# 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](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/o2o6GcJtrforPw6)
# 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/2024-08/runway.png)*
### Departure Routes
- All SIDs are RNAV only (excl. ROKMU1P)
- All aircraft via SUKIP 2Q and LOGDO 2Q are required an RFL (Requested Flight Level) of least FL120
### 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. |
### 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/odw629qZk5WezPi](https://dms.vatsim-germany.org/s/odw629qZk5WezPi)**
### 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/o2o6GcJtrforPw6)
# 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 06L/24R 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
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):
- Swing-over procedures shall be suspended, aircraft are allowed to push and taxi via the guidelines
- **Crossing the virtual court via VC is not permitted** (Re-Routing via P1, P2 or T is mandatory)
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.
[](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 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.
[](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
| **Taxiway** | **[ICAO Code Letter](https://knowledgebase.vatsim-germany.org/books/flugzeugkunde/page/icao-aerodrome-reference-code) 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 |
| **Taxiways** | **[ICAO Code Letter](https://knowledgebase.vatsim-germany.org/books/flugzeugkunde/page/icao-aerodrome-reference-code) 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 |
# 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
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
- - 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 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.
[](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 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.
[](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
| **Taxiway** | **[ICAO Code Letter](https://knowledgebase.vatsim-germany.org/books/flugzeugkunde/page/icao-aerodrome-reference-code) 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 |
| **Taxiway** | **[ICAO Code Letter](https://knowledgebase.vatsim-germany.org/books/flugzeugkunde/page/icao-aerodrome-reference-code) 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 |
# 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 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:
[](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 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.
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.
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:
- The landing clearance line is visible on the ground radar display
- The braking action on the runway is not reduced significantly
- For Vatsim only SN, ST, PL, GR and GS are considered as a reduction of braking action
- The vacating aircraft does not exceed ICAO Code Letter E
- The vacating traffic does not stop until reaching the holding point
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-07/euroscope-2bhyfiqkxg.png)
## 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
- After every departure route with the designator K, M or Z
### 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:
- Traffic departing runway 06L/24R: Bremen Radar - 120.340 (Departure Nord)
- Traffic departing runway 06R/24L: 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 06L: L3, L4, K2
- Runway 06R: M3, M5
- Runway 24R: L5, L6
- Runway 24L: M6, M7
## Arriving traffic
### Separation on final
- After the transfer of communications from Berlin Arrival, 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 24R/06L
- 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 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:
- Instruct every IFR departure from runway 24L to climb at least 2000 feet per minute until passing 3000 ft ("Climb at 2000 feet per minute or greater until passing 3000 ft). This clearance can be assigned when issuing the take-off clearance. When in doubt, Berlin Tower should ask the pilot if he is able for this climb rate before issuing the line-up clearance.
# Departure
## Sectorization and Airspace
### Sector Berlin Departure
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-08/dbd-06.png)[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-08/dbd-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.
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-07/inkscape-xiuq8euvnd.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.
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)
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](https://knowledgebase.vatsim-germany.org/books/bremen-fir-edww/page/bremen-acc-internal)
### Tactical Directs
|
| 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
|
| APEBE |
| 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.
- **Jets: 5000ft**
- **Props: 3000ft**
###
### 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:
- Approach clearance and approach monitoring
- IFR clearance
### 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:
- Approach clearance and approach monitoring
- IFR clearance
### 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
### [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-08/dba-06.png)[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-08/dba-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).
[](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 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.
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-08/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 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.
- 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** |
| 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:
[](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/LniBnXJsWbtEnos](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.
| **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:
- Approach clearance and approach monitoring
- IFR clearance
### 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:
- Approach clearance and approach monitoring
- IFR clearance
### 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 \[CLOSED DUE TO WORK IN PROGRESS\]\[ \] |