LOWI for pilots

About this document

This wiki page is intended as a starter and briefer for first-time or inexperienced pilots to get into or out of Innsbruck/LOWI. The reason to write such a page is, that many people fly there. It is the default airport for X-Plane 9, is extremely beautiful to fly (great mountains, deep valley) and LOWI is quite challenging to fly. The result: VATSIM traffic regularly exceeds real-life traffic. Nevertheless, many pilots make fatal errors. They make controllers either laugh or swear and trigger go-arounds. If all VATSIM aircraft accidents around LOWI were real, the valley would be an enormous cemetery.

Status of this document is AIRAC 1302 with patches (the Navigraph cycles >1213 lack a dozen SID's).

The structure of this document covers in sequence

• arrival,
• approach,
• ground and
• departure.

Things you need to be able to do

Unlike other major airports, Innsbruck requires pilots to have certain basic skills, which you should train before trying to land here:

• Aviate: You must be able to fly your plane by hand: Keep it straight and level, make controlled (tight) turns while holding level, being able to descend and climb in a controlled way. This means that you are able to control speed, altitude, vertical speed and still be able to deploy/retract flaps, speedbrakes and gear.
• Navigate: You must be able to keep a course you have in mind (and in the chart next to you). You must be able to watch your radar and VOR instruments. Never point the nose of your aircraft where your mind hasn't been a minute before.
• Communicate: If you fly online@vatsim, you also have to be able to talk and listen to ATC too, report positions, give readbacks, and remember clearances. A note from us controllers: When traffic is heavy, we strongly ask for voice or - at least - voice receive. Communication is intense and in doubt, text users have to wait.

An example: On downwind for runway 08, you have to keep straight and maintain 3700-4000ft altitude and maintain terrain separation visually and put flaps and gear down and reduce to landing speed and watch one DME indicator to decrease first and increase to 3,6 when you have to turn for final, where you have to descend and bank 30° right and keep visual separation to terrain and read back your landing clearance. No wonder that large birds have two pilots.

One more thing: be reasonable with your aircraft selection. Consider airport elevation (1900ft), runway length (2000m), obstacles (mountains) and aircraft weight and you will find out that Concorde, A380, B747 and the like do not really fit with LOWI. Largest aircraft in real so far was an A330 weight restricted with fuel to Vienna only.

Charts you need to have

Do not even think of flying into Innsbruck without charts. Especially when flying online, expect diversion if you don't have them. The overview for all charts is here at the VATSIM Austria homepage. You need to study the charts in advance to understand them. Browse them together with this tutorial.

Overview from the air

LOWI is in a deep valley which runs east-west roughly. At a more detailed look, you see that exactly at Innsbruck the valley bends. This narrows the options to reach the airport without hitting a mountain: For large birds, only east and west are possible. For VFR, two more add to it: from the North via Seefeld (NOVEMBER route) and from the south (BRENNER-SIERRA). To VFR, see later.

IFR approach

The STAR chart (here) shows: You have three main approaches into the valley. There are two more which are visual and not charted. Be aware that almost all approaches lead to all runways - always with visual approach, some with steep turns.

Overview:

1. LOC DME East approach with (1.a) runway 26 and (1.b) circling runway 08
2. LOC DME West approach with (2.b) circling 26 and (2.b) double circling 08
3. RNAV (GNSS) Approach rwy 08 via ELMEM
4. RNAV (RNP) Rwy 26 via WI001=RTT NDB
5. Visual BRENO approach
6. Special Föhn approach

1. LOC DME EAST approach

... is the most common approach into Innsbruck. See the LOC DME East chart (here). This approach is fairly easy, but it's like getting a thread into a needle's hole: Don't miss it.

Be aware, that the phrase LOC DME East means something: The localizer OEV leads to the runway, but with a 5° offset to the north. Also, the primary means for descent is the profile as shown in the charts. Additional descent guidance is given by a glideslope, but the signal may by unreliable due to distance (nearly two times of a "standard" ILS and interference with mountains). It is intended to bring you close to the airport, but then you have to disconnect AP and land visually. See the Visual Approach Chart (here) for details.

1. Maybe you are told to enter the holding over RTT NDB (226° inbound,right turns, 1 minute. If you turn right, lift your feet to avoid touching mountains.)
2. when cleared LOC DME East approach, you leave RTT NDB at 10.000ft (local QNH!) with 210° and grab the OEV (111.10) localizer and glideslope. Strictly, the glideslope is only an indicator and you have to follow the altitude limits on the chart, but you might as well do the other way around: grab the glideslope and monitor altitude and OEV DME. Why that? Because in real life, the beacon could be mislead by reflections from the mountains.
3. When established on the LOC, you are transfered to Innsbruck Tower (120.10) who will tell you wind, which runway to expect, and to report Absam (AB NDB). Continue descent on the glideslope, slow down to reach AB NDB at 160kts or less.
4. Go-around is difficult, as there are mountains everywhere but behind you. You have to climb with max rate and at 1nm DME OEV turn tight left (1600m radius, that is roughly 25-30° bank). Watch out with Autopilot selection. The AP does not turn tight enough and usually has the tendency for a right turn, as most "next WP" (e.g AB, RTT) are north of the RWY C/L.

1a. Runway 26 for landing

This is the easy way, and still many pilots screw it up: After you reported AB NDB (OEV 6.3DME), Tower will clear to land. You disconnect your AP now and continue visually. If you don't see the runway: go around! Fly the go-around manually - too much terrain.

The one most common mistake here is to think that OEV is an ILS aligned with the RWY. Those folks smash some aircraft on the apron and hit the terminal building.

1b. Circling Runway 08 for landing

The other option is a visual circling approach to runway 08. The usual phrase on initial contact is:

LOWI_TWR: Leipzig Air 123, Innsbruck Tower, servus. Wind calm, expect circling runway 08, report AB Locator.

This clearance is valid all the way to runway 08 final. You have to report AB Locator, but you continue as charted. TWR may tell you to report other points: downwind (south of the airport), base or final.

1. Before AB Locator: set your radar altitude warning to 400ft - gives you a chime when you get too low.
2. Fly the OEV localizer and glideslope until AB Locator. Set your plane to approach (speed, flaps)
3. At AB Locator: You disconnect the AP and level off at 3700ft MSL - the chart is only a guideline, fly visually!
4. After AB, you turn left (230° is a guideline - fly visually!) which leads you towards INN NDB. The route leads you over the green fields on the left side below the Patscherkofel. Scary? Watch your altimeter and stay between 3700 and 4000ft. Caution: From here on, go-around is right around! The 400ft "minimums" warning will prevent you from getting too low.
5. Before reaching INN NDB (where you would hit trees) turn right for the right downwind past the airport, passing INN NDB slightly right.
6. On downwind, Prepare your plane for landing (speed, flaps, gear) and check your altitude again: 3700-4000ft.
7. Watch OEV DME (OEV is directly at the airport) decrease and increase again as you fly past the airport.
8. At 3.5nm DME OEV, do a sharp right turn and smoothly descend into the valley - don't be too shy, but don't dive.
9. With a bit of training you find yourself head on runway 08 for landing.

Common mistakes are:

• First too low: Pilots leave the AP with ILS on and get too low at AB. Disconnect early to level off at 3.700 (better 4.000) ft.
• AP on: Pilots fly the circle with heading and v/s mode of the Autopilot and hit the Patscherkofel cemetery. Fly by hand, this is what pilots are here for.
• Then too high: Pilots don't descend at the final turn and end up too high, desperately dive and land way too fast. You have to turn and descend (again, by hand). It is a nice, gradual descent - no need for a vomit-dive.

Special LOC DME East approach

... is a special performance for bad visibility: It starts the same as the normal LOC DME East approach, but you continue to fly the LOC and glideslope past AB DNB to the outer marker, where you have about 3.500ft and then do the circle (the dotted line on the visual approach chart here). You need to have a special performance (small) plane for this. In real life, this is rarely used, because with such bad visibility, aircraft are normally cleared for runway 26, unless there is strong easterly wind. When easterly wind is strong, bad visibility is unlikely.

2. LOC DME West Approach

IF you come from France, Switzerland or the like, you are most likely nearer the the LOC DME West approach. This approach is more challenging, and if you fail, then you go around to RTT for the East approach.

Caution for MSFS users: For this approach, you need the OEJ LLZ. In FS09/FS2004, this localizer is missing! You can buy [Gianni's "Approaching Innsbruck"] at Aerosoft or get this free patch [from the AVSIM library].

LOC DME West Approach

Arriving at KTI NDB

Mountains to the West are higher, so you level off at KTI NDB at 13.000ft (local QNH!). If you come from the South, you fly a teardrop entry as if you were to enter the holding, and maybe you must enter the holding too (fly past KTI, turn left to 284° for one minute, turn left for a 104° inbound vector back to KTI).

Grabbing the localizer

The usual ATC phrase is:

LOWI_APP: LHA123, cleared LOC DME West approach.

This means:

1. SLOW DOWN YOUR PLANE! Descent is steep and with a large bird, it is unlikely that you manage it with more than 160kts. Descend flaps and reduce speed accordingly. If you are unsure, prepare for landing (speed, flaps, gear) at KTI. A trap awaits you: If you don't slow down at the beginning, you will be too fast for flaps and gear to slow down later - go-around is the only escape.
2. Make sure you have the localizer OEJ 109.70 tuned and receive a signal before leaving KTI (If not, report to ATC and expect vectors to RTT NDB for a LOC DME East approach).
3. Turn your OBS to 67° radial.
4. Fly out of KTI at 104°.
5. Arm the localizer.
6. Join OEJ CRS 067° and descend according to the profile shown on the charts (IT IS A LOCALIZER ONLY, no glideslope guidance).

A thrilling experience to descend from the snow-capped mountains into the valley!

Most common mistakes at KTI

• Too fast: The western descent is twice as steep as the eastern and any ordinary descent into an airport. Once you are too fast to lower flaps, there is no way out except go-around.

• No localizer: OEJ (109.70) is NOT part of the standard FS2002 and 2004/FS09 sceneries (but included in X-Plane 9 and FSX). Check in advance, if you have it. Check over KTI, if you have the right localizer, and if not, request vectors to RTT (as you can't download and install the patch on the fly).

• Wrong localizer: Some pilots use the back course of LOC DME east (OEV), which gives smashing results in the Stubai mountains.

Descending on the localizer

Once established on the localizer, you are handed to Tower. Bear in mind:

• No, there is no glideslope - descend with v/s or manually.

• Watch speed, DME and altitude simultaneously (this is why large birds have two pilots!)

• Go-around is easy: 67° radial to OEJ and 65° radial out of OEJ to RTT. Don't miss it - mountains on all sides, and there may be arriving traffic on LOC DME East head-on (max rate of climb!).

• Bear in mind, where the approach ends: NOT at runway 08, but at 5000ft altitude over Absam (AB Locator). This means: You fly over the airport at about 7000ft.

• Arrive at AB Locator with 160kt or less. The final approach begins, and it is visual.

• If you have a light plane, you may opt for a visual approach via WHISKEY. To do this, you request it from APP before reaching KTI. You turn off course north of KTI into the valley - you could head for 08, if Tower permits. This is visual, so you can only do this when you have clear ground view.

Most common mistakes at descent

• too fast: Pilots who descend the glideslope with 250kts or more will unlikely to slow to 160 or below at the end and need to go around. Those who still turn right for final at AB NDB end up in the Sistrans cemetery.
• Dive for 08: Some pilots seem to think that the LOC DME West approach leads to runway 08 (deadly wrong!). When you see runway 08, you are still 5000ft above the airport. Pilots who try end up with a smashing 300kt landing on the LOWI cemetery. Luckily, the hospital is on the extended centerline 1nm down the runway, so maybe you crash close to help.

Two options are available again:

2a. Circling runway 26

Initial clearance from tower might look like this:

LOWI_TWR: LHA123, continue,  wind 300° 8kts, expect circling runway 26, report AB NDB.

This clearance is valid all the way to final. Report AB, but continue to final 26! When you reached AB NDB, the airport is behind you, you have to turn.

1. Disconnect the AP now!
2. If you have more than 160kt, ask TWR to extend your downwind beyond AB or go around (or crash when turning)
3. AB NDB is on the north side of the valley, so (see visual approach chart) you do a steep right turn into final (bank hard and be slow!), simultaneously descend visually to between 4000 and 3700ft. The valley has a step on the southern side and below 3700ft you end up in the Sistrans cemetery.
4. When the runway is ahead, continue descent and land.

2b. (Double) Circling runway 08

The clearance for this approach will be this, given to you at handshake on the localizer. Again, this clearance is valid all the way to final:

LOWI_TWR: LHA123, continue,  wind calm, expect circling runway 08, report AB NDB.

This means that you have to circle twice, and you need to fly this by hand.

1. At AB NDB, the first right turn leads you to the southern side of the valley (bank hard and be slow!) while holding altitude. Don't wait for the turn without reason - you mess up spacing of arriving aircraft. Request an extension from TWR if you need it.
2. Poceed towards INN NDB, descend 3700ft,
3. prepare for landing (speed, flaps, gear)
4. watch DME OEJ indicator increase to D14.1 OEJ,
5. turn-and-descend onto final runway 08.

Most common errors at visual approach from LOC DME West

• too fast at AB NDB (160kt or above) and turning anyway: You hit the Patscherkofel cemetery.
• continue descent after AB NDB: you hit the step in the valley at 3500ft and end up at the Sistrans cemetery. Maintain 3700ft or above while turning west.
• turning into final too early (before D14.1 OEJ) and forgetting to descend: You end up above the airport and need to go around.
• turning into final too slowly: You end up in the Martinswand cemetery.

3. RNAV (GNSS) Approach Rwy 08

There were times, where many planes from the North and West wanted an "easy-in" approach to runway 08: So they requested LOC DME West approach, but before reaching KTI NDB, they looked down to the left side, found the upper Inn valley free of clouds, and changed to visual approach. Maybe because of this practice, since AIRAC 1302 there is a new instrument approach, covering exactly that. It is not a complicated approach if you did your programming right, and it is a scenic combination of an instrument descent and a long visual part at the end:

You start your approach at ELMEM, where there is a holding (left around, 150° inbound, 1 minute, 13.000ft local QNH or above). You go straight in via GPS waypoints (program them with the charted altitude), where you need to bear in mind:

• ELMEM is IAF (initial fix): This is, where you should have your descent path identified.
• WI801 is IF (intermediate fix): Have it identified.
• WI802 is FAF (final approach fix): If you are not aligned on the descent path at that point, you have to notify approach and do another round.
• WI804 is MAPt (Missed approach point): At this point, you need to have clearance to land or to continue and have the necessary visibility (GPS descent ist for cloudbraking only), or go around. Minimum visibility is cloud above you when you reach 6000ft at MAPt, and visibility 5km or above.
• If you continue, you continue visually along the programmed go-around path and land runway 08.
• If you go around, cou climb and continue along the MATF (Missed Approach Transition Fixes) to WI001, which is RTT NDB for (most likely) another try via LOC DME East.

Most common mistakes:

• No visibility at MATF and still pilots continue. Very risky, and there are plenty of cemeteries around.
• Going around from MATF straight ahead and up: You will hit the Martinswand cemetery.
• No altitude monitoring and ending up way too high.

4. RNAV (RNP) Approach Rwy 08

Some aircraft are so sophisticated that they can't fly any approach without FMC (or are there any other reasons? Caution: irony). For these futuristic rockets, there is a RNAV approach from the East, which basically covers the LOC DME East approach. IT si fairly easy, if you have programmed it right:

• Descent starts at WI001 which is (surprise!) RTT NDB, where all other aircraft queue in the holding.
• You sink into the vally a bit to the left of LOC DME East, past WI003 (which is the outer marker) and end up dead ahead runway 08.
• MAPt is extremely late - so well suited for very bad weather: Decision altitude is 2660ft, that is about half way from the outer marker to the runway - some 2 miles before touchdown. You really need to see the runway at that distance.

• If you don't have further clearance or too little visibility, you go around, and that means: You continue flying your programmed route with FMC on: It goes up the valley where it opens again, where you do a steep left turn and go back the very same waypoints you came from to enter the RTT holding. Why that? It might happen that you are heavy or one engine is dead and you can't climb a lot. This route gives you more than plenty of time. In reality, you climb max rate, and once you are clear of peaks, APP will issue a direct to your next try (and KTI is nearer).

If you want to fly your aircraft, then this is the most boring approach, as the aircraft flies itself. Still, you can use this approach if visibility is nearing 3km.

Captain, the Enterprise is programmed so that a chimpanzee and two trainees could run her. (Captain:) Thank you Spock, I will try not to take that personally.

5. Special visual arrival BRENO

This approach is not charted anywhere and only at Pilots' request. When reaching BRENO, you can request a visual descent into the Wipptal, the valley leading from Brenner to Innsbruck. You are transferred to Innsbruck Tower, and then you fly on your own - usually with the request to report the airport in sight.

Depending on which runway Tower has given you, prepare for steep turns either left or right when you reach the main valley and join the visual approach patterns for runway 08 or 26. You might try this a few times offline before going online. Don't attempt to do this at Föhn conditions, where violent and turbulent southern winds wash you down into Innsbruck city center.

4. Föhn special visual arrival and departure

Föhn is a particular weather phenomenon common to Innsbruck. A southern depression pushes northwards and gets caught in the mountains, sending high, gusty and warm winds over the mountains on the southern side. Typical conditions are winds above 20kt and gust up to 40kt (there have been train wagons blown over at Föhn!). Typically, wind descends the Wipptal (from Brenner northwards), blowing like through a nozzle right over Innsbruck, dividing itself into a low Eastern and Western blow down and up the valley, where the strong wind above the peaks is south-north - makes up a nice windshear and turbulence. The least turbulence is on the northern slope, whereas the southern slope is full of rotors. As the airport is West of the city, local winds are typically easterly (maybe even calm due to cold air remaining) with heavy turbulence above. People will need vomit bags and pilots need good nerves.

"Föhn" procedures are at pilot's request. Föhn operations lead to rwy08only and are visual only (with Föhn, view is excellent).

• Arrivals come from RTT and descend high along the northern ridge between 8000 and 5000ft, were turbulence is least. Above the city, aircraft dive left-and-down through the turbulence for right turn, base and final rwy08. You can descend from KTI, if you have the balls to turn right in the middle of turbulence at AB NDB.

• Departures leave 08 with max rate of climb and drift left to the northern slope to climb out visually.

• 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.

VFR Approach and departure

LOWI VFR routes old and new

... is really nice in Innsbruck. Be aware of the following points:

• Innsbruck is a CTR, which means: Don't fly around uncontrolled. You have to say your intentions and cleared by Tower to do that. "Flying in the vicinity" is not an appropriate intention. "CTR" also means that you need to contact Innsbruck Tower 5 minutes prior to entry into the CTR.

• VFR charts have changed at the beginning of 2012. This tutorial only covers the new situation. Since August 2012, you are able to download the VFR chart (courtesy of AustroControl, thank you!]. See this graph of the new chart with changes from the old version.

• Helicopters from the heli station south or the airport (ICAO: LOJO, pronounced "Lojo" by Locals) are not part of the airport: You need clearance to fly in CTR, but TWR will tell you "takeoff at own discretion". Helis from the airport need a takeoff clearance.

• Gliders operating from the grass runway north of the tarmac is the same. Local procedures require winch operators or pilots to ask for CTR entry, but not for takeoff clearance. Same is for landing: If you operate within the glider area (see VFR chart), then act at your discretion. You might want to avoid a B777's wingtip turbulence though.

VFR entry

From the North: Mostly coming from Munich, aircraft us the wide valley at Mittenwald and Seefeld. What is called the NOVEMBER route (NOVEMBER1-NOVEMBER2-WHISKEY2-INDIA) lets you approach the airport from the West. You should contact LOWI_TWR at NOVEMBER 1 at the latest.

From the East: ... comes up the Inn valley and is called the MIKE-route (MIKE1-MIKE2-MIKE3). This route somehow criss-crosses the valley for a good reason: It nicely squeezes VFR traffic under and besides the LOC DME East approach. Watch your altitude when approaching: Between 8.500ft and FL125, there is the Innsbruck III SRA - a special requirement area requiring you to register with LOWI_TWR 5 minutes prior to entry (as if it were a CTR). The reason for this SRA is the IFR approach it covers. If you come out the Zillertal (south of MIKE1: FOXTROT), then you could request clearance direct FOXTROT-MIKE2: You will climb high and descend fast, and the route crosses the LOC DME East approach, so maybe you are cleared FOXTROT-MIKE1-MIKE2.

From the South is the route down the Brenner valley (BRENNER-SIERRA). Caution: Half way from BRENNER to the airport you encounter the INNSBRUCK III SRA, reaching from 7000ft to FL125. You need to be cleared to enter this SRA, so report to LOWI_TWR at BRENNER.

From the West is the Whiskey-Route (WHISKEY1-WHISKEY2-INDIA) down the Inn valley. Caution: Innsbruck I SRA between 6000ft and FL125, and you need to register 5 minutes before entering it. Usually, you get an upper limit of 3.500ft after WHISKEY2.

VFR Approach and Landing

... is quite eclectic - TWR will tell you which runway, where to hold and how to turn into final. DO NOT FLY NORTH OF THE AIRPORT without being told - Virtual rock climbers complain about the virtual holes and debris in the virtual mountains, made by virtual aircraft, and gliders operate there too.

VFR leaving CTR

... is just the other way around.

Want a nice VFR round?

• Fly out November route and turn right at November 1, crossing the Karwendel until Achensee, where you can descend and enter CTR at MIKE1.
• You can continue after MIKE1 across to FOXTROT up the Zillertal, fly up to the glacier-covered peaks and descend the valley to BRENNER, reporting back to land.

On the ground

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

X-Plane Screenshot of LOWI

*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.
• 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. LOJO is not part of the airport, but within the airport's CTR, so you need entry clearance by TWR and route to LOJO, but no landing clearance - land at your discretion. Taking off is the other way around: CTR entry clearance by TWR and takeoff at your discretion.
• 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, you are most likely to given instruction:

LOWI_TWR: LHA123, taxi to stand of your choice

IFR Departure

Caution (1): Innsbruck normally has no fixed runway configuration (unless required by wind). As heavy metal aircraft can only land runway 26 and only takeoff rwy08, expect to depart either way, or even be recleared from one direction to the other.

Caution (2): For most departures, you need OEJ VOR, which is not part of MSFS standard installations. Try X-Plane or look for an add-on, like [Gianni's "Approaching Innsbruck"] payware or fly an approximation.

SIDs out of runway 08

(See the SID 08 Chart here)

Standard SIDs via RTT

The following SIDs all have the same pattern: RTT2J, OBEDI2J, RASTA3J, UNKEN1J, KOGOL2J.

You are cleared to climb to FL160. You take off on runway heading from runway 08 (max rate of climb), until you grab the 067° inbound LOC OEJ. You continue the 065° outbound radial until at 9.500 ft. There, you will most likely receive a direct instruction to your waypoint from Innsbruck Approach. If you are too low, you must pass RTT NDB, do a left turn back to RTT and then continue.

Important: If Tower tells you "max rate of climb", then do so. It is likely that an LOC DME East inbound aircraft is on its way, which should be way below you. If you don't have 5.000 feet at AB NDB, you are not climbing enough. Standard climb rate is 4,8% minimum until passing 6700ft.

visual turn: ADILO1J

ADILO is to the west. How to get there from runway 08? Look at the chart: it's straight out to AB NDB and OEJ VOR (109,70 KHz) where you should have minimum 6000ft, then a steep right turn to INN NDB (420) and to ADILO.

Important: This SID is definitely "max rate of climb" - you won't manage the turn above OEJ at high-speed-and-low-altitude. The chart says that you need to climb at least 8,8% (535ft/nm) until OEJ and then 6,5% until completion of turn. Minimum bank is 25°. To be on the safe side: Stay below 170kt for the turn and set the bank to 30°.

"Rocket takeoffs" from 26

You don't need a fighter to perform these two SIDs, but it might help. Climb gradient is almost double the normal rate. They are available on Pilots' request, and controllers kiss the microphone if you can do it:

Special Performance KPT1Z

It is similar to ADILO1H, but you climb really hard (10% or 608ft/nm until INN NDB) to reach AB NDB at 5600ft or above, then make a steep right turn to meet INN at 9400ft (which is already almost clear of peaks). They you fly directly KPT VOR. Stay below 250kt (and well below for the turn) until 11000ft and have a bank angle of at least 25°.

Special Performance RTT 1W

Not that steep as ADILO1H, but still twice than its RTT2J sister. Minimum climb gradient is 8,2% until AB, thereafter 5,4% until passing 9.500 FT MSL. If you fear the worst, ask for RTT2J and you are fine.

SIDs out of runway 26

All SIDs out of runway 26 (except RTT1X, see below) start with a visual manoevre: The valley up the Inn is steep, but shortly after the airport it widens a bit. When you take off, configure your plane for slow-speed-and-max-rate-of-climb (165kt or below). You climb max rate, do a slight right turn to follow the big wall (Martinswand), and once above 3.200ft (terrain below!), you do a steeep (minimum 25° bank) left turn and grab the 67° inbound radial of OEJ (109,70). Make sure you receive the Localizer (Standard MSFS don't have it) and that you don't fly past the localizer to avoid the mountain.

Standard SIDs runway 26 via RTT

... are RTT2H, KOGOL2H, UNKEN1H, RASTA3H and OBEDI2H: After OEJ, continue at the 65° outbound radial of OEJ. Strictly, you fly by RTT right and turn back left to RTT to climb enough to continue (OBEDI: 13.000ft, RASTA: 12.000ft, KOGOL:11.000ft). In most cases you are high enough and will receive a direct instruction after clear of peaks, so you don't need to fly the loop.

Direct RTT fly-out: RTT1Y

... goes directly to RTT, but with headings and radials around AB NDB and RTT NDB: Depart visually as described (you are on the 067° inbound OEV radial). Passing over AB NDB (at 5000ft min! There may be arriving aircraft at 4.400ft below you!), you continue (visually - there is mountains around) heading 74° until you can change to 58° inbound RTT NDB. This SID is designed to allow for arriving aircraft at LOC DME East, so you MUST climb enough to pass AB NDB above 5000ft.

Steep right turn: ADILO1H

Adilo is to the West, but don't fly straight out west - there is some rock in the way. Instead, turn twice: after turning left onto 67° radial of OEJ to OEJ, there is a right turn to INN NDB and then further to ADILO. If you climbed max rate, you should be clear of peaks at OEJ and don't need to worry about the turn radius. If you are below 10.000ft, bank 25° and stay below 165kts. See the SID description in the chart: Climb minimum 6,5% (395ft/nm) until OEJ and 6,0% until completion of turn.

RNP 0.3 RNAV special performance departure rwy26: RTT1X

On pilots' request, and if your aircraft is equipped with GPS receiver of 0,3nm accuracy or below, there is a nice alternative: RTT1X. This SID uses a widening of the valley in the upper Inn for a turn. For this departure, you purely fly waypoints, and strictly spoken, this is the only non-visual departure from Innsbruck (try it in fog - you really need to trust your plane!). You fly LOWI-WI005, WI006, WI007, WI008, WI006, WI005, WI003, WI002 and RTT NDB. In real life, aircraft fly the SID until clear of peaks and then get a direct to the next waypoint.

(In real life, Air Berlin to Germany like to request this SID: They fly out to WI007 and are clear of peaks, turn north and show the Zugspitze to passengers!)

Most common error

...is to tune in the 67° bearing of OEJ into the VOR localizer or heading and engage the autopilot after takeoff. Why? Because most autopilots turn the shorter side, and the shorter side is a right turn! Expect smashing results in the Martinswand wall. Virtual rock climbers will complain about the noise and the debris.

Visual climbouts

... are available on pilots' request towards either side. You are cleared for a visual departure along the valley. Once clear of peaks, you get a direct to the next waypoint of your route.

Weather minima

At VATSIM, weather minima are sort of - virtual, by definition. Pilots can fly in and out with CAVOK. However, if you fly "as-real-as-it-gets", you have the real weather tuned in. This weather is offset about 30 minutes to the real METAR reports, and it is not exact: Simulators use random algorithms to produce weather which fits the METAR. That means, that every approaching plane has his/her personal weather. Therefore, decisions are up to the pilot. If you fly as-real-as-it-gets, you can follow the real rules for Innsbruck:

VFR flight

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

• up to 10.000ft 5km, 10-11.000ft 8km flight visibility AND
• free of clouds.

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 (But VATSIM controllers are polite - they don't like to deny anyone taking off - so it's most likely up to pilots again).

More information

• ... for controllers can be found in the LOWI_Primer
• A [LOC DME West approach from the cockpit on Youtube]
• A [TuiFly B737 on circling rwy08 on YouTube]
• A [real life LOC DME East approach for runway 26 on YouTube]
• The same with [visual circling runway 08]

Checklist

is an addition to show the sequence, when and where things have to be done, and can be found here: LOWI for pilots checklist