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Study Guide:Low Visibility Procedures

2012-01-07T04:24:51Z

Stephan Reitinger:

'''== LOW VISIBILITY PROCEDURES =='''

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || mindeste Entscheidungshöhe (über Grund)
|-
|Kategorie 1 / Cat I || 550 Meter oder Visibility 800 Meter || 200ft
|-
|Kategorie 2 / Cat II || 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || 200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || mind. 75 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine || keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

Abfliegenden Verkehr in der Taxi-Anweisung zu den jeweiligen CATII-Holdingpoints clearen

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2nm in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm

Mindestabstand für APP: statt 3nm entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe

falls RVR nicht in ATIS enthalten: RVR bei Anflugfreigabe UND Landefreigabe übermitteln

bei initial contact Hinweis auf „LVP in operation“

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP gilt bei:
LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” in LOWW nur auf ATC-request

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

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

Study Guide:Tower

2012-01-07T04:21:28Z

Stephan Reitinger:

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

== Introduction ==

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

== Aircraft and basic Flying Principles ==

=== Producing Lift ===

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

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

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

Think of an level flying aircraft that reduces it speed. In order to compensate the reducing lift the pilot has to raise the nose. However at some point the Angle of Attack will cross the critical angle of Attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so called stall speed. Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats.

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

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

=== Aircraft Categories ===

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

==== Weight Categories ====

Aircraft are categorized into three weight categories:

{| class="prettytable"
|-
| '''Category'''
| '''MTOW'''
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}

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

==== Approach Speed ====

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

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

==Before you start controlling==

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

=== Airspace Structure around Major Airports ===

===Choosing the active runways===

=== ATIS ===

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

A ATIS broadcast has to consist of:

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

It is updated every 30 minutes or as soon as significant changes occur. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.

 

=== Transition Altitude/Transition Level ===

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

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

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

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

QNH < 0977: TA + 3000 ft.
QNH 0978 - 1012: TA + 2000 ft.
QNH 1013 - 1050: TA + 1000 ft.
QNH 1051 >  : TA = TL

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

== Working as a Tower Controller ==

===Setting the right priorities===

=== Runway Separation ===

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

=== Departing Traffic ===

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

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

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

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

The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:

TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!
AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.

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

TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind and wait.
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.
''Note: The two times behind in this instruction is not a typing error but was implemented''
to emphasize that part of the clearance.

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

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

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

=== Departure Seperation ===

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

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

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

|}

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

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

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

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

|}

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

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

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

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

|}

This turbulence can cause severe problems or even loss of control for following aircraft. The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>
For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category LIGHT or MEDIUM departs behind an aircraft in wake turbulence category HEAVY, or when a LIGHT category aircraft departs behind a MEDIUM category aircraft. You may issue a take-off clearance to an aircraft that has waived wake turbulence separation, except, if it's a light or medium aircraft departing as follows:

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

|}

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

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

=== Arriving Traffic ===

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

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

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

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

|}

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

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

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

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

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

TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.
AUA26T:Runway 27, cleared to land, MAH224.

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

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

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

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

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

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

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

To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved.

=== Merging Departing and Arriving Traffic ===

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

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

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

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

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

Callsign, are you ready for immediate departure?

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

Example:

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

TWR:CAL275, are you ready for immediate departure?
CAL275:Affirmitive, ready for immediate departure, CAL275
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for
immediate takeoff.
CAL275:cleared for immediate takeoff runway 29, CAL275

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

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

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

TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is
now on a 3,5 nm final.
AUA2LT:cleread for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

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

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

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

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,
QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights should be guided into downwind, base and final leg for landing. 

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

VFR Flights get their Clearance from Tower. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be: 

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

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

In the air ATC provides traffic information.

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

When the aircraft leaves the controlzone.

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

Wien Tower/Turm can also be contacted in German.

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

To manage VFR Traffic efficiently you have to use traffic information and visual seperation.

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

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

TWR:OE-AGA, fly extended right downwind, standby for base.
OE-AGA: Extending right downwind, OE-AGA

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

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

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

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

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

==== Information Positions ====

=== Coordination with other ATC Stations ===

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

==== High traffic situations ====

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

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

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

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

==== Opposite runway operations ====

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

== Ressourcen ==

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

 

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

Study Guide:Radar

2012-01-07T04:21:08Z

Stephan Reitinger:

'''This study guide is still work in progress. Stay tuned for further chapters.'''
==Airspace Structure==
Austrian Airspace is structured into four different Types of Airspace:

* '''Class C:''' Operations may be conducted under IFR, SVFR, or VFR. All flights are subject to ATC clearance. Aircraft operating under IFR and SVFR are separated from each other and from flights operating under VFR. Flights operating under VFR are given traffic information in respect of other VFR flights.
* '''Class D:''' Operations may be conducted under IFR, SVFR, or VFR. All flights are subject to ATC clearance. Aircraft operating under IFR and SVFR are separated from each other, and are given traffic information in respect of VFR flights. Flights operating under VFR are given traffic information in respect of all other flights.
* '''Class E:''' Operations may be conducted under IFR, SVFR, or VFR. Aircraft operating under IFR and SVFR are separated from each other, and are subject to ATC clearance. Flights under VFR are not subject to ATC clearance. As far as is practical, traffic information is given to all flights in respect of VFR flights.
* '''Class G:''' Operations may be conducted under IFR or VFR. ATC separation is not provided. Traffic Information may be given as far as is practical in respect of other flights.

Classes C-E are referred to as controlled airspace. Class G is uncontrolled airspace. Controlled Airspace is shared between different ATC-Units (TWR, APP, CTR) and within these units they can be split further into different sectors.
==Responsibilities==
Each Radar Controller has an area of responsibility which may consist of one or more sectors. He has to maintain the required seperation between aircraft within his sector and ensures the expeditious flow of traffic.

==Minimum Radar Separation==
A Controller has to make sure that two Aircraft which are under his control never get closer than the minimum radar seperation. If two aircraft get closer than that, this incident is called a conflict.
*The standard Minimum Vertical Seperation is 1000 ft up to FL290 and 2000 ft above that. However Austria is considered RVSM (Reduced Vertical Seperation Minima) airspace so the upper limit of the 1000 ft seperation minimum is raised to FL410. In real life this demands special equipment of the aircraft involved, however on VATSIM all aircraft are considered RVSM capable.
*The Minimum Horizontal Seperation depends on the radar equipment involved. APP Sectors work with a minimum of 3 nm, CTR Sectors use 5 nm.

There are some cases where these minima may be under-run such as visual seperation or formation flights.

==MRVA, MSA, MOCA==
MRVA (Minimum Radar Vectoring Altitude): The MRVA is defined as the lowest available altitude above Mean Sea Level (MSL) in controlled airspace under consideration of the MSA (Minimum Safe/Sector Altitude) above ground and the airspace structure within a specified area.

MSA (Minimum Safe/Sector Altitude): Minimum Sector Altitude is the minimum altitude that may be used under emergency conditions which will provide a minimum clearance of 1000ft above obstacles and terrain contained within a sector of 25 NM radius centred on a radio navigational aid. MSA can be given as areas between radials from a VOR at the airport.

MOCA (Minimum Obstacle Clearance Altitude): This is the lowest altitude that an aircraft can fly in IMC (Instrument Meteorological Conditions) and still keep safe clearance from terrain and obstacles. MOCA is often lower then MEA (se below). It is only used in emergencies, especially to get below icing.

==Structure of Flightplans and Routings==
A route consist of one or more points connected by eithe airways or directs (DCT).
SITNI UL856 BAGSI Q114 RTT
In this case SITNI is the first point of the Route, thereafter it follows the airway UL856 to BAGSI and so on.
===SIDs===
SID (Standard Instrument Departure): It is a pre-defined route which aircrafts have to fly to get to their initial airway to follow their desired routing to their destination.

e.g.: Flightplan from LOWW (Wien) to Salzburg (LOWS): SITNI L856 SBG DCT - SITNI is our first waypoint of our routing and let us say for instance that in Vienna Runway 29 is in use. We take a look at our charts and we see that we can plan for a socalled SITNI4C departure route.

SIDs are specified by the local Air Traffic Control. A SID can contain the following navigation aids: R-NAV Waypoints, VORs, NDBs, etc.

===STARs===
STARs (Standart Terminal Arrival Routes): STARs are pre-defined routes to get an aircraft to the airport.

A STAR falls into three parts namely navigational point, version number and runway (depending on the airport), e.g. GAMLI4W arrival. The point at which the STAR ends is called Initial Approach Fix (IAF). In some cases the STARs continue and end at the Final Approach Fix (FAF), and that means that you as controller don't need to vector the aircraft unless there is other traffic in the way. The only thing you have to do is to instruct the pilot how to descend the aircraft.

There are exceptions of course, where the STARs don't end at the final, but at a navigational point some distance away from the runway. You as a controller must give vectors the last part to the runway. If you for some reason don’t give vectors, the pilot must enter holding at the STAR's ending point (clearance limit).

===Types of Instrument Approaches===
An '''instrument approach''' or '''instrument approach procedure (IAP)''' is a type of air navigation that allows pilots to land an aircraft in reduced visibility (Instrument Meteorological Conditions [IMC]) or to reach visual conditions permitting a visual landing.

There are 2 types of approaches:

* Precision Approaches
* Non-Precision Approaches

1.) '''Precision Approaches'''

- ILS (Instrument Landing System)
- MLS (Microwave Landing System)
- PAR (Precision Approach Radar)
- GPS (Global Positioning System)
- LAAS (Ground Based Augmentation System [GBAS] for Global Satellite Navigation Systems [GNSS])
- JPALS (Joint Precision Approach and Landing System)
- GCA (Ground Controlled Approach)

2.) '''Non-Precision Approaches'''

- Localizer
- VOR
- NDB (with ADF)
- Localizer Type Directional Aid (LDA)
- Simplified Directional Facility (SDF)
- GPS (Global Positioning System)
- TACAN
- Surveillance Radar Approach (SRA) [also known in some countries as ASR approach]
- Visual

==Basic Instructions==
===Vectoring===
There are 2 types of vectoring:
* Lateral Vectoring
* Vertical Vectoring
====Lateral Vectoring====
ABC123, turn left heading 165°
DEF243, turn right heading 300°

When issuing a heading to an aircraft, make sure that you are using a direction ending on 0 (zero) or on 5 (five).

If you provide Radar Vectors to an aircraft then always tell the pilot the reason why you are doing this:

ABC123 turn right heading 080°, radar vectors for ILS approach RWY 11
After vectoring an aircraft you might have to send the aircraft back on its flight planned route:
ABC123, proceed direct to SITNI
It is important to know, that as soon as you take an aircraft of a publsihed route, either by vectoring or by using a direct, you are also responsible for the necessary terrain clearance. To do this always consider the MRVA on the aircrafts path.
====Vertical Vectoring====
ABC123, climb FL240"
DEF243, descend Altitude 3000 feet, QNH 1016"

As you can see there are 2 types of heights namely Altitude and Flightlevel (FL).

'''Flightlevel''' is used for aircraft flying above the Transition Altitude, Transition Level or climbing through and above the Transition Layer (Altimeter in the aircraft is set to Standard Pressure [1013 QNE]).

'''Altitude''' is used for aircraft flying below the Transition Altitude or for Aircraft descending through and below the Transition Layer (Altimeter in the aircraft is set to local QNH).
====Speed Control====
A controller may issue speed instructions within an aircrafts operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above).
ABC123, maintain speed 280 knots
DEF456, maintain Mach 0.81

==Seperation and Sequencing Techniques==
===Planning===
To effectively use the sequencing techniques explained below we first have to assess the current situation.
====Determining current seperation====
In VRC and ES there are tools available to determine the seperation between aircraft. One of them is the Seperation Predictor. It is a very comfortable way to determine the point where two aircraft, given a constant speed, will be closest to each other. Furthermore it gives you the minimum distance and the time to go to this point.
To constantly survey the distance between to aircraft (or between an aircraft and a point) you can use seperation links (or anchors).

These tools give you an overview over the lateral situation. The vertical situations is a bit more complicated since you have to use a bit of math. If you have two converging aircraft who are not at a constant altitude you need their rate of climb/descend to determine the spacing at their closest point.
APP: AUA265, report rate of climb.
AUA265:rate of climb 2500 feet per minute.

====Determining current spacing====
Often procedures in a sector include a so called "miles-in-trail" requirement. This means that aircraft flying over the same point and for example have a common destination need to cross the point in a certain distance. Also when working as an approach controller we need to know how close two aircraft will be on approach. How can we determine the current spacing?

First we need to choose a merging point. In a miles in trail requirement this would typically be the handoff point. In the approach area that could be a point somewhere on the approach (e.g. 12 nm final or the point of base turn). Now we can measure the distance of both aircraft to the merging point. If both aircraft have the same speed and are routing direct to the merging point you directly get the spacing at this point. However if differnet speeds are involved things get more complicated. In this case there is no easy and fast way to determine the spacing at the merging point.
You will have to use your experience to judge these situations.

Of course you can use this technique to determine the spacing between multiple aircraft.
===The concept of positive seperation===
Imagine you are the controller in a sector when suddenly the radio communication with your pilots does not work anymore. Take this assumption as the basis of the positive seperation concept. It is policy to always keep aircraft guaranteed safe to each other. This means as soon as you recognize a possible conflict, imeediately resolve it. It's never a good idea to say to yourself "I'll get back to it later" because you might forget it, the voice channel might be blocked and so on.

In the dense approach airspace this is often not easy but it will save you a lot of nerves if you keep converging traffic on different levels!

===Resolving conflicts===
There are multple ways of resolving a conflict. You can alter the aircrafts flight path, altitude or speed.

Changing an aircrafts altitude to resolve a conflict is relatively easy. Just make sure you achieve the necessary seperation when the two aircraft meet. In the cruise phase you have to keep in mind the aircrafts performance. Often aircraft can't climb higher due to their weight, so don't be surprised if the pilot rejects the altitude change. Also have a look at the aircrafts further intentions. For example it is often not a good idea to put an aircraft that has to descend in a short time anyway on top of another one.
Pilots prefer to stay at their cruising altitude however in certain situations (e.g. one aircraft overtaking another one) don't hesitate to change the cruise level in accordance with the pilot.

Speed restrictions for seperation are also possible but mostly you should use them to maintain the present seperation. However in congested airspace where other means of seperation are not possible (e.g. due to terrain) you can also use speeds to achieve a certain seperation. Bear in mind that especially during cruise flight an aircrafts speed margin might not be very large.

Changing an aircrafts flight path to achieve a safe situation is often the best way. Consider the following basic situation:
{| class="prettytable"
|Two aircraft are flying to the same point at the same altitude. If they keep on flying they will meet each other exactly.
|}
To resolve the conflict you have to change the heading of one of the aircraft. You will soon discover that the best possibility is to turn one aircraft behind the other one. The earlier you start such a maneuver the smaller the heading change has to be.

===Spacing techniques===
There are two possible ways of achieving a certain seperation: Modifying an aircrafts speed or it's flight path.
====The Delay Vector====
{| class="prettytable"
|Your working a sector which has an exit agreement that requires you to put aircraft ten miles in trail. This means the distance between two aircraft exiting your sector with the same destination has to be ten nautical miles. In this sector multiple streams of traffic are merged into one and leave your area via an intersection called TEMTA.
|}
First thing you'll have to do is to determine their current spacing using the techniques discussed above. By doing this we get a spacing of 5 nm, so we have to do something. We don't want to change their speed so what else can we do?

What we will do is lengthen the way of one of the aircrafts and shorten the other ones as far as possible. If possible put the first aircraft on a direct to the merging point. Sometimes this is already enough to gain some miles but in this case we put the second aircraft on a so called delay vector. This means we turn the aircraft away from the direct route to lengthen it's flight path.
RDR:AUA91, proceed direct to TEMTA, maintain speed 290 knots indicated.
AUA91: Proceeding direct to TEMTA, maintaining 290 knots indicated.
RDR:AFR291, for seperation turn right heading 130, maintain speed 290 knots indicated.
AFR291: turning right heading 130, maintaining speed 290 knots indicated.
To be sure we assigned a common speed and we also gave a short hint to the pilot about the cause for the vector.

Now we have to constantly assess the spacing between these two aircraft. As soon as we achieved our required spacing we put the Air France back on it's route.
RDR:AFR291, proceed direct to TEMTA.
AFR291: proceeding direct to TEMTA.
In this case we used a delay vector of about 40 degrees. You will learn by experience how big this delay vector has to be, however as before, the earlier you start the maneuver the smaller it has to be.

====Speed Control====
It is often also necessary to use speed restrictions to achieve or maintain a certain spacing. In these cases IAS should be used below FL 240 and Mach in the regions above. Especially in cruise flight most aircraft have a small speed margin, so the effect of speed control is limited. Often speed control is used additionally to putting the aircraft onto a delay vector.

Aircrews are expected to maintain instructed speeds as accurately as possible (+ / - 10knts). In case of unability to maintain instructed speed (weather reasons, operating limitations etc.) the controller has to be informed immediately.

===Holding===
'''Useage''' 
The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more.

'''How does it look like'''
A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg.

If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance.

Also every holding has a minimum altitude.

'''Flying a Hold''' 
Most aircraft have a specific holding speed published by the manufacturer.Maximum holding speeds are established in order to keep aircraft within the protected holding area during their one-minute inbound and outbound legs.

As a rule of thumb the Speed to be flown depends on the altitude or flight level the aircraft is at within the hold as follows:

* At 6,000' MSL and below: 200 knots
* From 6,001' to FL 140: 230 knots
* At and above FL140: 265 knots

* '''Duration'''
A Complete hold should take:

* FL140 and below 4 minutes
* FL140 and above 5 minutes

* '''Holding Clearance'''
A holding clearance issued by ATC includes at least:
- A clearance to the holding fix.
- The direction to hold from the holding fix.
- A specified radial, course, or inbound track.
- If DME is used, the DME distances at which the fix end and outbound end turns are to be
commenced.
- The altitude or FL to be maintained.
- The time to expect further clearance or an approach clearance.
- The time to leave the fix in the event of a communications failure.

* '''Standart Holding Pattern'''

* Standard Hold: A hold where all turns are made to the right
* Non Standard Hold: A hold where all turns are made to the left
* Holding Course: The course flown on the inbound leg to the holding fix.
* Inbound Leg: The standard 1 or 1.5 minute leg to the holding fix as Published
* Holding Fix: This can be a VOR, a VORDME, an Intersection or an NDB
* Outbound Turn: A standard rate, 180 degrees turn which is begun at the holding Fix.
* Abeam: The position opposite the holding fix, where the outbound begins.
* Outbound Leg: This leg is defined by the inbound leg, pilots should adjust the outbound leg
so that the inbound turn, the other standard 180° turn is completed just as the holding
course is intercepted.
* Holding Side: The side of the course where the hold is accomplished.
* Non Holding Side: The side of the course where you do not want the pilot to be holding

* '''Non Standart Holding Pattern'''

A non-standard holding pattern is one in which
- The fix end and outbound end turns are to the left; and/or
- The planned time along the inbound track is other than the standard one-minute or
one-and-a-half minute leg appropriate for the altitude flown.

* '''Entry Holding Procedure'''
**Direct Entry (aircraft flies directly to the holding fix, and immediately begins the first turn outbound)
**Parallel Entry (aircraft flies to the holding fix, parallels the inbound course for one minute outbound, and then turns back, flies directly to the fix, and proceeds in the hold from there
**Teardrop Entry or Offset Entry (aircraft flies to the holding fix, turns into the protected area, flies for one minute, and then turns back inbound, proceeds to the fix and continues from there).

==Coordination with adjacent Sectors==
The coordination respectively the communication between controllers (and of course pilots) is on of the most important things in aviation.

A clear instruction to the person I want to speak to falls into 4 parts:

- Who am I calling
- What do I want
- How are we going to archieve this (short and clear instructions!)
- Did the person I called unterstand my instruction properly

===The Handoff===
At some point you'll have to send the pilot on to the next controller. With a Tower this is relatively easy: Just drop the track and send him onto the Tower frequency.

However between Radar controllers a more sophisticated system is used.
A Handoff consists of two stages:
* Transfer of Control
* Transfer of Communication.
====Transfer of Control====
The first part is done by sending a handoff request to the next controller. You may only do this if the plane is safe and will remain safe within your sector at all time. So initiate the handoff if you don't need him anymore, but not before that.
The other controller accepts the handoff. Again he only does this if he can really accept the traffic without creating a conflict. If that's not possible the two of you will have to work out a different solution.

If the next controller rejects the handoff, the aircraft is not allowed to enter his sector and it is your responsibility to ensure it doesn't.

'''You are responsible for everything that happens in your sector.''' And you are not allowed to do anything in somebody else's if it is not stated in your sectors Letters of Agreement or without his permission.

If the handoff is accepted, transfer of control is complete.

====Transfer of Communication====
This is easy, just send him on the next frequency.

===The Release===
Some times it comes in handy to change an aircrafts direction, altitude or speed while he is still in the previous sector. In this case you can coordinate with the controller responsible that you change one of these things early. This is called a release and often the phrase:
"Released for ..."
is used.
==VFR Traffic==
===Flight Information Positions===

Flight Information Service (FIS) is an air traffic facility that provides a myriad of services to the pilot, such as pilot briefings, relaying of clearances and broadcasting of weather information.
At selected locations, FIS also provides en-route Flight Advisory Services.

==Abnormal Situations - Emergencies, Radio Failures==

===Emergencies===
Emergencies are very uncomfortable situations for every controller. Emergencies shall be handeled expeditiously to get them safe down to the ground.

The pilot tells the ATC what his intentions are and what he will do next and not the other way round. ATC keeps all the traffic in the vicinity of the emergency aircraft away to assure that no other aircraft gets injured.

===Radio Failures===
There are two ways to recognize a radio failure. Either you call the aircraft and don't get an answer or the pilot notices the failure and sets Squawk 7600. In the second case you will get an indication on your screen.

First thing to do, is to find out if the pilot can still hear you:
"RDR: FLT1, if you read me Squawk Ident"
or
"RDR: FLT1, if you read me turn right by 30° for 30 seconds.
If he does you can give him instructions as usual. It is a good idea to let the pilot acknowledge each of the instructions:
"RDR: FLT1, Acknowledge all further instructions by Squawking Ident"
Inform the other controllers involved of the situation.

If the pilot is not able to hear you, he will continue his flight according to his flightplan until he reaches his clearance limit. There he will enter the associated holding pattern, stay there 5 minutes and then conduct the approach to the active runway. In this case keep the other aircraft out of his way and again inform the other controllers involved.

==Information Positions==

* Traffic Information
* Weather Information
* Special Requests

LOWW_I_APP (118.520) and LOVV_I_CTR (124.400) are the 2 FIS Positions within Austrian airspace. They are responsible for the VFR Flights. They allocate Squawks, provide Traffic Information and offer Weather Information (worldwide) and coordinate with other controllers requests from pilots.

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Flight Rule Changes

2012-01-07T01:11:50Z

Stephan Reitinger: /* from IFR to VFR ("IFR-Cancellation") */

'''Flights containing a change of flight rules are mainly used to fly to and from airports, which usually do or cannot handle IFR flights.''' 

=== from IFR to VFR ("IFR-Cancellation") ===

IFR flights can only cancelled and continued under VFR under 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 CVFR- or 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

 

The following is an example for a flightrule change in airspace class E: 
<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>
Example for flight rule change in airspace class C: 
<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> 

*Very often, Y flight plans are used and already contain position and altitude for the planned/wished IFR cancellation.

----

=== 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.

An example for a proper IFR pickup:
<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>
An example for an IFR pickup because of increasingly bad visibility:
<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!

Flight Rule Changes

2012-01-04T04:28:18Z

Stephan Reitinger: VFR to IFR ("IFR-Opening" / "IFR-Pickup")

'''Flights containing a change of flight rules are mainly used to fly to and from airports, which usually do or cannot handle IFR flights.''' 

=== VFR to IFR ("IFR-Cancellation") ===

IFR flights can only be continued under VFR if the following conditions are met:

#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 CVFR- or 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

 

The following is an example for a flightrule change in airspace class E: 
<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>
Example for flight rule change in airspace class C: 
<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> 

*Very often, Y flight plans are used and already contain position and altitude for the planned/wished IFR cancellation.

----

=== 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.

An example for a proper IFR pickup:
<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>
An example for an IFR pickup because of increasingly bad visibility:
<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!

Flight Rule Changes

2012-01-04T04:14:09Z

Stephan Reitinger: English translation, part one; slight phraseology additions

'''Flights containing a change of flight rules are mainly used to fly to and from airports, which usually do or cannot handle IFR flights.''' 

=== VFR to IFR ("IFR-Cancellation") ===

IFR flights can only be continued under VFR if the following conditions are met:

#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 CVFR- or 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

 

The following is an example for a flightrule change in airspace class E: 
<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>
Example for flight rule change in airspace class C: 
<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> 

*Very often, Y flight plans are used and already contain position and altitude for the planned/wished IFR cancellation.

----

=== VFR nach IFR (IFR-Opening / IFR-Pickup) ===

IFR-Openings dienen dazu, von einem unkontrollierten Flugplatz zu starten und ab einer bestimmten Position unter IFR den Flug fortzusetzen. Hier wird bereits ein entsprechender Z-Flugplan bei der zuständigen Flugverkehrskontrollstelle eingereicht und liegt dem Lotsen vor. Der IFR-Pickup ist häufig letztes Mittel für VFR-Flüge um auf Grund von drohenden IMC Conditions doch noch zum gewünschten Ziel zu gelangen.

Ein Beispiel für ein IFR Opening:
<pre>P: Wien Radar, OEAUT
C: OEAUT, Wien Radar.
P: OEAUT, Diamond D-Jet, inbound Sollenau VOR, 2500 Feet, request IFR Clearance.
C: OEAUT, Squawk 4601
P: Squawk 4601, OEAUT.
C: OEAUT, Wien Radar, identified, 2 miles south of Sollenau VOR at 2500 Feet. Cleared Destination Budapest, direct Sollenau VOR, thereafter flightplanned Route,
Flightlevel 170, climb to Flightlevel 170, IFR starts passing Altitude 5000 Feet.
P: OEAUT is cleared to Budapest, direct to Sollenau VOR, thereafter as filed, climbing Flightlevel 170, IFR starts at 5000 Feet, wilco.
C: OEAUT, Readback correct.
P: OEAUT passing now 5000 Feet.
C: OEAUT, IFR starts now, time 1325z.
P: OEAUT, Roger.
</pre>
Ein Beispiel für einen IFR-Pickup wegen zunehmend schlechter Sicht:
<pre>P: Wien Radar, OEAUT.
C: OEAUT, Wien Radar.
P: OEAUT; Diamond DA-20, Altitude 5000 Feet, now IMC, request IFR Pickup to Wien.
C: OEAUT, Squawk 4601.
P: Squawk 4601, OEAUT.
C: OEAUT, Wien Radar identified, cleared Wien via Radar Vectors, Altitude 5000 Feet, IFR starts now, Time 1450z.
P: OEAUT, Cleared Wien via Radar Vectors, Altitude 5000 Feet, IFR starts now.
C: OEAUT, Readback correct, turn right Heading 090.
P: Right 090, OEAUT.
</pre>

*Dieser Artikel soll lediglich Prozeduren aufzeigen und ersetzt auf keinen Fall einen Blick in die Karten/Charts!

Innsbruck

2008-04-18T09:04:47Z

Stephan Reitinger:

== Innsbruck Kranebitten ([[LOWI]]) ==

The airport was opened 1925 and is located on the west side of Innsbruck near the river Inn just about 3.5km away from the centre. Innsbruck became famous of his difficult west approach and was a long time one of the five most dangerous airports in the world. Since 29 February 1964, when an Bristol Brittania 312 (British Eagle Airlines) crashed into a southern mountain Glungezer (2610m), only special trained pilots are allowed to land in Innsbruck.

Also specialities in Innsbruck are the 2 LOC/DME approaches. The OEV locator from the east has a 5 degrees offset to the runway, compared to the OEJ locator from the west which is leading the aircraft north over the airport. Both instrument approaches end latest at AB (Absam NDB) where the visual part begins.

Innsbruck is the base of Tyrolean Airways (100% daughter of Austrian Airlines - Brand Name:Austrian Arrows), Tyrolean Jet Services, Tyrol Air Ambulance and Welcome Air. Additionally Air Alps has its technical base in Innsbruck. In the year 2005 the airport handled 40.389 movements and 738.296 passengers. That’s an increase of 2.57% for movements and 1.40% for passengers compared to the year 2004.

In winter time the traffic is increasing significantly (more than 100 movements/day), mostly on Saturdays, as a result of the charter flights from Europe and Russia to the great ski region Tyrol in the middle of the Alps in Austria.