LOWI Primer

About this Document

THIS DOCUMENT STILL AWAITS CHECK AND VERIFICATION. PLEASE HANDLE INFORMATION WITH CARE.

This document is intended as training and reference material for controlling Innsbruck Airport (LOWI). It covers the stations LOWI_TWR and LOWI_APP. This page is work in progress. Currently the TWR section is in progress. Stay tuned for APP. If you are controller: Feel free to discuss and edit.

General

Location

Innsbruck is one of the most thrilling airports to fly from and to, for various reasons:

• It is deeply in the Inn valley, surrounded by mountains as high as 8000ft (to the north) and >10000ft (to the south and West). This means that approach is particularly long, and flying is limited to a narrow corridor.
• The runway is somehow not in line with the valley, so approach and takeoff is not straight-in-or-out. Instead, the last part of approach and the first part of departure is visual only.
• LOWI has peculiar wind conditions - "Föhn". This is a very strong and gusty southerly wind. Under these conditions, aircraft usually perform a "special Föhn" departure and arrival to avoid vomiting passengers and heart attacks. At VATSIM, these conditions cannot be simulated, but some local pilots love to fly it.
• The runway has no complete adjacent taxiways for entering and exiting - Departing (and sometimes arriving) aircraft need to backtrack on either side, which takes time and makes Tower controlling a real thrill.
• X-Plane 9 has LOWI as (nice) standard scenery, which provokes many X-Plane newbies to try out their skills here - thrilling experience for controllers, to be polite.

Airspaces around LOWI

As Innsbruck is deeply buried in "the canyon",

• CTR (for TWR) reaches up to A9000ft (mark: actual altitude, not FL). If no higher ATC is available, then Innsbruck Tower controls up to A11000ft).
• Also, TWR takes care of three adjacent SRA: Innsbruck I (west, VFR reporting point W1), Innsbruck II (east end, VFR reporting point M1) and Innsbruck III (south, VFR reporting point S). TWR competence reaches from SRA bottom (6000ft for Innsbruck 1, 8500ft for Innsbruck II, 7000ft for Innsbruck III, but at least 1000ft GND in all 3 cases) to 9000ft - above is APP. VFR reporting points are mandatory entry points to contact TWR, irrespective of altitude (so you can remind all VFR pilots to do so).
• APP airspace (Area Tirol) reaches up to FL165. The airspace above is delegated to EDMM.

Airport

(see the aerodrome chart, which is [here].)

Apron

• The far eastern part is for General Aviation.
• The eastern and middle part of the apron is for larger birds.
• Local General Aviation is at the very Western part in front of Hangars I, II and III.
• In the western part is a "cutout" in the grass. On earlier charts, this was marked as helipad. Some choppers still use it - clarifiaction ("heliport in front of hangar II") is recommended Otherwise Copters are parked like planes (depending on size) at the main apron.
• Rescure and police helicopters operate from the "Flugrettungszentrum" (ICAO: LOJO), which is south of hangar III and the engine run stand. Local pilots pronounce it "Lojo" and don't spell it. LOJO is not part of any standard package. Giannis MSFS add on scenery has it, and X-Plane has it too.
• Apron, hangar and LOJO is not under TWR control. Therefore, you treat it as any space within CTR. you tell QNH, wind and "takeoff/landing at own discretion", as long as they don't interfere with runway or taxis.
• The Apron has no predefined "stands" in real life. In real life, aircraft are handed off to the follow-me car. As there is no car at VATSIM, "taxi to stand of your choice" is best, maybe added by "in the western part of the apron" - for some mysterious reason many aircraft tend to log on in front of the tower in the eastern part.

Holding points

• A on the taxiway A towards rwy 08
• B1 (facing east before turning into B) and B2 (facing west, before turning into B). They are not shown on the VACC charts and not included in FS or X-Plane standard scenery, but included inGiannis LOWI scenery for MSFS. Don't expect pilots to find it. "Holding point B" works perfectly.
• L holding point is relevant for the GAC parking.

Runway and around

• Runways 08 and 26 both have turnpads. Some pilots report "runway vacated" when standing on it, so be aware.
• North of the runway is taxiway Y which is grass and for light airraft and gliders only. Some pilots think it smart to use it if they miss taxiway A to vacate, or the adjacent "Schleppweg" (glider tow track) with 767's and are a bit surprised.
• About 1,5nm final rwy 26 is the rooftop helipad of the hospital (LOIU). This is not part of the MSFS or X-Plane standard scenery. If the helipad is occupied, inform arriving aircraft about a "floating" heli: "traffic information: stationary helicopter at the hospital helipad at 1.5nm final".

VFR Traffic

(see the VFR chart, which is (c) Eurocontrol, so we can't publish it here. You might want to get a (free) login to the EAD document system, which is [here]). Important: There are new routes as of March 8th, 2012. Expect pilots turn up with charts of either generation, so we recommend: Try the new charts right away and see if the pilot knows what you mean. If he doesn't, the following changes apply:

• M1 is the old E1
• old E2 is omitted
• M2 is old L2
• M3 is old L3
• old A is omitted
• The eastern arrival route (new: M1-M2-M3) is old: E1-L2-L3.
• Approaching from F, the old arrival route L (L1-L2-L3) is now F-M2-M3, but beware: F-M2 is close to the LOC DME east, as VFR pilots need to climb to 7500ft.
• West: G and I are new, so you might avoid it.

Radio Communication Failure for VFR

Caution: RCF procedures are not at the VATSIM charts - expect pilots to do what they want (you might tell the pilot via pm what he/she can or should do). In real life for VFR, the following rules apply:

• If RCF occurs before CTR entry clearance, then the pilot has to divert to an airport in uncontrolled airspace.
• If RCF occurs after CTR entry clearance, then the pilot follows this clearance and lands. ([reference]. If the clearance is until holdings, then in real life aircraft continue to a predetermined position near the airport (north or south) and await light signals (or, in fact: they call in by phone). As this is not possible at VATSIM, expect unexpected results and be prepared :-)

IFR Traffic

Approach

Innsbruck has two "standard" (and a rarely used third RNAV) approaches, but "standard" is relative: You have to land visually on rwy08 or rwy26 (either approach):

LOC DME East approach: This approach is most popular, but many pilots don't read the charts and surprise both themselves and controllers: It has a glideslope, so many aircraft think it is an ILS and discover their mistake some 100ft over ground that the runway is 5° offset and they need to land visually - funny manoevers happen.

LOC DME West approach: Pilots who don't read charts think that this approach directly leads to rwy 08. Some dive for it when they have runway in sight and end up with 280kt on short final. The correct descent leads over the airport and ends at 5000ft at AB, where a steep right turn leads them into the position of either continuing towards rwy26 or rwy08. This approach has no glideslope, so it is for cloud-breaking purpose only. Go-around is a straight climb-out to RTT NDB. Caution: LOC DME West is not part of standard FS2002 and 2004 (but included in X-Plane 9). It is recommended (to APP) to check in advance, if the pilot is able to do this. Some pilots use the back course of LOC DME east with smashing mountainous results. This approach is challenging to anyone doing it for the first time. In fact, you almost need to prepare your aircraft for landing (flaps, gear, speed) above KTI. If you want to be polite, you tell them and send them into the KTI holding until speed is down.

RNAV 0.3 (RNP) arrival: This approach is very rare and on pilot request only (as aircraft have to be equipped with GPS with 0.3nm accuracy). The approach is very similar to Special LOC DME East approach. This approach leads into rwy 26 only. Go-around is different - a RNAV turn in the upper Inn valley and return to RTT NDB.

Visual Landing

All approaches meet at AB NDB. From there, there are two ways to the runway (see [visual approach chart]:

• rwy26: For east approach, this is almost straight-in. For DME west approach, a steep right hand circle into final.
• rwy08 is tricky, as visual circling at slow speed begins.

Caution: It is TWR's responsibility to merge traffic arriving at AB NDB!

How to clear approaching aircraft to land

Approach is long, and many things happen in the meantime. Therefore, we recommend step-by-step clearances:

1. Clear all approaching aircraft with "report AB NDB". This is where all approaches meet and where pilots have to continue visually at the latest.
2. For straight-in approaches (DME east -> rwy26), clear to land, if possible (or issue "expect late clearance").
3. For circling approaches (DME west and DME east->rwy08) clear "visual circling rwy 08, report turning into final", and then clear to land.

This step-by-step clearance helps to stay flexible if the situation changes. You could clear to land at fist contact at 13.000ft, but the plane would still be flying for several minutes before touchdown. Examples: LHA123 is just after RTT, descending into the valley.

LHA123: Innsbruck TWR, gutn Tach, LHA123 LOC DME East established.
TWR: LHA123, servus. Contintue, Wind 230° 4kt, expect rwy26, report AB NDB.
LHA123: will report AB, LHA123.

As LHA123 from the east is lower (RTT is 9500ft) and nearer (15 DME AB) than LOC DME west (FL130 and 18-20 DME AB), it will be first in, and LHA456 has to slow down (as 3-5nm is not enough separation). Anyway, for LOC DME West approach aircraft should prepare their aircraft at KTI for landing: Speed down, flaps down, and they might need speedbrakes up. It is a good precaution to tell this to pilots: West approach is steep and many aircraft get too fast and are in too early. The only way out would be a go-around to RTT.

LHA456: Innsbruck TWR, hallo, LHA456 LOC DME West established FL130.
TWR: LHA456, servus, continue, wind 230°4kt, expect rwy26, reduce to landing speed, report AB NDB.
LHA456: Reducing to landing speed, will report AB, LHA456.

Now LHA123 is near AB and sees the runway. He gets and clearance to land, plus traffic info, as the other acft is roughly 5-7nm away, head-on and above.

LHA123: LHA123, AB, runway in sight.
TWR: LHA123, traffic info: Approaching company airline on LOC DME West at 12 o'clock, 8000ft. Wind 230°4kt, rwy26 cleared to land.
LHA123: Traffic in sight, rwy26 cleared to land, LHA123.

As LHA123 is out of the way, LHA456 gets clearance further on into final, plus traffic info, and after reporting final, clearance to land. If there is no traffic around, TWR could clear him to land at once. Most likely, LHA123 is still busy vacating the runway, so landing clearance is not yet possible.

TWR: LHA456, approaching company acft on LOC DME west 6000ft at your 12 o'clock position. After AB continue visual circling rwy26, report final.
LHA456: Wilco, traffic in sight, LHA456.
LHA456: LHA456 on final 26, runway in sight.
TWR: LHA456, wind 230°4kt, rwy26 cleared to land.

Go-arounds

• Go-around rwy 26 is a steep left turn and climbout to RTT.
• Go-around rwy 08 is a straight climbout to RTT.
• Go-around of RNAV 0.3 RNP arrival rwy26 is along waypoints into the upper Inn valley where the aircraft does a steep left turn and returns the approach path to RTT - Nobody flies this.

Go-arounds go all the way back to RTT - that takes a lot of time and could mess up the next arriving aircraft. If there are other landing aircraft on LOC DME East, max rate of climb is necessary. Some pilots don't do this and must be reminded. To smart pilots, you can offer a visual circuit, leading them back to final via AB. A good phraseology is "go-around as published, or join [left|right] traffic pattern and report [position], report intentions" (you need to know his decision, though).

• 08 approaches fly a right hand pattern and should report turning into final.
• 26 approaches fly a left hand pattern and should report turning into final.

Departure

1) Easiest departure is via rwy08 (SIDs have xxxJ).The trouble is, that departure is very near to LOC DME east. It should be no problem, if pilots climb out with max rate of climb. However, they tend to depart fast-and-low instead. See section "spacing" for details, how to handle this. Some people are unable to fly anything else than this - in high traffic situations they have to wait, which quickly changes their minds.

2) Regular SIDs via Rwy26 should be chosen with higher traffic (SIDS have xxxH). Caution: Some pilots do not understand that ADILO1H has a left turn towards OEJ and a right turn towards INN and end up with a ...

3) straight-out visual departure Rwy 26, which is rare, but used on request. Pilots fly up the Inn until they are high enough for a direct routing to their next waypoint. In real life, Air Berlin requests this to show the Zugspitze to passengers. Expect pilots to turn right instead of left (leading directly into the Martinswand; the reason is that the turn is slightly more than 180° and autopilots turn the shorter side. In reality, no pilot has autopilot activated at that stage). It is a good idea to confirm "visual departure", as vectoring usually worsens the situation.

4) RNP 0.3 RNAV rwy 26 is available on pilot's request, and aircraft have to be equipped. This is in fact the only way out in bad visual conditions. Normally, aircraft fly this route until they are high enough for a direct routing.

5) Special Performance rwy08 has two departures: KPT1Z and RTT2Z have steep rates of climb and are available on pilot's request.

All departures have initial climb clearances to FL160.

Handoff

Handoff from TWR to APP is best, whenever departing aircraft are conflict-free. If no APP is present, then...

• Aircraft to Germany are directly handed over to EDMM_APP
• Aircraft to Italy are directly handed over to LIMM_CTR
• The rest goes to LOVV_CTR or UNICOM.

Föhn procedures

"Föhn" procedures are at pilot's request. Rarely used at VATSIM, as simulators can't simulate the strong and gusty southerly wind. Local pilots like to do it for fun, so you should know it. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent). Arrivals descend along the northern ridge between 8000 and 5000ft, were turbulence is least. North of the city, aircraft cross the city for a right hand base for rwy08 and a steep descent to pattern altitude. Base and final 08 are standard. Departures drift to the northern slope, where pilots climb in the least turbulent air.

Spacing

The best thrill of the Innsbruck TWR controller is spacing. As Innsbruck has few and narrow approaches and backtracks on runways, spacing is well beyond other airports. As a rule of thumb, the following spacings are necessary. The spacing reads like this: "How many miles final should be space when TWR gives lineup clearance?"

• arriving before arriving (same runway): 7nm (reason: you may need backtrack, if aircraft overshoot the exit)
• departing before arriving (same runway): 7nm (reason: you need backtrack of departing aircraft). Make sure the pilot is at the holding point and ready to roll before issuing lineup clearances.
• departing 26 before arriving rwy08: Arriving acft should be before AB NDB when departing aircraft takes off, and departing aircraft should have maximum rate of climb (they turn head-on, and departing aircraft should have 700ft more altitude!). Exception: If departure 26 is visual climb-out or RTT1X (departing aircraft flies up the valley and won't turn left).
• departing 08 and arriving 26: Arriving acft should have D18 OEV (=just reported LOC DME established), departing aircraft should have maximum rate of climb.
• arriving 26 before arriving 08: As the east-08 flies a visual circle, 5nm will fit, provided the east-26 leaves the runway quickly.
• arriving 08 before arriving 26: Well, if you really want to smash two aircraft in the middle of the runway.
• Merging West and East approach: Both approaches meet at AB NDB, with West at 5000ft and East at 4460ft. Strictly, this is enough vertical separation to lead a west approach aircraft (above) to visual circling 08 and a east approach aircraft to a straight-in 26 (vertical separation at approach 700ft), but it is tricky. Consider merging traffic with enough (7nm) horizontal separation over AB NDB.

Do not hesitate to give speed orders, if necessary and if it does not mess up arrival sequence.

Reduced runway separation

None that we know, as the risk is too high that an arriving aircraft overshoots the exit and needs a backtrack while the next aircraft lands and might do the same.

Radio Communication Failures for IFR

In real life, there are no predefined RCF procedures for Innsbruck for a good reason: In a narrow valley with lots of VFR and IFR traffic, this could have dangerous consequences if a big bird flies around without contact. There are company-specific rules negotiated between airline and Austrocontrol. As a rule-of-thumb:

• With RCF before landing clearance: go-around and divert to a different airport.
• RCF after landing clearance: land.

There are no published RCF procedures on VATSIM charts, so expect pilots do what they want and expect the unexpected - most probably they will fly the approach they have been cleared or (if there was no clearance yet) they have filed (KTI or RTT). Most appropriate behaviour of controllers would be to clear the way.

APP issues

Coordination with TWR

Coordination with TWR in Innsbruck is more important than on any other airport in Austria, because runway decision is tower, but has major consequences for arrival spacing. So you should do the following:

• TWR needs to tell APP default arrival runway so that APP can adjust spacing.
• APP needs to ask for exceptions (if pilots request the other runway and the like)
• TWR needs to tell all exceptions (other than default departure runway, visual climbouts etc.)
• It is a good idea that APP tells TWR if west approaches come in.