Study Guide: Approach

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the role of Approach Controllers

TMA Controllers (S3) includes approach and departure control services associated with a particular airport.

  • maintain an orderly flow of traffic
  • provide a separation service between aircraft
  • provide assistance to pilots

The greatest difference when you are starting you TMA-carreer will be the separation between approaching and departing traffic.
There are some separation in your airspace:

  • Vertical separation: should be at least RVSM 1000ft, Non-RVSM 2000ft. Austria uses RVSM (Reduced Vertical Seperation Minima). So you can use 1000ft up to FL410.
  • Horizonal separation:


Which possibilities i have to maintain the necessary separation?
You may use:

  • Lateral vectoring When issuing a heading to an aircraft, make sure that you are using a direction ending on 0 (zero) or on 5 (five).
  • Vertical vectoring: climbing or descending. For departing or arriving traffic you also can use a "stop climbing/descending at FLxxx" to avoid a conflict.
  • Speed limit: A controller may issue speed instructions within an aircrafts operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with "minimum clean" (means the lowest speed an aircraft can maintain without using flaps or spoilers) above FL100. The second is “minimum approach speed” which is the lowest speed an aircraft can maintain using both flaps and spoilers.


FAQs

How I work with STARs and Transitions?
STAR means Standard Instrument Arrival is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final.
Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing "transition and profile" the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft.

How to use a Holding?
The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more.
A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg.
If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance.
Also every holding has a minimum altitude.


What means MRVA?
Minimum Radar Vectoring Altitude: lowest altitude above MSL that can be used for IFR vectoring


When is the best moment for my handoff?
Out of conflict and early as possible.


What are Y and Z-flights?
Basically these are flights with a change between IFR/VFR

  • Y starts with IFR, changing to VFR (IFR cancellation)
  • Z starts with VFR, changing to IFR (IFR pickup)



Information about airspaces and airways can be found here: [1]

Details about air pressure and altitudes you will find here: [2]




local Procedures

LOWW

Frequencies:

LOWW_APP can be divided into up to six Sectors:

LOWW_APP LOWW_N_APP LOWW_S_APP LOWW_F_APP LOWW_D_APP LOWW_DEP
128.200 124.550 129.550 119.800 132.470 118.770
GND-FL105 FL105-FL245 FL105-FL245 1st Director 2nd Director Departure

The decision which sectors are used shall be based on traffic Situation.

Transition Altitude: 5000ft

Limits

- vertikal: GND - FL245 - lateral: see appendix and shown by sectorfile

Arrivals

  • LOVV_CTR should clear traffic for LOWW STAR. Hand-off 2 minutes before listed waypoints below:
VIA FL
MASUR at FL170
BARUG at FL170
NIGSI at FL180
  • LHCC: approaching traffic is maintaining FL140 over GIGOR
  • LZBB: arriving traffic via TOKVA has to maintain FL160 and via REKLU FL180
  • LKAA: FL 130 via MIKOV/LEDVA and FL170 via LANUX FL170

Departures

  • via UMBIL, OSPEN, SITNI, LUGIM and MOTIX cleared to FL200.

Those flights are released to LOVV_CTR for further climb within the Release Area South and Release Area West (see Appendix)

  • via LANUX, KOVEL, MIKOV, LEDVA cleared FL240 to LKAA_CTR.
  • via SASAL, STEIN cleared FL230 to LHCC_CTR
  • via ABLOM cleared FL150 (ABLOM FL130 or above) to LZBB_CTR.
  • LOWW to LOWL: maximum FL160 (hand-off to LOWL_APP)
  • LOWW to LOWG: maximum FL160 (hand-off to LOWG_APP)
  • LOWW to LOWS / LOWK / LOWI: if requested FL is above FL160, traffic shall be transferred to LOVV_CTR.

Inbound / Outbound LZIB (Bratislava) and LKTB (Brno)

  • Inbounds LKTB and LZIB shall be cleared from LOVV_CTR to FL210 and hand-off short before Approach Area Wien.
  • Outbounds LKTB and LZIB shall be cleared to FL240 and hand-off to LOVV_CTR.
inbound LZIB FL070 (KUNET at level)
outbound LZIB climbing FL120
inbound LKTB FL110 (MIKOV at level)
outbound LKTB climbing FL100
LOWW to LZIB FL070 (ABLOM at level)
LZIB to LOWW 6000ft (TOVKA at level)

Remarks

  • Coordination regarding procedures not listed in this document shall be done in due time with the respective and responsible ATC unit.
  • LOWW_APP may send departing traffic to the last waypoint of the SID without coordination.
  • Hand-off for arrivals to LZIB short before MIRLU.

Appendix

LOVV APP.jpg

LOWI

Frequencies: 119.27

Transition Altitude: 11000ft

Limits

- vertikal: GND - FL165

Arrivals

  • LOC/DME West via KTI FL130 over KTI
  • LOC//DME East via RTT 9500ft over RTT
  • RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure
  • All arrivals are going via AB, finals after AB are always visual

LOWG

Frequencies: 119.3

Transition Altitude: 4000ft

Limits

- vertikal: GND - FL165

Arrivals There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used.

  • ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.
  • VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track
  • VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.

hand/over

  • LHCC_CTR via GOTAR FL150
  • LJLA_CTR via RADLY FL160
  • LOVV_CTR FL160

LOWK

Frequencies: 126.825

Transition Altitude: 7000ft

Limits

- vertikal: GND - FL165

Arrivals

  • ILS 28
  • NDB-DME 28
  • NDB-DME 10
  • Circling 10: Anflug über ILS28, desc. 3000ft, circeling starts at KI

hand/over

  • LJLA_CTR via REKTI FL160
  • LOVV_CTR FL160


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