In Innsbruck, the primary IFR procedure is not a classic ILS. The LOC/DME East follows a localizer signal to a missed approach point located approximately 6.3 nautical miles from the OEV VOR beacon, at about 4,400 feet altitude and a maximum speed of 165 knots. At this point, the pilot must have the runway in sight to perform a manual turn, without electronic guidance, towards either of the airport’s runways. This non-standard dog-leg in a mountainous area demands the crew’s full attention at the most challenging moment of the flight.
The first time a crew uses these procedures below 3,000 feet ceiling and 5 kilometers visibility, they must have previously completed either a reconnaissance flight in visual flight conditions on site, or a training session on a qualified flight simulator (FFS or FNPT II). This is not a recommendation: it is a regulatory requirement published in the Austrian AIP by Austro Control. It is checked with every flight plan.
RNP AR procedures, satellite-guided approaches with 0.3 nautical mile precision and fixed-radius turns (RF, radius-to-fix) on final, add an additional layer. They allow for reduced weather minima below what LOC/DME procedures permit, but require special authorization from Austro Control. This dossier documents the crew, aircraft, flight management system (FMS with dual GNSS and ARINC 424 coded RF capability), and simulator training program. It must be submitted at least six weeks before the first flight.
For you, the passenger, this means one simple thing: your operator has either compiled this dossier, practiced LOWI, and maintained their crews’ recency, or they do not fly here. This natural filter is, by design, an indicator of competence. Private Jets Connect only retains operators whose crews possess this documented expertise.
