LOWI Primer

About this Document

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.

If you are a Pilot: The page LOWI for pilots is a better source for you, with more info on flying airplanes and less on controlling.

AIRAC status is 1302 from january 2013. Speaking of AIRACs: The last really correct sectorfile was 1213, but it lacks the ELMEM arrivals and departures. 1302 and later lack a dozen of (other!) SIDs, you have to patch the .ese file to make it work. Place the following code to the LOWI SIDs (look for RTT2X and paste it there):

SID:LOWI:08:RTT2Z:RW08 AB D0OEJ D0OEJ RTT
SID:LOWI:26:ADIL1H:RW26 RUM AB D0OEJ INN ADILO
SID:LOWI:26:KOGO2H:RUM D0OEJ RW26 AB RTT KOGOL D0OEJ
SID:LOWI:26:OBED2H:RW26 RUM AB D0OEJ D0OEJ RTT OBEDI
SID:LOWI:26:RAST3H:RUM RW26 AB D0OEJ D0OEJ RTT RASTA
SID:LOWI:26:RTT1Y:RW26 AB OEV13 RTT
SID:LOWI:26:RTT2H:RW26 RUM AB D0OEJ D0OEJ RTT
SID:LOWI:26:UNKE1H:RW26 D0OEJ RUM AB UNKEN RTT D0OEJ

This also means that there are some pilots with younger AIRAC cycles not able to fly the most basic departure routes. You could counter their unavailability by pointing out the charts: All the missing departures are non-RNAV - pilots could and should fly them by hand and radio navigation.

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), Innsbruck II (east) and Innsbruck III (south). 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 route points are mandatory reporting points (full triangle, except Golf) and TWR shall be contacted 3 min before reaching the initial entry point (M1, N1, W1, Brenner), even if those points being located outside the CTR.
• APP airspace (Area Tirol) reaches up to FL165. The airspace above is delegated to EDMM.

What that means for controlling Innsbruck

• Approach and go-arounds are especially long - a go-around adds up to 15min to flight time - more, if there is a holding to queue through.
• For LOWI_APP, the thrilling thing is to judge distances and speed far in advance: Decisions to merge different approaches (LOC DME East, West and ELMEM) are made some 5 minutes before planes actually meet, with little room for manoevre once the decision is made.
• For LOWI_TWR, there are many thrilling things: 1) you have tasks to do which other airports have a director for: final approach sequencing. You have to slow aircraft or speed them up, issue altitude restrictions and more (you won't give them headings - too much rock around, but rather orografic directions based on terrain). 2) Your task on top is to manage the merger of different approaches with VFR and more. 3) You even have to manage go-arounds, as they regularly get in conflict with your arrivals. 4) You don't have DEL or GND - you do it all. It's really fun to do!

Airport

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

X-Plane Screenshot of LOWI

Apron

• The far eastern part is for General Aviation (GAC East).
• The 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 aircraft 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".

Runway configurations

Be aware that a few factors restrict runway configurations, mainly: position in the valley and pilots' ability.

• Easiest config is outbound 08 / inbound 26. (Almost) all pilots can handle this. But this is an opposite configuration. In this case, outbound taxi is via A, and backtrack is only granted as long as arriving traffic is above RTT. Always instruct maximum rate of climb. This is the least efficient configuration - only at low traffic.

• Once this configuration gets crowded, you can only speed up lineup by 1) clearing departing traffic to A, 2) order arriving traffic short landing and hold on the runway short of A, and if this works out: 3) order departing to lineup and backtrack 08 and 4) order arriving to taxi via A to the apron.
• If short landing does not work out, the arriving has to taxi all the way back to B while the departing lines up and backtracks. You can ONLY do this, if the approach sequence is free from RTT to final - outbound aircraft need the airspace.

• Best high traffic situation is 26 only. Departing aircraft taxi via B and circle (with max rate of climb) and reach AB with 6000ft or more. With this, vertical separation is guaranteed and you can get aircraft in and out fast. Bear in mind that you need at least 5nm arriving distance in case a landing aircraft overshoots A. You need at least 7nm arriving distance to get an aircraft off the ground (backtrack and takeoff).

• The most common mistake is to forget a LOC DME West arrival which kisses the departing aircraft in mid-air. Also, you won't allow ELMEM arrivals (they go to 08 only).

• Föhn config is 08 only. Arriving aircraft must be able to circle. You need at least 10nm arriving distance to bring an aircraft out.

• High traffic trick: Best procedure is to issue backtrack 08 early, and at the moment the arriving aircraft is turning left at AB for circling, takeoff clearance is given (and the next arrival must be 10nm before AB to provide vertical separation).

• High End config is "as it comes": Use 26 and 08 as it fits, instruct pilots "on the fly" to change arrival runways and the like. Usually it is less efficient than 26only, but much more fun.

VFR Traffic

LOWI VFR routes old and new

(see the VFR chart, which is - hooray! courtesy of AustroControl and free for VACC users: it's 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.

See this graph with the new chart and its changes from the old. If you look for the old chart for historical purposes, it's still [here].

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 (for west: north and for east: south) and await light signals (or, in fact: they call in by phone).
• At VATSIM, expect RCF aircraft to do what they want, really... :-)

IFR Traffic

Approach

Innsbruck has two standard directions to fly in, but "standard" is relative: They are not straight-in and you have to land visually on rwy08 or rwy26 (either approach).

Visibility limits

Visibility limits are up to pilots. If visibility in the valley is below minimum standards for the approach, it is a courtesy to pilots to warn them, but decision is up to them. If you want to be "as real as it gets" and follow the Austrian AIP, then you could restrict...

• no IFR departure below ground visibility of 1.500m and ceiling below 1.500ft above the ground (which makes about 3.500ft altitude)

• no IFR Special performance departure below RVR 300m.

• In case of fog, haze or mist layers or blowing snow: RVR must be >1000 and visibility above the layers is 5km or more and no further clouds are below 3.100ft over ground (that makes 500ft altitude).

IFR from the East

LOC DME East 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 they head for the apron and a hangar - funny manoevers happen.

• Minimum visibility is 6 miles, as AB NDB is MAPt.
• Go-around is a challenge: Continue slow and max. rate of climb until D1 OEV, do a steep turn left and back to AB NDB, a 74° climbout until D14 OEV and then a straight RTT into the holding - expect pilots do whatever they can.

Special LOC DME East approach

...is the same as the "normal" LOC DME East, but has a lower decision heigt.

• The special approach is granted on pilot's request, and as the pilot has to monitor decision height, controllers can grant it and ignore the rest.
• MAPt is the outer marker, so minimum visibility should be 4,1 miles or more.

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 (and might mess up your runway config, if you have 08). Go-around is different - a RNAV turn in the upper Inn valley and return to RTT NDB.

• This arrival is the least to close when visibility declines: 2 miles is enough.

In fact, most virtual accidents happen on go-around. Those who most likely evade the mountains - if they don't hit a fellow airplane - are those who visually climb out the valley.

IFR from the West

LOC DME West Approach

LOC DME West approach

A challenge! A steep descent from KTI NDB over the airport to AB Locator at 5000ft, where a tight (visual) right turn leads them into the position of either continuing towards RWY26 or RWY08. 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 300kt on short final.

• This approach has no glideslope (hence LOC). Aircraft have to descend with v/s on and good planning. The descent levels at 5000ft above the outer marker with a few extra miles level flight for landing configuration (as aircraft will likely hit mountains flying the right turn with approach speed).

• 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 results.

• This approach is challenging to anyone doing it for the first time. Descent is steep and you need to be at 160kt for the right turn - in fact, you almost need to prepare your aircraft for landing (flaps, gear, speed 160kt) above KTI. If APP wants to be polite, he/she tells them and sends them into the KTI holding until speed is down. If controllers notice aircraft rushing down with more than 250kts, prepare to extend their downwind eastwards or order go-around.

• Go-around is the 08 departure route: 67° inbound OEJ and 65° outbound OEJ, past RTT NDB and a left turn into RTT holding.

• In real life, many pilots request "visual" before KTI, when they see the Inn valley is clear of fog or clouds and proceeding visually to RWY in use (yes, this may also include a downwind for RWY 26)As ATC, you can clear this on pilots request if it fits you.

• Visibility has to be extensive: LOC DME West is for cloud-breaking purpose only: cloud base must be more than 5000ft and visibility depends on aircraft category: 3km for A and B, 5km for C and D.

Special LOC DME West approach has been omitted by july 2011. Use standard LOC DME West approach.

RNAV arrival via ELMEM

Since this "visual" has become the rule for more and more aircraft, there is a new RNAV arrival via ELMEM covering exactly that, and it's quite thrilling: It starts at ELMEM and descends on GPS waypoints into the valley, and then pilots follow visually the GPS route until they have runway 08 in sight.

• This approach is for cloudbreaking only, and that means to controllers: No approach on this route with ceiling below 4100ft and visibility below 5km.

• Go-around is down the Inn valley via MATF (Missed Approach Transition Fixes): Aircraft are requested to fly fixes to avoid hitting scenic scenery. WI103 is equivalent to the outer marker and WI001 is RTT NDB. Aircraft should fly a teardrop entry (expect 80% not to know what that is).

Visual Landing

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

• rwy26: For east approach, this is almost straight-in. For DME west approach, a steep right hand circle into final.
• rwy08 For DME east approach, aircraft turn left towards INN and then circle right onto final. Aircraft almost need landing speed to turn. For DME west appraoch, aircraft turn right hard (landing speed!) over AB, fly left downwind as DME east approach and then turn right into final.

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 a reporting point which is no later than the MAPt:

• For LOC DME East and West, this is AB NDB
• for RNAV West, it's "runway in sight".
• for RNAV East, it's WI003, the outer marker.

1. For rwy26 (and RNAV West to 08), clear to land, if possible (or issue "expect late clearance"). Aircraft should not continue approach if they don't receive any of the two.
2. For circling approaches (DME west and DME east->rwy08) clear "visual circling rwy 08, report crosswind", 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 and you might have forgot, who has a landing clearance and who not.

One example with two aircraft: LHA123 is just after RTT for LOC DME East approach, and LHA456 at KTI for LOC DME West approach. 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:

LHA123: Innsbruck TWR, gutn Tach, Laipzich Air 123 LOC DME East established.
TWR: Leipzick air 123, servus. Contintue, Wind 230° 4kt, runway in use 26, report AB NDB.
LHA123: will report AB, LHA123.

Next is LHA456, who 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. Caution if you order speed down: There might be an aircraft behind - yu might need to check with APP.

LHA456: Innsbruck TWR, hallo, LHA456 LOC DME West established FL130.
TWR: LHA456, servus, continue, wind 230°4kt, runway in use 26, 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.
TWR: LHA123, traffic info: Approaching company airline on LOC DME West at 12 o'clock, 7000ft. Wind 230°4kt, rwy26 cleared to land.
LHA123: Traffic in sight, rwy26 cleared to land, LHA123.

As LHA123 is away from AB, 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 (Strictly speaking, both aircraft could meet at AB, as LOC DME West approach should be about 700ft higher. But it's close and you will have problems with lateral separation at final anyway. If you produced such a problem, you could order LHA456 circling 08 at landing speed and hope that LHA123 vacates quickly). Most likely, LHA123 is still busy vacating the runway, so landing clearance is not possible yet:

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.

Tricky conflict situations

Arriving/departing too close

Sometimes, aircraft come too close to each other, departing from 08 and arriving LOC DME East (mostly because aircraft climb out fast-and-low). What can you do?

• You could order the departing aircraft max rate of climb. This helps, if the pilot really does it, and if it's not a whale (747 or so). If it doesn't, you are still in trouble.

• You can give the arriving aircraft go-around, but this could make it even worse as flight paths may cross.

• You can order the departing aircraft visual climbout down the valley with max altitude well below the glidepath. Expect some funny reactions when you attempt to change a MD81 to visual.

• Most elegant solution: Separate both aircraft visually. To do this, ask the landing aircraft if he is able to perform visual landing left of the localizer. If yes, then clear him visual approach left side of the localizer and give traffic information. Then, clear the departing aircraft visual climbout left side of the valley and give traffic information. It may be a scary moment if two A320 pass in mid-air in the narrow valley, but it is legal.

It could sound like this, assume that DLH1 is departing and AUA2 is arriving:

LOWI_TWR: AUA 2, are you able for visual approach left of the localizer?
AUA2: Affirm able for visual approach left.
LOWI_TWR: AUA, cleared for visual approach left of the localizer, traffic information: departing A320 at your 1 o'clock position, passing right, confirm in sight.
AUA2: visual approach, traffic in sight, AUA2.
LOWI_TWR: Lufthansa 1, cleared visual departure left side of the valley, traffic information: arriving B737 passing right, confirm in sight.
DLH2: visual departure left side, traffic in sight, DLH2.

Departing aircraft are too slow lining up

Sometimes, departing aircraft are too slow lining up and backtracking for takeoff. This will result in arriving aircraft on an occupied runway. What can you do with an approaching aircraft?

• You instruct departing aircraft to hold position and instruct arriving traffic to go around. But go-around in LOWI is very long and time-consuming: Aircraft have to climb all the way to RTT and back.
• Most elegant solution: If the pilot is able for visual manoever, you can offer him to circle visually and re-enter final. Once the aircraft is on downwind, quickly push departing aircraft out. That could sound like this:

LOWI_TWR: DLH1, hold position, say again: hold position, acknowledge.
DLH1: Holding position, DLH1.
LOWI_TWR: AUA2, go-around, say again: go around, or alternatively visual left traffic pattern, report intentions.
AUA2: Requesting visual traffic pattern, AUA2.
LOWI_TWR: AUA2, cleared visual left hand pattern at 3500ft or above, report ready for base turn over AB, 
(after AUA2 is away over the airport:)
LOWI_TWR: DLH1, cleared for immediate takeoff, expedite.

This manoever works with 26-only and 08-only, just the other way around.

Aircraft meeting at AB NDB

Absam NDB is the focal point for almost every approach and departure - things can get really nasty there.

It could either happen, that two aircraft from LOC DME East and West meet head-on at AB NDB, or that a go-around from 08 kisses an arriving aircraft from LOC DME West. Both are really difficult situations which they cannot resolve on themselves, as TCAS might advise them to something that terrain won't allow (and TCAS is first, ATC is next). What can you do? First, you have to bear in mind, that any solution might cause the next problem (and you have a chain of problems to fix). Second: These are the options.

• Clear the LOC DME West arrival to level off at 6000ft. The LOC DME East arriving will pass well below. There is still room to descend while turning into final. Anyway, you might need to clear the LOC DME East for rwy26 and the West for rwy08 for separation.

• If you notice the problem early: Make one aircraft reduce to landing speed - better the East arrival, as the West descent is steep. Bear in mind that this might mess up arrival sequence behind.

• If a go-around gets in the way of an arriving LOC DME West: Separate laterally by clearing the go-around at 5000ft until AB NDB and the arriving at 6000ft. Bear in mind that restricting the go-around in altitude might make the next mess with following arrivals on LOC DME East.

Bear in mind: These are really tricky manoevers. You need experienced pilots and controllers to do it.

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, see the section above.

Departure

All departures are cleared FL160. When things are busy, you might need to decide on short notice if a pilot flies out 08 or 26, as some can only arrive 26 (and departing need to take 26 for spacing), and some can only depart 08 (and vice versa), and then Mirza comes along and ultimately wants to land circling 08 (:-). Controllers' delight are pilots who are able to change SID and approach at short notice. Controllers' headache are the others - in doubt, they have to wait on ground.

NEW Flight plan clearances

There is (almost) nothing special on flight plan clearances (which are done by TWR, there is no DEL in Innsbruck), except:

• If you clear a special performance SID (RTT1W, KPT1Z, RTT2Z, RTT1Y, RTT1X), you have to ask if the pilot (and his/her plane) is able to fly it. There are two reasons for an "unable": Not enough climb rate and no RNP0.3 equipment. If the pilot is unable, clear an alternative (RTT1W & RTT2Z->RTT2J, KPT1Z->ADILO1J, RTT1Y & RTT1X->RTT2H).

• Visual departures: put a note in the text field so that Approach knows, where he/she is up to. You might want to coordinate with APP before. Generally, all special departures are on pilot's request.

• Be careful on the initial climb altitude: Standard clearance is FL160. If an aircraft has a lower RFL, then this makes no sense, but take care: There are mountains around and you need to clear to the minimum safe altitude - if the RFL is too low, then you have to amend the flight plan to the next suitable FL. What is the minimum safe altitude and the matching FL? You have to calculate:

1. KPT departures have MSA 11.500ft. You have to add the safety distance (like you calculate TA and TL according to QNH: add 0 to 3000ft) and then take the next matching flight level. Example: For QNH 1019, it is: 11.500ft+1000ft=12.500ft. The next matching flight level (to the west: even) is FL140.

1. ADILO departures have MSA 13.000ft, and you have to calculate accordingly. For QNH 1019, it is: 13.000ft+1000ft=14.000ft -> FL140.

1. All departures east via RTT have the standard 11.000ft TA. Add the safety distance and you have the miminum RFL. For a flight to LOWS at QNH 1019, you take: 11.000ft+1.000ft=12.000ft -> FL130 (east=odd).

For information on TA and TL, see the Transition_Altitude_and_Level glossary !

Departure Rwy 08

08 is the "easy" way out, but don't expect it to be easy for controllers, as the SIDs can conflict with LOC DME East approach. If you don't have inbound traffic, the standard departure routes are fine. If you have, there are alternatives.

Standard departure routes 08

RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J all have the same pattern: out on runway heading, following the 067° OEJ in- and 065° outbound radial until 9.500ft, then a turn onto their next waypoint. If they are too low at RTT, they must fly by RTT to the right and then do a left turn back to RTT. APP will (and should) issue a direct order when the aircraft is clear of peaks.

Danger: All this SIDs conflict with LOC DME East approach, as climb rates are too low for vertical separation. If you have a LOC DME East inbound aircraft, then you must issue "max rate of climb" (and hope that aircraft can and pilots do), or reclear to RTT1W departure: It has a steeper climb rate and approach paths don't overlap - they just cross at approx. 7DME OEJ.

Also, some pilots don't have OEJ (which is not part of the Standard MSFS scenery), and they most likely fly anything to RTT.

Heaven knows what RTT2Z is really here for - it is identical to RTT2J. Any ideas? Please let me know.

Special SIDs 08

• RTT1W is a rocket departure: similar to RTT2J, but a steep climb rate (8.2%min.) and passes LOC DME East - first to the south, and then above. Aircraft should have 5.000ft at AB (just about enough to separate from LOC DME East, coming in at 4.300ft). If pilots don't climb enough, you are doomed.

• ADILO1J: ADILO1J has a steep right turn after OEJ and needs a double climb rate than the "standard" SID via RTT. As precaution, TWR should check with the pilot if able.

• KPT1Z has a higher rate of climb - pilots have to confirm.

Visual climbout 08

• Sometimes you notice too late that a departing jet darts out at 250kt and too low climb rate, AND you have a LOC DME east inbound aircraft. What can you do? separate them visually left-around. Let the departing aircraft fly out on the left (northern) side and let the arriving aircraft continue on the LOC, which is on the southern side. See the "tricky conflict situation" section above for details.

Departure Rwy 26

Standard SIDs 26

• RWY 26->RTT: RTT2H, OBEDI2H, RASTA3H, UNKEN1H, KOGOL2H have a common pattern: Max rate of climb on runway heading, a slight visual right and a steep visual left onto the 67° inbound and 65° outbound LOC OEJ. Expect pilots not to find OEJ (not part of the standard MSFS scenery) and fly out visually. If you have inbound traffic on LOC DME East, minimum climb rate is too low - use the special performance SIDs or order "max rate of climb".

Special SIDs 26

• RTT1Y is the max-rate-of-climb-alternative for the standard SIDs, if you have inbound traffic on LOC DME East. Aircraft must climb 5.4% or more and are clear of arriving traffic at AB NDB. The SID also passes AB slightly south and then crosses the approach part to the north (but not enough for IFR separation).

• ADILO1H has the visual circle left and a steep right turn after OEJ and needs a higher climb rate than the "standard" SID via RTT (6.5%). Aircraft should have enough altitude above AB NDB (5.000ft) to separate from LOC DME East approach, but you never know.

• RWY26 RNAV 0.3: Only for equipped aircraft. This route flies up the Inn valley along waypoints, turns around and flies back to WI001=RTT. In practice, aircraft fly this route with max rate of climb until clear of peaks and then a direct routing - the rest of the route is backup if anything goes wrong. On pilot's request only.

• There is a new ELMEM RNAV 0.3 departure - stay tuned for explanations, or in the meantime: see the charts.

Visual

• RWY 26 visual: Aircraft fly up the Inn valley until clear of peaks and then directly to their next waypoint. This departure often "happens": Pilots head for ADILO or KPT and forget that they have to turn twice. Instead of reminding them (then they turn too late and smash the mountain below KTI), you can reclear them "visual climbout west" to avoid even more trouble (controllers' benefit: They are out of the way then!)

Common mistakes by pilots

• To RTT, many pilots tend to depart fast-and-low instead of slow-and-high. If you have arriving traffic at LOC DME East, then remind pilots (2, 3 times) of a max rate of climb. If they have 5.000ft at AB NDB, they climb enough.

• On rwy26 departures, some pilots turn right instead of left, doing a CFIT into the Martinswand; the reason is that the left turn is slightly more than 180° and many autopilots (like the x-plane standard AP) turn the shorter side. In reality, a pilot with activated autopilot at that stage ends in a coffin or in jail. IF pilots fly out somehow strangely, it is a good idea to confirm "visual climbout west", as vectoring usually worsens the situation.

• Some pilots do not understand that ADILO1H has a left turn towards OEJ and a right turn towards INN and end up with visual climbout. Not your problem unless you have VFR traffic in the W or N corner.

Föhn procedures

"Föhn" procedures are at pilot's request. Rarely used at VATSIM, as simulators can't simulate the strong (5-20kt) and gusty (20-40kt) winds. Local pilots like to do it for fun, so you should know it. The wind situation at Föhn is tricky: Wind breaks in through the Brenner valley from the South and (with escalating Foehn) drifting down the northern slope, dividing over Innsbruck to the West AND the East. As the airport is west of the city, local winds at the airport are from calm to easterly, where everything a bit higher up is full of gust and windshear. People will need vomit bags and pilots need good nerves.

Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

• Arrivals descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive through the turbulence for base and final rwy08.

• Departures drift to the northern slope, where pilots climb in the least turbulent air.

• ADILO departures also climb on the northern slope and turn westwards above the turbulent area.

• KPT departures are not recommended, as this SID turns very early = low in the middle of turbulence and passengers might feel like in a washing machine.

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 "conservative guesses" - you will most likely be on the safe side If you have the balls (and pilots can fly), you can shorten ist on your own risk :-)

• arriving before arriving (same runway): 7nm (reason: you may need backtrack, if aircraft overshoot the exit). You could shorten to 3-4nm, if the aircraft is able for a short landing without backtrack (issue go-around when the first aircraft overshoots 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 - 10 seconds make a difference. You can shorten to 4nm, if departing aircraft is able for intersection takeoff.

• 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 before arriving 26: Arriving acft should have D18 OEV (=just reported LOC DME established), departing aircraft should have maximum rate of climb.

• departing 08 before arriving 08: For takeoff clearance, Arriving aircraft should be after AB NDB turning into downwind or before D18 OEV to avoid conflict.

• arriving 26 before arriving 08: As the east-08 flies a visual circle, 5nm will fit.

• 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. This is neither enough vertical nor horizontal separation. Consider merging traffic with enough (7nm) horizontal separation over AB NDB. You could shorten this to 3nm separation, if the first plane ist LOC DME East and you clear him into 26 and the second ist LOC DME west and you clear him circling 08. You must be very fit if the LOC DME East aircraft does a last-second-go-around: The planes will meet head-on on downwind, and you have to separate them visually (both to their left) in seconds.

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

Reduced runway separation

None, 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, expect:

• With RCF before approach clearance and handover to TWR: divert to a different airport.
• RCF after approach clearance and handover to TWR: land - TWR should clear the way. Check, if the aircraft has received the runway to expect - if not: Where will it 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. In real life, aircraft call in by mobile phone.

Handoff

Handoff TWR->APP

Handoff from TWR to APP is best, whenever departing aircraft are conflict-free. It makes sense to have conflicting aircraft on the same frequency. Consider the example of an arriving LOC DME East (with APP) and a departing rwy08. They fly head-on. Either TWR gives the aircraft to APP (and APP monitors the possible conflict), or TWR waits for APP to receive the arriving aircraft (and TWR clears the conflict). Teamspeak is very handy at that situation.

Handoff is somehow tricky, if not all stations are online, because there are delegations. The hierarchy for handoffs is as follows:

Departure

Departures are straightforward, if Austrian upstream stations are online. If not, then handoff is tricky, as airspace above LOWI_APP is delegated to Munich. Therefore, handoff is handled in the following order:

|---------------------------------------------------------------------|
| 0.  LOWI_TWR 120.10                                                 |
|---------------------------------------------------------------------|
| 1.  LOWI_APP 119.27                                                 |
|---------------------------------------------------------------------|
| 2.  LOVV-CTR 134.35                                                 |
|---------------------------------------------------------------------|
| 3.  to UNICOM and above FL160 ...         | UNICOM for all SID to   |
|-------------------------------------------| LS, LO and LI airspaces |
| 3a. EDMM-K-CTR 124.05 | EDDM-C-CTR 133,67 |                         |
|     (Kempten)         | (Chiem)           |                         |
|     (ADILO-MOGDI, KPT)| (for KOGOL, UNKEN)|                         |
|                       --------------------|                         |
| 3b. (all to EDDM-K-CTR if C-CTR offline)  |                         |
|-------------------------------------------|                         |
| 3c. EDDM-R-CTR 132.550 (Roding)           |                         |
| 3d. EDDM-A-CTR 129.100 (Allersberg)       |                         |
|-------------------------------------------|                         |
|                                                                     |
|---------------------------------------------------------------------|

Departures to EDDM airport (usually with a FL below 160) are eclectic: Sometimes, Munich Approach takes them, sometimes not - enquire with partner controller, if online.

Arrivals

If no LOWI_APP and no LOVV_CTR is present, then aircraft are cleared by München FIR:

TULSI arrivals are cleared at FL150 until TULSI, further released for descent at FL130 (they fly to RTT).
DCT ALGOI arrivals are cleared FL180, further released for descent to FL150 (they fly KTI).

The point to pick pilots up for LOWW_TWR is when established on the LOCs. If they call earlier (which they regularly do), then tell them to continue at their discretion and call back when established:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, you are still outside my airspace, continue at your discretion and report when established on the localizer.

(you can be nice and add: "for your information: this means leaving RTT at 10.000ft with heading 210 ....")

(This reflects the LoA München FIR/Wien FIR from 1.11.2012)

Handoff to APP->TWR

whenever LOC is established.

APP issues

...still to come! Who is licensed as APP controller to fill this gap?

Coordination APP-TWR

Coordination with TWR in Innsbruck is more important than on any other airport in Austria, because runway decision is tower (and might change on short notice), 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.

A good help is if the two stations listen to the other's radio (Euroscope: Listen to frequency, and hardware setup: output line 2 to a different speaker), then most coordination problems never occur.

Weather minima

At VATSIM, weather minima are sort of - virtual, by definition. However, we have METAR to have a guess on the weather out there and can follow these conditions.

For Innsbruck, there are no LVP (low visibility procedures) as such. There are minima which are relevant first to the pilot, second to Tower controller.

VFR flight

In real life, there are no special rules for VFR flight, therefore the minima for airspaces apply. Innsbruck CTR is B, and that means:

• up to 10.000ft 5km, above that 8km flight visibility AND
• free of clouds.

TWR can issue a warning at entry clearance that weather is below VMC, if METAR suggests that:

LOWI_TWR: OE-LBN, weather information: flight visibility probably below VMC: visibility 4km, broken clouds with base at 3500ft.

IFR arrivals

• Aircraft category A-B: 3km flight visibility

  For LOC DME East this means: At 1,6nm OEV DME you should see ground, slopes and the runway or go around.

  For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away (if you don't see the slope, you can't turn without hitting it).

• Aircraft category C-D: 5km flight visibility

  For LOC DME East this means: At about 3nm OEV DME you should see ground, slopes and the runway or go around.

  For LOC DME West this means: Overflying the airport, you should see the airport which is roughly 1,5km below you, and at AB DNB you should see ground and the right mountain slope, which is a good 2km away.

It is up to pilots to monitor conditions at landing!

IFR departures

• Ground visibility: 1.500m AND
• Ceiling: 1.500m
• Exception 1: for Special Performance Departure: RVR 300m.
• Exception 2: For departure from Rwy 08, if low fog, mist or snow blowing over the airport:

  RVR 600m AND

  visibility >5km above this layer AND

  no further clouds 3.100ft AAL

It is up to pilots to monitor conditions, but Tower may deny takeoff clearance if visibility is below minima according to METAR. Tower may offer the RNP 0.3 departure instead, or issue a warning

LOWI_TWR: Speedbird xxx, ground visibility is 1.400m, that is below IMC, are you able for RNP 0.3 RNAV departure runway 26?
BAAxxx: Negative, Speedbird xxx, we continue with present clearance.
LOWI_TWR: Speedbird xxx, in this case: go ahead with present clearance, wind calm, runway 26 cleared for takeoff.

LOWI_TWR: Speedbird xxx, RVR 700m, ceiling at 4000ft, above that CAVOK, wind calm, rwy26 cleared for takeoff.