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VFR

2022-03-09T14:05:49Z

Sebastian Reinwand: /* Einfliegen in Eis */

=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, 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])

Night VFR

2022-03-09T10:11:17Z

Sebastian Reinwand: /* 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.<br>
*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, Nachtsichtflug von Krems nach Wien, 1 Meile westlich von Krems, Squawk 7000, 2500 Fuß, erbitten Verkehrsinformationen
LOWW_APP: OE-AUT, QNH 1022, kein Verkehr in der Umgebung
LOWW_APP: OE-AUT, rufen Sie Wien Tower, Frequenz 119.400 (auf Englisch)
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<br> =====
<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

2022-03-09T10:10:02Z

Sebastian Reinwand: /* 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.<br>
*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, Nachtsichtflug von Krems nach Wien, 1 Meile westlich von Krems, Squawk 7000, 2500 Fuß, erbitten Verkehrsinformationen
LOWW_APP: OE-AUT, QNH 1022, kein Verkehr in der Umgebung

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<br> =====
<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>

LOWI for pilots

2021-12-22T16:58:30Z

Sebastian Reinwand: /* About this document */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI whilst also providing experienced pilots with new and updated information and support''' The reason to write such a document is that many people fly there while making errors that could be avoided. It is after all a default airport for the X-Plane series, extremely beautiful to fly in (great mountains, deep valley) and '''a welcome challenge to many pilots'''. The result: VATSIM traffic exceeds real-life traffic on a daily basis. On an annual average vLOWI sees 3 times the real world pre-COVID traffic but can see around 7 to 8 times the legal limit on busy Vatsim days. These situations can only be handled if vATC but most importantly pilots understand what their actions and can help to reduce delays. ''Many pilots make fatal errors''', they trigger go-arounds, smash holes into the virtual mountains and make the already stressful lives of Vatsim controllers and pilots more complicated than necessary.

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB was shut down. As replacement RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

Tl;dr

* Read a chart and understand it
* Able to fly a holding
* Able to fly a Localiser or RNP approach
* Intervene when your plane is not doing what it is supposed to do
* Able to hand-fly your aircraft

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
'''Please do not ask per private message or on frequency for the active runway, Innsbruck does not have a acitve runway.''' All approaches are to be considered as cloud breaking approaches and non published visual approaches from both sides are in use all the time.

Coming in via RTT you should expect LOC DME East app (called LOC26 in your FMC),
Coming in via ELMEM you shoudl expect RNP Y or Z 08

The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Proceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way". SID´s with H are visual and might not be in your FMC. When unable to fly a SID with a visual part, expect clearance via a RTT departure and a direct thereafter

==SIDs out of runway 08==
(See the [https://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%20RWY%2008_07102021.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue. Usually you do not have to fly the holding entry, unless advised by the Radar, otherwise just continue after RTT as filed.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft. All departures passing RTT can expect initial climb clearance of FL120. the rest FL160.

===ADILO2J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ LOC (109,70 KHz) where you should have minimum 7500ft, then a steep right turn to INN NDB (420) with max speed 165 Kts and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 160kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right with max 165Kts to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT5J Special Performance ===

It is similar to ADILO2J, but you MUST climb really hard (10,2% or 620ft/nm until INN NDB) to reach RUM NDB at 4700ft or above, then make a steep right turn max speed 160Kts to meet INN at 9400ft (which is already almost clear of peaks). They you fly direct to MOGTI. When passing DME 39 of KPT you must be 11500ft or above. Thereafter direct to KPT VOR. Stay below 250kt (and well below for the turn) until 11500ft and have a bank angle of at least 25°.

=== RTT 2Q ===

The RTT2Q departure is other than the RTT3J departure a "standard" RNAV departure. Departing Runway 08 on heading 075 to WI520 with max speed 180Kts. Thereafter via WI521 (max speed 180Kts) and WI522 to RTT. Mantain max rate to 11.000ft. Do not enter the holding over RTT unless directly cleared to do so.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

=== BRENO3H ===
You won´t find the BRENO3H departure in your FMC because the initial turn is made visually. You start by climbing on Runway heading up to 3200ft and make a sharp right turn (25-30 degree bank, max speed 160KTS) to heading 065 and intercept the RUM NDB. At RUM intercept OEJ on Course 065. When passing the station, you make a sharp right turn with not less than 25 degrees bank and not more than 165Kts to INN NDB. After passing INN direct BRENO. Start accelerating once above 13.000ft or after INN NDB

=== MOGTI3H departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand until passing 4000ft). At WI506 you kick in the FMC and fly instrument via WI507 and WI802 and MOGTI.

=== MOGTI1R ===
... is a RNAV departure for heavy birds. This SID has by far the steepest initial climb (780ft/NM) until passing 8470ft, thereafter it is pretty low. This SID can only be flown by Jets and Turboprops due to the climb gradient required. This SID has no visual part in it and can be flown fully RNAV. This SID is only cleared on request.

=== MOGTI1X ===
... is a special performance departure due, to the navigational equipment required. This is the SID with the lowest rate of climb required towards MOGTI along waypoints. Expect to be cleared this SID when the weather is very bad.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. Do not increase speed above 165Kts until passing WI008!

===Most common error===
... on the initial visual circle is to tune in the 65° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. Please fly Real weather and winds when approaching Innsbruck. Otherwise keeping seperation between Aircrafts, especially in holdings or on approach is close to impossible. Let the Controller know, when you do not have real weather. Controllers in Innsbruck will clear approaches and SID´s according to the METAR and current weather situation.

== VFR flight ==

Standard weather minima apply to this.

== IFR arrivals ==

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

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.300m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

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

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]
* Great tutorial from Blackbox 711 [[https://www.youtube.com/watch?v=RZzIs1tgYmc&t=1s Tutorial from Blackbox 711]]

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

LOWI for pilots

2021-12-22T16:57:31Z

Sebastian Reinwand: /* About this document */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI whilst also providing experienced pilots with new and updated information and support''' The reason to write such a document is that many people fly there while making errors that could be avoided. It is after all a default airport for the X-Plane series, extremely beautiful to fly in (great mountains, deep valley) and '''a welcome challenge to many pilots'''. The result: VATSIM traffic exceeds real-life traffic on a daily basis. On an annual average vLOWI sees 3 times the real world pre-COVID traffic but can see around 7 to 8 times the legal limit on busy Vatsim days. These situations can only be handled if vATC but most importantly pilots understand what their actions and can help to reduce delays. ''Many pilots make fatal errors''', they trigger go-arounds, smash holes into the virtual mountains and make the already stressful lives of Vatsim controllers and pilots more complicated than necessary. This document was written according to publications at AIRAC 2112. Procedures might have changed, please follow the charts, when procedure is not listed or not listed correctly here!

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB was shut down. As replacement RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

Tl;dr

* Read a chart and understand it
* Able to fly a holding
* Able to fly a Localiser or RNP approach
* Intervene when your plane is not doing what it is supposed to do
* Able to hand-fly your aircraft

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
'''Please do not ask per private message or on frequency for the active runway, Innsbruck does not have a acitve runway.''' All approaches are to be considered as cloud breaking approaches and non published visual approaches from both sides are in use all the time.

Coming in via RTT you should expect LOC DME East app (called LOC26 in your FMC),
Coming in via ELMEM you shoudl expect RNP Y or Z 08

The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Proceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way". SID´s with H are visual and might not be in your FMC. When unable to fly a SID with a visual part, expect clearance via a RTT departure and a direct thereafter

==SIDs out of runway 08==
(See the [https://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%20RWY%2008_07102021.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue. Usually you do not have to fly the holding entry, unless advised by the Radar, otherwise just continue after RTT as filed.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft. All departures passing RTT can expect initial climb clearance of FL120. the rest FL160.

===ADILO2J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ LOC (109,70 KHz) where you should have minimum 7500ft, then a steep right turn to INN NDB (420) with max speed 165 Kts and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 160kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right with max 165Kts to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT5J Special Performance ===

It is similar to ADILO2J, but you MUST climb really hard (10,2% or 620ft/nm until INN NDB) to reach RUM NDB at 4700ft or above, then make a steep right turn max speed 160Kts to meet INN at 9400ft (which is already almost clear of peaks). They you fly direct to MOGTI. When passing DME 39 of KPT you must be 11500ft or above. Thereafter direct to KPT VOR. Stay below 250kt (and well below for the turn) until 11500ft and have a bank angle of at least 25°.

=== RTT 2Q ===

The RTT2Q departure is other than the RTT3J departure a "standard" RNAV departure. Departing Runway 08 on heading 075 to WI520 with max speed 180Kts. Thereafter via WI521 (max speed 180Kts) and WI522 to RTT. Mantain max rate to 11.000ft. Do not enter the holding over RTT unless directly cleared to do so.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

=== BRENO3H ===
You won´t find the BRENO3H departure in your FMC because the initial turn is made visually. You start by climbing on Runway heading up to 3200ft and make a sharp right turn (25-30 degree bank, max speed 160KTS) to heading 065 and intercept the RUM NDB. At RUM intercept OEJ on Course 065. When passing the station, you make a sharp right turn with not less than 25 degrees bank and not more than 165Kts to INN NDB. After passing INN direct BRENO. Start accelerating once above 13.000ft or after INN NDB

=== MOGTI3H departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand until passing 4000ft). At WI506 you kick in the FMC and fly instrument via WI507 and WI802 and MOGTI.

=== MOGTI1R ===
... is a RNAV departure for heavy birds. This SID has by far the steepest initial climb (780ft/NM) until passing 8470ft, thereafter it is pretty low. This SID can only be flown by Jets and Turboprops due to the climb gradient required. This SID has no visual part in it and can be flown fully RNAV. This SID is only cleared on request.

=== MOGTI1X ===
... is a special performance departure due, to the navigational equipment required. This is the SID with the lowest rate of climb required towards MOGTI along waypoints. Expect to be cleared this SID when the weather is very bad.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. Do not increase speed above 165Kts until passing WI008!

===Most common error===
... on the initial visual circle is to tune in the 65° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. Please fly Real weather and winds when approaching Innsbruck. Otherwise keeping seperation between Aircrafts, especially in holdings or on approach is close to impossible. Let the Controller know, when you do not have real weather. Controllers in Innsbruck will clear approaches and SID´s according to the METAR and current weather situation.

== VFR flight ==

Standard weather minima apply to this.

== IFR arrivals ==

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

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.300m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

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

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]
* Great tutorial from Blackbox 711 [[https://www.youtube.com/watch?v=RZzIs1tgYmc&t=1s Tutorial from Blackbox 711]]

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

LOWI for pilots

2021-12-22T16:56:52Z

Sebastian Reinwand: /* About this document */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI whilst also providing experienced pilots with new and updated information and support''' The reason to write such a document is that many people fly there while making errors that could be avoided. It is after all a default airport for the X-Plane series, extremely beautiful to fly in (great mountains, deep valley) and '''a welcome challenge to many pilots'''. The result: VATSIM traffic exceeds real-life traffic on a daily basis. On an annual average vLOWI sees 3 times the real world pre-COVID traffic but can see around 7 to 8 times the legal limit on busy Vatsim days. These situations can only be handled if vATC but most importantly pilots understand what their actions and can help to reduce delays. ''Many pilots make fatal errors''', they trigger go-arounds, smash holes into the virtual mountains and make the already stressful lives of Vatsim controllers and pilots more complicated than necessary. This document was written according to publications at AIRAC 2112. Procedures might have changed, please follow the charts!

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB was shut down. As replacement RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

Tl;dr

* Read a chart and understand it
* Able to fly a holding
* Able to fly a Localiser or RNP approach
* Intervene when your plane is not doing what it is supposed to do
* Able to hand-fly your aircraft

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
'''Please do not ask per private message or on frequency for the active runway, Innsbruck does not have a acitve runway.''' All approaches are to be considered as cloud breaking approaches and non published visual approaches from both sides are in use all the time.

Coming in via RTT you should expect LOC DME East app (called LOC26 in your FMC),
Coming in via ELMEM you shoudl expect RNP Y or Z 08

The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Proceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way". SID´s with H are visual and might not be in your FMC. When unable to fly a SID with a visual part, expect clearance via a RTT departure and a direct thereafter

==SIDs out of runway 08==
(See the [https://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%20RWY%2008_07102021.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue. Usually you do not have to fly the holding entry, unless advised by the Radar, otherwise just continue after RTT as filed.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft. All departures passing RTT can expect initial climb clearance of FL120. the rest FL160.

===ADILO2J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ LOC (109,70 KHz) where you should have minimum 7500ft, then a steep right turn to INN NDB (420) with max speed 165 Kts and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 160kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right with max 165Kts to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT5J Special Performance ===

It is similar to ADILO2J, but you MUST climb really hard (10,2% or 620ft/nm until INN NDB) to reach RUM NDB at 4700ft or above, then make a steep right turn max speed 160Kts to meet INN at 9400ft (which is already almost clear of peaks). They you fly direct to MOGTI. When passing DME 39 of KPT you must be 11500ft or above. Thereafter direct to KPT VOR. Stay below 250kt (and well below for the turn) until 11500ft and have a bank angle of at least 25°.

=== RTT 2Q ===

The RTT2Q departure is other than the RTT3J departure a "standard" RNAV departure. Departing Runway 08 on heading 075 to WI520 with max speed 180Kts. Thereafter via WI521 (max speed 180Kts) and WI522 to RTT. Mantain max rate to 11.000ft. Do not enter the holding over RTT unless directly cleared to do so.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

=== BRENO3H ===
You won´t find the BRENO3H departure in your FMC because the initial turn is made visually. You start by climbing on Runway heading up to 3200ft and make a sharp right turn (25-30 degree bank, max speed 160KTS) to heading 065 and intercept the RUM NDB. At RUM intercept OEJ on Course 065. When passing the station, you make a sharp right turn with not less than 25 degrees bank and not more than 165Kts to INN NDB. After passing INN direct BRENO. Start accelerating once above 13.000ft or after INN NDB

=== MOGTI3H departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand until passing 4000ft). At WI506 you kick in the FMC and fly instrument via WI507 and WI802 and MOGTI.

=== MOGTI1R ===
... is a RNAV departure for heavy birds. This SID has by far the steepest initial climb (780ft/NM) until passing 8470ft, thereafter it is pretty low. This SID can only be flown by Jets and Turboprops due to the climb gradient required. This SID has no visual part in it and can be flown fully RNAV. This SID is only cleared on request.

=== MOGTI1X ===
... is a special performance departure due, to the navigational equipment required. This is the SID with the lowest rate of climb required towards MOGTI along waypoints. Expect to be cleared this SID when the weather is very bad.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. Do not increase speed above 165Kts until passing WI008!

===Most common error===
... on the initial visual circle is to tune in the 65° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. Please fly Real weather and winds when approaching Innsbruck. Otherwise keeping seperation between Aircrafts, especially in holdings or on approach is close to impossible. Let the Controller know, when you do not have real weather. Controllers in Innsbruck will clear approaches and SID´s according to the METAR and current weather situation.

== VFR flight ==

Standard weather minima apply to this.

== IFR arrivals ==

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

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.300m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

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

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]
* Great tutorial from Blackbox 711 [[https://www.youtube.com/watch?v=RZzIs1tgYmc&t=1s Tutorial from Blackbox 711]]

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

LOWI for pilots

2021-12-02T17:58:22Z

Sebastian Reinwand: /* b. (Double) Circling runway 08 */

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Proceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way". SID´s with H are visual and might not be in your FMC. When unable to fly a SID with a visual part, expect clearance via a RTT departure and a direct thereafter

==SIDs out of runway 08==
(See the [https://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%20RWY%2008_07102021.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue. Usually you do not have to fly the holding entry, unless advised by the Radar, otherwise just continue after RTT as filed.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft. All departures passing RTT can expect initial climb clearance of FL120. the rest FL160.

===ADILO2J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ LOC (109,70 KHz) where you should have minimum 7500ft, then a steep right turn to INN NDB (420) with max speed 165 Kts and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 160kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right with max 165Kts to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT5J Special Performance ===

It is similar to ADILO2J, but you MUST climb really hard (10,2% or 620ft/nm until INN NDB) to reach RUM NDB at 4700ft or above, then make a steep right turn max speed 160Kts to meet INN at 9400ft (which is already almost clear of peaks). They you fly direct to MOGTI. When passing DME 39 of KPT you must be 11500ft or above. Thereafter direct to KPT VOR. Stay below 250kt (and well below for the turn) until 11500ft and have a bank angle of at least 25°.

=== RTT 2Q ===

The RTT2Q departure is other than the RTT3J departure a "standard" RNAV departure. Departing Runway 08 on heading 075 to WI520 with max speed 180Kts. Thereafter via WI521 (max speed 180Kts) and WI522 to RTT. Mantain max rate to 11.000ft. Do not enter the holding over RTT unless directly cleared to do so.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

=== BRENO3H ===
You won´t find the BRENO3H departure in your FMC because the initial turn is made visually. You start by climbing on Runway heading up to 3200ft and make a sharp right turn (25-30 degree bank, max speed 160KTS) to heading 065 and intercept the RUM NDB. At RUM intercept OEJ on Course 065. When passing the station, you make a sharp right turn with not less than 25 degrees bank and not more than 165Kts to INN NDB. After passing INN direct BRENO. Start accelerating once above 13.000ft or after INN NDB

=== MOGTI3H departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand until passing 4000ft). At WI506 you kick in the FMC and fly instrument via WI507 and WI802 and MOGTI.

=== MOGTI1R ===
... is a RNAV departure for heavy birds. This SID has by far the steepest initial climb (780ft/NM) until passing 8470ft, thereafter it is pretty low. This SID can only be flown by Jets and Turboprops due to the climb gradient required. This SID has no visual part in it and can be flown fully RNAV. This SID is only cleared on request.

=== MOGTI1X ===
... is a special performance departure due, to the navigational equipment required. This is the SID with the lowest rate of climb required towards MOGTI along waypoints. Expect to be cleared this SID when the weather is very bad.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. Do not increase speed above 165Kts until passing WI008!

===Most common error===
... on the initial visual circle is to tune in the 65° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. Please fly Real weather and winds when approaching Innsbruck. Otherwise keeping seperation between Aircrafts, especially in holdings or on approach is close to impossible. Let the Controller know, when you do not have real weather. Controllers in Innsbruck will clear approaches and SID´s according to the METAR and current weather situation.

== VFR flight ==

Standard weather minima apply to this.

== IFR arrivals ==

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

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.300m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

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

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]
* Great tutorial from Blackbox 711 [[https://www.youtube.com/watch?v=RZzIs1tgYmc&t=1s Tutorial from Blackbox 711]]

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

LOWI for pilots

2021-12-02T15:58:17Z

Sebastian Reinwand: /* More information */

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way". SID´s with H are visual and might not be in your FMC. When unable to fly a SID with a visual part, expect clearance via a RTT departure and a direct thereafter

==SIDs out of runway 08==
(See the [https://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%20RWY%2008_07102021.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue. Usually you do not have to fly the holding entry, unless advised by the Radar, otherwise just continue after RTT as filed.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft. All departures passing RTT can expect initial climb clearance of FL120. the rest FL160.

===ADILO2J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ LOC (109,70 KHz) where you should have minimum 7500ft, then a steep right turn to INN NDB (420) with max speed 165 Kts and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 160kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right with max 165Kts to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT5J Special Performance ===

It is similar to ADILO2J, but you MUST climb really hard (10,2% or 620ft/nm until INN NDB) to reach RUM NDB at 4700ft or above, then make a steep right turn max speed 160Kts to meet INN at 9400ft (which is already almost clear of peaks). They you fly direct to MOGTI. When passing DME 39 of KPT you must be 11500ft or above. Thereafter direct to KPT VOR. Stay below 250kt (and well below for the turn) until 11500ft and have a bank angle of at least 25°.

=== RTT 2Q ===

The RTT2Q departure is other than the RTT3J departure a "standard" RNAV departure. Departing Runway 08 on heading 075 to WI520 with max speed 180Kts. Thereafter via WI521 (max speed 180Kts) and WI522 to RTT. Mantain max rate to 11.000ft. Do not enter the holding over RTT unless directly cleared to do so.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

=== BRENO3H ===
You won´t find the BRENO3H departure in your FMC because the initial turn is made visually. You start by climbing on Runway heading up to 3200ft and make a sharp right turn (25-30 degree bank, max speed 160KTS) to heading 065 and intercept the RUM NDB. At RUM intercept OEJ on Course 065. When passing the station, you make a sharp right turn with not less than 25 degrees bank and not more than 165Kts to INN NDB. After passing INN direct BRENO. Start accelerating once above 13.000ft or after INN NDB

=== MOGTI3H departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand until passing 4000ft). At WI506 you kick in the FMC and fly instrument via WI507 and WI802 and MOGTI.

=== MOGTI1R ===
... is a RNAV departure for heavy birds. This SID has by far the steepest initial climb (780ft/NM) until passing 8470ft, thereafter it is pretty low. This SID can only be flown by Jets and Turboprops due to the climb gradient required. This SID has no visual part in it and can be flown fully RNAV. This SID is only cleared on request.

=== MOGTI1X ===
... is a special performance departure due, to the navigational equipment required. This is the SID with the lowest rate of climb required towards MOGTI along waypoints. Expect to be cleared this SID when the weather is very bad.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. Do not increase speed above 165Kts until passing WI008!

===Most common error===
... on the initial visual circle is to tune in the 65° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. Please fly Real weather and winds when approaching Innsbruck. Otherwise keeping seperation between Aircrafts, especially in holdings or on approach is close to impossible. Let the Controller know, when you do not have real weather. Controllers in Innsbruck will clear approaches and SID´s according to the METAR and current weather situation.

== VFR flight ==

Standard weather minima apply to this.

== IFR arrivals ==

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

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.300m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

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

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]
* Great tutorial from Blackbox 711 [[https://www.youtube.com/watch?v=RZzIs1tgYmc&t=1s Tutorial from Blackbox 711]]

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

LOWI for pilots

2021-12-02T15:56:09Z

Sebastian Reinwand: /* Weather minima */

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way". SID´s with H are visual and might not be in your FMC. When unable to fly a SID with a visual part, expect clearance via a RTT departure and a direct thereafter

==SIDs out of runway 08==
(See the [https://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%20RWY%2008_07102021.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue. Usually you do not have to fly the holding entry, unless advised by the Radar, otherwise just continue after RTT as filed.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft. All departures passing RTT can expect initial climb clearance of FL120. the rest FL160.

===ADILO2J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ LOC (109,70 KHz) where you should have minimum 7500ft, then a steep right turn to INN NDB (420) with max speed 165 Kts and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 160kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right with max 165Kts to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT5J Special Performance ===

It is similar to ADILO2J, but you MUST climb really hard (10,2% or 620ft/nm until INN NDB) to reach RUM NDB at 4700ft or above, then make a steep right turn max speed 160Kts to meet INN at 9400ft (which is already almost clear of peaks). They you fly direct to MOGTI. When passing DME 39 of KPT you must be 11500ft or above. Thereafter direct to KPT VOR. Stay below 250kt (and well below for the turn) until 11500ft and have a bank angle of at least 25°.

=== RTT 2Q ===

The RTT2Q departure is other than the RTT3J departure a "standard" RNAV departure. Departing Runway 08 on heading 075 to WI520 with max speed 180Kts. Thereafter via WI521 (max speed 180Kts) and WI522 to RTT. Mantain max rate to 11.000ft. Do not enter the holding over RTT unless directly cleared to do so.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

=== BRENO3H ===
You won´t find the BRENO3H departure in your FMC because the initial turn is made visually. You start by climbing on Runway heading up to 3200ft and make a sharp right turn (25-30 degree bank, max speed 160KTS) to heading 065 and intercept the RUM NDB. At RUM intercept OEJ on Course 065. When passing the station, you make a sharp right turn with not less than 25 degrees bank and not more than 165Kts to INN NDB. After passing INN direct BRENO. Start accelerating once above 13.000ft or after INN NDB

=== MOGTI3H departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand until passing 4000ft). At WI506 you kick in the FMC and fly instrument via WI507 and WI802 and MOGTI.

=== MOGTI1R ===
... is a RNAV departure for heavy birds. This SID has by far the steepest initial climb (780ft/NM) until passing 8470ft, thereafter it is pretty low. This SID can only be flown by Jets and Turboprops due to the climb gradient required. This SID has no visual part in it and can be flown fully RNAV. This SID is only cleared on request.

=== MOGTI1X ===
... is a special performance departure due, to the navigational equipment required. This is the SID with the lowest rate of climb required towards MOGTI along waypoints. Expect to be cleared this SID when the weather is very bad.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. Do not increase speed above 165Kts until passing WI008!

===Most common error===
... on the initial visual circle is to tune in the 65° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. Please fly Real weather and winds when approaching Innsbruck. Otherwise keeping seperation between Aircrafts, especially in holdings or on approach is close to impossible. Let the Controller know, when you do not have real weather. Controllers in Innsbruck will clear approaches and SID´s according to the METAR and current weather situation.

== VFR flight ==

Standard weather minima apply to this.

== IFR arrivals ==

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

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.300m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

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

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

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

LOWI for pilots

2021-12-02T15:47:25Z

Sebastian Reinwand: /* SIDs out of runway 26 */

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way". SID´s with H are visual and might not be in your FMC. When unable to fly a SID with a visual part, expect clearance via a RTT departure and a direct thereafter

==SIDs out of runway 08==
(See the [https://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%20RWY%2008_07102021.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue. Usually you do not have to fly the holding entry, unless advised by the Radar, otherwise just continue after RTT as filed.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft. All departures passing RTT can expect initial climb clearance of FL120. the rest FL160.

===ADILO2J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ LOC (109,70 KHz) where you should have minimum 7500ft, then a steep right turn to INN NDB (420) with max speed 165 Kts and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 160kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right with max 165Kts to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT5J Special Performance ===

It is similar to ADILO2J, but you MUST climb really hard (10,2% or 620ft/nm until INN NDB) to reach RUM NDB at 4700ft or above, then make a steep right turn max speed 160Kts to meet INN at 9400ft (which is already almost clear of peaks). They you fly direct to MOGTI. When passing DME 39 of KPT you must be 11500ft or above. Thereafter direct to KPT VOR. Stay below 250kt (and well below for the turn) until 11500ft and have a bank angle of at least 25°.

=== RTT 2Q ===

The RTT2Q departure is other than the RTT3J departure a "standard" RNAV departure. Departing Runway 08 on heading 075 to WI520 with max speed 180Kts. Thereafter via WI521 (max speed 180Kts) and WI522 to RTT. Mantain max rate to 11.000ft. Do not enter the holding over RTT unless directly cleared to do so.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

=== BRENO3H ===
You won´t find the BRENO3H departure in your FMC because the initial turn is made visually. You start by climbing on Runway heading up to 3200ft and make a sharp right turn (25-30 degree bank, max speed 160KTS) to heading 065 and intercept the RUM NDB. At RUM intercept OEJ on Course 065. When passing the station, you make a sharp right turn with not less than 25 degrees bank and not more than 165Kts to INN NDB. After passing INN direct BRENO. Start accelerating once above 13.000ft or after INN NDB

=== MOGTI3H departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand until passing 4000ft). At WI506 you kick in the FMC and fly instrument via WI507 and WI802 and MOGTI.

=== MOGTI1R ===
... is a RNAV departure for heavy birds. This SID has by far the steepest initial climb (780ft/NM) until passing 8470ft, thereafter it is pretty low. This SID can only be flown by Jets and Turboprops due to the climb gradient required. This SID has no visual part in it and can be flown fully RNAV. This SID is only cleared on request.

=== MOGTI1X ===
... is a special performance departure due, to the navigational equipment required. This is the SID with the lowest rate of climb required towards MOGTI along waypoints. Expect to be cleared this SID when the weather is very bad.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. Do not increase speed above 165Kts until passing WI008!

===Most common error===
... on the initial visual circle is to tune in the 65° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

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

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

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

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

It is up to pilots to monitor conditions at landing!

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

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

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

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

LOWI for pilots

2021-12-02T15:00:47Z

Sebastian Reinwand: /* SIDs out of runway 08 */

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way". SID´s with H are visual and might not be in your FMC. When unable to fly a SID with a visual part, expect clearance via a RTT departure and a direct thereafter

==SIDs out of runway 08==
(See the [https://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%20RWY%2008_07102021.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue. Usually you do not have to fly the holding entry, unless advised by the Radar, otherwise just continue after RTT as filed.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft. All departures passing RTT can expect initial climb clearance of FL120. the rest FL160.

===ADILO2J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ LOC (109,70 KHz) where you should have minimum 7500ft, then a steep right turn to INN NDB (420) with max speed 165 Kts and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 160kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right with max 165Kts to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT5J Special Performance ===

It is similar to ADILO2J, but you MUST climb really hard (10,2% or 620ft/nm until INN NDB) to reach RUM NDB at 4700ft or above, then make a steep right turn max speed 160Kts to meet INN at 9400ft (which is already almost clear of peaks). They you fly direct to MOGTI. When passing DME 39 of KPT you must be 11500ft or above. Thereafter direct to KPT VOR. Stay below 250kt (and well below for the turn) until 11500ft and have a bank angle of at least 25°.

=== RTT 2Q ===

The RTT2Q departure is other than the RTT3J departure a "standard" RNAV departure. Departing Runway 08 on heading 075 to WI520 with max speed 180Kts. Thereafter via WI521 (max speed 180Kts) and WI522 to RTT. Mantain max rate to 11.000ft. Do not enter the holding over RTT unless directly cleared to do so.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

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

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

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

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

It is up to pilots to monitor conditions at landing!

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

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

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

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

LOWI for pilots

2021-12-02T14:35:46Z

Sebastian Reinwand: /* IFR Departure */

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way". SID´s with H are visual and might not be in your FMC. When unable to fly a SID with a visual part, expect clearance via a RTT departure and a direct thereafter

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

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

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

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

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

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

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

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

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

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

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

It is up to pilots to monitor conditions at landing!

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

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

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

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

LOWI for pilots

2021-12-02T14:33:37Z

Sebastian Reinwand: /* IFR Departure */

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

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

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

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

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

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

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

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

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

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

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

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

It is up to pilots to monitor conditions at landing!

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

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

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

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

LOWI for pilots

2021-12-02T14:32:57Z

Sebastian Reinwand: /* VFR Approach and Landing */

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, enter Control Zone via Mike Routing in 3.500ft or below Squawk 7000 QNH 1001, expect Runway 26, report Mike 1.
OESWX, enter Control Zone via November routing, Whiskey 2 and Golf in 7000ft or below, Squawk 7000, QNH 1014, expect Runway 08

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

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

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

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

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

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

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

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

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

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

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

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

It is up to pilots to monitor conditions at landing!

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

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

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

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

LOWI for pilots

2021-12-02T14:27:14Z

Sebastian Reinwand: /* RNP Approaches for Runway 08 */

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must confrim that the Fixes on the approach and missed approach are correct, as well as the ALT and speeds. Familiarize with the approach prior to flying it. These are probably some of the most stunning RNP approaches there are in Europe, they will lead you through the valley to the Airport. This again comes with the concern of NAV accuracity. check it before flying it!

=== RNP Y RWY08 ===

One of the first published RNP Approaches in Austria. This beautiful approach can nowerdays be seen as a cloud breaking procedure with a visual part thereafter. it is mostly cleared with good weather and gives the pilot a lot of chances of manual reajusting when necessary. This approach is only LNAV published and has therefore the highest minimum of any approach in Austria (7100ft AMSL). Tower is using the wide visual part often for visual swingovers when needed, so prepare for them as well! But let´s start at the beginning. this approach starts, like every other approach from the west, at ELMEM. As for every other approach start reducing speed here and set flaps. Also you must set your Local QNH when cleared on the approach. Thereafter follow the approach to WI814. when passing 7100ft you must be able to see the ground (not the Airport) to continue down the valley. It is highly succested to turn off the AP latest WI814 and continue visually. After WI814 it is a visual maneuvor and the Waypoints given thereafter are only for orientation purposes. Enjoy that approach on a beautiful day and be stunned by the surrounding mountains around you. When you don´t have the Runway in sight at WI814 go around to RTT and try it again from the other side. when you continue and get a go around expect to go visual to RTT.

=== RNP Z RWY08 ===

The complete opposite of our wonderful cloud breaking procedure is this approach. This one leads you directly through the valley as guided RNP approach. As you can see this approach has the (AR) tag as well and needs in real life special authorization. This comes from 2! predetermend curves between WI751 and WI752 and WI753 and WI754. Make sure your plane can fly these turns otherwise you will have a big problem sucessfully getting down the valley. Also make sure your FMC has a accuracity of at least RNP 0.3 to avoid dating a mountain on your way down. With a descend Angle of 3.6 degrees this approach is nearly as deep as the LOC DME EAST approach. So don´t forget to reduce speed and set flaps prior to starting the approach. The RNP Z approach Runway 08 itself starts at ELMEM. Don´t forget to set the local QNH prior to starting your descend. After passing ELMEM proceed to WI749 and mantain 13.000ft. When passing 13.000ft start your descend according to the profile. Watch closely when flying the turns during the approach. The Decision ALT is only 1000ft AGL so over 4000ft lower as the RNP Y approach. This approach doesn´t include a visual part as well and can guide you down to the Runway completly. The missed approach goes via WI103 and WI102 to RTT. When Airport is not insight at the minimum Go around. The missed APP ends in the RTT holding. This approach is cleared, when coming from the west and weather minima do not allow the RNP Y approach. If unable to fly this expect direct RTT and expect approach from the other side.

== Föhn procedures ==

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08 only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

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

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

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

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

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

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

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

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

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

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

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

It is up to pilots to monitor conditions at landing!

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

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

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

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

LOWI for pilots

2021-12-02T13:32:03Z

Sebastian Reinwand:

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNP Approaches for Runway 08 ==

In earlier times, before there was the possibility of an RNP/RNAV approach coming from the west and approaching Innsbruck was very challenging. You only had the chance flying the LOC DME WEST approach or visually through the valley. Many pilots performing the LOC DME WEST approach requested to continue visual when there was good weather. Out of this two RNP Approaches comming from ELMEM were establsihed to avoid using the time expensive LOC DME WEST approach. Preparing this approach is the same as for Runway 26. You must

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

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

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

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

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

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

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

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

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

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

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

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

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

It is up to pilots to monitor conditions at landing!

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

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

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

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

LOWI for pilots

2021-12-02T13:21:22Z

Sebastian Reinwand: /* RNP Approaches for Runway 26 */

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ``visual Swingover Runway 08``. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNAV (GNSS) Approach Y 08 ==
There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

* ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
* WI801 is IF (intermediate fix): Have it identified.
* WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
* WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
* If you continue, you continue visually along the programmed go-around path and land runway 08.
* If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.
* Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:

TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.
ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.

But it could as well be:

ACH123: Unable, going around.
TWR: AirChild123, go around as published, contact Radar at 119.275.

=== Most common mistakes: ===
* No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
* Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
* No altitude monitoring and ending up way too high.

== RNAV (RNP) Approach Z 08 ==
This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.

The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.

== Special visual arrival BRENO ==
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.

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

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

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

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

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

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

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

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

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

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

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

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

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

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

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

It is up to pilots to monitor conditions at landing!

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

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

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

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

LOWI for pilots

2021-12-02T13:20:28Z

Sebastian Reinwand: /* RNAV (RNP) Approach rwy 26 */

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNP Approaches for Runway 26 ==

When you are unable to find the LOC or are unsure about the procedure, there are 2 RNP (RNAV) approaches down into Innsbruck from the east. You will get cleared via Rattenberg (RTT) on the approaches.
These approaches are guiding you down towards a specified Runway. Sometimes it can happen that the Tower asks you if you are able for a ```visual Swingover Runway 08```. Only fly this if you are sure what you are doing and the weather is suitable for this (Runway in sight latest 4000ft AMSL). When you are unsure just say unable and continue. The RNP approaches require you to be either LPV (Localizer performance with vertical guidance) capable or have a accuracity of at least RNP 0.3 . In any way flightsimulators are simulating LPV usually or guiding you down as LNAV/VANV approach path. Use caution, when you cannot reach the required Minima ther is a good chance you crash into a mountain, altough your FMC says you are perfectly on course. When you are performing a missed approach climb with maximum rate to get out of the valley and avoid the terrain around you.

# check the approach Waypoints and ALT after entering
# make yourself familiar with the missed approaches
# latest when cleared on the approach you get the local QNH. Set it prior descending because your FMC takes the Baro ALT as refference for your descend profile
# reduce speed and set flaps to a certain degree to avoid beeing too fast for the approach

=== RNP E RWY26 ===

This RNP approach is one of the latest added to the approaches into Innsbruck. It requires you to be LPV equipt, altough most Simulators are guiding you down regardless. In real life this approach is barely flown and when only by small Aircrafts.
The IAF is WI610 where you have to be at 9500ft on local QNH. Usually you will be cleared via RTT. After passsing RTT proceed direct to WI610 and descend according to the profil. You won´t get a descend clearance lower than 9500ft and the Controller is expecting you to descend. Your minimum variies due to the required minimum missed approach climb gradient. Do not underastimate the mountains around you. when you are unsure take not the lowest minimum. This approach will guide you directly towards Runway 26. Once you are at the Minimum you must handfly the rest of the approach.
Use caution when executing the missed approach. As soon as you decide or hear Go around from the Controller start climbing as soon as possible with maximum rate and without increasing your speed. continue to WI614 and then make a sharp left turn (minimum 25 degree bank, max speed 153 KTS) back to WI103. Accelerating before WI103 is a deadly mistake, where you end up in the mountains. This turn is very steep so do not underastimate that turn. The missed approach will end up in the RTT holding.

=== RNP Z RWY26 ===

Unlike the other approach this one ``only`` requires you to have a FMC with a certain accuracity. It is absolutly necessary to check this prior flying the approach. You will see on your Charts that behind that approach stands (AR). This means Authorization required. This is not because of the approach itself, but only for the missed approach procedure as such. Make sure the tunr between WI007 and WI008 is correctly shown to you or reject that approach and fly the LOC DME EAST or RNP E instead.
Now lets start. This approach starts at RTT where you are required to have 9500ft. Start your speed reduction latest here and start setting flaps. Continue to WI002 and start your descend according to the Profile. You only have to published minima, they depend on how accurate your FMC works, if unsure take the higher minima. Your minima is behind the Final approach Fix (FAP WI003). When performing a Go around start climbing as soon as practisable and without increasing speed. Follow the RNP Track back to RTT. Do not accelerate above 165KTs until passing WI008.

== RNAV (GNSS) Approach Y 08 ==
There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

* ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
* WI801 is IF (intermediate fix): Have it identified.
* WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
* WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
* If you continue, you continue visually along the programmed go-around path and land runway 08.
* If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.
* Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:

TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.
ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.

But it could as well be:

ACH123: Unable, going around.
TWR: AirChild123, go around as published, contact Radar at 119.275.

=== Most common mistakes: ===
* No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
* Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
* No altitude monitoring and ending up way too high.

== RNAV (RNP) Approach Z 08 ==
This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.

The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.

== Special visual arrival BRENO ==
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.

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

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

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

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

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

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

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

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

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

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

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

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

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

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

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

It is up to pilots to monitor conditions at landing!

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

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

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

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

LOWI for pilots

2021-12-02T12:48:25Z

Sebastian Reinwand: /* LOC DME West Approach */

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]]. In MSFS 2020 you cannot fly this approach as such, because the OEJ Localizer is not implemented correctly.

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM and proceed direct to KUDAV at 13.000ft. Descend to 11.500ft and '''start reducing speed'''. (in a A320 you require Flaps 3, gear down at KUDAV)
# Turn your OBS to 65° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration again'''! You should have 160kts at KUDAV for the descend. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.
# This is by far the steepest descend path in central Europe with 4.7 degrees. When you start descending too early you can see mountains getting close, when you start too late, you are too high

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s, FPA or manually watching the table on the chart.

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

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

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

* Level off at 5000ft. You should reach this at DME 6.5 and continue on 500ft to DME 4.4 for the visual part of the missed approach

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down or Go around.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNAV (RNP) Approach rwy 26 ==
Some aircraft are so sophisticated that they can't fly any approach without FMC (or are there any other reasons? Caution: irony). For these futuristic rockets, there is a RNAV approach from the East, which basically covers the LOC DME East approach. IT is fairly easy, if you have programmed it right:

* Descent starts at WI001 which is (surprise!) RTT NDB, where all other aircraft queue in the holding.
* You sink into the vally a bit to the left of LOC DME East, past WI003 (which is the outer marker) and end up dead ahead runway 08.
* MAPt is extremely late - so well suited for very bad weather: Decision altitude is 2660ft, that is about half way from the outer marker to the runway - some 2 miles before touchdown. You really need to see the runway at that distance.

* If you don't have further clearance or too little visibility, you go around, and that means: You continue flying your programmed route with FMC on: It goes up the valley where it opens again, where you do a steep left turn and go back the very same waypoints you came from to enter the RTT holding. Why that? It might happen that you are heavy or one engine is dead and you can't climb a lot. This route gives you more than plenty of time. In reality, you climb max rate, and once you are clear of peaks, APP will issue a direct to your next try.

If you want to ''fly'' your aircraft, then this is the most boring approach, as the aircraft flies itself. Still, you can use this approach if visibility is nearing 3km.

''(Scotty:) Captain, the Enterprise is fully automated. A chimpanzee and two trainees could run her. (Kirk:) Thank you Scotty, I will try not to take that personally.''

== RNAV (GNSS) Approach Y 08 ==
There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

* ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
* WI801 is IF (intermediate fix): Have it identified.
* WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
* WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
* If you continue, you continue visually along the programmed go-around path and land runway 08.
* If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.
* Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:

TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.
ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.

But it could as well be:

ACH123: Unable, going around.
TWR: AirChild123, go around as published, contact Radar at 119.275.

=== Most common mistakes: ===
* No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
* Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
* No altitude monitoring and ending up way too high.

== RNAV (RNP) Approach Z 08 ==
This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.

The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.

== Special visual arrival BRENO ==
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.

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

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

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

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

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

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

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

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

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

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

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

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

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

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

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

It is up to pilots to monitor conditions at landing!

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

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

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

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

LOWI for pilots

2021-12-02T12:36:07Z

Sebastian Reinwand: /* b. Circling Runway 08 for landing */

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

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

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

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

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM at 101° at 13.000ft. Descend to 11.500ft towards the waypoint KUDAV (the former KTI NDB, which is now shut off).
# Turn your OBS to 67° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration'''! You should have 160kts and flaps at least half down. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s or manually watching the table on the chart.

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

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

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

* Level off at 5000ft or where you are cleared to. That should be round the chime of the outer marker.

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNAV (RNP) Approach rwy 26 ==
Some aircraft are so sophisticated that they can't fly any approach without FMC (or are there any other reasons? Caution: irony). For these futuristic rockets, there is a RNAV approach from the East, which basically covers the LOC DME East approach. IT is fairly easy, if you have programmed it right:

* Descent starts at WI001 which is (surprise!) RTT NDB, where all other aircraft queue in the holding.
* You sink into the vally a bit to the left of LOC DME East, past WI003 (which is the outer marker) and end up dead ahead runway 08.
* MAPt is extremely late - so well suited for very bad weather: Decision altitude is 2660ft, that is about half way from the outer marker to the runway - some 2 miles before touchdown. You really need to see the runway at that distance.

* If you don't have further clearance or too little visibility, you go around, and that means: You continue flying your programmed route with FMC on: It goes up the valley where it opens again, where you do a steep left turn and go back the very same waypoints you came from to enter the RTT holding. Why that? It might happen that you are heavy or one engine is dead and you can't climb a lot. This route gives you more than plenty of time. In reality, you climb max rate, and once you are clear of peaks, APP will issue a direct to your next try.

If you want to ''fly'' your aircraft, then this is the most boring approach, as the aircraft flies itself. Still, you can use this approach if visibility is nearing 3km.

''(Scotty:) Captain, the Enterprise is fully automated. A chimpanzee and two trainees could run her. (Kirk:) Thank you Scotty, I will try not to take that personally.''

== RNAV (GNSS) Approach Y 08 ==
There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

* ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
* WI801 is IF (intermediate fix): Have it identified.
* WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
* WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
* If you continue, you continue visually along the programmed go-around path and land runway 08.
* If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.
* Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:

TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.
ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.

But it could as well be:

ACH123: Unable, going around.
TWR: AirChild123, go around as published, contact Radar at 119.275.

=== Most common mistakes: ===
* No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
* Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
* No altitude monitoring and ending up way too high.

== RNAV (RNP) Approach Z 08 ==
This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.

The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.

== Special visual arrival BRENO ==
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.

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

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

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

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

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

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

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

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

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

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

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

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

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

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

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

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

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

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

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

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

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

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

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

It is up to pilots to monitor conditions at landing!

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

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

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

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

LOWI for pilots

2021-12-02T12:35:40Z

Sebastian Reinwand: /* 1. LOC DME EAST approach */

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

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

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

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

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

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

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

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

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

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)

# The LOC DME EAST approach is not in your FMC as such. You will usually only find LOC26 approach. Use this for guidance but remember: this approach still can lead to both Runways! Do not mistake the LOC26 for the LOC R RWY26. This is a approach for low ceiling and other missed approach. More to that later.

# When Tower is online, do not expect that the Radar can tell you the Runway you can expect. This decision is made by the Tower. Please do not ask the Radar for the Runway because he has no clue as well.

# when ''cleared LOC DME East approach'', you leave RTT NDB at 9500ft (use caution Airspace E goes up to 9500ft as well) and proceed direct to ADWIG. At ADWIG intercept the Localizer. Use caution: you must not descend immediatly after intercepting the Localizer but wait until DME 19.0 of OEV. When passing that point descend with an Angle of 3,77 degrees. It is mandatory to reduce speed prior to intercepting the Localizer. Already put down flaps to a certain degree. You cant reduce the speed enough once established. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# It is completly normal, when you have an Radio Altimeter to get callouts from him after ADWIG. You are getting close to a mountain. When you descend according to the profil this should not be a factor for you.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' according to speed instructions and plan to reach 6,3dme OEV at 160kts or less. In high traffic situation expect speed control to last until 6 DME. Yes, Tower tells you the runway, but be prepared for changes during the approach. That means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Tower at contact.

# When there is a lot of traffic hold your advised speed as long as practisable or when Controller tells you to reduce. When getting clearance: mantain speed 180KTs or less try to keep the highest cleared speed as long as practisable. You can also expect late landing clearance automatically and be prepared for it, because departures often require a backtrack.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way). Advise ATC once you hae completed the turn and continue climb according to the missed approach procedure to 9500ft. You can expect to be cleared even higher in case of missed approach.

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

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is latest at DME 3.5 or even earlier (up to DME 7.5) when you cant get the minimum missed approach climb gradient. You have to go around if you do not have the terrain in sight. Use caution. you must not have the Runway in sight, but at least the Approach light system. If neither is in sight GO AROUND. The other reason is very logic: when you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP latest at your Missed approach point and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway or approach light system in sight: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building. Do not follow the LNAV profile done as well. This might lead you direct to the Runway but in a mountain shortly after ADWIG as well.

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

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report breaking off for circling.

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

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 4,2 OEV. Set your plane to approach (speed, flaps)
# At MAP or latest DME 4,2: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# At D;E 4,2 OEV turn left (230° is a guideline - fly visually!). if you have correct scenery you should see a Ski jump and a valley. Try to fly a bit right of the Ski jump in the direction of the mountain. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Shortly before reaching the mountain turn right approximately heading 264 to join the right hand downwind. Use the INN NDB as reference for your turn.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn (25-30 degree bank mandatory) and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

# As visual cue you have the Axams Church, wich is mostly used as Fix for the right base. Once turning you should see two things: A deep valley opening on your right side, in wich you are turning into and a power line. Follow that valley in the right turn and use caution with the power line to not crash into it.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast or too late. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the RUM Locator, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance plane for this. In real life, this is rarely used, because the minima today is the same (or with special authorization a bit lower) as on the LOC DME EAST approach and only meant for multi engine piston Aircraft.

=== Localizer R Approach Runway 26 ===
... is the only approach where you can expect straight in Runway 26 when cleared on it. This is the latest approach added for the OEV Localizer and specially designed for bad weather situations. The minimum can go down as low as 356ft AGL. This does not mean, that this is an ILS! Once you are visual, even before your minimum, turn off your autopilot, brake off and establish your plane in the extended Centerline for Runway 26. Latest at DME 0.9 OEV you have your Missed approach Point (MAPt). When you don´t see the Runway GO AROUND!

# This is a special approach and only cleared when the ceiling and/or visibility is too low for any other conventional approach
# there is no chance you can circle on this approach
# To fly this approach, and especially the Missed approach you must be RNAV equipt! When unable to fly this approach, let the approach Controller know and expect a diversion
# the approach starts as a normal LOC DME EAST Approach and is flown the same way. The only difference is the lower minimum and the missed approach
# when you are at your minimums or latest at the MAPt and you dont have the approach light system (ALS) or Runway in sight, Go around immediatly.
# check your GPS/GNSS Equipment prior to the approach. You require at least a RNP 0.3 accuracy for the approach
# at the Go around climb with maximum rate at least until 8500ft and do not accelarate above 165KTs until passng WI008

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

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

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

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

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

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM at 101° at 13.000ft. Descend to 11.500ft towards the waypoint KUDAV (the former KTI NDB, which is now shut off).
# Turn your OBS to 67° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration'''! You should have 160kts and flaps at least half down. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.

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

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

==== Most common mistakes at ELMEM====

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

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

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

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

* No, there is no glideslope - descend with v/s or manually watching the table on the chart.

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

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

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

* Level off at 5000ft or where you are cleared to. That should be round the chime of the outer marker.

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

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

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

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

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

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

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

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

== RNAV (RNP) Approach rwy 26 ==
Some aircraft are so sophisticated that they can't fly any approach without FMC (or are there any other reasons? Caution: irony). For these futuristic rockets, there is a RNAV approach from the East, which basically covers the LOC DME East approach. IT is fairly easy, if you have programmed it right:

* Descent starts at WI001 which is (surprise!) RTT NDB, where all other aircraft queue in the holding.
* You sink into the vally a bit to the left of LOC DME East, past WI003 (which is the outer marker) and end up dead ahead runway 08.
* MAPt is extremely late - so well suited for very bad weather: Decision altitude is 2660ft, that is about half way from the outer marker to the runway - some 2 miles before touchdown. You really need to see the runway at that distance.

* If you don't have further clearance or too little visibility, you go around, and that means: You continue flying your programmed route with FMC on: It goes up the valley where it opens again, where you do a steep left turn and go back the very same waypoints you came from to enter the RTT holding. Why that? It might happen that you are heavy or one engine is dead and you can't climb a lot. This route gives you more than plenty of time. In reality, you climb max rate, and once you are clear of peaks, APP will issue a direct to your next try.

If you want to ''fly'' your aircraft, then this is the most boring approach, as the aircraft flies itself. Still, you can use this approach if visibility is nearing 3km.

''(Scotty:) Captain, the Enterprise is fully automated. A chimpanzee and two trainees could run her. (Kirk:) Thank you Scotty, I will try not to take that personally.''

== RNAV (GNSS) Approach Y 08 ==
There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

* ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
* WI801 is IF (intermediate fix): Have it identified.
* WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
* WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
* If you continue, you continue visually along the programmed go-around path and land runway 08.
* If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.
* Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:

TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.
ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.

But it could as well be:

ACH123: Unable, going around.
TWR: AirChild123, go around as published, contact Radar at 119.275.

=== Most common mistakes: ===
* No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
* Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
* No altitude monitoring and ending up way too high.

== RNAV (RNP) Approach Z 08 ==
This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.

The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.

== Special visual arrival BRENO ==
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.

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

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

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

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

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

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

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

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

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

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

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

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach RUM NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is D, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* your flight path is free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2021-12-02T11:33:10Z

Sebastian Reinwand: /* 1. LOC DME EAST approach */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear, trigger go-arounds and smash virtual holes into the virtual mountains. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (mountains) and aircraft weight and you will find out that Concorde, A380, B747 and the like do not really fit with LOWI. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

= Overview from the air(space) =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends to a "smile". This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 3° offset to the north - '''it's NOT an ILS''' and you can't land with it! The primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (225° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH! Charts say 9.500ft, but ATC clear 10.000ft) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' to reach 6,3dme OEV at 160kts or less. Yes, Tower tells you the runway, and that means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Approach at contact.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way).

=== a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is at 6,3dme OEV. You have to go around if you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP now and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building.

=== b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report breaking off for circling.

This clearance is valid all the way to runway 08 final. You have to report your turning off, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 6,3 OEV. Set your plane to approach (speed, flaps)
# At dme 6,3 OEV: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# Between now and 4,2dme OEV turn left (230° is a guideline - fly visually!) towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB on your left hand side.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM at 101° at 13.000ft. Descend to 11.500ft towards the waypoint KUDAV (the former KTI NDB, which is now shut off).
# Turn your OBS to 67° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration'''! You should have 160kts and flaps at least half down. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.

A thrilling experience to descend from the snow-capped mountains into the valley!

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP already at ELMEM. You turn off course after ELMEM into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

==== Most common mistakes at ELMEM====

* '''Too fast:''' The western descent is twice as steep as any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check before KUDAV, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually watching the table on the chart.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over RUM NDB. This means: You fly over the airport at about 7000ft.

* Level off at 5000ft or where you are cleared to. That should be round the chime of the outer marker.

* Arrive at RUM NDB with 160kt or less. The final approach begins, and it is '''visual'''.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report RUM NDB.

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

=== b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report RUM NDB.

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at RUM NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after RUM NDB''': when you turn too low, you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

== RNAV (RNP) Approach rwy 26 ==
Some aircraft are so sophisticated that they can't fly any approach without FMC (or are there any other reasons? Caution: irony). For these futuristic rockets, there is a RNAV approach from the East, which basically covers the LOC DME East approach. IT is fairly easy, if you have programmed it right:

* Descent starts at WI001 which is (surprise!) RTT NDB, where all other aircraft queue in the holding.
* You sink into the vally a bit to the left of LOC DME East, past WI003 (which is the outer marker) and end up dead ahead runway 08.
* MAPt is extremely late - so well suited for very bad weather: Decision altitude is 2660ft, that is about half way from the outer marker to the runway - some 2 miles before touchdown. You really need to see the runway at that distance.

* If you don't have further clearance or too little visibility, you go around, and that means: You continue flying your programmed route with FMC on: It goes up the valley where it opens again, where you do a steep left turn and go back the very same waypoints you came from to enter the RTT holding. Why that? It might happen that you are heavy or one engine is dead and you can't climb a lot. This route gives you more than plenty of time. In reality, you climb max rate, and once you are clear of peaks, APP will issue a direct to your next try.

If you want to ''fly'' your aircraft, then this is the most boring approach, as the aircraft flies itself. Still, you can use this approach if visibility is nearing 3km.

''(Scotty:) Captain, the Enterprise is fully automated. A chimpanzee and two trainees could run her. (Kirk:) Thank you Scotty, I will try not to take that personally.''

== RNAV (GNSS) Approach Y 08 ==
There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

* ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
* WI801 is IF (intermediate fix): Have it identified.
* WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
* WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
* If you continue, you continue visually along the programmed go-around path and land runway 08.
* If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.
* Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:

TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.
ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.

But it could as well be:

ACH123: Unable, going around.
TWR: AirChild123, go around as published, contact Radar at 119.275.

=== Most common mistakes: ===
* No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
* Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
* No altitude monitoring and ending up way too high.

== RNAV (RNP) Approach Z 08 ==
This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.

The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.

== Special visual arrival BRENO ==
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

== Föhn special visual arrival and departure ==
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards, is limited by an inversion at peaks' altitude, and gets caught in the mountains, sending high, gusty and warm winds through the passes down to the north. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner pass northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley - makes up a nice windshear and turbulence. The least turbulence is on the northern slope (strong uplifts), whereas the southern slope is full of rotors. As the airport is West of the city, local winds there are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach RUM NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is D, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* your flight path is free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2021-12-02T11:26:11Z

Sebastian Reinwand: /* IFR approach */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear, trigger go-arounds and smash virtual holes into the virtual mountains. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (mountains) and aircraft weight and you will find out that Concorde, A380, B747 and the like do not really fit with LOWI. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

= Overview from the air(space) =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends to a "smile". This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# LOC R APP RWY26
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z RWY26 via RTT NDB
# RNP E RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north - '''it's NOT an ILS''' and you can't land with it! Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH! Charts say 9.500ft, but ATC clear 10.000ft) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' to reach 6,3dme OEV at 160kts or less. Yes, Tower tells you the runway, and that means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Approach at contact.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way).

=== a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is at 6,3dme OEV. You have to go around if you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP now and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building.

=== b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report breaking off for circling.

This clearance is valid all the way to runway 08 final. You have to report your turning off, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 6,3 OEV. Set your plane to approach (speed, flaps)
# At dme 6,3 OEV: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# Between now and 4,2dme OEV turn left (230° is a guideline - fly visually!) towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB on your left hand side.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM at 101° at 13.000ft. Descend to 11.500ft towards the waypoint KUDAV (the former KTI NDB, which is now shut off).
# Turn your OBS to 67° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration'''! You should have 160kts and flaps at least half down. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.

A thrilling experience to descend from the snow-capped mountains into the valley!

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP already at ELMEM. You turn off course after ELMEM into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

==== Most common mistakes at ELMEM====

* '''Too fast:''' The western descent is twice as steep as any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check before KUDAV, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually watching the table on the chart.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over RUM NDB. This means: You fly over the airport at about 7000ft.

* Level off at 5000ft or where you are cleared to. That should be round the chime of the outer marker.

* Arrive at RUM NDB with 160kt or less. The final approach begins, and it is '''visual'''.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report RUM NDB.

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

=== b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report RUM NDB.

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at RUM NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after RUM NDB''': when you turn too low, you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

== RNAV (RNP) Approach rwy 26 ==
Some aircraft are so sophisticated that they can't fly any approach without FMC (or are there any other reasons? Caution: irony). For these futuristic rockets, there is a RNAV approach from the East, which basically covers the LOC DME East approach. IT is fairly easy, if you have programmed it right:

* Descent starts at WI001 which is (surprise!) RTT NDB, where all other aircraft queue in the holding.
* You sink into the vally a bit to the left of LOC DME East, past WI003 (which is the outer marker) and end up dead ahead runway 08.
* MAPt is extremely late - so well suited for very bad weather: Decision altitude is 2660ft, that is about half way from the outer marker to the runway - some 2 miles before touchdown. You really need to see the runway at that distance.

* If you don't have further clearance or too little visibility, you go around, and that means: You continue flying your programmed route with FMC on: It goes up the valley where it opens again, where you do a steep left turn and go back the very same waypoints you came from to enter the RTT holding. Why that? It might happen that you are heavy or one engine is dead and you can't climb a lot. This route gives you more than plenty of time. In reality, you climb max rate, and once you are clear of peaks, APP will issue a direct to your next try.

If you want to ''fly'' your aircraft, then this is the most boring approach, as the aircraft flies itself. Still, you can use this approach if visibility is nearing 3km.

''(Scotty:) Captain, the Enterprise is fully automated. A chimpanzee and two trainees could run her. (Kirk:) Thank you Scotty, I will try not to take that personally.''

== RNAV (GNSS) Approach Y 08 ==
There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

* ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
* WI801 is IF (intermediate fix): Have it identified.
* WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
* WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
* If you continue, you continue visually along the programmed go-around path and land runway 08.
* If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.
* Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:

TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.
ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.

But it could as well be:

ACH123: Unable, going around.
TWR: AirChild123, go around as published, contact Radar at 119.275.

=== Most common mistakes: ===
* No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
* Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
* No altitude monitoring and ending up way too high.

== RNAV (RNP) Approach Z 08 ==
This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.

The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.

== Special visual arrival BRENO ==
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

== Föhn special visual arrival and departure ==
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards, is limited by an inversion at peaks' altitude, and gets caught in the mountains, sending high, gusty and warm winds through the passes down to the north. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner pass northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley - makes up a nice windshear and turbulence. The least turbulence is on the northern slope (strong uplifts), whereas the southern slope is full of rotors. As the airport is West of the city, local winds there are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach RUM NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is D, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* your flight path is free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2021-12-02T11:24:35Z

Sebastian Reinwand: /* IFR approach */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear, trigger go-arounds and smash virtual holes into the virtual mountains. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (mountains) and aircraft weight and you will find out that Concorde, A380, B747 and the like do not really fit with LOWI. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

= Overview from the air(space) =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends to a "smile". This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only. In case of changing winds or if traffic requires you must be also aware of a visual swing over for any RNP approach.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg NDB)
* '''ELMEM''', a RNAV Fix out to the West

Do not expect to be cleared on a STAR and file one in your flightplan. Expect to be cleared on a STAR only, when your STAR does not end on your required IAF(initial approach fix). Otherwise expect a direct to your IAF

If you come from the West, approaches are complex and you don´t have much of a choice. There are only 2 RNP approaches and one LOC approach (LOC DME WEST). If you have any prefference request it by Radar.

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting RNP Z Approach RWY08

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z Rwy 26 via RTT NDB
# RNP R RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north - '''it's NOT an ILS''' and you can't land with it! Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH! Charts say 9.500ft, but ATC clear 10.000ft) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' to reach 6,3dme OEV at 160kts or less. Yes, Tower tells you the runway, and that means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Approach at contact.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way).

=== a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is at 6,3dme OEV. You have to go around if you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP now and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building.

=== b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report breaking off for circling.

This clearance is valid all the way to runway 08 final. You have to report your turning off, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 6,3 OEV. Set your plane to approach (speed, flaps)
# At dme 6,3 OEV: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# Between now and 4,2dme OEV turn left (230° is a guideline - fly visually!) towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB on your left hand side.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM at 101° at 13.000ft. Descend to 11.500ft towards the waypoint KUDAV (the former KTI NDB, which is now shut off).
# Turn your OBS to 67° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration'''! You should have 160kts and flaps at least half down. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.

A thrilling experience to descend from the snow-capped mountains into the valley!

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP already at ELMEM. You turn off course after ELMEM into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

==== Most common mistakes at ELMEM====

* '''Too fast:''' The western descent is twice as steep as any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check before KUDAV, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually watching the table on the chart.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over RUM NDB. This means: You fly over the airport at about 7000ft.

* Level off at 5000ft or where you are cleared to. That should be round the chime of the outer marker.

* Arrive at RUM NDB with 160kt or less. The final approach begins, and it is '''visual'''.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report RUM NDB.

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

=== b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report RUM NDB.

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at RUM NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after RUM NDB''': when you turn too low, you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

== RNAV (RNP) Approach rwy 26 ==
Some aircraft are so sophisticated that they can't fly any approach without FMC (or are there any other reasons? Caution: irony). For these futuristic rockets, there is a RNAV approach from the East, which basically covers the LOC DME East approach. IT is fairly easy, if you have programmed it right:

* Descent starts at WI001 which is (surprise!) RTT NDB, where all other aircraft queue in the holding.
* You sink into the vally a bit to the left of LOC DME East, past WI003 (which is the outer marker) and end up dead ahead runway 08.
* MAPt is extremely late - so well suited for very bad weather: Decision altitude is 2660ft, that is about half way from the outer marker to the runway - some 2 miles before touchdown. You really need to see the runway at that distance.

* If you don't have further clearance or too little visibility, you go around, and that means: You continue flying your programmed route with FMC on: It goes up the valley where it opens again, where you do a steep left turn and go back the very same waypoints you came from to enter the RTT holding. Why that? It might happen that you are heavy or one engine is dead and you can't climb a lot. This route gives you more than plenty of time. In reality, you climb max rate, and once you are clear of peaks, APP will issue a direct to your next try.

If you want to ''fly'' your aircraft, then this is the most boring approach, as the aircraft flies itself. Still, you can use this approach if visibility is nearing 3km.

''(Scotty:) Captain, the Enterprise is fully automated. A chimpanzee and two trainees could run her. (Kirk:) Thank you Scotty, I will try not to take that personally.''

== RNAV (GNSS) Approach Y 08 ==
There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

* ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
* WI801 is IF (intermediate fix): Have it identified.
* WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
* WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
* If you continue, you continue visually along the programmed go-around path and land runway 08.
* If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.
* Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:

TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.
ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.

But it could as well be:

ACH123: Unable, going around.
TWR: AirChild123, go around as published, contact Radar at 119.275.

=== Most common mistakes: ===
* No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
* Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
* No altitude monitoring and ending up way too high.

== RNAV (RNP) Approach Z 08 ==
This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.

The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.

== Special visual arrival BRENO ==
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

== Föhn special visual arrival and departure ==
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards, is limited by an inversion at peaks' altitude, and gets caught in the mountains, sending high, gusty and warm winds through the passes down to the north. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner pass northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley - makes up a nice windshear and turbulence. The least turbulence is on the northern slope (strong uplifts), whereas the southern slope is full of rotors. As the airport is West of the city, local winds there are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach RUM NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is D, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* your flight path is free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2021-12-02T10:56:14Z

Sebastian Reinwand: /* Things you need to be able to do */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear, trigger go-arounds and smash virtual holes into the virtual mountains. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar,VOR and ADF (for NDB´s) instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (mountains) and aircraft weight and you will find out that Concorde, A380, B747 and the like do not really fit with LOWI. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

= Overview from the air(space) =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends to a "smile". This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg)
* '''ELMEM''', a Fix out to the West

You can arrive without a STAR: Either by using an airway which passes RTT NDB (Y107 or Y103), or by crossing the SAXFRA airspace with RTT as exit point. Don't bother, just don't expect an arrival clearance as you are already there.

If you come from the West, there are only special approaches which are all on request. Strictly, you must choose which one you like and request it, like:

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting LOC DME West approach

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z Rwy 26 via RTT NDB
# RNP R RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north - '''it's NOT an ILS''' and you can't land with it! Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH! Charts say 9.500ft, but ATC clear 10.000ft) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' to reach 6,3dme OEV at 160kts or less. Yes, Tower tells you the runway, and that means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Approach at contact.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way).

=== a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is at 6,3dme OEV. You have to go around if you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP now and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building.

=== b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report breaking off for circling.

This clearance is valid all the way to runway 08 final. You have to report your turning off, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 6,3 OEV. Set your plane to approach (speed, flaps)
# At dme 6,3 OEV: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# Between now and 4,2dme OEV turn left (230° is a guideline - fly visually!) towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB on your left hand side.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM at 101° at 13.000ft. Descend to 11.500ft towards the waypoint KUDAV (the former KTI NDB, which is now shut off).
# Turn your OBS to 67° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration'''! You should have 160kts and flaps at least half down. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.

A thrilling experience to descend from the snow-capped mountains into the valley!

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP already at ELMEM. You turn off course after ELMEM into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

==== Most common mistakes at ELMEM====

* '''Too fast:''' The western descent is twice as steep as any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check before KUDAV, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually watching the table on the chart.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over RUM NDB. This means: You fly over the airport at about 7000ft.

* Level off at 5000ft or where you are cleared to. That should be round the chime of the outer marker.

* Arrive at RUM NDB with 160kt or less. The final approach begins, and it is '''visual'''.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report RUM NDB.

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

=== b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report RUM NDB.

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at RUM NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after RUM NDB''': when you turn too low, you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

== RNAV (RNP) Approach rwy 26 ==
Some aircraft are so sophisticated that they can't fly any approach without FMC (or are there any other reasons? Caution: irony). For these futuristic rockets, there is a RNAV approach from the East, which basically covers the LOC DME East approach. IT is fairly easy, if you have programmed it right:

* Descent starts at WI001 which is (surprise!) RTT NDB, where all other aircraft queue in the holding.
* You sink into the vally a bit to the left of LOC DME East, past WI003 (which is the outer marker) and end up dead ahead runway 08.
* MAPt is extremely late - so well suited for very bad weather: Decision altitude is 2660ft, that is about half way from the outer marker to the runway - some 2 miles before touchdown. You really need to see the runway at that distance.

* If you don't have further clearance or too little visibility, you go around, and that means: You continue flying your programmed route with FMC on: It goes up the valley where it opens again, where you do a steep left turn and go back the very same waypoints you came from to enter the RTT holding. Why that? It might happen that you are heavy or one engine is dead and you can't climb a lot. This route gives you more than plenty of time. In reality, you climb max rate, and once you are clear of peaks, APP will issue a direct to your next try.

If you want to ''fly'' your aircraft, then this is the most boring approach, as the aircraft flies itself. Still, you can use this approach if visibility is nearing 3km.

''(Scotty:) Captain, the Enterprise is fully automated. A chimpanzee and two trainees could run her. (Kirk:) Thank you Scotty, I will try not to take that personally.''

== RNAV (GNSS) Approach Y 08 ==
There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

* ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
* WI801 is IF (intermediate fix): Have it identified.
* WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
* WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
* If you continue, you continue visually along the programmed go-around path and land runway 08.
* If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.
* Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:

TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.
ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.

But it could as well be:

ACH123: Unable, going around.
TWR: AirChild123, go around as published, contact Radar at 119.275.

=== Most common mistakes: ===
* No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
* Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
* No altitude monitoring and ending up way too high.

== RNAV (RNP) Approach Z 08 ==
This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.

The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.

== Special visual arrival BRENO ==
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

== Föhn special visual arrival and departure ==
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards, is limited by an inversion at peaks' altitude, and gets caught in the mountains, sending high, gusty and warm winds through the passes down to the north. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner pass northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley - makes up a nice windshear and turbulence. The least turbulence is on the northern slope (strong uplifts), whereas the southern slope is full of rotors. As the airport is West of the city, local winds there are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach RUM NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is D, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* your flight path is free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2021-12-02T10:42:23Z

Sebastian Reinwand: /* Major recent Changes */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear, trigger go-arounds and smash virtual holes into the virtual mountains. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Major Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (mountains) and aircraft weight and you will find out that Concorde, A380, B747 and the like do not really fit with LOWI. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

= Overview from the air(space) =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends to a "smile". This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg)
* '''ELMEM''', a Fix out to the West

You can arrive without a STAR: Either by using an airway which passes RTT NDB (Y107 or Y103), or by crossing the SAXFRA airspace with RTT as exit point. Don't bother, just don't expect an arrival clearance as you are already there.

If you come from the West, there are only special approaches which are all on request. Strictly, you must choose which one you like and request it, like:

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting LOC DME West approach

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z Rwy 26 via RTT NDB
# RNP R RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north - '''it's NOT an ILS''' and you can't land with it! Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH! Charts say 9.500ft, but ATC clear 10.000ft) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' to reach 6,3dme OEV at 160kts or less. Yes, Tower tells you the runway, and that means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Approach at contact.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way).

=== a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is at 6,3dme OEV. You have to go around if you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP now and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building.

=== b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report breaking off for circling.

This clearance is valid all the way to runway 08 final. You have to report your turning off, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 6,3 OEV. Set your plane to approach (speed, flaps)
# At dme 6,3 OEV: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# Between now and 4,2dme OEV turn left (230° is a guideline - fly visually!) towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB on your left hand side.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM at 101° at 13.000ft. Descend to 11.500ft towards the waypoint KUDAV (the former KTI NDB, which is now shut off).
# Turn your OBS to 67° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration'''! You should have 160kts and flaps at least half down. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.

A thrilling experience to descend from the snow-capped mountains into the valley!

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP already at ELMEM. You turn off course after ELMEM into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

==== Most common mistakes at ELMEM====

* '''Too fast:''' The western descent is twice as steep as any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check before KUDAV, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually watching the table on the chart.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over RUM NDB. This means: You fly over the airport at about 7000ft.

* Level off at 5000ft or where you are cleared to. That should be round the chime of the outer marker.

* Arrive at RUM NDB with 160kt or less. The final approach begins, and it is '''visual'''.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report RUM NDB.

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

=== b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report RUM NDB.

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at RUM NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after RUM NDB''': when you turn too low, you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

== RNAV (RNP) Approach rwy 26 ==
Some aircraft are so sophisticated that they can't fly any approach without FMC (or are there any other reasons? Caution: irony). For these futuristic rockets, there is a RNAV approach from the East, which basically covers the LOC DME East approach. IT is fairly easy, if you have programmed it right:

* Descent starts at WI001 which is (surprise!) RTT NDB, where all other aircraft queue in the holding.
* You sink into the vally a bit to the left of LOC DME East, past WI003 (which is the outer marker) and end up dead ahead runway 08.
* MAPt is extremely late - so well suited for very bad weather: Decision altitude is 2660ft, that is about half way from the outer marker to the runway - some 2 miles before touchdown. You really need to see the runway at that distance.

* If you don't have further clearance or too little visibility, you go around, and that means: You continue flying your programmed route with FMC on: It goes up the valley where it opens again, where you do a steep left turn and go back the very same waypoints you came from to enter the RTT holding. Why that? It might happen that you are heavy or one engine is dead and you can't climb a lot. This route gives you more than plenty of time. In reality, you climb max rate, and once you are clear of peaks, APP will issue a direct to your next try.

If you want to ''fly'' your aircraft, then this is the most boring approach, as the aircraft flies itself. Still, you can use this approach if visibility is nearing 3km.

''(Scotty:) Captain, the Enterprise is fully automated. A chimpanzee and two trainees could run her. (Kirk:) Thank you Scotty, I will try not to take that personally.''

== RNAV (GNSS) Approach Y 08 ==
There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

* ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
* WI801 is IF (intermediate fix): Have it identified.
* WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
* WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
* If you continue, you continue visually along the programmed go-around path and land runway 08.
* If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.
* Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:

TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.
ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.

But it could as well be:

ACH123: Unable, going around.
TWR: AirChild123, go around as published, contact Radar at 119.275.

=== Most common mistakes: ===
* No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
* Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
* No altitude monitoring and ending up way too high.

== RNAV (RNP) Approach Z 08 ==
This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.

The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.

== Special visual arrival BRENO ==
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

== Föhn special visual arrival and departure ==
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards, is limited by an inversion at peaks' altitude, and gets caught in the mountains, sending high, gusty and warm winds through the passes down to the north. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner pass northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley - makes up a nice windshear and turbulence. The least turbulence is on the northern slope (strong uplifts), whereas the southern slope is full of rotors. As the airport is West of the city, local winds there are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach RUM NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is D, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* your flight path is free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2021-12-02T10:42:14Z

Sebastian Reinwand: /* Major recent Changes */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear, trigger go-arounds and smash virtual holes into the virtual mountains. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 24 May 2019: Mayor Changes in SID Structure

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (mountains) and aircraft weight and you will find out that Concorde, A380, B747 and the like do not really fit with LOWI. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

= Overview from the air(space) =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends to a "smile". This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg)
* '''ELMEM''', a Fix out to the West

You can arrive without a STAR: Either by using an airway which passes RTT NDB (Y107 or Y103), or by crossing the SAXFRA airspace with RTT as exit point. Don't bother, just don't expect an arrival clearance as you are already there.

If you come from the West, there are only special approaches which are all on request. Strictly, you must choose which one you like and request it, like:

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting LOC DME West approach

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z Rwy 26 via RTT NDB
# RNP R RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north - '''it's NOT an ILS''' and you can't land with it! Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH! Charts say 9.500ft, but ATC clear 10.000ft) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' to reach 6,3dme OEV at 160kts or less. Yes, Tower tells you the runway, and that means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Approach at contact.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way).

=== a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is at 6,3dme OEV. You have to go around if you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP now and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building.

=== b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report breaking off for circling.

This clearance is valid all the way to runway 08 final. You have to report your turning off, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 6,3 OEV. Set your plane to approach (speed, flaps)
# At dme 6,3 OEV: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# Between now and 4,2dme OEV turn left (230° is a guideline - fly visually!) towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB on your left hand side.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM at 101° at 13.000ft. Descend to 11.500ft towards the waypoint KUDAV (the former KTI NDB, which is now shut off).
# Turn your OBS to 67° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration'''! You should have 160kts and flaps at least half down. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.

A thrilling experience to descend from the snow-capped mountains into the valley!

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP already at ELMEM. You turn off course after ELMEM into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

==== Most common mistakes at ELMEM====

* '''Too fast:''' The western descent is twice as steep as any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check before KUDAV, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually watching the table on the chart.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over RUM NDB. This means: You fly over the airport at about 7000ft.

* Level off at 5000ft or where you are cleared to. That should be round the chime of the outer marker.

* Arrive at RUM NDB with 160kt or less. The final approach begins, and it is '''visual'''.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report RUM NDB.

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

=== b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report RUM NDB.

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at RUM NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after RUM NDB''': when you turn too low, you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

== RNAV (RNP) Approach rwy 26 ==
Some aircraft are so sophisticated that they can't fly any approach without FMC (or are there any other reasons? Caution: irony). For these futuristic rockets, there is a RNAV approach from the East, which basically covers the LOC DME East approach. IT is fairly easy, if you have programmed it right:

* Descent starts at WI001 which is (surprise!) RTT NDB, where all other aircraft queue in the holding.
* You sink into the vally a bit to the left of LOC DME East, past WI003 (which is the outer marker) and end up dead ahead runway 08.
* MAPt is extremely late - so well suited for very bad weather: Decision altitude is 2660ft, that is about half way from the outer marker to the runway - some 2 miles before touchdown. You really need to see the runway at that distance.

* If you don't have further clearance or too little visibility, you go around, and that means: You continue flying your programmed route with FMC on: It goes up the valley where it opens again, where you do a steep left turn and go back the very same waypoints you came from to enter the RTT holding. Why that? It might happen that you are heavy or one engine is dead and you can't climb a lot. This route gives you more than plenty of time. In reality, you climb max rate, and once you are clear of peaks, APP will issue a direct to your next try.

If you want to ''fly'' your aircraft, then this is the most boring approach, as the aircraft flies itself. Still, you can use this approach if visibility is nearing 3km.

''(Scotty:) Captain, the Enterprise is fully automated. A chimpanzee and two trainees could run her. (Kirk:) Thank you Scotty, I will try not to take that personally.''

== RNAV (GNSS) Approach Y 08 ==
There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

* ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
* WI801 is IF (intermediate fix): Have it identified.
* WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
* WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
* If you continue, you continue visually along the programmed go-around path and land runway 08.
* If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.
* Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:

TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.
ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.

But it could as well be:

ACH123: Unable, going around.
TWR: AirChild123, go around as published, contact Radar at 119.275.

=== Most common mistakes: ===
* No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
* Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
* No altitude monitoring and ending up way too high.

== RNAV (RNP) Approach Z 08 ==
This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.

The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.

== Special visual arrival BRENO ==
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

== Föhn special visual arrival and departure ==
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards, is limited by an inversion at peaks' altitude, and gets caught in the mountains, sending high, gusty and warm winds through the passes down to the north. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner pass northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley - makes up a nice windshear and turbulence. The least turbulence is on the northern slope (strong uplifts), whereas the southern slope is full of rotors. As the airport is West of the city, local winds there are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach RUM NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is D, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* your flight path is free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2021-11-30T19:02:45Z

Sebastian Reinwand: /* IFR approach */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear, trigger go-arounds and smash virtual holes into the virtual mountains. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (mountains) and aircraft weight and you will find out that Concorde, A380, B747 and the like do not really fit with LOWI. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

= Overview from the air(space) =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends to a "smile". This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg)
* '''ELMEM''', a Fix out to the West

You can arrive without a STAR: Either by using an airway which passes RTT NDB (Y107 or Y103), or by crossing the SAXFRA airspace with RTT as exit point. Don't bother, just don't expect an arrival clearance as you are already there.

If you come from the West, there are only special approaches which are all on request. Strictly, you must choose which one you like and request it, like:

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting LOC DME West approach

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# RNP Approach Z 08 via ELMEM
# RNP Approach Y 08 via ELMEM
# RNP Z Rwy 26 via RTT NDB
# RNP R RWY26 via RTT NDB
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north - '''it's NOT an ILS''' and you can't land with it! Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH! Charts say 9.500ft, but ATC clear 10.000ft) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' to reach 6,3dme OEV at 160kts or less. Yes, Tower tells you the runway, and that means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Approach at contact.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way).

=== a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is at 6,3dme OEV. You have to go around if you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP now and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building.

=== b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report breaking off for circling.

This clearance is valid all the way to runway 08 final. You have to report your turning off, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 6,3 OEV. Set your plane to approach (speed, flaps)
# At dme 6,3 OEV: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# Between now and 4,2dme OEV turn left (230° is a guideline - fly visually!) towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB on your left hand side.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM at 101° at 13.000ft. Descend to 11.500ft towards the waypoint KUDAV (the former KTI NDB, which is now shut off).
# Turn your OBS to 67° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration'''! You should have 160kts and flaps at least half down. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.

A thrilling experience to descend from the snow-capped mountains into the valley!

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP already at ELMEM. You turn off course after ELMEM into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

==== Most common mistakes at ELMEM====

* '''Too fast:''' The western descent is twice as steep as any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check before KUDAV, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually watching the table on the chart.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over RUM NDB. This means: You fly over the airport at about 7000ft.

* Level off at 5000ft or where you are cleared to. That should be round the chime of the outer marker.

* Arrive at RUM NDB with 160kt or less. The final approach begins, and it is '''visual'''.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report RUM NDB.

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

=== b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report RUM NDB.

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at RUM NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after RUM NDB''': when you turn too low, you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

== RNAV (RNP) Approach rwy 26 ==
Some aircraft are so sophisticated that they can't fly any approach without FMC (or are there any other reasons? Caution: irony). For these futuristic rockets, there is a RNAV approach from the East, which basically covers the LOC DME East approach. IT is fairly easy, if you have programmed it right:

* Descent starts at WI001 which is (surprise!) RTT NDB, where all other aircraft queue in the holding.
* You sink into the vally a bit to the left of LOC DME East, past WI003 (which is the outer marker) and end up dead ahead runway 08.
* MAPt is extremely late - so well suited for very bad weather: Decision altitude is 2660ft, that is about half way from the outer marker to the runway - some 2 miles before touchdown. You really need to see the runway at that distance.

* If you don't have further clearance or too little visibility, you go around, and that means: You continue flying your programmed route with FMC on: It goes up the valley where it opens again, where you do a steep left turn and go back the very same waypoints you came from to enter the RTT holding. Why that? It might happen that you are heavy or one engine is dead and you can't climb a lot. This route gives you more than plenty of time. In reality, you climb max rate, and once you are clear of peaks, APP will issue a direct to your next try.

If you want to ''fly'' your aircraft, then this is the most boring approach, as the aircraft flies itself. Still, you can use this approach if visibility is nearing 3km.

''(Scotty:) Captain, the Enterprise is fully automated. A chimpanzee and two trainees could run her. (Kirk:) Thank you Scotty, I will try not to take that personally.''

== RNAV (GNSS) Approach Y 08 ==
There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

* ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
* WI801 is IF (intermediate fix): Have it identified.
* WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
* WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
* If you continue, you continue visually along the programmed go-around path and land runway 08.
* If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.
* Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:

TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.
ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.

But it could as well be:

ACH123: Unable, going around.
TWR: AirChild123, go around as published, contact Radar at 119.275.

=== Most common mistakes: ===
* No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
* Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
* No altitude monitoring and ending up way too high.

== RNAV (RNP) Approach Z 08 ==
This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.

The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.

== Special visual arrival BRENO ==
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

== Föhn special visual arrival and departure ==
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards, is limited by an inversion at peaks' altitude, and gets caught in the mountains, sending high, gusty and warm winds through the passes down to the north. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner pass northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley - makes up a nice windshear and turbulence. The least turbulence is on the northern slope (strong uplifts), whereas the southern slope is full of rotors. As the airport is West of the city, local winds there are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach RUM NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is D, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* your flight path is free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2021-11-30T19:01:22Z

Sebastian Reinwand: /* Major recent Changes */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear, trigger go-arounds and smash virtual holes into the virtual mountains. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 1 September 2021: BRENO STAR´s have been changed. ELMEM and RTT STAR to the other end of the valley have been added

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (mountains) and aircraft weight and you will find out that Concorde, A380, B747 and the like do not really fit with LOWI. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

= Overview from the air(space) =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends to a "smile". This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg)
* '''ELMEM''', a Fix out to the West

You can arrive without a STAR: Either by using an airway which passes RTT NDB (Y107 or Y103), or by crossing the SAXFRA airspace with RTT as exit point. Don't bother, just don't expect an arrival clearance as you are already there.

If you come from the West, there are only special approaches which are all on request. Strictly, you must choose which one you like and request it, like:

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting LOC DME West approach

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# RNAV (GNSS) Approach Z 08 via ELMEM
# RNAV (RNP) Approach Y 08 via ELMEM
# RNAV (RNP) Rwy 26 via WI001=RTT NDB
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north - '''it's NOT an ILS''' and you can't land with it! Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH! Charts say 9.500ft, but ATC clear 10.000ft) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' to reach 6,3dme OEV at 160kts or less. Yes, Tower tells you the runway, and that means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Approach at contact.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way).

=== a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is at 6,3dme OEV. You have to go around if you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP now and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building.

=== b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report breaking off for circling.

This clearance is valid all the way to runway 08 final. You have to report your turning off, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 6,3 OEV. Set your plane to approach (speed, flaps)
# At dme 6,3 OEV: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# Between now and 4,2dme OEV turn left (230° is a guideline - fly visually!) towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB on your left hand side.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM at 101° at 13.000ft. Descend to 11.500ft towards the waypoint KUDAV (the former KTI NDB, which is now shut off).
# Turn your OBS to 67° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration'''! You should have 160kts and flaps at least half down. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.

A thrilling experience to descend from the snow-capped mountains into the valley!

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP already at ELMEM. You turn off course after ELMEM into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

==== Most common mistakes at ELMEM====

* '''Too fast:''' The western descent is twice as steep as any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check before KUDAV, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually watching the table on the chart.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over RUM NDB. This means: You fly over the airport at about 7000ft.

* Level off at 5000ft or where you are cleared to. That should be round the chime of the outer marker.

* Arrive at RUM NDB with 160kt or less. The final approach begins, and it is '''visual'''.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report RUM NDB.

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

=== b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report RUM NDB.

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at RUM NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after RUM NDB''': when you turn too low, you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

== RNAV (RNP) Approach rwy 26 ==
Some aircraft are so sophisticated that they can't fly any approach without FMC (or are there any other reasons? Caution: irony). For these futuristic rockets, there is a RNAV approach from the East, which basically covers the LOC DME East approach. IT is fairly easy, if you have programmed it right:

* Descent starts at WI001 which is (surprise!) RTT NDB, where all other aircraft queue in the holding.
* You sink into the vally a bit to the left of LOC DME East, past WI003 (which is the outer marker) and end up dead ahead runway 08.
* MAPt is extremely late - so well suited for very bad weather: Decision altitude is 2660ft, that is about half way from the outer marker to the runway - some 2 miles before touchdown. You really need to see the runway at that distance.

* If you don't have further clearance or too little visibility, you go around, and that means: You continue flying your programmed route with FMC on: It goes up the valley where it opens again, where you do a steep left turn and go back the very same waypoints you came from to enter the RTT holding. Why that? It might happen that you are heavy or one engine is dead and you can't climb a lot. This route gives you more than plenty of time. In reality, you climb max rate, and once you are clear of peaks, APP will issue a direct to your next try.

If you want to ''fly'' your aircraft, then this is the most boring approach, as the aircraft flies itself. Still, you can use this approach if visibility is nearing 3km.

''(Scotty:) Captain, the Enterprise is fully automated. A chimpanzee and two trainees could run her. (Kirk:) Thank you Scotty, I will try not to take that personally.''

== RNAV (GNSS) Approach Y 08 ==
There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

* ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
* WI801 is IF (intermediate fix): Have it identified.
* WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
* WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
* If you continue, you continue visually along the programmed go-around path and land runway 08.
* If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.
* Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:

TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.
ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.

But it could as well be:

ACH123: Unable, going around.
TWR: AirChild123, go around as published, contact Radar at 119.275.

=== Most common mistakes: ===
* No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
* Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
* No altitude monitoring and ending up way too high.

== RNAV (RNP) Approach Z 08 ==
This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.

The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.

== Special visual arrival BRENO ==
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

== Föhn special visual arrival and departure ==
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards, is limited by an inversion at peaks' altitude, and gets caught in the mountains, sending high, gusty and warm winds through the passes down to the north. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner pass northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley - makes up a nice windshear and turbulence. The least turbulence is on the northern slope (strong uplifts), whereas the southern slope is full of rotors. As the airport is West of the city, local winds there are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach RUM NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is D, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* your flight path is free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

LOWI for pilots

2021-11-30T18:58:53Z

Sebastian Reinwand: /* Data status and AIRAC cycles */

= About this document =
This wiki page is intended as a '''starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI.''' The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and '''LOWI is quite challenging to fly'''. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, '''many pilots make fatal errors.''' They make controllers either laugh or swear, trigger go-arounds and smash virtual holes into the virtual mountains. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

The structure of this document covers in sequence
* arrival,
* approach,
* ground and
* departure.

= Data status and AIRAC cycles =

AIRAC status is 2111 as of November 2021.

There has been made some Changes to STAR´s at AIRAC 2109. That AIRAC is highly suggested
Navigraph data do not include approaches and departures with non-RNAV parts in it. This is normal - you should not fly them with AP on auto anyway. What can you do?

# Do it like any pilot: Take the chart, tune in the navaids and fly them "the old way".
# evade: request one of the RNAV departures or arrivals you are able to perform. Please note that they are all special performance procedures and will (as-real-as-it-gets) only be cleared on request.

= Major recent Changes =

* 27 April 2017: Absam NDB is going home to eternity. As replacement, RUM NDB will be activated in the vicinity.

* November 2016: added some information on SAXFRA, which changes a little in Innsbruck, but a great deal in the rest of Austria. If you fly East, you should know. Read this section for details: [[#A note on SAXFRA]].

Last major changes were 2015:

* The airspace has changed considerably in 2015 SRA were replaced by TMA - sections updated.
* New RNAV approaches were introduced for runway 08 and 26
* The old LOC DME West has changed and starts now in ELMEM (like all other RNAV approaches from the West) instead of KTI NDB.

September 2016: A new section "airspace" has been added for clearance

= Things you need to be able to do =
Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:
* '''Aviate''': You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
* '''Navigate''': You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. ''Never point the nose of your aircraft where your mind hasn't been a minute before'' and [https://en.wikipedia.org/wiki/American_Airlines_Flight_965 read here why].
* '''Communicate''': If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. ''A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.''

* '''Fly procedures!''' Innsbruck is unique in one way at least: There are no vectors to the runway, under no circumstances. See the topology section below if you want to know why. In any case: You have to fly published procedures, and that's what you learn with this wiki document!

An example: On downwind for runway 08, you have to keep straight '''and''' maintain 3700-4000ft altitude '''and''' maintain terrain separation visually '''and''' put flaps and gear down '''and''' reduce to landing speed '''and''' watch one DME indicator to decrease first '''and''' increase to 3,6 when you have to turn for final, where you have to descend '''and''' bank 30° right '''and''' keep visual separation to terrain '''and''' read back your landing clearance. No wonder that large birds have two pilots.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (mountains) and aircraft weight and you will find out that Concorde, A380, B747 and the like do not really fit with LOWI. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

= Charts you need to have =
If you fly Innsbruck, you have to know the charts - it it's busy, expect diversion if you don't have them. The overview for all charts is [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here at the VATSIM Austria homepage.] You need to study the charts in advance to understand them. Browse them together with this tutorial.

Some folks fly in just with their FMC loaded - In general, that's not enough, as every approach contains a visual part - you need to see the charts to find your way. Remember: '''No vectors, if you are lost.'''

= Overview from the air(space) =
LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends to a "smile". This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

== Airspace around LOWI ==
As space is tight around LOWI, airspace is packed with regulations, namely: There are TMA (Terminal Mandatory Areas) and a CTR (Controlled Traffic Region or simply "control zone").

=== The CTR part ===
Innsbruck CTR covers the valley up to 7000ft altitude (blue in the graphic below). Remember that you have to request and receive permission from LOWI_TWR (of LOWI_APP if TWR is offline, or LOVV_CTR if LOWI_APP is offline) to fly into it.

=== The "outside" and "upper" part ===
Innsbruck is surrounded by TMA that govern entry and exit into the valley. As almost everywhere, they stack like an "inverted pyramid": The further away, the further they reach out. To name them:

* TMA LOWI 1 sits right on top of the CTR (green-and-blue), but reaches out into the upper Inn valley towards the VFR reporting point WHISKEY 1, and up towards the Brenner to VFR reporting point SIERRA (the green "ears").
* TMA LOWI 2 and 3 reach out Westwards towards the upper Inn valley with rising bottoms
* TMA LOWI 4 and 5 do the same Eastwards.

For IFR aircraft, these TMA and CTR are pretty negligible, as you are guided by ATC through, but for VFR, your and others' life depends on it - see the VFR section for details.

Graph (from Alex Arlow - thank you!): [[File:LOWI_airspace_arlow_scn.jpg]]

=== A note on SAXFRA ===
SAXFRA ist the '''Slovenian / Austrian Cross Border Free Route Airspace'''. It took effect with AIRAC 1612 and is a sweeping change in airspace. In fact, it is a giant simplification of air movement. There are '''no airways anymore''' - just entry and exit points, between which you fly straight. Some STARs and SIDs have changed, but very little has changed for Innsbruck. Look out for the following:

* If you come from the East, then fly straight to an Approach Point for Innsbruck. Luckily, they stayed the same: RTT, NANIT. No RASTA anymore - that's an entry Point for Salzburg.
* If you fly out towards the East, then you will be cleared to an entry point for SAXFRA (RTT or OBEDI), and your next waypoint will be the exit point out of SAXFRA. Very simple, unless your FMC wants you to do something different (smile).
* If your briefing includes a RASTA departure: forget it: RASTA is only an approach point - expect a RTT clearance instead.
* To all other directions, things stay as they ever were :-)

If you want to see more, see [[http://i.imgur.com/77m7uov.jpg this chart]]

= IFR approach =
The '''STAR''' chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) shows: You have two standard and two RNAV approaches into the valley. There are two more which are visual and not charted. Be aware that '''all non-RNAV approaches lead to all runways''' - always with visual approach, some with steep turns. The RNAV approaches lead to a defined runway only.

The STARs guide you to one of two entry points into the valley:
* '''RTT NDB''' (Rattenberg)
* '''ELMEM''', a Fix out to the West

You can arrive without a STAR: Either by using an airway which passes RTT NDB (Y107 or Y103), or by crossing the SAXFRA airspace with RTT as exit point. Don't bother, just don't expect an arrival clearance as you are already there.

If you come from the West, there are only special approaches which are all on request. Strictly, you must choose which one you like and request it, like:

Innsbruck Radar, Leipzig Air 123, inbound ELMEM at FL150, requesting LOC DME West approach

Approach will then tell you if that's ok or offer alternatives.

Overview:
# LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
# LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
# RNAV (GNSS) Approach Z 08 via ELMEM
# RNAV (RNP) Approach Y 08 via ELMEM
# RNAV (RNP) Rwy 26 via WI001=RTT NDB
# Visual BRENO approach
# Special Föhn approach

==1. LOC DME EAST approach==
... is the most common approach into Innsbruck. See the LOC DME East chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

[[File:LOWI_LOC_DME_East.jpg|300px|thumb|right]]
Be aware, that the phrase ''LOC DME East'' means something: The localizer OEV leads to the runway, but with a 5° offset to the north - '''it's NOT an ILS''' and you can't land with it! Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope. It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart ([http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]) for details.

# Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn left, lift your feet to avoid touching trees.)
# when ''cleared LOC DME East approach'', you leave RTT NDB at 10.000ft (local QNH! Charts say 9.500ft, but ATC clear 10.000ft) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.

# When established on the LOC, you are transferred to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report runway in sight. Continue descent on the glideslope, '''slow down''' to reach 6,3dme OEV at 160kts or less. Yes, Tower tells you the runway, and that means: Be prepared to fly ''either straight'' into 26 ''or circle'' for runway 08 - see later in this document how. If you are unable for circling (maybe you are a Heavy bird), then tell Approach at contact.

# '''Go-around''' is difficult, as there are mountains everywhere but behind you. You have to climb with max rate at approach course. At 1nm DME OEV (that's one mile before the airport) turn tight left (1600m radius, that is roughly 25-30° bank). In real life, pilots must fly this by hand and so should you (autopilots usually don't turn that steep and sometimes even turn the wrong way).

=== a. Runway 26 for landing ===

This is the easy way, and still many pilots screw it up: Tower will clear to land. Your MAPt (Missed Approach Point) is at 6,3dme OEV. You have to go around if you are not cleared to land or informed about late clearance.

Anyway, you disconnect your AP now and continue visually. As the runway is some degrees banked to the right, you fly a dog's leg over Innsbruck (left, then right) to align with the centerline. If you don't see the runway: go around! Fly the go-around manually or end up in the Sistrans Airmen's Cemetery.

'''The one most common mistake''' here is to think that OEV is an ILS aligned with the RWY. Those folks smash some GAC aircraft on the apron and hit the terminal building.

=== b. Circling Runway 08 for landing ===
The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report breaking off for circling.

This clearance is valid all the way to runway 08 final. You have to report your turning off, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

# Before turning left: set your radar altitude warning to 400ft - gives you a chime when you get too low.
# prepare to level off at 4000ft altitude for the downwind circle (that will be the case about 6dme OEV).
# Fly the OEV localizer and glideslope until dme 6,3 OEV. Set your plane to approach (speed, flaps)
# At dme 6,3 OEV: Check, if you have ground view, or go around, because the rest is purely visual.
# Now disconnect the AP and level off between 3700ft and 4000ft MSL - the chart is only a guideline, fly visually!
# Between now and 4,2dme OEV turn left (230° is a guideline - fly visually!) towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, '''go-around is right around!''' The 400ft "minimums" warning will prevent you from getting too low.
# Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB on your left hand side.
# On downwind, Prepare your plane for landing (speed, flaps all down, gear) and coninuously check your altitude: 3700-4000ft or you hit the church tower of Aldrans. Boy, this is a catholic country, they crucify you if you damage it!
# Watch OEV DME (OEV is directly at the airport) decrease below 3nm and increase again as you fly past the airport.
# When OEV DME has risen again to 3.5nm (that just about when you say "ooh sh.." as the mountain ahead approaches), do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive. Perfect would be: Start the turn firmly, and when you have settled in the 25-30° bank, descend smoothly (you still have a hill below you). When you have completed a 90° turn, look to the right for the runway (the hill will most likely be behind you now), turn and descend firmly for the centerline. With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:
* '''First too low''': Pilots leave the AP with ILS on and get too low at dme 6,3 OEV. Disconnect early to level off at 3.700 (better 4.000) ft.
* '''AP on''': Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel Airmens' cemetery. Fly by hand, this is what pilots are here for.
* '''Then too high''': Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn '''and''' descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive. If you are too high, request go-around or (very smart!) another visual circle.
* '''or too fast''': If you forget to prepare your aircraft for landing on downwind (when the airport is to your right), you won't have another chance, as you have to descend firmly on final. If that happens to you, go around or request another visual circle. Luckily, the hospital is at the end of runway 08, so you might crash close to help.

=== Special LOC DME East approach ===
... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart [http://www.vacc-austria.org/?page=content/chartlist&icao=LOWI here]). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

== LOC DME West Approach ==
For decades, this was the west entry into the valley. With new RNAV approaches via ELMEM, the LOC DME West is a remnant of past fly-by-hand glory - and it's fun to fly! Request it and experience the thrill. If you fail, then you go around to RTT for the East approach.

'''Caution for "old" MSFS users:''' For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] at Aerosoft or get this free patch [[http://library.avsim.net/esearch.php?DLID=&Name=&FileName=eurslowi.zip&Author=&CatID=root from the AVSIM library]].

[[File:LOWI_LOC_DME_West.jpg|300px|thumb|right|LOC DME West Approach]]

===Arriving at ELMEM ===
Mountains to the West are higher, so you level off at ELMEM at 13.000ft (local QNH!). If you come from the South, you cross mountains even higher, so you fly a teardrop entry ([http://www.touch-n-goes.com/articles/instrument/holdentries.html see here]) as if you were to enter the holding, and maybe you must enter the holding too.

===Grabbing the localizer===
The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:
# Leave ELMEM at 101° at 13.000ft. Descend to 11.500ft towards the waypoint KUDAV (the former KTI NDB, which is now shut off).
# Turn your OBS to 67° radial.
# Make sure you have the localizer OEJ 109.70 tuned and receive a signal ''before'' KUDAV (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
# Arm the localizer.
# Enough before KUDAV, '''Check your speed and configuration'''! You should have 160kts and flaps at least half down. If you are unsure, prepare for landing (speed, flaps, gear). '''A trap awaits you:''' If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
# Join OEJ CRS 067° and descend according to the profile shown on the charts ('''IT IS A LOCALIZER ONLY''', no glideslope guidance).
# at descent, you have time to set your radar altitude warning to 400ft - comes handy with circling 08.

A thrilling experience to descend from the snow-capped mountains into the valley!

* If you have a light plane, you may opt for a '''visual approach via WHISKEY'''. To do this, you request it from APP already at ELMEM. You turn off course after ELMEM into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

==== Most common mistakes at ELMEM====

* '''Too fast:''' The western descent is twice as steep as any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

* '''No localizer''': OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check before KUDAV, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

* '''Wrong localizer:''' Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

=== Descending on the localizer ===
Once established on the localizer, you are handed to Tower. Bear in mind:

* No, there is no glideslope - descend with v/s or manually watching the table on the chart.

* Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

* Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

* Bear in mind, where the approach ends: '''NOT at runway 08''', but at 5000ft altitude over RUM NDB. This means: You fly over the airport at about 7000ft.

* Level off at 5000ft or where you are cleared to. That should be round the chime of the outer marker.

* Arrive at RUM NDB with 160kt or less. The final approach begins, and it is '''visual'''.

====Most common mistakes at descent====
* '''too fast:''' Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final end up in the Sistrans cemetery.

* '''Dive for 08:''' Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still more than 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

=== a. Circling runway 26 ===

Initial clearance from tower might look like this:
LOWI_TWR: LHA123, continue, wind 300° 8kts, expect circling runway 26, report RUM NDB.

This clearance is valid all the way to final. Report RUM, but continue to final 26! When you reached RUM NDB, the airport is behind you, you have to turn.

# '''Disconnect the AP now!'''

# If you have more than 160kt, ask TWR to extend your downwind beyond RUM or go around (or crash when turning)

# RUM NDB is on the north side of the valley. Behind the NDB do a steep right turn into final behind you (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.

# When the runway is ahead, continue descent and land.

=== b. (Double) Circling runway 08 ===
The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue, wind calm, expect circling runway 08, report RUM NDB.

This is really fun! You have to circle twice, and you need to fly this by hand.
# At RUM NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding level. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need to slow down.
# Poceed towards INN NDB, descend to an altitude between 3700 and 4000ft.
# Before INN NDB (where you will hit trees) turn right for downwind. Watch your altitude to stay between 4000 and 3700ft. The radar altitude warning set at 400ft will help you with a chime if you are too low.
# prepare for landing (speed, flaps, gear)
# watch DME OEJ indicator increase to D14.1 OEJ,
# turn-and-descend onto final runway 08.

==== Most common errors at visual approach from LOC DME West ====
* '''too fast at RUM NDB''' (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
* '''continue descent after RUM NDB''': when you turn too low, you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
* '''turning into final too early''' (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
* '''turning into final too slowly''': You end up in the Martinswand cemetery.

== RNAV (RNP) Approach rwy 26 ==
Some aircraft are so sophisticated that they can't fly any approach without FMC (or are there any other reasons? Caution: irony). For these futuristic rockets, there is a RNAV approach from the East, which basically covers the LOC DME East approach. IT is fairly easy, if you have programmed it right:

* Descent starts at WI001 which is (surprise!) RTT NDB, where all other aircraft queue in the holding.
* You sink into the vally a bit to the left of LOC DME East, past WI003 (which is the outer marker) and end up dead ahead runway 08.
* MAPt is extremely late - so well suited for very bad weather: Decision altitude is 2660ft, that is about half way from the outer marker to the runway - some 2 miles before touchdown. You really need to see the runway at that distance.

* If you don't have further clearance or too little visibility, you go around, and that means: You continue flying your programmed route with FMC on: It goes up the valley where it opens again, where you do a steep left turn and go back the very same waypoints you came from to enter the RTT holding. Why that? It might happen that you are heavy or one engine is dead and you can't climb a lot. This route gives you more than plenty of time. In reality, you climb max rate, and once you are clear of peaks, APP will issue a direct to your next try.

If you want to ''fly'' your aircraft, then this is the most boring approach, as the aircraft flies itself. Still, you can use this approach if visibility is nearing 3km.

''(Scotty:) Captain, the Enterprise is fully automated. A chimpanzee and two trainees could run her. (Kirk:) Thank you Scotty, I will try not to take that personally.''

== RNAV (GNSS) Approach Y 08 ==
There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB (now KUDAV), they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end. The aircraft must be GNSS equipped (which is not simulated at VATSIM, so just do it).

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

* ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
* WI801 is IF (intermediate fix): Have it identified.
* WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
* WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
* If you continue, you continue visually along the programmed go-around path and land runway 08.
* If you go around, climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.
* Innsbruck Tower controllers are notorious for switching runways :-) The reason ist that many aircraft (or pilots) cannot do a circling 08 approach and need 26, and this might mess up arrival sequence. Be prepared for a visual circling 26 approach: You climb or level off between 4000 and 6000ft, fly over the airport to RUM NDB, and follow the visual approach (steep right hand turn to final). The phrase usually is:

TWR: AirChild 123, active runway is 26. Level off at 5000ft, continue visual via RUM NDB for circling 26.
ACH123: Continue visual RUM NDB, 5000ft, AirChild 123.

But it could as well be:

ACH123: Unable, going around.
TWR: AirChild123, go around as published, contact Radar at 119.275.

=== Most common mistakes: ===
* No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
* Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
* No altitude monitoring and ending up way too high.

== RNAV (RNP) Approach Z 08 ==
This approach is basically the same as the GNSS Z 08 - only the MAPt is much later. This approach is for bad weather too, as the RNAV route ends at WI754 just short of the runway. In fact, this is the only bad-weather-approach to 08.

The approach is only permitted for specially equipped aircraft (which is not simulated at VATSIM): They have to be fitted with GNSS and IRS and below -7°C they must have a compensated Baro-VNAV.

== Special visual arrival BRENO ==
This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight. If you fly this approach with anything larger than a Dash-8, good luck.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

== Föhn special visual arrival and departure ==
Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards, is limited by an inversion at peaks' altitude, and gets caught in the mountains, sending high, gusty and warm winds through the passes down to the north. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner pass northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley - makes up a nice windshear and turbulence. The least turbulence is on the northern slope (strong uplifts), whereas the southern slope is full of rotors. As the airport is West of the city, local winds there are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

* '''Arrivals''' come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the airport (sometimes as far as Seefeld) aircraft turn left and dive for base and final rwy08. There is no LOC DME West Approach at Föhn.

* '''Departures''' leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

* '''ADILO departures''' also climb on the northern slope and turn westwards above the turbulent area.

* '''KPT departures''' are not recommended, as this SID turns very early = low in the middle of turbulence. Rather do the Föhn departure to the East, and when clear of peaks, request direct KPT.

= VFR Approach and departure =
... is really nice in Innsbruck. Be aware of the following points:

* '''Innsbruck is CTR and TMA''', which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower (in CTR) or Approach (in TMA) and receive clearance to do that. "Flying in the vicinity" is too vague to be cleared. '''DO NOT ENTER CTR OR TMA WITHOUT CLEARANCE!''' There are plenty of large birds flying around IFR - they are not obliged to look out for you (and they never do).

* '''Helicopters''' from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

* '''Gliders''' operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

== Entry and exit altitudes ==
Innsbruck is a CTR, so you need to request clearance from Innsbruck Tower before entering and leaving. The Innsbruck CTR reaches up to A7000ft (see the blue area on Alex Arlow's map):

[[File:LOWI_airspace_arlow_scn.jpg]]

Around and above, there are TMA, which are controlled by Innsbruck Approach. Their purpose is to protect IFR aircraft from VFR thin air heroes.

Usually, you won't want to mess with TMA unless you fly a scenic high route over the alps. If you do, you need to make sure, where you are and how high you are.

* If you leave CTR to the above, you hit a LOWI 1 TMA for sure.
* If you leave up the Brenner valley and stay less than 1000ft over ground, you are free after leaving CTR.
* If you fly down the Valley (to Germany) and you stay below A8500ft, you're free after leaving CTR.
* If you fly up the Valley (towards Arlberg), stay within 1000ft above ground and you're free. Same for leaving via Seefeld to Germany.

If you are about to enter a controlled area, you need to request permission:
* For CTR, request entry from Innsbruck Tower.
* For TMA, request entry from Innsbruck Radar (Approach).
* For CTA in Class D (that's outside TMA and between FL125 and FL195), request entry from Innsbruck Radar (Approach).
* Hell knows why you want to fly VFR above FL195, and only Hell will clear you - it's IFR only.

== VFR entry ==
If you have clear view, then avoid all TMA - Approach is busy with IFR and won't be happy. That means, you have to stay below the TMA lower limits. You will only have to request entry into CTR from Innsbruck Tower.

'''From the North:''' Mostly coming from Munich, aircraft use the wide valley at Mittenwald and Seefeld. What is called the '''NOVEMBER route''' (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest and be at 7000ft or below to avoid TMA.

'''From the East:''' ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2. Stay below 9500ft (LOWI 5 TMA) and 8500ft (LOWI4 TMA) before entering CTR.

'''From the South''' is the route down the Brenner valley (BRENNER-SIERRA). Report to LOWI_TWR at BRENNER and then descend 1000ft over ground until you reach 7000ft to avoid LOWI 1 TMA.

'''From the West''' is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Stay below below 10500, 9000 and 7000ft (LOWI 3,2,1) to avoid TMA, or even simpler: Descend with 1000ft over ground until you reach 7000ft, and you are good.

==VFR Approach and Landing==
Tower will clear you how to approach the airport and land, and he might do that quite eclectic - TWR will tell you which route, which reporting points, where to hold and how to turn into final. '''DO NOT FLY NORTH OF THE AIRPORT without being told''' - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

Some common clearance examples:

OEDAP, cleared to enter Control Zone via MIKE route, report MIKE3 and hold south or the airport, 3500ft or below.
OESWX, cleared via November route, report WHISKEY 2 and runway in sight, expect runway 08, 3500ft or below beyond WHISKEY 2.
DACHS, cleared entry via MIKE1 direct to the airport, report 3 miles final runway 26, 4000ft or below.

== VFR leaving CTR ==
... is just the other way around, and you will usually receive exit clearance together with taxi or takeoff clearance.

''Want a nice VFR round?''
* ''Fly out November route and turn right at NOVEMBER1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.'' Keep below 7000ft until NOVEMBER1 and then up to 1000ft above peaks, until you reach MIKE1 with 7000ft or below.
* ''You can continue after MIKE1 across to FOXTROT up the Zillertal (below 7000ft or 1000ft over ground), fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.''

= On the ground =
(see the aerodrome chart, which is [[http://charts.vacc-austria.org/LOWI/LOWI_Ground_Ground_01072011.pdf here]].)
[[Image: LOWI_GND.jpg|800px|thumb|left|X-Plane Screenshot of LOWI]]
*The far eastern part is for General Aviation (GAC East).
*The middle part of the apron is for larger birds.
*Local General Aviation is at the very Western part in front of Hangars I, II and III.
*In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it.
*Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
*The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

= IFR Departure =
'''Caution (1):''' Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

'''Caution (2):''' For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [[http://www.shop.aerosoft.com/eshop.php?action=article_detail&s_supplier_aid=10724&position=1&anzahl_treffer=3 Gianni's "Approaching Innsbruck"]] payware or fly an approximation.

'''Caution (3):''' With Navigraph AIRAC cycles >1213, you will not find all SIDs in your FMC - in fact: only very few. Look at the charts and fly them "the old fashioned way".

==SIDs out of runway 08==
(See the [http://charts.vacc-austria.org/LOWI/LOWI_Departure_SID%2008_15082012.pdf SID 08 Chart here])
===Standard SIDs via RTT===

The following SIDs all have the same pattern: '''RTT3J, OBEDI3J, UNKEN2J, KOGOL3J.'''

You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 064° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must fly past RTT NDB, do a left turn back to RTT and then continue.

'''Important''': If Tower tells you '''"max rate of climb"''', then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at RUM NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

'''Clearance Altitude''' is FL160 at low traffic. At high traffic, you are cleared to a lower altitude (where a "hole" in the RTT holding is free to fly through). Stick to it or hit another fellow aircraft.

Since November 2016, '''there is no more RASTA3J departure'''. Expect the RTT3J departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO1J===

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

'''Important''': This SID is definitely '''"max rate of climb"''' - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

=== BRENO2J ===
... is a departure route directly to the South. You fly out runway heading, turn left and grab the 67° inbound radial of OEJ. You have to climb hard (8.8%!) for this. Past OEJ you turn steeply right to INN NDB, where you turn right to BRENO. If you miss the last turn, you can try an emergency landing at the Stubai Glacier.

=== KPT3J Special Performance ===

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach RUM NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

=== RTT 1Q Special Performance ===
Not that steep as ADILO1H, but still twice than its RTT2J sister. Fly with minimum 7% climb WI520 - WI521 (then with min. 3,3%) - WI522 - RTT.

=== RTT2Z and KPT2Z ===
...are completely identical to RTT3J and KPT3J. They just have lower visibility requirements. Tower has to know the difference, not you.

==SIDs out of runway 26==

Runway 26 is westbound. Still, most SIDs go to the East! All eastbound SIDs out of runway 26 start with a '''visual manoevre''': The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

===Standard SIDs runway 26 via RTT===
... are '''RTT4H, KOGOL4H, UNKEN3H and OBEDI4H:''' Fly out by hand, leaning slightly right after takeoff, then sharply turning left for more than a 180° turn to grab the OEJ 66° inbound radial. Past OEJ, fly 64° outbound radial past RTT and turn back left. Nobody flies this: As soon as you are clear of peaks (10.000 for KOGOL and UNKEN, 13.000 for OBEDI), APP clears you to cut the corner.

Since November 2016, '''there is no more RASTA3H departure'''. Expect the RTT2H departure to enter the SAXFRA area, from which you fly directly to your SAXFRA exit point.

===ADILO3H===
Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: Fly visually a steep left turn to grab the 66° OEJ inbound locator. At OEJ, turn sharply right towards INN NDB and then ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25°-30° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

=== BRENO3H ===
... is like ADILO3H but turn left at INN NDB and leave with 288°. Climb 6,5% or more to avoid mountains.

=== MOGTI2H RNAV (GNSS) departure ===
This departure is great fun. It's a visual departure straight out runway 26 (you are guided by fixes, but fly by hand). At WI507 you kick in the FMC and fly instrument via WI802 and MOGTI.

===RTT3X===
... is a RNAV departure for heavy birds. You fly along waypoints up the valley, turn around, fly back over the airport and to RTT NDB. In Practice, you fly it until clear of peaks and then turn direct RTT NDB when instructed to do so by Approach. In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!

=== MOGTI1X ===
... is a special performance departure (RNAV and steep climb) towards MOGTI along waypoints.

===Most common error===
... on the initial visual circle is to tune in the 66° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. These folks do not turn left, but right directly into the Martinswand wall. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Virtual rock climbers will complain about the noise and the debris.

== Visual climbouts ==
... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

= Weather minima =
At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

== VFR flight ==
In real life, there are no special rules for VFR visibility, therefore the minima for airspaces apply. Innsbruck CTR is D, and that means:
* up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
* your flight path is free of clouds.

== IFR arrivals ==
* Aircraft category A-B: 3km flight visibility
*: For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

* Aircraft category C-D: 5km flight visibility
*: For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.
*: For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at RUM DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

== IFR departures ==
* Ground visibility: 1.500m AND
* Ceiling: 1.500m
* Exception 1: for Special Performance Departure: RVR 300m.
* Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:
*: RVR 600m AND
*: visibility >5km above this layer AND
*: no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

= More information =
* ... for controllers can be found in the [[LOWI_Primer]]
* A [[http://www.youtube.com/watch?v=qON-D5uQIcQ LOC DME West approach from the cockpit on Youtube]]
* A [[http://www.youtube.com/watch?v=rKa9ILqgtS4 TuiFly B737 on circling rwy08 on YouTube]]
* A [[http://www.youtube.com/watch?v=UV_c_3RVe_k real life LOC DME East approach for runway 26 on YouTube]]
* The same with [[http://www.youtube.com/watch?v=5v_F8fJTC1U visual circling runway 08]]

= Checklist =
is an addition to show the sequence, when and where things have to be done, and can be found here: [[LOWI for pilots checklist]]

Flight Rule Changes

2021-08-19T09:49:54Z

Sebastian Reinwand:

'''Flights containing a change of flight rules are mainly used to fly to and from airports, which usually do or cannot handle IFR flights.'''<br>

=== from IFR to VFR ("IFR-Cancellation") ===

IFR flights can only be cancelled and continued under VFR with following requirements:

#VMC conditions need to prevail in the respective airspace
#If the flight should be continued in airspace class C or D, respectively airspace class E during the night after the flight rule change, a NVFR clearance is required
#The IFR cancellation is only to be executed above the MRVA, or on published IFR procedures if cleared below the MRVA
#AN IFR Cancellarion can take place on a publsihed procedure for an uncontrolled Airfield, the pilot should fly as IFR flight until he has the Airfield in sight, then he reports cancelling IFR to the Controller, latest on the ground after landing
<br>

<u>The following is an example for a flightrule change in airspace class E:</u><br>
<pre>Pilot: Wien Radar, OEAUT, request cancel IFR.
LOWW_APP: OEAUT, IFR cancelled at 1230z, Squawk VFR, frequency change approved.
Pilot: IFR cancelled at 1230z, squawking VFR, frequency change approved, OEAUT. </pre> <blockquote>If the plane is still in controlled airspace when issuing its request for IFR cancellations, either an order to leave the controlled airspace or a clearance to continue the flight under VFR in controlled airspace is required. Usually, controllers and pilots come to an agreement about the pilot's plans after the cancellation, and the controllers try to fulfil the pilot's wishes - for example:</blockquote>
<u>Example for flight rule change in airspace class C:</u><br>
<pre>Pilot: Wien Radar, OEAUT, request cancel IFR.
LOWW_APP: OEAUT, report intentions after IFR cancellation.
Pilot: request to decend below Airspace C direct Sollenau VOR, OEAUT.
LOWW_APP: OEAUT, approved as requested, proceed direct to Sollenau VOR, IFR cancelled at 1230z.
Pilot: Proceed direct to Sollenau VOR, IFR cancelled at 1230z, OEAUT.
LOWW_APP: OEAUT, now clear of C, Squawk VFR, Frequencychange approved, good bye.
Pilot: Squawk VFR, approved to leave, OEAUT.</pre>
<br>

*Very often, Y flight plans are used and already contain position and altitude for the planned/wished IFR cancellation.

<br>

----

=== from VFR to IFR ("IFR-Opening" / "IFR-Pickup") ===

IFR pickups are used to start from an uncontrolled/info airport and to continue the flight under IFR conditions starting with a certain position. In this case, the pilot already files a Z flightplan with Delivery which therefore should also be visible to the controller. IFR pickups are often the last option for VFR flights to reach their destination despite imminent IMC conditions.

<u>An example for a proper IFR pickup:</u>
<pre>Pilot: Wien Radar, OEAUT
LOWW_APP: OEAUT, Wien Radar, go ahead.
Pilot: OEAUT, Diamond D-Jet, inbound Sollenau VOR, 2500 Feet, request IFR Clearance.
LOWW_APP: OEAUT, Squawk 4601
Pilot: Squawk 4601, OEAUT.
LOWW_APP: OEAUT, Wien Radar, identified, 2 miles south of Sollenau VOR at 2500 Feet. Cleared Destination Budapest, direct Sollenau VOR, thereafter flightplanned route,
FL170, climb to FL170, IFR starts passing altitude 5000 feet.
Pilot: OEAUT is cleared to Budapest, direct to Sollenau VOR, thereafter as filed, climbing FL170, IFR starts at 5000 feet, wilco, OEAUT.
LOWW_APP: OEAUT, Readback correct.
Pilot: OEAUT passing now 5000 feet.
LOWW_APP: OEAUT, IFR starts now, time 1325z.
Pilot: Roger, OEAUT.
</pre>
<u>An example for an IFR pickup because of increasingly bad visibility:</u>
<pre>Pilot: Wien Radar, OEAUT.
LOWW_APP: OEAUT, Wien Radar, go ahead.
Pilot: Diamond DA-20, Altitude 5000 feet, now IMC, request IFR Pickup to Wien, OEAUT.
LOWW_APP: OEAUT, Squawk 4601.
Pilot: Squawk 4601, OEAUT.
LOWW_APP: OEAUT, Wien Radar, identified, cleared Wien via radar vectors, altitude 5000 feet, IFR starts now, time 1450z.
Pilot: Cleared Wien via radar vectors, altitude 5000 Feet, IFR starts now, OEAUT.
LOWW_APP: OEAUT, readback correct, turn right Heading 090.
Pilot: Right 090, OEAUT.
</pre>
*Please note this article only lists example procedures but in no case substitutes proper preparation and the mandatory usage of the respective charts!

Study Guide:Tower

2021-07-25T18:19:09Z

Sebastian Reinwand: /* 3 Minutes */

'''<span style="color:#ff0000;">This study guide is still work in progress. Stay tuned for further chapters.</span>'''

'' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''

== Introduction ==

This Study Guide is designed to give you all the information you need to become an efficient Tower Controller within VACC Austria. We assume that you have already read the [[Study Guide:OBS]], [[Study Guide:Delivery]] and [[Study Guide:Ground]].

Tower's main responsibility is to make efficient use of all available RWY's.

The tower is therefore responsible:

- for all movements on the runways
- for all movements within the control zone (see "Airspace Structure" below).

Euroscope visibility range for Tower should not exceed 50nm (regarding Vatsim CoC C12)

== Aircraft Categories ==

A/C are categorized by their respective weight and approach IAS

=== Weight Categories ===

Aircraft are categorized into four weight categories:

{| class="prettytable"
|-
| '''Category'''
| '''MTOW'''
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|-
| Super Aircraft (S)
| is only one: the A380
|}

You can find a list of aircraft in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228] <br>Weight depicted is MTOW.

=== Approach Speed ===

Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:

{| class="prettytable"
|-
| '''Category'''
| '''Vref'''
|-
| A
| <= 90 knots
|-
| B
| 91 - 120 knots
|-
| C
| 121 - 140 knots
|-
| D
| 141 - 165 knots
|-
| E
| >= 165 knots
|}

== Theoretical Knowledge ==

=== Producing Lift ===

For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.

Basically, a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion, the lift is produced in the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle, the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decrease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircraft, it typically lies between 8 and 21 degrees.

Think of a level flying aircraft that reduces its speed. In order to compensate for the reducing lift, the pilot has to raise the nose. However, at some point, the Angle of Attack will cross the critical angle of attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so-called stall speed but the aircraft is also limit by aerodynamics in the higher range of speed (buffeting). Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats (Approach). In General, when an aircraft flies it will produce thrust but at the same time it produces drag. So if you fly just horizontal (cruise) you have at the same time Lift=weight and thrust=drag. Drag produce automatic noise and that is the big problem. to prevent this we have different procedures in the approach and a lot of research in aviation to reduce the sound of the aircraft but the main part are the engines.

On approach, pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this, the approach speed also depends on the weight and aircraft configuration (Flap/Slat setting). For safety, the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally, you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircraft's weight in relation to its maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

=== Transition Altitude/Transition Level ===

Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings, you have to use the actual local pressure in your area. As a memory hook, you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefore indicates a lower altitude.

As ground pressure changes every hundred miles, aircraft would need to update their settings every few minutes. If ALL aircraft would need to do this, it would be terribly unpractical and dangerous. Guess what happens if one forgets? So the altitude is "sliced":

* In lower areas (where the terrain is in close proximity), aircraft have to update local settings. Most aircraft are there only for takeoff and landing, so no big deal.
* In higher areas, aircraft all tune a standard-setting (QNH 1013 or 29.92 HG) - this setting may be "wrong", but as all aircraft have the same "wrong" setting, it does not matter.

And where is the altitude where that changes?

* For climbing aircraft, it is the Transition Altitude, where they change from local to standard pressure.
* For descending aircraft, it is the Transition Level, where they change from standard to local pressure.

Between the two, there is a safety layer (called "Transition Layer") which compensates for the difference between local and standard pressure, which is 1000ft minimum, so the stack is:

Upper airspace: measured in Flight Levels (FL220 = Altitude 22.000ft at standard settings)
Transition Level: the lowest Flight Level
Transition layer (to keep distance)
Transition Altitude (TA): the highest altitude cleared at local pressure settings
Lower airspace, where the altitude is given (you write "A5000ft").

As the difference between TA and TL varies with pressure (the lower local pressure, the thinner), the size of the Transition Layer varies (the lower local pressure, the thicker). Use the following table to calculate your TRL:

QNH < 0977: TA + 3000 ft.
QNH 0978 - 1013: TA + 2000 ft.
QNH 1014 - 1050: TA + 1000 ft.
QNH 1051 >  : TA = TL

==Before you start controlling==

Tower decides which runways are in use and maintains the ATIS. The tower is also responsible for ground and delivery if they are not online or if they are not defined for that particular airport (LOWS has DEL, but no GND; LOWI, LOWG and LOWK have only TWR).

=== Airspace Structure around Major Airports ===

Major airports in Austria are surrounded by a control zone (CTR) which is class D airspace. This means that A/C need clearance for entry. So either they are cleared for an approach or they are cleared into the control zone. Details will be discussed in the VFR part later on.

== Tower Workflow ==

===Setting the right priorities===
The moment you are responsible for more than one aircraft you will have to set priorities in your handling. As a general guideline:

#aircraft in the air have top priority - you take care of them first. Reason: They can't stop.
#aircraft moving on the ground have next priority. They could bump into each other.
#aircraft standing on ground have the least priority.

=== Runway Separation ===

The runways are one of the most dynamic spots on an airport. Aircraft are travelling at high speed with little room to manoeuvre and most of the time no ability to stop at a reasonable distance. In general '''<span style="color:#ff0000;">only one aircraft may be cleared to use a runway at the same time.</span>''', nevertheless there are exceptions to this rule which will be described in the upcoming chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

*Have a look at the Flightplan. Take note of the type of aircraft and the Departure Route.
*Check the traffic approaching the runway.

To give a takeoff clearance the following phrase should be used:

AUA2CM, wind 320 degrees, 7 knots, Runway 29, cleared for takeoff.

When the A/C is well established in climb check if squawking Mode C and the right Code. Afterwards, he is handed off to the next Controller, in this case, a radar position:

AUA2CM, contact Wien Radar frequency 134.675.

The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceding aircraft is still occupying the runway. Now you get to know the first exception to the Runway separation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind.

''Note: you '''must''' add another "behind" at the end of the clearance!!

This type of clearance is called conditional clearance. <br> The earliest possible point where you can issue the next takeoff clearance is, when the Proceedings aircraft has overflown the opposite runway end or has clearly turned onto either side of it.<br>

==== Take care! Phraseology around the runway is vital ====
In 1977, at the Tenerife Airport, two 747 Jumbo Jets collided on the runway and burst up in flames, killing more than 500 people. There was a simple cause: misunderstandings in the takeoff phraseology: Tower said "standby for takeoff", the pilot understood "cleared for takeoff". So, there are two iron rules which you should never break as a Tower controller:

* '''Use the word "takeoff" only when you clear for takeoff: Say "<aircraft> cleared for takeoff" and nothing else.''' If you have to say anything else (like that the aircraft can leave in 2 minutes), then use the word "departure".
* '''Use the word "landing" only when you clear for landing: Say "<aircraft> cleared to land" and nothing else.''' If you have to say anything else (like where to leave the runway after touchdown), use the word "arrival".

=== Departure Separation ===
There are several factors to take into consideration when deciding what the minimum separation between succeeding aircraft is. It is the tower controller's responsibility to decide which kind of separation to apply. The following types of separation shall be considered:
*[[#Time Based Separation|Time Based Separation]]
*[[#Radar Separation|Radar Separation]]

'''CAUTION: Regardless of separation minima to be used, the following rule ALWAYS applies:'''

Departing aircraft will not normally be permitted to commence take-off until
*the preceding departing aircraft has crossed the end of the runway-in-use or
*has started a turn or
*until all preceding landing aircraft are clear of the runway-in-use.
Note that this paragraph is not about the actual clearance. You may clear an aircraft - considering the minima below - for takeoff before the above conditions are fulfilled, taking into account the time it will take the aircraft, until the actual takeoff can be commenced.

==== Time Based Separation ====
To avoid hazards created by the turbulence formed at the wingtips of aircraft (wakes), separation based on time shall be applied between succeeding departing traffic. This is due to the fact, that wakes need a certain time to dissipate.

The actual time to apply depends on the wake turbulence category and thus on the weight of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>

===== 2 Minutes =====
Provided that succeeding aircraft are using:
*the same runway
*crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below
*''parallel runways separated by less than 760m'' (no applicable in Austria)
*''parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below (not applicable in Austria)''
a minimum separation of 2 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>

===== 3 Minutes =====
Provided that succeeding aircraft are taking off from:
*an intermediate part of the same runway (read: intersection)
*''an intermediate part of a parallel runway separated by less than 760 m (2 500 ft) (not applicable in Austria)''
a minimum separation of 3 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>
Note: In LOWW the following intersections are, for the purposes of wake vortex, NOT considered to be intersection departures:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A11 and A12
|-
| 29
| A1, 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, <u>caution wake turbulence.</u>

==== Radar Separation ====
For radar-equipped TWR stations, which in Austria are basically all controlled TWR stations, departure separation shall be as such, that departing aircraft are entering the approach airspace with radar separation. For LOWW_TWR these minima are for example:

<div align="left">
{| class="prettytable"
|Traffic
|Distance
|Condition
|-
| Departing traffic on different SIDs
| 3 nm
| increasing
|-
| Departing traffic on same SIDs
| 5 nm
| increasing
|}
</div>
Note: LUGEM and MEDIX count as the same SID

==== Deciding Which Separation to apply ====
In order to provide an expeditious flow of traffic for departing traffic, it is imperative for the tower controller to always apply the lowest separation minimum. Since time-based separation is always the larger of the minima, it should always be strived to achieve radar separation. In principle, taking the minima above into consideration, radar separation may always be applied when succeeding departing traffic is in the same wake turbulence category or if a heavier aircraft is departing behind a lighter one.
Otherwise, time based separation has to be applied.

==== Tips And Tricks ====
*Try to avoid having multiple aircraft using the same SID depart the same runway right after each other. Throw in a departure with another SID in between to utilize the 3nm radar separation minimum instead of 5.
*If possible, have heavier planes depart behind lighter ones, so you avoid having to use time-based separation. Of course, take this with a grain of salt, since you can't let the heavier aircraft wait forever.
*To achieve radar separation as soon as possible, use initial visual turns if weather permits (VMC). Example:
TWR: AUA117M, after departure visual right turn to SOVIL is approved, wind calm, runway 11 cleared for takeoff.
In this case, the aircraft will make a very early right turn, allowing you to have the next aircraft takeoff within seconds, provided it is not lighter than the preceding.
*The ground controller should send aircraft to your frequency early enough during taxi - provided that there are no conflicts on the ground - that you should be able to distribute the aircraft onto the different holding points to your needs. Use the holding points in order to prepare a proper departure sequence that allows you to use the lowest minima possible.
Note: According to the austrian AIP, the pilot shall prepare and be ready to use the following intersections for departure:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A10
|-
| 16
| B4
|-
| 29
| A3 (west)
|-
| 34
| B10
|}
</div>
For those intersections it is normally not necessary to ask a pilot if he is able - it is his obligation to tell ground upon requesting taxi clearance or latest upon initial contact with the tower controller.

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

MAH224: Linz Tower, MAH224 established ILS Approach rwy 27.

Again you are not allowed to clear more than one aircraft onto the same runway at the same time.<br>

{| class="prettytable"
|-
| In order to issue a landing clearance
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.
#preceeding landing traffic must have left the runway safety strip with all parts.
#traffic crossing the runway must have left the runway safety strip with all parts.

|}

If these conditions are met use the following phrase to clear the aircraft:

MAH224, Linz Tower, wind 300 degrees 16 knots, runway 27, cleared to land.

During periods of high traffic, it is likely that you have more than one aircraft approaching the same runway at the same time. The approach has to ensure the minimum radar separation of 3 nm and additionally increased separation due to wake turbulence.

AUA26T: Linz Tower, AUA26T established ILS 27.
TWR: AUA26T, Linz Tower, continue approach, wind 300 degrees 16 knots.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

AUA26T wind 310 degrees 14 knots, runway 27 cleared to land.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

AUA81: Wien Tower, AUA81 established ILS 16
TWR: AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140
degrees 7 knots.
AUA81: continuing approach, AUA81.
TWR: AUA81, There is a rescue helicopter operating west of the extended centerline, presently at
your one o'clock position, 5 nm, 1400 ft.
AUA81: Thank you, looking out, AUA81.
AUA81: traffic in sight, AUA81.

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.

The rescue helicopter from the example above needs to land at your airport:
OEBXR: Wien Tower, Freudenau 1500ft for landing.
TWR: OEBXR, Fly direct G-A-C, stay north of extended centerline RWY 11, 020 deg 4 kts, land own discretion.

To give you an idea of how dense traffic can get in real life consider that during peak times and good weather the separation is reduced to 2,5 nm. This corresponds to one landing every 75 seconds.

=== Merging Departing and Arriving Traffic ===

And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

<br> Still the above rule of only one aircraft at the same time applies, however, we also use conditional clearances which look very similar to those above in the departing traffic section.

AUA123, behind next landing C750 line up RWY 29 behind.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown. To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also, you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:

"Ready for immediate departure?"

Example:

{| class="prettytable"
|-
| You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally, you have two departures waiting at the holding point of runway 29.
|}

TWR: CAL275, ready for immediate departure?
CAL275: Affirm
TWR: Wind 250 deg 6 kts, Runway 29 cleared for immediate takeoff.
CAL275: cleared for immediate takeoff runway 29, CAL275

{| class="prettytable"
|-
| After the CAL B747 has taken off.
|}

TWR: AUA289, wind 300 degrees 7 knots, runway 29, cleared to land.
AUA289: Runway 29, cleared to land, AUA289.
TWR: AUA2LT, behind landing Airbus line up runway 29 behind.
AUA2LT: Behind the landing Airbus, lining up runway 29 behind, AUA2LT.

{| class="prettytable"
|-
| AUA289 has vacated the runway.
|}

TWR: AUA2LT, wind 300 degrees 8 knots, runway 29 cleared for takeoff.
AUA2LT: cleared for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

==== Differences to handling of IFR Traffic ====

The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a sufficient distance to ensure safety.

To guide VFR Traffic through your airspace you make use of VFR Routes, Sectors, and reporting Points. '''Used phrases''':

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg, 1500ft or below,
QNH 1020, Squawk 7000, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights should be guided into downwind, base and final leg for landing.<br><br>

TWR: OE-AGA, join downwind for runway 29
TWR: OE-AGA, join base for runway 29

VFR Flights Squawk and basic information (active runway, QNH etc.) from Delivery, the route clearance from <u>Tower</u>. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be:<br>

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 7000, Rechtskurve genehmigt.
TWR:OE-AGA, leave Control Zone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 7000, right turn approved.

TWR: OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
TWR: OE-AGA, climb 3500 feet, report Donauturm.

In the air ATC provides [[traffic information]].

TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound
route Klosterneuburg-Freudenau.

When the aircraft leaves the control zone.

TWR: OE-AGA, Squawk 7000, you may leave.

Wien Tower/Turm can also be contacted in German.

==== Merging in VFR Traffic ====

To manage VFR Traffic efficiently you have to use [[traffic information]] and visual separation.

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX

Because of other traffic, it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:

TWR: OE-AGA, 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:Tower

2021-07-25T18:07:09Z

Sebastian Reinwand: /* 3 Minutes */

'''<span style="color:#ff0000;">This study guide is still work in progress. Stay tuned for further chapters.</span>'''

'' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''

== Introduction ==

This Study Guide is designed to give you all the information you need to become an efficient Tower Controller within VACC Austria. We assume that you have already read the [[Study Guide:OBS]], [[Study Guide:Delivery]] and [[Study Guide:Ground]].

Tower's main responsibility is to make efficient use of all available RWY's.

The tower is therefore responsible:

- for all movements on the runways
- for all movements within the control zone (see "Airspace Structure" below).

Euroscope visibility range for Tower should not exceed 50nm (regarding Vatsim CoC C12)

== Aircraft Categories ==

A/C are categorized by their respective weight and approach IAS

=== Weight Categories ===

Aircraft are categorized into four weight categories:

{| class="prettytable"
|-
| '''Category'''
| '''MTOW'''
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|-
| Super Aircraft (S)
| is only one: the A380
|}

You can find a list of aircraft in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228] <br>Weight depicted is MTOW.

=== Approach Speed ===

Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:

{| class="prettytable"
|-
| '''Category'''
| '''Vref'''
|-
| A
| <= 90 knots
|-
| B
| 91 - 120 knots
|-
| C
| 121 - 140 knots
|-
| D
| 141 - 165 knots
|-
| E
| >= 165 knots
|}

== Theoretical Knowledge ==

=== Producing Lift ===

For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.

Basically, a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion, the lift is produced in the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle, the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decrease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircraft, it typically lies between 8 and 21 degrees.

Think of a level flying aircraft that reduces its speed. In order to compensate for the reducing lift, the pilot has to raise the nose. However, at some point, the Angle of Attack will cross the critical angle of attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so-called stall speed but the aircraft is also limit by aerodynamics in the higher range of speed (buffeting). Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats (Approach). In General, when an aircraft flies it will produce thrust but at the same time it produces drag. So if you fly just horizontal (cruise) you have at the same time Lift=weight and thrust=drag. Drag produce automatic noise and that is the big problem. to prevent this we have different procedures in the approach and a lot of research in aviation to reduce the sound of the aircraft but the main part are the engines.

On approach, pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this, the approach speed also depends on the weight and aircraft configuration (Flap/Slat setting). For safety, the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally, you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircraft's weight in relation to its maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

=== Transition Altitude/Transition Level ===

Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings, you have to use the actual local pressure in your area. As a memory hook, you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefore indicates a lower altitude.

As ground pressure changes every hundred miles, aircraft would need to update their settings every few minutes. If ALL aircraft would need to do this, it would be terribly unpractical and dangerous. Guess what happens if one forgets? So the altitude is "sliced":

* In lower areas (where the terrain is in close proximity), aircraft have to update local settings. Most aircraft are there only for takeoff and landing, so no big deal.
* In higher areas, aircraft all tune a standard-setting (QNH 1013 or 29.92 HG) - this setting may be "wrong", but as all aircraft have the same "wrong" setting, it does not matter.

And where is the altitude where that changes?

* For climbing aircraft, it is the Transition Altitude, where they change from local to standard pressure.
* For descending aircraft, it is the Transition Level, where they change from standard to local pressure.

Between the two, there is a safety layer (called "Transition Layer") which compensates for the difference between local and standard pressure, which is 1000ft minimum, so the stack is:

Upper airspace: measured in Flight Levels (FL220 = Altitude 22.000ft at standard settings)
Transition Level: the lowest Flight Level
Transition layer (to keep distance)
Transition Altitude (TA): the highest altitude cleared at local pressure settings
Lower airspace, where the altitude is given (you write "A5000ft").

As the difference between TA and TL varies with pressure (the lower local pressure, the thinner), the size of the Transition Layer varies (the lower local pressure, the thicker). Use the following table to calculate your TRL:

QNH < 0977: TA + 3000 ft.
QNH 0978 - 1013: TA + 2000 ft.
QNH 1014 - 1050: TA + 1000 ft.
QNH 1051 >  : TA = TL

==Before you start controlling==

Tower decides which runways are in use and maintains the ATIS. The tower is also responsible for ground and delivery if they are not online or if they are not defined for that particular airport (LOWS has DEL, but no GND; LOWI, LOWG and LOWK have only TWR).

=== Airspace Structure around Major Airports ===

Major airports in Austria are surrounded by a control zone (CTR) which is class D airspace. This means that A/C need clearance for entry. So either they are cleared for an approach or they are cleared into the control zone. Details will be discussed in the VFR part later on.

== Tower Workflow ==

===Setting the right priorities===
The moment you are responsible for more than one aircraft you will have to set priorities in your handling. As a general guideline:

#aircraft in the air have top priority - you take care of them first. Reason: They can't stop.
#aircraft moving on the ground have next priority. They could bump into each other.
#aircraft standing on ground have the least priority.

=== Runway Separation ===

The runways are one of the most dynamic spots on an airport. Aircraft are travelling at high speed with little room to manoeuvre and most of the time no ability to stop at a reasonable distance. In general '''<span style="color:#ff0000;">only one aircraft may be cleared to use a runway at the same time.</span>''', nevertheless there are exceptions to this rule which will be described in the upcoming chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

*Have a look at the Flightplan. Take note of the type of aircraft and the Departure Route.
*Check the traffic approaching the runway.

To give a takeoff clearance the following phrase should be used:

AUA2CM, wind 320 degrees, 7 knots, Runway 29, cleared for takeoff.

When the A/C is well established in climb check if squawking Mode C and the right Code. Afterwards, he is handed off to the next Controller, in this case, a radar position:

AUA2CM, contact Wien Radar frequency 134.675.

The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceding aircraft is still occupying the runway. Now you get to know the first exception to the Runway separation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind.

''Note: you '''must''' add another "behind" at the end of the clearance!!

This type of clearance is called conditional clearance. <br> The earliest possible point where you can issue the next takeoff clearance is, when the Proceedings aircraft has overflown the opposite runway end or has clearly turned onto either side of it.<br>

==== Take care! Phraseology around the runway is vital ====
In 1977, at the Tenerife Airport, two 747 Jumbo Jets collided on the runway and burst up in flames, killing more than 500 people. There was a simple cause: misunderstandings in the takeoff phraseology: Tower said "standby for takeoff", the pilot understood "cleared for takeoff". So, there are two iron rules which you should never break as a Tower controller:

* '''Use the word "takeoff" only when you clear for takeoff: Say "<aircraft> cleared for takeoff" and nothing else.''' If you have to say anything else (like that the aircraft can leave in 2 minutes), then use the word "departure".
* '''Use the word "landing" only when you clear for landing: Say "<aircraft> cleared to land" and nothing else.''' If you have to say anything else (like where to leave the runway after touchdown), use the word "arrival".

=== Departure Separation ===
There are several factors to take into consideration when deciding what the minimum separation between succeeding aircraft is. It is the tower controller's responsibility to decide which kind of separation to apply. The following types of separation shall be considered:
*[[#Time Based Separation|Time Based Separation]]
*[[#Radar Separation|Radar Separation]]

'''CAUTION: Regardless of separation minima to be used, the following rule ALWAYS applies:'''

Departing aircraft will not normally be permitted to commence take-off until
*the preceding departing aircraft has crossed the end of the runway-in-use or
*has started a turn or
*until all preceding landing aircraft are clear of the runway-in-use.
Note that this paragraph is not about the actual clearance. You may clear an aircraft - considering the minima below - for takeoff before the above conditions are fulfilled, taking into account the time it will take the aircraft, until the actual takeoff can be commenced.

==== Time Based Separation ====
To avoid hazards created by the turbulence formed at the wingtips of aircraft (wakes), separation based on time shall be applied between succeeding departing traffic. This is due to the fact, that wakes need a certain time to dissipate.

The actual time to apply depends on the wake turbulence category and thus on the weight of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>

===== 2 Minutes =====
Provided that succeeding aircraft are using:
*the same runway
*crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below
*''parallel runways separated by less than 760m'' (no applicable in Austria)
*''parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below (not applicable in Austria)''
a minimum separation of 2 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>

===== 3 Minutes =====
Provided that succeeding aircraft are taking off from:
*an intermediate part of the same runway (read: intersection)
*''an intermediate part of a parallel runway separated by less than 760 m (2 500 ft) (not applicable in Austria)''
a minimum separation of 3 minutes applies whenever a
<div align="left">
{| class="prettytable"
|-
| Light or Medium
| follows
| Heavy
|-
| Light
| follows
| Medium
|}
</div>
Note: In LOWW the following intersections are, for the purposes of wake vortex, NOT considered to be intersection departures:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A11, A12 and A10
|-
| 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, <u>caution wake turbulence.</u>

==== Radar Separation ====
For radar-equipped TWR stations, which in Austria are basically all controlled TWR stations, departure separation shall be as such, that departing aircraft are entering the approach airspace with radar separation. For LOWW_TWR these minima are for example:

<div align="left">
{| class="prettytable"
|Traffic
|Distance
|Condition
|-
| Departing traffic on different SIDs
| 3 nm
| increasing
|-
| Departing traffic on same SIDs
| 5 nm
| increasing
|}
</div>
Note: LUGEM and MEDIX count as the same SID

==== Deciding Which Separation to apply ====
In order to provide an expeditious flow of traffic for departing traffic, it is imperative for the tower controller to always apply the lowest separation minimum. Since time-based separation is always the larger of the minima, it should always be strived to achieve radar separation. In principle, taking the minima above into consideration, radar separation may always be applied when succeeding departing traffic is in the same wake turbulence category or if a heavier aircraft is departing behind a lighter one.
Otherwise, time based separation has to be applied.

==== Tips And Tricks ====
*Try to avoid having multiple aircraft using the same SID depart the same runway right after each other. Throw in a departure with another SID in between to utilize the 3nm radar separation minimum instead of 5.
*If possible, have heavier planes depart behind lighter ones, so you avoid having to use time-based separation. Of course, take this with a grain of salt, since you can't let the heavier aircraft wait forever.
*To achieve radar separation as soon as possible, use initial visual turns if weather permits (VMC). Example:
TWR: AUA117M, after departure visual right turn to SOVIL is approved, wind calm, runway 11 cleared for takeoff.
In this case, the aircraft will make a very early right turn, allowing you to have the next aircraft takeoff within seconds, provided it is not lighter than the preceding.
*The ground controller should send aircraft to your frequency early enough during taxi - provided that there are no conflicts on the ground - that you should be able to distribute the aircraft onto the different holding points to your needs. Use the holding points in order to prepare a proper departure sequence that allows you to use the lowest minima possible.
Note: According to the austrian AIP, the pilot shall prepare and be ready to use the following intersections for departure:
<div align="left">
{| class="prettytable"
| Runway
| Intersections
|-
| 11
| A10
|-
| 16
| B4
|-
| 29
| A3 (west)
|-
| 34
| B10
|}
</div>
For those intersections it is normally not necessary to ask a pilot if he is able - it is his obligation to tell ground upon requesting taxi clearance or latest upon initial contact with the tower controller.

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

MAH224: Linz Tower, MAH224 established ILS Approach rwy 27.

Again you are not allowed to clear more than one aircraft onto the same runway at the same time.<br>

{| class="prettytable"
|-
| In order to issue a landing clearance
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.
#preceeding landing traffic must have left the runway safety strip with all parts.
#traffic crossing the runway must have left the runway safety strip with all parts.

|}

If these conditions are met use the following phrase to clear the aircraft:

MAH224, Linz Tower, wind 300 degrees 16 knots, runway 27, cleared to land.

During periods of high traffic, it is likely that you have more than one aircraft approaching the same runway at the same time. The approach has to ensure the minimum radar separation of 3 nm and additionally increased separation due to wake turbulence.

AUA26T: Linz Tower, AUA26T established ILS 27.
TWR: AUA26T, Linz Tower, continue approach, wind 300 degrees 16 knots.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

AUA26T wind 310 degrees 14 knots, runway 27 cleared to land.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

AUA81: Wien Tower, AUA81 established ILS 16
TWR: AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140
degrees 7 knots.
AUA81: continuing approach, AUA81.
TWR: AUA81, There is a rescue helicopter operating west of the extended centerline, presently at
your one o'clock position, 5 nm, 1400 ft.
AUA81: Thank you, looking out, AUA81.
AUA81: traffic in sight, AUA81.

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.

The rescue helicopter from the example above needs to land at your airport:
OEBXR: Wien Tower, Freudenau 1500ft for landing.
TWR: OEBXR, Fly direct G-A-C, stay north of extended centerline RWY 11, 020 deg 4 kts, land own discretion.

To give you an idea of how dense traffic can get in real life consider that during peak times and good weather the separation is reduced to 2,5 nm. This corresponds to one landing every 75 seconds.

=== Merging Departing and Arriving Traffic ===

And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

<br> Still the above rule of only one aircraft at the same time applies, however, we also use conditional clearances which look very similar to those above in the departing traffic section.

AUA123, behind next landing C750 line up RWY 29 behind.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown. To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also, you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:

"Ready for immediate departure?"

Example:

{| class="prettytable"
|-
| You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally, you have two departures waiting at the holding point of runway 29.
|}

TWR: CAL275, ready for immediate departure?
CAL275: Affirm
TWR: Wind 250 deg 6 kts, Runway 29 cleared for immediate takeoff.
CAL275: cleared for immediate takeoff runway 29, CAL275

{| class="prettytable"
|-
| After the CAL B747 has taken off.
|}

TWR: AUA289, wind 300 degrees 7 knots, runway 29, cleared to land.
AUA289: Runway 29, cleared to land, AUA289.
TWR: AUA2LT, behind landing Airbus line up runway 29 behind.
AUA2LT: Behind the landing Airbus, lining up runway 29 behind, AUA2LT.

{| class="prettytable"
|-
| AUA289 has vacated the runway.
|}

TWR: AUA2LT, wind 300 degrees 8 knots, runway 29 cleared for takeoff.
AUA2LT: cleared for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

==== Differences to handling of IFR Traffic ====

The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a sufficient distance to ensure safety.

To guide VFR Traffic through your airspace you make use of VFR Routes, Sectors, and reporting Points. '''Used phrases''':

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg, 1500ft or below,
QNH 1020, Squawk 7000, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights should be guided into downwind, base and final leg for landing.<br><br>

TWR: OE-AGA, join downwind for runway 29
TWR: OE-AGA, join base for runway 29

VFR Flights Squawk and basic information (active runway, QNH etc.) from Delivery, the route clearance from <u>Tower</u>. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be:<br>

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 7000, Rechtskurve genehmigt.
TWR:OE-AGA, leave Control Zone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 7000, right turn approved.

TWR: OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
TWR: OE-AGA, climb 3500 feet, report Donauturm.

In the air ATC provides [[traffic information]].

TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound
route Klosterneuburg-Freudenau.

When the aircraft leaves the control zone.

TWR: OE-AGA, Squawk 7000, you may leave.

Wien Tower/Turm can also be contacted in German.

==== Merging in VFR Traffic ====

To manage VFR Traffic efficiently you have to use [[traffic information]] and visual separation.

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX

Because of other traffic, it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:

TWR: OE-AGA, 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].

----

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[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]]

VFR

2021-05-11T20:39:00Z

Sebastian Reinwand: /* Anflug auf einen kontrollierten Flugplatz */

=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 Turm, OEASA
ATC: OEASA, Salzburg Turm, 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 Turm, 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 Turm, die OEART
ATC: OEART, Linz Turm 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 Aerdome, OEEOK
ATC: OEEOK, Wiener Neustadr 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])

VFR

2021-05-11T20:37:44Z

Sebastian Reinwand: /* Abflug von einen unkontrollierten Flugplatz */

=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 Turm, OEASA
ATC: OEASA, Salzburg Turm, 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 Turm, 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 Turm, die OEART
ATC: OEART, Linz Turm 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 Aerdome, OEEOK
ATC: OEEOK, Wiener Neustadr 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, vacate Runway via Charlie
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])

VFR

2021-05-11T20:37:00Z

Sebastian Reinwand: /* Abflug von einen unkontrollierten Flugplatz */

=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 Turm, OEASA
ATC: OEASA, Salzburg Turm, 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 Turm, 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 Turm, die OEART
ATC: OEART, Linz Turm 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 Aerdome, OEEOK
ATC: OEEOK, Wiener Neustadr 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, xwparture 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, vacate Runway via Charlie
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])

VFR

2021-05-11T20:35:42Z

Sebastian Reinwand: /* Abflug von einen kontrollierten Flugplatz */

=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 Turm, OEASA
ATC: OEASA, Salzburg Turm, 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 Turm, 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 Turm, die OEART
ATC: OEART, Linz Turm 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 Aerdome, OECOK
ATC: OECOK, Wiener Neustadr Aerodome, go ahed
Pilot, OECOK, 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, xwparture 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, vacate Runway via Charlie
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])

VFR

2021-05-11T20:33:15Z

Sebastian Reinwand: /* Funktheorie */

=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 Turm, OEASA
ATC: OEASA, Salzburg Turm, 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 Turm, 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 Turm, die OEART
ATC: OEART, Linz Turm 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
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 Aerdome, OECOK
ATC: OECOK, Wiener Neustadr Aerodome, go ahed
Pilot, OECOK, 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, xwparture 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, vacate Runway via Charlie
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])

VFR

2021-05-11T20:27:26Z

Sebastian Reinwand: /* Abflug auf einem unkontrollierten Flugplatz */

=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
===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 Turm, OEASA
ATC: OEASA, Salzburg Turm, 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 Turm, 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 Turm, die OEART
ATC: OEART, Linz Turm 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
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 Aerdome, OECOK
ATC: OECOK, Wiener Neustadr Aerodome, go ahed
Pilot, OECOK, 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, xwparture 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, vacate Runway via Charlie
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])

VFR

2021-05-11T20:26:20Z

Sebastian Reinwand: /* Flugplan Aufgabe */

=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.

[Zwischen Start und Ausflug finden keine Positionsmeldungen statt? ZB rechter Querabflug oder so?]

====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
===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 Turm, OEASA
ATC: OEASA, Salzburg Turm, 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 Turm, 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 Turm, die OEART
ATC: OEART, Linz Turm 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
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 Aerdome, OECOK
ATC: OECOK, Wiener Neustadr Aerodome, go ahed
Pilot, OECOK, 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, xwparture 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, vacate Runway via Charlie
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])