{"id":18112,"date":"2024-06-25T17:07:50","date_gmt":"2024-06-25T15:07:50","guid":{"rendered":"https:\/\/aeronauticalinformation.it\/?p=18112"},"modified":"2024-06-25T17:07:50","modified_gmt":"2024-06-25T15:07:50","slug":"la-control-zone-di-lugano","status":"publish","type":"post","link":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/06\/25\/la-control-zone-di-lugano\/","title":{"rendered":"La Control Zone di Lugano"},"content":{"rendered":"

Credo possa essere interessante dedicare un po\u2019 d\u2019attenzione all<\/span>\u2019unica Control Zone estera che si estende, in parte, all\u2019interno dello spazio aereo italiano: La Control Zone di Lugano.<\/span><\/span><\/p>\n

I think it may be worth paying some attention to the only foreign Control Zone that extends, in part, within Italian airspace: Lugano Control Zone.<\/span><\/span><\/p>\n

\"La<\/a><\/p>\n

\"La<\/a><\/p>\n

La porzione della Control Zone di Lugano che arriva quasi a lambire la citt\u00e0 di Varese, \u00e8 in effetti quella dove si sviluppano i principali punti di procedura per gli avvicinamenti strumentali, nonch\u00e9 l\u2019attesa sul punto PINIK, situato a 14.8<\/span> miglia dal DME di Milano Malpensa \u2018MMP\u2019.<\/span><\/span><\/p>\n

Fatta questa doverosa premessa, occorre anche dire che, a partire dal livello di volo 105 e fino al 195, \u00e8 la TMA di Milano con i suoi Swiss Sectors 1, 2 e 3 ad occupare una parte dello spazio aereo svizzero.<\/span><\/span><\/p>\n

In the portion of Lugano CTR that almost reaches the city of Varese, main procedural points for instrument approaches are developed, as well as the holding pattern over PINIK waypoint, located 14.8<\/span> miles from the DME of Milano Malpensa\u2019 MMP\u2019.<\/span><\/span><\/p>\n

It should also be noted that, from flight level 105 to 195, Milano TMA with its Swiss Sectors 1,2 and 3 occupies part of Swiss airspace.<\/span><\/span><\/p>\n

\"La<\/a><\/p>\n

Il che non stupisce, se guardiamo alle rotte ATS italiane che interessano l\u2019area.<\/span><\/p>\n

This is not surprising, if we look at the Italian ATS routes that affect the area.<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

_____<\/p>\n

<\/h5>\n
Caratteristiche della CTR<\/b><\/span><\/span><\/h5>\n

Lo spazio aereo \u00e8 classificato \u201cD\u201d ed i suoi limiti verticali vanno dalla superficie a 6500ft AMSL.<\/span><\/span><\/p>\n

Al suo interno opera quale ente ATS responsabile Lugano TWR, sulle frequenze 120.250 MHz e 119.700 MHz (riserva).<\/span><\/span><\/p>\n

L\u2019orario dei servizi del traffico aereo non \u00e8 specificato, ma si pu\u00f2 supporre che sia quello di operativit\u00e0 dell\u2019aeroporto (vedere paragrafo \u201cAeroporto di Lugano\u201d). <\/span><\/span><\/p>\n

Lo spazio aereo controllato italiano posto al di sopra della porzione \u201citaliana\u201d della CTR di Lugano, ovvero la zona 5 della TMA di Milano \u201cVarese\u201d, ha un limite verticale inferiore di 5500ft AMSL.<\/span><\/span><\/p>\n

La lieve interferenza con la CTR di Lugano, il cui limite superiore giunge a 6500ft, non crea problemi, posto che una specifica nota in AIP Italia esclude la stessa CTR dai limiti della TMA. <\/span><\/span><\/p>\n

The airspace is classified “D” and its vertical limits range from surface to 6500ft AMSL. <\/span><\/span><\/p>\n

Within its airspace, Lugano TWR operates as responsible AYS unit, on frequencies 120.250 MHz and 119.700 MHz (alternate). The time of air traffic service is not specified but it can be assumed to be the same of airport operations (see paragraph “Aeroporto di Lugano”). <\/span><\/span><\/span><\/p>\n

The Italian controlled airspace above the \u201cItalian\u201d portion of the Lugano CTR, which is zone 5 of Milano TMA \u201cVarese\u201d, has a lower vertical limit of 5500ft AMSL.<\/span><\/span><\/span><\/p>\n

The slight interference with Lugano CTR, whose upper limit reaches 6500ft, does not create any problem, since a specific note in AIP Italy excludes Lugano CTR from TMA airspace.<\/span><\/span><\/span><\/p>\n

\"La<\/a><\/p>\n

_____<\/p>\n

<\/h5>\n
Controllo della velocit\u00e0 (arrivi)<\/b><\/span><\/span><\/h5>\n

A meno che diversamente istruiti dall\u2019Ente ATC, i piloti dovranno osservare le seguenti velocit\u00e0: <\/span><\/span><\/p>\n

a) 250 kt IAS a FL 100 o al di sotto;<\/span><\/span><\/p>\n

b) 210 kt IAS, iniziando la virata per intercettare l\u2019ILS\/LOC o l\u2019appropriata radiale VOR (in caso di avvicinamento finale VOR o VOR\/DME); o ad una distanza di 12 NM dalla soglia pista in caso di avvicinamento diretto;<\/span><\/span><\/p>\n

c) 180 kt IAS completando la virata per intercettare o ad una distanza di 9 NM dalla soglia pista, in caso di avvicinamento diretto;<\/span><\/span><\/p>\n

d) 160 kt IAS ad una distanza di 5 NM dalla soglia pista.<\/span><\/span><\/p>\n

\/\/\/\/\/\/<\/span><\/p>\n

Speed Control (arriving aircraft)<\/b><\/span><\/span><\/h5>\n

Unless otherwise instructed by ATC, pilots must comply with following speed control:<\/span><\/span><\/p>\n

a) 250 kt IAS at FL 100 or below;<\/span><\/span><\/p>\n

b) 210 kt IAS, starting the turn to intercept the ILS\/LOC or the appropriate VOR radial (in case of VOR or VOR\/DME final approach); or at a distance of 12 NM from RWY THR, in case of straight-in approach;<\/span><\/span><\/p>\n

c) 180 kt IAS completing the intercepting turn or at a distance of 9 NM from RWY THR, in case of straight-in approach;<\/span><\/span><\/p>\n

d) 160 kt IAS at a distance of 5 NM from RWY THR.<\/span><\/span><\/p>\n

\/\/\/\/\/\/\/<\/p>\n

Controllo della velocit\u00e0 (partenze)<\/b><\/span><\/span><\/h5>\n

I piloti degli aeromobili in decollo, una volta completata la procedura antirumore, dovranno mantenere una IAS non superiore a 230 kt fino all\u2019attraversamento di 6000 ft e non superiore a 250 kt dopo i 6000 ft fino all\u2019attraversamento di FL100.<\/span><\/span><\/p>\n

Tale limite di velocit\u00e0 potr\u00e0 essere cancellato dall\u2019ATC, con la frase: \u201cNessuna restrizione ATC di velocit\u00e0\u201d.<\/span><\/span><\/p>\n

I piloti che non potessero eseguire la suddetta limitazione dovranno darne comunicazione all\u2019ATC al momento di richiedere l\u2019autorizzazione alla messa in moto dei motori.<\/span><\/span><\/p>\n

Analogamente, se tale circostanza si verificasse in volo, i piloti dovranno avvertire immediatamente l\u2019ATC, mantenendo la minima velocit\u00e0 possibile.<\/span><\/span><\/p>\n

\/\/\/\/\/\/\/<\/span><\/p>\n

Speed Control (departing aircraft)<\/b><\/span><\/span><\/h5>\n

Pilots of the departing aircraft, after completing noise abatement procedures, shall maintain an IAS not exceeding 230 kt until crossing 6000 ft and nor exceeding 250 kt above 6000 ft until crossing FL100.<\/span><\/span><\/span><\/p>\n

The above speed limit may be removed by ATC with the phrase: \u201cNo ATC speed restriction\u201d.<\/span><\/span><\/span><\/p>\n

Pilots unable to comply with such limitation shall inform ATC when requesting start-up clearance.<\/span><\/span><\/span><\/p>\n

Similarly, whenever such a case should arise during flight, pilots shall immediately advise ATC maintaining the minimum operational speed acceptable.<\/span><\/span><\/span><\/p>\n

________<\/span><\/span><\/span><\/p>\n

Restrizioni per i voli VFR<\/span> <\/b><\/span><\/span><\/span><\/h5>\n

I voli VFR che operano sul territorio Svizzero compreso entro i limiti della TMA di Milano, non sono consentiti:<\/span><\/span><\/p>\n

a) al di sopra di FL 125, a Nord della latitudine 45\u00b054\u2032 00\u2033N;<\/span><\/span><\/p>\n

b) al di sopra di FL 105, a Sud della latitudine 45\u00b054\u201900\u2033N.<\/span><\/span><\/p>\n

\/\/\/\/\/\/<\/span><\/span><\/span><\/p>\n

Restrictions for VFR Flights<\/b><\/span><\/span><\/h5>\n

VFR flights operating over Swiss territory within Milano TMA lateral limits are not permitted:<\/span><\/span><\/p>\n

a) above FL 125 North of latitude 45\u00b054\u201900\u2033N;<\/span><\/span><\/p>\n

b) above FL 105 South of latitude 45\u00b054\u201900\u2033N.<\/span><\/span><\/p>\n

______<\/span><\/span><\/span><\/p>\n

Procedure per voli IFR (Piani di volo categoria Z e Y) da\/per gli aeroporti del Canton Ticino (Locarno)<\/b><\/span><\/span><\/h5>\n
Procedures for IFR Flights (Z and Y FPL) from and to aerodromes in the Canton Ticino (Locarno)<\/b><\/span><\/span><\/h5>\n
Partenze<\/b><\/span><\/span><\/h5>\n
\u2013 Voli con destinazione entro la TMA di Milano o che sorvolano la stessa TMA:<\/b><\/u><\/span><\/span><\/h5>\n

Tutti i piani di volo dovranno essere presentati almeno 60\u2032 prima dell\u2019EOBT.<\/span><\/span><\/p>\n

I decolli saranno coordinati direttamente tra la TWR di partenza e Lugano TWR, che provveder\u00e0 al coordinamento con Milano ACC.<\/span><\/span><\/p>\n

Dopo il decollo l\u2019aeromobile dovr\u00e0 procedere in VFR sul punto LUGAN in contatto con Lugano TWR ove effettuer\u00e0 l\u2019attesa, mantenendo il contatto visivo con il terreno, fino a quando Lugano TWR emetter\u00e0 l\u2019autorizzazione IFR.<\/span><\/span><\/p>\n

\u2013 Voli con destinazione a Nord della TMA di Milano:<\/b><\/u><\/span><\/span><\/h5>\n

Tutti i piani di volo dovranno essere presentati almeno 60\u2019 prima dell\u2019EOBT.<\/span><\/span><\/p>\n

Se le condizioni meteo lo consentono, tali voli dovranno effettuare la salita in VFR a Nord di CANNE, fino ad un livello non superiore a FL 130 e collegarsi con Zurigo Informazioni o Zurigo Controllo per ottenere una autorizzazione IFR.<\/span><\/span><\/p>\n

Se le condizioni meteo non consentono di applicare la procedura di cui sopra, sar\u00e0 applicata la procedura di cui al primo sottoparagrafo.<\/span><\/span><\/p>\n

Partenze di notte:<\/b><\/u><\/span><\/span><\/h5>\n

Il decollo dovr\u00e0 essere coordinato tra la TWR di partenza e Lugano TWR, che provveder\u00e0 al coordinamento con Milano ACC.<\/span><\/span><\/p>\n

Dopo il decollo l\u2019aeromobile dovr\u00e0 rimanere entro lo spazio aereo Svizzero fino a quando non otterr\u00e0 l\u2019autorizzazione IFR.<\/span><\/span><\/p>\n

\/\/\/\/\/<\/span><\/span><\/p>\n

Departures<\/b><\/span><\/span><\/h5>\n
\u2013 Flights with destination within or that overfly Milano TMA:<\/b><\/u><\/span><\/span><\/h5>\n

All flight plans shall be submitted at least 60\u2032 before EOBT.<\/span><\/span><\/p>\n

Departures will be coordinated by the departure aerodrome TWR and Lugano TWR, which will coordinate with Milano ACC.<\/span><\/span><\/p>\n

After departure pilots shall proceed in VFR to LUGAN in contact with Lugano TWR and<\/span><\/span><\/p>\n

hold, maintaining visual ground contact, until Lugano TWR issues the IFR clearance.<\/span><\/span><\/p>\n

\u2013 Flights with destination North of Milano TMA:<\/b><\/span><\/u><\/span><\/h5>\n

All flight plans shall be submitted at least 60\u2019 before EOBT.<\/span><\/span><\/p>\n

If meteorological conditions allow, such flights shall climb VFR North of CANNE not above FL 130 and contact Zurich Flight Information or Zurich Control for IFR clearance.<\/span><\/span><\/p>\n

If weather conditions do not allow the above mentioned procedure, the procedure of the first sub paragraph above will be applied.<\/span><\/span><\/p>\n

\u2013 Departures at night:<\/b><\/span><\/u><\/span><\/h5>\n

Take-off shall be coordinated between the TWR of the aerodrome of departure and Lugano TWR, which will coordinate with Milano ACC.<\/span><\/span><\/p>\n

After take-off aircraft shall remain within Swiss airspace until receiving an IFR clearance.<\/span><\/span><\/p>\n

\/\/\/\/\/\/\/\/\/<\/span><\/span><\/span><\/p>\n

Arrivi<\/b><\/span><\/span><\/h5>\n

L\u2019aeromobile proceder\u00e0 in IFR fino al punto PINIK che verr\u00e0 indicato nel piano di volo (categoria Y) come punto pianificato per il cambio da IFR a VFR.<\/span><\/span><\/p>\n

Dopo aver cancellato il piano di volo IFR, il pilota dovr\u00e0 procedere all\u2019aeroporto di destinazione in accordo alle procedure VFR pubblicate.<\/span><\/span><\/p>\n

Qualora il volo non potesse essere condotto in VFR, Lugano TWR emetter\u00e0 un\u2019autorizzazione per permettere l\u2019atterraggio all\u2019aeroporto di Lugano\/Agno.<\/span><\/span><\/p>\n

Arrivi di notte<\/b><\/u><\/span><\/span><\/h5>\n

Il piano di volo IFR dovr\u00e0 essere cancellato solo quando l\u2019aeromobile sia entro lo spazio aereo Svizzero o all\u2019interno del CTR di Lugano.<\/span><\/span><\/p>\n

____<\/span><\/span><\/span><\/p>\n

Arrivals<\/b><\/span><\/span><\/h5>\n

Point of reference for the change from IFR to VFR, to be indicated in the flight plan (Y type) shall be PINIK.<\/span><\/span><\/p>\n

After having cancelled IFR flight plan, pilot shall proceed to destination aerodrome according to the published VFR procedure.<\/span><\/span><\/p>\n

If it is not possible to proceed VFR, Lugano TWR will issue a clearance to permit the aircraft to land at Lugano\/Agno airport.<\/span><\/span><\/p>\n

Arrivals at night:<\/b><\/u><\/span><\/span><\/h5>\n

The IFR flight plan shall be cancelled only when the aircraft is within Swiss airspace or within Lugano CTR.<\/span><\/span><\/p>\n

______<\/span><\/span><\/span><\/p>\n

Aeroporto di Lugano<\/b><\/span><\/span><\/h5>\n

E\u2019 l\u2019infrastruttura di riferimento della CTR.<\/span><\/span><\/p>\n

L\u2019aeroporto si trova a 4 chilometri a Ovest dalla citt\u00e0, con un\u2019elevazione di 915 piedi AMSL ed opera nei seguenti periodi e orari:<\/span><\/span><\/p>\n

Dal Luned\u00ec al Sabato (compresi i festivi) HR <\/span>0700-1100 (0600-1000) <\/span>e<\/span> 1230-1900 (1130-1800)<\/span>.<\/span><\/p>\n

It is CTR’s flagship air facility.<\/span><\/span><\/p>\n

The airport is located 4 kilometers west of the city, with an elevation of 915ft AMSL and operates during the following periods and times:<\/span><\/span><\/p>\n

Monday to Saturday (including holidays) HR 0700-1100 (0600-1000) and 1230-1900 (1130-1800).<\/span><\/span><\/p>\n

\/\/\/\/\/\/<\/p>\n

Caratteristiche delle piste<\/span><\/span> \/<\/span><\/span> Runways characteristics<\/span><\/span> <\/b><\/span><\/h5>\n

La pista 01\/19 ha una dimensione di 1415 m x 30m <\/span><\/span><\/p>\n

La pista 01 ha una TORA di 1345 metri, con una soglia spostata di 40m.<\/span><\/span><\/p>\n

La pista 19 ha una TORA di 1415 metri, con una soglia spostata di 280m.<\/span><\/span><\/p>\n

RWY<\/span> 01\/19 dimensions<\/span> 1415m x 30m <\/span><\/span><\/p>\n

RWY 01 TORA: 1345m, with a diplaced threshold of 40m.<\/span><\/span><\/p>\n

RWY<\/span> 19 TORA: 1415m, with a displaced threshold of 280m.<\/span><\/span><\/p>\n

\/\/\/\/\/\/<\/p>\n

Luci di avvicinamento e PAPI <\/span>\/ Approach lighting systems and PAPI<\/span><\/b><\/span><\/span><\/h5>\n

RWY 01 \u2013 PAPI 4.17\u00b0 (PAPI 6\u00b0 pu\u00f2 essere acceso durante gli avvicinamenti strumentali IGS RWY 01)<\/span><\/span><\/p>\n

RWY 19 \u2013 Sistema di luci guida alla pista (RLLS) \/ Luci lampeggianti in sequenza \/ SALS (360m) \/ PAPI 4.17\u00b0 <\/span><\/span><\/p>\n

RWY 01 \u2013 PAPI 4.17\u00b0 (PAPI 6\u00b0 may be switched on during IGS RWY 01 instrument approaches)<\/span><\/span><\/p>\n

RWY 19 \u2013 Runway Lead-in Lighting System<\/span> <\/span>(RLLS) \/ Sequenced Flashing Lights \/ SALS (360m) \/ PAPI 4.17\u00b0<\/span> <\/span><\/span><\/p>\n

\/\/\/\/\/\/<\/p>\n

Radioaiuti \/ Radio navigation and landing aids<\/span><\/b><\/span><\/span><\/h5>\n

Sono disponibili un ILS e un DME associato per pista 01:<\/span><\/span><\/p>\n

ILS and associated DME \u2018ILU\u2019 are available for RWY 01:<\/span><\/span><\/p>\n

LOC \u2013 \u2018ILU\u2019 \u2013 108.90 MHz \u2013 H24<\/span><\/span><\/p>\n

GP \u2013 329.30 MHz \u2013 H24<\/span><\/span><\/p>\n

DME \u2013 \u2018ILU\u2019 \u2013 CH 26X \u2013 H24<\/span><\/span><\/p>\n

\"La<\/a><\/p>\n

_________<\/p>\n

<\/h5>\n
Procedure strumentali<\/b><\/span><\/span><\/h5>\n

Le STAR e le SID dell\u2019aeroporto si sviluppano abbondantemente all\u2019interno dello spazio aereo italiano.<\/span><\/span><\/p>\n

Ci\u00f2 ha fatto s\u00ec che anche ENAV SpA abbia pubblicato queste procedure all\u2019interno dell\u2019AIP italiano.<\/span><\/span><\/p>\n

STAR and SID of the airport are largely developed within the Italian airspace.<\/span><\/span><\/p>\n

This has caused ENAV SpA to also publish these procedures within the Italian AIP.<\/span><\/span><\/p>\n

\/\/\/\/\/\/<\/p>\n

STAR<\/b><\/u><\/span><\/span><\/h5>\n

Gli arrivi strumentali standard conducono al waypoint<\/span><\/span> PINIK<\/b><\/span><\/span>, sul quale \u00e8 attestato anche un circuito d\u2019attesa (inbound 017\u00b0- IAS MAX 170kt \u2013 MHA 6000ft).<\/span><\/span><\/span><\/p>\n

The standard instrument arrivals lead to the waypoint <\/span>PINIK<\/b><\/span>, on which may be performed an holding pattern (inbound 017\u00b0- IAS MAX 170kt \u2013 MHA 6000ft).<\/span><\/span><\/p>\n

\/\/\/\/\/<\/p>\n

EKLIB 5P<\/b><\/i><\/span><\/span><\/h5>\n

EKLIB \u2013 TR 218\u00b0 (RDL 038 BRL VOR) \u2013 BRL VOR\/DME (+FL140) \u2013 TR 287\u00b0 (RDL 287 BRL VOR) (at 29NM BRL DME: +FL100) \u2013 PINIK (+TRL)<\/span><\/span><\/p>\n

LEGLO 5P<\/b><\/i><\/span><\/span><\/h5>\n

LEGLO \u2013 TR 288\u00b0 (RDL 108 BRL VOR) \u2013 BRL VOR\/DME (+FL120) \u2013 TR 287\u00b0 (RDL 287 BRL VOR) (at 29NM BRL DME: +FL100) \u2013 PINIK (+TRL)<\/span><\/span><\/p>\n

ODINA 8L<\/b><\/i><\/span><\/span><\/h5>\n

ODINA \u2013 TR 119\u00b0 (RDL 299 BRL VOR) (at 42NM BRL DME: +FL130\/+FL140 depending on QNH)\u00a0 \u2013 LUGAN (+FL100\/+FL110 depending on QNH) \u2013 TR 197\u00b0 (RDL 017 MMP VOR) (at 20NM MMP DME: +TRL) \u2013 CALDO \u2013 TR 197\u00b0 (RDL 017 MMP VOR) \u2013 PINIK (+6000ft)<\/span><\/span><\/p>\n

SRN 5F<\/b><\/i><\/span><\/span><\/h5>\n

SRN VOR\/DME \u2013 TR 330\u00b0 (RDL 330 SRN VOR) \u2013 SULUR \u2013 PINIK (+6000ft)<\/span><\/span><\/p>\n

TOP 6L<\/b><\/i><\/span><\/span><\/h5>\n

TOP VOR\/DME \u2013 TR 085\u00b0 (RDL 085 TOP VOR) \u2013 VOG VOR\/DME (+FL90) \u2013 TR 344\u00b0 (RDL 344 VOG VOR) \u2013 MMP VOR\/DME \u2013 TR 017\u00b0 (RDL 017 MMP VOR) \u2013 PINIK (+6000ft)<\/span><\/span><\/p>\n

VOG 6L<\/b><\/i><\/span><\/span><\/h5>\n

VOG VOR\/DME \u2013 TR 344\u00b0 (RDL 344 VOG VOR) \u2013 MMP VOR\/DME \u2013 TR 017\u00b0 (RDL 017 MMP VOR) \u2013 PINIK (+6000ft)<\/span><\/span><\/p>\n

_______<\/p>\n

_______<\/p>\n

SID <\/b><\/u><\/span><\/span><\/h5>\n

Dopo la procedura di salita iniziale (vedi AIP Svizzera) procedere come segue:<\/span><\/span><\/span><\/p>\n

After initial climb procedure (see Swiss AIP), proceed as follows:<\/span><\/b><\/span>
\n<\/b><\/u><\/span><\/span><\/p>\n

\/\/\/\/<\/span><\/p>\n

CANNE 2U (conventional)<\/b><\/i><\/span><\/span><\/h5>\n

At 5000 ft turn left until joining RDL 347 SRN VOR \u2013 ZA505 (+FL90) \u2013 ZA506 (+FL130) \u2013 CANNE (+FL 140\/150 depending on QNH)<\/span><\/span><\/p>\n

CANNE 1E (RNAV1)<\/b><\/i><\/span><\/span><\/h5>\n

PINIK (+6000ft) \u2013 TR 232\u00b0 \u2013 ZA557 (+FL100, IAS MAX 250kt) \u2013 TR 300\u00b0 \u2013 ZA559 (+FL120) \u2013 TR 037\u00b0 \u2013 CANNE (+FL 140\/150 depending on QNH)<\/span><\/span><\/p>\n

CANNE 1Z (conventional)<\/b><\/i><\/span><\/span><\/h5>\n

PINIK (+6000ft) \u2013 right turn (IAS MAX 240kt) \u2013 TR 039\u00b0 \u2013 RDL 009 MMP VOR (at 20NM MMP DME: +FL90) \u2013 CANNE (+FL 140\/150 depending on QNH)<\/span><\/span><\/p>\n

LEGLO 1Z (conventional)<\/b><\/i><\/span><\/span><\/h5>\n

PINIK (+6000ft) \u2013 TR 150\u00b0 (RDL 330 SRN VOR) \u2013 SULUR (+FL80) \u2013 TR 096\u00b0 (RDL 276 BRL VOR) \u2013 BRL VOR\/DME (+FL120) \u2013 TR 108\u00b0 (RDL 108 BRL VOR) \u2013 LEGLO<\/span><\/span><\/p>\n

OMETO 1F (conventional)<\/b><\/i><\/span><\/span><\/h5>\n

RDL 017 MMP VOR \u2013 PINIK (+6000ft) \u2013 (at 4.3NM MMP DME: +FL100) \u2013 MMP VOR\/DME \u2013 turn right (IAS MAX 250kt) \u2013 RDL 276 SRN VOR (at 22.4NM SRN DME: +FL130) \u2013<\/span> BAVMI (+FL150) \u2013 OMETO (+FL 180\/190 depending on QNH)<\/span><\/span><\/p>\n

OMETO 1E (RNAV1)<\/b><\/i><\/span><\/span><\/h5>\n

PINIK (+6000ft) \u2013 TR 232\u00b0 \u2013 ZA557 (+FL100) \u2013 ZA558 (+FL130) \u2013 TR 276\u00b0 \u2013 BAVMI (+FL150) \u2013 OMETO (+FL 180\/190 depending on QNH)<\/span><\/span><\/p>\n

SRN 1V (conventional)<\/b><\/i><\/span><\/span><\/h5>\n

PINIK (+6000ft) \u2013 RDL 330 SRN VOR (TR 150\u00b0) \u2013 SULUR \u2013 SRN VOR\/DME (as for next ATS route segment)<\/span><\/span><\/p>\n

VOG 1W (conventional)<\/b><\/i><\/span><\/span><\/h5>\n

RDL 017 MMP VOR \u2013 PINIK (+6000ft) \u2013 MMP VOR\/DME (+FL80) \u2013 RDL 164 MMP VOR (RDL 344 VOG VOR) \u2013 VOG VOR\/DME (+FL110)<\/span><\/span><\/p>\n

PINIK 1A (conventional)<\/b><\/i><\/span><\/span><\/h5>\n

Proceed bound to PINIK. Enter PINIK holding pattern (+6000ft)<\/span><\/span><\/p>\n

\/\/\/\/\/\/<\/span><\/span><\/span><\/p>\n

Procedure di avvicinamento<\/span> <\/b><\/u><\/span><\/span><\/span><\/h5>\n

Mi limito a citare (grazie alle sue peculiarit\u00e0) la procedura strumentale di avvicinamento IGS (Instrument Guidance System) Steep Approach RWY 01. <\/span><\/span><\/p>\n

Si distingue da un classico avvicinamento ILS a causa dell\u2019angolo di discesa (6.65\u00b0) e pu\u00f2 essere effettuata solo da equipaggi qualificati e aeromobili certificati per Steep APCH (per ulteriori specifiche vedere AIP Switzerland).<\/span><\/span><\/p>\n

Dal waypoint PINIK <\/b>(RDL 017 MMP VOR\/8.7NM ILU DME), sul quale \u00e8 attestato anche un circuito d\u2019attesa (inbound 017\u00b0- 1min \u2013 IAS MAX 170kt \u2013 MHA 6000ft) TR 017\u00b0 fino a CALDO <\/b>(FAF \u2013 <\/b>6.5NM ILU DME).<\/span><\/span><\/p>\n

Segmento finale su TR 017\u00b0 e MAPt<\/b> a 2.5NM ILU DME.<\/span><\/span><\/p>\n

Mancato avvicinamento con virata a destra per tornare su PINIK.<\/span> <\/span><\/span><\/span><\/p>\n

\/\/\/\/\/<\/span><\/span><\/span><\/p>\n

Approach procedures<\/b><\/span><\/span><\/h5>\n

I will only mention (due to its peculiarities) the IGS (Instrument Guidance System) Steep Approach RWY 01. <\/span><\/span><\/p>\n

It differs from a classical ILS approach because of the descent angle (6.65\u00b0) and can be performed only by qualified crews and aircraft certified for Steep APCH (for further specifications see AIP Switzerland).<\/span><\/span><\/p>\n

From waypoint <\/span>PINIK <\/b><\/span>(RDL 017 MMP VOR\/8.7NM ILU DME), performing its holding pattern<\/span> (inbound 017\u00b0- 1min \u2013 IAS MAX 170kt \u2013 MHA 6000ft) TR 017\u00b0 to CALDO (<\/span>FAF<\/b><\/span> \u2013 +5000ft \u2013 6.5NM ILU DME).<\/span><\/span><\/p>\n

Final segment on TR 017\u00b0 and MAPt <\/b>at 2.5NM ILU DME.<\/span><\/span><\/p>\n

Missed approach with right turn to return to<\/span> PINIK.<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

_____<\/p>\n

Fonti\/Sources: AIP Switzerland\/SKYGUIDE \u2013 AIP Italia\/ENAV SpA<\/b><\/span><\/span><\/em><\/span><\/p>\n

_____<\/span><\/span><\/span><\/p>\n

____<\/p>\n

____<\/p>\n

\"\"<\/a><\/p>\n","protected":false},"excerpt":{"rendered":"

Credo possa essere interessante dedicare un po’ d’attenzione all’unica Control Zone estera che si estende, in parte, all’interno dello spazio aereo italiano: La Control Zone di Lugano. I think it may be worth paying some attention to the only foreign Control Zone that extends, in part, within Italian airspace: Lugano Control Zone.<\/p>\n","protected":false},"author":2,"featured_media":10377,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[35],"tags":[954,468,791],"class_list":["post-18112","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-varie-ais","tag-lsza","tag-lugano","tag-pinik"],"yoast_head":"\nLa Control Zone di Lugano - Aeronautical Information<\/title>\n<meta name=\"description\" content=\"La Control Zone di Lugano. Descrizione delle caratteristiche dello spazio aereo e dell'aeroporto di Lugano. 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