich schauen, dass er in dieses Wetter nicht einfliegt, weshalb eine vernünftige Flugvorbereitung inklusive Wettercheck zwingend notwendig ist. Sollte sich jedoch das Wetter unvorhergesehen ändern und der Pilot sich in IMC Conditions befinden, kann er zur Aufrechterhaltung der Sicherheit und des Verlassen der IMC Conditons mehrere Verfahren anwenden:
*Sofern möglich per Standard Rate turn, eine 180 Grad Kurve fliegen und versuchen, so aus der gefährlichen Wetterlage zu entkommen
*Bei ausreichender Hindernisfreiheit sinken und versuchen so Erdsicht wieder herzustellen
*wenn nicht anders möglich, zu steigen und über die Wolken oder Nebelschicht zu kommen um so wieder sicher zu sein.
*Im Notfall, bei guter Ortskunde kann ein sogenanntes Cloud breaking procedure durchgeführt werden. Hierbei sucht sich der Pilot eine Lücke in den Wolken, bei der er den Boden sehen kann und fliegt so schnell wie möglich durch diese Lücke durch. ACHTUNG! Auch in dieser Lücke kann es zu Vereisung kommen.
Sollte all dies fehlschlagen, so ist eine Radareinheit zu kontaktieren und Führung, oder sofern es die Ausrüstung gestattet, ein IFR Pickup zu requesten.

===Platzrunden===
Platzrunden sind ein Verfahren, bei dem der Pilot in einem engen Umfeld um den Flughafen bleibt. Diese werden normalerweise zum Üben von Landungen oder anderen Anflugverfahren verwendet. Man hat diese Absicht im Flugplan anzuführen. Eine Standardplatzrunde ist eine Linksplatzrunde, die im Normalfall nicht höher als 1000ft über dem Platz ist. Eine Platzrunde besteht aus 5 Teilen:
*dem Departure (Abflug): dies ist der Teil bei dem man nach dem Starten in Pistenrichtung gerade aus fliegt
*dem Crosswind (Querabflug): Nach dem starten wird ungefähr 300ft über dem Boden die erste 90 Grad Kurve geflogen. Nach dem Vollenden der Kurve ist man im Crosswind
*dem Downwind (Gegenanflug): Wenn man im Crosswind ca 1.5-2.5 Meilen entfernt vom Platz ist wird die nächste 90 Grad Kurve geflogen. Man fliegt nun parallel zur Landebahn um zu ihr zurück zu kommen.
*der Base (Queranflug): Sobald man kurz hinter der treashhold der Piste ist, sollte man zum sinken anfangen und die nächste 90 Grad Kurve fliegen. Jetzt fliegt man wieder Richtung Piste
*das Final (Endanflug): Wenn man kurz vor der erweiterten Centerline ist fliegt man die letzte 90 Grad Kurve um nun wieder auf den Endanflug der freigegebenen Piste zu kommen. Spätestens der Endanflug ist zu melden
Falls rechte Platzrunden freigegeben werden, so ist bei einer Standortmeldung immer right (rechts) dazu zu sagen.
Im Normalfall befindet sich im Downwind ein Holding. Dies geht von treshhold zu treshhold und ist zu Kurven in der Richtung, in die die Platzrunde geht, solange nicht anders veröffentlicht. Man hat so lange in diesem holding zu bleiben, bis man eine explizite Freigabe zum verlassen des Holdings bekommt.
Eine Freigabe für einen Teil der Platzrunde gibt einen automatisch für die gesamte Platzrunde freigegeben.
Falls man die Anweisung erhält, den Downwind zu verlängern, ist dies so lange auszuführen, bis man eine weitere Freigabe für einen anderen Teil der Platzrunde erhält.
Der Endanflug ist immer zu melden.
Es gibt grundsätzlich 3 Arten von Anflugmanövern, die in der Platzrunde vorkommen:
*Touch and Go (aufsetzen und durchstarten): hierbei fliegt der Pilot an und setzt auf der Piste auf, sobald er auf der Piste ist, stellt er die Startkonfiguration wieder her, gibt take off thrust und startet erneut
*low approach (tiefen Überflug): Hierbei fliegt der Pilot die Piste an, setzt jedoch nicht auf ihr auf, sondern fliegt tief über sie drüber, sobald er die touchdown Marker überflogen hat, gibt er take off thrust, stellt danach die take off configuration her und beginnt erneut mit dem Steigflug
*full stop landing (vollständige Landung): dies ist die normale Landung
Wenn ein Pilot nur Platzrunden erbittet, so erwartet der Lotse, dass er ausschließlich Touch and goes fliegen möchte. Andere Anflüge müssen erfragt und genehmigt werden. Die clearance für die Platzrunde ist dauerhaft gültig. Die Platzrunden enden entweder mit dem Verlassen der Kontrollzone oder der vollen Landung
===Notfallverfahren===
====Funkausfall====
Falls der Pilot während des Fluges bemerkt, dass er die aktuelle Station entweder nach 5 Minuten oder nach 3 erfolglosen Funksprüchen nicht erreichen kann hat dies meistens 2 Gründe:
*der Pilot hört den Controller aufgrund des Terrain nicht (terrain masking): dies kann vor allem in den Bergen und in Tälern passieren
*der Pilot hat einen Funkausfall
Wenn ersteres zutrifft, kann der Pilot entweder steigen oder aus dem Gebirge ausfliegen.
Falls es aber tatsächlich ein Funkausfall sein sollte, so ist der Transponder umgehend auf 7600 zu setzen. Falls man sich noch außerhalb einer Kontrollzone befindet, hat man unter keinen Umständen in diese einzufliegen. In diesem Falle sucht man sich einen nahe gelegten unkontrollierten Flugplatz aus, folgt dem gesamten Anflugverfahren. Danach passiert man die Piste in ungefähr 500ft AGL dreht erneut in die Platzrunde und landet. Beim Überfliegen des Flugplatzes hat man auf die Signalfläche zu achten und der dort angegeben Landerichtung danach zu folgen. Sollte die Landerichtung entgegengesetzt zur Überflugsrichtung sein, so ist in den Gegenanflug zu fliegen und kurz vor dem Eindrehen in den Queranflug per Standardkurve eine 180 Grad Kurve nach links zu fliegen um in den rechten Gegenanflug der aktiven Piste zu kommen. Danach setzt man den Anflug standardmäßig fort. Dies symbolisiert dem Flugplatz, dass man keinen Funk empfangen kann. Falls man sich bereits in einer Kontrollzone befindet fliegt man bis zu seinem Clearance limit und geht dort so lange in ein Holding, bis man kurz vor der im Flugplan angegeben Ankunftszeit ist. Dann geht man in die Platzrunde und landet. Auf VATSIM leider nicht verfügbar, dafür aber in echt sind sogenannte Lichtsignale, die der Turm dann dem Piloten sendet.
=====Lichtzeichen am Boden=====
*Grünes Dauersignal: Start freigegeben
*Grünes Blinksignal: Rollen freigeben
*Rotes Dauersignal: Halt
*Rotes Blinksignal: Benutzte Landebahn freimachen
*Weißes Blinksignal: zum Ausgangspunkt zurück rollen
Der Pilot hat dieses zu bestätigen:
*Während des Tages: mit zweimaliges volles ausschlagen der Seiten oder Querruder
*Während der Nacht: durch zweimaliges An und Ausschalten des Landelichtes
=====Lichtzeichen in der Luft=====
*Grünes Dauersignal: Landung freigegeben
*Grünes Blinksignal: Zwecks Landung zurückkehren oder Anflug fortsetzen (Landefreigabe abwarten)
*Rotes Dauersignal: Platzrunde fortsetzen; anderes Flugzeug hat Vorrang
*Rotes Blinksignal: Nicht landen! Flugplatz nicht benutzbar
*Weißes Blinksignal: Auf diesem Platz landen und auf das Vorfeld rollen (und Landefreigabe abwarten)
*Roter Feuerwerkskörper: ungeachtet aller vorherigen Anweisung nicht landen! Flugplatz unbenutzbar
Der Pilot hat dies zu bestätigen:
*Unter Tags: Durch wechselseitiges Betätigen der Querruder, außer der Pilot befindet sich im Quer- oder Endanflug
*Nachts: durch zweifaches An und Ausschalten der Landelichter
====Motorausfall====
Falls der Pilot bemerkt, dass er einen Motorausfall hat, so hat dieser sofort alle elektrischen Geräte, bis auf das Funkgerät und den Transponder auszuschalten. Als nächstes sucht sich der Pilot, entweder einen nahe gelegenen Flugplatz und steuert diesen an. Falls die Distanz zu einem Flugplatz zu lange sein sollte, so hat der Pilot eine sog. Außenlandung vorzubereiten. Hierfür sucht sich der Pilot ein passendes Feld aus. Vorzugsweise ist dies groß, trocken gemäht, ohne größere Erhöhungen und hat keine Strommasten, große Straßen oder andere hohe Hindernisse in der Umgebung. Danach sucht sich der Pilot seine optimale Gleitgeschwindigkeit im POH raus und folgt dieser. Sobald sich der Pilot vorbereitet hat, hat der Pilot FIS zu verständigen mit einer Notfallnachricht (MAYDAY, MAYDAY, MAYDAY) und gibt seine Absichten bekannt. Der FIS Lotse wird dem Piloten noch alle wichtigen Informationen geben und dann Funkstille wahren, bis sich der Pilot wieder bei ihm meldet. Der Pilot hat sich nun auf das Gleiten. Wichtig hierbei ist, der Pilot konzentriert sich ausschließlich auf das Feld und den Aufsetzpunkt auf dem er landen möchte und keinesfalls auf eventuelle Hindernisse, außer sie stellen eine unmittelbare Gefahr für das Flugzeug dar. Der Grund hierfür ist, wenn sich der Pilot auf das Hindernis, welches er als gefährlich betrachtet zu sehr konzentriert, ist die Wahrscheinlichkeit, dass er tatsächlich in dieses reinfliegt wesentlich höher. Sobald der Pilot gute Sicht auf das Feld hat, so schaut sich der Pilot dieses noch einmal an und vergewissert sich, dass dieses tatsächlich geeignet ist, um zu landen. Wenn er es für geeignet hält, setzt er den Landeanflug fort und landet dort. Nachdem Aufsetzen informiert er FIS über seine aktuelle Lage.
====Einfliegen in Eis oder Turbulenzen====
=====Einfliegen in Eis=====
Grundsätzlich ist das Einfliegen in bekannte icing conditions, also Bereiche in denen Vereisungsgefahr besteht und bekannt ist, grundsätzlich verboten. Falls dies doch passiert, stellt das Eis eine immense Gefahr für die sichere Durchführung des Fluges dar. Der Pilot sollte nun schnellstmöglich Maßnahmen ergreifen, um aus den icing conditions auszufliegen. Er kann hierzu entweder sinken oder steigen, damit er entweder in wärmere Luftschichten kommt, oder die Luft so kalt wird, dass sich unter normalen Umständen kein Eis mehr bilden kann. Ein Umdrehen aus dem Gebiet ist nur dann möglich, wenn das Vereisungsgebiet lokal begrenzt ist. Sollte dies nicht gelingen, so hat der Pilot umgehend eine Landung zur Wahrung der Sicherheit einzuleiten und FIS umgehend zu informieren.
=====Einflug in Turbulenzen=====
Turbulenzen können, je nach Stärke, eine Immense Gefahr für die sichere Weiterführung eines Fluges sein, bis hin zum totalen Kontrollverlust über das Flugzeug. Wenn der Pilot in diese Bedingung fliegt, hat er sofort Maßnahmen zu ergreifen um aus diesem Gebiet wieder auszufliegen. Sofern noch möglich sollte der Pilot umkehren und das Gebiet weiträumig umfliegen. Sollte dies nicht möglich sein, so sollte der Pilot seine Flughöhe verändern, um aus den turbulenten Luftschichten wieder ausfliegen zu können.

==Flight Information Service/FIS==
Flight Information Service, auf deutsch: Fluginformationsdienst, ist eine von jeder FIR bereit gestellter Service, der zur allgemeinen Informationsübermittlung für Mitteilungen der Luftfahrt, erbringen von Wetternachrichten, Bereitstellung des Flugalarmdienstes und bietet auch im Ramen ihrer Möglichkeiten Verkehrsinformationen für Sichtflieger außerhalb von Kontrollzonen an. Um diese Dienste wahrnehmen zu können, muss sich der Flieger auf der Frequenz anmelden. Der Lotse wird nun die von ihm gewünschten Service abrufen. Hierbei ist zu beachten, dass weiterhin der VFR Verkehr nicht von einander separiert wird, sondern nur Daten zur aktuellen Position übermittelt werden. Für das letztendliche Ausweichen sind die Piloten selber verantwortlich. Es kann auch im Ramen einer hohen Frequenzauslastung durchaus vorkommen, dass nicht jeder womöglich gefährlich werdende Verkehr jedem Piloten gemeldet werden kann. Das Anmelden auf einer FIS Frequenz ersetzt nicht, die stetige Aufmerksamkeit, die von einem Piloten gefordert wird, um Verkehr auszumachen. Hinzu kommt, dass der Lotse womöglich nicht jeden Flieger sehen kann, da sie entweder unter der Radarabdeckung fliegen, keinen Transponder haben oder den Transponder ausgeschaltet haben. Des weiteren wird einem, solange nötig, der FIS Lotse immer über aktuelle Änderung des QNH informieren. Wetterinformationen können auf explizite Anfrage eingeholt. Flugalarm und Rettungsdienste stellt FIS unter anderem auch bereit. Flugalarm und Rettungsdienste werden für jeden Flieger bereit gestellt der einen Flugplan aufgegeben und geöffnet hat, oder von dem FIS auf andere Weise (wie durch Anmeldung) erfährt. Es gibt 3 Alarmstufen, die je nach Situation (zB Funk- und Radarverlust) eines Flugzeuges ausgeführt werden:
*INCERFA: INCERFA ist die Unsicherheitsstufe, diese wird ausgelöst, wenn ein Pilot, der auf einer FIS Frequenz angemeldet ist, sich für mehr als 30 min nicht mehr meldet und keine eindeutige Radaridentifikation mehr hergestellt werden kann.
*ALERFA: ALERFA ist die Alarmstufe und beginnt ca 15 min nachdem INCERFA kein erfolgreiches wiederfinden der Maschine erbracht hat. Hier wird bereits intensiv nach dem Flugzeug nachgeforscht und erste Vorbereitung für weitere Maßnahmen getroffen. ALERFA trifft auch zu, wenn ein PAN Call abgesetzt wird.
*DETRESFA: DETRESFA ist die Notfallstufe, die ausgelöst wird, nachdem 10 min nach ALERFA Nachforschungen nicht erfolgreich waren ausgelöst. Nun nimmt man an, dass das Flugzeug in einen Unfall verwickelt oder verschollen ist. Intensive Rettungs- und Suchmaßnahmen werden ergriffen. Diese Stufe ist mit einem MAYDAY Call gleich zu setzen.
FIS wird einem außerdem, sofern möglich, über weitere Gefahren, das Einfliegen in Flugverbots- Beschränkungszonen sagen und auch wenn sich der Pilot kurz davor findet, in kontrollierten Luftraum einzufliegen. Jedoch gilt hier das Selbe wie bei Verkehrsinformationen. Der Lotse hilft, sofern es seine Möglichkeiten zulassen.

=Phraseologie=
Die Phraseologie bei einem Sichtflug ist grundsätzlich unterschiedlich zu der bei einem Instrumentenflug. Die richtige Anwendung hilft Pilot und Lotsen dabei, Missverständnisse zu eliminieren
==Funktheorie==
Auf deutsch und auf Englisch wird das gleiche nur in Unterschiedlichen Sprachen gesagt. Das Grundprinzip ist jedoch immer gleich.
Es gibt auch hier wieder einige wichtige Punkte die immer zu beachten sind:
*QNH ist immer zurück zu lesen
*Alle Anweisungen sind zurück zu lesen
*In Österreich wird bei einem aktiven Ruf das Rufzeichen vorne, beim zurück lesen hinten an den Funkspruch angehängt
*Falls Platzrunden nach Rechts bzw. Rechtskurven geflogen werden, ist dies dazu zu sagen
*ein Frequenzwechsel von einer kontrollierten Frequenz ist genehmigungspflichtig.
*eine Positions-, bzw. Standortmeldung läuft immer nach dem selben Prinzip ab: OSH (Ort, Squawk, Höhe), wobei der Transponder nach dem initial call nicht mehr dazu gesagt werden muss, bei weiteren Standortmeldungen
*eine erweiterte Standortmeldung, zum anmelden an unkontrollierten Flugplätzen oder auf Informationsfrequenzen läuft wie folgt ab: Callsign, Aircraft type, type of flight(IFR/VFR/Y/Z), departure, destination, OSH, weitere anfrage
*Callsigns können abgekürzt werden. Hierfür wird der erst und die letzten beiden Buchstaben des Rufzeichens verwendet.
*Man hat so lange mit dem vollen Callsign zu rufen, bis einen der Lotse abkürzt, erst dann hat man ausschließlich die verkürzte Form zu verwenden
*Alle Pflichtmeldepunkte sind mit Hilfe einer Standortmeldung zwingend zu melden, Bedarfsmeldepunkte nur nach Aufforderung des Lotsen
*Man hat bei der Sprache des initial calls zu bleiben, außer man erfragt das Wechseln der Sprache aus triftigen Gründen
*Falls eine Anweisung erfolgt, dass man sobald ein zustand oder eine Position erreicht hat, dies melden soll, so hat man werde bzw will hinzu zu fügen(werde ... melden)
===Abflug von einem kontrollierten Flugplatz===
Nach dem Anlassen des Motors ist die ATIS abzuhören. Danach ruft der Pilot mit dem initial call den Lotsen. Dieser antwortet entweder mit go ahead(fahren sie fort), oder standybe (warten sie). Wenn der Pilot stand bye bekommt, so hat dieser das nicht zurück zu lesen und wartet bis der Lotse ihn wieder ruft. Nach 10 min ohne Antwort kann noch einmal nachgefragt werden. Wenn einem der Lotse go ahead sagt, so fährt man mit seinem Callsign(Rufzeichen(CS)) fort, gefolgt von der ATIS mit der Bitte zum rollen. Diese wird man dann bekommen und diese muss auch zurück gelesen werden. Während des Rollens bekommt man dann eine Freigabe, je nachdem was man machen möchte, diese ist wie alle Freigaben zurück zu lesen. Es ist empfehlenswert am Rollhalt abflugbereit zu melden, damit der Lotse weiter planen kann. Nach der Startfreigabe, wird man die Startzeit bekommen. Nach dem Abheben kommen eventuell noch Verkehrsinformationen. Der letzte Funkspruch ist die Bitte um den Frequenzwechsel, nach einer Positionsmeldung. Erst nach dem Bestätigen darf auch die Frequenz verlassen werden.
===Abflug von einem unkontrollierten Flugplatz===
Nach dem erfolgreichen Anlassen des Motors wird auf der veröffentlichten Flugplatzfrequenz mit einem Initial call Funkverbindung zum Flugplatz hergestellt. Nachdem dies erfolgreich war wird nach Abflugsinformationen (auf englisch: departure Information) gefragt. Der Flugplatzleiter teilt dem Piloten nun die Betriebspiste und das aktuelle QNH mit. Danach gibt der Pilot seine Absicht zu Rollen mit. Danach gibt der Flugbetriebsleiter dem Piloten Verkehrsinformationen über rollenden Verkehr. Am Rollhalt der aktiven Piste angekommen, teilt der Pilot auf der Flugplatzfrequenz mit, dass dieser Abflugbereit ist und dort spätestens seine beabsichtigte Abflugroute. Der Flugbetriebsleiter teilt dem Flieger nun eventuellen Verkehr sowie den aktuellen Wind mit. Er beendet seinen Funkspruch mit Start nach eigenem Ermessen (departure at own discretion). Hierbei entzieht sich der Flugplatzleiter wieder jeglicher Verantwortung ob die Piste tatsächlich frei ist und der Pilot entscheidet letztendlich selbst, wann es sicher ist abzuheben. Nach dem Abheben ist, wenn nicht anders angegeben, spätestens der Punkt zum Verlassen des Flugplatzbereichs per Standortmeldung gefolgt von Verlassen die Frequenz (leaving the frequency) zu melden. Der Pilot kann dann, sich bei der entsprechenden Fluginformationsfrequenz anmelden
===Anflug auf einen kontrollierten Flugplatz===
Vor dem Herstellen des Funkkontaktes mit dem jeweiligen Turm ist die ATIS Frequenz abzuhören. Diese ist beim anmelden dem Turm zu melden. Nachdem die ATIS angehört wurde ist mittels initial call Funkkontakt zum Turm vor dem Einfliegen in die Kontrollzone herzustellen. Nach dem Bestätigen des initial calls (fahren sie fort/go ahead) ist eine Positionsmeldung abzusetzen, gefolgt von der ATIS, gefolgt von den Intentionen (zur Landung/for Landing). Nach diesem Ruf bekommt der Pilot die Freigabe in die Kontrollzone einzufliegen. Diese besteht immer aus folgenden Teilen: CS, fliegen sie in die Kontrollzone über (Sichtflugroute), Höhe, Transponder, QNH, die zu erwartende Piste. Diese Anweisung ist zurück zu lesen und zu befolgen. Wenn eine Freigabegrenze erreicht ist, so ist dort in die Warterunde zu gehen. Es gibt entweder eine veröffentlichte Warterunde oder wenn es diese nicht gibt, sind linke Vollkreise über der Freigabegrenze zu fliegen. Im Normallfall wird man kurz vor erreichen der Freigabegrenze in einen Teil der Platzrunde der aktiven Piste freigegeben. Die Freigabe für einen Teil der Platzrunde ist, sofern keine weitere Anweisung folgt, die Freigabe für die gesamte Platzrunde. Spätestens der Endanflug ist zu melden. Bei der Landefreigabe (Landung frei/cleared to land) übernimmt der Lotse die Verantwortung, dass die Piste frei ist. Das Verlassen der Piste ist zu melden. Dann erhält man seine Landezeit und die Rollfreigabe zur Abstellfläche der allgemeinen Luftfahrt (GAC)
===Anflug auf einen unkontrollierten Flugplatz===
Vor den Einflug in den Flugplatzbereich ist es empfehlenswert der Flugplatzfrequenz für einige Minuten bereits zuzuhören, damit man etwaige andere Flugzeuge bereits frühzeitig hören und ausmachen kann. Kurz vor erreichen eines veröffentlichten Meldepunktes zum Einfliegen in den Platzbereich ist sich per initial call auf der Flugplatzfrequenz anzumelden. Nach dem initial call sind die Absichten per erweiterter Standortmeldung gefolgt von dem Satz erbitte Landeinformationen (request landing information). Der Flugplatzbetriebsleiter informiert den Piloten nun über die aktive Piste und das QNH. Danach folgt der Pilot seiner vorher angesagten Anflugsroute und meldet spätestens den Endanflug. Der Flugplatzbetriebsleiter informiert den Piloten nun letztmals über anderen Verkehr und sagt dem Piloten den Wind. Er beendet seinen Funkspruch mit Landung nach eigenem Ermessen (landing at own discretion). Hierbei entscheidet wieder letztendlich der Pilot, ob er sicher landen kann. Nach dem Verlassen der Piste ist dies auf der Flugplatzfrequenz zu melden und man gibt seine Rollabsichten bekannt.

==Funkbeispiele==
===Deutsch===
====Abflug von einen kontrollierten Flugplatz====
Pilot: Salzburg Tower, OEASA
ATC: OEASA, Salzburg Tower, fahren sie fort
Pilot: OEASA, Information B erhalten, erbitte Rollen
ATC: OSA, rollen sie zum Rollhalt Bravo der Piste 15 über Lima und Exit 2, QNH1022
Pilot: rollen zum Rollhalt Bravo der Piste 15 über Lima und Exit2, QNH1022, OSA
ATC: OSA, verlassen sie die Kontrollzone über Glasenbach und Eugendorf in 3500ft oder darunter, Transponder 7000, QNH1022, melden sie abflugbereit
Pilot: Verlassen die Kontrollzone über Glasenbach und Eugendorf in 3500ft oder darunter, Transponder 7000, QNH1022, werden abflugbereit melden
Pilot: OSA, am Rollhalt B der Piste 15, Abflugbereit
ATC: OSA, hinter der landenden C152, im Endanflug Piste 15, rollen sie auf die Piste 15 und warten sie, dahinter
Pilot: hinter der landenden C152 rollen auf die Piste 15 und warten dahinter, OSA
ATC: OSA, Wind 150 Grad 4 Knoten, Piste 15, Start frei
Pilot: Start frei Piste 15, OSA
ATC: OSA Startzeit 32, melden sie kurz vor Eugendorf
Pilot: Startzeit 32, werden kurz vor Eugendorf melden, OSA
Pilot: OSA, kurz vor Eugendorf in 3300ft, erbitten das Verlassen der Frequenz
ATC: OSA, Frequenzwechsel genehmigt
====Abflug von einen unkontrollierten Flugplatz====
Pilot: Sankt Johann Flugplatz, OECAC
ATC: OECAC, Sankt Johann Flugplatz fahren sie fort
Pilot: OECAC, vor dem Tower, erbitte Startinformationen
ATC: OAC, Betriebspiste 31, QNH1008
Pilot: Betriebspiste 31, QNH1008, rollen zum Rollhalt der Piste 31
Pilot: OAC, am Rollhalt der Piste 31, werden den Flugplatzbereich über Fieberbrunn verlassen
ATC: OAC, Verstanden, es befindet sich eine Katana in der Platzrunde, momentan im rechten Gegenanflug, Wind 250 Grad 2 Knoten, Piste 31, Start nach eigenem Ermessen
Pilot: haben die Katana in der Platzrunde in Sicht, Piste 31, Start nach eigenem Ermessen, OAC
ATC: OAC, Startzeit 44, es befindet sich eine C172 über Fieberbrunn 400ft über Ihnen zur Landung
Pilot: halten Ausschau nach dem Verkehr OAC
Pilot OAC, Verkehr in Sicht, Fieberbrunn in 4400ft, Verlassen die Frequenz
ATC: OAC, Verstanden

====Anflug auf einen kontrollierten Flugplatz====
Pilot: Linz Tower, die OEART
ATC: OEART, Linz Tower fahren sie fort
Pilot: OEART, Voralpenkreuz, Transponder 7000, in 2700ft, Information X, zur Landung
ATC: ORT, Fliegen sie in die Kontrollzone über Sierra, Sector South in 2500ft oder darunter, Transponder 7000, QNH1014, erwarten sie Piste 26
Pilot: Fliegen in die Kontrollzone über Sierra, Sector South in 2500ft oder darunter, Transponder 7000, QNH1014, erwarten Piste 26, ORT
ATC: ORT, melden sie Sierra
Pilot: werden Sierra melden
Pilot: ORT, Sierra in 2400ft
ATC: ORT, Verstanden, fliegen sie direkt in den Gegenanflug Piste 26, Verkehrsinformation: Eine DA40 auf ihrer 11 Uhr Position 2 Meilen, 400ft unter ihnen
Pilot: fliegen direkt in den Gegenanflug Piste 26, Verkehr in Sicht, ORT
Pilot: ORT, im Endanflug Piste 26
ATC: ORT, Windstille, Piste 26 Landung frei, Verlassen sie die Piste rechts über Zulu
Pilot: Piste 26, Landung frei, werden die Piste nach rechts über Zulu verlassen, ORT
ATC: ORT, Landezeit zur Stunde über Victor zur Abstellfläche der allgemeinen Luftfahrt
Pilot: Landezeit zur Stunde, zur Abstellfläche der allgemeinen Luftfahrt über Victor, ORT

====Anflug auf einen unkontrollierten Flugplatz====
Pilot: Zell am See Flugplatz, die OEAGT
ATC: OEAGT, Zell am See Flugplatz fahren sie fort
Pilot: OEAGT, DA20, Sichtflug von Sankt Johann zu ihrem Platz, kurz vor November, Transponder 7000, in 5500ft, erbitte Landeinformationen
ATC: OGT, Betriebspiste 26, QNH999
Pilot: Betriebspiste 26, QNH999 werden über November und die Seemitte fliegen ORT
ATC: ORT, verstanden, es befinden sich zwei Flugzeuge über der Seemitte für Flugübungen, halten sie Ausschau
Pilot: Verstanden, halten Ausschaue ORT
Pilot: ORT, beide Verkehre in Sicht
ATC: ORT, melden sie den rechten Gegenanflug Piste 26, 2 Flieger in der Platzrunde
Pilot: werde rechten Gegenanflug melden und halten Ausschau, ORT
Pilot: ORT, rechter Gegenanflug Piste 26, Verkehr nicht in Sicht
ATC: ORT, Verstanden, wenn möglich fliegen sie einen Vollkreis, wegen des genannten Verkehrs
Pilot: werden einen Vollkreis fliegen, setzten danach den Anflug fort, werde Endanflug melden, ORT
Pilot: ORT, Endanflug Piste 26
ATC: ORT, der genannte Verkehr ist hinter ihnen und hat sie in Sicht, Wind Variabel 6 Knoten, Piste 26 Landung nach eigenem Ermessen
Pilot: Verstanden, Piste 26 Landung nach eigenem ermessen ORT
ATC: ORT, Landezeit 32
Pilot: Landezeit 32, rollen zur Parkposition über L2, ORT

====FIS====
Pilot: Wien Info, OECMC
ATC: OECMC, Wien Info, fahren sie fort
Pilot: OECMC, eine DA20 Katana, Sichtflug von Wiener Neustadt nach Krems, Neusiedler See, Transponder 7000, 2000ft, erbitte Verkehrsinformationen
ATC: OMC, QNH 1021, kein Verkehr in Ihrer Umgebung
Pilot: OMC, QNH1021
ATC: OMC Verkehrsinformation, eine DA40 11 Uhr Position 2 Meilen, selbe Hohe, kreuzend von rechts nach links, Melden sie Verkehr in Sicht
Pilot: Verkehr in Sicht OMC
Pilot: OMC erbitten Wetter von Linz
ATC: OMC, verstanden sind sie empfangsbereit
Pilot: Empfangsbereit
ATC: OMC, Wetterbericht Linz, Beobachtungszeit 1620 Zulu, Wind 270 Grad 14 Knoten, Sicht mehr als 10 Kilometer, Keine Wolken, Temperatur 14, Taupunkt 0, QNH1024, keine Änderung zu erwarten
Pilot: Verstanden, OMC
Pilot: OMC, kurz vor Autobahnbrücke in 2500ft, verlassen die Frequenz
ATC: Verstanden

===Englisch===
====Abflug von einen kontrollierten Flugplatz====
Pilot: Innsbruck Tower, OEAMC
ATC: OEAMC, Innsbruck Tower, go ahead
Pilot: OEAMC, at the GAC, Info C, request Taxi
ATC: OMC, taxi to Holding Point RWY 26 via Bravo, QNH 1025
Pilot: taxiing Holding Point Runway 26 via Bravo, QNH1025, OMC
ATC: OMC, leave Control Zone via MIKE3, MIKE2, MIKE1, in 4000ft or below, Squawk 7000, QNH1025, report ready for departure
Pilot: leaving Control Zone via MIKE3, MIKE2, MIKE1, in 4000ft o rbelow, Squawk 7000, QNH1025, will report ready for departure, OMC
Pilot: OMC, at Holding Point B, RWY 26 ready for departure
ATC: OMC, behind landing Dash 8, currently on final runway 26, line up and wait runway 26 behind
Pilot: behind landing Dash 8 line up and wait Runway 26 ans wait behind, OMC
ATC: OMC, Wind 300 degrees 8 knots Runway 26 cleared for take off
Pilot: Runway 26 cleared for take off, OMC
ATC: OMC, departure time 16, report MIKE2
Pilot: departure time 16, wilco, OMC
Pilot: OMC, MIKE2 3500ft
ATC: OMC, traffic information, DA40, 10 o´clock, 2 Miles, opposite direction, 200ft aboce report in sight
Pilot: traffic in sight, OMC
Pilot: OMC, MIKE1, 4000ft, request to leave frequency
ATC: OMC, frequency change approved

====Abflug von einen unkontrollierten Flugplatz====
Pilot: Wiener Neustadt Aedome, OEEOK
ATC: OEEOK, Wiener Neustadt Aerodome, go ahed
Pilot, OEEOK, at Hangar 2, request departure information
ATC: OOK, departure Runway 09, QNH1008
Pilot: departure Runway 09, QNH1008, taxiing to Holding Point Delta via Alpha
Pilot: OOK, at Holding Point Delta Runway 08, ready for departure, departing via Hotel
ATC: OOK, understood, Winbd 120 degrees 8 knots maximum 15 knots take off at own discretion, traffic on short final runway Runway 09
Pilot: Understood, behind landing traffic, take off Runway 09 at own discretion, will report Hotel
ATC: OOK, departure time 56, traffic in traffic circuit Runway 09, no factor
Pilot: traffic in sight, OOK
Pilot: OOk, Hotel, 1500ft leaving the frequency

====Anflug auf einen kontrollierten Flugplatz====
Pilot: Klagenfurt Tower, OEADS
ATC: OEADS, Klagenfurt Tower, go ahead
Pilot: OEADS, Information Quebec, Short before W1, transponder 7000, in 4000ft descending 3500ft, for landing
ATC: ODS, enter Controlzone via W1, Sector West in 3500ft or below, Squawk 7000, QNH1038, expect Runway 10L
Pilot: entering Contrlzone via W1, Sector West in 3500ft or below, Squawk 7000, QNH1038, expecting Runway 10L, ODS
ATC: ODS, enter right base Runway 10L
Pilot: entering base Runway 10L
ATC: ODS: Wind 120 degrees 8 knots Runway 10L, cleared to land, backtrack approved, vacate via Charlie
Pilot: Runway 10L cleared to land, backtrack approved, vacating Runway via Charlie, ODS
ATC: ODS, landing time 42, taxi apron via Charlie
Pilot: landing time 42, taxiing apron via Charlie, ODS

====Anflug auf einen unkontrollierten Flugplatz====
Pilot: Wels Aerodome, OECPH
ATC: OECPH, Wels Aerodome, go ahead
Pilot: OECPH, C150, VFR flight from Niederöblarn to your airflied, short before Echo, transponder 7000, in 2000ft, request landing information
ATC: OPH, QNH 1004, active Runway 26R
Pilot: QNH1004, active Runway 26R, OPH
ATC: OPH, no traffic in the vicintiy, join base runway 26R
Pilot: joining base Runway 26R, OPH
Pilot: OPH, final Runway 26R
ATC: OPH, Wind 240 degrees 6 knots, Runway 26R landing at own discresion
Pilot: Runway 26R landing at own discretion
ATC: OPH, landing time 51, taxi to the Hangar via A
Pilot: landing time 51, taxiing to the Hangar via A, OPH

====FIS====
Pilot: Wien Information, OEDCM
ATC: OEDCM, Wien Information go ahead
Pilot: OEDCM, DA40, VFR flight from Vöslau to Wels, short after Klosterneuburg, Transponder 7000, in 2500ft, request traffic information
ATC: OCM, QNH1006, no traffic in your area
Pilot: Wien Info OCM
ATC: OCM, Wien Info go ahead
Pilot: OCM, request weather information Linz
ATC: OCM, Weather information Linz, observation time 2150, Wind 260 degrees 4 knots, visibility more than 10 kilometers, Clouds few 2000ft, broken 3500ft. scaterred 5000ft, Temperture 6, dew point -2, QNH 1025
Pilot: is copied, OCM
Pilot: OCM short before Sierra, leaving the frequency
ATC: OCM is copied

=Special- und Night VFR=
==Night VFR==
Man kann auch unter den Sichtflugbedingungen für VFR als Pilot fliegen, dafür besuche diesen Link ([https://wiki.vacc-austria.org/index.php/Night_VFR])
==Special VFR==
Auch während der Nacht ist ein Flug als VFR Flug möglich, für details, besuche den Link ([https://wiki.vacc-austria.org/index.php/Special_VFR])

LOWW Primer

2022-01-26T08:48:13Z

Patrick Weineis: /* APP Position */

=About this Document=

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

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

AIRAC status is 1704 (May 2017).

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

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

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

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

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

== Taxiways ==

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

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

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

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

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

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

[[File:29only.jpg]]

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

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

[[File:29-34.jpg]]

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

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

[[File:11-16.jpg]]

== Taxiing with 29-16 ==

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

[[File:29-16.jpg]]

== Deicing ==

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

What I must do if pilot request deicing?

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

== Restrictions to Ground Movement ==

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

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

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

[[File:LOWW_ILS29.jpg]]

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

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

= TWR Position =

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

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

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

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

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

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

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

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

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

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

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

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

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

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

= APP Position =

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

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

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

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

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

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

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

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

LOWW - High Traffic Procedures

2022-01-26T08:47:20Z

Patrick Weineis: /* LOWW_F/D_APP (Director) */

==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_P_APP || LOWW_M_APP || LOWW_F_APP || LOWW_D_APP
|-
|134.670 || 118.770 || 129.050 || 125.170 || 119.800 || 132.470
|-
|GND-FL245 || GND-FL245 || GND-FL245 || GND-FL245 || 1st Arrival||2nd Arrival
|-
|BALAD Area || NERDU Area || PESAT Area || MABOD Area || Rwy16/34 || Rwy11/29

|}
The decision which sectors are used shall be based on traffic Situation.

If LOWW_APP and LOWW_N_APP is online, Euroscope will detect a North/South Split.

==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_APP from LOVV_ CTR according to these guidelines:
{|class="prettytable"
| BARUG || NIGSI
|-
| FL170 || FL180
|}
* 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 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 Approach 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 132.600</center>
| <center>-> LOVV_L_CTR or APP</center>

|-
| <center><nowiki>FL165 </nowiki></center>
| <center><nowiki><FL125</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 ''Approach 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'' assigning the Transition or Vector in the TAG.''

''This also indicates that the expected runway has been communicated to the pilot.''

===LOWW_APP===
====Departures====
Departures should be identified and climbed to FL240 or RFL if lower. Directs to SID endpoints are possible without prior coordination. ''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 Arrival. 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 Arrival is 220 kn and altitude of 8.000ft

LOWW_APP and LOWW_F/D_APP are working closely together, so communication between them is very important.

===LOWW_F/D_APP (Arrival)===
The Arrival 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===
{| 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>

|}
''If the stack exceeds FL150 LOVV_CTR has to be informed immediately.'' From this point on aircraft should be ''handed off to LOWW_N/S_APP at FL240 or RFL'' 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, Approach should inform LOVV_CTR.

Approach 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]]

LOWW - High Traffic Procedures

2022-01-26T08:46:53Z

Patrick Weineis: /* Arrivals */

==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_P_APP || LOWW_M_APP || LOWW_F_APP || LOWW_D_APP
|-
|134.670 || 118.770 || 129.050 || 125.170 || 119.800 || 132.470
|-
|GND-FL245 || GND-FL245 || GND-FL245 || GND-FL245 || 1st Arrival||2nd Arrival
|-
|BALAD Area || NERDU Area || PESAT Area || MABOD Area || Rwy16/34 || Rwy11/29

|}
The decision which sectors are used shall be based on traffic Situation.

If LOWW_APP and LOWW_N_APP is online, Euroscope will detect a North/South Split.

==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_APP from LOVV_ CTR according to these guidelines:
{|class="prettytable"
| BARUG || NIGSI
|-
| FL170 || FL180
|}
* 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 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 Approach 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 132.600</center>
| <center>-> LOVV_L_CTR or APP</center>

|-
| <center><nowiki>FL165 </nowiki></center>
| <center><nowiki><FL125</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 ''Approach 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'' assigning the Transition or Vector in the TAG.''

''This also indicates that the expected runway has been communicated to the pilot.''

===LOWW_APP===
====Departures====
Departures should be identified and climbed to FL240 or RFL if lower. Directs to SID endpoints are possible without prior coordination. ''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 Arrival. 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 Arrival is 220 kn and altitude of 8.000ft

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===
{| 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>

|}
''If the stack exceeds FL150 LOVV_CTR has to be informed immediately.'' From this point on aircraft should be ''handed off to LOWW_N/S_APP at FL240 or RFL'' 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, Approach should inform LOVV_CTR.

Approach 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]]

LOWW - High Traffic Procedures

2022-01-26T08:46:17Z

Patrick Weineis: /* Arrivals */

==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_P_APP || LOWW_M_APP || LOWW_F_APP || LOWW_D_APP
|-
|134.670 || 118.770 || 129.050 || 125.170 || 119.800 || 132.470
|-
|GND-FL245 || GND-FL245 || GND-FL245 || GND-FL245 || 1st Arrival||2nd Arrival
|-
|BALAD Area || NERDU Area || PESAT Area || MABOD Area || Rwy16/34 || Rwy11/29

|}
The decision which sectors are used shall be based on traffic Situation.

If LOWW_APP and LOWW_N_APP is online, Euroscope will detect a North/South Split.

==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_APP from LOVV_ CTR according to these guidelines:
{|class="prettytable"
| BARUG || NIGSI
|-
| FL170 || FL180
|}
* 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 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 Approach 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 132.600</center>
| <center>-> LOVV_L_CTR or APP</center>

|-
| <center><nowiki>FL165 </nowiki></center>
| <center><nowiki><FL125</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 ''Approach 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'' assigning the Transition or Vector in the TAG.''

''This also indicates that the expected runway has been communicated to the pilot.''

===LOWW_APP===
====Departures====
Departures should be identified and climbed to FL240 or RFL if lower. Directs to SID endpoints are possible without prior coordination. ''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 Arrival. 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 of 8.000ft

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===
{| 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>

|}
''If the stack exceeds FL150 LOVV_CTR has to be informed immediately.'' From this point on aircraft should be ''handed off to LOWW_N/S_APP at FL240 or RFL'' 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, Approach should inform LOVV_CTR.

Approach 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]]

LOWW - High Traffic Procedures

2022-01-26T08:44:56Z

Patrick Weineis: /* General */

==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_P_APP || LOWW_M_APP || LOWW_F_APP || LOWW_D_APP
|-
|134.670 || 118.770 || 129.050 || 125.170 || 119.800 || 132.470
|-
|GND-FL245 || GND-FL245 || GND-FL245 || GND-FL245 || 1st Arrival||2nd Arrival
|-
|BALAD Area || NERDU Area || PESAT Area || MABOD Area || Rwy16/34 || Rwy11/29

|}
The decision which sectors are used shall be based on traffic Situation.

If LOWW_APP and LOWW_N_APP is online, Euroscope will detect a North/South Split.

==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_APP from LOVV_ CTR according to these guidelines:
{|class="prettytable"
| BARUG || NIGSI
|-
| FL170 || FL180
|}
* 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 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 Approach 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 132.600</center>
| <center>-> LOVV_L_CTR or APP</center>

|-
| <center><nowiki>FL165 </nowiki></center>
| <center><nowiki><FL125</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 ''Approach 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'' assigning the Transition or Vector in the TAG.''

''This also indicates that the expected runway has been communicated to the pilot.''

===LOWW_APP===
====Departures====
Departures should be identified and climbed to FL240 or RFL if lower. Directs to SID endpoints are possible without prior coordination. ''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 of 8.000ft

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===
{| 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>

|}
''If the stack exceeds FL150 LOVV_CTR has to be informed immediately.'' From this point on aircraft should be ''handed off to LOWW_N/S_APP at FL240 or RFL'' 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, Approach should inform LOVV_CTR.

Approach 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]]

Study Guide: Approach

2022-01-26T08:43:39Z

Patrick Weineis: /* LOWW */

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

= General =

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

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

----

= General radar procedures =

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

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

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

Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode.

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

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

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

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

Weitere Informationen: [[Radar_Identification|Radar Identification]]

----

=== Position information ===

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

----

=== Vectoring of Aircrafts ===

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

----

=== Usage of directs ===

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

----

= Separation =

=== Vertical separation ===

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

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

----

=== Lateral separation ===

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

----

=== Wake turbulence separation ===

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

===== Takeoff =====

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

===== Landing =====

{| style="width: 415px; height: 256px;" class="wikitable"
|-
! Preceding aircraft
! Following aircraft
! Minimum radar separation
|-
| rowspan="4" | Super
| Super
| 4 [[Nautical mile|NM]]
|-
| Heavy
| 6 NM
|-
| 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. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.

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

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

----

= Phraseology =

A ...Pilot G...ATC 

==== Approach ====

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

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

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

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

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

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

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

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

 

==== Go around ====

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

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

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

==== Vectoring ====

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

==== Speed instructions: ====

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

==== Flight rules ====

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

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

G: CLEARED NIGHT VFR G: CLEARED SPECIAL VFR 

= FAQs =

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

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

 

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

 

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

 

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

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

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

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

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

 

= References =

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

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

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

 

 

= Local Procedures =

== LOWW ==

Frequencies: (called Wien Radar)

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

'''Limits'''

- vertikal: GND - FL245

'''preferred RWY configurations'''

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

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

== LOWI ==

Frequencies: 119.27

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*LOC/DME West via KTI FL130 over KUDAV

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

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

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

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

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

== LOWG ==

Frequencies: 119.3

Transition Altitude: 10000ft

'''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

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

== LOWK ==

Frequencies: 126.825

Transition Altitude: 10000ft

'''Limits'''

- vertikal: GND - FL165

'''Arrivals'''

*ILS 28

*NDB-DME 28

*NDB-DME 10

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

'''hand/over'''

*LJLA_CTR via REKTI FL160

*LOVV_CTR FL160

== LOWS ==

Frequencies: 123.720 Transition Altitude: 10000ft

Limits

- vertikal: GND - FL125

Arrivals

ILS 15 NDB 15  visual 33 hand/over

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

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

 

== LOWL ==

Frequencies: 129.620 Transition Altitude: 10000ft

Limits

- vertikal: GND - FL165

Arrivals

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

hand/over

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

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

==References==

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

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

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

* [[Radar_Identification|Radar Identification]]

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

Visibility ranges

2021-12-20T19:17:14Z

Patrick Weineis:

== VATSIM Code of Conduct § C8: ==

All Air Traffic Controllers (ATC) are required to set an appropriate visibility range for the position they are manning. The maximum ranges for a given position shall be based on the following table:

*'''Delivery''': max. 20 nm
*'''Ground '''Control: max. 20 nm
*'''Tower '''Control: max. 50 nm
*'''Approach '''Control: max. 150 nm
*'''Center''' Control: max. 600 nm

Controllers are not permitted to set visibility ranges higher than the maximum ranges set forth in the above table unless they have prior written approval from the VATSIM.net Board of Governors, Network Administrators or Network Supervisors. Controllers found violating this rule shall be first warned to lower their visibility ranges to the maximum range for their ATC position. Controllers who repeatedly violate this rule are subject to the procedures set forth in Article VI. of the VATSIM.net Code of Regulations which could result in removal from VATSIM and revocation of their Certificate Number.

Approved Flight Service Stations, as specified in Appendix B of the VATSIM [https://www.vatsim.net/documents/global-ratings-policy#Appendix%20B Global Rating Policy]. Network Supervisors and Network Administrators operating in furtherance of their duties are not subject to this rule.

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

Teamspeak

2021-12-20T19:03:41Z

Patrick Weineis:

Teamspeak is a voice chat client for the use of communication with friends, pilots and controllers, as well as a trainings tool. Teamspeak is further used for the coordination with other active ATC stations. Active ATC controllers are required to use Teamspeak while on station.

== Teamspeak 3 ==

Download the [http://www.teamspeak.com/?page=downloads Teamspeak 3 Client (32 or 64 bit)] and follow the installation routine.

Before we can set up the client we need to set up the permission token, so that the server can connect the Teamspeak-User with the vACC registration.

To receive the permission key you have to log in on the [http://www.vacc-austria.org vACC Austria homepage]. Then you go via [http://vacc-austria.org/?page=content/teamspeak3 Members -> My Teamspeak3] and press the link '''Create bookmark and connect'''. This link creates a bookmark in your Teamspeak3 Client with the correct permission token. When you first connect, the server checks the token against the database and grants you the corresponding server groups.

Squawk Codes

2021-12-20T19:02:54Z

Patrick Weineis: /* General Codes on VATSIM */

== General Codes on VATSIM ==
<tt>
* 7700: [[https://wiki.vacc-austria.org/index.php/Emergency_procedures Emergency]]
* 7600: [[https://wiki.vacc-austria.org/index.php/Emergency_procedures Radio Failure]]
* 7500: Hijacking (do not use on VATSIM!)</tt>

== Codes for Austria ==

=== Airports ===
* <tt>LOVV: 4000 - 4077</tt>
* <tt>LOWW: 4600 - 4620</tt>
* <tt>LOWL: 4621 - 4630</tt>
* <tt>LOWG: 4631 - 4640</tt>
* <tt>LOWK: 4641 - 4650</tt>
* <tt>LOWS: 4651 - 4660</tt>
* <tt>LOWI: 4661 - 4677</tt>

=== Other ===
<tt>
* VFR: 7000
* BMI: 1572
* CHR: 1657
* Military: 5001 - 5077
* Mode-S: 1000
</tt>

=== Open ===
Following Codes are for open use, for example for events if the standard codes are not enough:
<tt>
* 4000 - 4077
</tt>
[[Category:Documents]][[Category:Training]][[Category:Controller]][[Category:Pilots]]

Squawk Codes

2021-12-20T19:02:11Z

Patrick Weineis: /* Airports */

== General Codes on VATSIM ==
<tt>
* 7700: [[Emergency]]
* 7600: [[Radio Failure]]
* 7500: Hijacking (do not use on VATSIM!)</tt>

== Codes for Austria ==

=== Airports ===
* <tt>LOVV: 4000 - 4077</tt>
* <tt>LOWW: 4600 - 4620</tt>
* <tt>LOWL: 4621 - 4630</tt>
* <tt>LOWG: 4631 - 4640</tt>
* <tt>LOWK: 4641 - 4650</tt>
* <tt>LOWS: 4651 - 4660</tt>
* <tt>LOWI: 4661 - 4677</tt>

=== Other ===
<tt>
* VFR: 7000
* BMI: 1572
* CHR: 1657
* Military: 5001 - 5077
* Mode-S: 1000
</tt>

=== Open ===
Following Codes are for open use, for example for events if the standard codes are not enough:
<tt>
* 4000 - 4077
</tt>
[[Category:Documents]][[Category:Training]][[Category:Controller]][[Category:Pilots]]

Squawk Codes

2021-12-20T19:01:48Z

Patrick Weineis: /* Other */

== General Codes on VATSIM ==
<tt>
* 7700: [[Emergency]]
* 7600: [[Radio Failure]]
* 7500: Hijacking (do not use on VATSIM!)</tt>

== Codes for Austria ==

=== Airports ===
* <tt>[[LOVV]]: 4000 - 4077</tt>
* <tt>[[LOWW]]: 4600 - 4620</tt>
* <tt>[[LOWL]]: 4621 - 4630</tt>
* <tt>[[LOWG]]: 4631 - 4640</tt>
* <tt>[[LOWK]]: 4641 - 4650</tt>
* <tt>[[LOWS]]: 4651 - 4660</tt>
* <tt>[[LOWI]]: 4661 - 4677</tt>

=== Other ===
<tt>
* VFR: 7000
* BMI: 1572
* CHR: 1657
* Military: 5001 - 5077
* Mode-S: 1000
</tt>

=== Open ===
Following Codes are for open use, for example for events if the standard codes are not enough:
<tt>
* 4000 - 4077
</tt>
[[Category:Documents]][[Category:Training]][[Category:Controller]][[Category:Pilots]]

Squawk Codes

2021-12-20T19:01:10Z

Patrick Weineis: /* Airports */

== General Codes on VATSIM ==
<tt>
* 7700: [[Emergency]]
* 7600: [[Radio Failure]]
* 7500: Hijacking (do not use on VATSIM!)</tt>

== Codes for Austria ==

=== Airports ===
* <tt>[[LOVV]]: 4000 - 4077</tt>
* <tt>[[LOWW]]: 4600 - 4620</tt>
* <tt>[[LOWL]]: 4621 - 4630</tt>
* <tt>[[LOWG]]: 4631 - 4640</tt>
* <tt>[[LOWK]]: 4641 - 4650</tt>
* <tt>[[LOWS]]: 4651 - 4660</tt>
* <tt>[[LOWI]]: 4661 - 4677</tt>

=== Other ===
<tt>
* [[VFR]]: 7000
* [[BMI]]: 1572
* [[CHR]]: 1657
* [[Military]]: 5001 - 5077
* [[Mode-S]]: 1000
</tt>

=== Open ===
Following Codes are for open use, for example for events if the standard codes are not enough:
<tt>
* 4000 - 4077
</tt>
[[Category:Documents]][[Category:Training]][[Category:Controller]][[Category:Pilots]]

LOWW - High Traffic Procedures

2021-12-20T18:51:12Z

Patrick Weineis: /* Arrivals */

==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_P_APP || LOWW_M_APP || LOWW_F_APP || LOWW_D_APP
|-
|134.670 || 118.770 || 129.050 || 125.170 || 119.800 || 132.470
|-
|GND-FL245 || GND-FL245 || GND-FL245 || GND-FL245 || 1st Director||2nd Director
|-
|BALAD Area || NERDU Area || PESAT Area || MABOD Area || Rwy16/34 || Rwy11/29

|}
The decision which sectors are used shall be based on traffic Situation.

If LOWW_APP and LOWW_N_APP is online, Euroscope will detect a North/South Split.

==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_APP from LOVV_ CTR according to these guidelines:
{|class="prettytable"
| BARUG || NIGSI
|-
| FL170 || FL180
|}
* 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 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 Approach 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 132.600</center>
| <center>-> LOVV_L_CTR or APP</center>

|-
| <center><nowiki>FL165 </nowiki></center>
| <center><nowiki><FL125</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 ''Approach 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'' assigning the Transition or Vector in the TAG.''

''This also indicates that the expected runway has been communicated to the pilot.''

===LOWW_APP===
====Departures====
Departures should be identified and climbed to FL240 or RFL if lower. Directs to SID endpoints are possible without prior coordination. ''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 of 8.000ft

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===
{| 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>

|}
''If the stack exceeds FL150 LOVV_CTR has to be informed immediately.'' From this point on aircraft should be ''handed off to LOWW_N/S_APP at FL240 or RFL'' 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, Approach should inform LOVV_CTR.

Approach 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]]

LOWW - High Traffic Procedures

2021-12-20T18:50:02Z

Patrick Weineis: /* LOWW_APP (Lower) */

==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_P_APP || LOWW_M_APP || LOWW_F_APP || LOWW_D_APP
|-
|134.670 || 118.770 || 129.050 || 125.170 || 119.800 || 132.470
|-
|GND-FL245 || GND-FL245 || GND-FL245 || GND-FL245 || 1st Director||2nd Director
|-
|BALAD Area || NERDU Area || PESAT Area || MABOD Area || Rwy16/34 || Rwy11/29

|}
The decision which sectors are used shall be based on traffic Situation.

If LOWW_APP and LOWW_N_APP is online, Euroscope will detect a North/South Split.

==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_APP from LOVV_ CTR according to these guidelines:
{|class="prettytable"
| BARUG || NIGSI
|-
| FL170 || FL180
|}
* 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 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 Approach 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 132.600</center>
| <center>-> LOVV_L_CTR or APP</center>

|-
| <center><nowiki>FL165 </nowiki></center>
| <center><nowiki><FL125</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 ''Approach 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'' assigning the Transition or Vector in the TAG.''

''This also indicates that the expected runway has been communicated to the pilot.''

===LOWW_APP===
====Departures====
Departures should be identified and climbed to FL240 or RFL if lower. Directs to SID endpoints are possible without prior coordination. ''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>10000 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===
{| 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>

|}
''If the stack exceeds FL150 LOVV_CTR has to be informed immediately.'' From this point on aircraft should be ''handed off to LOWW_N/S_APP at FL240 or RFL'' 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, Approach should inform LOVV_CTR.

Approach 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]]

LOWW - High Traffic Procedures

2021-12-20T18:49:41Z

Patrick Weineis: /* Setting up holdings */

==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_P_APP || LOWW_M_APP || LOWW_F_APP || LOWW_D_APP
|-
|134.670 || 118.770 || 129.050 || 125.170 || 119.800 || 132.470
|-
|GND-FL245 || GND-FL245 || GND-FL245 || GND-FL245 || 1st Director||2nd Director
|-
|BALAD Area || NERDU Area || PESAT Area || MABOD Area || Rwy16/34 || Rwy11/29

|}
The decision which sectors are used shall be based on traffic Situation.

If LOWW_APP and LOWW_N_APP is online, Euroscope will detect a North/South Split.

==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_APP from LOVV_ CTR according to these guidelines:
{|class="prettytable"
| BARUG || NIGSI
|-
| FL170 || FL180
|}
* 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 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 Approach 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 132.600</center>
| <center>-> LOVV_L_CTR or APP</center>

|-
| <center><nowiki>FL165 </nowiki></center>
| <center><nowiki><FL125</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 ''Approach 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'' assigning the Transition or Vector in the TAG.''

''This also indicates that the expected runway has been communicated to the pilot.''

===LOWW_APP (Lower)===
====Departures====
Departures should be identified and climbed to FL240 or RFL if lower. Directs to SID endpoints are possible without prior coordination. ''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>10000 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===
{| 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>

|}
''If the stack exceeds FL150 LOVV_CTR has to be informed immediately.'' From this point on aircraft should be ''handed off to LOWW_N/S_APP at FL240 or RFL'' 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, Approach should inform LOVV_CTR.

Approach 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]]

LOWW - High Traffic Procedures

2021-12-20T18:47:23Z

Patrick Weineis: /* Departures */

==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_P_APP || LOWW_M_APP || LOWW_F_APP || LOWW_D_APP
|-
|134.670 || 118.770 || 129.050 || 125.170 || 119.800 || 132.470
|-
|GND-FL245 || GND-FL245 || GND-FL245 || GND-FL245 || 1st Director||2nd Director
|-
|BALAD Area || NERDU Area || PESAT Area || MABOD Area || Rwy16/34 || Rwy11/29

|}
The decision which sectors are used shall be based on traffic Situation.

If LOWW_APP and LOWW_N_APP is online, Euroscope will detect a North/South Split.

==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_APP from LOVV_ CTR according to these guidelines:
{|class="prettytable"
| BARUG || NIGSI
|-
| FL170 || FL180
|}
* 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 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 Approach 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 132.600</center>
| <center>-> LOVV_L_CTR or APP</center>

|-
| <center><nowiki>FL165 </nowiki></center>
| <center><nowiki><FL125</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 ''Approach 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'' assigning the Transition or Vector in the TAG.''

''This also indicates that the expected runway has been communicated to the pilot.''

===LOWW_APP (Lower)===
====Departures====
Departures should be identified and climbed to FL240 or RFL if lower. Directs to SID endpoints are possible without prior coordination. ''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>10000 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===
{| 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>

|}
''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, Approach should inform LOVV_CTR.

Approach 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]]

LOWW - High Traffic Procedures

2021-12-20T18:45:43Z

Patrick Weineis: /* Departures */

==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_P_APP || LOWW_M_APP || LOWW_F_APP || LOWW_D_APP
|-
|134.670 || 118.770 || 129.050 || 125.170 || 119.800 || 132.470
|-
|GND-FL245 || GND-FL245 || GND-FL245 || GND-FL245 || 1st Director||2nd Director
|-
|BALAD Area || NERDU Area || PESAT Area || MABOD Area || Rwy16/34 || Rwy11/29

|}
The decision which sectors are used shall be based on traffic Situation.

If LOWW_APP and LOWW_N_APP is online, Euroscope will detect a North/South Split.

==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_APP from LOVV_ CTR according to these guidelines:
{|class="prettytable"
| BARUG || NIGSI
|-
| FL170 || FL180
|}
* 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 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 Approach 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 132.600</center>
| <center>-> LOVV_L_CTR or APP</center>

|-
| <center><nowiki>FL165 </nowiki></center>
| <center><nowiki><FL125</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 ''Approach 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'' assigning the Transition or Vector in the TAG.''

''This also indicates that the expected runway has been communicated to the pilot.''

===LOWW_APP (Lower)===
====Departures====
Departures should be identified and climbed to 10000ft or RCL if lower. Directs to SID endpoints are possible without prior coordination if the aircraft does not climb above 10000ft 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>10000 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===
{| 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>

|}
''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, Approach should inform LOVV_CTR.

Approach 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]]

LOWW - High Traffic Procedures

2021-12-20T18:43:23Z

Patrick Weineis: /* LOVV_CTR */

==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_P_APP || LOWW_M_APP || LOWW_F_APP || LOWW_D_APP
|-
|134.670 || 118.770 || 129.050 || 125.170 || 119.800 || 132.470
|-
|GND-FL245 || GND-FL245 || GND-FL245 || GND-FL245 || 1st Director||2nd Director
|-
|BALAD Area || NERDU Area || PESAT Area || MABOD Area || Rwy16/34 || Rwy11/29

|}
The decision which sectors are used shall be based on traffic Situation.

If LOWW_APP and LOWW_N_APP is online, Euroscope will detect a North/South Split.

==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_APP from LOVV_ CTR according to these guidelines:
{|class="prettytable"
| BARUG || NIGSI
|-
| FL170 || FL180
|}
* 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 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 Approach 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 ''Approach 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'' assigning the Transition or Vector in the TAG.''

''This also indicates that the expected runway has been communicated to the pilot.''

===LOWW_APP (Lower)===
====Departures====
Departures should be identified and climbed to 10000ft or RCL if lower. Directs to SID endpoints are possible without prior coordination if the aircraft does not climb above 10000ft 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>10000 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===
{| 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>

|}
''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, Approach should inform LOVV_CTR.

Approach 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]]

LOWI for pilots checklist

2021-12-20T18:37:35Z

Patrick Weineis: /* 2.2 LOC DME West approach */

= About this document =

This wiki page is an addition to the [[LOWI for pilots]] tutorial. The tutorial explains the logic and the procedures to land in Innsbruck, Austria. This checklist is intended to help when approaching, just quoting the necessary steps for the most popular approaches with IFR flight rule. It implies that your aircraft is equipped to fly a VOR radial and intercept an ILS (procedures differ, as some modern aircraft all program it into the FMC - in this checklist, we assume manual settings of VOR frequency and OBS).

= 1. On Cruise =

# Get the charts ready from [[http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]]
# See the [[http://charts.vacc-austria.org/LOWI/LOWI_Arrival_STAR_07082012.pdf STAR chart]] and see your flight plan, where you come in: via RTT NDB, BRENO or ELMEM.
# Get Innsbruck ATIS (126.02) if available, or Innsbruck METAR for local QNH.
# Calculate your TOD point to arrive at the desired level (RTT: 9500ft; ELMEM: 13.000ft or other told by ATC, all local QNH)

= 2. Approach =

== 2.1 LOC DME East approach ==
# Have the [[https://www.vacc-austria.org/index.php?page=content/chartlist&icao=LOWI LOC DME East Approach chart]] visible at all times
# Tune VOR receiver 1 to OEV 111.10
# Set OBS 1 to follow to 254°
# Tune NDB receiver 2 to RUM NDB (320) for go-around, step 1
# Tune NDB receiver 1 to RTT NDB (303) for go-around, step 2
# Set radio altimeter to decision height of 2510ft above ground
# Descend to reach RTT NDB at 9.500ft (local QNH) or at level told by ATC.
# Reduce speed 220kt or less
# If necessary, enter holding: Right turn, 226° inbound radial, 1 minute
# When cleared LOC DME East approach, leave RTT at 210°, ready to intercept 254° radial OEV 111.10
# Prepare aircraft to reach speed below 165kt by MAPt=dme6,3 OEV (for heavy aircraft, this might be as early as now!)
# Intercept 254° radial towards OEV 111.10
# Intercept glideslope and monitor descent following the table at the bottom of the chart
# Have the [[https://www.vacc-austria.org/index.php?page=content/chartlist&icao=LOWI Innsbruck Visual Approach Chart]] visible until touchdown
# If necessary, clarify, which runway to land (Tower will tell you on initial contact)
# Approaching MAPt, verify altitude about 4400ft, speed 165kt or below and runway in sight, if not: go around (see below)
# Switch off autopilot now

=== 2.1.1 Landing Runway 26 ===
# Check landing clearance at MAPt (or late clearance), if not: go around
# Flaps down, gear down, landing speed
# fly manually a dog's leg (left-right) over Innsbruck to meet extended centerline runway 26, manually following the OEV glideslope.
# land and brake hard for a short landing, avoiding a backtrack (makes life for controllers easier).

=== 2.1.2 Landing Runway 08 ===
# keep visual distance from terrain at all times until touchdown
# at 4,2dme OEV, turn left 230° roughly, descending to 3.700-4000ft.
# set radio altimeter at 400ft above ground (helps you maintaining 3700ft or more)
# Before INN NDB, turn right (visually) parallel to the runway, watch DME OEV decrease and then increase to 3,5nm DME OEV
# reduce to landing speed, gear down
# At 3,5nm DME OEV or visually, turn right and descend for final runway 08
# Verify landing clearance - If not: go-around on LLZ OEV 074° until D14.0 OEV, then direct RTT to enter holding at RTT NDB at 9.500ft
# land and brake hard to be able to vacate via B (makes controllers smile)

=== Go Around LOC DME East ===
# Verify Autopilot OFF
# climb on LLZ OEV (111.10, course 254°) with max rate of climb and speed below 165kt
# At 1nm DME OEV, left turn to 060° to RUM NDB (it's in NDB receiver 2!)
# Rejoin outbound OEV radial (074°) and continue climb with max gradient
# At 14nm DME OEV, turn to RTT NDB (it's in NDB receiver 1!) and enter holding at 9500ft

== 2.2 LOC DME West approach ==
# Have the [[https://www.vacc-austria.org/index.php?page=content/chartlist&icao=LOWI LOC DME West Approach chart]] visible at all times
# set radio altimeter to decision height of 2.510ft above ground
# Descend to reach ELMEM at 13.000 (local QNH) or at level told by ATC with speed 250kt or less. From the South, fly a teardrop entry towards ELMEM.
# Tune OEJ VOR (109,70) into VOR receiver 1 (NOT OEV!)
# Tune OBS 1 to 066°
# Tune RTT NDB (303) into NDB Receiver 2 (for go-around)
# If necessary, enter holding over ELMEM: Inbound radial 104°, left turn, 1 minute
# When cleared LOC DME West approach, leave ELMEM at 104°, ready to catch 066° inbound radial OEJ, descend to 11.500ft
# Prepare aircraft to reach RUM NDB at 165kt or below (this could be as early as now!)
# Catch 066° inbound radial OEJ
# Descend with v/s following the table on the bottom of the approach chart (no glideslope!)
# When approaching RUM NDB, verify speed 165kt or less, altitude 5.000ft and clearance, which runway to approach - otherwise: go around
# Have the [[https://www.vacc-austria.org/index.php?page=content/chartlist&icao=LOWI Visual Approach Chart]] visible until touchdown
# Disconnect Autopilot now

=== 2.2.1 Visual for runway 26 ===
# at RUM NDB, verify further clearance - if not: go around
# sharp Right turn (25+°) until runway in sight
# descend and land, brake hard to vacate via A (makes controllers happy)

=== 2.2.2 Visual for runway 08 ===
# keep visual distance from terrain at all times until touchdown
# AT RUM NDB, right turn towards INN NDB
# Descend to 3.700-4000ft.
# set radio altimeter to 400ft above ground
# Before INN NDB, turn right parallel to the runway (about 267°, but maintain visual separation from terrain!), watch DME OEJ increase to 14,1nm DME OEJ
# flaps full, gear down
# At 14,1nm DME OEJ or visually, turn right and descend for final runway 08
# Verify landing clearance - If not: go-around: Max rate of climb on runway heading until intercept 66° inbound radial OEJ (for the rest, see next section below)
# land and brake hard to be able to vacate via B (makes controllers smile)

=== Go-around LOC DME West ===
# Max rate of climb
# Continue inbound radial 66° OEJ and outbound radial 064° OEJ until 9.500ft
# fly past RTT NDB for 1 minute, left "teardrop" entry into holding over RTT, right around, inbound radial 226°, 1 minute.

LOWI for pilots checklist

2021-12-20T18:37:12Z

Patrick Weineis: /* 2.1 LOC DME East approach */

= About this document =

This wiki page is an addition to the [[LOWI for pilots]] tutorial. The tutorial explains the logic and the procedures to land in Innsbruck, Austria. This checklist is intended to help when approaching, just quoting the necessary steps for the most popular approaches with IFR flight rule. It implies that your aircraft is equipped to fly a VOR radial and intercept an ILS (procedures differ, as some modern aircraft all program it into the FMC - in this checklist, we assume manual settings of VOR frequency and OBS).

= 1. On Cruise =

# Get the charts ready from [[http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]]
# See the [[http://charts.vacc-austria.org/LOWI/LOWI_Arrival_STAR_07082012.pdf STAR chart]] and see your flight plan, where you come in: via RTT NDB, BRENO or ELMEM.
# Get Innsbruck ATIS (126.02) if available, or Innsbruck METAR for local QNH.
# Calculate your TOD point to arrive at the desired level (RTT: 9500ft; ELMEM: 13.000ft or other told by ATC, all local QNH)

= 2. Approach =

== 2.1 LOC DME East approach ==
# Have the [[https://www.vacc-austria.org/index.php?page=content/chartlist&icao=LOWI LOC DME East Approach chart]] visible at all times
# Tune VOR receiver 1 to OEV 111.10
# Set OBS 1 to follow to 254°
# Tune NDB receiver 2 to RUM NDB (320) for go-around, step 1
# Tune NDB receiver 1 to RTT NDB (303) for go-around, step 2
# Set radio altimeter to decision height of 2510ft above ground
# Descend to reach RTT NDB at 9.500ft (local QNH) or at level told by ATC.
# Reduce speed 220kt or less
# If necessary, enter holding: Right turn, 226° inbound radial, 1 minute
# When cleared LOC DME East approach, leave RTT at 210°, ready to intercept 254° radial OEV 111.10
# Prepare aircraft to reach speed below 165kt by MAPt=dme6,3 OEV (for heavy aircraft, this might be as early as now!)
# Intercept 254° radial towards OEV 111.10
# Intercept glideslope and monitor descent following the table at the bottom of the chart
# Have the [[https://www.vacc-austria.org/index.php?page=content/chartlist&icao=LOWI Innsbruck Visual Approach Chart]] visible until touchdown
# If necessary, clarify, which runway to land (Tower will tell you on initial contact)
# Approaching MAPt, verify altitude about 4400ft, speed 165kt or below and runway in sight, if not: go around (see below)
# Switch off autopilot now

=== 2.1.1 Landing Runway 26 ===
# Check landing clearance at MAPt (or late clearance), if not: go around
# Flaps down, gear down, landing speed
# fly manually a dog's leg (left-right) over Innsbruck to meet extended centerline runway 26, manually following the OEV glideslope.
# land and brake hard for a short landing, avoiding a backtrack (makes life for controllers easier).

=== 2.1.2 Landing Runway 08 ===
# keep visual distance from terrain at all times until touchdown
# at 4,2dme OEV, turn left 230° roughly, descending to 3.700-4000ft.
# set radio altimeter at 400ft above ground (helps you maintaining 3700ft or more)
# Before INN NDB, turn right (visually) parallel to the runway, watch DME OEV decrease and then increase to 3,5nm DME OEV
# reduce to landing speed, gear down
# At 3,5nm DME OEV or visually, turn right and descend for final runway 08
# Verify landing clearance - If not: go-around on LLZ OEV 074° until D14.0 OEV, then direct RTT to enter holding at RTT NDB at 9.500ft
# land and brake hard to be able to vacate via B (makes controllers smile)

=== Go Around LOC DME East ===
# Verify Autopilot OFF
# climb on LLZ OEV (111.10, course 254°) with max rate of climb and speed below 165kt
# At 1nm DME OEV, left turn to 060° to RUM NDB (it's in NDB receiver 2!)
# Rejoin outbound OEV radial (074°) and continue climb with max gradient
# At 14nm DME OEV, turn to RTT NDB (it's in NDB receiver 1!) and enter holding at 9500ft

== 2.2 LOC DME West approach ==
# Have the [[http://charts.vacc-austria.org/LOWI/LOWI_Approach_LOC%20DME%20West_07082012.pdf LOC DME West Approach chart]] visible at all times
# set radio altimeter to decision height of 2.510ft above ground
# Descend to reach ELMEM at 13.000 (local QNH) or at level told by ATC with speed 250kt or less. From the South, fly a teardrop entry towards ELMEM.
# Tune OEJ VOR (109,70) into VOR receiver 1 (NOT OEV!)
# Tune OBS 1 to 066°
# Tune RTT NDB (303) into NDB Receiver 2 (for go-around)
# If necessary, enter holding over ELMEM: Inbound radial 104°, left turn, 1 minute
# When cleared LOC DME West approach, leave ELMEM at 104°, ready to catch 066° inbound radial OEJ, descend to 11.500ft
# Prepare aircraft to reach RUM NDB at 165kt or below (this could be as early as now!)
# Catch 066° inbound radial OEJ
# Descend with v/s following the table on the bottom of the approach chart (no glideslope!)
# When approaching RUM NDB, verify speed 165kt or less, altitude 5.000ft and clearance, which runway to approach - otherwise: go around
# Have the [[http://charts.vacc-austria.org/LOWI/LOWI_Approach_Visual%20Approach_07082012.pdf Visual Approach Chart]] visible until touchdown
# Disconnect Autopilot now

=== 2.2.1 Visual for runway 26 ===
# at RUM NDB, verify further clearance - if not: go around
# sharp Right turn (25+°) until runway in sight
# descend and land, brake hard to vacate via A (makes controllers happy)

=== 2.2.2 Visual for runway 08 ===
# keep visual distance from terrain at all times until touchdown
# AT RUM NDB, right turn towards INN NDB
# Descend to 3.700-4000ft.
# set radio altimeter to 400ft above ground
# Before INN NDB, turn right parallel to the runway (about 267°, but maintain visual separation from terrain!), watch DME OEJ increase to 14,1nm DME OEJ
# flaps full, gear down
# At 14,1nm DME OEJ or visually, turn right and descend for final runway 08
# Verify landing clearance - If not: go-around: Max rate of climb on runway heading until intercept 66° inbound radial OEJ (for the rest, see next section below)
# land and brake hard to be able to vacate via B (makes controllers smile)

=== Go-around LOC DME West ===
# Max rate of climb
# Continue inbound radial 66° OEJ and outbound radial 064° OEJ until 9.500ft
# fly past RTT NDB for 1 minute, left "teardrop" entry into holding over RTT, right around, inbound radial 226°, 1 minute.

LHCC

2021-12-20T18:35:07Z

Patrick Weineis: Removed redirect to LOA LHCC

[https://www.vacc-austria.org/index.php?page=content/static&id=LOAS LOA LHCC]

EDDM

2021-12-20T18:34:57Z

Patrick Weineis: Removed redirect to LOA EDDM

[https://www.vacc-austria.org/index.php?page=content/static&id=LOAS LOA EDMM]

LKAA

2021-12-20T18:34:47Z

Patrick Weineis: Removed redirect to LOA LKAA

[https://www.vacc-austria.org/index.php?page=content/static&id=LOAS LOA LKAA]

Finally Austria FirWien

2021-12-20T18:30:53Z

Patrick Weineis:

== Das Finally Austria ==
Das Finally Austria ist DAS jährliche Event der ehem. FIR Wien bzw. jetzigen VACC Austria. Es wurde 2007 bereits zum vierten Mal durchgeführt. Das Besondere an diesem Event ist, dass wir zwei Tage lang (bis 2007 bei der Fa. Microsoft Österreich (vielen Dank an Yuri Goldfuß)) gemeinsam in einem Raum den virtuellen Luftraum von Österreich kontrollieren. Eine tolle Möglichkeit die VACC Austria Mitglieder persönlich kennen zu lernen und auch nach "Dienstschluss" in die Nacht hinein zu feiern.

==== Aber da man ein derartiges Event nicht gut genug beschreiben kann, hier ein paar Fakten====
Finally Austria 2021 (zweitägig) 
[[File: Finally2021.jpg|800px]]
 
Finally Austria 2020 (zweitägig) 
{| class="prettytable" style="float:left"
|- class="hintergrundfarbe6"
! APT || ARR || DEP
|- style="text-align:center"
| LOWW || 331 || 411
|- style="text-align:center"
| LOWI || 192 || 174
|- style="text-align:center"
| LOWS || 59 || 64
|- style="text-align:center"
| LOWG || 25 || 64
|- style="text-align:center"
| LOWK || 2 || 4
|- style="text-align:center"
| LOWL || 8 || 9
|- style="text-align:center"
|}
 
Finally Austria 2019 (zweitägig) 
{| class="prettytable" style="float:left"
|- class="hintergrundfarbe6"
! APT || ARR || DEP
|- style="text-align:center"
| LOWW || 494 || 536
|- style="text-align:center"
| LOWI || 354 || 208
|- style="text-align:center"
| LOWS || 87 || 67
|- style="text-align:center"
| LOWG || 31 || 29
|- style="text-align:center"
| LOWK || 27 || 26
|- style="text-align:center"
| LOWL || 9 || 3
|- style="text-align:center"
|}
 
Finally Austria 2018 (eintägig) 
{| class="prettytable" style="float:left"
|- class="hintergrundfarbe6"
! APT || ARR || DEP
|- style="text-align:center"
| LOWW || 243 || 290
|- style="text-align:center"
| LOWI || 198 || 120
|- style="text-align:center"
| LOWS || 38 || 30
|- style="text-align:center"
| LOWG || 10 || 9
|- style="text-align:center"
| LOWK || 7 || 7
|- style="text-align:center"
| LOWL || 9 || 7
|- style="text-align:center"
|}
 
Finally Austria 2017 (eintägig) 
{| class="prettytable" style="float:left"
|- class="hintergrundfarbe6"
! APT || ARR || DEP
|- style="text-align:center"
| LOWW || 206 || 206
|- style="text-align:center"
| LOWI || 169 || 109
|- style="text-align:center"
| LOWS || 34 || 24
|- style="text-align:center"
| LOWG || 20 || 17
|- style="text-align:center"
| LOWK || 8 || 4
|- style="text-align:center"
| LOWL || 7 || 3
|- style="text-align:center"
|}
 
Finally Austria 2016 (eintägig) 
{| class="prettytable" style="float:left"
|- class="hintergrundfarbe6"
! APT || ARR || DEP
|- style="text-align:center"
| LOWW || 185 || 166
|- style="text-align:center"
| LOWI || 107 || 79
|- style="text-align:center"
| LOWS || 18 || 9
|- style="text-align:center"
| LOWG || 23 || 23
|- style="text-align:center"
| LOWK || 8 || 3
|- style="text-align:center"
| LOWL || 9 || 11
|- style="text-align:center"
|}
 
Finally Austria 2015 (eintägig) 
{| class="prettytable" style="float:left"
|- class="hintergrundfarbe6"
! APT || ARR || DEP
|- style="text-align:center"
| LOWW || 289 || 265
|- style="text-align:center"
| LOWI || 107 || 94
|- style="text-align:center"
| LOWS || 32 || 33
|- style="text-align:center"
| LOWG || 21 || 17
|- style="text-align:center"
| LOWK || 11 || 6
|- style="text-align:center"
| LOWL || 10 || 6
|- style="text-align:center"
|}
 
Finally Austria 2014 (eintägig) 
{| class="prettytable" style="float:left"
|- class="hintergrundfarbe6"
! APT || ARR || DEP
|- style="text-align:center"
| LOWW || 180 || 211
|- style="text-align:center"
| LOWI || 85 || 73
|- style="text-align:center"
| LOWS || 30 || 23
|- style="text-align:center"
| LOWG || 17 || 15
|- style="text-align:center"
| LOWK || 2 || 4
|- style="text-align:center"
| LOWL || 3 || 2
|- style="text-align:center"
|}
 
Finally Austria 2013 (eintägig) 
{| class="prettytable" style="float:left"
|- class="hintergrundfarbe6"
! APT || ARR || DEP
|- style="text-align:center"
| LOWW || 194|| 185
|- style="text-align:center"
| LOWI || 121 || 74
|- style="text-align:center"
| LOWS || 30 || 22
|- style="text-align:center"
| LOWG || 12 || 18
|- style="text-align:center"
| LOWK || 7 || 6
|- style="text-align:center"
| LOWL || 5 || 0
|- style="text-align:center"
|}
 
Finally Austria 2007 
* Insgesamt 867 Flüge auf den Flughäfen Wien und Innsbruck
* Insgesamt 231 Stunden besetzte Stationen
* Durchgehend 11 Stationen online (+1 Observer Station)
* 18 durchgehend anwesende Controller, 4 einen Tag anwesend
* Über zwei Tage jederzeit für 10-15 % des gesamten VATSIM Traffics zuständig.
* Alle 1,47 Minuten wurde ein neuer Pilot von einem unserer Controller begrüßt.

[[Category:Events]]

Finally Austria FirWien

2021-12-20T18:22:02Z

Patrick Weineis:

== Das Finally Austria ==
Das Finally Austria ist DAS jährliche Event der ehem. FIR Wien bzw. jetzigen VACC Austria. Es wurde 2007 bereits zum vierten Mal durchgeführt. Das Besondere an diesem Event ist, dass wir zwei Tage lang (bis 2007 bei der Fa. Microsoft Österreich (vielen Dank an Yuri Goldfuß)) gemeinsam in einem Raum den virtuellen Luftraum von Österreich kontrollieren. Eine tolle Möglichkeit die VACC Austria Mitglieder persönlich kennen zu lernen und auch nach "Dienstschluss" in die Nacht hinein zu feiern.

==== Aber da man ein derartiges Event nicht gut genug beschreiben kann, hier ein paar Fakten====
Finally Austria 2021 (zweitägig) 
[[File: Finally2021.jpg|800px]]
 
Finally Austria 2020 (zweitägig) 
{| class="prettytable" style="float:left"
|- class="hintergrundfarbe6"
! APT || ARR || DEP
|- style="text-align:center"
| LOWW || 331 || 411
|- style="text-align:center"
| LOWI || 192 || 174
|- style="text-align:center"
| LOWS || 59 || 64
|- style="text-align:center"
| LOWG || 25 || 64
|- style="text-align:center"
| LOWK || 2 || 4
|- style="text-align:center"
| LOWL || 8 || 9
|- style="text-align:center"
|}
 
Finally Austria 2019 (zweitägig) 
{| class="prettytable" style="float:left"
|- class="hintergrundfarbe6"
! APT || ARR || DEP
|- style="text-align:center"
| LOWW || 494 || 536
|- style="text-align:center"
| LOWI || 354 || 208
|- style="text-align:center"
| LOWS || 87 || 67
|- style="text-align:center"
| LOWG || 31 || 29
|- style="text-align:center"
| LOWK || 27 || 26
|- style="text-align:center"
| LOWL || 9 || 3
|- style="text-align:center"
|}
 
Finally Austria 2018 (eintägig) 
{| class="prettytable" style="float:left"
|- class="hintergrundfarbe6"
! APT || ARR || DEP
|- style="text-align:center"
| LOWW || 243 || 290
|- style="text-align:center"
| LOWI || 198 || 120
|- style="text-align:center"
| LOWS || 38 || 30
|- style="text-align:center"
| LOWG || 10 || 9
|- style="text-align:center"
| LOWK || 7 || 7
|- style="text-align:center"
| LOWL || 9 || 7
|- style="text-align:center"
|}
 
Finally Austria 2017 (eintägig) 
{| class="prettytable" style="float:left"
|- class="hintergrundfarbe6"
! APT || ARR || DEP
|- style="text-align:center"
| LOWW || 206 || 206
|- style="text-align:center"
| LOWI || 169 || 109
|- style="text-align:center"
| LOWS || 34 || 24
|- style="text-align:center"
| LOWG || 20 || 17
|- style="text-align:center"
| LOWK || 8 || 4
|- style="text-align:center"
| LOWL || 7 || 3
|- style="text-align:center"
|}
 
Finally Austria 2016 (eintägig) 
{| class="prettytable" style="float:left"
|- class="hintergrundfarbe6"
! APT || ARR || DEP
|- style="text-align:center"
| LOWW || 185 || 166
|- style="text-align:center"
| LOWI || 107 || 79
|- style="text-align:center"
| LOWS || 18 || 9
|- style="text-align:center"
| LOWG || 23 || 23
|- style="text-align:center"
| LOWK || 8 || 3
|- style="text-align:center"
| LOWL || 9 || 11
|- style="text-align:center"
|}
 
Finally Austria 2007 
* Insgesamt 867 Flüge auf den Flughäfen Wien und Innsbruck
* Insgesamt 231 Stunden besetzte Stationen
* Durchgehend 11 Stationen online (+1 Observer Station)
* 18 durchgehend anwesende Controller, 4 einen Tag anwesend
* Über zwei Tage jederzeit für 10-15 % des gesamten VATSIM Traffics zuständig.
* Alle 1,47 Minuten wurde ein neuer Pilot von einem unserer Controller begrüßt.

[[Category:Events]]

File:Finally2021.jpg

2021-12-20T18:02:45Z

Patrick Weineis:

Eurotest

2021-12-20T17:47:37Z

Patrick Weineis: /* General */

= General =

The eurotest is a written exam provided by VATEUD and required for every rating upgrade. It has been upgraded and is now called ATSim Test - To request your own eurotest visit the [https://www.atsimtest.com/ VATEUD ATSim Test Website] and request your exam. We recommend to make every ATSim Test under your mentor's supervision. If you want to make your C3 rating, you must be recommendet by your Trainings director to atc@vateud.net.

Controller practical test

2021-12-20T17:41:31Z

Patrick Weineis: /* Controller 1 */

= General =

In order to pass your CPT, you need to prove your familiarity with the procedures at Vienna airport, and that you can handle normal operations safely. Your [[Mentor/trainer|Mentor]] and an [[Examiner/checker|examiner]] - respectivly two examiner, if the mentor is not available - will monitor your activities and judge upon your skills. If heavy traffic persists, the examiner may open lower stations. Exams will be taken at daily regular traffic.

----

=== Formal requirements ===

#Completed briefing on the test station
#CPT requested and approved by mentor
#All knowlege of the previous levels is required
#Mental and pysical fitness on test day
#Time schedule with mentor and TD
#Arrangement made by trainee for "standby positon"

----

=== Formal procedure ===

#Pre-briefing with checkers on teamspeak 30 minutes prior to test
#Man the testing station
#Announcement of test start
#Accomplishing the test within 90 minutes or less
#Announcment of test end
#Checker's decision finding
#Feedback to trainee 

*Please note, in case of unforseen events or major faults, checkers may abort the CPT session.

----

=== Examination contents ===

===== Student 2 =====

see Appendix A2 
https://www.vatsim.net/documents/global-ratings-policy

----

===== Student 3 =====

see Appendix A3 
https://www.vatsim.net/documents/global-ratings-policy
----

===== Controller 1 =====

see Appendix A4 
https://www.vatsim.net/documents/global-ratings-policy
----

.