EDDB - Berlin/Brandenburg Airport

Overview

A Major Endorsement is required in order to control Berlin-Brandenburg Airport.

Berlin-Brandenburg ATC Stations

Station
 Prio
 Frequency
 Login
 SI
 Remark
ATIS
 --
 123.780
 EDDB_ATIS
 ADB
 --
Delivery
 3
 121.605
 EDDB_DEL DBC --
De-Icing -- 121.665 EDDB_ICE_GND DBI Only to be staffed when icing conditions exist
Main Apron
 2
 121.855
 EDDB_A_GND DBGA --

Apron North

 4
 129.605
 EDDB_E_GND DBGE --
Tower / Ground
Ground South
 4
 121.705
 EDDB_S_GND DBGS --
Ground North
 4 129.505 EDDB_N_GND DBGN --
Tower South
 1
 118.805 EDDB_S_TWR DBTS --
Tower North
 4
 120.030 EDDB_N_TWR DBTN --
Arrival / Departure
Pickup South
 1
 126.425 EDDB_S_APP DBAS --
Pickup North
 3
 119.630 EDDB_N_APP DBAN --
Feeder South
 2
 121.130 EDDB_AS_APP DBAST --
Feeder North
 3
 136.105 EDDB_AN_APP DBANT --
Departure South
 2
 120.630
 EDDB_S_DEP
 DBDS
 --
Departure North
 3 120.340
 EDDB_N_DEP
 DBDN
 --

As soon as basic staffing (Tower, Apron, Delivery) is provided, all stations may come online depending on the traffic. 

Generelle Informationen

Maximum Runway Capacity

06L/24R: 25 Deps/h, 25 Arr/h

06R/24L: 25 Deps/h, 25 Arr/h

Guides

A-CDM at EDDB: https://dms.vatsim-germany.org/s/odw629qZk5WezPi

De-Icing at EDDB: https://dms.vatsim-germany.org/s/akGzoSddntR6DM3

Quicksheet

obrázek_2025-01-20_221321196.png

Delivery

Berlin Delivery can be staffed as soon as there is Berlin Tower and Berlin Apron online. To open more than three stations on the ground Berlin Delivery is always required to be online.

Runway Assignment

The runway assignment is depending on the parking positions of departing aircraft. It might be necessary to deviate from this rule due to traffic. The task of Delivery is to assign the departure runways to the aircraft as efficient as possible at any time.

EDDB_Runway.png

Departure Routes

vSID Plugin Commands

The following plugin commands for vSID are available at EDDB:

Command
 Explanation

.vsid area eddb north

 This will disable the area where all aircraft will be assigned to runway 06L/24R.

.vsid area eddb south

 This will disable the area where all aircraft will be assigned to runway 06R/24L.

The service of Datalink clearances shall be provided at any time.

Airport collaborative decision-making (A-CDM)

The A-CDM process will be simulated at EDDB during (weekly) events and any other high-traffic situations. Further information here: https://dms.vatsim-germany.org/s/odw629qZk5WezPi

Invalid Routes / Old AIRAC

Invalid Route + old AIRAC installed

Invalid Route + new AIRAC installed

All other invalid routes

VFR Traffic

Quicksheet

obrázek_2025-01-20_221321196.png

Apron

All aprons in Berlin are controlled by two Apron stations.

The Main Apron (EDDB_A_GND) shall connect first. Apron North (E_GND) may be staffed as soon as Berlin Delivery is connected. 

EDDB_Ground_Stations_Overview.pngAoR Berlin-Brandenburg Airport

Procedures

Virtual Court

Efficiency

Pushback

Straight Pushback: Often used for departing aircraft at aprons A and C to not block taxiways for other aircraft.

RYR302H, pushback approved, straight back, facing south.

Pushback with 180-Turn: Used for aircraft parked next to each other to reduce blocking and waiting times. The 180-turn will be given with the taxi clearance. 

Pushback on VC and V1/V2: It is allowed to instruct aircraft a pushback on all three main taxiways. Wingspan clearance to other traffic must be obtained at any time!

AFR36DV, pushback approved, facing south on VC.

Taxi

Swingover: Aircraft might be instructed to switch from one taxiway to another taxiway at any time (except during LVP).

DLH202, swingover VC, taxi via VC, V1, hold short of Entry South.

Hold abeam: It is possible to instruct aircraft to hold short abeam of any stand.

  DLH202, hold short abeam stand D16.

Gate Assignment

Gate Assignments shall always be done via the Ground Radar Plugin.

De-Icing

De-icing is generally performed at remote de-icing pads on Apron E and Apron 3b:

Further de-icing information here: https://dms.vatsim-germany.org/s/akGzoSddntR6DM3 (Note: Apron is expected to know what for its own to do when de-icing is requested and/or Berlin De-icing is online). 

P2-Orange

Aircraft from positions E21-E35 may be pushed onto P2-Orange. P2 and P2-Orange can be used independently for aircraft up to ICAO Code Letter C. Taxiway P2-Orange shall be used during daylight operations only! Additionally, P2-Orange shall not be used when low visibility conditions exist. 

Low Visibility Procedures

Within the Berlin Apron AoR, Low Visibility Procedures should be applied when visibility is below 300 m. If deemed necessary, the responsible controller may also apply LVP during other meteorological conditions. Note: LVP does not need to be applied within the Apron AoR even if the rest of the airport (e.g. taxiways and runways) are using Low Visibility Procedures. 

The following applies during Low Visibility Procedures (LVP):

Berlin Apron shall inform Berlin Ground immediately when the crossing of the virtual court via VC is not possible anymore. 

Handoffs

Handoffs during 06-Ops

FROM TO HOLD SHORT OF FROM POSITION REMARK
A_GND N_GND C Main Apron Prior release from E-GND required
A_GND S_GND B Main Apron --
E_GND N_GND C A/D-Apron --
E_GND N_GND C E-Apron --
E_GND S_GND B E-Apron --
E_GND N_GND K or K1 Apron 2-3 --

All handoffs indicate to the next station that the aircraft is released for any further taxi. Conflicts and cleared conflicts shall not exist when performing a handoff to the next station.

EDDB_Main_Apron_07_Übergaben.png

EDDB_Nord_Apron_07_Übergaben.png

Handoffs during 24-Ops

FROM TO HOLD SHORT OF FROM POSITION REMARK
A_GND N_GND C -- Prior release from E-GND required
A_GND S_GND B B/D-Apron --
A_GND S_GND B C-Apron --
E_GND S_GND B E-Apron --
A_GND N_GND K Apron 2-3 Via N1 preferred
E_GND N_GND C A-Apron --
E_GND N_GND C D01-D03 --
E_GND N_GND C E-Apron --
E_GND N_GND K (via K5) Apron 2-3 --
E_GND N_GND G (via K6) Apron 2-3 --

All handoffs indicate to the next station that the aircraft is released for any further taxi. Conflicts and cleared conflicts shall not exist when performing a handoff to the next station.

EDDB_Main_Apron_25_Übergaben.png

EDDB_Nord_Apron_25_Übergaben.png

Taxiways

Restrictions

Taxiway ICAO Code Letter and type of restriction
TWY E Code E
TWY F Code E
TWY P1, P2
 Code C on apron E between de-icing pad 03 and deicing pad 17
Code E for aircraft de-icing on PAD03/PAD17
TWY VC Code C between entry north and entry south with simultaneous taxiing traffic with Code C aircraft on the adjacent areas from V1, V2 and V3

TWYs South EDDB.png

Taxiways ICAO Code Letter and type of restriction
TWY H Code C
TWY K Code C
TWY K4 Code E
TWY K5

Code C

North of TWY K wheelbase < 18 m
Taxiing from TWY K5 to TWY N3 is prohibited
TWY K6 north of TWY G Code C
TXL N1 (apron 2) Code D
TXL N1 (apron 2a, 3, 3a) Code C
TXL N2 south of Pos. 50-54
 Code E
Code D when position 32 is occupied
TXL N2 south of Pos. 55-60 Code D
TWY N3 Code C

TWYs North EDDB.png

Ground

The primary station of Berlin Ground is Ground South (EDDB_S_GND). Ground North can be staffed as soon as Berlin Delivery is connected.

EDDB_Ground_Stations_Overview.png

AoR Berlin-Brandenburg Airport

Procedures

Directions of Taxi

EDDB_Rollrichtungen.png

GAT and Apron 1

Intersections

EDDB_Intersections.png

Gate Assignment

Gates are always assigned by the Ground Radar Plugin. The usage of this plugin is mandatory at EDDB on the Vatsim network.

De-Icing

Low Visibility Procedures

When the RVR falls below 1000 m and/or the ceiling is at or below 300 ft and CAT II/III operations are expected, Berlin Tower will inform Berlin Ground to issue taxi instructions to the CAT II/III holding point only. 

Handoff from Tower

Handoffs

Handoffs during 06-Ops

FROM TO HOLD SHORT OF TO POSITION REMARK
S_GND A-GND V1 Main Apron --
S_GND A_GND Apron / E Main Apron When vacated via M7
S_GND E_GND P1 A/E-Apron --
S_GND E_GND B A/E-Apron When vacated via M6
N_GND A_GND V4 Main Apron --
N_GND E_GND L5 Apron A --
N_GND E_GND C Apron A When vacated via L5
N_GND E_GND V4 D01-D03 --
N_GND E_GND P2 E-Apron --
N_GND E_GND K Apron 2-3 --
N_GND E_GND K6 (via G) Apron 2-3 --
N_GND E_GND G (via K6) Apron 2-3 --
S_GND N_GND C (via T) -- --

All handoffs indicate to the next station that the aircraft is released for any further taxi. Conflicts and cleared conflicts shall not exist when performing a handoff to the next station.

EDDB_Main_Apron_07_Übergaben.png

EDDB_Nord_Apron_07_Übergaben.png

Handoffs during 24-Ops

FROM TO HOLD SHORT OF TO POSITION REMARK
S_GND A_GND V1 Main Apron --
S_GND E_GND P1 E-Apron --
N_GND A_GND Apron / F Main Apron When vacated via L4
N_GND A_GND V3 Main Apron --
N_GND E_GND Apron / F D01-D03, A-Apron When vacated via L4
N_GND A_GND V3 D01-D03, A-Apron --
N_GND E_GND C E-Apron When vacated via L3
N_GND E_GND K Apron 2-3 --
S_GND N_GND C (via T) D01-D03, Apron A --

All handoffs indicate to the next station that the aircraft is released for any further taxi. Conflicts and cleared conflicts shall not exist when performing a handoff to the next station.

EDDB_Main_Apron_25_Übergaben.png

EDDB_Nord_Apron_25_Übergaben.png

Taxiways

Restrictions

Taxiway ICAO Code Letter and type of restriction
TWY L6 south of C Code C
TWY P1, P2
 Code D between TWY M6 and apron E with simultaneous taxi movements in the intersection area with TWY A/B
Code D between TWY L3 and apron E with simultaneous taxi movements in the intersection area with TWY C/D
Code C on apron E between de-icing pad 03 and deicing pad 17
Code E for aircraft de-icing on PAD03/PAD17
TWY Y1
 Code A
Helicopters with a max. rotor diameter of 10.70 m
Apron 1 No civil use (military security area)
Apron 4 Code C

TWYs South EDDB.png

Taxiway ICAO Code Letter and type of restriction
TWY G
 Code E
Taxiing traffic with Code D and E towards TWY K4 only permitted from west to south
Taxiing traffic G -> K4 to the north permitted for the following Code D aircraft: E-3 AWACS, A400M, C-130 Hercules, C-160 Transall, P8A-Poseidon
TWY K1 west of apron 1
 Code F up to 68.4m wingspan
Max. landing gear width 13m
TWY K1 east if apron 1 Code E
TWY K2 Code C
TWY K3 Code D
TWY K4
 Code E
Entry onto RWY 06L/24R only up to Code D
Exit from RWY 06L/24R to TWY K4 only up to Code D
Taxiing traffic with Code D and E towards TWY G only permitted from the south to the west
Taxiing traffic K4 -> G from the north permitted for the following Code D aircraft: E-3 AWACS, A400M, C-130 Hercules, C-160 Transall, P8A-Poseidon
TWY K5 Code C
TWY K6 south of G Code E

TWYs North EDDB.png

Tower

Stations and AoRs

EDDB_Ground_Stations_Overview.png

Station
 Station ID
 Frequency
 Login
Berlin Tower Nord
 DBTN 120.030
 EDDB_N_TWR
Berlin Tower Süd DBTS 118.805 EDDB_S_TWR

If both Tower are online, the CTR is divided into two AoRs with a border between the runways. In case Ground is offline, Tower will cover this station. 

General

Modes of operation

Berlin Airport is authorized for the following modes of operations:

Mode
 Spacing between 06L/24R and 06R/24L
Alternating Approaches 2,5 NM (*)
Dependent Parallel Approaches 1,5 NM
Independent Parallel Approaches ---
Independent Parallel Departures ---
Dedicated Runway Operations (DROps) ---

(*) Alternating approaches will be used whenever dependent parallel approaches cannot be used (e.g. non-precision approaches).

Dependent Parallel Approaches

Dependent Parallel Approaches may be used whenever both aircraft perform a precision approach.  

REQUIREMENTS AND PROCEDURES FOR DEPENDENT PARALLEL APPROACHES
  1. the final approach course or track is intercepted by use of:
    1. vectoring; or
    2. a published arrival and approach procedure that intercepts with the IAF or the IF.
  2. the instrument flight procedure that aligns the aircraft with the extended runway centre line is a precision approach 
  3. aircraft are advised that approaches are in use to both runways;
  4. a minimum of nominal 1000 ft vertical separation or a minimum of 3.0 NM horizontal separation is provided between aircraft until established on the final approach courses or tracks of parallel approaches
  5. the minimum horizontal separation to be provided between aircraft established on the same final approach course or track is 3.0 NM unless increased longitudinal separation is required due to wake turbulence;
  6. the minimum horizontal separation to be provided diagonally between successive aircraft on adjacent final approach courses or tracks is:

EDDF_APP_Dependent.png

Source: Regulation (EU) 2017/373, ANNEX IV — Part-ATS

Independent Parallel Approaches

During periods of high traffic, independent parallel approaches may be used. 

REQUIREMENTS AND PROCEDURES FOR INDEPENDENT PARALLEL APPROACHES

The main responsibility of Berlin Tower is to monitor the approach area between 14 NM and the threshold. In case of any deviation from the LOC, the traffic on the adjacent LOC shall be turned immediately!

"Turn left/right(number) degrees/heading(three figures) immediately to avoid traffic *deviating from adjacent approach*, climb(level)."

In order to perform independent parallel approaches, both DBANT/DBAST and tower positions have to be staffed.

During Independent Parallel Approaches, both Tower need to activate the NTZ between both runways. 

SUSPENSION OF INDEPENDENT PARALLEL OPERATIONS DUE TO METEOROLOGICAL CONDITIONS:

The meteorological conditions to be considered include, but are not limited to, the following:

  1. wind shear;
  2. turbulence;
  3. downdrafts; and
  4. crosswind and significant meteorological conditions such as thunderstorms, which might otherwise increase deviations from the final approach course or track to the extent that safety may be impaired.

Independent Parallel Departures

Independent parallel departures shall always be used, except if the following requirements are not met:

REQUIREMENTS AND PROCEDURES FOR INDEPENDENT PARALLEL DEPARTURES
  1. Parallel runways may be used for independent instrument departures as follows:
    1.  both runways are used for mixed arrivals and departures (mixed operation).
    2. Independent IFR departures should only be conducted from parallel runways when the conditions listed below are met:
      1. both aircraft are flying an RNAV or RNP instrument departure and
      2. ATS operational procedures ensure that the required track divergence is achieved.

In case departing traffic deviates from the departure route, the responsible tower controller needs to create separation immediately. 

Note: Vectored and visual departures are not approved for independent parallel departures

 

SUSPENSION OF INDEPENDENT PARALLEL OPERATIONS DUE TO METEOROLOGICAL CONDITIONS:

The meteorological conditions to be considered include, but are not limited to, the following:

  1. wind shear;
  2. turbulence;
  3. downdrafts; and
  4. crosswind and significant meteorological conditions such as thunderstorms, which might otherwise increase deviations from the final approach course or track to the extent that safety may be impaired.

Dedicated Runway Operations (DROps)

In Berlin, dedicated runway operations will be used during the following conditions:

For Berlin, the following runway configurations are preferred for dedicated runway operations:

When the RVR falls below 1000 m and/or the ceiling is at or below 300 ft and CAT II/III operations are expected, Berlin Tower should use DROps and inform Berlin Ground about the beginning of the LVP preparation phase. 

Target Spacing

The responsible approach controllers will use the following target spacings depending on the conditions:

Conditions
 Target Spacing
Departures expected 6 NM
No departures expected 3 NM
Low Visibility Operations 5 NM

Note: Tower may ask the approach control to increase the target spacing in case traffic has to depart between approaching aircraft. Usually, the Berlin approach unit will take the situation of departing traffic on the ground into account. 

As long as possible, Tower may use reduced runway separation to depart traffic between approaching traffic. Due to the mixed operations on both runways, Berlin Tower must use every gap sufficient for departing traffic. 

Landing Clearance Line (LCL)

Due to mixed operations on both runways at EDDB, a landing clearance line is established 90 m from the runway's centerline to expedite landing and takeoff clearances. As soon as a landing aircraft has crossed the landing clearance line, a takeoff or landing clearance can be issued to any succeeding aircraft. 

The landing clearance line can be used whenever the following conditions are met:

EuroScope_2bHYFiQKxg.png

Departing traffic

General Departure Release

Departures do not have to be released by EDWW (Bremen Radar) unless:

Departure Separation

The following departure separation shall be used, except if wake turbulence separation is higher:

Conditions
 Separation
Same SID following 3 NM*
Different SID following 3 NM

* Note: In contrast to many other VATGER aerodromes, Berlin Tower may use 3 NM separation for same SIDs.  

Handoff

Departing Traffic will be transferred to Berlin Departure when established on the SID. The following frequencies shall always be used if APP or DEP are staffed:

Intersection Departures

On the following intersections, Berlin Tower shall ask if traffic is in sight when using conditional clearances:

Arriving traffic

Separation on final

Handoff

If Berlin Ground is staffed, traffic will switch to Ground automatically when vacated. This procedure shall be broadcast in the ATIS. 

Missed Approaches

In case of a missed approach, the responsible Tower controller shall inform Berlin Departure North/South immediately. Traffic will be handed over to Berlin Departure after coordination. The next departure on the affected runway is always subject to release if not coordinated otherwise (Departure Release). 

VFR traffic

Control zone

EDDB_CTR.pngCTR Berlin - © openflightmaps.org

VFR Procedures

EDAZ traffic

IFR traffic inbound to EDAZ will momentarily enter Berlin D(CTR). Bremen Radar shall inform Berlin Tower about every IFR arrival EDAZ latest on approach clearance. Bremen Radar is also responsible for informing Berlin Tower once this traffic has landed. 

To ensure separation between departing traffic from EDDB and arriving IFR traffic from EDAZ, Berlin Tower shall:

Departure

Sectorization and Airspace

Sector Berlin Departure

DBD 06.pngDBD 24.png

Station
 Station ID
 Frequency
 Login
Berlin Departure Nord
 DBDN 120.340
 EDDB_N_DEP
Berlin Departure Süd DBDS 120.630 EDDB_S_DEP

Both frequencies shall be cross-coupled by the responsible controller. 

ARSAP Overflow Area

The ARSAP Overflow Area may be activated on request by EDWW sector FLG during periods of high traffic. This will raise the vertical limit of sectors DBDN/DBDS east of EDDB from FL165 to FL235 to transfer departures from EDDB via ARSAP to EPWW sector D directly. 

During the activity of the ARSAP Overflow Area, full ATS is delegated from FLG to DBDN/DBDS within this area.

EDDB ARSAP Overflow Area.png

Due to Euroscope limitations, sectors DBDN and DBDS shall select any runway for EDAE in the active runway dialogue to activate the ARSAP Overflow Area. In addition, sectors BOR, FLG and MAR shall also select a runway at EDAE to generate correct sector predictions. This is the only way to delegate this airspace from sector FLG to sectors DBDN/DBDS. 

Sector DBDS is responsible for transferring aircraft via ARSAP to EPWW sector D according to the LoA between EDWW and EPWW:

Aerodromes COP Level Special Conditions To Sector
Outbound from EDDB ARSAP ↑FL170-FL230 Odd levels below FL230 will only be used when required for separation purposes. DBDS may transfer departures EDDB on top of each other. EPWW-D
Inbound to EPPO, EPZG ARSAP FL210 --- EPWW-D

Airspace

All active ED-Rs displayed on the radar screen shall be simulated. ED-R4 and ED-R146 will be active 24/7.

Departing Traffic from EDDB

Modes of Operation

Independent Parallel Departures

Independent parallel departures shall always be used, except if the following requirements are not met:

REQUIREMENTS AND PROCEDURES FOR INDEPENDENT PARALLEL DEPARTURES
  1. Parallel runways may be used for independent instrument departures as follows:
    1.  both runways are used for mixed arrivals and departures (mixed operation).
    2. Independent IFR departures should only be conducted from parallel runways when the conditions listed below are met:
      1. both aircraft are flying an RNAV or RNP instrument departure and
      2. ATS operational procedures ensure that the required track divergence is achieved.

In case departing traffic deviates from the departure route, the responsible tower controller needs to create separation immediately. 

Note: Vectored and visual departures are not approved for independent parallel departures

 

SUSPENSION OF INDEPENDENT PARALLEL OPERATIONS DUE TO METEOROLOGICAL CONDITIONS:

The meteorological conditions to be considered include, but are not limited to, the following:

  1. wind shear;
  2. turbulence;
  3. downdrafts; and
  4. crosswind and significant meteorological conditions such as thunderstorms, which might otherwise increase deviations from the final approach course or track to the extent that safety may be impaired.

Dedicated Runway Operations (DROps)

In Berlin, dedicated runway operations will be used during the following conditions:

For Berlin, the following runway configurations are preferred for dedicated runway operations:

Departure Release

Departures do not have to be released by Berlin Departure unless:

Crossing Departures

As traffic may be departing independently parallel from EDDB, Berlin Departure is responsible for managing crossing departures (e.g. LOGDO2A vs. SUKIP3N). Close coordination with ACC sectors BOR, FLG and MAR is required to cross departures efficiently. Often, it is necessary to level off departing traffic to ensure separation during crossing. It may also be useful to assign headings to let departing traffic cross more expeditiously. 

Handoffs from Departure to Center

Traffic on the same or crossing departure routes needs to have at least a minimum separation of 3 NM before handoff to the ACC sectors.

Use the LoA for details on level agreements: https://knowledgebase.vatsim-germany.org/books/bremen-fir-edww/page/bremen-acc-internal 

Departures EDDB on SUKIP SIDs shall be transferred depending on the following airway:
- SUKIP Y206 BUREL shall be transferred to sector BOR
- SUKIP M748 SOGMA shall be transferred to sector MAR

Departure-Split

During a departure split, both sectors are not allowed to give instructions to aircraft to cross the other's sector. Coordination is always necessary!

Check the LoA for the handoff level between DBDN and DBDS: https://knowledgebase.vatsim-germany.org/books/bremen-fir-edww/page/bremen-acc-internal 

Tactical Directs

Tactical Direct Special Conditions From Sector To Sector
HLZ Only during 24-Ops DBDN
 BOR
BUREL Only during 06-Ops
POVEL -
PODER Only with Destination EDDK and RFL above FL245
DENOL Only with Destination EDDL/EDLV and RFL above FL245
MAG - DBDS
ODLUN -
MAXAN -
ARSAP - FLG

Noise Abatement

Due to Noise Abatement Procedures, it is only possible to turn aircraft off the published procedure when above a certain altitude.

Missed Approaches

Missed approaches are being transferred from Berlin Tower to Berlin Departure. The departure controller shall coordinate the further routing immediately, once informed by Tower about the missed approach.  

Strausberg (EDAY)

Strausberg (EDAY) is an uncontrolled aerodrome located about 20 NM northeast of EDDB. Due to published IFR procedures limited service has to be provided for IFR traffic:

Responsible stations

Conditions
 EDDB RWYs 06 EDDB RWYs 24
IFR clearance DBDN DBAN
Approach clearance DBAN DBAN
Approach monitoring DBDN DBAN

Approach Types

There is one published approach type available at EDAY: 

Runway
 Available Approach Types IAF Altitude at IAF
05/23 RNP RENKI 4000 ft

Coordination is required with the station responsible for the approach monitoring prior to the approach clearance from DBAN. Airacft will be transferred to this monitoring station when on the published procedure. 

Schönhagen (EDAZ)

Schönhagen (EDAZ) is an uncontrolled aerodrome located about 15 NM southwest of EDDB. Due to published IFR procedures limited service has to be provided for IFR traffic:

Responsible stations

Conditions
 EDDB RWYs 06 EDDB RWYs 24
IFR clearance DBAST DBDS
Approach clearance DBAS DBAS
Approach monitoring DBAST DBDS

Approach Types

There is one published approach type available at EDAY: 

Runway
 Available Approach Types IAF Altitude at IAF
25 RNP MOSEX 3000 ft or 4000 ft, depending on MVA
07 Only RNP 25 followed by circling runway 07 is available.

Due to the crossing of EDDB D(CTR), Berlin Tower shall be informed about every approach on runway 25 at EDAZ.

Coordination is required with the station responsible for the approach monitoring prior to the approach clearance from DBAS. Airacft will be transferred to this monitoring station when on the published procedure. 

The station responsible for the approach monitoring shall inform Berlin Tower about the IFR arrival at EDAZ once this traffic joins the approach procedure and once this traffic has landed. 

Approaches EDDB runway 24L and IFR approaches EDAZ will be generally considered independent. 

Arrival

Sectorization and Airspace

Sector Berlin Arrival

DBA 06.pngDBA 24.png

Station
 Station ID
 Frequency
 Login
Pickup
Bremen Radar (Pickup Nord)
 DBAN 119.630
 EDDB_N_APP
Bremen Radar (Pickup Süd) DBAS 126.425 EDDB_S_APP
Feeder
Berlin Arrival (Feeder Nord) DBANT 136.105 EDDB_AN_APP
Berlin Arrival (Feeder Süd) DBAST 121.130 EDDB_AS_APP
Coordinator
Berlin Coordinator --- ---

Any middle locator which has higher priority than DBAN or DBAS

All frequencies (incl. Berlin Departure) shall be cross-coupled by the responsible controller. 

A second Feeder will only be staffed when Independent Parallel Approach operations are required. 

The Coordinator position will take over all pre-planning responsibilities for the Pickup station. The main task is to coordinate all arrivals so that an initial sequence is created for the Pickup. The coordinator works on all coordination duties. Tags from the CTR station will always be transferred to the executive controller immediately. The Berlin Coordinator shall log in with a callsign having a higher priority than DBAN/DBAS (e.g. EDDB_C_APP) and the correct primary frequency selected. 

Holzdorf AoR

Holzdorf AoR (ETSH_APP) may be staffed. This will delegate the airspace described below from GND to 5500 ft. Every movement between ETSH_APP and Bremen Radar requires prior coordination. Bremen Radar sector DBAS will perform top-down service when ETSH is offline (Bremen Radar will not provide SRA and PAR approaches).

ETSH_AoR.png

TORGAU Area

EDMM sector TRN may request the activation of TORGAU Area during RWYs 26 at EDDP. See LoA EDWW-EDMM para 2.4.2.

MULDE_+_TORGAU_AREA.png

Airspace

All active ED-Rs displayed on the radar screen shall be simulated. ED-R4 and ED-R146 will be active 24/7. Inbound traffic to EDDB shall always stay inside airspace class C. Level-offs might be necessary during descent to keep traffic inside protected airspace. 

Arriving traffic to EDDB

Runway Allocation

The pilot shall be informed about the expected runway on initial contact with DBAN/DBAS. 

In almost all circumstances, runways are assigned depending on the planned parking position to reduce taxi times:

Groups
 Runway Allocation
SHALL Aircraft with a wingspan of 65 meters or more (e.g. B748, A388) have to use runway 06R/24L.
SHOULD Aircraft with parking positions on aprons 1, 2, 3, 4, A and E will be guided to runway 06L/24R whenever possible.

MAY

Aircraft parking on parking positions B01-B04, D01-D07 and on apron E will be guided to runway 06L/24R.

Aircraft parking on parking positions B05-B16, D08-D22 and on apron C will be guided to runway 06R/24L.

 

Especially during peak times (independent parallel approaches) a shift to the other runway may be necessary (so-called Lastausgleich/load balancing). 

DBAN/DBAS or the respective coordinator shall shift the default runway allocation for flights applying to the MAY category when performing independent parallel approaches depending on the traffic situation. DBAN/DBAS are responsible for generating a balanced load on both runways during this mode of operation. Coordination might be necessary. 

EDDB_Runway_Assignment.png

Managing inbound traffic

There are no STARs available at EDDB. Traffic will mostly be vectored to the final. Often an initial direct to a transition fix can guide the traffic efficiently. Transitions are rarely used and are only designed as frequency relief procedures for Pickup. 

Pickup shall make use of early coordination with ACC sectors MAR and FLG as well as with EPWW, in order to sequence traffic from the various clearance limits. Early coordinated headings, speeds and holdings will ensure a good traffic flow. Mostly, ACC sectors MAR and FLG explicitly wait for coordination with DBAN/DBAS before the transfer of communications is executed. 

As traffic often is shortly prior to reaching the IAF/clearance limit (KETAP, OGBER, NUKRO, ATGUP, KLF), a further clearance on the initial call is recommended in order to avoid unwanted holdings. 

Any approved/requested DCT for arrivals EDDB, given by DBAN/DBAS to MAR/FLG, shall include the approval to cross the airspace of sectors DBDN/DBDS!

Holdings

Published holdings are available at the IAFs/clearance limits. Holdings at KETAP and OGBER shall always be coordinated with ACC sector MAR. Holdings at NUKRO and ATGUP/KLF shall always be coordinated with ACC sector FLG. 

Approach Types

There are 4 published approach types available at EDDB. By default, the ILS approach will be used. 

Runway
 Available Approach Types Intercept Altitude
06L/24R ILS, LOC, RNP 4000 ft
06R/24L ILS, LOC, RNP, VOR 3000 ft

When accepted by the pilots, Berlin Arrival may use short approaches out of 3000 ft via a 10 NM final on runway 06L/24R. For short approaches out of 2000 ft via a 6 NM final, prior coordination with Berlin Tower is necessary. 

Modes of Operation

Berlin Airport is authorized for the following modes of operations:

Mode
 Spacing between 06L/24R and 06R/24L
Alternating Approaches 2,5 NM (*)
Dependent Parallel Approaches 1,5 NM
Independent Parallel Approaches ---
Dedicated Runway Operations (DROps) ---

(*) Alternating approaches will be used whenever dependent parallel approaches cannot be used (e.g. non-precision approaches).

Dependent Parallel Approaches

Dependent Parallel Approaches may be used whenever possible.  

REQUIREMENTS AND PROCEDURES FOR DEPENDENT PARALLEL APPROACHES
  1. the final approach course or track is intercepted by use of:
    1. vectoring; or
    2. a published arrival and approach procedure that intercepts with the IAF or the IF.
  2. the instrument flight procedure that aligns the aircraft with the extended runway centre line is a precision approach 
  3. aircraft are advised that approaches are in use to both runways;
  4. a minimum of nominal 1000 ft vertical separation or a minimum of 3.0 NM horizontal separation is provided between aircraft until established on the final approach courses or tracks of parallel approaches
  5. the minimum horizontal separation to be provided between aircraft established on the same final approach course or track is 3.0 NM unless increased longitudinal separation is required due to wake turbulence;
  6. the minimum horizontal separation to be provided diagonally between successive aircraft on adjacent final approach courses or tracks is:

EDDF_APP_Dependent.png

Source: Regulation (EU) 2017/373, ANNEX IV — Part-ATS

Independent Parallel Approaches

During periods of high traffic, independent parallel approaches may be used. 

REQUIREMENTS AND PROCEDURES FOR INDEPENDENT PARALLEL APPROACHES

Procedures and requirements can be viewed in this document: https://dms.vatsim-germany.org/s/LniBnXJsWbtEnos 

In order to perform independent parallel approaches, both DBANT/DBAST and tower positions have to be staffed.

 

SUSPENSION OF INDEPENDENT PARALLEL OPERATIONS DUE TO METEOROLOGICAL CONDITIONS:

The meteorological conditions to be considered include, but are not limited to, the following:

  1. wind shear;
  2. turbulence;
  3. downdrafts; and
  4. crosswind and significant meteorological conditions such as thunderstorms, which might otherwise increase deviations from the final approach course or track to the extent that safety may be impaired.

Dedicated Runway Operations (DROps)

In Berlin, dedicated runway operations will be used during the following conditions:

For Berlin, the following runway configurations are preferred for dedicated runway operations:

Target Spacing

The following target spacings shall be used between aircraft on the same final, except if wake turbulence separation is higher:

Conditions
 Target Spacing
Departures expected 6 NM
No departures expected 3 NM
Low Visibility Operations 5 NM

The approach shall assess the situation on the ground regarding departing traffic and shall adjust the target spacing accordingly. No coordination is required in order to reduce to 3 NM in case no departing traffic is expected between approaching aircraft. 

Note: Berlin Tower may reduce aircraft on final inside the EDDB D(CTR) without any prior notification. 

Handoff Pickup to Feeder

DBAN/DBAS shall guide arrivals to EDDB in such a way that an interim arrival sequence is reached prior to transferring the aircraft.

TO ALTITUDE CONDITIONS
DBANT/DBAST 5000 ft Dependent Parallel Ops
DBANT 6000 ft Independent Parallel Ops
DBAST 4000 ft Independent Parallel Ops

Noise Abatement

Procedure
 Description

FL70 between OGBER/KETAP

 Arrivals to EDDB shall not be cleared to descend below FL70 before passing a position abeam EDDB if guided north of the aerodrome but south of the direct line between OGBER and KETAP

13 NM final runways 06L/R from 22:00 lcl - 06:00 lcl

Vectored approaches to RWYs 06L/R shall be guided in a way that the aircraft is established on the final approach track 13 NM from the touchdown between 22:00 local time and 06:00 local time. Aircraft in an emergency or distress situation or an urgent exceptional situation (e.g. meteorological reasons) as well as visual approaches shall be exempted from this provision.

Visual Approach RWYs 06/24

Whenever issuing a clearance for a visual approach the pilot shall be instructed to conduct the approach in such a way that the final approach is not less than 6 NM and descent below 2000 ft MSL will not be performed prior to reaching final approach.

Strausberg (EDAY)

Strausberg (EDAY) is an uncontrolled aerodrome located about 20 NM northeast of EDDB. Due to published IFR procedures limited service has to be provided for IFR traffic:

Responsible stations

Conditions
 EDDB RWYs 06 EDDB RWYs 24
IFR clearance DBDN DBAN
Approach clearance DBAN DBAN
Approach monitoring DBDN DBAN

Approach Types

There is one published approach type available at EDAY: 

Runway
 Available Approach Types IAF Altitude at IAF
05/23 RNP RENKI 4000 ft

Coordination is required with the station responsible for the approach monitoring prior to the approach clearance from DBAN. Airacft will be transferred to this monitoring station when on the published procedure. 

Schönhagen (EDAZ)

Schönhagen (EDAZ) is an uncontrolled aerodrome located about 15 NM southwest of EDDB. Due to published IFR procedures limited service has to be provided for IFR traffic:

Responsible stations

Conditions
 EDDB RWYs 06 EDDB RWYs 24
IFR clearance DBAST DBDS
Approach clearance DBAS DBAS
Approach monitoring DBAST DBDS

Approach Types

There is one published approach type available at EDAY: 

Runway
 Available Approach Types IAF Altitude at IAF
25 RNP MOSEX 3000 ft or 4000 ft, depending on MVA
07 Only RNP 25 followed by circling runway 07 is available.

Due to the crossing of EDDB D(CTR), Berlin Tower shall be informed about every approach on runway 25 at EDAZ.

Coordination is required with the station responsible for the approach monitoring prior to the approach clearance from DBAS. Airacft will be transferred to this monitoring station when on the published procedure. 

The station responsible for the approach monitoring shall inform Berlin Tower about the IFR arrival at EDAZ once this traffic joins the approach procedure and once this traffic has landed. 

Approaches EDDB runway 24L and IFR approaches EDAZ will be generally considered independent.

ATIS Codes

Default ATISmaker URL

https://www.uniatis.net/atis.php?&metar=$metar($atisairport)&arr=$arrrwy($atisairport)&dep=$deprwy($atisairport)&apptype=ILS&info=$atiscode

In Berlin, the departure frequency shall not be displayed in the ATIS!

Optional ATIS Codes

Note: Taxi in () are notes only and will not be displayed in the ATIS.

CODE Broadcast
&lvp [LOW VISIBILITY PROCEDURES IN OPERATION CAT II AND III AVAILABLE]
&indep [EXPECT][INDEPENDENT PARALLEL ILS APPROACH][RUNWAY] X [AND] Y [ ] (X,Y runway will be selected automatically)
&gndf=xxx.xxx [AFTER VACATING RUNWAY] %actrwy_or% [CONTACT GROUND ON FREQUENCY][ ]xxx.xxx[ ] (xxx.xxx change with active frequency)
&nognd [AFTER VACATING RUNWAY] %actrwy_or% [REMAIN ON FREQUENCY][ ] (%actrwy_or% runway will be selected automatically)
&gnds [AFTER VACATING RUNWAY][ ]%actrwy_or%[ ][CONTACT GROUND ON FREQUENCY][ ][121.705][ ](%actrwy_or% runways will be selected automatically)
&gndboth [AFTER VACATING RUNWAY][ ]%gndbothrwyone%[ ][CONTACT GROUND ON FREQUENCY][ ]129.505[ ][AFTER VATING RUNWAY][ ]%gndbothrwytwo%[ ][CONTACT GROUND ON FREQUENCY][ ]121.705[ ](%gndbothrwyone%,%gndbothrwytwo% runways will be selected automatically)
&drops

[ALL DEPARTURES EXPECT RUNWAY] X (X runway will be selected automatically, to be used during dedicated runway operations)
&windshearall [WINDSHEAR ALL RUNWAYS]
&windshear24 [WINDSHEAR] [RUNWAY] 24L [AND] 24R
&windshear06 [WINDSHEAR] [RUNWAY] 06L [AND] 06R
&06lwip [RUNWAY] 06L [CLOSED DUE TO WORK IN PROGRESS][ ]
&06rwip [RUNWAY] 06R [CLOSED DUE TO WORK IN PROGRESS][ ]
&24lwip [RUNWAY] 24L [CLOSED DUE TO WORK IN PROGRESS][ ]
&24rwip [RUNWAY] 24R [CLOSED DUE TO WORK IN PROGRESS][ ]