https://wiki.vacc-austria.org/api.php?action=feedcontributions&user=Benjamin+Mueller&feedformat=atomVACC Austria DokuWiki - User contributions [en]2024-03-29T10:24:20ZUser contributionsMediaWiki 1.35.9https://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=887Study Guide: Approach2011-08-15T08:35:34Z<p>Benjamin Mueller: /* LOWK */</p>
<hr />
<div>'''==Study Guide Approach=='''<br />
<br />
Informations about airspace and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]<br />
<br />
Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to six Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP || LOWW_DEP<br />
|- <br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470 || 118.770<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director || Departure<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
Transition Altitude: 5000ft<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: see appendix and shown by sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaining FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==<br />
Frequencies: 119.27<br />
<br />
Transition Altitude: 11000ft<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL165<br />
<br />
'''Arrivals'''<br />
* LOC/DME West via KTI FL130 over KTI<br />
* LOC//DME East via RTT 9500ft over RTT<br />
* RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure<br />
* All arrivals are going via AB, finals after AB are always visual<br />
<br />
== LOWG ==<br />
Frequencies: 119.3<br />
<br />
Transition Altitude: 4000ft<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL165<br />
<br />
'''Arrivals'''<br />
There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used.<br />
<br />
* ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.<br />
* VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track<br />
* VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.<br />
<br />
'''hand/over'''<br />
* LHCC_CTR via GOTAR FL150<br />
* LJLA_CTR via RADLY FL160<br />
* LOVV_CTR FL160<br />
<br />
== LOWK ==<br />
Frequencies: 126.825<br />
<br />
Transition Altitude: 7000ft<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL165<br />
<br />
'''Arrivals'''<br />
* ILS 28<br />
* NDB-DME 28<br />
* NDB-DME 10<br />
* Circling 10: Anflug über ILS28, desc. 3000ft, circeling starts at KI<br />
<br />
'''hand/over'''<br />
* LJLA_CTR via REKTI FL160<br />
* LOVV_CTR FL160</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=886Study Guide: Approach2011-08-15T08:26:33Z<p>Benjamin Mueller: /* LOWI */</p>
<hr />
<div>'''==Study Guide Approach=='''<br />
<br />
Informations about airspace and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]<br />
<br />
Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to six Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP || LOWW_DEP<br />
|- <br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470 || 118.770<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director || Departure<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
Transition Altitude: 5000ft<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: see appendix and shown by sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaining FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==<br />
Frequencies: 119.27<br />
<br />
Transition Altitude: 11000ft<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL165<br />
<br />
'''Arrivals'''<br />
* LOC/DME West via KTI FL130 over KTI<br />
* LOC//DME East via RTT 9500ft over RTT<br />
* RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure<br />
* All arrivals are going via AB, finals after AB are always visual<br />
<br />
== LOWG ==<br />
Frequencies: 119.3<br />
<br />
Transition Altitude: 4000ft<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL165<br />
<br />
'''Arrivals'''<br />
There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used.<br />
<br />
* ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.<br />
* VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track<br />
* VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.<br />
<br />
'''hand/over'''<br />
* LHCC_CTR via GOTAR FL150<br />
* LJLA_CTR via RADLY FL160<br />
* LOVV_CTR FL160</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=885Study Guide: Approach2011-08-15T08:24:39Z<p>Benjamin Mueller: Ergänzung LOWG</p>
<hr />
<div>'''==Study Guide Approach=='''<br />
<br />
Informations about airspace and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]<br />
<br />
Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to six Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP || LOWW_DEP<br />
|- <br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470 || 118.770<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director || Departure<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
Transition Altitude: 5000ft<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: see appendix and shown by sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaining FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==<br />
Frequencies: 119.27<br />
Transition Altitude: 11000ft<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL165<br />
<br />
'''Arrivals'''<br />
* LOC/DME West via KTI FL130 over KTI<br />
* LOC//DME East via RTT 9500ft over RTT<br />
* RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure<br />
* All arrivals are going via AB, finals after AB are always visual<br />
<br />
== LOWG ==<br />
Frequencies: 119.3<br />
<br />
Transition Altitude: 4000ft<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL165<br />
<br />
'''Arrivals'''<br />
There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used.<br />
<br />
* ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.<br />
* VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track<br />
* VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.<br />
<br />
'''hand/over'''<br />
* LHCC_CTR via GOTAR FL150<br />
* LJLA_CTR via RADLY FL160<br />
* LOVV_CTR FL160</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=881Study Guide: Approach2011-07-03T15:09:01Z<p>Benjamin Mueller: /* LOWI */</p>
<hr />
<div>'''==Study Guide Approach=='''<br />
<br />
Informations about airspace and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]<br />
<br />
Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to six Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP || LOWW_DEP<br />
|- <br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470 || 118.770<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director || Departure<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: see appendix and shown by sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaining FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==<br />
Frequencies: 119.27<br />
Transition Altitude: 11000ft<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL165<br />
<br />
'''Arrivals'''<br />
* LOC/DME West via KTI FL130 over KTI<br />
* LOC//DME East via RTT 9500ft over RTT<br />
* RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure<br />
* All arrivals are going via AB, finals after AB are always visual</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=880Study Guide: Approach2011-07-03T15:04:10Z<p>Benjamin Mueller: /* LOWI */</p>
<hr />
<div>'''==Study Guide Approach=='''<br />
<br />
Informations about airspace and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]<br />
<br />
Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to six Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP || LOWW_DEP<br />
|- <br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470 || 118.770<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director || Departure<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: see appendix and shown by sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaining FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==<br />
Frequencies: 119.27<br />
Transition Altitude: 11000ft<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL165<br />
<br />
'''Arrivals'''<br />
* LOC/DME West via KTI FL130 over KTI<br />
* LOC//DME East via RTT 9500ft over RTT<br />
* All arrivals are going via AB, finals after AB are always visual</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=879Study Guide: Approach2011-07-03T15:03:30Z<p>Benjamin Mueller: </p>
<hr />
<div>'''==Study Guide Approach=='''<br />
<br />
Informations about airspace and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]<br />
<br />
Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to six Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP || LOWW_DEP<br />
|- <br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470 || 118.770<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director || Departure<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: see appendix and shown by sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaining FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==<br />
Frequencies: 119.27<br />
Transition Altitude: 10000ft<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL165<br />
<br />
'''Arrivals'''<br />
* LOC/DME West via KTI FL130 over KTI<br />
* LOC//DME East via RTT 9500ft over RTT<br />
* All arrivals are going via AB, finals after AB are always visual</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=878Study Guide: Approach2011-07-03T15:00:07Z<p>Benjamin Mueller: </p>
<hr />
<div>'''==Study Guide Approach=='''<br />
<br />
Informations about airspace and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]<br />
<br />
Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to six Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP || LOWW_DEP<br />
|- <br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470 || 118.770<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director || Departure<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: see appendix and shown by sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaining FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==<br />
Frequencies: 119.27<br />
Transition Altitude: 10000ft<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL165<br />
<br />
'''Arrivals'''<br />
LOC/DME West via KTI FL130 over KTI<br />
LOC//DME East via RTT 9500ft over RTT<br />
All arrivals are going via AB, finals after AB are always visual</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=860Study Guide: Approach2011-05-03T04:52:38Z<p>Benjamin Mueller: </p>
<hr />
<div>'''==Study Guide Approach=='''<br />
<br />
Informations about airspace and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]<br />
<br />
Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to six Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP || LOWW_DEP<br />
|- <br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470 || 118.770<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director || Departure<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: see appendix and shown by sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaining FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=859Study Guide: Approach2011-05-03T04:52:18Z<p>Benjamin Mueller: </p>
<hr />
<div>'''==Study Guide Approach=='''<br />
<br />
Informations about airspace and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]<br />
Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201]<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to six Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP || LOWW_DEP<br />
|- <br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470 || 118.770<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director || Departure<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: see appendix and shown by sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaining FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide&diff=858Study Guide2011-05-03T04:51:19Z<p>Benjamin Mueller: </p>
<hr />
<div>Diese Seite dient der Entwicklung der Trainingsdokumente der FIR Wien.<br />
<br />
*[[Study Guide:Tower]]<br />
*[[Study Guide: Approach]]<br />
*[[Study Guide:Radar]]<br />
*[[Study Guide:Airport Details]]<br />
*[[Study Guide:Low Visibility Procedures]]</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide&diff=857Study Guide2011-05-03T04:51:00Z<p>Benjamin Mueller: </p>
<hr />
<div>Diese Seite dient der Entwicklung der Trainingsdokumente der FIR Wien.<br />
<br />
*[[Study Guide:Tower]]<br />
*[[Study Guide:Approach]]<br />
*[[Study Guide:Radar]]<br />
*[[Study Guide:Airport Details]]<br />
*[[Study Guide:Low Visibility Procedures]]</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=856Study Guide: Approach2011-05-03T04:38:12Z<p>Benjamin Mueller: </p>
<hr />
<div>'''==Study Guide Approach=='''<br />
<br />
Informations about airspace and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205]<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to six Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP || LOWW_DEP<br />
|- <br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470 || 118.770<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director || Departure<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: see appendix and shown by sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaining FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=855Study Guide: Approach2011-04-30T19:24:14Z<p>Benjamin Mueller: /* LOWW */</p>
<hr />
<div>'''== Study Guide Approach =='''<br />
<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to five Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP<br />
|-<br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: see appendix and shown by sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaining FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=854Study Guide: Approach2011-04-30T19:16:12Z<p>Benjamin Mueller: /* LOWW */</p>
<hr />
<div>'''== Study Guide Approach =='''<br />
<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to five Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP<br />
|-<br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: see appendix and shown by sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaing FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=853Study Guide: Approach2011-04-30T19:15:43Z<p>Benjamin Mueller: /* LOWW */</p>
<hr />
<div>'''== Study Guide Approach =='''<br />
<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to five Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP<br />
|-<br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: see appendix and shown by sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaing FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be<br />
done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID<br />
without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=852Study Guide: Approach2011-04-30T19:14:55Z<p>Benjamin Mueller: /* LOWW */</p>
<hr />
<div>'''== Study Guide Approach =='''<br />
<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to five Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP<br />
|-<br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: see appendix and shown by sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaing FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the<br />
Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210<br />
and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to<br />
LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be<br />
done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID<br />
without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=851Study Guide: Approach2011-04-30T19:13:50Z<p>Benjamin Mueller: /* LOWW */</p>
<hr />
<div>'''== Study Guide Approach =='''<br />
<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to five Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP<br />
|-<br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: laut Sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaing FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the<br />
Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210<br />
and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to<br />
LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be<br />
done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID<br />
without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
<br />
[[Bild:LOVV_APP.jpg]]<br />
<br />
== LOWI ==</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=File:LOVV_APP.jpg&diff=850File:LOVV APP.jpg2011-04-30T19:07:07Z<p>Benjamin Mueller: </p>
<hr />
<div></div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=849Study Guide: Approach2011-04-30T19:06:49Z<p>Benjamin Mueller: </p>
<hr />
<div>'''== Study Guide Approach =='''<br />
<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to five Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP<br />
|-<br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: laut Sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaing FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the<br />
Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210<br />
and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to<br />
LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be<br />
done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID<br />
without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
[[Bild:LOVV_APP.jpg]]<br />
== LOWI ==</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=848Study Guide: Approach2011-04-30T19:05:31Z<p>Benjamin Mueller: /* LOWW */</p>
<hr />
<div>'''== Study Guide Approach =='''<br />
<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to five Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP<br />
|-<br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: laut Sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaing FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the<br />
Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210<br />
and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to<br />
LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be<br />
done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID<br />
without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
[[Media:[[Bild:LOVV_APP.jpg]]]]<br />
<br />
== LOWI ==</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=File:VOVV_APP.jpg&diff=847File:VOVV APP.jpg2011-04-30T19:04:26Z<p>Benjamin Mueller: </p>
<hr />
<div></div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=846Study Guide: Approach2011-04-30T19:03:37Z<p>Benjamin Mueller: </p>
<hr />
<div>'''== Study Guide Approach =='''<br />
<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to five Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP<br />
|-<br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
- vertikal: GND - FL245<br />
- lateral: laut Sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaing FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the<br />
Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210<br />
and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to<br />
LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be<br />
done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID<br />
without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
[[Media:[[Bild:Beispiel.jpg]]]]<br />
== LOWI ==</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=845Study Guide: Approach2011-04-30T19:02:58Z<p>Benjamin Mueller: </p>
<hr />
<div>'''== Study Guide Approach =='''<br />
<br />
<br />
== LOWW ==<br />
<br />
Frequencies: <br />
<br />
LOWW_APP can be divided into up to five Sectors:<br />
{|class="prettytable"<br />
|LOWW_APP || LOWW_N_APP || LOWW_S_APP || LOWW_F_APP || LOWW_D_APP<br />
|-<br />
|128.200 || 124.550 || 129.550 || 119.800 || 132.470<br />
|-<br />
|GND-FL105 || FL105-FL245 || FL105-FL245 || 1<sup>st</sup> Director||2<sup>nd</sup> Director<br />
|}<br />
The decision which sectors are used shall be based on traffic Situation.<br />
<br />
<br />
'''Limits'''<br />
<br />
vertikal: GND - FL245<br />
lateral: laut Sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaing FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the<br />
Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210<br />
and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to<br />
LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be<br />
done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID<br />
without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
[[Media:[[Bild:Beispiel.jpg]]]]<br />
== LOWI ==</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=844Study Guide: Approach2011-04-30T19:00:22Z<p>Benjamin Mueller: </p>
<hr />
<div>'''== Study Guide Approach =='''<br />
<br />
<br />
== LOWW ==<br />
<br />
Frequenzen: <br />
128.200 (Standard)<br />
<br />
<br />
'''Limits'''<br />
<br />
vertikal: GND - FL245<br />
lateral: laut Sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaing FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the<br />
Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210<br />
and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to<br />
LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be<br />
done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID<br />
without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
[[Media:[[Bild:Beispiel.jpg]]]]<br />
== LOWI ==</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=843Study Guide: Approach2011-04-30T18:59:24Z<p>Benjamin Mueller: Die Seite wurde neu angelegt: '''== Study Guide Approach ==''' == LOWW == Frequenzen: 128.200 (Standard) '''Limits''' vertikal: GND - FL245 lateral: laut Sectorfile '''Arrivals''' * LOVV_C...</p>
<hr />
<div>'''== Study Guide Approach =='''<br />
<br />
<br />
== LOWW ==<br />
<br />
Frequenzen: <br />
128.200 (Standard)<br />
<br />
<br />
'''Limits'''<br />
<br />
vertikal: GND - FL245<br />
lateral: laut Sectorfile<br />
<br />
'''Arrivals'''<br />
<br />
* LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:<br />
<br />
{| class="wikitable"<br />
|-<br />
| VIA || FL<br />
|-<br />
|MASUR|| at FL170<br />
|-<br />
|BARUG|| at FL170<br />
|-<br />
|NIGSI|| at FL180<br />
|-<br />
|}<br />
<br />
* LHCC: approaching traffic is maintaing FL140 over GIGOR<br />
* LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180<br />
* LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170<br />
<br />
'''Departures'''<br />
* via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.<br />
Those flights are released to LOVV_CTR for further climb within the<br />
Release Area South and Release Area West (see Appendix)<br />
* via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.<br />
* via SASAL, STEIN cleared FL230 to LHCC_CTR<br />
* via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.<br />
* LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)<br />
* LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)<br />
* LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.<br />
<br />
'''Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)'''<br />
* Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210<br />
and hand-off short before Approach Area Wien.<br />
* Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to<br />
LOVV_CTR.<br />
<br />
{| class="wikitable"<br />
|-<br />
| inbound LZIB || FL070 (KUNET at level)<br />
|-<br />
| outbound LZIB || climbing FL120<br />
|-<br />
| inbound LKTB || FL110 (MIKOV at level)<br />
|-<br />
| outbound LKTB || climbing FL100<br />
|-<br />
| LOWW to LZIB || FL070 (ABLOM at level)<br />
|-<br />
| LZIB to LOWW || 6000ft (TOVKA at level)<br />
|-<br />
|}<br />
<br />
'''Remarks'''<br />
* Coordination regarding procedures not listed in this document shall be<br />
done in due time with the respective and responsible ATC unit.<br />
* LOWW_APP may send departing traffic to the last waypoint of the SID<br />
without coordination.<br />
* Hand-off for arrivals to LZIB short before MIRLU.<br />
<br />
'''Appendix'''<br />
[[Bild:Beispiel.jpg]]<br />
<br />
== PHRASOLOGIE ==<br />
<br />
Anflugfreigabe durch „normale“ ILS-Freigabe<br />
<br />
falls RVR nicht in ATIS enthalten: RVR bei Anflugfreigabe UND Landefreigabe übermitteln<br />
<br />
bei initial contact Hinweis auf „LVP in operation“<br />
<br />
<br />
== AIRPORT-SPECIALS ==<br />
<br />
'''LOWW''' <br />
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29<br />
<br />
LVP gilt bei:<br />
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”<br />
Meldung “runway vacated” in LOWW nur auf ATC-request<br />
LOWL<br />
Verfügbare CAT-3 Runway 26<br />
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”<br />
<br />
'''LOWK'''<br />
Verfügbare CAT-2 Runway 28R<br />
<br />
CAT-3 requires ATC-authorization (MA-climb 4,7%)<br />
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”<br />
<br />
'''LOWI'''<br />
Verfügbare CAT-2 oder CAT-3 Runway: keine<br />
<br />
'''LOWG'''<br />
Verfügbare CAT-3 Runway 35C<br />
<br />
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”<br />
<br />
'''LOWS'''<br />
Verfügbare CAT-2 Runway 16<br />
<br />
CAT-3 requires ATC-authorization (see special chart)</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide&diff=842Study Guide2011-04-30T18:38:42Z<p>Benjamin Mueller: </p>
<hr />
<div>Diese Seite dient der Entwicklung der Trainingsdokumente der FIR Wien.<br />
<br />
*[[Study Guide:Tower]]<br />
*[[Study Guide: Approach]]<br />
*[[Study Guide:Radar]]<br />
*[[Study Guide:Airport Details]]<br />
*[[Study Guide:Low Visibility Procedures]]</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=VFR&diff=841VFR2011-04-10T16:15:37Z<p>Benjamin Mueller: </p>
<hr />
<div>[http://en.wikipedia.org/wiki/Visual_flight_rules VFR (Visual Flight Rules)]<br />
<br />
Grundsätzlich dürfen Sichtflüge nur bei Tag und unter Sichtflug-Wetterbedingungen durchgeführt werden. Sichtflüge sind so zu planen und so rechtzeitig zu beginnen, daß die Landung noch bei einer für ihre sichere Durchführung ausreichenden Helligkeit ausgeführt werden kann.</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:Airport_Details&diff=840Study Guide:Airport Details2011-04-10T15:45:33Z<p>Benjamin Mueller: /* Pisten */</p>
<hr />
<div>'''<span style="color:#ff0000;">This study guide is still work in progress. Stay tuned for further chapters.</span><br />
'''<br />
== LOWW (Wien Schwechat) ==<br />
=== Possible Runway Configurations ===<br />
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft.<br><br><br />
'''Possible runway configurations are:'''<br><br />
* ARR RWY 11 / DEP RWY 16 >>> SE winds, if no simultaneous approach possible<br />
* ARR RWY 34 / DEP RWY 29 >>> calm/NW winds<br />
* ARR RWY 16 / DEP RWY 29 >>> calm/SW winds<br />
* ARR RWY 11/16sim. / DEP RWY 16 >>> calm/SE winds, simultaneous approach possible<br />
Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible.<br><br />
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.<br><br />
<br />
====All Weather Operations (AWO)====<br />
With Low Visibility Procedures in operation, standard approach runway will be runway 16.<br />
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.<br />
Runway 29 is also equipped with a CAT IIIb ILS.<br />
<br />
===Taxi Instructions===<br />
The easiest way giving taxi instructions to aircraft is to:<br><br />
*Taxi outgoing aircraft on taxiway MIKE (former OSCAR) ASAP.<br />
*Taxi incoming aircraft on taxiway LIMA (former INDIA) ASAP.<br />
In this way, collision of aircraft should be avoided. Incoming aircraft on runway 16/34 vacating via B3 to B10 should use taxiway DELTA and LIMA (former INDIA).<br><br />
In case of a landing on runway 29 no aircraft is allowed to be in the extended runway centreline of runway 29 while landing aircraft is passing above. In this case aircraft should hold at ROMEO, FOXTROTT, SIERRA and GOLF and wait until the incoming aircraft touched down.<br><br />
====Intersection take-off====<br />
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request.<br><br />
<br />
===VFR Traffic===<br />
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org.<br><br />
<br />
===APP Airspace===<br />
LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.<br />
Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.<br />
<br />
LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.<br />
<br />
The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.<br />
<br />
When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.<br />
<br />
For high traffic procedures refer to [[LOWW - High Traffic Procedures]]<br />
<br />
==== Visual Approches ====<br />
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:<br />
* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna). <br />
* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.<br />
<br />
== LOWL (Blue Danube Airport) ==<br />
=== Pisten ===<br />
* '''08/26:''' Beton mit 3 Kilometer Länge und 60 Meter Breite<br />
* '''08/26 (Gras):''' Graspiste mit 660 Meter Länge und 45 Meter Breite.<br />
<br />
Die Graspiste wird in Real nur für An- und Abflüge von Helikoptern verwendet.<br />
<br />
=== Anflugverfahren ===<br />
Folgende Anflugverfahren beziehen sich nur auf die Piste 08/26. Die parallele Graspiste ist nur per Sicht anzufliegen.<br />
*'''ILS:''' <br />
** Richtung 26 bis CAT IIIb (109.30, Finalapproachtrack: 266°)<br />
** Richtung 08 nur CAT I (110.55, Finalapproachtrack: 086°)<br />
* '''VOR''' (LNZ, 116.600):<br />
** Primär Richtung 08 (Radial 086)<br />
** Mit Platzrundenanflug Richtung 26 (Radial 086, Wegbrechen nach Süden)<br />
* '''NDB''' (LNZ 327):<br />
** Primär Richtung 26 (Radial 266)<br />
** Mit Platzrundenanflug Richtung 08 (Radial 266, Wegbrechen nach Süden)<br />
<br />
=== ATC-Stationen in Linz ===<br />
In Linz gibt es folgende drei Stationen:<br><br />
* LOWL_ATIS (Linz ATIS) auf 128.120<br />
* LOWL_TWR (Linz Turm) auf 118.800<br />
* LOWL_APP (Linz Radar) auf 129.620<br />
<br />
=== Besonderheiten in Linz ===<br />
* In Linz dürfen Platzrundenanflüge (Visualcirclings) nur in südliche Richtung gemacht werden!<br />
* Der Bereich südlich der Piste 26-08 ist militärisches Gelände!<br />
* Für größere Flugzeugtypen stehen in Linz folgende Parkpositionen zur Verfügung:<br />
** Position 13 bis zur Boeing 747-400<br />
** Position 11 auch bis Boeing 747-400 (Wenn auf 11 und 13 B744 sind, kein Platz auf 12)<br />
<br />
==LOWS (Salzburg Maxglan) ==<br />
===Pisten===<br />
* '''16/34:''' Beton mit 2.75 Kilometer Länge und 45 Meter Breite<br />
<br />
=== Anflugverfahren ===<br />
* '''ILS:''' Richtung 16 bis Special CATIII (109.90 OES, Finalapproachtrack: 156°)<br />
* '''NDB:''' (SBG 382.0), primär Richtung 16 (Radial 156)<br />
* '''Visual Circling:''', Richtung 16 bis SI 410.0 (Radial 336, wegbrechen nach links)<br />
<br />
=== ATC Stationen in Salzburg ===<br />
In Salzburg gibt es folgende Stationen:<br />
*LOWS_DEL (Salzburg Delivery) auf Freq. 121.750<br>(an stark frequentierten Samstagen, sonst nur TWR)<br/><br />
*LOWS_TWR (Salzburg Tower) auf Freq. 118.100<br />
*LOWS_APP (Salzburg Radar) auf Freq. 123.720<br />
*LOWS_F_APP (Salzburg Director) auf Freq. 134.97<br>(bei starker Verkehrsfrequenz)<br />
<br />
==LOWI (Innsbruck Kranebitten)==<br />
===Pisten===<br />
* '''08/26:''' Betonpiste mit 2000 (6562´) Meter Länge und 45 Meter (148´) Breite<br />
<br />
=== Anflugverfahren ===<br />
<br />
* '''LOC/DME EAST''' (111.10 OEV)<br />
* '''LOC/DME WEST''' (109.70 OEJ)<br />
<br />
=== ATC Stationen in Innsbruck ===<br />
*LOWI TWR (Innsbruck Tower) 120.100<br />
*LOWI_APP (Innsbruck Radar) auf 119.275<br />
<br />
==LOWK (Klagenfurt Alpe Adria Airport)==<br />
=== Pisten ===<br />
* '''10/28:''' Beton mit 2720 Meter (8294') Länge und 45 Meter Breite<br />
* '''10R/28L''' Graspiste mit 710 Meter (2329') Länge<br />
<br />
Folgende Anflugverfahren stehen für Klagenfurt zur Verfügung für die Piste 10/28:<br />
* '''ILS'''<br />
**28: 110.10 (OEK) 285°<br />
<br />
* '''NDB'''<br />
**10: 405 (KW) 105°<br />
**28: 374 (KFT) 273°<br />
<br />
=== ATC-Stationen in Klagenfurt ===<br />
* LOWK_TWR (Klagenfurt Tower) auf 118.100<br />
* LOWK_APP (Klagenfurt Radar) auf 126.820<br />
* LOWK_ATIS: 126.320<br />
<br />
==LOWG (Graz Thalerhof)==<br />
=== Pisten ===<br />
* '''17L/35L:''' Grasspiste mit 760 (2493´) Meter Länge und 30 Meter (98´) Breite<br />
* '''17C/35C:''' Betonpiste mit 3000 (9843´) Meter Länge und 45 Meter (148´) Breite<br />
* '''17R/35R:''' Grasspiste mit 640 (2100´) Meter Länge und 25 Meter (82´) Breite<br />
<br />
=== Anflugverfahren ===<br />
<br />
Folgende Anflugverfahren stehen für Graz zur Verfügung für die Piste 17C/35C:<br />
<br />
* '''ILS'''<br />
**35C: 110.90 / 348°<br />
**CAT II / III: 110.90 / 348°<br />
<br />
* '''VOR/DME'''<br />
**17C: 116.20 (GRZ VOR) / 168°<br />
**35C: 116.20 (GRZ VOR) / 348°<br />
<br />
* '''NDB'''<br />
**35C: 290 (GRZ NDB) / 348°<br />
<br />
* '''GPS'''<br />
**35C: OWG01 / 348°<br />
<br />
=== ATC-Stationen in Graz ===<br />
<br />
* LOWG_TWR: 118.200<br />
* LOWG_APP: 119.300<br />
* LOWG_ATIS: 126.120<br />
<br />
[[Category:Dokumentation]]</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:Airport_Details&diff=839Study Guide:Airport Details2011-04-10T15:45:05Z<p>Benjamin Mueller: /* Besonderheiten in Linz */</p>
<hr />
<div>'''<span style="color:#ff0000;">This study guide is still work in progress. Stay tuned for further chapters.</span><br />
'''<br />
== LOWW (Wien Schwechat) ==<br />
=== Possible Runway Configurations ===<br />
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft.<br><br><br />
'''Possible runway configurations are:'''<br><br />
* ARR RWY 11 / DEP RWY 16 >>> SE winds, if no simultaneous approach possible<br />
* ARR RWY 34 / DEP RWY 29 >>> calm/NW winds<br />
* ARR RWY 16 / DEP RWY 29 >>> calm/SW winds<br />
* ARR RWY 11/16sim. / DEP RWY 16 >>> calm/SE winds, simultaneous approach possible<br />
Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible.<br><br />
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.<br><br />
<br />
====All Weather Operations (AWO)====<br />
With Low Visibility Procedures in operation, standard approach runway will be runway 16.<br />
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.<br />
Runway 29 is also equipped with a CAT IIIb ILS.<br />
<br />
===Taxi Instructions===<br />
The easiest way giving taxi instructions to aircraft is to:<br><br />
*Taxi outgoing aircraft on taxiway MIKE (former OSCAR) ASAP.<br />
*Taxi incoming aircraft on taxiway LIMA (former INDIA) ASAP.<br />
In this way, collision of aircraft should be avoided. Incoming aircraft on runway 16/34 vacating via B3 to B10 should use taxiway DELTA and LIMA (former INDIA).<br><br />
In case of a landing on runway 29 no aircraft is allowed to be in the extended runway centreline of runway 29 while landing aircraft is passing above. In this case aircraft should hold at ROMEO, FOXTROTT, SIERRA and GOLF and wait until the incoming aircraft touched down.<br><br />
====Intersection take-off====<br />
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request.<br><br />
<br />
===VFR Traffic===<br />
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org.<br><br />
<br />
===APP Airspace===<br />
LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.<br />
Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.<br />
<br />
LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.<br />
<br />
The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.<br />
<br />
When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.<br />
<br />
For high traffic procedures refer to [[LOWW - High Traffic Procedures]]<br />
<br />
==== Visual Approches ====<br />
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:<br />
* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna). <br />
* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.<br />
<br />
== LOWL (Blue Danube Airport) ==<br />
=== Pisten ===<br />
* '''08/26:''' Beton mit 3 Kilometer Länge und 60 Meter Breite<br />
* '''08/26 (Gras):''' Graspiste mit 660 Meter Länge und 45 Meter Breite.<br />
<br />
Die Graspiste wird in Real nur für An- und Abflüge von Helikoptern verwendet.<br />
<br />
=== Anflugverfahren ===<br />
Folgende Anflugverfahren beziehen sich nur auf die Piste 08/26. Die parallele Graspiste ist nur per Sicht anzufliegen.<br />
*'''ILS:''' <br />
** Richtung 26 bis CAT IIIb (109.30, Finalapproachtrack: 266°)<br />
** Richtung 08 nur CAT I (110.55, Finalapproachtrack: 086°)<br />
* '''VOR''' (LNZ, 116.600):<br />
** Primär Richtung 08 (Radial 086)<br />
** Mit Platzrundenanflug Richtung 26 (Radial 086, Wegbrechen nach Süden)<br />
* '''NDB''' (LNZ 327):<br />
** Primär Richtung 26 (Radial 266)<br />
** Mit Platzrundenanflug Richtung 08 (Radial 266, Wegbrechen nach Süden)<br />
<br />
=== ATC-Stationen in Linz ===<br />
In Linz gibt es folgende drei Stationen:<br><br />
* LOWL_ATIS (Linz ATIS) auf 128.120<br />
* LOWL_TWR (Linz Turm) auf 118.800<br />
* LOWL_APP (Linz Radar) auf 129.620<br />
<br />
=== Besonderheiten in Linz ===<br />
* In Linz dürfen Platzrundenanflüge (Visualcirclings) nur in südliche Richtung gemacht werden!<br />
* Der Bereich südlich der Piste 26-08 ist militärisches Gelände!<br />
* Für größere Flugzeugtypen stehen in Linz folgende Parkpositionen zur Verfügung:<br />
** Position 13 bis zur Boeing 747-400<br />
** Position 11 auch bis Boeing 747-400 (Wenn auf 11 und 13 B744 sind, kein Platz auf 12)<br />
<br />
==LOWS (Salzburg Maxglan) ==<br />
===Pisten===<br />
* '''16/34:''' Beton mit 2.75 Kilometer Länge und 45 Meter Breite<br />
<br />
=== Anflugverfahren ===<br />
* '''ILS:''' Richtung 16 bis Special CATIII (109.90 OES, Finalapproachtrack: 156°)<br />
* '''NDB:''' (SBG 382.0), primär Richtung 16 (Radial 156)<br />
* '''Visual Circling:''', Richtung 16 bis SI 410.0 (Radial 336, wegbrechen nach links)<br />
<br />
=== ATC Stationen in Salzburg ===<br />
In Salzburg gibt es folgende Stationen:<br />
*LOWS_DEL (Salzburg Delivery) auf Freq. 121.750<br>(an stark frequentierten Samstagen, sonst nur TWR)<br/><br />
*LOWS_TWR (Salzburg Tower) auf Freq. 118.100<br />
*LOWS_APP (Salzburg Radar) auf Freq. 123.720<br />
*LOWS_F_APP (Salzburg Director) auf Freq. 134.97<br>(bei starker Verkehrsfrequenz)<br />
<br />
==LOWI (Innsbruck Kranebitten)==<br />
===Pisten===<br />
* '''08/26:''' Betonpiste mit 2000 (6562´) Meter Länge und 45 Meter (148´) Breite<br />
<br />
=== Anflugverfahren ===<br />
<br />
* '''LOC/DME EAST''' (111.10 OEV)<br />
* '''LOC/DME WEST''' (109.70 OEJ)<br />
<br />
=== ATC Stationen in Innsbruck ===<br />
*LOWI TWR (Innsbruck Tower) 120.100<br />
*LOWI_APP (Innsbruck Radar) auf 119.275<br />
<br />
==LOWK (Klagenfurt Alpe Adria Airport)==<br />
=== Pisten ===<br />
* '''10/28:''' Beton mit 2720 Meter (8294') Länge und 45 Meter Breite<br />
* '''10R/28L''' Graspiste mit 710 Meter (2329') Länge<br />
<br />
Folgende Anflugverfahren stehen für Klsgenfurt zur Verfügung für die Piste 10/28:<br />
* '''ILS'''<br />
**28: 110.10 (OEK) 285°<br />
<br />
* '''NDB'''<br />
**10: 405 (KW) 105°<br />
**28: 374 (KFT) 273°<br />
<br />
=== ATC-Stationen in Klagenfurt ===<br />
* LOWK_TWR (Klagenfurt Tower) auf 118.100<br />
* LOWK_APP (Klagenfurt Radar) auf 126.820<br />
* LOWK_ATIS: 126.320<br />
<br />
==LOWG (Graz Thalerhof)==<br />
=== Pisten ===<br />
* '''17L/35L:''' Grasspiste mit 760 (2493´) Meter Länge und 30 Meter (98´) Breite<br />
* '''17C/35C:''' Betonpiste mit 3000 (9843´) Meter Länge und 45 Meter (148´) Breite<br />
* '''17R/35R:''' Grasspiste mit 640 (2100´) Meter Länge und 25 Meter (82´) Breite<br />
<br />
=== Anflugverfahren ===<br />
<br />
Folgende Anflugverfahren stehen für Graz zur Verfügung für die Piste 17C/35C:<br />
<br />
* '''ILS'''<br />
**35C: 110.90 / 348°<br />
**CAT II / III: 110.90 / 348°<br />
<br />
* '''VOR/DME'''<br />
**17C: 116.20 (GRZ VOR) / 168°<br />
**35C: 116.20 (GRZ VOR) / 348°<br />
<br />
* '''NDB'''<br />
**35C: 290 (GRZ NDB) / 348°<br />
<br />
* '''GPS'''<br />
**35C: OWG01 / 348°<br />
<br />
=== ATC-Stationen in Graz ===<br />
<br />
* LOWG_TWR: 118.200<br />
* LOWG_APP: 119.300<br />
* LOWG_ATIS: 126.120<br />
<br />
[[Category:Dokumentation]]</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:Airport_Details&diff=838Study Guide:Airport Details2011-04-10T15:44:44Z<p>Benjamin Mueller: /* Anflugverfahren */</p>
<hr />
<div>'''<span style="color:#ff0000;">This study guide is still work in progress. Stay tuned for further chapters.</span><br />
'''<br />
== LOWW (Wien Schwechat) ==<br />
=== Possible Runway Configurations ===<br />
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft.<br><br><br />
'''Possible runway configurations are:'''<br><br />
* ARR RWY 11 / DEP RWY 16 >>> SE winds, if no simultaneous approach possible<br />
* ARR RWY 34 / DEP RWY 29 >>> calm/NW winds<br />
* ARR RWY 16 / DEP RWY 29 >>> calm/SW winds<br />
* ARR RWY 11/16sim. / DEP RWY 16 >>> calm/SE winds, simultaneous approach possible<br />
Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible.<br><br />
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.<br><br />
<br />
====All Weather Operations (AWO)====<br />
With Low Visibility Procedures in operation, standard approach runway will be runway 16.<br />
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.<br />
Runway 29 is also equipped with a CAT IIIb ILS.<br />
<br />
===Taxi Instructions===<br />
The easiest way giving taxi instructions to aircraft is to:<br><br />
*Taxi outgoing aircraft on taxiway MIKE (former OSCAR) ASAP.<br />
*Taxi incoming aircraft on taxiway LIMA (former INDIA) ASAP.<br />
In this way, collision of aircraft should be avoided. Incoming aircraft on runway 16/34 vacating via B3 to B10 should use taxiway DELTA and LIMA (former INDIA).<br><br />
In case of a landing on runway 29 no aircraft is allowed to be in the extended runway centreline of runway 29 while landing aircraft is passing above. In this case aircraft should hold at ROMEO, FOXTROTT, SIERRA and GOLF and wait until the incoming aircraft touched down.<br><br />
====Intersection take-off====<br />
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request.<br><br />
<br />
===VFR Traffic===<br />
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org.<br><br />
<br />
===APP Airspace===<br />
LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.<br />
Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.<br />
<br />
LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.<br />
<br />
The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.<br />
<br />
When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.<br />
<br />
For high traffic procedures refer to [[LOWW - High Traffic Procedures]]<br />
<br />
==== Visual Approches ====<br />
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:<br />
* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna). <br />
* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.<br />
<br />
== LOWL (Blue Danube Airport) ==<br />
=== Pisten ===<br />
* '''08/26:''' Beton mit 3 Kilometer Länge und 60 Meter Breite<br />
* '''08/26 (Gras):''' Graspiste mit 660 Meter Länge und 45 Meter Breite.<br />
<br />
Die Graspiste wird in Real nur für An- und Abflüge von Helikoptern verwendet.<br />
<br />
=== Anflugverfahren ===<br />
Folgende Anflugverfahren beziehen sich nur auf die Piste 08/26. Die parallele Graspiste ist nur per Sicht anzufliegen.<br />
*'''ILS:''' <br />
** Richtung 26 bis CAT IIIb (109.30, Finalapproachtrack: 266°)<br />
** Richtung 08 nur CAT I (110.55, Finalapproachtrack: 086°)<br />
* '''VOR''' (LNZ, 116.600):<br />
** Primär Richtung 08 (Radial 086)<br />
** Mit Platzrundenanflug Richtung 26 (Radial 086, Wegbrechen nach Süden)<br />
* '''NDB''' (LNZ 327):<br />
** Primär Richtung 26 (Radial 266)<br />
** Mit Platzrundenanflug Richtung 08 (Radial 266, Wegbrechen nach Süden)<br />
<br />
=== ATC-Stationen in Linz ===<br />
In Linz gibt es folgende drei Stationen:<br><br />
* LOWL_ATIS (Linz ATIS) auf 128.120<br />
* LOWL_TWR (Linz Turm) auf 118.800<br />
* LOWL_APP (Linz Radar) auf 129.620<br />
<br />
=== Besonderheiten in Linz ===<br />
* In Linz dürfen Platzrundenanflüge (Visualcirclings) nur in südliche Richtung gemacht werden!<br />
* Der Bereich südlich der Piste 27-09 ist militärisches Gelände!<br />
* Für größere Flugzeugtypen stehen in Linz folgende Parkpositionen zur Verfügung:<br />
** Position 13 bis zur Boeing 747-400<br />
** Position 11 auch bis Boeing 747-400 (Wenn auf 11 und 13 B744 sind, kein Platz auf 12)<br />
<br />
==LOWS (Salzburg Maxglan) ==<br />
===Pisten===<br />
* '''16/34:''' Beton mit 2.75 Kilometer Länge und 45 Meter Breite<br />
<br />
=== Anflugverfahren ===<br />
* '''ILS:''' Richtung 16 bis Special CATIII (109.90 OES, Finalapproachtrack: 156°)<br />
* '''NDB:''' (SBG 382.0), primär Richtung 16 (Radial 156)<br />
* '''Visual Circling:''', Richtung 16 bis SI 410.0 (Radial 336, wegbrechen nach links)<br />
<br />
=== ATC Stationen in Salzburg ===<br />
In Salzburg gibt es folgende Stationen:<br />
*LOWS_DEL (Salzburg Delivery) auf Freq. 121.750<br>(an stark frequentierten Samstagen, sonst nur TWR)<br/><br />
*LOWS_TWR (Salzburg Tower) auf Freq. 118.100<br />
*LOWS_APP (Salzburg Radar) auf Freq. 123.720<br />
*LOWS_F_APP (Salzburg Director) auf Freq. 134.97<br>(bei starker Verkehrsfrequenz)<br />
<br />
==LOWI (Innsbruck Kranebitten)==<br />
===Pisten===<br />
* '''08/26:''' Betonpiste mit 2000 (6562´) Meter Länge und 45 Meter (148´) Breite<br />
<br />
=== Anflugverfahren ===<br />
<br />
* '''LOC/DME EAST''' (111.10 OEV)<br />
* '''LOC/DME WEST''' (109.70 OEJ)<br />
<br />
=== ATC Stationen in Innsbruck ===<br />
*LOWI TWR (Innsbruck Tower) 120.100<br />
*LOWI_APP (Innsbruck Radar) auf 119.275<br />
<br />
==LOWK (Klagenfurt Alpe Adria Airport)==<br />
=== Pisten ===<br />
* '''10/28:''' Beton mit 2720 Meter (8294') Länge und 45 Meter Breite<br />
* '''10R/28L''' Graspiste mit 710 Meter (2329') Länge<br />
<br />
Folgende Anflugverfahren stehen für Klsgenfurt zur Verfügung für die Piste 10/28:<br />
* '''ILS'''<br />
**28: 110.10 (OEK) 285°<br />
<br />
* '''NDB'''<br />
**10: 405 (KW) 105°<br />
**28: 374 (KFT) 273°<br />
<br />
=== ATC-Stationen in Klagenfurt ===<br />
* LOWK_TWR (Klagenfurt Tower) auf 118.100<br />
* LOWK_APP (Klagenfurt Radar) auf 126.820<br />
* LOWK_ATIS: 126.320<br />
<br />
==LOWG (Graz Thalerhof)==<br />
=== Pisten ===<br />
* '''17L/35L:''' Grasspiste mit 760 (2493´) Meter Länge und 30 Meter (98´) Breite<br />
* '''17C/35C:''' Betonpiste mit 3000 (9843´) Meter Länge und 45 Meter (148´) Breite<br />
* '''17R/35R:''' Grasspiste mit 640 (2100´) Meter Länge und 25 Meter (82´) Breite<br />
<br />
=== Anflugverfahren ===<br />
<br />
Folgende Anflugverfahren stehen für Graz zur Verfügung für die Piste 17C/35C:<br />
<br />
* '''ILS'''<br />
**35C: 110.90 / 348°<br />
**CAT II / III: 110.90 / 348°<br />
<br />
* '''VOR/DME'''<br />
**17C: 116.20 (GRZ VOR) / 168°<br />
**35C: 116.20 (GRZ VOR) / 348°<br />
<br />
* '''NDB'''<br />
**35C: 290 (GRZ NDB) / 348°<br />
<br />
* '''GPS'''<br />
**35C: OWG01 / 348°<br />
<br />
=== ATC-Stationen in Graz ===<br />
<br />
* LOWG_TWR: 118.200<br />
* LOWG_APP: 119.300<br />
* LOWG_ATIS: 126.120<br />
<br />
[[Category:Dokumentation]]</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:Airport_Details&diff=837Study Guide:Airport Details2011-04-10T15:43:49Z<p>Benjamin Mueller: /* Pisten */</p>
<hr />
<div>'''<span style="color:#ff0000;">This study guide is still work in progress. Stay tuned for further chapters.</span><br />
'''<br />
== LOWW (Wien Schwechat) ==<br />
=== Possible Runway Configurations ===<br />
The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does '''not allow simultaneous approaches''' to both runways. So, whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft.<br><br><br />
'''Possible runway configurations are:'''<br><br />
* ARR RWY 11 / DEP RWY 16 >>> SE winds, if no simultaneous approach possible<br />
* ARR RWY 34 / DEP RWY 29 >>> calm/NW winds<br />
* ARR RWY 16 / DEP RWY 29 >>> calm/SW winds<br />
* ARR RWY 11/16sim. / DEP RWY 16 >>> calm/SE winds, simultaneous approach possible<br />
Simultaneous approaches to runways 11 and 16 are conducted only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible.<br><br />
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.<br><br />
<br />
====All Weather Operations (AWO)====<br />
With Low Visibility Procedures in operation, standard approach runway will be runway 16.<br />
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.<br />
Runway 29 is also equipped with a CAT IIIb ILS.<br />
<br />
===Taxi Instructions===<br />
The easiest way giving taxi instructions to aircraft is to:<br><br />
*Taxi outgoing aircraft on taxiway MIKE (former OSCAR) ASAP.<br />
*Taxi incoming aircraft on taxiway LIMA (former INDIA) ASAP.<br />
In this way, collision of aircraft should be avoided. Incoming aircraft on runway 16/34 vacating via B3 to B10 should use taxiway DELTA and LIMA (former INDIA).<br><br />
In case of a landing on runway 29 no aircraft is allowed to be in the extended runway centreline of runway 29 while landing aircraft is passing above. In this case aircraft should hold at ROMEO, FOXTROTT, SIERRA and GOLF and wait until the incoming aircraft touched down.<br><br />
====Intersection take-off====<br />
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request.<br><br />
<br />
===VFR Traffic===<br />
VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at www.vacc-sag.org.<br><br />
<br />
===APP Airspace===<br />
LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.<br />
Arrivals are being transferred to LOWW_APP by '''five independently working ACC sectors''' (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.<br />
<br />
LOWW_APP itself operates '''up to four different sectors''', depending on the amount of traffic. Two '''Upper Radar''' sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.<br />
<br />
The '''Lower Radar''' (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the '''Director''', who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.<br />
<br />
When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.<br />
<br />
For high traffic procedures refer to [[LOWW - High Traffic Procedures]]<br />
<br />
==== Visual Approches ====<br />
Approaches using "Own Separation". Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches:<br />
* NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna). <br />
* Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.<br />
<br />
== LOWL (Blue Danube Airport) ==<br />
=== Pisten ===<br />
* '''08/26:''' Beton mit 3 Kilometer Länge und 60 Meter Breite<br />
* '''08/26 (Gras):''' Graspiste mit 660 Meter Länge und 45 Meter Breite.<br />
<br />
Die Graspiste wird in Real nur für An- und Abflüge von Helikoptern verwendet.<br />
<br />
=== Anflugverfahren ===<br />
Folgende Anflugverfahren beziehen sich nur auf die Piste 09/27. Die parallele Graspiste ist nur per Sicht anzufliegen.<br />
*'''ILS:''' <br />
** Richtung 27 bis CAT IIIb (109.30, Finalapproachtrack: 266°)<br />
** Richtung 09 nur CAT I (110.55, Finalapproachtrack: 086°)<br />
* '''VOR''' (LNZ, 116.600):<br />
** Primär Richtung 09 (Radial 086)<br />
** Mit Platzrundenanflug Richtung 27 (Radial 086, Wegbrechen nach Süden)<br />
* '''NDB''' (LNZ 327):<br />
** Primär Richtung 27 (Radial 266)<br />
** Mit Platzrundenanflug Richtung 09 (Radial 266, Wegbrechen nach Süden)<br />
<br />
=== ATC-Stationen in Linz ===<br />
In Linz gibt es folgende drei Stationen:<br><br />
* LOWL_ATIS (Linz ATIS) auf 128.120<br />
* LOWL_TWR (Linz Turm) auf 118.800<br />
* LOWL_APP (Linz Radar) auf 129.620<br />
<br />
=== Besonderheiten in Linz ===<br />
* In Linz dürfen Platzrundenanflüge (Visualcirclings) nur in südliche Richtung gemacht werden!<br />
* Der Bereich südlich der Piste 27-09 ist militärisches Gelände!<br />
* Für größere Flugzeugtypen stehen in Linz folgende Parkpositionen zur Verfügung:<br />
** Position 13 bis zur Boeing 747-400<br />
** Position 11 auch bis Boeing 747-400 (Wenn auf 11 und 13 B744 sind, kein Platz auf 12)<br />
<br />
==LOWS (Salzburg Maxglan) ==<br />
===Pisten===<br />
* '''16/34:''' Beton mit 2.75 Kilometer Länge und 45 Meter Breite<br />
<br />
=== Anflugverfahren ===<br />
* '''ILS:''' Richtung 16 bis Special CATIII (109.90 OES, Finalapproachtrack: 156°)<br />
* '''NDB:''' (SBG 382.0), primär Richtung 16 (Radial 156)<br />
* '''Visual Circling:''', Richtung 16 bis SI 410.0 (Radial 336, wegbrechen nach links)<br />
<br />
=== ATC Stationen in Salzburg ===<br />
In Salzburg gibt es folgende Stationen:<br />
*LOWS_DEL (Salzburg Delivery) auf Freq. 121.750<br>(an stark frequentierten Samstagen, sonst nur TWR)<br/><br />
*LOWS_TWR (Salzburg Tower) auf Freq. 118.100<br />
*LOWS_APP (Salzburg Radar) auf Freq. 123.720<br />
*LOWS_F_APP (Salzburg Director) auf Freq. 134.97<br>(bei starker Verkehrsfrequenz)<br />
<br />
==LOWI (Innsbruck Kranebitten)==<br />
===Pisten===<br />
* '''08/26:''' Betonpiste mit 2000 (6562´) Meter Länge und 45 Meter (148´) Breite<br />
<br />
=== Anflugverfahren ===<br />
<br />
* '''LOC/DME EAST''' (111.10 OEV)<br />
* '''LOC/DME WEST''' (109.70 OEJ)<br />
<br />
=== ATC Stationen in Innsbruck ===<br />
*LOWI TWR (Innsbruck Tower) 120.100<br />
*LOWI_APP (Innsbruck Radar) auf 119.275<br />
<br />
==LOWK (Klagenfurt Alpe Adria Airport)==<br />
=== Pisten ===<br />
* '''10/28:''' Beton mit 2720 Meter (8294') Länge und 45 Meter Breite<br />
* '''10R/28L''' Graspiste mit 710 Meter (2329') Länge<br />
<br />
Folgende Anflugverfahren stehen für Klsgenfurt zur Verfügung für die Piste 10/28:<br />
* '''ILS'''<br />
**28: 110.10 (OEK) 285°<br />
<br />
* '''NDB'''<br />
**10: 405 (KW) 105°<br />
**28: 374 (KFT) 273°<br />
<br />
=== ATC-Stationen in Klagenfurt ===<br />
* LOWK_TWR (Klagenfurt Tower) auf 118.100<br />
* LOWK_APP (Klagenfurt Radar) auf 126.820<br />
* LOWK_ATIS: 126.320<br />
<br />
==LOWG (Graz Thalerhof)==<br />
=== Pisten ===<br />
* '''17L/35L:''' Grasspiste mit 760 (2493´) Meter Länge und 30 Meter (98´) Breite<br />
* '''17C/35C:''' Betonpiste mit 3000 (9843´) Meter Länge und 45 Meter (148´) Breite<br />
* '''17R/35R:''' Grasspiste mit 640 (2100´) Meter Länge und 25 Meter (82´) Breite<br />
<br />
=== Anflugverfahren ===<br />
<br />
Folgende Anflugverfahren stehen für Graz zur Verfügung für die Piste 17C/35C:<br />
<br />
* '''ILS'''<br />
**35C: 110.90 / 348°<br />
**CAT II / III: 110.90 / 348°<br />
<br />
* '''VOR/DME'''<br />
**17C: 116.20 (GRZ VOR) / 168°<br />
**35C: 116.20 (GRZ VOR) / 348°<br />
<br />
* '''NDB'''<br />
**35C: 290 (GRZ NDB) / 348°<br />
<br />
* '''GPS'''<br />
**35C: OWG01 / 348°<br />
<br />
=== ATC-Stationen in Graz ===<br />
<br />
* LOWG_TWR: 118.200<br />
* LOWG_APP: 119.300<br />
* LOWG_ATIS: 126.120<br />
<br />
[[Category:Dokumentation]]</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=VATSIM&diff=836VATSIM2011-04-10T15:32:06Z<p>Benjamin Mueller: Die Seite wurde neu angelegt: •Weltweite Organisation<br> •Nicht kommerzielles Netzwerk<br> •Geregelt durch Code of Conduct(http://www.vatsim.net/library/codeofconduct.html)<br> •Gegründet ...</p>
<hr />
<div>•Weltweite Organisation<br><br />
•Nicht kommerzielles Netzwerk<br><br />
•Geregelt durch Code of Conduct(http://www.vatsim.net/library/codeofconduct.html)<br><br />
•Gegründet 2001</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&diff=835Study Guide:Tower2011-04-10T11:25:16Z<p>Benjamin Mueller: /* Weight Categories */</p>
<hr />
<div>==Introduction==<br />
This Study Guide has been designed to give you all the information needed to start controlling as a Tower controller on the VATSIM network.<br />
<br />
==Radio Communication - Basics==<br />
Because communication is crucially important for Air Traffic Control a fixed format and syntax is used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are mostly conducted in English. Link: [[Buchstabiertabelle]]<br />
===Basic Rules===<br />
In order to achieve the goals set above the following rules important:<br />
#''Listen before you talk''<br />
#: It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.<br />
#''Think before you talk''<br />
#: The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.<br />
#''As far as possible use standard phraseology and syntax''<br />
#: To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages.<br />
<br />
===Callsigns and Initial Contact===<br />
Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387).<br />
To pronounce these letters and digits the ICAO-Alphabet is used.<br />
''<br />
To initiate the contact between two stations an initial call has to be made. This call has the following structure:''<br />
'''Station 1:''' Station 2, Station 1, Message <br />
'''Station 2:''' Station 1, Station 2, Message<br />
''Example - Austrian 251 is calling Wien Tower:''<br />
'''AUA251:''' Wien Tower, Austrian 251, established ILS 34 <br />
'''LOWW_TWR:''' Austrian 251, Wien Tower, continue approach<br />
In Subsequent calls the calling station part can be ommited. <br><br />
When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message and reads back any required parts.. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message.<br />
Items that must always be read back in full are all clearances (including altitudes, heaings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback. There are also items that should not be read back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.<br />
When giving an instruction the Callsign is stated at the beginning, when reading back you usually add it at the end of your transmission (although you are allowed to do it at the beginning too). <br><br><br />
'''Examples:'''<br />
'''LOWW_APP:''' AUA251, turn left heading 290, descend to Altitude 5000 feet, QNH 1019.<br />
'''AUA251:''' Turn left heading 290, descending to altitude 5000 feet QNH 1019, AUA251 <br />
<br> <br />
'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way<br />
to Speedbird Airbus A320 crossing you right to left on M.<br />
'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way to Speedbird<br />
Airbus A320 on M, OE-DLT.<br />
<br> <br />
'''LOWW_TWR:''' NLY2678, wind 330 degrees at 6 knots, Rwy 29, cleared for takeoff.<br />
'''NLY2678:''' Rwy 29, cleared for takeoff, NLY2678.<br />
<br />
==Aircraft and basic Flying Principles==<br />
===Producing Lift===<br />
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.<br />
<br />
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).<br />
<br />
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.<br />
<br />
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.<br />
<br />
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.<br />
<br />
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.<br />
<br />
===Aircraft Categories===<br />
The most important ways of categorizing aircraft in aviation are by weight or by approach speed.<br />
====Weight Categories====<br />
Aircraft are categorized into three weight categories:<br />
{| class="prettytable"<br />
|'''Category'''||'''MTOW'''<br />
|-<br />
|Light Aircraft (L)||< 7 000 kg<br />
|-<br />
|Medium Aircraft (M)||7 000 – 136 000 kg<br />
|-<br />
|Heavy Aircraft (H)||>136 000 kg<br />
|}<br />
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228]<br />
<br>Weight depicted is MTOW.<br />
<br />
====Approach Speed====<br />
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:<br />
{| class="prettytable"<br />
|'''Category'''||'''Vref'''<br />
|-<br />
|A||<= 90 knots<br />
|-<br />
|B||91 - 120 knots<br />
|-<br />
|C||121 - 140 knots<br />
|-<br />
|D||141 - 165 knots<br />
|-<br />
|E||>= 165 knots<br />
|}<br />
<br />
==METAR and TAF==<br />
References for detailed information: [[METAR]], [[TAF]]<br />
<br />
==How is an Aerodrome ==<br />
As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.<br />
<br />
So the Tower Position got divided into thre basic types with different areas of responsibility.<br />
<br />
* Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.<br />
* Ground (GND), responsible for all traffic on the apron and the taxiways.<br />
* Tower (TWR), responsible for movements on the runway and within its associated Control Zone.<br />
Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.<br />
<br />
Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:<br />
* APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.<br />
* ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.<br />
<br />
Since they all use their radar to control air traffic, they are also called Radar positions.<br />
<br />
==Working Delivery Positions==<br />
Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. <br />
===Flightplan Structure===<br />
'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.<br><br />
For IFR flights, flight plans are used by air traffic control to initiate tracking and routing services. For VFR flights, their only purpose is to provide needed information should search and rescue operations be required.<br />
<br />
<br />
Aircraft routing types used in flight planning are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.<br />
*'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs).<br />
*'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.<br />
*'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid. This is a routing from Vienna<br />
<br />
===Issuing IFR Routing Clearances===<br />
DEL gives routing clearances to all departing aircraft with the following information:<br><br />
'''Destination of aircraft'''<br />
'''SID''' (= Standard instrument departure) Normally the filed SID is given<br />
Initial climb altitude after departure (5000ft)<br />
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)<br />
'''QNH''' (Local QNH of airport according to latest METAR) = given with taxi clearance<br />
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)<br />
<br />
The '''bold''' marked points are mandatory, all other points are optional.<br><br />
<br><br />
Normal construction of a routing clearance:<br />
Callsign, cleared to XXXX via XXXXX XX departure, (climb initially 5000ft), Squawk 46XX<br />
Example:<br />
Austrian 125, cleared to Frankfurt via LUGIM 1C departure, climb initially 5000ft,<br />
Squawk 4601.<br />
Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.<br />
Callsign,cleared to XXXX, after departure rwy XX, XXXXXXX, climb initially 5000ft,<br />
Squawk 46XX<br />
Example:<br />
Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240<br />
expect vectors to LUGIM, initially climb to 5000 ft, Squawk 4601.<br />
You can find the instructions for each Airport within the [[Study Guide:Airport Details]]<br />
If the pilot responds with a correct readback you should answer with the following phrase:<br />
Callsign, readback correct.<br />
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures.<br />
<br />
===Special Situations (High Traffic, Slots, ...)===<br />
====Slots====<br />
In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport.<br />
On the VATSIM network this system is only used on special occasions.<br />
<br />
==== Verhalten in Situationen mit erhöhtem Verkehrsaufkommen ====<br />
Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.<br />
<br />
If possible you should inform the pilot about the expected delay:<br />
Austrian 125, readback correct, expect startup in 10 minutes.<br />
Austrian 125, startup approved, expect departure in 10 minutes.<br />
<br />
== Working Ground Positions ==<br />
Ground is responsible for all movements of aircraft on ground, except the movements on the runway.<br />
Ground takes over responsibility for Delivery if he is not online.<br><br />
<br><br />
'''Start-up clearance'''<br><br />
Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less.<br />
Austrian 125, start-up approved, (Temperature Minus 3)<br />
'''Push-back clearance'''<br><br />
Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back (i.e. position at the gate, … [refer to charts])<br />
Austrian 125, push-back approved”<br />
'''Combination of both phrases'''<br><br />
During low traffic you can use these two phrases together<br><br />
Austrian 125, start(-up) and push(-back) approved<br />
===Taxi Instructions===<br />
The pilot pushes back and starts the aircrafts engines. As soon as he is ready for taxi he will call you:<br />
AUA125:AUA125, ready for taxi.<br />
Depending on traffic you can give him the taxi instruction to his departure runway:<br />
GND:AUA125, taxi to holding point Rwy 16 via taxiways Exit 4, L and F, QNH 1019.<br />
AUA125:Taxiing to holding point runway 29 via L and F, AUA125.<br />
Sometimes it is necessary to hold an aircraft in front of another taxiway:<br />
GND:AUA125, hold short of taxiway L.<br />
AUA125:Holding short of L, AUA125.<br />
When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as possible.<br />
GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!<br />
AUA125:contacting Tower on frequency 118,10 bye!<br />
<br />
===Ground Traffic Management===<br />
To organise the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above. Consider the following situation:<br />
{|class="prettytable"<br />
|-<br />
|You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand 7Q.<br />
|}<br />
GND:DLH6KM taxi to stand 40 via taxiways D and L, QNH 1019.<br />
DLH6KM:Taxiing to stand 40 via D and L, DLH6KM.<br />
LZB421:Wien ground LZB421 stand 7Q, ready for taxi.<br />
GND:LZB421, taxi taxiway W, hold short of taxiway L.<br />
LZB421:taxiing via W holding short of L.<br />
{|class="prettytable"<br />
|-<br />
|The aircraft are now both approaching the intersection L/W.<br />
|}<br />
GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue<br />
taxi to holding point runway 29 via taxiways Exit 2, M and A1.<br />
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point<br />
runway 29 via Exit 2, M and A1.<br />
Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed.<br />
In some cases it is also useful to let one aircraft follow the other:<br />
GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.<br />
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.<br />
===Intersection take-off===<br />
Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits.<br />
Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).<br />
<br />
===Special Situations (High Traffic, Slots, ...)===<br />
====Slots====<br />
In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.<br />
====Opposite runway operations====<br />
At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.<br />
<br />
==Working Tower Positions==<br />
Tower is responsible for all movements on the runways as well as for all movements within the control zone (CTR), (10NM radius, GND to 2500ft MSL). Tower is also responsible for ground and delivery if they are not online. He also decides which runways are in use.<br />
===ATIS===<br />
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.<br />
<br />
A ATIS broadcast has to consist of:<br />
* Name of the Airport<br />
* Identification Letter<br />
* Time of Observation<br />
* Active Runways<br />
* Transition Level<br />
* Wind direction and velocity<br />
* Visibilities<br />
* Special weather conditions (such as rain)<br />
* Cloud ceiling<br />
* Temperature and Dewpoint<br />
* QNH<br />
* Trends<br />
<br />
It is updated every 30 minutes or as soon as significant changes occur.<br />
<br />
===Determination of active Runways===<br />
Pilots normally prefer to takeoff and land the aircraft with the nose into the wind because it shortens the Rwy length required to safely operate the aircraft. The wind direction given in the METAR is the direction the wind is coming from, so it is easy to compare this wind to your given runways. <br><br />
'''Example:'''<br />
{| class="prettytable"<br />
|-<br />
|You are the Tower controller at Salzburg Airport. The only runway at Salzburg is runway 16-34 so you have two directions available (roughly 160° and 340°.) The wind is coming from 180° at 5 knots. So the usual Runway in use would be rwy 16 for takeoff and landing.''<br />
|}<br />
However, at most airports a preferred runway configuration is defined (Find them here: [[Study Guide:Airport Details]]) which should be used if traffic situation and weather permits. Aircraft have certain limitations they can operate in, so normally the tailwind component should not exceed 5-10 knots (again depending on airport). Also the allowed crosswind is limited (This depends very much on the aircraft).<br><br />
Be aware that it is the pilots responsibility to accept a certain wind component and that this decision is often based on performance issues, so one pilot might accept the next one refuses to take a certain runway.<br />
<br />
So back to our example above:<br />
{| class="prettytable"<br />
|-<br />
|At Salzburg, due to the terrain in the vicinity and city of Salzburg around the airport, runway 34 is preferred for departures and rwy 16 for landing. So the indicated configuration would be DEP 34, ARR 16.<br />
|}<br />
<br />
===Transition Altitude/Transition Level===<br />
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.<br />
<br />
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.<br />
<br />
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.<br />
<br />
In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:<br />
QNH < 0977: TA + 3000 ft.<br />
QNH 0978 - 1012: TA + 2000 ft.<br />
QNH 1013 - 1050: TA + 1000 ft.<br />
QNH 1051 > : TA = TL<br />
<br />
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).<br />
<br />
===Runway Separation===<br />
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 '''<span style="color:#ff0000;">only one aircaft may be cleared to use a runway at the same time.</span>''' What this means practically and exceptions from this rule are explained in the following chapters.<br />
<br />
===Departing Traffic===<br />
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?<br />
*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route.<br />
*Check the traffic approaching the runway.<br />
To give him the takeoff clearance the following phrase should be used:<br />
e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.<br />
AUA2CM: Cleared for takeoff Runway 29, AUA2CM<br />
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:<br />
TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!<br />
AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.<br />
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:<br />
TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind and wait.<br />
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.<br />
''Note: The two times behind in this instruction is not a typing error but was implemented<br />
to emphasize that part of the clearance.''<br />
This type of clearance is called a conditional clearance. <br><br><br />
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.<br><br />
However in some cases this could be very close which leads us to the next chapter.<br />
<br />
===Departure Seperation - Based on Type of Aircraft and departure route===<br />
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:<br />
{| class="prettytable"<br />
|-<br />
|<br />
*Two aircraft are departing right after each other. <br />
*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). <br />
*Both follow the same departure route.<br />
|}<br />
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. <br><br />
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:<br />
<div align="left"><br />
{| class="prettytable"<br />
|-<br />
|Fast followed by slow||3 nm<br />
|-<br />
|Matching Types||5 nm<br />
|-<br />
|Slow followed by fast||10 nm<br />
|}</div><br />
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:<br />
TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft<br />
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441 <br />
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff<br />
DLH2441: Cleared for takeoff runway 29, DLH2441<br />
The other main task of ATC is to expedite the flow of traffic. Situation:<br />
{| class="prettytable"<br />
|-<br />
|<br />
*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.<br />
*There are two holdingpoints available.<br />
|}<br />
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.<br />
<br />
===Departure Seperation - Based on Wake Turbulence Category===<br />
There are two ways aircraft influence the air around them when passing through it:<br />
{| class="prettytable"<br />
|-<br />
|<br />
*Jetwash produced by the engines<br />
*Turbulence created at the wings and especially at the wingtips<br />
|}<br />
This turbulence can cause severe problems or even loss of control for following aircraft.<br />
The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:<br />
<div align="left"><br />
{| class="prettytable"<br />
|-<br />
| Light Aircraft (L)||< 7 000 kg<br />
|-<br />
|Medium Aircraft (M)||7 000 – 136 000 kg<br />
|-<br />
|Heavy Aircraft (H)||>136 000 kg<br />
|}</div><br />
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.<br><br />
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:<br />
{| class="prettytable"<br />
|-<br />
|<br />
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.<br />
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.<br />
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.<br />
|}<br />
To point out this hazard to a pilot the following phrase should be used:<br />
TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,<br />
<u>caution wake turbulence.</u><br />
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.<br />
<br />
===Use of the word takeoff===<br />
The word take-off shall only be used in combination with the take-off clearance (cleared for take-off). For other phrases use the word departure (ready for departure – NOT ready for take-off!).<br />
<br />
===Arriving Traffic===<br />
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.<br />
MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.<br />
Again you are not allowed to clear more than one aircraft onto the same runway at the same time.<br><br />
{| class="prettytable"<br />
|-<br />
|In order to issue a landing clearance<br />
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.<br />
#preceeding landing traffic must have left the runway safety strip with all parts.<br />
#traffic crossing the runway must have left the runway safety strip with all parts.<br />
|}<br />
If these conditions are met use the following phrase to clear the aircraft:<br />
TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.<br />
MAH224:cleared to land runway 27, MAH224.<br />
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.<br />
AUA26T:Linz Tower, AUA26T established ILS 27.<br />
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.<br />
AUA26T:continuing approach, AUA26T.<br />
{| class="prettytable"<br />
|-<br />
|Meanwhile MAH224 has left the runway.<br />
|}<br />
TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.<br />
AUA26T:Runway 27, cleared to land, MAH224.<br />
Often it is useful to give pilots additional information, such as traffic information or wind:<br />
{| class="prettytable"<br />
|-<br />
|CSA276 is following NLY7751 (A320):<br />
|}<br />
CSA276: Wien Tower, CSA276 established ILS 34.<br />
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue<br />
approach runway 34, wind 010 degrees at 4 knots.<br />
CSA276:We have the airbus in sight continuing approach, CSA276.<br />
{| class="prettytable"<br />
|-<br />
|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.<br />
|}<br />
AUA81:Wien Tower, AUA81 established ILS 16<br />
TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140<br />
degrees at 7 knots.<br />
AUA81:continuing approach, AUA81.<br />
TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at<br />
your one o'clock position, 5 nm, 1400 ft.<br />
AUA81: Thank you, looking out, AUA81.<br />
AUA81: traffic in sight, AUA81.<br />
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.<br />
<br />
===Merging Departing and Arriving Traffic===<br />
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 />
<br />
<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.<br />
LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight<br />
AUA123: Traffic in sight, AUA123<br />
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait<br />
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123<br />
To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight.<br />
You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake. <br />
<br />
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.<br />
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:<br />
Callsign, are you ready for immediate departure?<br />
Again it is a good idea to give the pilot an idea of the traffic situation around him.<br />
<br />
Example:<br />
{| class="prettytable"<br />
|-<br />
|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.<br />
|}<br />
TWR:CAL275, are you ready for immediate departure?<br />
CAL275:Affirmitive, ready for immediate departure, CAL275<br />
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for<br />
immediate takeoff.<br />
CAL275:cleared for immediate takeoff runway 29, CAL275<br />
{| class="prettytable"<br />
|-<br />
|After the CAL B747 has taken off.<br />
|}<br />
TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.<br />
AUA289:Runway 29, cleared to land, AUA289.<br />
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?<br />
AUA2LT:Traffic in sight, AUA2LT.<br />
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.<br />
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.<br />
{| class="prettytable"<br />
|-<br />
|AUA289 has vacated the runway.<br />
|}<br />
TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is<br />
now on a 3,5 nm final.<br />
AUA2LT:cleread for takeoff runway 29, AUA2LT.<br />
<br />
==VFR Traffic - Differences==<br />
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.<br />
<br />
To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points.<br />
'''Used phrases''':<br />
TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,<br />
QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.<br />
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)<br />
<br />
VFR flights should be guided into downwind, base and final leg for landing.<br><br><br />
TWR:OE-AGA, enter downwind for runway 29, report on downwind<br />
TWR:OE-AGA, enter base for runway 29, report on base<br />
<br />
VFR Flights get their Clearance from <u>Delivery</u> . After startup, they will contact Tower for taxi. A possible VFR Clearance could be:<br><br />
TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß<br />
oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.<br />
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,<br />
QNH 1014, Squawk 4607, right turn after departure as soon as possible.<br />
<br />
TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.<br />
TWR:OE-AGA, climb 3500 feet, report Donauturm.<br />
<br />
In the air ATC provides traffic information.<br />
TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound<br />
route Klosterneuburg-Freudenau.<br />
<br />
When the aircraft leaves the controlzone.<br />
TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.<br />
<br />
Wien Tower/Turm can also be contacted in German.<br />
<br />
===Merging in VFR Traffic===<br />
To manage VFR Traffic efficiently you have to use traffic information and visual seperation. <br />
TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5<br />
miles, report mentioned traffic in sight<br />
OE-ANX: Traffic in sight, OE-ANX<br />
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:<br />
TWR:OE-AGA, fly extended right downwind, standby for base.<br />
OE-AGA: Extending right downwind, OE-AGA<br />
To instruct the aircraft to continue it's approach use the following procedure:<br />
TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5<br />
miles, report mentioned traffic in sight<br />
OE-ANX: Traffic in sight, OE-ANX<br />
TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence<br />
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX<br />
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:<br />
TWR: OE-AGA, Make a right three-sixty.<br />
OE-AGA: Making three-sixty to the right.<br />
TWR: OE-AGA, Orbit left<br />
OE-AGA: Orbiting left, OE-AGA<br />
The second instructions means, that the pilot should make orbits until further advice.<br />
===Information Positions===<br />
<br />
==Special Situations (High Traffic, Slots, ...)==<br />
===High traffic situations===<br />
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.<br />
===Additional phrases during periods of high traffic===<br />
In order to expedite the flow of traffic use the following phrases:<br />
Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite<br />
Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating<br />
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn<br />
as soon as practicable<br />
<br />
===Opposite runway operations===<br />
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.<br />
<br />
== Ressourcen ==<br />
* [http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]<br />
* [http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]<br />
<br><br />
[[Category:Dokumentation]]</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&diff=834Study Guide:Tower2011-04-10T11:24:20Z<p>Benjamin Mueller: /* Weight Categories */</p>
<hr />
<div>==Introduction==<br />
This Study Guide has been designed to give you all the information needed to start controlling as a Tower controller on the VATSIM network.<br />
<br />
==Radio Communication - Basics==<br />
Because communication is crucially important for Air Traffic Control a fixed format and syntax is used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are mostly conducted in English. Link: [[Buchstabiertabelle]]<br />
===Basic Rules===<br />
In order to achieve the goals set above the following rules important:<br />
#''Listen before you talk''<br />
#: It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.<br />
#''Think before you talk''<br />
#: The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.<br />
#''As far as possible use standard phraseology and syntax''<br />
#: To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages.<br />
<br />
===Callsigns and Initial Contact===<br />
Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387).<br />
To pronounce these letters and digits the ICAO-Alphabet is used.<br />
''<br />
To initiate the contact between two stations an initial call has to be made. This call has the following structure:''<br />
'''Station 1:''' Station 2, Station 1, Message <br />
'''Station 2:''' Station 1, Station 2, Message<br />
''Example - Austrian 251 is calling Wien Tower:''<br />
'''AUA251:''' Wien Tower, Austrian 251, established ILS 34 <br />
'''LOWW_TWR:''' Austrian 251, Wien Tower, continue approach<br />
In Subsequent calls the calling station part can be ommited. <br><br />
When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message and reads back any required parts.. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message.<br />
Items that must always be read back in full are all clearances (including altitudes, heaings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback. There are also items that should not be read back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.<br />
When giving an instruction the Callsign is stated at the beginning, when reading back you usually add it at the end of your transmission (although you are allowed to do it at the beginning too). <br><br><br />
'''Examples:'''<br />
'''LOWW_APP:''' AUA251, turn left heading 290, descend to Altitude 5000 feet, QNH 1019.<br />
'''AUA251:''' Turn left heading 290, descending to altitude 5000 feet QNH 1019, AUA251 <br />
<br> <br />
'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way<br />
to Speedbird Airbus A320 crossing you right to left on M.<br />
'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way to Speedbird<br />
Airbus A320 on M, OE-DLT.<br />
<br> <br />
'''LOWW_TWR:''' NLY2678, wind 330 degrees at 6 knots, Rwy 29, cleared for takeoff.<br />
'''NLY2678:''' Rwy 29, cleared for takeoff, NLY2678.<br />
<br />
==Aircraft and basic Flying Principles==<br />
===Producing Lift===<br />
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.<br />
<br />
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).<br />
<br />
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.<br />
<br />
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.<br />
<br />
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.<br />
<br />
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.<br />
<br />
===Aircraft Categories===<br />
The most important ways of categorizing aircraft in aviation are by weight or by approach speed.<br />
====Weight Categories====<br />
Aircraft are categorized into three weight categories:<br />
{| class="prettytable"<br />
|'''Category'''||'''MTOW'''<br />
|-<br />
|Light Aircraft (L)||< 7 000 kg<br />
|-<br />
|Medium Aircraft (M)||7 000 – 136 000 kg<br />
|-<br />
|Heavy Aircraft (H)||>136 000 kg<br />
|}<br />
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228]<br />
Weight depicted is MTOW.<br />
<br />
====Approach Speed====<br />
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:<br />
{| class="prettytable"<br />
|'''Category'''||'''Vref'''<br />
|-<br />
|A||<= 90 knots<br />
|-<br />
|B||91 - 120 knots<br />
|-<br />
|C||121 - 140 knots<br />
|-<br />
|D||141 - 165 knots<br />
|-<br />
|E||>= 165 knots<br />
|}<br />
<br />
==METAR and TAF==<br />
References for detailed information: [[METAR]], [[TAF]]<br />
<br />
==How is an Aerodrome ==<br />
As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.<br />
<br />
So the Tower Position got divided into thre basic types with different areas of responsibility.<br />
<br />
* Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.<br />
* Ground (GND), responsible for all traffic on the apron and the taxiways.<br />
* Tower (TWR), responsible for movements on the runway and within its associated Control Zone.<br />
Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.<br />
<br />
Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:<br />
* APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.<br />
* ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.<br />
<br />
Since they all use their radar to control air traffic, they are also called Radar positions.<br />
<br />
==Working Delivery Positions==<br />
Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. <br />
===Flightplan Structure===<br />
'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.<br><br />
For IFR flights, flight plans are used by air traffic control to initiate tracking and routing services. For VFR flights, their only purpose is to provide needed information should search and rescue operations be required.<br />
<br />
<br />
Aircraft routing types used in flight planning are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.<br />
*'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs).<br />
*'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.<br />
*'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid. This is a routing from Vienna<br />
<br />
===Issuing IFR Routing Clearances===<br />
DEL gives routing clearances to all departing aircraft with the following information:<br><br />
'''Destination of aircraft'''<br />
'''SID''' (= Standard instrument departure) Normally the filed SID is given<br />
Initial climb altitude after departure (5000ft)<br />
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)<br />
'''QNH''' (Local QNH of airport according to latest METAR) = given with taxi clearance<br />
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)<br />
<br />
The '''bold''' marked points are mandatory, all other points are optional.<br><br />
<br><br />
Normal construction of a routing clearance:<br />
Callsign, cleared to XXXX via XXXXX XX departure, (climb initially 5000ft), Squawk 46XX<br />
Example:<br />
Austrian 125, cleared to Frankfurt via LUGIM 1C departure, climb initially 5000ft,<br />
Squawk 4601.<br />
Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.<br />
Callsign,cleared to XXXX, after departure rwy XX, XXXXXXX, climb initially 5000ft,<br />
Squawk 46XX<br />
Example:<br />
Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240<br />
expect vectors to LUGIM, initially climb to 5000 ft, Squawk 4601.<br />
You can find the instructions for each Airport within the [[Study Guide:Airport Details]]<br />
If the pilot responds with a correct readback you should answer with the following phrase:<br />
Callsign, readback correct.<br />
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures.<br />
<br />
===Special Situations (High Traffic, Slots, ...)===<br />
====Slots====<br />
In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport.<br />
On the VATSIM network this system is only used on special occasions.<br />
<br />
==== Verhalten in Situationen mit erhöhtem Verkehrsaufkommen ====<br />
Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.<br />
<br />
If possible you should inform the pilot about the expected delay:<br />
Austrian 125, readback correct, expect startup in 10 minutes.<br />
Austrian 125, startup approved, expect departure in 10 minutes.<br />
<br />
== Working Ground Positions ==<br />
Ground is responsible for all movements of aircraft on ground, except the movements on the runway.<br />
Ground takes over responsibility for Delivery if he is not online.<br><br />
<br><br />
'''Start-up clearance'''<br><br />
Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less.<br />
Austrian 125, start-up approved, (Temperature Minus 3)<br />
'''Push-back clearance'''<br><br />
Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back (i.e. position at the gate, … [refer to charts])<br />
Austrian 125, push-back approved”<br />
'''Combination of both phrases'''<br><br />
During low traffic you can use these two phrases together<br><br />
Austrian 125, start(-up) and push(-back) approved<br />
===Taxi Instructions===<br />
The pilot pushes back and starts the aircrafts engines. As soon as he is ready for taxi he will call you:<br />
AUA125:AUA125, ready for taxi.<br />
Depending on traffic you can give him the taxi instruction to his departure runway:<br />
GND:AUA125, taxi to holding point Rwy 16 via taxiways Exit 4, L and F, QNH 1019.<br />
AUA125:Taxiing to holding point runway 29 via L and F, AUA125.<br />
Sometimes it is necessary to hold an aircraft in front of another taxiway:<br />
GND:AUA125, hold short of taxiway L.<br />
AUA125:Holding short of L, AUA125.<br />
When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as possible.<br />
GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!<br />
AUA125:contacting Tower on frequency 118,10 bye!<br />
<br />
===Ground Traffic Management===<br />
To organise the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above. Consider the following situation:<br />
{|class="prettytable"<br />
|-<br />
|You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand 7Q.<br />
|}<br />
GND:DLH6KM taxi to stand 40 via taxiways D and L, QNH 1019.<br />
DLH6KM:Taxiing to stand 40 via D and L, DLH6KM.<br />
LZB421:Wien ground LZB421 stand 7Q, ready for taxi.<br />
GND:LZB421, taxi taxiway W, hold short of taxiway L.<br />
LZB421:taxiing via W holding short of L.<br />
{|class="prettytable"<br />
|-<br />
|The aircraft are now both approaching the intersection L/W.<br />
|}<br />
GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue<br />
taxi to holding point runway 29 via taxiways Exit 2, M and A1.<br />
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point<br />
runway 29 via Exit 2, M and A1.<br />
Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed.<br />
In some cases it is also useful to let one aircraft follow the other:<br />
GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.<br />
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.<br />
===Intersection take-off===<br />
Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits.<br />
Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).<br />
<br />
===Special Situations (High Traffic, Slots, ...)===<br />
====Slots====<br />
In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.<br />
====Opposite runway operations====<br />
At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.<br />
<br />
==Working Tower Positions==<br />
Tower is responsible for all movements on the runways as well as for all movements within the control zone (CTR), (10NM radius, GND to 2500ft MSL). Tower is also responsible for ground and delivery if they are not online. He also decides which runways are in use.<br />
===ATIS===<br />
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.<br />
<br />
A ATIS broadcast has to consist of:<br />
* Name of the Airport<br />
* Identification Letter<br />
* Time of Observation<br />
* Active Runways<br />
* Transition Level<br />
* Wind direction and velocity<br />
* Visibilities<br />
* Special weather conditions (such as rain)<br />
* Cloud ceiling<br />
* Temperature and Dewpoint<br />
* QNH<br />
* Trends<br />
<br />
It is updated every 30 minutes or as soon as significant changes occur.<br />
<br />
===Determination of active Runways===<br />
Pilots normally prefer to takeoff and land the aircraft with the nose into the wind because it shortens the Rwy length required to safely operate the aircraft. The wind direction given in the METAR is the direction the wind is coming from, so it is easy to compare this wind to your given runways. <br><br />
'''Example:'''<br />
{| class="prettytable"<br />
|-<br />
|You are the Tower controller at Salzburg Airport. The only runway at Salzburg is runway 16-34 so you have two directions available (roughly 160° and 340°.) The wind is coming from 180° at 5 knots. So the usual Runway in use would be rwy 16 for takeoff and landing.''<br />
|}<br />
However, at most airports a preferred runway configuration is defined (Find them here: [[Study Guide:Airport Details]]) which should be used if traffic situation and weather permits. Aircraft have certain limitations they can operate in, so normally the tailwind component should not exceed 5-10 knots (again depending on airport). Also the allowed crosswind is limited (This depends very much on the aircraft).<br><br />
Be aware that it is the pilots responsibility to accept a certain wind component and that this decision is often based on performance issues, so one pilot might accept the next one refuses to take a certain runway.<br />
<br />
So back to our example above:<br />
{| class="prettytable"<br />
|-<br />
|At Salzburg, due to the terrain in the vicinity and city of Salzburg around the airport, runway 34 is preferred for departures and rwy 16 for landing. So the indicated configuration would be DEP 34, ARR 16.<br />
|}<br />
<br />
===Transition Altitude/Transition Level===<br />
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.<br />
<br />
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.<br />
<br />
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.<br />
<br />
In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:<br />
QNH < 0977: TA + 3000 ft.<br />
QNH 0978 - 1012: TA + 2000 ft.<br />
QNH 1013 - 1050: TA + 1000 ft.<br />
QNH 1051 > : TA = TL<br />
<br />
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).<br />
<br />
===Runway Separation===<br />
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 '''<span style="color:#ff0000;">only one aircaft may be cleared to use a runway at the same time.</span>''' What this means practically and exceptions from this rule are explained in the following chapters.<br />
<br />
===Departing Traffic===<br />
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?<br />
*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route.<br />
*Check the traffic approaching the runway.<br />
To give him the takeoff clearance the following phrase should be used:<br />
e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.<br />
AUA2CM: Cleared for takeoff Runway 29, AUA2CM<br />
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:<br />
TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!<br />
AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.<br />
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:<br />
TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind and wait.<br />
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.<br />
''Note: The two times behind in this instruction is not a typing error but was implemented<br />
to emphasize that part of the clearance.''<br />
This type of clearance is called a conditional clearance. <br><br><br />
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.<br><br />
However in some cases this could be very close which leads us to the next chapter.<br />
<br />
===Departure Seperation - Based on Type of Aircraft and departure route===<br />
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:<br />
{| class="prettytable"<br />
|-<br />
|<br />
*Two aircraft are departing right after each other. <br />
*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). <br />
*Both follow the same departure route.<br />
|}<br />
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. <br><br />
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:<br />
<div align="left"><br />
{| class="prettytable"<br />
|-<br />
|Fast followed by slow||3 nm<br />
|-<br />
|Matching Types||5 nm<br />
|-<br />
|Slow followed by fast||10 nm<br />
|}</div><br />
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:<br />
TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft<br />
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441 <br />
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff<br />
DLH2441: Cleared for takeoff runway 29, DLH2441<br />
The other main task of ATC is to expedite the flow of traffic. Situation:<br />
{| class="prettytable"<br />
|-<br />
|<br />
*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.<br />
*There are two holdingpoints available.<br />
|}<br />
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.<br />
<br />
===Departure Seperation - Based on Wake Turbulence Category===<br />
There are two ways aircraft influence the air around them when passing through it:<br />
{| class="prettytable"<br />
|-<br />
|<br />
*Jetwash produced by the engines<br />
*Turbulence created at the wings and especially at the wingtips<br />
|}<br />
This turbulence can cause severe problems or even loss of control for following aircraft.<br />
The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:<br />
<div align="left"><br />
{| class="prettytable"<br />
|-<br />
| Light Aircraft (L)||< 7 000 kg<br />
|-<br />
|Medium Aircraft (M)||7 000 – 136 000 kg<br />
|-<br />
|Heavy Aircraft (H)||>136 000 kg<br />
|}</div><br />
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.<br><br />
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:<br />
{| class="prettytable"<br />
|-<br />
|<br />
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.<br />
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.<br />
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.<br />
|}<br />
To point out this hazard to a pilot the following phrase should be used:<br />
TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,<br />
<u>caution wake turbulence.</u><br />
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.<br />
<br />
===Use of the word takeoff===<br />
The word take-off shall only be used in combination with the take-off clearance (cleared for take-off). For other phrases use the word departure (ready for departure – NOT ready for take-off!).<br />
<br />
===Arriving Traffic===<br />
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.<br />
MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.<br />
Again you are not allowed to clear more than one aircraft onto the same runway at the same time.<br><br />
{| class="prettytable"<br />
|-<br />
|In order to issue a landing clearance<br />
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.<br />
#preceeding landing traffic must have left the runway safety strip with all parts.<br />
#traffic crossing the runway must have left the runway safety strip with all parts.<br />
|}<br />
If these conditions are met use the following phrase to clear the aircraft:<br />
TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.<br />
MAH224:cleared to land runway 27, MAH224.<br />
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.<br />
AUA26T:Linz Tower, AUA26T established ILS 27.<br />
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.<br />
AUA26T:continuing approach, AUA26T.<br />
{| class="prettytable"<br />
|-<br />
|Meanwhile MAH224 has left the runway.<br />
|}<br />
TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.<br />
AUA26T:Runway 27, cleared to land, MAH224.<br />
Often it is useful to give pilots additional information, such as traffic information or wind:<br />
{| class="prettytable"<br />
|-<br />
|CSA276 is following NLY7751 (A320):<br />
|}<br />
CSA276: Wien Tower, CSA276 established ILS 34.<br />
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue<br />
approach runway 34, wind 010 degrees at 4 knots.<br />
CSA276:We have the airbus in sight continuing approach, CSA276.<br />
{| class="prettytable"<br />
|-<br />
|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.<br />
|}<br />
AUA81:Wien Tower, AUA81 established ILS 16<br />
TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140<br />
degrees at 7 knots.<br />
AUA81:continuing approach, AUA81.<br />
TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at<br />
your one o'clock position, 5 nm, 1400 ft.<br />
AUA81: Thank you, looking out, AUA81.<br />
AUA81: traffic in sight, AUA81.<br />
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.<br />
<br />
===Merging Departing and Arriving Traffic===<br />
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 />
<br />
<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.<br />
LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight<br />
AUA123: Traffic in sight, AUA123<br />
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait<br />
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123<br />
To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight.<br />
You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake. <br />
<br />
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.<br />
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:<br />
Callsign, are you ready for immediate departure?<br />
Again it is a good idea to give the pilot an idea of the traffic situation around him.<br />
<br />
Example:<br />
{| class="prettytable"<br />
|-<br />
|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.<br />
|}<br />
TWR:CAL275, are you ready for immediate departure?<br />
CAL275:Affirmitive, ready for immediate departure, CAL275<br />
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for<br />
immediate takeoff.<br />
CAL275:cleared for immediate takeoff runway 29, CAL275<br />
{| class="prettytable"<br />
|-<br />
|After the CAL B747 has taken off.<br />
|}<br />
TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.<br />
AUA289:Runway 29, cleared to land, AUA289.<br />
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?<br />
AUA2LT:Traffic in sight, AUA2LT.<br />
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.<br />
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.<br />
{| class="prettytable"<br />
|-<br />
|AUA289 has vacated the runway.<br />
|}<br />
TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is<br />
now on a 3,5 nm final.<br />
AUA2LT:cleread for takeoff runway 29, AUA2LT.<br />
<br />
==VFR Traffic - Differences==<br />
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.<br />
<br />
To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points.<br />
'''Used phrases''':<br />
TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,<br />
QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.<br />
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)<br />
<br />
VFR flights should be guided into downwind, base and final leg for landing.<br><br><br />
TWR:OE-AGA, enter downwind for runway 29, report on downwind<br />
TWR:OE-AGA, enter base for runway 29, report on base<br />
<br />
VFR Flights get their Clearance from <u>Delivery</u> . After startup, they will contact Tower for taxi. A possible VFR Clearance could be:<br><br />
TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß<br />
oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.<br />
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,<br />
QNH 1014, Squawk 4607, right turn after departure as soon as possible.<br />
<br />
TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.<br />
TWR:OE-AGA, climb 3500 feet, report Donauturm.<br />
<br />
In the air ATC provides traffic information.<br />
TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound<br />
route Klosterneuburg-Freudenau.<br />
<br />
When the aircraft leaves the controlzone.<br />
TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.<br />
<br />
Wien Tower/Turm can also be contacted in German.<br />
<br />
===Merging in VFR Traffic===<br />
To manage VFR Traffic efficiently you have to use traffic information and visual seperation. <br />
TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5<br />
miles, report mentioned traffic in sight<br />
OE-ANX: Traffic in sight, OE-ANX<br />
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:<br />
TWR:OE-AGA, fly extended right downwind, standby for base.<br />
OE-AGA: Extending right downwind, OE-AGA<br />
To instruct the aircraft to continue it's approach use the following procedure:<br />
TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5<br />
miles, report mentioned traffic in sight<br />
OE-ANX: Traffic in sight, OE-ANX<br />
TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence<br />
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX<br />
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:<br />
TWR: OE-AGA, Make a right three-sixty.<br />
OE-AGA: Making three-sixty to the right.<br />
TWR: OE-AGA, Orbit left<br />
OE-AGA: Orbiting left, OE-AGA<br />
The second instructions means, that the pilot should make orbits until further advice.<br />
===Information Positions===<br />
<br />
==Special Situations (High Traffic, Slots, ...)==<br />
===High traffic situations===<br />
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.<br />
===Additional phrases during periods of high traffic===<br />
In order to expedite the flow of traffic use the following phrases:<br />
Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite<br />
Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating<br />
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn<br />
as soon as practicable<br />
<br />
===Opposite runway operations===<br />
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.<br />
<br />
== Ressourcen ==<br />
* [http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]<br />
* [http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]<br />
<br><br />
[[Category:Dokumentation]]</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&diff=833Study Guide:Tower2011-04-10T11:23:13Z<p>Benjamin Mueller: QNH zu taxi-clearance</p>
<hr />
<div>==Introduction==<br />
This Study Guide has been designed to give you all the information needed to start controlling as a Tower controller on the VATSIM network.<br />
<br />
==Radio Communication - Basics==<br />
Because communication is crucially important for Air Traffic Control a fixed format and syntax is used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are mostly conducted in English. Link: [[Buchstabiertabelle]]<br />
===Basic Rules===<br />
In order to achieve the goals set above the following rules important:<br />
#''Listen before you talk''<br />
#: It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.<br />
#''Think before you talk''<br />
#: The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.<br />
#''As far as possible use standard phraseology and syntax''<br />
#: To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages.<br />
<br />
===Callsigns and Initial Contact===<br />
Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387).<br />
To pronounce these letters and digits the ICAO-Alphabet is used.<br />
''<br />
To initiate the contact between two stations an initial call has to be made. This call has the following structure:''<br />
'''Station 1:''' Station 2, Station 1, Message <br />
'''Station 2:''' Station 1, Station 2, Message<br />
''Example - Austrian 251 is calling Wien Tower:''<br />
'''AUA251:''' Wien Tower, Austrian 251, established ILS 34 <br />
'''LOWW_TWR:''' Austrian 251, Wien Tower, continue approach<br />
In Subsequent calls the calling station part can be ommited. <br><br />
When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message and reads back any required parts.. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message.<br />
Items that must always be read back in full are all clearances (including altitudes, heaings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback. There are also items that should not be read back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.<br />
When giving an instruction the Callsign is stated at the beginning, when reading back you usually add it at the end of your transmission (although you are allowed to do it at the beginning too). <br><br><br />
'''Examples:'''<br />
'''LOWW_APP:''' AUA251, turn left heading 290, descend to Altitude 5000 feet, QNH 1019.<br />
'''AUA251:''' Turn left heading 290, descending to altitude 5000 feet QNH 1019, AUA251 <br />
<br> <br />
'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way<br />
to Speedbird Airbus A320 crossing you right to left on M.<br />
'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way to Speedbird<br />
Airbus A320 on M, OE-DLT.<br />
<br> <br />
'''LOWW_TWR:''' NLY2678, wind 330 degrees at 6 knots, Rwy 29, cleared for takeoff.<br />
'''NLY2678:''' Rwy 29, cleared for takeoff, NLY2678.<br />
<br />
==Aircraft and basic Flying Principles==<br />
===Producing Lift===<br />
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.<br />
<br />
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).<br />
<br />
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.<br />
<br />
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.<br />
<br />
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.<br />
<br />
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.<br />
<br />
===Aircraft Categories===<br />
The most important ways of categorizing aircraft in aviation are by weight or by approach speed.<br />
====Weight Categories====<br />
Aircraft are categorized into three weight categories:<br />
{| class="prettytable"<br />
|'''Category'''||'''MTOW'''<br />
|-<br />
|Light Aircraft (L)||< 7 000 kg<br />
|-<br />
|Medium Aircraft (M)||7 000 – 136 000 kg<br />
|-<br />
|Heavy Aircraft (H)||>136 000 kg<br />
|-<br />
|You can find a list of aircrafts in this [link http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228]<br />
|}<br />
Weight depicted is MTOW.<br />
====Approach Speed====<br />
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:<br />
{| class="prettytable"<br />
|'''Category'''||'''Vref'''<br />
|-<br />
|A||<= 90 knots<br />
|-<br />
|B||91 - 120 knots<br />
|-<br />
|C||121 - 140 knots<br />
|-<br />
|D||141 - 165 knots<br />
|-<br />
|E||>= 165 knots<br />
|}<br />
<br />
==METAR and TAF==<br />
References for detailed information: [[METAR]], [[TAF]]<br />
<br />
==How is an Aerodrome ==<br />
As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.<br />
<br />
So the Tower Position got divided into thre basic types with different areas of responsibility.<br />
<br />
* Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.<br />
* Ground (GND), responsible for all traffic on the apron and the taxiways.<br />
* Tower (TWR), responsible for movements on the runway and within its associated Control Zone.<br />
Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.<br />
<br />
Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:<br />
* APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.<br />
* ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.<br />
<br />
Since they all use their radar to control air traffic, they are also called Radar positions.<br />
<br />
==Working Delivery Positions==<br />
Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. <br />
===Flightplan Structure===<br />
'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.<br><br />
For IFR flights, flight plans are used by air traffic control to initiate tracking and routing services. For VFR flights, their only purpose is to provide needed information should search and rescue operations be required.<br />
<br />
<br />
Aircraft routing types used in flight planning are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.<br />
*'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs).<br />
*'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.<br />
*'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid. This is a routing from Vienna<br />
<br />
===Issuing IFR Routing Clearances===<br />
DEL gives routing clearances to all departing aircraft with the following information:<br><br />
'''Destination of aircraft'''<br />
'''SID''' (= Standard instrument departure) Normally the filed SID is given<br />
Initial climb altitude after departure (5000ft)<br />
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)<br />
'''QNH''' (Local QNH of airport according to latest METAR) = given with taxi clearance<br />
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)<br />
<br />
The '''bold''' marked points are mandatory, all other points are optional.<br><br />
<br><br />
Normal construction of a routing clearance:<br />
Callsign, cleared to XXXX via XXXXX XX departure, (climb initially 5000ft), Squawk 46XX<br />
Example:<br />
Austrian 125, cleared to Frankfurt via LUGIM 1C departure, climb initially 5000ft,<br />
Squawk 4601.<br />
Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.<br />
Callsign,cleared to XXXX, after departure rwy XX, XXXXXXX, climb initially 5000ft,<br />
Squawk 46XX<br />
Example:<br />
Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240<br />
expect vectors to LUGIM, initially climb to 5000 ft, Squawk 4601.<br />
You can find the instructions for each Airport within the [[Study Guide:Airport Details]]<br />
If the pilot responds with a correct readback you should answer with the following phrase:<br />
Callsign, readback correct.<br />
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures.<br />
<br />
===Special Situations (High Traffic, Slots, ...)===<br />
====Slots====<br />
In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport.<br />
On the VATSIM network this system is only used on special occasions.<br />
<br />
==== Verhalten in Situationen mit erhöhtem Verkehrsaufkommen ====<br />
Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.<br />
<br />
If possible you should inform the pilot about the expected delay:<br />
Austrian 125, readback correct, expect startup in 10 minutes.<br />
Austrian 125, startup approved, expect departure in 10 minutes.<br />
<br />
== Working Ground Positions ==<br />
Ground is responsible for all movements of aircraft on ground, except the movements on the runway.<br />
Ground takes over responsibility for Delivery if he is not online.<br><br />
<br><br />
'''Start-up clearance'''<br><br />
Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less.<br />
Austrian 125, start-up approved, (Temperature Minus 3)<br />
'''Push-back clearance'''<br><br />
Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back (i.e. position at the gate, … [refer to charts])<br />
Austrian 125, push-back approved”<br />
'''Combination of both phrases'''<br><br />
During low traffic you can use these two phrases together<br><br />
Austrian 125, start(-up) and push(-back) approved<br />
===Taxi Instructions===<br />
The pilot pushes back and starts the aircrafts engines. As soon as he is ready for taxi he will call you:<br />
AUA125:AUA125, ready for taxi.<br />
Depending on traffic you can give him the taxi instruction to his departure runway:<br />
GND:AUA125, taxi to holding point Rwy 16 via taxiways Exit 4, L and F, QNH 1019.<br />
AUA125:Taxiing to holding point runway 29 via L and F, AUA125.<br />
Sometimes it is necessary to hold an aircraft in front of another taxiway:<br />
GND:AUA125, hold short of taxiway L.<br />
AUA125:Holding short of L, AUA125.<br />
When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as possible.<br />
GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!<br />
AUA125:contacting Tower on frequency 118,10 bye!<br />
<br />
===Ground Traffic Management===<br />
To organise the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above. Consider the following situation:<br />
{|class="prettytable"<br />
|-<br />
|You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand 7Q.<br />
|}<br />
GND:DLH6KM taxi to stand 40 via taxiways D and L, QNH 1019.<br />
DLH6KM:Taxiing to stand 40 via D and L, DLH6KM.<br />
LZB421:Wien ground LZB421 stand 7Q, ready for taxi.<br />
GND:LZB421, taxi taxiway W, hold short of taxiway L.<br />
LZB421:taxiing via W holding short of L.<br />
{|class="prettytable"<br />
|-<br />
|The aircraft are now both approaching the intersection L/W.<br />
|}<br />
GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue<br />
taxi to holding point runway 29 via taxiways Exit 2, M and A1.<br />
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point<br />
runway 29 via Exit 2, M and A1.<br />
Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed.<br />
In some cases it is also useful to let one aircraft follow the other:<br />
GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.<br />
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.<br />
===Intersection take-off===<br />
Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits.<br />
Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).<br />
<br />
===Special Situations (High Traffic, Slots, ...)===<br />
====Slots====<br />
In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.<br />
====Opposite runway operations====<br />
At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.<br />
<br />
==Working Tower Positions==<br />
Tower is responsible for all movements on the runways as well as for all movements within the control zone (CTR), (10NM radius, GND to 2500ft MSL). Tower is also responsible for ground and delivery if they are not online. He also decides which runways are in use.<br />
===ATIS===<br />
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.<br />
<br />
A ATIS broadcast has to consist of:<br />
* Name of the Airport<br />
* Identification Letter<br />
* Time of Observation<br />
* Active Runways<br />
* Transition Level<br />
* Wind direction and velocity<br />
* Visibilities<br />
* Special weather conditions (such as rain)<br />
* Cloud ceiling<br />
* Temperature and Dewpoint<br />
* QNH<br />
* Trends<br />
<br />
It is updated every 30 minutes or as soon as significant changes occur.<br />
<br />
===Determination of active Runways===<br />
Pilots normally prefer to takeoff and land the aircraft with the nose into the wind because it shortens the Rwy length required to safely operate the aircraft. The wind direction given in the METAR is the direction the wind is coming from, so it is easy to compare this wind to your given runways. <br><br />
'''Example:'''<br />
{| class="prettytable"<br />
|-<br />
|You are the Tower controller at Salzburg Airport. The only runway at Salzburg is runway 16-34 so you have two directions available (roughly 160° and 340°.) The wind is coming from 180° at 5 knots. So the usual Runway in use would be rwy 16 for takeoff and landing.''<br />
|}<br />
However, at most airports a preferred runway configuration is defined (Find them here: [[Study Guide:Airport Details]]) which should be used if traffic situation and weather permits. Aircraft have certain limitations they can operate in, so normally the tailwind component should not exceed 5-10 knots (again depending on airport). Also the allowed crosswind is limited (This depends very much on the aircraft).<br><br />
Be aware that it is the pilots responsibility to accept a certain wind component and that this decision is often based on performance issues, so one pilot might accept the next one refuses to take a certain runway.<br />
<br />
So back to our example above:<br />
{| class="prettytable"<br />
|-<br />
|At Salzburg, due to the terrain in the vicinity and city of Salzburg around the airport, runway 34 is preferred for departures and rwy 16 for landing. So the indicated configuration would be DEP 34, ARR 16.<br />
|}<br />
<br />
===Transition Altitude/Transition Level===<br />
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.<br />
<br />
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.<br />
<br />
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.<br />
<br />
In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:<br />
QNH < 0977: TA + 3000 ft.<br />
QNH 0978 - 1012: TA + 2000 ft.<br />
QNH 1013 - 1050: TA + 1000 ft.<br />
QNH 1051 > : TA = TL<br />
<br />
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).<br />
<br />
===Runway Separation===<br />
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 '''<span style="color:#ff0000;">only one aircaft may be cleared to use a runway at the same time.</span>''' What this means practically and exceptions from this rule are explained in the following chapters.<br />
<br />
===Departing Traffic===<br />
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?<br />
*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route.<br />
*Check the traffic approaching the runway.<br />
To give him the takeoff clearance the following phrase should be used:<br />
e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.<br />
AUA2CM: Cleared for takeoff Runway 29, AUA2CM<br />
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:<br />
TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!<br />
AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.<br />
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:<br />
TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind and wait.<br />
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.<br />
''Note: The two times behind in this instruction is not a typing error but was implemented<br />
to emphasize that part of the clearance.''<br />
This type of clearance is called a conditional clearance. <br><br><br />
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.<br><br />
However in some cases this could be very close which leads us to the next chapter.<br />
<br />
===Departure Seperation - Based on Type of Aircraft and departure route===<br />
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:<br />
{| class="prettytable"<br />
|-<br />
|<br />
*Two aircraft are departing right after each other. <br />
*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). <br />
*Both follow the same departure route.<br />
|}<br />
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. <br><br />
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:<br />
<div align="left"><br />
{| class="prettytable"<br />
|-<br />
|Fast followed by slow||3 nm<br />
|-<br />
|Matching Types||5 nm<br />
|-<br />
|Slow followed by fast||10 nm<br />
|}</div><br />
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:<br />
TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft<br />
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441 <br />
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff<br />
DLH2441: Cleared for takeoff runway 29, DLH2441<br />
The other main task of ATC is to expedite the flow of traffic. Situation:<br />
{| class="prettytable"<br />
|-<br />
|<br />
*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.<br />
*There are two holdingpoints available.<br />
|}<br />
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.<br />
<br />
===Departure Seperation - Based on Wake Turbulence Category===<br />
There are two ways aircraft influence the air around them when passing through it:<br />
{| class="prettytable"<br />
|-<br />
|<br />
*Jetwash produced by the engines<br />
*Turbulence created at the wings and especially at the wingtips<br />
|}<br />
This turbulence can cause severe problems or even loss of control for following aircraft.<br />
The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:<br />
<div align="left"><br />
{| class="prettytable"<br />
|-<br />
| Light Aircraft (L)||< 7 000 kg<br />
|-<br />
|Medium Aircraft (M)||7 000 – 136 000 kg<br />
|-<br />
|Heavy Aircraft (H)||>136 000 kg<br />
|}</div><br />
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.<br><br />
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:<br />
{| class="prettytable"<br />
|-<br />
|<br />
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.<br />
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.<br />
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.<br />
|}<br />
To point out this hazard to a pilot the following phrase should be used:<br />
TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,<br />
<u>caution wake turbulence.</u><br />
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.<br />
<br />
===Use of the word takeoff===<br />
The word take-off shall only be used in combination with the take-off clearance (cleared for take-off). For other phrases use the word departure (ready for departure – NOT ready for take-off!).<br />
<br />
===Arriving Traffic===<br />
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.<br />
MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.<br />
Again you are not allowed to clear more than one aircraft onto the same runway at the same time.<br><br />
{| class="prettytable"<br />
|-<br />
|In order to issue a landing clearance<br />
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.<br />
#preceeding landing traffic must have left the runway safety strip with all parts.<br />
#traffic crossing the runway must have left the runway safety strip with all parts.<br />
|}<br />
If these conditions are met use the following phrase to clear the aircraft:<br />
TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.<br />
MAH224:cleared to land runway 27, MAH224.<br />
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.<br />
AUA26T:Linz Tower, AUA26T established ILS 27.<br />
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.<br />
AUA26T:continuing approach, AUA26T.<br />
{| class="prettytable"<br />
|-<br />
|Meanwhile MAH224 has left the runway.<br />
|}<br />
TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.<br />
AUA26T:Runway 27, cleared to land, MAH224.<br />
Often it is useful to give pilots additional information, such as traffic information or wind:<br />
{| class="prettytable"<br />
|-<br />
|CSA276 is following NLY7751 (A320):<br />
|}<br />
CSA276: Wien Tower, CSA276 established ILS 34.<br />
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue<br />
approach runway 34, wind 010 degrees at 4 knots.<br />
CSA276:We have the airbus in sight continuing approach, CSA276.<br />
{| class="prettytable"<br />
|-<br />
|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.<br />
|}<br />
AUA81:Wien Tower, AUA81 established ILS 16<br />
TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140<br />
degrees at 7 knots.<br />
AUA81:continuing approach, AUA81.<br />
TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at<br />
your one o'clock position, 5 nm, 1400 ft.<br />
AUA81: Thank you, looking out, AUA81.<br />
AUA81: traffic in sight, AUA81.<br />
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.<br />
<br />
===Merging Departing and Arriving Traffic===<br />
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 />
<br />
<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.<br />
LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight<br />
AUA123: Traffic in sight, AUA123<br />
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait<br />
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123<br />
To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight.<br />
You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake. <br />
<br />
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.<br />
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:<br />
Callsign, are you ready for immediate departure?<br />
Again it is a good idea to give the pilot an idea of the traffic situation around him.<br />
<br />
Example:<br />
{| class="prettytable"<br />
|-<br />
|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.<br />
|}<br />
TWR:CAL275, are you ready for immediate departure?<br />
CAL275:Affirmitive, ready for immediate departure, CAL275<br />
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for<br />
immediate takeoff.<br />
CAL275:cleared for immediate takeoff runway 29, CAL275<br />
{| class="prettytable"<br />
|-<br />
|After the CAL B747 has taken off.<br />
|}<br />
TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.<br />
AUA289:Runway 29, cleared to land, AUA289.<br />
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?<br />
AUA2LT:Traffic in sight, AUA2LT.<br />
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.<br />
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.<br />
{| class="prettytable"<br />
|-<br />
|AUA289 has vacated the runway.<br />
|}<br />
TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is<br />
now on a 3,5 nm final.<br />
AUA2LT:cleread for takeoff runway 29, AUA2LT.<br />
<br />
==VFR Traffic - Differences==<br />
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.<br />
<br />
To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points.<br />
'''Used phrases''':<br />
TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,<br />
QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.<br />
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)<br />
<br />
VFR flights should be guided into downwind, base and final leg for landing.<br><br><br />
TWR:OE-AGA, enter downwind for runway 29, report on downwind<br />
TWR:OE-AGA, enter base for runway 29, report on base<br />
<br />
VFR Flights get their Clearance from <u>Delivery</u> . After startup, they will contact Tower for taxi. A possible VFR Clearance could be:<br><br />
TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß<br />
oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.<br />
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,<br />
QNH 1014, Squawk 4607, right turn after departure as soon as possible.<br />
<br />
TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.<br />
TWR:OE-AGA, climb 3500 feet, report Donauturm.<br />
<br />
In the air ATC provides traffic information.<br />
TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound<br />
route Klosterneuburg-Freudenau.<br />
<br />
When the aircraft leaves the controlzone.<br />
TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.<br />
<br />
Wien Tower/Turm can also be contacted in German.<br />
<br />
===Merging in VFR Traffic===<br />
To manage VFR Traffic efficiently you have to use traffic information and visual seperation. <br />
TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5<br />
miles, report mentioned traffic in sight<br />
OE-ANX: Traffic in sight, OE-ANX<br />
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:<br />
TWR:OE-AGA, fly extended right downwind, standby for base.<br />
OE-AGA: Extending right downwind, OE-AGA<br />
To instruct the aircraft to continue it's approach use the following procedure:<br />
TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5<br />
miles, report mentioned traffic in sight<br />
OE-ANX: Traffic in sight, OE-ANX<br />
TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence<br />
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX<br />
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:<br />
TWR: OE-AGA, Make a right three-sixty.<br />
OE-AGA: Making three-sixty to the right.<br />
TWR: OE-AGA, Orbit left<br />
OE-AGA: Orbiting left, OE-AGA<br />
The second instructions means, that the pilot should make orbits until further advice.<br />
===Information Positions===<br />
<br />
==Special Situations (High Traffic, Slots, ...)==<br />
===High traffic situations===<br />
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.<br />
===Additional phrases during periods of high traffic===<br />
In order to expedite the flow of traffic use the following phrases:<br />
Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite<br />
Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating<br />
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn<br />
as soon as practicable<br />
<br />
===Opposite runway operations===<br />
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.<br />
<br />
== Ressourcen ==<br />
* [http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]<br />
* [http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]<br />
<br><br />
[[Category:Dokumentation]]</div>Benjamin Muellerhttps://wiki.vacc-austria.org/index.php?title=Talk:Study_Guide:Tower&diff=832Talk:Study Guide:Tower2011-04-10T10:00:47Z<p>Benjamin Mueller: /* Allgemeines */</p>
<hr />
<div>==Allgemeines==<br />
<br />
==Aircraft and basic Flying Principles==<br />
*Gibt es Freiwillige die hierzu ein wenig schreiben wollen? Ich hätte mir da ein wenig Aerodynamik und eine Übersicht über die Aircraft Kategorien + deren Geschwindigkeitsbereiche vorgestellt. --[[Benutzer:Clemens moritz|Clemens moritz]] 19:03, 12. Mai 2008 (UTC)<br />
<br />
==Working Delivery Positions==<br />
*Vielleicht könnte da jemand von den graphisch Begabteren als ich einen Beispiel Flight Strip aus dem VRC nehmen und eine Erklärung dazu basteln? --[[Benutzer:Clemens moritz|Clemens moritz]] 19:57, 12. Mai 2008 (UTC)</div>Benjamin Mueller