IVAO ATC Operations Zurich Tower Date Updated by Update description 08.01.2016 CH-TC Document Creation 30.10.2017 CH-AOC Document Revision 1
Contents 1-Objective... 3 2-Zurich Tower LSZH_TWR... 4 3-Operating standards... 5 ATIS... 5 VFR Management... 5 VFR handling Phraseology... 7 IFR Management... 8 Traffic information... 8 2
1-Objective The aim of this document is to illustrate the operations of Zurich Tower in order to improve the service provided by the Tower controller in his CTR. In fact, Tower controller is the first position starting from DEL where you are in charge of an airspace (in CH case, CTR) in addition to runway occupancy and selection. This documents will not cover all ground movement on taxiway as this is the job for Apron. This documents will not cover Delivery controller parts as such document has already been done. For further info please refer to the delivery operations manual. This document is part of IVAO Switzerland Rules and approved by CH-HQ. The configuration must be respected in terms of agreements, callsigns and frequencies used. Any change and amendments will be approved by CH-HQ, FIR Chiefs and Swiss ATC Department. Amendments will be communicated via virtual NOTAM or newer version of this document. 3
2-Zurich Tower LSZH_TWR Callsign Frequency Station Name LSZH_TWR 118.100 Zurich Tower Zurich Tower is responsible for runway usage with issuing crossings, take-off and landing clearances. Tower controller is also responsible for traffic in his CTR (Control zone), specially for VFR operations. In this charts, extract form CH AIP, CTR is represented with dashed blue line, his vertical limits are showed inside the RED square Arriving aircraft will be handed off by Arrival when established on the procedures (usually 9 to 15nm from touch down) or simply final with the field in sight. Departing aircraft will be handed off by Apron when reaching Holding Point for take-off clearance or for runway crossing clearance. Tower will hand off to Apron once aircraft has vacated or to Departure once aircraft is airborne. 4
3-Operating standards ATIS The ATIS must be prepared based on the standard as published on IVAO Switzerland division s website at the link: http://www.ivao.ch/controller/atis Runways configuration is dictated by Zurich Tower controller following specific rules that can be found in the latest handysheet on our website. Station name: Zurich Tower METAR Station: LSZH Take-off is 28 SEC 16. In case of different configuration insert main runway and secondary as 32 SEC 34. It is pilots job to report if unable with the current runway in use, not ATC s. Thus any reference to report unable to a specific runway is not correct. Landing is 14 ILS. Always include the available approach procedure. In case of inactive ILS this will read 14 VORDME or 14 RNAV or 14 LOC/RNAV. Transition Level is based on QNH (QNH to use can also be found in the handy sheet) and reported as FL 75 (i.e. without the first zero). Transition Altitude is always 7000 ft. Remarks to be left empty unless relevant information regarding the airport and its safety are required. VFR Management Although in real life VFR Traffic in Zurich is limited, there is no limit on the IVAO network applied to VFR traffic, with the exception of events or controller requirement during high traffic operations. VFR traffic will always use RWY 28 for arrival and departure. As an alternative for operational or safety reason RWY 14 and RWY 34 might be used. 5
VFR departing (Arriving) aircrafts have the choice between 3 Routes for Zurich exits Whisky, Sierra and Echo: Each routes have specific path that aircraft shall follow: Route Whisky: W2 W1 W (W W1 W2), Max 3000 over W2 Max 3500 over W Route Sierra: W2 W1 S (S W1 W2), Max 3000 over W2 Max 4000 over S Route Echo: E2 E1 E (E E1 E2), Max 3000 over E2 Max 3500 over E Please note that, E2 and W2 are mandatory VRP for inbound only Route label in Ivac should be filled as follow: VFR Route W -> RTE W. If traffic overload occurs, Tower can deny an inbound VFR to enter the CTR, if he is already in the CTR any of the reporting point shall be used for holdings (orbits 360 ). Use W2 and E2 as the preferred holding area for VFR Traffic. VFR departing traffic shall not request further climb (i.e. above CTR limits). If a request is placed and the traffic situations allows, TWR Controller shall coordinate the clearance limit with APP. 6
VFR handling Phraseology Below some basics phraseology essential to the Tower position with VFR. INBOUND HBJKR: Zurich Tower Hello, HBJKR, Hallwilersee 3500ft, Inbound via Route W for landing, Information Echo. LSZH_TWR: HBJKR, Zurich Tower Hello, QNH 1013, Enter Controle Zone via Route W HBJKR: QNH 1013 Inbound via Route W, HBJKR HBJKR: HBJKR, W1, 3500ft LSZH_TWR: H-KR LSZH_TWR: H-KR hold over W2. HBJKR: holding over W2 H-KR. LSZH_TWR: H-KR join Downwind RWY 28, report base RWY 28. H-KR: WILCO H-KR H-KR: H-KR base RWY 28 LSZH_TWR: H-KR wind calm RWY28 cleared to land vacate left, [caution wake turbulence] H-KR: Cleared to land RWY 28 H-KR. OUTBOUND HBAFR: Zürich Apron Hello, HB-AFR, GA-Sector 1, Request Taxi LSZH_AS_GND: HBAFR Zurich Apron Hello, Taxi to intermediate holding postition P1 RWY28 HBAFR: Taxi to intermediate holding position P1 RWY28, HBAFR HBAFR: ready for departure. LSZH_AS_GND: HBAFR Contact TWR 118.1 HBAFR: Zurich Tower Hello, HBAFR, ready for departure RWY28 outbound Route Sierra. LSZH_TWR: HBAFR, outbound via Route Sierra, Wind calm RWY28 cleared for take-off HBAFR: Outbound via Route Sierra, Cleared for take-off RWY 28. (Compulsory Reporting Points are W, S and E, pilots shall NOT report W2, W1, E2, E1!) HBAFR: HBAFR Sierra 3500ft LSZH_TWR: H-FR frequency change approved. HBAFR: frequency change approved, H-FR 7
IFR Management Tower is responsible for landing and departure traffic. IFR inbounds will usually be handed off by Final (Arrival) when aircraft are established on the approach procedures and once a correct separation has been made. In fact a Tower controller isn t legally allowed to use Radar for operational purpose but only for information. Hence Tower controller cannot provide Headings, speeds. Just information of traffic surrounding and altitude restrictions (Especially for VFR). Take off clearances should be given according to Wake turbulences (i.e. heavy behind light, medium behind light ) and to give enough space to the departure to manage his traffic. Landing clearance should be given once runway is vacated (or when the preceding aircraft is about to vacate, usual in Zurich) and addition with vacating instructions or advice (i.e. H2 is available) Otherwise controller should not issue any landing clearance. And instead must use Continue approach number X without forgetting wind checks. If the controller recognizes a potential conflicting situation, he shall issue a Go around, with further clearance if arrival requested so (i.e. follow MAP or continue RWY HDG climb to 7000. Those are always in coordination with Arrival). Traffic information The Control Zone of Zurich (CTR) is classified as a Delta airspace. Traffic Information shall be applied between: VFR and IFR Traffic VFR and VFR Traffic IFR has to be separated from IFR traffic, but there is no need to separate IFR from VFR Traffic. Only Traffic Information shall be given to both aircraft. Example-Conflict-Situation: VFR-Traffic crossing CTR via Route E, Overhead, Route W; IFRArriving Traffic is on Final RWY 14 Phraseology LSZH_TWR: HBCQF, Traffic Information, Airbus 320 on short final RWY 14, report in sight. HB-CQF: Traffic in sight, HBCQF or [looking out, HBCQF] LSZH_TWR: SWR391, Traffic Information, Cessna 172 crossing RWY 14 left-right on Threshold, 3000ft, report in sight. SWR391: Traffic in sight, SWR391 or [ looking out, SWR391] 8
The major points shown are Service, Separation and Flight Information Service (FIS). Hence a controller operating in Delta airspace (In our case the Tower controller) will need to: Provide separation between IFR and IFR only. Provide Traffic information to all other aircrafts (IFR<->VFR, VFR<->VFR). And this in any situation where one of the Pilots should be aware of surrounding traffic: o Two VFR traffic flight the same route, same direction or opposite direction with less than 1500 separation; o One IFR approaching while another VFR is orbiting, just took off or proceeding downwind; o Two close IFR in final, the next traffic should receive info about the preceding one if a late landing clearance is issued, or in any useful cases (Preceding traffic is about to land 3 miles ahead ); o Any other cases where you think traffic info would be relevant. Traffic information should be done following 4 main points: Position from (2 o clock, ahead ) Direction from (Converging, same route, opposite ) Altitude difference (On our previous case of Two inbound IFR this info might be skipped as they should follow the same descent) Distance Communication example: LSZH_TWR: Swiss 87 KJ, Single engine orbiting south of RWY 28 at 2500 // LSZH_TWR: H-AR, traffic 1 o clock opposite direction 1000ft above, report in sight. Traffic information can also be used to give instructions: LSZH_TWR: H-AR, traffic short final 28, report in sight. H-AR: Traffic insight H-AR. LSZH_TWR: H-AR behind traffic on final report on final behind. 9