Difference between revisions of "LOWI Primer"
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==VFR Traffic== | ==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 [[http://www.ead.eurocontrol.int/eadcms/eadsite/index.php.html here]]). | ||
| + | '''Important: There are new routes as of March 8th, 2012. Expect pilots turn up with charts of either generation, so we advise: | ||
| + | *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. | ||
| + | ==IFR Traffic== | ||
| + | ===Approach=== | ||
| + | Innsbruck has two thrilling approaches, which have one thing in common: They are for cloud-braking only, and you have to land visually on either rwy08 or rwy26 (either approach leads to either runway): | ||
| + | '''LOC DME East approach''': This approach is very peculiar: First, it is not aligned with the runway centerline - heading deviates 5 degrees north. Second, it has a glideslope, but the relevant figure is altitude according to DME, as charts publish - nobody follows this, really. Third: Many aircraft think it is an ILS and fly it until they notice that they would land on the apron - funny manoevers happen. The way to handle it as TWR controller: | ||
| + | *Tell them "report AB NDB or runway in sight, whichever first". | ||
| + | *If the pilot reports AB, then you have to ask "confirm runway in sight?". If not, the pilot should go around immediately (if you don't see the runway from AB then there might be weather conditions to close the airport). | ||
| + | *If the pilot reports AB, then the next clearance follows, according to the runway (see below). | ||
| + | The Go-around procedure is a steep left turn and climbout, which makes survival a thrill if they still cruise with 250kt. | ||
| + | '''LOC DME West approach''': To pilots who don't read charts, this approach directly leads to rwy 08, and some dive for it when they have runway in sight. In fact, this is near-suicidal. The descent goes over the airport and ends above AB, where a steep right turn leads them into the position of either continuing towards rwy26 or rwy08. | ||
| + | ===Landing=== | ||
| + | From AB NDB, there is two ways to the runway: | ||
| + | * direct final rwy26 is the easy thing. Visual approach. | ||
| + | * visual circling rwy08 is the tricky thing. | ||
| + | As TWR controller, the following clearances are recommended: | ||
| + | * For 26: either "cleared to land rwy26" (if free) or "expect late clearance runway 26" (if occupied) | ||
| + | * For 08: "cleared visual circling rwy 08, report final" (this avoids to forget his landing clearance). | ||
Revision as of 13:08, 23 March 2012
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 advise:
- 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.
IFR Traffic
Approach
Innsbruck has two thrilling approaches, which have one thing in common: They are for cloud-braking only, and you have to land visually on either rwy08 or rwy26 (either approach leads to either runway): LOC DME East approach: This approach is very peculiar: First, it is not aligned with the runway centerline - heading deviates 5 degrees north. Second, it has a glideslope, but the relevant figure is altitude according to DME, as charts publish - nobody follows this, really. Third: Many aircraft think it is an ILS and fly it until they notice that they would land on the apron - funny manoevers happen. The way to handle it as TWR controller:
- Tell them "report AB NDB or runway in sight, whichever first".
- If the pilot reports AB, then you have to ask "confirm runway in sight?". If not, the pilot should go around immediately (if you don't see the runway from AB then there might be weather conditions to close the airport).
- If the pilot reports AB, then the next clearance follows, according to the runway (see below).
The Go-around procedure is a steep left turn and climbout, which makes survival a thrill if they still cruise with 250kt. LOC DME West approach: To pilots who don't read charts, this approach directly leads to rwy 08, and some dive for it when they have runway in sight. In fact, this is near-suicidal. The descent goes over the airport and ends above AB, where a steep right turn leads them into the position of either continuing towards rwy26 or rwy08.
Landing
From AB NDB, there is two ways to the runway:
- direct final rwy26 is the easy thing. Visual approach.
- visual circling rwy08 is the tricky thing.
As TWR controller, the following clearances are recommended:
- For 26: either "cleared to land rwy26" (if free) or "expect late clearance runway 26" (if occupied)
- For 08: "cleared visual circling rwy 08, report final" (this avoids to forget his landing clearance).