Transition Altitude and Level - Revision history

Michael Kahr: /* Where is this Layer? */

2022-11-05T21:22:19Z

Where is this Layer?

Alexander Arlow: /* What to make sure when clearing flight levels or altitudes */

2018-04-07T19:07:05Z

What to make sure when clearing flight levels or altitudes

Alexander Arlow: Clarify that FL160 is not a mandatory initial CFL

2018-04-07T19:06:52Z

Clarify that FL160 is not a mandatory initial CFL

Steve Feigenwinter: /* "Layers" */

2016-04-04T13:32:05Z

"Layers"

Claus Faber: /* Where is this Layer? */

2016-03-09T20:31:02Z

Where is this Layer?

Claus Faber: /* Where is this Layer? */

2016-03-09T20:30:17Z

Where is this Layer?

Claus Faber: /* Where is this Layer? */

2016-03-09T20:29:36Z

Where is this Layer?

Claus Faber: /* Transition Altitude and Level in Austria */

2016-03-09T20:23:55Z

Transition Altitude and Level in Austria

Claus Faber at 20:22, 9 March 2016

2016-03-09T20:22:41Z

Claus Faber: /* Transition Altitude and Level */

2012-12-12T15:25:30Z

Transition Altitude and Level

@@ Line 51: / Line 51: @@
   QNH  up to  QNH        TL
-         977         130
+         979         130
-        1013        120
+        1011        120
-       1050        110
+       1046        110
        1088        100
 This is not a problem for most major airports in Austria - TL is far above any terrain. It '''is''' a problem in LOWI/Innsbruck.

@@ Line 79: / Line 79: @@
 If controllers clear altitudes, they have to be consistent (as ATC is always first to follow). First clearance comes from delivery, so DEL must take care to clear the right thing.
 # in LOWW, it is easy: Initial climb altitude is TA, so it is always "climb initially 5000ft altitude".
-# In LOWI, things are more difficult: Clearing via RTT has a TA of 11000ft. Add the safety layer, then you end up with a FL much higher than that. This is, why many controllers choose to clear departures from LOWI initially to FL160: This is always a flight level.
+# In LOWI, things are more difficult: Clearing via RTT has a TA of 11000ft. Add the safety layer, then you end up with a FL much higher than that. This is why many controllers choose to clear departures from LOWI initially to FL160: This is always a flight level.
 But what, if the aircraft has a lower requested flight level (RFL), because the destination is near, like EDMM? Then you have to calculate: Take TA, add the safety layer, and you have the minimum FL. If the RFL is below, you have to raise the RFL in the flight plan. The formula is: TA (11000ft) + safety layer (example: QNH 1019: 1000ft) = lowest FL (FL120). But it must be correctly even/odd, so for an eastbound flight, it would be FL130.

@@ Line 79: / Line 79: @@
 If controllers clear altitudes, they have to be consistent (as ATC is always first to follow). First clearance comes from delivery, so DEL must take care to clear the right thing.
 # in LOWW, it is easy: Initial climb altitude is TA, so it is always "climb initially 5000ft altitude".
-# In LOWI, things are more difficult: Clearing via RTT has a TA of 11000ft. Add the safety layer, then you end up with a FL much higher than that. This is, why departures from LOWI are cleared to FL160: This is always a flight level.
+# In LOWI, things are more difficult: Clearing via RTT has a TA of 11000ft. Add the safety layer, then you end up with a FL much higher than that. This is, why many controllers choose to clear departures from LOWI initially to FL160: This is always a flight level.
 But what, if the aircraft has a lower requested flight level (RFL), because the destination is near, like EDMM? Then you have to calculate: Take TA, add the safety layer, and you have the minimum FL. If the RFL is below, you have to raise the RFL in the flight plan. The formula is: TA (11000ft) + safety layer (example: QNH 1019: 1000ft) = lowest FL (FL120). But it must be correctly even/odd, so for an eastbound flight, it would be FL130.

@@ Line 26: / Line 26: @@
   QNH 1051+:      +   0ft
-(Caution: This does not mean, that the layer is ''actually' 3000ft thick. It just means: At QNH below 977, an altitude '''plus''' 3000ft is high enough to keep 1000ft distance from the next flight level, so that 5000+3000ft=8000ft are still well apart from FL60. On the other hand: At high air pressure, an aircraft at 5000ft (+0ft) is still more than 1000ft apart from an aircraft flying on FL60.)
+(Caution: This does not mean, that the layer is ''actually' 3000ft thick. It just means: At QNH below 977, an altitude '''plus''' 3000ft is high enough to keep 1000ft distance from the next flight level, so that 10000+3000ft=13000ft are still well apart from FL130. On the other hand: At high air pressure, an aircraft at 10000ft (+0ft) is still more than 1000ft apart from an aircraft flying on FL110.)
 The result is two thresholds, where QNH settings change:

@@ Line 63: / Line 63: @@
 * that ATC is free to (and will) issue higher (local QNH) altitudes when he wishes (they don't do it for fun, but for safety).
-You will find more information about that in the [[LOWI_primer]] and [[LOWI_for_pilots]].
+You will find more information about that in the [[LOWI_Primer]] (for controllers) and [[LOWI_for_pilots]] (yes, for pilots).
 '''Caution:''' There are two more rules:

@@ Line 48: / Line 48: @@
 == Where is this Layer? ==
-As Austria has mountains, there is no sense in having a uniform layer. Innsbruck would need 13.000ft, which would be a waste of airspace in Vienna, where aircraft to Budapest cross far lower. Therefore, '''Every airport CTR has its own Transition Altitude (TA), which is cited in the charts. LOWW has 5000ft, LOWI has 11000ft, LOWG has 4000ft etc.
+Starting with spring 2016, transition altitude in Austria has been raised to A10.000ft. Bearing in mind different QNH, the next available flight level (Transition Level) is:
 '''Caution:''' There are two more rules:
-* Charts go first: If charts cite barometric altitudes, they have to be applied, regardless the transition altitude. If you approach LOC DME West for LOWI, you have to level at KTI with 13000ft (local QNH, whichever TA there is).
 * ATC goes "even more" first: If ATC orders a barometric altitude, then pilots have to fly it, regardless of TA. Example: In high traffic at LOWI, the RTT holding must be stacked, and the stack starts at 10.000ft. With 6 aircraft in the holding, the highest is not at FL150, but at 15.000ft. ATC must take care to keep them (laterally) apart from transit aircraft, like those flying from Munich to Bolzano.

← Older revision		Revision as of 20:23, 9 March 2016
Line 69:		Line 69:

	Approach controllers may set their TL, but they have to be consistent: If they order barometric altitudes, they must order it to everyone, and they have to maintain safe distance to all FL-flying aircraft.		Approach controllers may set their TL, but they have to be consistent: If they order barometric altitudes, they must order it to everyone, and they have to maintain safe distance to all FL-flying aircraft.
−
−	~~== Transition Altitude and Level in Austria ==~~
−	~~By spring 2016, transition altitude in Austria has been raised to A10.000ft. Bearing in mind different QNH, the next available flight level (Transition Level) is:~~
−
−	~~QNH up to QNH TL~~
−	~~943 977 130~~
−	~~978 1013 120~~
−	~~1014 1050 110~~
−	~~1051 1088 100~~

← Older revision		Revision as of 20:22, 9 March 2016
Line 69:		Line 69:

	Approach controllers may set their TL, but they have to be consistent: If they order barometric altitudes, they must order it to everyone, and they have to maintain safe distance to all FL-flying aircraft.		Approach controllers may set their TL, but they have to be consistent: If they order barometric altitudes, they must order it to everyone, and they have to maintain safe distance to all FL-flying aircraft.
		+
		+	== Transition Altitude and Level in Austria ==
		+	By spring 2016, transition altitude in Austria has been raised to A10.000ft. Bearing in mind different QNH, the next available flight level (Transition Level) is:
		+
		+	QNH up to QNH TL
		+	943 977 130
		+	978 1013 120
		+	1014 1050 110
		+	1051 1088 100

@@ Line 1: / Line 1: @@
 = Transition Altitude and Level =
 (This is a glossary page, what the TA and TL is, and how it is handled in the VACC Austria FIR.)
 (CAUTION: This information is not yet verified completely, please handle with care until further notice. If you are a controller and know better, please correct it!)
 == What's that about? ==