Study Guide

Diese Seite dient der Entwicklung der Trainingsdokumente der FIR Wien.

Geplante Dokumente

• Study Guide: Tower
• Study Guide: Radar
• Study Guide: Airport Details

Study Guide: Tower

Introduction

Tower is responsible for all movements on the runways as well as for all movements within the Control Zone (CTR): e.g. LOWW_TWR: 10NM radius, GND to 2500ft MSL).
Tower is also responsible for Ground and Delivery operations if they are not online. Tower also decides which runways are in use.

Resources
VATEUD-TD Radio Communication
Wikipedia: Buchstabentafel

Radio Communication - Basics

Because Communication is crucially important for Air Traffic Control a fixed format and syntax us used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are mostly conducted in English.

Basic Rules

In order to achieve the goals set above the following rules important:

• Listen before you talk

It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.

• Think before you talk

The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.

• As far as possible use standard phraseology and syntax

To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages.

Callsigns and Initial Contact

Ziffer/ Buchstabe	Wort	Aussprache (IPA)
I	India	[ˈɪndiː.ˌə]
J	Juliett	[ˈdʒuːliː.ˌɛt]
K	Kilo	[ˈkiːloʊ]
L	Lima	[ˈliːmə]
M	Mike	[maɪk]
N	November	[noʊ.ˈvɛmˌbɝ]
O	Oscar	[ˈɔːskə]
P	Papa	[pɑ.ˈpɑ]
Q	Quebec	[kɛ.ˈbɛk]
R	Romeo	[ˈɹoʊmiː.ˌoʊ]
S	Sierra	[siː.ˈɛˌɹə]
T	Tango	[ˈtæŋgoʊ]
U	Uniform	[ˈjuːniː.ˌfɔɹm]
V	Victor	[ˈvɪktə]
W	Whiskey	[ˈwɪskiː]
X	X-ray	[ˈɛksɹeɪ]
Y	Yankee	[ˈjæŋkiː]
Z	Zulu	[ˈzuːluː]

Ziffer/ Buchstabe	Wort	Aussprache (IPA)
0	Zero	[ˈziːɹoʊ]
1	One	[wʌn]
2	Two	[tuː]
3	Three	[tɹiː]
4	Four	[foʊɝ] oder [fɑʊɝ]
5	Five	[faɪf]
6	Six	[sɪks]
7	Seven	[ˈsɛvən]
8	Eight	[eɪt]
9	Nine	[ˈnaɪnɝ]
A	Alfa	[ˈælfə]
B	Bravo	[ˈbɹɑvoʊ]
C	Charlie	[ˈtʃɑɹliː]
D	Delta	[ˈdɛltɑ]
E	Echo	[ˈɛkoʊ]
F	Foxtrot	[ˈfɔːkstɹɔːt]
G	Golf	[gɔːlf]
H	Hotel	[hoʊ.ˈtɛl]

Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387). To pronounce these letters and digits the ICAO-Alphabet is used.

To initiate the contact between two stations an initial call has to be made. This call has the following structure:

• Station1: Station 2, Station 1, Message
  Station 2: Station 1, Station 2, Message
• e.g.: Austrian 251 is calling Wien Tower:
  AUA251: Wien Tower, Austrian 251, with you.
  LOWW_TWR: Austrian 251, Wien Tower, Servus!

In Subsequent calls the calling station part can be ommited.
When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message and reads back any required parts.. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message. Items that must always be read back in full are all clearances (including altitudes, heaings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback. There are also items that should not be read back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail. When giving an instruction the Callsign is stated at the beginning, when reading back you usually add it at the end of your transmission (although you are allowed to do it at the beginning too).
Examples:

• LOWW_APP: AUA251, turn left heading 290, descend to Altitude 5000 feet, QNH 1019.
  AUA251: Turn left heading 290, descending to altitude 5000 feet QNH 1019, AUA251
• LOWW_GND: OE-DLT, taxi to Holding Point Runway 29 via taxiway Exit 12, M and A1, give way to Speedbird Airbus A320 crossing you right to left on M.
  OE-DLT: Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way to Speedbird Airbus A320 on M, OE-DLT.
• LOWW_TWR: NLY2678, wind 330 degrees at 6 knots, Rwy 29, cleared for takeoff.
  NLY2678: Rwy 29, cleared for takeoff, NLY2678.

METAR and TAF

METAR
The word METAR comes from the French phrase "message d’observation météorologique régulière pour l’aviation". It is thought to be a contraction of the French words MÉTéorologique ("Weather") Aviation Régulière ("Routine").
A METAR is a codified observation message indicating airfield weather conditions observed at a given time. Such a message is established every hour, even sometimes every 30 minutes or shorter due to fast and heavy weather changes which affects the traffic flow.

Sample:
LOWW 011220Z 33007KT 280V020 3000 R34/1500 +RASH FEW040 BKN058TCU 16/07 Q1014 RETS WS RWY34 34231091 BECMG -SHRA SCT030CB

Detailed Explaination:

1.) Location Identifier: LOWW
The four-letter ICAO code of the observing location.

2.) Day of Month/Zulu Time: 011220Z

3.) Wind: 33007KT
Wind direction (true heading), rounded to the nearest ten degrees and always expressed as three digits. Direction can be given as VRB if wind direction is variable and wind speed is at most 3 knots.
plus
average wind speed of last 10 minutes in knots.
or
maximum gust wind speed in knots.
If it is calm, the wind is given as 00000KT.

4.) Variable Wind Direction: 280V020
This field is used if the total variation of wind direction during the last 10 minutes is 60 degrees or more and wind speed is more than 3 knots. The direction extrema are given in clockwise order

5.) Horizontal Visibility: 3000
Usually, only the minimum visibility is reported. If the minimum is less than 1500m and the maximum is over 5000m, the maximum visibility and its direction are indicated by a second visibility group following the minimum visibility.

6.) RVR Runway Visual Range: R34/1500
Runway designator and runway visibility in meters.

7.) Significant Weather: +RASH
Intensity is expressed by: + = heavy, - = light, nothing = moderate
Proximity is described by: VC = ViCinity (within 8km)

  BC = Banc - fog bench
  BL = Blowing
  DR = Drifting
  FZ = Freezing
  MI = Mince - thin fog layer
  SH = Shower
  TS = Thunderstorm
  DZ = Drizzle
  GR = Grêle - hail (diameter > 5mm)
  GS = Grêsil - hail (diameter < 5mm)
  IC = Ice Crystal
  PE = Ice Pellets
  RA = Rain
  SG = Snow Grains
  SN = Snow
  BR = Brume - mist (vis 1000 to 3000m)
  DU = Dust
  FG = Fog (vis < 1000m)
  FU = Fumée - smoke (vis < 3000m)
  HZ = Haze
  SA = Sand
  VA = Vulcanic Ashes
  DS = Dust Storm
  FC = Funnel Clouds
  PO = Dust Spins
  SQ = Squall
  SS = Sand Storm

8.) Clouds and Ceiling: FEW040 BKN058TCU

Cloud coverage:

  FEW = few - 1 to 2 octas
  SCT = scattered - 3 to 4 octas
  BKN = broken - 5 to 7 octas
  OVC = overcast - 8 octas

Cloud types:

  CB = cumulunimbus
  TCU = towering cumuli or cumulus congestus

Also common:

  SKC = Sky Clear (no clouds)
  OVC/// = clouds covering the sky and which base is below aerodrome level
  VV/// = sky not visible
  VV002 = vertical visibility is 200ft
  CAVOK = ceiling and visibility is OK (vis > 10km and SKC)

9.) Temperature and Dew Point: 16/07
The difference between temperature and dew pont is called "spread", the smaller the spread the higher the risk of precipitation.

10.) Pressure, QNH (altimeter setting): Q1014
QNH = 1014 hPa (hectopascals - 1hPa = 1mb - millibar)

11.) Recent Weather: RETS
Recent Thunderstorm
Also:

  RERA = recent rain
  RESN = recent snow
  NOSIG = no significant change

12.) Wind Shear: WS RWY34
Also:

  WS TKOF RWY 16 = windshear when taking of runway 16
  WS LDG RWY 34 = windshear when landing at runway 34
  WS ALL RWYS = windshear all runways

13.) Runway Status: 34231091
34 = runway 34
2 = wet
3 = covering 26 to 50% of runway surface
10 = 10mm thick
91 = braking action poor

Explaination:
1st and 2nd figure = runway designator
3rd figure = type of deposit on the runway

  0 = runway clean and dry
  1 = damp
  2 = wet
  3 = frost
  4 = snow
  5 = wet snow
  6 = slush
  7 = ice
  8 = compacted snow
  9 = snow drift
  / = unknown, removal in progress

4th figure = percentage of runway contamination

  1 = less than 10%
  2 = 11 to 25%
  3 = 26 to 50%
  4 = 51 to 100%
  / = unknown, removal in progress

5th and 6th figure = deposit thickness

  01 to 90 = millimeters
  92 = 10cm
  93 = 15cm
  94 = 20cm
  95 = 25cm
  96 = 30cm
  97 = 35cm
  98 = 40cm
  99 = unknown
  // = unable to measure

7th and 8th figure = braking action

  01 to 90 = coefficient 0.01 to 0.90
  or
  91 = poor
  92 = medium to poor
  93 = medium
  94 = medium to good
  95 = good
  99 = uncertain
  // = unknown

14.) Trend: BECMG -SHRA SCT030CB
Consists of following keywords and other METAR components:

  BECMG: becoming
  TEMPO: temporarily
  NOSIG: no significant change expected within 2 hours
  AT: at
  FM: from
  TL: until

15.) Remarks:
RMK followed by METAR components and miscellaneous abbreviations.


TAF Terminal Aerodrome Forecast
METAR describes the current weather conditions, a TAF message contains forecast information. Many of the elements are similar to those used in METARs. An example of a TAF message:

  LOWW 011400Z 011524 31008KT 9999 FEW040 BKN060 TX16/15Z TN10/24Z 
    TEMPO 1521 32013KT -SHRA BKN045 
    PROB30 
    TEMPO 1520 31015G25KT 6000 SHRA BKN040 FEW045TCU 
    BECMG 2324 CAVOK

The first two groups (LOWW 01140Z) are identical to METAR groups: location identifier and issuing day and time. The third group (011524) tells the period for which the forecast is given. The first two numbers denote day of month. The next four numbers give the validity hours. In this example, the forecast is valid from 15:00 to 24:00. After these code groups, a description of the forecast weather phenomena follows.

How is an Aerodrome Organized?

Der TWR (Flugplatzkontrollstelle) ist zuständig für den :

Flugplatzverkehr
Personen und Fahrzeugverkehr auf Manövrierflächen

Nachdem Follow-Me Fahrzeuge nicht mehr eingesetzt werden dürfen entfällt hier der zweite Punkt.
Die Flugplatzkontrollstelle kann nun auch weiter untergliedert werden in die Positionen Delivery (DEL), Ground/Rollkontrolle (GND) sowie Tower/Turm (TWR).

Die nächst höher gelegene "Instanz" ist die APP (Anflugkontrollstelle)

Kontrollierte An- und Abflüge

Die Anflugkontrollstelle in Wien ist für An- und Abflüge zuständig und kann bei Bedarf sektorisiert werden. So kann man den LOWW_APP in jeweils einen Nord-Süd Sektor teilen, oder aber in einen Upper-Lower Sektor aufteilen. Zu Spitzenzeiten werden die Sektoren nach beiden Verfahren geteilt, noch dazu wird eine Director-Position eingerichtet, die LFZ vom Lower Approach auf das ILS führen.

Darüber befindet sich die ACC (CTR) Bezirkskontrollstelle

Für alle übrigen kontrollierten Flüge

Bei VATSIM bearbeitet der LOVV_CTR das gesamte Bundesgebiet und übernimmt auch die Tätigkeit des TWR & APP auf allen österreichischen Flughäfen, sollten diese nicht online sein. Das Gebiet Tirol & Vorarlberg über FL165 wird nicht von LOVV kontrolliert, sondern im Auftrag der ACG von der deutschen Flugsicherung mitbetreut (EDMM).
>br> Alle drei Kontrollstellen üben den Kontrolldienst gemäß §68 Abs.1 LVR aus und erfüllen folgende Aufgaben:

Sicherheit gewährleisten durch
 Vermeidung von Zusammenstößen zwischen Luftfahrzeugen
 Vermeidung von Zusammenstößen zwischen Luftfahrzeugen und Hindernissen auf den Manövrierflächen
Wirtschaftlichkeit gewährleisten durch raschen, flüssigen und geordneten Ablauf des Verkehrs

Diese Aufgaben gelten auch für den Controller in VATSIM, wenn auch aus anderen Beweggründen. In dem Wunsch so nahe an die Realität wie möglich zu kommen, sind diese Leitfäden unerlässlich.

Working Delivery Positions

Clearence Delivery is responsible for checking and correcting flightplans of departing aircraft.

Flightplan Structure

Flight plans are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.
For IFR flights, flight plans are used by air traffic control to initiate tracking and routing services. For VFR flights, their only purpose is to provide needed information should search and rescue operations be required.

Routing Types
Aircraft routing types used in flight planning are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.

Airway
Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs).
Navaid
Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.

Direct
Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.

Issuing IFR Routing Clearances

DEL gives routing clearances to all departing aircraft with the following information:

Destination of aircraft
SID (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
Squawk (Squawk assignments for LOWW are 4600 to 4620)
QNH (Local QNH of airport according to latest METAR)
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The bold marked points are mandatory, all other points are optional.

Normal construction of a routing clearence:

Callsign, cleared to XXXX via XXXXX XX departure, (climb initially 5000ft), Squawk 46XX, QNH XXXX

Example:

Austrian 125, cleared to Frankfurt via LUGIM 1C departure, climb initially 5000ft, Squawk 4601, QNH 1020.

After a correct read-back of the pilot hand-off him to next higher position (i.e. GND)

Working Ground Positions

Ground is responsible for all movements of aircraft on ground, except the movements on the runway. Ground takes over responsibility for Delivery if he is not online.

Start-up clearence
Start-up clearence can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less.

Austrian 125, start-up approved, (Temperature Minus 3)

Push-back clearence
Push-back clearence can be given if no other aircraft is passing behind and the parking position requires push-back (i.e. position at the gate, … [refer to charts])

Austrian 125, push-back approved”

Combination of both phrases
During low traffic you can use these two phrases together

Austrian 125, start(-up) and push(-back) approved

Taxi Instructions

The easiest way giving taxi instructions to aircraft is to:

Taxi outgoing aircraft on taxiway MIKE (former OSCAR) ASAP.
Taxi incoming aircraft on taxiway LIMA (former INDIA) ASAP.

In this way, collision of aircraft should be avoided. Incoming aircraft on runway 16/34 vacating via B3 to B10 should use taxiway DELTA and LIMA (former INDIA).

Ground Traffic Management

In case of a landing on runway 29 no aircraft is allowed to be in the extended runway centreline of runway 29 while landing aircraft is passing above. In this case aircraft should hold at ROMEO, FOXTROTT, SIERRA and GOLF and wait until the incoming aircraft touched down.
You can also advise aircraft to follow behind another aircraft or give way to other taxiing aircraft.

Austrian 125, follow Airbus 320 to holding-point runway 29
Austrian 125, give way to taxiing Airbus 320 passing from left to right

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as possible.

Austrian 125, contact Tower on 119.40

Intersection take-off
Intersection takeoffs can be granted by GND in coordination with TWR and in accordance or on pilot’s request.

Working Tower Positions

Tower is responsible for all movements on the runways as well as for all movements within the control zone (CTR), (10NM radius, GND to 2500ft MSL).
Tower is also responsible for ground and delivery if they are not online. He also decides which runways are in use.

ATIS

Bei der ATIS (Automatic Terminal Information Service) handelt es sich um eine automatisch generierte Informationsdurchsage für den Flugverkehr an größeren Flughäfen. Sie wird auf einer eigenen Frequenz in einer Endlosschleife gesendet und soll die aktiven Funkstationen am Flughafen entlasten.
Piloten, die unter IFR an- oder abfliegen, sind verpflichtet, vor dem Erstkontakt mit der zuständigen Flugverkehrskontrollstelle zunächst das ATIS abzuhören. Beim Erstkontakt nennt der Pilot den ATIS-Kennbuchbuchstaben, um dem Controller zu bestätigen, dass er die aktuelle Version abgehört hat.

Bestandteile einer ATIS Meldung:

Name des Flughafens
Laufender ATIS-Kennbuchstabe
Zeit der Beobachtung des Flugplatzwetters
Aktive Landebahn
Übergangshöhe
Windrichtung und -geschwindigkeit
Flugsichten
besondere Wetterlagen (z.B. Regen)
Hauptwolkenuntergrenze
Temperatur und Taupunkt
QNH
Änderungstrend

Die ATIS wird alle 30 Minuten oder bei signifikanten Wetteränderungen erneuert.

Determination of active Runways

The runway utilization concept for LOWW is based on the fact that the airport layout with it's crossing runways normally does not allow simultaneous approaches to both runways.
Whenever possible runwys 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft: independent runway configuration.

Possible runway configuratiosn are:

ARR RWY 11 / DEP RWY 16 >>> SE winds, if no simultaneous approach possible
ARR RWY 34 / DEP RWY 29 >>> calm/NW winds
ARR RWY 16 / DEP RWY 29 >>> calm/SW winds
ARR RWY 11/16sim. / DEP RWY 16 >>> calm/SE winds, simultaneous approach possible

Simultaneous approaches to runways 11 and 16 are conducted only at Tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible.
In case of technical uncertainties during final approach - that might be possible lead to a missed approach - aircrews are asked to inform ATC immediately.

Transition Altitude/Transition Level

Die Transition Altitude (TA) beträgt in Wien immer 5000 ft. Der Transition Level (TL) ergibt sich in Abhängigkeit zum aktuellen Luftdruck (QNH):

QNH      < 0977: TA + 3000 ft.
QNH 0978 - 1013: TA + 2000 ft.
QNH 1014 - 1050: TA + 1000 ft.
QNH 1051 >     : TA = TL

Zwischen der TA und dem TL befindet sich der Transition Layer, der einen Sicherheitsabstand von mindestens 1000 ft. zwischen dem "unteren Bereich" (Airport Elevation bis A5000 ft.) und dem "oberen Bereich" (Standard Luftdruck 1013 hPa bis Untergrenze TL) gewährleistet. Dadurch werden gefährliche Überschneidungen zwischen dem an- und abfliegenden Verkehr vermieden.

Runway Separation

The runway utilization concept for LOWW is based on the fact that the airport layout with its crossing runways normally does *not allow simultaneous approaches* to both runways. Whenever possible, runways 11/29 and 16/34 will be used independently to allow departures on one runway (normally 16 or 29) while using the other runway for landing aircraft (independent runway configuration).

Possible runway configurations are: ARR 11, DEP 16: SE winds, if no sim. apps possible* ARR 34, DEP 34: calm/NW winds ARR 16, DEP 29: calm/SW winds ARR 11/16 sim, DEP 16: calm/SE winds, if sim apps possible* * Simultaneous approaches to runways 11 and 16 are possible only at tower's discretion during certain weather conditions (visual reduction of separation). Aircrews are advised to show landing lights as soon as possible. In case of technical uncertainties during final approach that might possibly lead to a missed approach, aircrews are asked to inform ATC immediately.

Merging Departing and Arriving Traffic

• Wake Turbulence Separation
• Conditional Clearances

VFR Traffic - Differences

VFR traffic can enter/leave the control zone (CTR) via sector SIERRA (to the south), sector ECHO (to the east) and along the Danube river on the route Klosterneuburg – Freudenau. Maximum altitude in these sectors is 1500ft or according to the VFR charts published online at vacc-sag.org.
VFR flights should be guided into downwind, base and final for landing.

Used phrases:

OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,
QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau)
OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

OE-AGA, enter downwind for runway 29, report on downwind
OE-AGA, enter base for runway 29, report on base

VFR Flights get their Clearence from Delivery as well. After startup, they will contact Tower for taxi. A possible VFR Clearence could be:

OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß oder darunter,
QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.
OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below, QNH 1014, Squawk 4607,
right turn after departure as soon as possible.

OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
OE-AGA, climb 3500 feet, report Donauturm.

Note that Wien Tower/Turm can also be contacted in German.

Separation
Minimum separation between departing / arriving aircraft is 3NM

Use of the word take-off
The word take-off should only be used in combination with the take-off clearence (cleared for take-off). For other phrases use the word departure (ready for departure – NOT ready for take-off).

Special Situations (High Traffic, Slots, ...)

Visual Approches, Approaches using "Own Separation"
Visual Approaches will be issued whenever the traffic situation permits. Due to several noise sensitive areas in the vicinity of Vienna Airport, LOWW_APP has to impose certain restrictions on visual approaches. NO visual or short approaches will be issued in the right-hand circuit for runway 16 and in the left-hand circuit for runway 11 (City of Vienna).
Aircraft instructed to "maintain own separation" during final approach are expected to maintain a safe and efficient separation (normally less than 2,5 NM) to the preceding landing aircraft.

Study Guide: Radar

Airspace Structure

LOWW is located very close to the Austrian state boundaries with Hungary, Slovakia and the Czech Republik and space within the TMA (Terminal Maneuvering Area) is very limited.
Arrivals are being transferred to LOWW_APP by five independently working ACC sectors (LKAA/ACC Praha, LZBB/ACC Bratislava, LHCC/ACC Budapest, ACC Wien South, ACC Wien North). Therefore final decisions on the arrival sequence are normally made at a distance of approximately 40 NM from touchdown.

LOWW_APP itself operates up to four different sectors, depending on the amount of traffic. Two Upper Radar sectors specify the arrival sequence for the Lower Sectors. Upper Sectors are operated between FL240 and FL110.

The Lower Radar (FL100 and below) will then make final decisions on the arrival sequence by transferring arriving aircraft to the Director, who issues vectors onto the final approach track and sets up a safe flow of landing traffic. Unless otherwise instructed, initial contact on Director frequency (normally 119.800) shall be made by stating the callsign only in order to reduce frequency load.

When the appropriate spacing is assured until touchdown, Director will transfer the arriving aircraft to Tower.

Seperation and Sequencing Techniques

Planning

LOWW_APP is aiming at a maximum of 15 minutes flight extension for sequencing of arrivals to LOWW within the TMA (Terminal Maneuvering Area). Arriving aircraft will normally get radar vectors to one common downwind.

Speed Control

For efficient sequencing and spacing of arriving aircraft LOWW_APP will instruct specific indicated airspeeds to be maintained (speed control). Aircrews are expected to maintain instructed speeds as accurately as possible. In case of unability to maintain instructed speed (weather reasons, operating limitations etc.) ATC has to be informed immediately.

Abnormal Situations - Emergencies, Radio Failures

All Weather Operations (AWO)
With Low Visibility Procedures in operation, standard approach runway will be runway 16.
Arrivals will be vectored out of the holdings into the left hand circuit for runway 16. Approximate track distance from the holdings to touchdown shall be calculated with 40 to 70 nautical miles.

Study Guide: Airport Details

LOWW

WIEN SCHWECHAT

LOWL

Pisten

09/27

Beton mit 3 Kilometer Länge und 60 Meter Breite

Anflugverfahren

ILS
 - Richtung 27 bis CAT IIIb (109.30, Finalapproachtrack: 266°)
 - Richtung 09 nur CAT I (110.55, Finalapproachtrack: 086°)
VOR (LNZ, 116.600)
 - Primär Richtung 09 (Radial 086)
 - Mit Platzrundenanflug Richtung 27 (Radial 086, Wegbrechen nach Süden)
NDB (LNZ 327)
 - Primär Richtung 27 (Radial 266)
 - Mit Platzrundenanflug Richtung 09 (Radial 266, Wegbrechen nach Süden)

09/27 Gras

Graspiste mit 660 Meter Länge und 45 Meter Breite. Gegenwärtig geschlossen (NOTAM B0257/08)

Anflugverfahren

Nur Sichtanflug!

ATC-Stationen in Linz

In Linz gibt es folgende zwei Stationen:

• LOWL_TWR (Linz Turm) auf 118.800
  
• LOWL_APP (Linz Radar) auf 129.620

SIDs

Folgende SIDs sind in Linz vorhanden (sortiert nach Himmelsrichtung und alphabetisch):

• Nord-Westen
  • PABSA
• Norden
  • ADLET
  • FRE
• Osten
  • MASUR
  • STO
• Süd-Osten
  • GAMLI
  • GRZ
• Süden
  • OGRUB
• Westen
  • SBG
  • SUBEN

Besonderheiten in Linz

• In Linz dürfen Platzrundenanflüge (Visualcirclings) nur in südliche Richtung gemacht werden!
• Der Bereich, welcher südlich der Piste 27-09 ist, ist militärisches Gelände!
• Für größere Flugzeugtypen stehen in Linz folgende Parkpositionen zur Verfügung:
  • Position 13 bis zur Boeing 747-400
  • Position 11 auch bis Boeing 747-400 (Wenn auf 11 und 13 B744 sind, kein Platz auf 12)

LOWS

SALZBURG MAXGLAN

Pisten

16//34

Beton mit 2.75 Kilometer Länge und 45 Meter Breite

Anflugverfahren

ILS
 -Richtung 16 bis Special CATIII (109.90 OES, Finalapproachtrack: 156°)
NDB (SBG 382.0)
 -Primär Richtung 16 (Radial 156)
Visual Circling
-Richtung 16 bis SI 410.0 (Radial 336, wegbrechen nach links)

ATC Stationen in Salzburg

in Salzburg gibt es folgende Stationen

• LOWS_DEL (Salzburg Delivery) auf 121.750
• LOWS_TWR (Salzburg Tower) auf 118.100
• LOWS_APP (Salzburg Radar) auf 123.720
• LOWS_F_APP (Salzburg Director) auf 134.970

LOWI

INNSBRUCK KRANEBITTEN

LOWK

KLAGENFURT ALPE ADRIA AIRPORT

LOWG

GRAZ THALERHOF