# 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, S2+ only |
| **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**
|
| **Arrival South**
| 1
| 126.425 | EDDB\_S\_APP | DBAS | --
|
| Arrival North
| 3
| 119.630 | EDDB\_N\_APP | DBAN | --
|
| Arrivals Coordinator | 2 | -- | EDDB\_Q\_APP | DBAQ | -- |
| **Director South**
| 2
| 121.130 | EDDB\_D\_APP | DBAST | --
|
| Director North
| 3
| 136.105 | EDDB\_F\_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
**07L/25R:** 25 Deps/h, 25 Arr/h
**07R/25L:** 25 Deps/h, 25 Arr/h
### Guides
**A-CDM at EDDB: [https://dms.vatsim-germany.org/s/odw629qZk5WezPi](https://dms.vatsim-germany.org/s/odw629qZk5WezPi)**
**De-Icing at EDDB: [https://dms.vatsim-germany.org/s/akGzoSddntR6DM3](https://dms.vatsim-germany.org/s/akGzoSddntR6DM3)**
### Quicksheet
[](https://dms.vatsim-germany.org/s/qj8sb7MNMF3Wfg7)
# 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.
*[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-12/runway.png)*
### Departure Routes
- All SIDs are RNAV only (excl. ROKMU1P)
- All aircraft via SUKIP 1Q and LOGDO 1Q are required an RFL (Requested Flight Level) of least FL120
### Datalink Clearance (PDC/DCL)
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/DweBFz7FAD2GoCR](https://dms.vatsim-germany.org/s/DweBFz7FAD2GoCR)
### Invalid Routes / Old AIRAC
**Invalid Route + old AIRAC installed**
- Assign old SID
- Only applicable for flights via SOGMA, ODLUN, MAXAN, POVEL, HLZ
**Invalid Route + new AIRAC installed**
- re-routing required
- Only applicable for flights via SOGMA, ODLUN, MAXAN, POVEL, HLZ
- Available re-routings:
- SOGMA → SUKIP M748 SOGMA
- HLZ → SUKIP Y206 BUREL P203 HLZ
- POVEL → LOGDO Z20 MAG L986 POVEL
- MAXAN → LOGDO Z20 MAG Z115 MAXAN
- ODLUN → LOGDO Z117 ODLUN
**All other invalid routes**
- Either complete re-routing or vectored / visual departure
### VFR Traffic
- VFR pilots are required to do their initial call on Berlin Delivery
- Berlin Delivery provides pilots with information such as active runways and QNH
- Berlin Delivery should create a F-Plan if not already done by the pilot (".am" command)
- Coordinate every VFR aircraft with Tower (release by Tower required prior handoff to Ground)
### Quicksheet
[](https://dms.vatsim-germany.org/s/qj8sb7MNMF3Wfg7)
# 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.
*[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-12/aor-eddb-new.png)AoR Berlin-Brandenburg Airport*
### Procedures
#### Virtual Court
- Road crossing north of B01
- Taxiways V1 and V2 will end at the virtual court
- VC is the only taxiway which connects the Main Apron with Apron North
- Crossing the virtual court is only possible via VC (physical barriers installed)
- The virtual court displays a hotspot for ground movements in this area
- Traffic may be re-routed via P1 or P2 to relieve the virtual court (coordination with Berlin Ground required)
#### Efficiency
- Usage of all available taxiways on the Main Apron will generate maximum capacity in this area
- Good pre-planning and coordination with other stations required
- Traffic to aprons A and C may be routed non-standard after coordination to reduce unnecessary waiting times.
#### 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.
- All gates ending with "A" (e.g. B15A) are designed for heavy aircraft
- All gates ending with "B" (e.g. B15B) are designed for the Airbus A380
- Stands E01-E19, 33-36 and 70-75 are so-called taxi-out stands (no pushback required)
- Stands E01-E19 will be entered via P2, facing west (note: current sceneries will have aircraft parked facing east, use caution!)
#### De-Icing
De-icing is generally performed at remote de-icing pads on Apron E and Apron 3b:
- When using de-icing pads PAD03, PAD05, PAD07, PAD09, PAD11, PAD13, PAD15, PAD17 on Apron E, stands E01 to E19 cannot be used anymore for parking:
- PAD05, PAD07, PAD09, PAD11, PAD13 and PAD15 are only available for aircraft with max. wingspan <36 m
- PAD03 and P17 may be used by A332, A333, A338, A339 A400, B752, B753, B762, B763, B764, B772; B778, B788; B789, B78X, C130 and IL76
- All pads on Apron E will be entered via P2 and left via P1 (parked facing west)
- When using the de-icing pad PAD NORTH 1, stands 70 to 74 cannot be used anymore for parking:
- Aircraft with a max. wingspan <52 m and with parking north of runway 07L/25R shall used PAD NORTH 1
- The pad will be entered via K. Aircraft shall position themself on the de-icing pad "facing north"
**Further de-icing information here: [https://dms.vatsim-germany.org/s/akGzoSddntR6DM3](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
Taxiway P2-Orange can only be used during daylight operations.
#### Low Visibility Procedures
The following applies during Low Visibility Procedures (LVP):
- Swingover procedure not permitted
- **Crossing the virtual court via VC not permitted** (Re-Routing via P1, P2 and T mandatory)
- Use of conditional clearance not permitted
### Handoffs
#### Handoffs during 07-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.
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-main-apron-07-ubergaben.png)
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-nord-apron-07-ubergaben.png)
#### Handoffs during 25-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.
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-main-apron-25-ubergaben.png)
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-nord-apron-25-ubergaben.png)
### Taxiways
#### Restrictions
| **TAXIWAYS** | **RESTRICTION** | **NOTE** |
| **V1, V2** | -- | Independent use possible |
| **V1, V2, VC** | max. wingspan < 36 m | During simultaneous movements on V1-VC or V2-VC |
| **V3, VC** | max. wingspan <36 m | During simultaneous movements on V3 and VC |
| **E** | max. wingspan <65 m | -- |
| **F** | max. wingspan < 65 m | When bordering apron E |
| **P1, P2** | max. wingspan < 36 m | -- |
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-taxiways-main-apron.png)
| **TAXIWAYS** | **RESTRICTION** | **NOTE** |
| **N2** | max. wingspan < 65 m | When bordering positions 50-55 |
| **N2** | max. wingspan < 52 m | When bordering positions 56-57 |
| **K4** | max. wingspan < 65 m | -- |
| **N1** | max. wingspan < 52 m | When bordering positions 19-27 |
| **K5** | max. wheelbase < 18 m | North of taxiway G |
| **All other** | max. wingspan < 36 m | Only inside AoR of Berlin Apron |
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-taxiways-nord-apron.png)
| **Max Wingspan** | **A/C Types** |
| < 30m | AT72 / CRJX / DH8D / RJ1H / etc. |
| < 36m | B739 / A321 / BCS3 / E195 / etc. |
| < 52m | B753 / B763 / A306 / etc. |
| < 65m | A333 / A346 / A35K / B744 / B77W / B78X / etc. |
| < 80m | A124 / A388 / B748 / etc. |
| > 80m | A225 |
# 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.
*[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-12/aor-eddb-new.png)*
*AoR Berlin-Brandenburg Airport*
### Procedures
#### Directions of Taxi
- Directions of Taxi on taxiways A-D are recommendations only
- Usage of taxiways might differ depending on traffic situations
- Aircraft shall use taxiways B or C if the are 2 or more aircraft at any intersection (e.g. M7) to avoid blocking
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-rollrichtungen.png)
#### GAT and Apron 1
- The GAT and Apron 1 are uncontrolled at any time
- ATC clearances and service will start at L6
- Only provide one clearance to enter/exit the GAT at the same time to reduce the chance of nose-to-nose situations
#### Intersections
- Berlin Ground is responsible to pre-plan all departures for Berlin Tower
- All intersections shown in the picture below can be used without asking the pilot if he's able. All other intersections can be used as long as the pilot is able to do so.
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/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
- De-Icing for heavy aircraft at Apron A, B, C, D, and E has to be done at the parking position
- There are two central de-icing pads:
- Stands E03, E05, E07, E09, E11, E13, E15, E17 (Entry to the Pad via P2, exit via P1)
- 72-74 ("Pad North", approved for aircraft with AFCT code up to code letter D)
#### Low Visibility Procedures
The following applies during Low Visibility Procedures (LVP):
- **Crossing the virtual court via VC no permitted** (Re-Routing via P1, P2 and T mandatory)
- Use of conditional clearance not permitted
#### Handoff from Tower
- - Aircraft will switch to Ground automatically once vacated
- Information to the pilots via the ATIS mandatory
- Support pilots who are not switching to Ground automatically
### Handoffs
#### Handoffs during 07-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.
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-12/eddb-main-apron-07.png)
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-nord-apron-07-ubergaben.png)
#### Handoffs during 25-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.
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-main-apron-25-ubergaben.png)
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-nord-apron-25-ubergaben.png)
### Taxiways
#### Restrictions
| **TAXIWAYS** | **RESTRICTIONS** | **NOTES** |
| **L6** | max. wingspan < 36 m | South of taxiway C |
| **GAT** | max. wingspan < 36 m | -- |
| **P1, P2** | max. wingspan < 52 m | Between taxiway M6 and apron E |
| **Y1** | max. wingspan < 15 m, max. rotor diameter 10,70 m | -- |
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-taxiways-sud-ground.png)
| **TAXIWAYS** | **RESTRICTIONS** | **NOTES** |
| **G, K4** | max. wingspan < 65 m | -- |
| **K3** | max. wingspan < 52 m | -- |
| **K6** | max. wingspan < 65 m | South of taxiway G |
| **K5** | max. wingspan < 36 m | Between taxiway K and Holding-Bay |
| **Kreuzung**
**G - K4**
| Usage only for movements from the south to the west or vice versa | -- |
| **K4** | Line-Up and vacating are not allowed | -- |
| **K5** | Taxi only allowed in southern direction | South of taxiway G |
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-taxiways-nord-ground.png)
| **Max Spannweite** | **A/C Types** |
| < 30m | AT72 / CRJX / DH8D / RJ1H / etc. |
| < 36m | B739 / A321 / BCS3 / E195 / etc. |
| < 52m | B753 / B763 / A306 / etc. |
| < 65m | A333 / A346 / A35K / B744 / B77W / B78X / etc. |
| < 80m | A124 / A388 / B748 / etc. |
| > 80m | A225 |
# Tower
Stations and AoRs
*[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-12/aor-eddb-new.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 07L/25R and 07R/25L** |
| Alternating Approaches | 2,5 NM (\*) |
| Dependent Parallel Approaches | 1,5 NM |
| Independent Parallel Approaches | --- |
| Independent Parallel Departures | --- |
| Segregated Parallel Operations | --- |
(\*) 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:
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-02/eddf-app-dependent.png)
Source: Regulation (EU) 2017/373, ANNEX IV — Part-ATS
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 director 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.
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.
REQUIREMENTS AND PROCEDURES FOR SEGREGATED RUNWAY OPERATIONS
Segregated parallel operations should only be conducted on parallel runways when the following conditions are met:
1. the nominal departure track diverges immediately after take-off by at least 30 degrees from the missed approach track of the adjacent approach
2. the instrument flight procedure that aligns the aircraft with the extended runway centre line is one of the following
1. precision approaches or RNP approach
2. visual approach
Source: Regulation (EU) 2017/373, ANNEX IV — Part-ATS
| **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.
## Departing traffic
### General Departure Release
Departures do not have to be released by EDWW (Bremen Radar) unless:
- EDWW explicitly restricts departures by time, SID or until further notice
- Departures out of the non-operational runway config
- The first departure after a runway change
- The first departure after an unplanned missed approach
### Departure Separation
The following departure separation shall be used, except if wake turbulence separation is higher:
| **Conditions**
| **Separation** |
| Same SID following | 5 NM |
| Different SID following | 3 NM |
### 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:
- Traffic departing runway 07L/25R: Bremen Radar - 120.340 (Departure Nord)
- Traffic departing runway 07R/25L: Bremen Radar - 120.630 (Departure Süd)
### Intersection Departures
On the following intersections, Berlin Tower shall ask if traffic is in sight when using conditional clearances:
- Runway 07L: L3, L4, K2
- Runway 07R: M3, M5
- Runway 25R: L5, L6
- Runway 25L: M6, M7
## Arriving traffic
### Separation on final
- After the transfer of communications from Director, Tower is responsible for monitoring the separation between arriving aircraft. If necessary Tower shall also use methods to ensure separation on the final.
- When traffic is inside the EDDB D(CTR) (below 2500 ft), Berlin Tower may adjust the speeds of aircraft on final without prior coordination. If this is done, Tower is solely responsible for separation to traffic behind, on the same 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](https://knowledgebase.vatsim-germany.org/books/coordination/page/departure-release)).
## VFR traffic
### Control zone
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-ctr.png)*CTR Berlin - © [openflightmaps.org](https://www.openflightmaps.org/)*
### VFR Procedures
- VFR movements preferred via runway 25R/07L
- Crossing of the airport as to be coordinated between both Tower controllers
### EDAZ traffic
IFR traffic inbound to EDAZ will momentarily enter Berlin D(CTR). Bremen Radar is responsible to inform Berlin Tower about every IFR approach at EDAZ.
# Departure
All sectors for Berlin Departure are dependent on the runway configuration at Berlin-Brandenburg Airport (BER/EDDB).
- If there's only one Departure station online, the other Departure sector will also be covered
- A second Departure controller should only connect with approval from the controller already being only. The same applies to position bookings.
- Berlin Departure shall cross-couple both frequencies at any time.
- All handoffs to APP/DEP shall be performed to the "correct" (/cross-coupled) sector frequency.
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-05/dbd-07.png)[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-05/dbd-25.png)
### Procedures 07-Ops
#### Departure Routes
| [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-sid-07l.png) | [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-sid-07r.png) |
| *SIDs 07L*
| *SIDs 07R* |
- Departing traffic from different departure runways is independent as long as both aircraft are on a published procedure (vectored departures are not published procedures!)
- It is Tower's responsibility to assure enough separation between Q and Z / B and K SIDs.
#### Special Procedures
**Hoffmann-Kurve**
Due to noise abatement procedures aircraft following a Q-SID out of runway 07R will perform the famous "Hoffmann-Kurve". Aircraft operators are required to fly an early right turn to the south after passing 600ft. Berlin Tower will transfer those aircraft as soon as they are established on the crosswind leg.
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-hoffmannkurve.png)*Berühmte Berliner Hoffmann-Kurve*
Departing traffic following the LOGDO 1Q or SUKIP 1Q will have an initial climb of FL080. Special climb gradients are required in order to stay clear of arriving traffic.
**DBAS4 Airspace**
During 07-Ops Departure South will have a special delegated airspace inside the sector of Berlin Arrival South. This will ensure that departing traffic stays clear of any airspace of Berlin Arrival. This delegated airspace is known as the "DBAS4 Window".
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/dbas4.png)*Sector DBAS 4*
**ED-R 146**
Aircraft flying on the SUKIP 1K or LOGDO 1K are excluded from the flight restriction of ED-R 146. Departing traffic with an RFL below FL105 has to be transferred to Berlin Arrival North (DBAN).
**Kreuzende Directs**
Pay special attention to departing aircraft flying through the DBAS 4 Window (see above). It has to be assured that departing traffic will not leave this window below FL105 when getting a direct routing, in order to keep departing traffic clear of arriving traffic.
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/dbas4-konfilkt.png)*Potential Conflict Departures - Arrivals*
### Procedures 25-Ops
#### Abflugrouten
| [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-sid-25l.png) | [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddb-sid-25r.png) |
| *SIDs 25L*
| *SIDs 25R* |
- Departing traffic from different departure runways is independent as long as both aircraft are on a published procedure (vectored departures are not published procedures!)
#### Special Procedures
**Parallel Departures to the West**
During 25-Ops you will often face SUKIP and LOGDO departures flying parallel. It might be necessary to let the aircraft cross before performing the handover to the next station. It is helpful to do the crossing at low altitudes (earliest above 5000ft). Pay special attention to vertical separation.
**Direct DB433**
Usually, arriving traffic via OGBER will get a direct instruction to DB433. This crosses the airspace of DBDN and therefore needs a general or individual release for Berlin Departure. This normally doesn't cause any major conflicts because traffic will cross DBDN's airspace only at a tiny bit, in the vicinity of ED-R 146.
### Handoffs from Departure to Center
Traffic on the same or crossing departure routes needs to have at least a minimum separation of 5 NM before handoff to Center. It might be necessary to give level-offs to aircraft to ensure separation during crossings.
(Potential) Conflicts **shall not** be transferred to Center at any time!
Use the LoA for details on level agreements: [https://knowledgebase.vatsim-germany.org/books/bremen-fir-edww/page/bremen-acc-internal](https://knowledgebase.vatsim-germany.org/books/bremen-fir-edww/page/bremen-acc-internal)
After coordination with Sector BOR, departures via SUKIP M748 SOGMA might be transferred to Sector MAR.
### Tactical Directs
|
| HLZ | Only during 25-Ops | DBDN
| BOR
|
| BUREL | Only during 07-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 |
#### 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 handoff level between DBDN and DBDS: [https://knowledgebase.vatsim-germany.org/books/bremen-fir-edww/page/bremen-acc-internal](https://knowledgebase.vatsim-germany.org/books/bremen-fir-edww/page/bremen-acc-internal)
#### Noise Abatement
Due to Noise Abatement Procedures, it is only possible to turn aircraft off the published procedure when above a certain altitude.
- **Jets: 5000ft**
- **Props: 3000ft**
### Strausberg/Schönhagen
#### Strausberg (EDAY)
**ATC Service by Departure North (DBDN)**
**Departures**
- Only during 07-Ops
- IFR Clearance when Strausberg Information is offline
- No ATC Service provided on the ground
- Initial climb instructions need to be coordinated with Berlin Arrival
**Arrivals**
- Only during 07-Ops
- Supervision of traffic on the published procedure only
- Clearance for the RNP approach will already be done by Berlin Arrival
- No ATC Service provided on the ground (incl. landing clearance)
#### Schönhagen (EDAZ)
**ATC Service by Departure South (DBDS)**
**Departures**
- Only during 25-Ops
- IFR Clearance when Schönhagen Information is offline
- No ATC Service provided on the ground
- Initial climb instructions need to be coordinated with Berlin Arrival
**Arrivals**
- Only during 25-Ops
- Supervision of traffic on the published procedure only (potential conflicts with departures)
- Clearance for the RNP approach will already be done by Berlin Arrival
- No ATC Service provided on the ground (incl. landing clearance)
- Report aircraft being on final to Berlin Tower (because of dependencies)
# Arrival
## Sectorization and Airspace
### Sector Berlin Arrival
### [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-05/dba-07.png)[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-05/dba-25.png)
| **Station**
| **Station ID** | **Frequency**
| **Login**
|
| **Arrival**
|
| Berlin Arrival Nord
| DBAN | 119.630
| EDDB\_N\_APP |
| Berlin Arrival Süd | DBAS | 126.425 | EDDB\_S\_APP |
| **Director**
|
| Berlin Director Nord | DBANT | 136.105 | EDDB\_F\_APP |
| Berlin Director Süd | DBAST | 121.130 | EDDB\_D\_APP |
| **Coordinator**
|
| Berlin Arrival Nord | DBANQ | 119.630 | EDDB\_Y\_APP |
| Berlin Arrival Süd | DBASQ | 126.425 | EDDB\_Z\_APP |
All frequencies (incl. Berlin Departure) shall be cross-coupled by the responsible controller.
A second director will only be staffed when Independent Parallel Approach operations are required.
The Coordinator Position will take over all pre-planning responsibilities of Berlin Arrival. The main task is to coordinate all arrivals in a way, that an initial sequence is created for Arrival. All coordination duties are worked by the coordinator. Tags from the CTR station will be always transferred to Berlin Arrival immediately.
### 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 Berlin Arrival requires prior coordination. Berlin Arrival will perform top-down service when ETSH is offline (SRA and PAR approaches will not be provided by Berlin Arrival).
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/holzdorf-aor.png)
### TORGAU Area
EDMM sector TRN may request the activation of TORGAU Area during RWYs 26 at EDDP. See [LoA EDWW-EDMM](https://knowledgebase.vatsim-germany.org/books/bremen-fir-edww/page/bremen-acc-munchen-acc) para 2.4.2.
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/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 Berlin Arrival (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 07R/25L. |
| SHOULD | Aircraft with parking positions on aprons 1, 2, 3, 4, A and E will be guided to runway 07L/25R whenever possible. |
| MAY
| Aircraft parking on parking positions B01-B04, D01-D07 and on apron E will be guided to runway 07L/25R.
Aircraft parking on parking positions B05-B16, D08-D22 and on apron C will be guided to runway 07R/25L.
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.
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-11/runway.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 Berlin Arrival.
Berlin Arrival 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.
- The Holdings at KLF and ATGUP are dependent. The traffic of both clearance limits will usually be managed inside one holding.
- Further information about holding procedures shall be found in the [EDWW LoA](https://dms.vatsim-germany.org/s/a5DNLX7QfDq5fbj) para 4.1.4
### 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** |
| 07L/25R | ILS, LOC, RNP | 4000 ft |
| 07R/25L | 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 07L/25R. 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 07L/25R and 07R/25L** |
| Alternating Approaches | 2,5 NM (\*) |
| Dependent Parallel Approaches | 1,5 NM |
| Independent Parallel Approaches | --- |
| Segregated Parallel Operations | --- |
(\*) 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 Berlin Director is online.
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:
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-02/eddf-app-dependent.png)
Source: Regulation (EU) 2017/373, ANNEX IV — Part-ATS
REQUIREMENTS AND PROCEDURES FOR INDEPENDENT PARALLEL APPROACHES
Procedures and requirements can be viewed in this document: [https://dms.vatsim-germany.org/s/WoFrYYTMdWar65B](https://dms.vatsim-germany.org/s/WoFrYYTMdWar65B)
In order to perform independent parallel approaches, both director 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.
REQUIREMENTS AND PROCEDURES FOR SEGREGATED RUNWAY OPERATIONS
Segregated parallel operations should only be conducted on parallel runways when the following conditions are met:
1. the nominal departure track diverges immediately after take-off by at least 30 degrees from the missed approach track of the adjacent approach
2. the instrument flight procedure that aligns the aircraft with the extended runway centre line is one of the following
1. precision approaches or RNP approach
2. visual approach
| **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 Arrival to Director
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 07L/R from 22:00 lcl - 06:00 lcl
| Vectored approaches to RWYs 07L/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 07/25
| 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:
- Approach clearance and approach monitoring
- IFR clearance
### Responsible stations
| **Conditions**
| **EDDB RWYs 07** | **EDDB RWYs 25** |
| 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:
- Approach clearance and approach monitoring
- IFR clearance
### Responsible stations
| **Conditions**
| **EDDB RWYs 07** | **EDDB RWYs 25** |
| 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.
Missed approach procedures RWY 25L EDDB are not separated from RNP APP RWY 25 EDAZ. Therefore, arrivals to RWY 25L EDDB shall be suspended until a possible missed approach no longer conflicts with the arrival(s) to EDAZ.
# 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** | \[LOW VISIBILITY PROCEDURES IN OPERATION CAT II AND III AVAILABLE\] |
| **&hiro** | \[ \]\[HIGH INTENSITY RUNWAY OPERATION IN PROGRESS AVOID ANY DELAY ON THE RUNWAY\]\[ \] |
| **&indep** | \[EXPECT\]\[INDEPENDENT PARALLEL ILS APPROACH\]\[RUNWAY\] X \[AND\] Y \[ \] *(X,Y runway will be selected automatically)* |
| **&pda** | \[PARALLEL DEPENDENT APPROACH OPERATIONS IN PROGRESS\] |
| **&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)* |
| **&depr** | \[FOR DEPARTURE EXPECT RUNWAY\] X *(X runway will be selected automatically, to be used during single use of runways)* |
| **&rnp25** | \[EXPECT\]\[RNP\]\[APPROACH\]\[RUNWAY\] 25L \[OR\] 25R |
| **&rnp07** | \[EXPECT\]\[RNP\]\[APPROACH\]\[RUNWAY\] 07R \[OR\] 07R |
| **&ils25** | \[EXPECT\]\[ILS APPROACH\]\[RUNWAY\]25L \[OR\] \[RUNWAY\]25R\[ \] |
| **&ils07** | \[EXPECT\]\[ILS APPROACH\]\[RUNWAY\]07R \[OR\] \[RUNWAY\]07L\[ \] |
| **&birds** | \[BIRD ACTIVITY OVER AIRPORT\] |
| **&birdsallrwys** | \[\[BIRDS OBSERVED IN VICINITY OF ALL RUNWAYS\]\[ \] |
| **&birds25** | \[BIRDS OBSERVED IN VICINITY OF RUNWAYS\] 25L \[AND\] 25R\[ \] |
| **&birds07** | \[BIRDS OBSERVED IN VICINITY OF RUNWAYS\] 07L \[AND\] 07R\[ \] |
| **&windshearall** | \[WINDSHEAR ALL RUNWAYS\] |
| **&windshear25** | \[WINDSHEAR\] \[RUNWAY\] 25L \[AND\] 25R |
| **&windshear07** | \[WINDSHEAR\] \[RUNWAY\] 07L \[AND\] 07R |
| **&new** | \[BERLIN BRANDENBURG\] |
| **&old** | \[BERLIN SCHOENEFELD\] |
| **&charts** | \[CHARTS AVAILABLE FOR FREE ON WWW.VATSIM-GERMANY.ORG\]\[ \] |
| **&ila** | \[STAND BY WHEN CHECK IN FREQUENCY\]\[ \] |
| **&07lwip** | \[RUNWAY\] 07L \[CLOSED DUE TO WORK IN PROGRESS\]\[ \] |
| **&07rwip** | \[RUNWAY\] 07R \[CLOSED DUE TO WORK IN PROGRESS\]\[ \] |
| **&25lwip** | \[RUNWAY\] 25L \[CLOSED DUE TO WORK IN PROGRESS\]\[ \] |
| **&25rwip** | \[RUNWAY\] 25R \[CLOSED DUE TO WORK IN PROGRESS\]\[ \] |