Pilot explains the pitfalls at Innsbruck Airport

Martin Fleidl worked as a pilot for over 35 years. His career began in 1977 as a glider pilot. Since 2014, he has been responsible for safety at Innsbruck Airport as Safety Manager. He knows this like the back of his hand and knows the skills and training required for a safe approach and departure. “Innsbruck Airport is located in a narrow valley and has mountains as obstacles. The approach and departure procedures are therefore much more complex than at a lowland airport,” explains Fleidl to the “Tiroler Krone”.

The slope is relatively short at two kilometers. The Föhn presents a major challenge: “It leads to wind shear and turbulence,” explains the former pilot. There are six measuring points to calculate the wind and weather conditions: at the Patscherkofel, in Igls, north of the city, in Kematen and two at the airport. “The pilot can get a very good picture of these six measuring stations”.

Localizer is 3.5 degrees “offset” from the runway
Depending on the situation, there are different approach routes to avoid turbulence. The different scenarios are explained in a blow dryer guide. But the flight path alone is not nearly enough. “There are three categories at airports – A, B and C,” explains Fleidl, “Innsbruck falls under C.” Pilots therefore need training in the aircraft or in the simulator before approaching the instrument. It takes about an hour on the plane and between two and four in the simulator.

The challenge is to fly to the localizer. Unlike standard airports, this one is not centered on the landing direction, but 3.5 degrees “offset”, as the pilots call it. “The reasons why the transmitter cannot be centered are the mountains on the one hand and the installation options at the airport on the other. Normally the antenna is 300 meters behind the end of the runway. That is not possible in Innsbruck because of the Inn,” says the safety manager.

Four approach procedures in Innsbruck
The pilot must therefore perform the last part of the instrument approach manually and fly a small turn to get exactly on the runway. However, at many other airports, the plane can land fully automatically. As an example, Fleidl mentions Vienna airport, where there is only one approach procedure for each landing direction. There are four in Innsbruck. These are of course very complex. “The difference with the first three is the missed approach procedures, each of which has a different go-around scenario. At the fourth, the approach is performed with a different guide beam,” explains Fleidl in words that are also understandable to laymen.

When requesting the approach, the pilot must decide one.

“A wingspan of 52 meters is the maximum”
The aircraft type concerned must also be taken into account with regard to approach speed and engine or climb performance. “While a smaller aircraft cannot handle all four scenarios, this is perfectly possible for an aircraft.” They usually opt for the most complex approach procedure, because it is also suitable for the worst weather, explains Fleidl. Should the weather change, it is of course also possible to perform a different landing scenario. All in all, there is enormous computing power behind the process. However, there are also different start-up scenarios that take into account a possible engine failure. “If you apply these safe aviation procedures and have the necessary respect for the hair dryer, then safe operation is possible,” says Fleidl.

By the way: not every plane can land at Innsbruck Airport. The maximum allowed span is 52 meters. The range extends from the small sports aircraft to the Boeing 767.