SOPs FIR Bremen

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

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

Quicksheet

EDDB - Berlin/Brandenburg Airport

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.

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

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 07L/25R.
.vsid area eddb south	This will disable the area where all aircraft will be assigned to runway 07R/25L.

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

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

EDDB - Berlin/Brandenburg Airport

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.

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 (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!

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.

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.

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	--

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

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

EDDB - Berlin/Brandenburg Airport

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.

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

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.

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.

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.

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	--

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

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

EDDB - Berlin/Brandenburg Airport

Tower

Stations and AoRs

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	---
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

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.
the instrument flight procedure that aligns the aircraft with the extended runway centre line is a precision approach
aircraft are advised that approaches are in use to both runways;
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
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;
the minimum horizontal separation to be provided diagonally between successive aircraft on adjacent final approach courses or tracks is:

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

Independent Parallel Approaches

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

REQUIREMENTS AND PROCEDURES FOR INDEPENDENT PARALLEL APPROACHES

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

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

In order to perform independent parallel approaches, both 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:

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

Independent Parallel Departures

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

REQUIREMENTS AND PROCEDURES FOR INDEPENDENT PARALLEL DEPARTURES

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:

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

Dedicated Runway Operations (DROps)

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

Low Visibility Procedures
Suspension of Independent Parallel Departures (e.g. due to CB, wind shear, turbulence, downdrafts, strong crosswind)
Special regulation of traffic flows (e.g. shuttle event)

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

07-Operations: 07L departures, 07R approaches
25-Operations: 25L departures, 25R approaches

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

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 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).

VFR traffic

Control zone

CTR Berlin - © 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 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 25L 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.

EDDB - Berlin/Brandenburg Airport

Departure

Sectorization and Airspace

Sector Berlin Departure

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.

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

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:

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

Dedicated Runway Operations (DROps)

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

Low Visibility Procedures
Suspension of Independent Parallel Departures (e.g. due to CB, wind shear, turbulence, downdrafts, strong crosswind)
Special regulation of traffic flows (e.g. shuttle event)

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

07-Operations: 07L departures, 07R approaches
25-Operations: 25L departures, 25R approaches

Departure Release

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

Berlin Departure 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

Crossing Departures

As traffic may be departing independently parallel from EDDB, Berlin Departure is responsible for managing crossing departures (e.g. LOGDO1A vs. SUKIP2N). Close coordination with ACC sectors BOR, FLG and MAR is required to cross departures efficiently. Often, it is necessary to level off departing traffic to ensure separation during crossing. It may also be useful to assign headings to let departing traffic cross more expeditiously.

Handoffs from Departure to Center

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

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

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

Departure-Split

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

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

Tactical Directs

Tactical Direct	Special Conditions	From Sector	To Sector
HLZ	Only during 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

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 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.

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 25L and IFR approaches EDAZ will be generally considered independent.

EDDB - Berlin/Brandenburg Airport

Arrival

Sectorization and Airspace

Sector Berlin Arrival

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).

TORGAU Area

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

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.

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 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	---
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 Berlin Director is online.

REQUIREMENTS AND PROCEDURES FOR DEPENDENT PARALLEL APPROACHES

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.
the instrument flight procedure that aligns the aircraft with the extended runway centre line is a precision approach
aircraft are advised that approaches are in use to both runways;
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
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;
the minimum horizontal separation to be provided diagonally between successive aircraft on adjacent final approach courses or tracks is:

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

Independent Parallel Approaches

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

REQUIREMENTS AND PROCEDURES FOR INDEPENDENT PARALLEL APPROACHES

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

In order to perform independent parallel approaches, both 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:

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

Dedicated Runway Operations (DROps)

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

Low Visibility Procedures
Suspension of Independent Parallel Departures (e.g. due to CB, wind shear, turbulence, downdrafts, strong crosswind)
Special regulation of traffic flows (e.g. shuttle event)

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

07-Operations: 07L departures, 07R approaches
25-Operations: 25L departures, 25R approaches

Target Spacing

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

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

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

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

Handoff 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

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.

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 25L and IFR approaches EDAZ will be generally considered independent.

EDDB - Berlin/Brandenburg Airport

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][ ]

EDDH - Hamburg Airport

Overview

Hamburg Airport is the 5th largest airport in Germany and was opened in 1911, making it the oldest international airport in the world to still be in operation. It serves as a hub for Eurowings and Condor, has regular flight schedules from premium European carriers (e.g. Lufthansa, British Airways, KLM) as well as Low Cost carriers and handles a big variety of Aircraft types from small General Aviation planes up to A380s.

EDDH Tier 1 Endorsement is mandatory to control any station in Hamburg or above!

Hamburg ATC Stations

Station	Station ID	Login	Frequency	Remark
ATIS	ADH	EDDH_ATIS	124.325	--
Ground	DHL	EDDH_DEL	121.805	Delivery, Callsign "Ground"
East Apron	DHE	EDDH_E_GND	121.705	--
West Apron	DHW	EDDH_W_GND	121.980	--
Tower	DHT	EDDH_TWR	126.855	--
VFR Tower	DHR	EDDH_VFR_TWR	121.280	Relief Station / Event
East Arrival	HAME	EDDH_E_APP	119.510	--
West Arrival	HAMW	EDDH_W_APP	134.255	--
Director	DHAT	EDDH_F_APP	118.205	--

General Information

Hamburg is a restricted Tier 1 airport of the Bremen FIR. vACC Germany Controllers can get an endorsement with their S2 rating or higher, visiting Controllers from other countries need a S3 rating or higher. More Info: Visiting Controller

All stations at the ground (DEL, GND and TWR) do not have to track aircrafts.

Runways

Runway 33 / 15	Runway 23 / 05
Length: 3666m \| Width: 46mILS (15), RNP, SRE	Lenth: 3250m \| Width: 46mILS, RNP, SREILS 23 (CAT IIIb)

ILS-Frequencies

RWY	Frequency	Identifier	CRS
23	111.3111.5 (old)	IHHW	228°
15	109.550111.35 (old)	IHHS	150°
05	110.5	IHHE	047°

Operations Rate

Departures/hour	Arrivals/hour	Global/hour
31	31	48

Quicksheet

EDDH - Hamburg Airport

Ground (DEL)

Although the callsign (in reality) is "Hamburg Ground" we use the suffix _DEL on Vatsim to avoid confusion among pilots.

Hamburg Ground is responsible for enroute and startup clearances for all departing IFR aircraft. VFR aircraft have to call Ground for departure information. For all departures (IFR and VFR) Hamburg Ground is the first station to contact.

Startup: When startup clearance cannot be given immediately or the pilot is not ready for startup within the next 5 minutes during high traffic situations, the pilot needs to stay on Ground frequency until he receives startup clearance. If an expected startup time (TSAT) exists, the pilot should be informed about it. This procedure might be necessary during events with a lot of outbound traffic.

With startup Ground transfers the aircraft to the responsible Apron/Tower station depending on the current stand.

Initial climb clearance: The initial climb clearance at Hamburg is 5000ft on all published departure procedures. The altitude shall be entered as cleared altitude (CFL) in an appropriate list or tag.

PDC: The use of PDC (Pre Departure Clearance) is permitted in Hamburg, but not mandatory. The code "EDDH" shall be used. When using startup times, keep in mind not giving “startup approved” in the PDC clearance.

SIDs and Restrictions

Following maximum flight levels need to be respected. In case of high workload Hamburg Ground or the responsible top-down station can decide not to check for even/odd levels. Always clear down to the next appropriate flight level within your IFR clearance to prevent a busy dialog on frequency.

FL250 is no valid cruise flight level for all SIDs except RAMAR, use FL230 or FL270 if applicable instead.

Destination	SID	Flight level	Reason
EDDF, EDF*	IDEKO	max. FL230	Airway restrictions
EDDW, EDDV	all	max. FL100	Sectorization
EDDL, EDDK, EDL, EDK	BASUM	max. FL240	Airway restrictions
all destinations	IDEKO, AMLUH	odd	Airway restrictions
all destinations	other SIDs	Semicircular rules	0°-179° odd FL, 180°-359° even FL

Waypoint	RWY 33	RWY 15	RWY 23	RWY 05	Departure Frequency
AMLUH	G	D	B	C	119.510
BASUM	G	D	B	C	134.255
EKERN	G	D	B	C	119.510
ELSOB	G	D	B	C	134.255
IDEKO	G	D	B	C	134.255
LUGEG	G	D	B	C	119.510
RAMAR	G	D	B	C	119.510
WSN Weser	G	D	B	C	134.255
HAM Hamburg*	G	D	B	C	119.510

For SIDs with designators printed in bold the phrase "climb via SID" shall be used. (All expect HAM SIDs)

HAM-SIDs shall be used for non-RNAV aircrafts only and needs to be released by HAME (who needs a release from ALR/HEI). If all stations agree, a separate departure release is not necessary. If able for RNAV, reroute via appropriate SID fix.

Working with two Departure Frequencies

In case one or both of the approach stations (HAME + HAMW) are online, both departure frequencies are in use as stated in the charts. In that case Hamburg Ground adds the correct departure frequency as information within the IFR clearance or at the end of the "readback correct" confirmation. If only Hamburg East is online, it will cross-couple both frequencies.

Readback correct. Departure frequency *when passing 2000ft* Bremen Radar 119.510 (134.255)

Specials

Vectored departures: The use of vectored departures requires prior coordination with the responsible radar station. An initial altitude to climb shall be provided.

IFR local flights: IFR local flights are coordinated with the responsible radar controller, who may instruct a different departure procedure, possibly vectored departures.

Coordinator Delivery

Times of use: A Coordinator Delivery can be staffed when all other Ground stations except Apron West are manned. The position shows its potential, especially during events.

Role and function: The Delivery Coordinator supervises the traffic flow at and in the vicinity of the aerodrome. His duties include:

observing airport and surrounding and detect lacks of efficiency
managing departure list, including SID assignment, flightplan check and squawk assignment
Slot management (if needed)
service for text pilots
PDC service
when controllers are busy coordination with adjacent stations

The main Delivery is responsible for all requests via voice on frequency.
For these duties, it is recommended to use some tools which are not included in the vanilla version of EuroScope. TopSky (included in the DFS_Pack) offers windows showing the current and predicted operations rate of specific airports or a specific sector.

Measures:

MDI (minimum departure interval) for specific SIDs to relieve sectors and airports
delays, e.g. for pushback clearance to prevent overload at holding points
observing for potential conflicts at the ground
checking tools for inbounds and coordinating MDIs or MIT (miles in trail) in consultation with radar stations

Always make the right level of restrictions. A restriction shall not lead to over- or underload of the airport and its controllers. Keep in mind, a measure only shows its effect after a certain time.

EDDH - Hamburg Airport

Apron (GND)

Area of Responsibility

Hamburg can be staffed with two apron controllers. East Apron is the main station, which supersedes the area of West Apron.

Station	Station ID	Login	Frequency	AoR
East Apron	DHE	EDDH_E_GND	121.705	Apron 1 (incl. holding points)
West Apron	DHW	EDDH_W_GND	121.980	Apron 2, 4, 5, 6, (GA)

The area of responsibility is shown in the picture below. Additionally in Euroscope: Ground View > Functions > Maps > AoR

green = General Aviation Parking, movements delegated to Tower

Hamburg East Apron (EDDH_E_GND)

Parking

The DFS Pack includes the GroundRadar-Plugin which assigns parking positions by the airline and aircraft. In case of blocked gates, traffic flow/management concerns or pilot request, another position can be used.

Gate 1-7: These gates are intended for heavy aircrafts and block their respective A/B positions. Narrow body airliners with a max-wingspan of 36m shall use one of the A/B positions. They are mainly used by Star Alliance partners. Only gate 6 is suitable for an A380.

50s stands: Additional parking positions for all uses up to narrow body airliners. These stands can be used for low cost airlines beside the 80s stands on Apron 2.

60s stands: Additional parking positions for all uses up to narrow body airliners. Do not use for inbound traffic!

Scenery problems: There are a lot of ground layout mismatches in different default and payware sceneries across all simulators because of the heavy reconstruction of Apron East in the last couple of years (Z1 Blue/Orange, new 50/60s stands). Stands 51-53 at Z3 are the safest option to use for inbound traffic, the 60s stands will likely cause taxiway incursions, so don't assign them.

Stand 8-12: Often used for virtual Airlines and additional parking positions for all Airlines.

Stand 42-43: Virtual Airlines and Cargo.

44-48 stands: mixed use, parking face west (e.g. business jets, long time parking, cargo extended parking space etc.). Taxi-Out stands for aircrafts with a max wingspan of 25m.

De-Icing: De-icing in Hamburg is provided directly at the parking position.

Pushback

In Hamburg it is very important to use the apron and its taxiways efficiently. It is useful to instruct pushing traffic creative routings to avoid congestion. For medium to high traffic situations:

make use of the orange and blue line on Z1
consider straight out pushbacks from gates 3+4 into Z4
50s stands: to avoid taxi via Z1, consider pushback directions opposite to the usual traffic flow
Stand 10-12, 40+ at 33 departure: pushback face south and taxi to holding point B1
caution: do not push stand 9 face south, as it will block the intersection

Taxiways

No checkpoints: The area of responsibility of East Apron includes the holding points. Checkpoints shown on charts are not applicable on VATSIM, as we do not simulate the Hamburg Airport company operating the apron.

Outbound traffic: Z1 should be used towards the active departure runway. South to runway 33/05 and north to runway 23/15. Low traffic or creative routings may deviate from that. If possible, separate west/east outbound traffic at different holding points.

In medium to high traffic situations, where waiting in sequence is expected at the holding points, consider B1 for heavy aircrafts (up to aircraft code E), to avoid blocking the Z1/Z5 intersection.

Holding points A5 and B3 are only used for runway crossings.

Arriving traffic: Depending on the landing runway, aircrafts will usually enter the East Apron via B6 or A5/A6. The inbound routing is coupled to the outbound orientation of Z1, so it creates a a clockwise or counter-clockwise traffic flow to the gates. Low traffic or creative routings may deviate from that.

Helipad: Helipad East between B1 and B3 is not used that often or is closed via NOTAMS. Prefer using Helipad West. Departures directly from the parking position are not permitted. All helicopter traffic needs to air-taxi to the helipad, except helicopters based at the police station.

Hamburg West Apron (EDDH_W_GND)

East Apron controls this area, if West Apron is offline.
Tower, East Apron and Delivery need to be online before West Apron can be staffed.

Parking and Pushback

80s stands - Low Cost Terminal: The "low-cost" terminal is located at the west apron, taxiway Y1. Airlines like Easy and Ryanair are positioned here. In busy traffic situations, these stands can also be used for all airlines (up to aircraft code D) to relieve the East Apron.

90s stands - Cargo: Stands 91-93 (taxiway Y3) are intended for heavy aircrafts and block their respective A/B positions. Narrow body airliners with a max-wingspan of 36m shall use one of the A/B positions.

Pushbacks at the northern stands (81, 82, 91) need to stay clear of D1:
Either a pushback face north, straight back or a short pushback face south needs to be issued, since D1 is in the responsibility of Tower. Depending on the departure runway, aircrafts facing north might need extensive coordination, e.g. an intersection take-off or a longer taxi-route with a released taxiway D1.

General Aviation (GA + Apron 4): General Aviation Parking is between D1 and G (green area). Apron 4 is the General Aviation Terminal (GAT) and is often used by smaller business jets or commercial props.

Movement at GA delegated to Tower (green area): Taxiing out of and into the general aviation parking area is delegated to tower to ensure a steady traffic flow. Parking positions are not assigned to arriving traffic. Outbound traffic should be handed over to tower when they report ready for pushback or taxi, whichever comes first.

Apron 5 + 6: Lufthansa Technik - these aprons are only used on pilot request. Apron 6 taxi out needs to be coordinated with tower. In real life these aprons are private property and often a push/pull out through the gates is needed. This is not applicable on Vatsim.

De-Icing: De-icing in Hamburg is provided directly at the parking position.

Police and rescue helicopters: The police helicopters are based at Hamburg Airport east of apron 5 (H Pol1 / H Pol 2), Callsign "Libelle". These helipads are not reachable via air-taxi and can only be used for direct arrival/departures. Pilots will communicate directly with the tower.

There are no rescue helicopters located at the airport but within the area of the tower control zone.

Taxiways

Outbound traffic: Use G for outbound traffic unless an intersection take-off (e.g. D8/D9) was coordinated. In that case airplanes hold short of D1 while being handed over to Tower.

Arriving traffic: Expect aircrafts on all possible entry points of your area of responsibility and check the provided stand assignment. If you disagree with the chosen stand, coordinate in time with the other stations. Tower will transfer airplanes on D1 with an instruction to hold short of Y3 or Y1. Clear the traffic on D1 as quick as possible.

Helipads: Helipad West is the main arrival/departure point for helicopters in Hamburg. Departures directly from the parking position are not permitted. All helicopter traffic needs to air-taxi to the helipad, except helicopters based at the police station.

Taxiway Restrictions

Unless otherwise stated below, taxiways are suited for aircraft code F movements. For information regarding aircraft dimensions consult the Aircraft Performance Database. ICAO aircraft code definitions can be found at Skybrary.

Euroscope: Ground View > Functions > Maps > Restrictions

click to open bigger view

Apron East

Taxiway	Restrictions
Alpha 1	Aircraft code E or below
Alpha 4	max wingspan 36m
Bravo 1	Aircraft code E or below
Bravo 5	max wingspan 36m, Aircraft code C or below
Zulu 1	Orange und Blue Line: max wingspan 36m
Zulu 4	Aircraft code C or below
Zulu 5	south of Z1: Aircraft code E or below
Zulu 7	max wingspan 25m
Zulu 8	max wingspan 36m

Apron West

Taxiway	Restriction
Foxtrott	Aircraft code D or below
Golf	for pushback: Aircraft code D or below
Tango	max wingspan 80m; >80m tow to Apron 6
Uniform	max wingspan 60m; >36m tow to Apron 5
Victor	max wingspan 28,65m max length 30,3m landing gear width 4,9m
Whiskey	max wingspan 24m, closed
Yankee 1	Aircraft code D or below
Yankee 4	max wingspan 30m
Yankee 5+6	max wingspan 12m
Yankee 7	max wingspan 29m

Tower

Holding Point	Restrictions
Delta 4	Aircraft code C or below
Delta 6	Aircraft code D or below
Delta 7	Aircraft code C or below
Delta 8	Aircraft code D or below
Echo 4	Aircraft code E or below

Efficient Traffic Management

Because of the small apron size in Hamburg, the controller has to guarantee an efficient traffic flow. For this, there are some points to keep an eye on while staffing one of the apron positions:

In case of traffic crossing runway 15/33 at G/B3: coordinate with Tower and get a release for the runway crossing, so that pilots don't have to switch to tower frequency
delay pushbacks if needed to prevent overloaded holding points or taxiways
plan pushbacks and their routing the most efficient way
make use of the orange and blue line on Z1
consider straight out pushbacks from gates 3+4 into Z4
50s stands: to avoid taxi via Z1, consider pushback directions opposite to the usual traffic flow
if possible, separate west/east outbound traffic at different holding points
Apron 2: coordinate intersection take-offs at D8 (dep. runway 23) or D9 (dep. runway 33)

EDDH - Hamburg Airport

Tower

Hamburg Tower is responsible for all arriving and departing traffic. The top level of the airspace D control zone is 2500ft MSL. Above this altitude, airspace C covers this area around Hamburg within responsibility of Hamburg East/West Approach.

Controlzone of Hamburg Airport - © openflightmaps.org

Finkenwerder: In the west side of the control zone is the Airbus Airport Finkenwerder EDHI. Traffic to and from Finkenwerder can cause critical situations in Hamburg. The responsible radar controller will give information about traffic. It may be necessary to:

clear VFR aircraft in the area
hold back departures, in coordination with radar

Additionally, when EDHI_TWR is unstaffed the whole aerodrome or some procedures (e.g. VFR from EDDH for one touch and go in EDHI) can be delegated from radar to Hamburg Tower.

Hamburg CTR, Boberg Sector: only active at 33 arrivals or 15 departures

Ham-Finkenwerder CTR: only active with traffic in EDHI - airspace is in responsibility of Finkenwerder Tower (or Hamburg East Approach top-down)

Runways

Hamburg has a dependent crossing runway system with two runways.

Preferred Runway Config: 23 arrival and 33 departure is preferred and is used as long as possible (5kt tailwind component, pilot reports). All other runway configurations decrease your efficiency, increase target spacing for arrivals and causes more congestions on the ground.

Helper: EDDH Wind/Runway Chooser

Specialties

Crossing runways are dependent, when runway clearances block the runway cross.

Example: An active landing clearance on runway 23 prohibits departure from runway 33.

When traffic is behind the cross and will not cross it with the clearance, runways are „independent“ and a clearance on the other runway can be issued. Otherwise traffic have to vacate, be airborne or cross the runways crossing.

Visual example

blue = landing traffic RWY 23, orange = traffic ready for departure RWY 33


Runway 33 blocked!	Runway 33 clear, a take-off clearance can be issued

Crossing Runway Wake Turbulence Separation

Due to the position of the runway cross and the distinct system of separated landing and departure runways, there are only two situations which need to be watched for crossing wake turbulence separation:

05 or 15 departure with a go-around on the other runway. Departure needs to be delayed anyway due to missed approached procedure leading to HAM VOR!
33 light type departures before the runway cross. Prefer to assign intersection D9/A6 at the runway cross

Area of Responsibility

Additionally in Euroscope: Ground View > Functions > Maps > AoR

Movement at GA delegated to Tower (green area): Taxiing out of and into the general aviation parking area is delegated to tower to ensure a steady traffic flow. Parking positions are not assigned to arriving traffic. Outbound traffic should be handed off to tower when they report ready for pushback or taxi, whichever comes first.

Departures

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

Auto-Handoff: Hamburg has an auto-handoff to the departure frequency when passing 2000ft, as stated in the charts. A short "bye bye" at the end of the take-off clearance can help vPilots to get the hint.

Spacing: Departures shall be separated with a minimum of 3nm or wake turbulence separated, whichever is greater. When two aircrafts have the same SID the separation shall be increased to 5nm or wake turbulence separation whichever is greater. Different aircraft performances and climb speeds need to be taken into account.

Efficiency: Try to sequence departures with alternating SID directions, left/right in relation of the runway track. In case of two westbound departures (different SIDs) out of runway 33, more spacing (5nm) is preferred but not mandatory, as all aircrafts fly the same route until ELSOB.

As there are distinct landing and departure runways, use lineups constantly to issue take-off clearances as soon as possible.

Arrivals

Approaches: By default, the ILS Approach is used for all arrivals, except runway 33 or coordinated otherwise.

Runway 23 (very often): The target spacing is only 3nm on runway 23. In high traffic situations pilots need to vacate as soon as possible. Most of the time the phrase "taxi left via D1, hold short of runway 33" is used.

Runway 15 (regularly): The first exit is E4 to the left. Depending on the spacing on the final and planed parking position, long rollouts might be instructed to vacate left via A6 or right via D9.

Runway 05 (some times): Same as runway 23 pilots should vacate as soon as possible and be guided onto D1. In this case to have enough time for departures out of runway 33 before the next arrival is on short final.

Runway 33 (only at very strong winds): This RNP only approach is being avoided as long as possible as its path is directly above Hamburg city. All arriving traffic will taxi via E1 to hold short of runway 23 within the responsibility of the tower.

One of your primary objectives with arrivals is to keep the runways useable. Unfortunately some vPilots will hold before the holding line blocking the runway, unless you keep them rolling. Issue taxi instructions as soon as possible.

Handover to apron will take place as early as possible, at the latest when reaching the boundary of responsibility.

Missed Approaches

In case of an unplanned missed approach, the Tower controller shall inform Hamburg East Approach immediately. Traffic will be handed over to Hamburg East Approach after coordination.

The next departure is always subject to release, if not coordinated otherwise (Departure Release).

Efficiency

Reduced Runway Separation (RRS): Reduced Runway Separation can be applied on both runways for all categories.

Sequencing traffic: Keep up clearances and rolling instructions. A good sequence on default config (23/33) looks like:

Landing Clearance runway 23
Lineup runway 33
Cross D1 traffic at runway 33 and send to East Apron
Takeoff Clearance runway 33
Taxi arrival on D1 hold short runway 33

VFR

Hamburg offers several options for traffic under VFR. There are published holding patterns north and south of runway 05/23 and east of runway 15/33. (Caution: not every virtual pilot is familiar with these holdings)

VRP	NAV
N1	East abeam Kisdorf/Henstedt-Ulzburg
N2	Large roundabout at federal street B432
D	Highway junction A1 and A24
S1	Highway junction A7 and A261
S2	Bridge Köhlbrandt "Köhle"
W1	Marina/Yachthafen Hamburg, River Elbe
W2	Highway junction A7 and A23
C	Highway exit A23 Pinneberg-Nord, Radio Tower

VRPs W2 + N2: these reporting points are pretty close to the runways. Be careful and respect the current runway config. Possible landing, departing and go-around traffic.

Finkenwerder: Good coordination between tower and approach is needed in case of traffic at EDHI Finkenwerder.

VFR Departure Efficiency: Take into consideration where the traffic is leaving the CTR and avoid an unnecessary runway overfly after take-off. For example at 23/33: VFR leaving the CTR to the south can better be departed from runway 23 without blocking the departure sector or a runway overfly / crossing the final.

VFR Traffic Circuits: Try to use the traffic circuit of the landing runway without crossing the departure runway. This avoids most of the wake turbulence separations and departure delays.

Examples:

traffic circuit 23 behind 33 departures
right traffic circuit 05 behind 33 departures
traffic circuit 15 behind 23 departures

VFR - Tower (EDDH_VFR_TWR)

Tower, East Apron, and Delivery need to be online before the VFR Tower can be staffed.
Usually only staffed at the Hamburg Harbor Festival and the Overload Real-life Event.

In reality the Hamburg VFR Tower is a station to provide precise traffic information using radar coverage and to organize the VFR traffic flow efficiently. Its area of responsibility includes all VFR flights in the area of the control zone, as well as entry/exit/through flights. Traffic circuits and runway clearances remain the responsibility of the normal EDDH_TWR.

In order to provide traffic information with exact and verified altitude information, the EDDH_VFR_TWR may assign squawks and delegate the squawk assignment for departing traffic from Hamburg to Apron/Tower. Departures are handed over to the radar tower after takeoff. Individual arrangements can be made for handovers of approaches to Hamburg but for certain runway configurations the Outer Alster is recommended as a visual reference point in the south of the airport.

The efficient handling of traffic can only be guaranteed through good cooperation and coordination between the tower and the radar tower.

Helicopters

Departures directly from the parking position are not permitted. All helicopter traffic needs to air-taxi from and to the helipad, except helicopters based at the police station.

Helipad West: Main arrival/departure point for helicopters in Hamburg.

Helipad East: Helipad East between B1 and B3 is not used that often or is closed via NOTAMS. Prefer using Helipad West.

Police helicopters: The police helicopters are based at Hamburg Airport east of apron 5 (H Pol1 / H Pol 2), Callsign "Libelle". These helipads are not reachable via air-taxi and can only be used for direct arrival/departures. Pilots will communicate directly with the tower.

Rescue helicopters: There are no rescue helicopters located at the airport but within the area of the tower control zone. In EuroScope the surrounding hospitals with helicopter platforms are marked as square with an x inside. The names can be activated with ALT-H.

Low Visibility Operations (LVO)

When the weather condition requires low visibility operations the use shall be announced in the ATIS. At runway 23 the CAT II / CAT III needs to be used.

use &lvp in the ATIS maker URL or "LOW VIS OPS" flag in the NOTAM menu of vATIS

During low visibility operations, the departure and arrival spacing is increased. Delays may be issued earlier than in normal conditions. Additionally, under low visibility operations runway 33 or 23 shall be used for departures and 23 for arrivals.

EDDH - Hamburg Airport

Arrival

East Arrival	HAME	EDDH_E_APP	119.510	Primary Station
West Arrival	HAMW	EDDH_W_APP	134.255	--
Director	DHAT	EDDH_F_APP	118.205	--

If only Hamburg East is online, it will cross-couple both frequencies of HAME + HAMW.

Area of Responsibility: The Hamburg Arrival airspace reaches up to FL105 and covers Hamburg Fuhlsbüttel (EDDH), Hamburg Finkenwerder (EDHI) and Lübeck Blankensee (EDHL). To the west of the Elbe river, the AoR is divided. The lower part up to FL65 belongs to the Friesland Sector (EDDW_APP), between FL65 and FL105, HAMW is responsible.

The airports Lübeck Blankensee (EDHL) and Hamburg Finkenwerder (EDHI) are covered by HAME in the absence of a tower.

Operations at Hamburg Finkenwerder (EDHI) can be in parts/temporarily delegated to EDDH_TWR, e.g. for a touch and go of a VFR pilot in the EDDH_TWR CTR.

Airspace: The inner ring of airspace C starts at 2500 feet MSL and ends at FL100. Additional rings are similarly dimensioned and start at 3500/4500/5500ft MSL or FL75 respectively. In order to keep arriving IFR traffic inside protected airspace, a TMZ located north of NOLGO between FL60/FL75 and FL100 has been set up.

Airspace C (HX) sectors east and west of Hamburg are generally considered active and may be deactivated on pilot's request.
Airspace D (HX) west of Finkenwerder is generally active if RWY 05 is in use at Hamburg-Finkenwerder.

Charlie + TMZ Airspace of Hamburg and Lübeck - © openflightmaps.org

Minimum Vector Altitude: The minimum vector altitude can be displayed in the DFS Pack with Alt + M.

Arrivals

According to SOP, all arriving aircraft are cleared for a STAR by Center. Individual coordination and operating changes can be made anytime depending on the expected traffic.

Approach types:

Runway	SRE	RNP	ILS CAT I / LOC	ILS CAT II	ILS CAT III
23
05
15
33

All, precision and non-precision approaches start a 3000ft.

Normal Procedures: During normal and low-traffic operation, radar vectors are used for arriving traffic before reaching the IAF.
Early directs to DH/HI/HL waypoints in coordination with adjacent sectors are to be used.

High traffic operation: With increasing traffic density, it is typically common to refrain from using direct routes and instead utilize published procedures (STARs). It is important to ensure that arriving traffic descends in a timely manner to separate it from departures.

Very high traffic operation: If an extremely high traffic density leads to the inability to maintain the target spacing, the center sectors are to be informed immediately. See Holding section

Hamburg Finkenwerder Arrivals: For Finkenwerder, there are no STARs available; instead, RNAV procedures can be cleared from RIBSO/BOGMU/RARUP/NOLGO. These procedures terminate at IF HI256 or HI035, respectively. Arrivals and departures to/from Finkenwerder pose an increased conflict potential with EDDH procedures. In certain runway configurations, a departure stop for EDDH may be imposed for safety reasons. Coordination with Hamburg Tower should be done in all cases, as a go-around could become problematic.

All flights to/from Hamburg and Finkenwerder should, if possible, be kept within controlled airspace (TMZ/D/C). In Lübeck, the procedure is not applicable due to the airspace structure.

Director

Hamburg Director is responsible for all arriving aircraft at EDDH and EDHI. There is no area of responsibility for Hamburg Director. The transfer from Hamburg Arrival to Hamburg Director shall be done when the aircraft is cleared for the downwind as coordinated.

Target seperation

In principle, these values are to be understood as minima and should be extended upon request from a tower for VFR traffic. The separations are chosen in a way that the gaps for departures are sufficiently large. Smaller spacing values can be coordinated at any time.

The wake turbulence separation must be assured!

Departure Runway	Arrival Runway	Target Seperation (nm)
33	23	3
33	05	5
23	15	5
05	15	5
05	05	6
15	15	6
23	23	6
33	33	6

Holdings

See Holdings Hamburg Inbounds
In future there will be more information on this page either.

EDDV - Hannover Airport

Overview

Before staffing this airport for the first time:
Obtain a successful grade at the self enrollment Moodle course: EDDV - Hannover GND (S1) + Tower (S2).

Hannover Airport is the ninth-largest airport in Germany and the most important airport for Lower Saxony and the area around Hannover. The airport handles passenger and cargo traffic. One of the most important airlines is TuiFly, with its home base. Furthermore, Hannover is a hub for FedEx and night airmail service in Germany. For this Hannover is a 24h airport for all aircraft with noise certificate in accordance with ICAO Annex 16, Volume 1, Chapter 3, 4 or 14.

Hannover ATC Stations

Station	Station ID	Login	Frequency	Remark
ATIS	ADV	EDDV_ATIS	136.575	--
Delivery	DVL	EDDV_DEL	120.405	--
Ground	DVG	EDDV_GND	121.955	--
Tower	DVT	EDDV_TWR	120.180	--
Arrival	HAN	EDDV_APP	119.490	--
Director	DVAT	EDDV_F_APP	119.605	--

General Information

EDDV is an unrestricted airport of the Bremen FIR and one of our S2 training airports. Controllers on the vACC Germany Controller Roster are allowed to control at this Airport with their S2 or higher rating after checking these Standard Operational Procedures and obtaining a successful grade at the respective Moodle course: EDDV - Hannover GND (S1) + Tower (S2).

All Ground stations at the ground (DEL, GND and TWR) do not have to track aircrafts!

Departures/hour	Arrivals/hour	Global/hour
40	40	60

Quicksheet

EDDV - Hannover Airport

Delivery

The delivery controller in Hannover is responsible for all departing flights under IFR. In Hannover (and at all other airports of RG Bremen), filed flight plans are generally checked and corrected with regard to the following criteria. To be considered are:

requested flight level (RFL) even/odd
restrictions for certain destinations/SIDs
rough validity of a flight plan

Initial climb clearance: The initial climb clearance at Hanover is 4000ft on all published departure procedures. The altitude shall be entered as cleared altitude (CFL) in an appropriate list or tag.

PDC: The use of PDC (Pre Departure Clearance) is permitted in Hannover, but not mandatory. The code "EDDV" shall be used. Pilots are advised to enter the requested departure runway in the Optional Free Text field of the DCL dialogue.
When using startup times, keep in mind not giving “startup approved” in the PDC clearance.

SIDs and Restrictions

Destination	SID	Flightlevel	Remark
EDDF	all	odd, max. FL230	LoA
EDDW	all	even, max. FL100	Sectorization
EDDH	all	odd, max. FL090	Sectorization
EDDL / EDDK / *EDL / EDK* / EHAM**	all	even, max. FL240
all, except Langen-North (see above)	WRB, WERRA	odd	LoA and Airways
all	other SIDs	Semicircular rules	0° - 179° odd FL, 180° - 359° even FL

SID	27L	27R	09L	09R
CEL Celle	8F	6S	6Y	9G
MULDO	8F	6S	5Y	6G
NIE NIENBURG	7F	9S	1Y	7G
POVEL	3F	3S	2Y	2H
VAXEV	1F	1S	1Y	1G
WRB WARBURG	8F	3S	3Y	1G
WERRA	3F	3S	3Y	3G

In Hannover all SIDs are designed without speed or level restrictions. Thus the phrase “via SID” shall not be used in Hannover.

Runway Assignment

The departure runway mainly depends on the aircraft type and the pilots preference.

Heavy aircraft (e.g. A332, B748, B763) shall depart from runway 09L/27R
avoid crossing departures: northbound departures should depart from 09L/27R
RWY Config 09: VAXEV departures should depart from runway 09L
RWY Config 27: MULDO departures should depart from runway 27R

Delivery is responsible for an appropriate runway assignment, so each runway has an equal workload.

Low Visibility Operations (LVO)

When low visibility operations are in progress, departures should depart via 09R or 27L. On request or for heavy aircraft, runway 09L/27R can be used. During low visibility operations, the departure and arrival spacing is increased. Delays may be issued earlier than in normal conditions.

Delays and Startup

Delay of traffic: In high traffic situations, it may be necessary for departing traffic to be held back. In addition, Delivery shall make arrangements to comply with restrictions imposed by other airports through notice on the ECFMP Discord, coordination, etc.

Startup: A startup shall be granted if no major traffic delays are expected. When allocating startups linked to times, the airport specific rate of 40 departures per hour can be used as a basis.

Specials

Vectored departures: The use of vectored departures requires prior coordination with the responsible radar station. An initial altitude to climb shall be provided.

IFR local flights: IFR local flights are coordinated with the responsible radar controller, who may instruct a different departure procedure, possibly vectored departures.

vSID Plugin Commands

The following plugin commands for vSID are available at EDDV:

Command

Explanation

.vsid rule eddv low

(disabled by default)

When enabled, runway 09R/27L will be preferred for all medium and light aircraft (disregarding the standard runway assignment).

.vsid area eddv gat

This will clear all aircraft at the GA-Aprons according to the standard runway assignment (09L/27R will not be preferred anymore).

Coordinator Delivery

Times of use: A Coordinator Delivery can be staffed when all other Ground stations are manned. The position shows its potential, especially during events.

Role and function: The Delivery Coordinator supervises the traffic flow at and in the vicinity of the aerodrome. His duties include:

observing airport and surrounding and detect lacks of efficiency
managing departure list, including SID assignment, flightplan check and squawk assignment
Slot management (if needed)
service for text pilots
PDC service
when controllers are busy coordination with adjacent stations

Measures:

MDI (minimum departure interval) for specific SIDs to relieve sectors and airports
delays, e.g. for pushback clearance to prevent overload at holding points
observing for potential conflicts at the ground
checking tools for inbounds and coordinating MDIs or MIT (miles in trail) in consultation with radar stations

EDDV - Hannover Airport

Ground

Hannover can be staffed with one ground controller. The area of responsibility is shown in the picture. Ground covers all parking positions, taxiways (including holdingpoints) to runway 09R/27L and taxiways south of runway 09C/27C. The area of responsibility for Apron control, which is shown on some charts, is not applicable on VATSIM. Delegation: The green coloured area is in Tower responsibility by default. This area can be delegated from Tower to Ground.

Area of Responsibilities at Hannover Airport

Crossings: When Tower delegates the north area to the Ground controller, there are two options for coordinating the crossings. This is decided by Tower.

General release for crossings until further notice, Tower shall inform Ground when traffic is approaching runway 09C/27C
Each crossing is coordinated with Tower

Parking and Pushback

Stands: The DFS Pack includes the GroundRadar-Plugin which assigns parking positions by the airline and aircraft. In case of blocked gates, traffic flow/management concerns or pilot request, another position can be used. Stands marked with A are reserved for Heavy aircrafts, stands marked with R are taxi-out positions. Both types may block bordering gates.

Terminal	Positions	Airlines
A	1 - 6	Star Alliance (e.g. DLH, SWR) and EWG, AFR, KLM
B	7 - 12	touristic carriers: THY, CXI, SXS
C	13 - 20	TUI and CFG
Cargo	45 - 61	Cargo (e.g. ASL, ABR)

General Aviation: There are three Aprons reserved for general aviation. Due to the airport layout, each apron has different restrictions which have to be met when traffic is instructed to taxi to the specific apron.

GA Apron	Restriction
GA1	max wingspan 20 m
GA2	max wingspan 15 m
GA3	max wingspan 36 m, above 29 m towing required

Pushbacks: In Hannover, it is very important to use the apron and its taxiways efficiently. It is useful to instruct pushing traffic creative routings to avoid congestion. It may be more efficient to instruct to pushbacks in the direction away from the runway to keep up a taxi direction. Additionally, it can be useful to instruct pushbacks on A2 (facing south) so other traffic can taxi via A1.

De-Icing: Hannover offers two de-icing pads in the west parking area. DP1 is located between stand 60 and 59, DP2 is located between stand 53 and 54.When traffic requires, stands between DP1 and DP2 can be used for de-icing.

Taxiways

Standard routings: Depending on the operating direction, there are standard routings for taxiing traffic.
When runway direction 27 is active, F is used for southbound and L for northbound traffic. When runway direction 09 is active, F is used for northbound and L for southbound traffic. In low traffic situations L, can be used bidirectional.


Standard routing during 09 operations	Standard routing during 27 operations

For traffic taxing to runway 09L/27R always instruct to hold short of runway 09C/27C.

DLH016, taxi via A1 L1 L and M, hold short of runway 27C

Depending on the status of the delegateable area a runway crossing will be instructed according to the described schemes or a handoff to Tower shall be instructed.

Runway	WTC	Intersection
27L	M (+ H)	A
27L	L	B
27R	H	M
27R	L + M	N
09R	M (+H)	E
09R	L	D
09L	H	H + G
	M	J + K + Kto
	L	K + Kto

Preferred intersections are bold

Arriving traffic: To keep up fluent traffic, arrivals on 09L/27R always get taxi instructions according to standard routings and a clearance for crossing of runway 09C/27C. The handoff will be given by Tower as early as possible.

Helipads Hannover has three helipads at the airport which can be used for arriving and departing helicopters. Tower shall coordinate with Ground to achieve spacing between arriving or departing helicopters and taxing traffic, since the helipads are on the taxiways.

Helipad	Location	Conditions
Helipad 1	crossing taxiways A and C	no traffic on C no traffic on A between stands 45 and 41
Helipad 2	on taxiway L, south of runway 09C	no arrivals/departures from 09C/27C no traffic on F and L between G and M
Helipad 3	on taxiway M between T2 and O	no arrivals/departures from 09C/27C no traffic on M between T2 and O

Taxiway Restrictions:

Taxiway	Restriction
K	between RWY and Kto, ICAO class C or less
Kto	no A346, A35K, B773, B77L
L and F	dual use: wingspan <70 m no A388, B779, A124, A225
J	no A346
N	only medium except A400M, B752, B753
O	max. wingspan 20 m
P	max. wingspan 17 m
Q	max. wingspan 36 m

Efficient Traffic Management

In Hannover, the Ground controller is the most important station to guarantee an efficient traffic flow. For this, there are some points to keep an eye on while staffing Ground.

Delay pushbacks if needed to prevent overloaded holdingpoints or taxiways in the terminal area
plan pushbacks and their routing the most efficient way
creative routings, e.g. via F1 C A A2 to relieve A1/L1 between stand 1 and 9

Low Visibility Operations (LVO)

When Hannover has to operate in low visibility conditions, the procedures change up a bit. Runway 09R/27L is preferred for departures, runway 09L/27R on request or for departing heavy aircraft. Runway 09L/27R shall be used for arrivals.
During low visibility operations, the departure and arrival spacing is increased. Delays may be issued earlier than in normal conditions.

EDDV - Hannover Airport

Tower

Hannover Tower is responsible for all arriving and departing traffic. The top level of the airspace D control zone is 2500ft MSL. Above this altitude, airspace D (not CTR) and C covers this area around Hannover within responsibility of Bremen Radar (Hannover).

Controlzone of Hannover Airport and Wunstorf - © openflightmaps.org

Wunstorf: In the west side of the control zone is the German military airbase of ETNW Wunstorf. Traffic to and from Wunstorf can cause critical situations in Hannover. The responsible radar controller will give information about traffic. It may be necessary to:

clear VFR aircraft from the north to the south area
hold back departures, in coordination with radar

Additionally, there is the option when ETNW_TWR is unstaffed the whole aerodrome or some procedures (e.g. VFR from Hannover for one touch and go in ETNW) can be delegated from radar to Hannover Tower.

Runways

Hannover has a dependent parallel runway system with three runways.

Preferred Runway: In Hannover, runway direction 27 is preferred and used up to a tailwind component of 5 KT.

When runway 27 is in use, ILS-Z shall be announced in the ATIS.

Conditions for Runway 09C/27C: The small runway 09C/27C can not be used all the time and for all aircraft. There are following restrictions:

MTOM below 5700 kg, including motor gliders and ultralight aircraft
only for VFR traffic
daylight operation only, SR-30 till SS+30

Specialties

The airport layout with its parallel dependent runway offers some opportunities to increase the efficiency.

Standard Separation: The standard separation is 4,5nm diagonally on both runways and 6nm on a single runway. Approach will coordinate or Tower will release a reduction.

Special Separation: With the distance between runway 09R/27L and 09L/27R, radar is allowed to separate arriving traffic with minimum 1,5 nm diagonally. The radar controller is responsible for creating positive separation.

Clearances can be issued even with active clearances for takeoff or landing on the other parallel runway, as long as there will be positive separation all the time including possible go-arounds. Traffic can be considered landed when ground speed reduces noticeably. Special conditions for VFR traffic see blow.

Additionally, under few conditions it is allowed to reduce the lateral separation on one runway to 2,5 nm.

preceding aircraft is same or lower wake turbulence category and not heavy
runway is dry
tower can see all exits visually or with ground radar

Note: all reductions of the separation as stated above are coordinated with Tower and are not the standard procedure.

Delegation to Ground

Area of Responsibility at Hannover Airport

The area north of runway 09C/27C (including taxiways M and G) can be delegated to Hannover Ground. Tower shall decide which of these crossing options shall be applied.

General release for crossings until further notice, Tower shall inform Ground when traffic is approaching runway 09C/27C
Each crossing is coordinated

When the area is in responsibility of Tower (default), the Tower controller is responsible to assign the intersections of the north runway. Ground Controllers will only clear to hold short of 09/27C.

Departures

There are standard intersections which should be used for traffic departing from Hannover. In case of pilot request, insert the non standard intersection into the remarks field.

Runway	WTC	Intersection
27L	M (+ H)	A
27L	L	B
27R	H	M
27R	L + M	N
09R	M (+H)	E
09R	L	D
09L	H	H + G
	M	J + K + Kto
	L	K + Kto

Preferred intersections are bold

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

Auto-Handoff: Hannover has an auto-handoff to the departure frequency immediately after take-off, as stated in the charts. A short "bye bye" at the end of the take-off clearance can help vPilots to get the hint.

Spacing: Departures shall be separated with a minimum of 3 nm or wake turbulence separated, whichever is greater. When two aircrafts regardless of the runway have the same SID waypoint (e.g. POVEL) the separation shall be increased to 5 nm or wake turbulence separation whichever is greater.

Arrivals

Runway 09R/27L: Arrivals on runway 09R/27L shall be instructed to contact Ground when they are vacating.

Runway 09L/27R: Arrivals on runway 09L/27R shall get an initial taxi instruction and a clearance to cross runway 09C/27C. The handoff to Ground should be made as early as possible.

Missed Approaches

In case of an unplanned missed approach, the Tower controller shall inform Bremen Radar (Hannover) immediately. Traffic will be handed over to Hannover Approach after coordination.

The next departure is always subject to release, if not coordinated otherwise (Departure Release).

Efficiency

Reduced Runway Separation (RRS): Reduced Runway Separation can be applied for runway 09L/27R for all categories and on 09R/27L for aircraft of category 1 and 2.

Independent lineups: With the standard intersection described above, independent lineups are only authorized for runway 09L between G and J/K/Kto, H and K/Kto.

VFR

Hannover offers several options for traffic under VFR. The visual reporting points of V and S belong to Wunstorf and shall not be used. There are two standard holding patterns north and south of the field.

VRP	N1	N2	E1	E2	L	W1	W2
NAV	Highway junction A7 and A352	Highway exit A352 near Kaltenweide	Crossing railway with A2	Small lakes near A2	Highway exit A7 to B65	Highway exit A2 to B65	Highway A2 crossing with Mittellandkanal

Runway usage: VFR traffic on the left or right runway is independent to IFR traffic on the other runway but shall get traffic information. Departures from the center runway (VFR only) need to be wake turbulence separated from runway 09L/27R.

Helicopters

Helipads: Hannover has three helipads at the airport which can be used for arriving and departing helicopters. Tower shall coordinate with Ground to achieve spacing between arriving or departing helicopters and taxing traffic, since the helipads are on the taxiways.

Helipad	Location	Conditions
Helipad 1	crossing taxiways A and C	no traffic on C no traffic on A between stands 45 and 41
Helipad 2	on taxiway L, south of runway 09C	no arrivals/departures from 09C/27C no traffic on F and L between G and M
Helipad 3	on taxiway M between T2 and O	no arrivals/departures from 09C/27C no traffic on M between T2 and O

Civil Helicopters: Parking positions 69A/69B between GA1 and taxiway P. Helicopters hover taxi directly via M to these positions.

Police and rescue helicopters: At Hannover airport is the rescue helicopter CHX86 (Christoph Niedersachsen) located which is parked on stand 69C in the area west of the general aviation apron 1. Arrival and departure are usually performed from helipad 3 with a direct hover from and to the parking pad. Furthermore, Lower Saxony's state police has its helicopter units at Hannover airport west of taxiway F stationed and will hover taxi directly from and to helipad 2.

Note: Stands 69A-E are not mentioned in any charts or ground layout but can be seen for example on satellite maps. Reference:

Nearby Helipads: In the vicinity of the aerodrome are some helipads used for rescue helicopters. They are shown in the default Tower view with an abbreviation:

KKH - Kinderkrankenhaus auf der Bult
MHH - Medizinische Hochschule Hannover (Homebase of CHX4)
NKH - Nordstadt Klinikum Hannover

Low Visibility Operations (LVO)

When the weather condition requires low visibility operations the use shall be announced in the ATIS.

use &lvp in the ATIS maker URL or "LOW VIS OPS" flag in the NOTAM menu of vATIS

During low visibility operations, the departure and arrival spacing is increased. Delays may be issued earlier than in normal conditions. Additionally, under low visibility operations runway 09R/27L shall be used for departures except Heavy aircrafts and 09L/27R for arrivals.

EDDV - Hannover Airport

Arrival

Area of Responsibility: The Hannover Arrival airspace reaches up to FL105 and covers several airports. Civil aerodromes in the area of responsibility are Hannover (EDDV) and Braunschweig-Wolfsburg (EDVE). There are also the military airports Wunstorf (ETNW), Celle (ETHC), Bückeburg (ETHB) and Fassberg (ETHS).

Airspace: The airspace is divided in class D and C airspace. Airspace D reaches from 2500ft up to FL65 in the inner ring, the outer ring reaches up from 4500ft to FL65. Above these two segments covers airspace C up to FL100.

Charlie + Delta + TMZ Airspace of Hannover Airport and Wunstorf - © openflightmaps.org

There is also a TMZ with HX zones. The main part south of SAS/DLE is always active. The west area is active when runway 09 is in use. The east TMZ area is active when runway 27 is active. The size of the airspace (including) TMZ allow descends in protected airspace.

Minimum Vector Altitude: The minimum vector altitude can be displayed in the DFS Pack with Alt + M.
The south of Hannover has MVA areas which do not allow early descents on low altitudes (e.g. 3500ft). Always comply with restrictions given by the MVA.

Arrivals

Normal Procedures: In normal traffic headings are used for arriving traffic before reaching the initial approach fix. Early directs to DVxxx in coordination with adjacent Centers are possible as well.

Runway assignment: Arrival always assigns the arrival runway for each aircraft. All heavy aircraft shall land on runway 09L/27R. Light aircraft parking on one of the general aviation aprons are preferred on runway 09L/27R to keep their taxi time short and to relieve the terminal area, for operational reasons runway 09R/27L can be used. All other aircraft can state their preference.
In high traffic situations the workload on each runway shall be equal.

Approach types: Hannover offers different approach types for arriving traffic. All runways are equipped with ILS and authorized for RNP approaches. On runway 09L/27R CAT II/CAT III and NDB approaches can be performed.
In direction 27 ILS-Z and ILS-Y are available. They only differ in their intercept altitude, the standard is ILS-Z with an intercept altitude of 3000 ft.

Director

Hannover Director is responsible for all arriving aircraft in Hannover. There is no area of responsibility for Hannover Director. The transfer from Hannover Arrival to Hannover Director shall be done when the aircraft is cleared:

north downwind: 4000ft, speed 220 KT
south downwind: 5000ft, speed 220 KT

These parameters can be adjusted with coordination to achieve a more efficient traffic flow in certain situations.

Standard Spacing and Reduced Separation

Target Spacing: This spacing is the minimum spacing on all runways, which allows Tower to clear departures in the gaps.

4.5 NM diagonal spacing
on one runway: 6 NM or wake turbulence separation, whichever is greater

Reduced diagonal separation: The airport layout allows a reduced lateral separation minimum on the parallel runway system. Under following conditions the lateral separation minimum can be reduced to 1.5 NM.

both parallel ILS are operational
pilots are informed about the use of reduced minima
radar separation of 3 NM or 1000ft mandatory until both aircraft are established on localizer course within 15 NM

Reduced radar separation: With the following conditions, it is allowed to reduce the lateral separation on one runway to 2.5 NM.

preceding aircraft is same or lower wake turbulence category and not heavy or B757
runway is dry
tower can see all exits visually or with ground radar

Note: all reducing of the separation as stated above shall be coordinated with Tower and are not the standard procedure.

Low visibility operations: During low visibility operations, the amount of movements may decrease. Runway 09R/27L shall be used for departures and 09L/27R for arrivals. To comply with the increased distance of the holding points, the target separation is increased to 5 NM.

Procedures

STARs: By default the Center clears STARs as per LoA. The STARs have different routings depending on the runway direction. Center shall be informed and included in the decision when a runway change is reasonable.

Waypoint	27L and 27R	09R and 09L
ELNAT	P	R
GITEX	P	R
HLZ	P	R
WERRA	P	R
WRB	P	R

Transitions: From the initial approach fixes, there are open transitions available. These transitions do not lead onto final track.

Runway	Designator
27L and 27R	DLE 27L/R	CEL 27 L/R	NIE 27L/R
09L and 09R	ROBEG 09L/R	CEL 09L/R	NIE 09L/R

Continuous Descent Operations:

Waypoint	27L	27R	09R	09L
ESTAD	D	L	E	A
OBATU	D	L	E	A
HLZ	D	L	E	A
KUGAV	D	L	E	A
WRB	D	L	E	A
TOLTA	D	L	E	A

Holdings

Waypoint	Course and turns	Runway
ROBEG	007° right turns	09L/09R
SAS	088° left turns	27L/27R
CEL	257° right turns	27L/27R
NIE	181° right turns	09L/09R

Departures

All departures on published procedures have an initial climb of 4000ft. In Hannover all departures on a SID have to contact Bremen Radar immediately when airborne without any further handoff.

With the upper limit of FL105, all departures shall be transferred to Center climbing to FL100.

Critical Areas

The procedure design can cause critical situations between arrivals and departures. Areas with a higher risk of approximations between arrivals (blue) and departures (green) are marked red.


critical areas 09 operations Dep: VAXEV + NIE	critical areas 27 operations Dep: NIE + CEL + MULDO + POVEL

Specialities

Wunstorf: In the west side of the Hannover control zone is the German military airbase of ETNW Wunstorf. Traffic to and from Wunstorf can cause critical situations in Hannover. Radar shall inform Hannover Tower about traffic in Wunstorf.

Additionally, there is the option when ETNW_TWR is unstaffed the whole aerodrome or some procedures (e.g. VFR from Hannover for one touch and go in ETNW) can be delegated from Radar to Hannover Tower.

EDDW - Bremen Airport

EDDW Overview

Before staffing this airport for the first time:
Obtain a successful grade at the self enrollment Moodle course: EDDW - Bremen Tower.

Bremen Airport is located south of the city and is only 10-15 minutes from the city center via public transport.

Special features of the airport include the Airbus factory north of Taxiway Foxtrot and the European Flight Academy for Lufthansa student pilots. “Atlas Air Service” also operates a maintenance service for business jets on Apron 3. The Bremen Aviation Association has its hangars on Apron 3 as well.

The DRF intensive care transport helicopter “Christoph 55 (Weser)” is stationed on the airport grounds between taxiway Charlie, Foxtrot and Hotel.

The base of the rescue helicopter “Christoph 6” of the ADAC Air Rescue is located 2.5km southeast of the field.

Bremen ATC Stations

Station	Station ID	Login	Frequency	Remark
ATIS	ADW	EDDW_ATIS	132.380	--
Delivery	DWL	EDDW_DEL	134.830	Relief Station / Event
Ground	DWG	EDDW_GND	121.755	--
Tower	DWT	EDDW_TWR	120.330	--
Sector Friesland (Arrival)	FRI	EDDW_APP	124.800	--
Director	DWAT	EDDW_F_APP	120.350	Relief Station / Event

EDDW_DEL and EDDW_F_APP do not exist in real life and should only be staffed during events or times of high traffic as a relief.

General Information

EDDW is an unrestricted airport of the Bremen FIR and part of the S1 minor program. Controllers on the vACC Germany Controller Roster are allowed to control at this Airport with their S2 or higher rating after checking these Standard Operational Procedures and obtaining a successful grade at the respective Moodle course: EDDW - Bremen Tower.

Ground and Tower positions do not have to track aircrafts.

Runways

Runway 27 / 09	Runway 23
Length: 2040m \| Width: 45mGLS, ILS (CAT IIIb), RNP, VORILS Y / Z 27 / 09GLS Y / Z 27 / 09	Length: 700m \| Width: 23mrestricted to 5.700kg MTOW,VFR departures at daytime only southbound Sierra or Whiskey

ILS-Approaches

RWY	Frequency	Identifier	CRS
27	110.9	IBRW	266°
09	110.3	IBRE	086°

ILS Z is the "default" approach on both runways. It should be broadcast in the ATIS, unless FRI requests a different approach be advertised.

Operations Rate

Departures/hour	Arrivals/hour	Global/hour
18	18	30

Quicksheet

EDDW - Bremen Airport

EDDW Delivery

The delivery controller in Bremen is responsible for all departing flights under IFR. In Bremen, filed flight plans are checked and corrected with regard to the following criteria:

requested flight level (RFL): even/odd
restrictions for certain destinations/SIDs
rough validity of a flight plan

Initial climb clearance: The initial climb clearance at Bremen is 4000ft on all published departure procedures. The altitude shall be entered as cleared altitude (CFL) in an appropriate list or tag.

DCL (Datalink Clearance): Datalink Clearances are not available at EDDW.

SIDs and Restrictions

Destination	SID	Flight level	Remark
EDDF	all	odd, max. FL 230	LoA
EDDH, EDDV	all	odd, max. FL 90	Sectorization
EDDL, EDDK, EDL, EDK	all	even, max. FL240
-	ERLAD	odd	due to KUAC/EDGG airspace
all	other SIDs	Semicircular rules	0° - 179° odd FL, 180° - 359° even FL

SID	09	27
BASUM	1M	1Z / 1L
ERLAD	1M	3Z / 1L
GESTO	8M	1Z / 1L
NIE Nienburg	1M	5Z / 1L
OTEXE	1M	1L↑
SOFED	1M	1L
WSN Weser	1M	1L

bold: preferred routing, ↑: climb via SID

Traffic departing runway 27 shall be cleared for the Z-departures (where available) unless the pilot files or requests the L-procedure.
Traffic via SOFED/OTEXE onto N125 shall be cleared via (SOFED1M/1L) SOFED unless ED-R 202 or ED-R 302 are active, in which case that traffic shall be cleared via (OTEXE1M/1L) OTEXE N125 SOFED. Sector FRI will inform EDDW about the activation/decativation of those areas. In the absence of information ED-R 202 and ED-R 302 are presumed to be inactive.

Low Visibility Operations (LVO)

During low visibility operations, the departure and arrival spacing is increased. Delays will need to be issued earlier than in normal conditions.

Delays and Startup

Startup: A startup shall be granted if no major traffic delays are expected. When allocating startups linked to times, the airport specific rate of 18 departures per hour can be used as a basis.

Specials

Vectored departures: Vectored departures shall be coordinated with FRI. FRI will assign a departure procedure (heading(s) and altitude(s)).

IFR local flights: IFR local flights shall be coordinated with FRI. FRI will assign a departure routing.

EDDW - Bremen Airport

EDDW Ground

Area of Responsibility

Bremen Ground controls the ground movement of aircraft.

Parking and Pushback

Stands: GRP assigns parking positions.
Stands marked with A (12A, 18A) are reserved for Heavy aircraft and will block neighboring stands (12/13, 18/19) when used.
Stands 12-19 are used with the aircraft facing southwest.

Pushbacks: Pushbacks are required for aircraft on stands 01-11. Aircraft on stands 12-19 may also taxi out, provided that they meet the restrictions for the taxiway they're taxiing onto.

De-Icing: De-icing is provided directly at the parking position.

Taxiway Restrictions

Taxiway	Restriction
Delta	Maximum wingspan 36m
Echo	Maximum wingspan 36m
Golf	Wingspan < 52m
Hotel	Maximum wingspan 36m
Kilo	Maximum wingspan 24m
Lima	Maxiumum wingspan 31m
November	Wingspan < 52m
Romeo	Maximum wingspan 24m
Sierra	Wingspan < 36m

Taxiways

When runway 23 is active (daytime only, winds permitting), VFR departures of up to 5700 kg MTOM requesting departure via S or W are assigned runway 23 and instructed to taxi to runway 23 via D.

When runway 27 is active, propeller and turbo-prop aeroplanes of more than 2000 kg MTOM are assigned intersection Echo for departure. Aircraft with an MTOM of up to 2000 kg intersection shall be assigned intersection D. Intersection F is used otherwise and on pilot's request by the mentioned aircraft.
Departures shall be instructed to contact the Tower on taxiway F latest.

When runway 09 is active intersection C can be used for aircraft up to 5700 kg MTOM. Intersection A is used otherwise.

Taxiway Hotel shall only be used for Lufthansa Flightschool aircraft and NOT for regular IFR in/outbounds.

Low Visibility Procedures (LVP)

Cat II/III holding points shall be used and are marked as red lines in the ground layout. During LVP only intersection A (RWY 09) and intersection F (RWY 27) shall be used, intersection take-offs are not permitted.

EDDW - Bremen Airport

EDDW Tower

Bremen Tower is responsible for all arriving and departing traffic. The top level of the airspace D control zone is 2500ft MSL. Above this altitude airspace D (Non-CTR) covers the area within responsibility of Bremen Radar. An extra D airspace area west and east of the CTR is at 1500ft MSL. West of the field is the uncontrolled airfield EDWQ Ganderkesee in the final of runway 09.

$EDDW_CTR.png$

Runway and Airport

Runway 27 is preferred up to 5 knots tailwind component.

Runway 23 can be used for VFR departures during daytime. Runway 05 does not exist.

Runway 27/09 has two additional special runway extensions in front of each of the thresholds. IRL these can only be used for take-off by Beluga aircraft, but on VATSIM we allow every pilot who requests to use on of these extension via backtrack to do so.

Departures

General Departure-Release: Departures do not have to be released by EDWW (Bremen Radar) except:

when EDWW explicitly restricts departures by time, SID or until further notice
Departures out of a non-active runway
The first departure after a runway change
The first departure after an unplanned missed approach

Auto-Handoff: Bremen has an auto-handoff to the departure frequency immediately after take-off, as stated in the charts.

Spacing: Departures shall be separated with a minimum of 3 nm or wake turbulence separated, whichever is greater. When two aircrafts have the same SID waypoint (e.g. WRB) the separation shall be increased to 5 nm or wake turbulence separation whichever is greater.

VFR above 5.700 kg MTOM: Departure via SID instead of visual reporting points.

Arrivals

Beside normal handoff procedures, arrivals on runway 27 shall be instructed to contact Ground while taxiing on taxiway A.

Missed Approaches

In case of an unplanned missed approach, the Tower controller shall inform Bremen Radar (Friesland) immediately. Traffic will be handed over to Bremen Radar (Friesland) after coordination.

The next departure is always subject to release, if not coordinated otherwise (Departure Release).

VFR

Bremen offers three routes in and out of the CTR with two published holding patterns in the north and south of the field and a maximum altitude of 2000ft MSL. Traffic circuits are usually issued in the south of the field to prevent overflying inhabited areas.

VRP	N	W	S1	S2
NAV	Harbour area Bremen City	South of Delmenhorst, A1 Highway Exit	Gessel, South of Bremen, Federal Road and Railway crossing	South of the field, A1 Highway Exit

Sierra Route: S2 is only used for incoming VFR traffic. Outbound aircraft should proceed directly to S1 after departure.

Flights to EDWQ Ganderkesee directly west out of the control zone should not climb higher than 1500ft because of the D airspace west of the CTR.

Helicopters

Helipad Yankee: only used for CHX55, other helicopters shall use the runway.

Police and Rescue helicopters:

KM = Klinikum Bremen-Mitte
SKH = Klinikum Delmenhorst
ZLW = Helipad "Z" at Klinikum Links der Weser

Low Visibility Operations (LVO)

When the weather condition requires low visibility operations the use shall be announced in the ATIS.

use &lvp in the ATIS maker URL or "LOW VIS OPS" flag in the NOTAM menu of vATIS

During low visibility operations, the departure and arrival spacing is increased. Delays may be issued earlier than in normal conditions.

EDAH - Heringsdorf Airport

General

Before staffing this airport for the first time:
Obtain a successful grade at the self enrollment Moodle course: EDAH - Heringsdorf Tower.

Heringsdorf ATC Stations

Station	Station ID	Login	Frequency	Remark
ATIS	-	-	-	not available
Tower	AHT	EDAH_TWR	132.830	Callsign: Heringsdorf Tower
Center	MRZ	EDWW_M_CTR	124.175	--

General Information

EDAH is an unrestricted airport of the Bremen FIR and part of the S1 minor program. Controllers on the vACC Germany Controller Roster are allowed to control at this Airport with their S2 or higher rating after checking these Standard Operational Procedures and obtaining a successful grade at the respective Moodle course: EDAH - Heringsdorf Tower.

Airport Data

Name	Heringsdorf
ICAO	EDAH
IATA	HDF

Runways

Runway	Total
10	2305 x 35
28	2305 x 35

ID	Name	Type	Frequency
FLD	Friedland	DVOR/DME	117.15 MHz
TRT	Trent	DVOR/DME	108.45 MHz

Landing Aids

Runway	ID	Type	Frequency	Course	Glide Path	Category
28	-	-	-	-	-	-

Approach Procedures

Runway	ILS	LOC	RNP	VOR	NDB
10			✔
28			✔

Only RNP and visual approaches are available at EDAH. The RNP approach shall be cleared as published out of IAF UDAXI. Vectoring for runway 28 is prohibited!

In case of activity of NLFS segment PH1-PJ2-PK1, traffic shall cross UDAXI at 4500ft (standard is 4000 ft).

Visual Approaches

Available on request.

Holdings

Waypoint	Min. LVL	Max. LVL	Inbound Course	Direction of Turns
UDAXI	3500 FT	UNL	004°	Left

Maximum speed in the holding: 230 kts.

Preferential Runway Configurations

The runway used at Heringsdorf will be determined according to the headwind component.

Positions and Resposibilities

ID	Position	Callsign	Frequency	Responsibilities
AHT	EDAH_TWR	Heringsdorf Tower	132.830	EDAH CTR
MRZ	EDWW_M_CTR	Bremen Radar	124.175	Müritz Sector

ATIS

Not available.

Low Visibility Procedures (LVP)

Not available.

EDAH - Heringsdorf Airport

Tower

General

Heringsdorf Tower is responsible for all IFR clearances, ground/runway movements and traffic within the Heringsdorf CTR.

Areas of Responsibility

Heringsdorf Tower (D-CTR) is defined as in the AIP Germany and AIP Poland. The CTR above Polish territory is delegated to Heringsdorf Tower at all times. The vertical limits are defined as surface up to 2500 ft MSL. Within Heringsdorf CTR, glider sector Mellenthin can be activated from the surface up to 1000 ft AGL. This sector will be activated on request from Mellethin glider strip.

Kontrollzone Heringsdorf © openflightmaps.org

Procedures

Departures

The initial Climb on all runways is 5000 ft. Heringsdorf Tower is allowed to issue IFR clearances without prior approval from Bremen Radar. As no ATIS is available, departing traffic shall receive MET information on the frequency prior IFR clearance.

Departures may be guided via B and D to the Holdingpoint of runway 28 or via B and backtrack runway 28. Departures from runway 10 may be guided via A to the holding point. All taxiway restrictions have to be considered at any time. Taxiways C and F may be used according to taxiway restrictions and NOTAMs.

All departing IFR flights require a release before issuing the takeoff clearance!

Departing IFR traffic will switch to Bremen Radar automatically when passing 500 ft.

Arrivals

Arrivals may leave the runway on taxiways according to taxiway restrictions. When runway 10 is in-use. Heringsdorf Tower shall issue aircraft to vacate via D and cross runway 28 via B. Avoid congestion at taxiway B.

Go Arounds

Go arounds shall be flown as published and shall be coordinated with Bremen Radar immediately before the transfer of communications.

Stand Assignments

On the main apron, there are 2 parking positions available for ICAO code letter C aircraft (max. wingspan 36 m). Aircraft larger than category C will occupy both stands. Small GA aircraft (wheelbase >11 m) may park on the aprons or grass surface along taxiway C. Heringsdorf Tower may inform Bremen Radar in advance when no parking space is available for arriving traffic.

Restrictions

TWY A, D: width 18 m
TWY C: width 11 m
TWY E, F: width 10 m, max. weight 5.7 t
Grass runways: only for VFR traffic and during day time

Departing traffic runway 28 which is unable to use taxiway C shall taxiway via B and D with runway crossing. Same applies to arriving traffic from runway 10.

Departing traffic runway 10 shall use taxiway A. If only taxiway B can be used, a backtrack is necessary.

A-CDM

Not available.

DCL Clearance

Not available.

VFR Traffic

VFR traffic may leave/enter the CTR along the published mandatory reporting points:

November, Whiskey, Sierra, Echo

Heringsdorf Tower will not control any traffic regarding the Mellenthin glider strip and glider area.

EDHI - Hamburg Finkenwerder Airport

Overview

Hamburg Finkenwerder ist der Werksflughafen des Flugzeugbauers Airbus. Das Verkehrsbild setzt sich dabei primär aus Testflügen neuer Flugzeuge, Auslieferungsflüge sowie einzelnen Frachflügen mit Airbus eigenen Frachtflugzeugen (Belugas) zusammen.

Sofern der Tower nicht besetzt ist, werden dessen Aufgaben vom Arrival mit übernommen. Eine Delegation an Hamburg Tower ist in Absprache möglich.

Der Flughafen Hamburg Finkenwerder kann mit dem S2 Rating als Minor Airport von jedem Lotsen ohne spezielle Einweisung besetzt werden.

Hamburg Finkenwerder ATC Stationen

Station	Station ID	Login	Frequency	Remark
ATIS	AHI	EDHI_ATIS	135.965	--
Tower	HIT	EDHI_TWR	123.255	--
East Arrival	HAME	EDDH_E_APP	119.510	--
West Arrival	HAMW	EDDH_W_APP	134.255	--
Director	DHAT	EDDH_F_APP	118.205	--

Quicksheet

EDHL - Lübeck Airport

Overview

Before staffing this airport for the first time:
Obtain a successful grade at the self enrollment Moodle course: EDHL - Lübeck-Blankensee Tower.

Lübeck Airport is located 8km south of Lübeck inside the Hamburg Metropolitan region.

Main Operations

Lübeck Air	München, Stuttgart, Salzburg, Bergen, Sälen ATR72 und Dassault Falcon 7X from Air Alsie, E190 from German Wings
SundAir	Heraklion, Palma de Mallorca, Antalya, Corfu (A320 Family)
STS/HOSP	Medical Flights (Transplantationsklinik) Piper Senecas, Cessna Golden Eagle, etc.
Lufthansa Aviation Training (LAT)	Daily Training Flights for various air works and approach trainings PA28, C172, SR22 (with normal Reg-Callsigns, not Rookie)

Lübeck ATC Stations

Station	Station ID	Login	Frequency	Remark
ATIS	AHL	EDHL_ATIS	119.930	--
Ground	HLG	EDHL_GND	121.780	--
Tower	HLT	EDHL_TWR	128.705	--
Arrival	HAME	EDDH_E_APP	119.510	--

General Information

EDHL is an unrestricted airport of the Bremen FIR and part of the S1 minor program. Controllers on the vACC Germany Controller Roster are allowed to control at this Airport with their S2 or higher rating after checking these Standard Operational Procedures and obtaining a successful grade at the respective Moodle course: EDHL - Lübeck-Blankensee Tower.

Tower position does not have to track aircrafts.

Approach Procedures

Runway	ILS CAT I	ILS CAT II	LOC	RNP	NDB
07	✔	✔	✔	✔	✔
25	✔		✔	✔	✔

Quicksheet

EDHL - Lübeck Airport

Apron

Lübeck Airport can be staffed with an apron controller, who is providing Delivery Service as well. This is VATSIM specific and not real-life procedure.

The Apron Controller is responsible for all movements on aprons only. Taxiways A-D belong to the Tower. Holding Lines are directly at the outer limit of the Apron Area.

Parking

Terminal: Lübeck features one terminal building at the center part of the Airport with Hangars left and right.

Airliner Stands: On the main apron in front of the terminal building.

Business Jets: If they are small enough, Business Aviation parks directly in front of Hangars E and G (north of the grass GA Apron) or at the main apron.

General Aviation: The GA Apron is a marked grass field north of Taxiway B and is called "Parking Area GAT". It is suitable for Echo-Class aircrafts up to 2.000kg TOW. Additional space is in front of and at the round halls north-east of the GA Apron (R1 - R4). The Fuel station is west of A on Apron 1.

Helicopters: Lübeck has no Helipads. Helicopters use the runway for all operations and can park at a designated parking area between Hangar E and G, north of the GA Apron.

Glider School: South of the main runway with own parking area next to the Glider Strip.

Taxiways

The main taxiways A-C are suitable for Class C aircrafts. Class D not yet confirmed.

Delivery

VATSIM has the Top-Down principle, therefore IFR Clearances shall be given by the Apron (or Tower), contrary to real-life procedures, where these are given by Bremen Radar. Delivery Service is responsible for all departing flights under IFR. In Lübeck (and at all other airports of RG Bremen), filed flight plans are generally checked and corrected with regard to the following criteria. To be considered are:

requested flight level (RFL) even/odd
restrictions for certain destinations/SIDs
rough validity of a flight plan

Initial climb clearance: The initial climb clearance at Lübeck Airport is 5000ft on all published departure procedures. The altitude shall be entered as cleared altitude (CFL) in an appropriate list or tag.

SIDs and Restrictions

Destination	SID	Flightlevel	Remark
EDDW	all	even, max. FL100	Sectorization
EDDV	all	even, max. FL100	Sectorization
EDDH	all	max. FL100	coordinate with Bremen Radar
EDDL / EDDK / EDL* / EDK*	HAM [BASUM]	even, max. FL240
all	other SIDs	Semicircular rules	0° - 179° odd FL, 180° - 359° even FL

SID	07	25	Climb
HAM HAMBURG	1A	1K	5000ft
LUGEG	1A	1K	5000ft
RAMAR	1A	1K	5000ft

Except HAM1K out of Runway 25 all other SIDs have Climb or Speed restrictions, where the phrase “via SID” shall be used.

Specials

Vectored departures: The use of vectored departures requires prior coordination with the responsible radar station. An initial altitude to climb shall be provided.

IFR local flights: IFR local flights are coordinated with the responsible radar controller, who may instruct a different departure procedure, possibly vectored departures.

EDHL - Lübeck Airport

Tower

Lübeck Tower is responsible for all arriving and departing traffic. The top level of the airspace D control zone is 2000ft MSL. Above this altitude and around the CTR airspace E covers the area within responsibility of Bremen Radar (Hamburg Approach). South-East of the field is a nature reserve area (Schaalsee), which shall be avoided below 2000ft.

Controlzone and VFR Reporting Points of Lübeck Airport - © openflightmaps.org

Runway and Airport

Lübeck Airport has a 6896ft (2102m) long single runway (07 / 25) with Low-Visibility CAT II equipment on 07, as well as a grass glider strip south of the main runway. The runway configuration is not dependent on EDDH but should always be considered and coordinated with Bremen Radar (Hamburg Approach).

The Airport features a small terminal building with check-in facilities, a shop and some restaurants. The apron has three stands, which are suitable for Class C aircrafts such as the Airbus A320, as well as some stands for smaller general aviation aircraft.

Departures

All IFR Departures need a Departure-Release from Bremen Radar! *
Coordinate early enough on TeamSpeak, as Bremen Radar might restrict the initial climb clearance and departures times due to workload and traffic situation.

* If traffic permits, Radar can give a "general departure release until further notice". In that case the tower doesn't need to ask for each departure separately.

Spacing: Departures shall be separated with a minimum of 3 nm or wake turbulence separated, whichever is greater. When two aircrafts have the same SID waypoint the separation shall be increased to 5 nm or wake turbulence separation whichever is greater.

Auto-Handoff: Pilots shall contact Bremen Radar immediately after take-off without a specific handoff.

VFR

Lübeck Airport has four routes in and out of the CTR.

VRP	NOVEMBER	SIERRA (1+2)	LIMA	WHISKEY
NAV	Lübeck Harbor	Leading to Ratzeburg, west of the Ratzeburger Lake	Elbe-Lübeck Canal between Berkenthin and Mölln	Highway A1 west of Lübeck

There are no distinct VFR procedures but it is common practice to use the two reporting points in active runway direction for departures and the two reporting points from behind the runway for arrivals.

Helicopters

Helipad: Lübeck Airport has no Helipads. Helicopters use the runway for all operations and can park at a designated parking area between Hangar E and G, north of the GA Apron. All Helicopters air-taxi to the runway.

Police and Rescue helicopters: Helicopter operations are likely in the vicinity of Hamburg and Lübeck City. Two medical Helicopter Pads are located north of the field inside the CTR.

Low Visibility Operations (LVO)

When the weather condition requires low visibility operations the use shall be announced in the ATIS.

use &lvp in the ATIS maker URL

During low visibility operations, the departure and arrival spacing is increased. Delays may be issued earlier than in normal conditions.

Runway 07: All-weather operations are permitted for Runway 07 up to CAT II with a runway visual range not less than 300m. In CAT II, taxiing is allowed exclusively via Taxiway A. Pilots shall then expect a backtrack after landing.

Runway 25: No special low visibility equipment, Pilots need to adhere to the minimum RVR according to their approach charts.

EDVE - Braunschweig Airport

Overview

Before staffing this airport for the first time:
Obtain a successful grade at the self enrollment Moodle course: EDVE - Braunschweig-Wolfsburg Tower.

Braunschweig Airport is located north of the city Braunschweig in Lower Saxony, which is between Hannover and Magdeburg. This Airport traditionally has been a major center of gliding in Germany and is also used for general aviation, especially business traffic. It's the major hub of the Volkswagen Air Services and the closest suitable airport for the internationally playing Soccer team VFL Wolfsburg.

The headquarters of the German Federal Aviation Office, the Luftfahrt-Bundesamt are located at the Airport, as well as the Research Fleet of the German Aerospace Center (DLR). The well known "NAV Checker" has its base at EDVE flying out to calibrate navigational stations like ILS and VORs in Germany.

Main Operations, no scheduled public passenger or cargo services:

VW Air Services	Dessault Falcon 8X and 7X, Pilatus PC-24, A319CJ (retired)
Privat Wings	Dornier 328 and Beech 1900D
NAV Checker	Beech KingAir 350
Research Fleet DLR	A320, ISTAR, Falcon 20E, Do 228, DR400, EC BO105 and more
Soccer Clubs	visiting the internationally playing VFL Wolfsburg
Services	King Air Service Center, Charter Flights, Para jumping, Glider

Braunschweig ATC Stations

Station	Station ID	Login	Frequency	Remark
ATIS	AVE	EDVE_ATIS	134.455	--
Tower	VET	EDVE_TWR	120.055	--
Arrival	HAN	EDDV_APP	119.490	--

General Information

EDVE is an unrestricted airport of the Bremen FIR and part of the S1 minor program. Controllers on the vACC Germany Controller Roster are allowed to control at this Airport with their S2 or higher rating after checking these Standard Operational Procedures and obtaining a successful grade at the respective Moodle course: EDVE - Braunschweig-Wolfsburg Tower.

Tower position does not have to track aircrafts.

Quicksheet

EDVE - Braunschweig Airport

Tower

Braunschweig Tower is responsible for all arriving and departing traffic. The top level of the airspace D control zone is 2200ft MSL. Above this altitude and around the CTR airspace E covers the area within responsibility of Bremen Radar (Hannover Approach). A Para jumping Area up to FL100 is directly above the airport.

Controlzone and VFR Reporting Points of Braunschweig Airport - © openflightmaps.org

Runway and Airport

Braunschweig Airport has a 7546ft (2300m) long single runway (08 / 26) with no Low-Visibility equipment, as well as a grass glider strip north of the main runway. The airport features an apron area south of the runway with a main terminal building and various company facilities.

The area limit of ATC competence, which is shown on some charts, is not applicable on VATSIM, as we do not simulate airport operators. Because VATSIM has the Top-Down principle, IFR Clearances shall be given by the tower, contrary to real-life procedures, where IFR Clearances are given by Bremen Radar.

Departures

All IFR Departures need a Departure-Release from Bremen Radar! *
Coordinate early enough on TeamSpeak, as you might get a delay time, e.g. at EDDV events.

* If traffic permits, Radar can give a "general departure release until further notice". In that case the tower doesn't need to ask for each departure separately.

Departure Holding points are C (08) and A (26). Airliners usually also backtrack while lining up via C. Intersections D and B are only used to vacate the runway after landing.

Auto-Handoff: Pilots shall contact Bremen Radar immediately after take-off without a specific handoff.

Arrivals

Unless a pilot request a specific location (e.g. facilities at Taxiway H or F), they should get a taxi instruction leading to the Apron south of C with a stand of choice. Example: "Taxi to stand of choice via A and C"

VFR

Braunschweig offers 4 routes in and out of the CTR at max. 2000ft. Only the outer Waypoints are mandatory reporting points.

VRP	N1	E1	W1	S
NAV	Wedesbüttel north-west of the field	North of Cremlingen close to A39 intersection	A2 east of Peine	Trainline Intersection at Groß Gleidingen

VFR Routes

Route	Runway 08 Arrival	Runway 08 Departure
November	N1 -> N2 (Traffic Circuit 08)	direct N1
Echo	E1 -> E2 or directly into right Traffic Circuit 08	right Turn E2 -> E1 (or direct E1)
Sierra	S -> right Base 08	right Turn direct S
Whiskey	W1 -> W2 (following A2)	N2 -> W1 (north of Glider area)
Route	Runway 26 Arrival	Runway 26 Departure
November	N1 -> right Base 26	W2 -> right Turn N1 (avoid glider area)
Echo	E1 -> E2 -> Final 26	direct E1
Sierra	S -> Traffic Circuit 26	direct S
Whiskey	W1 -> N2 (right Traffic Circuit 26)	W2 -> W1 (following A2)

Early break-out to the North is NEVER approved due to glider area! Use W2/N2 accordingly.

Helicopters

Helipad: The Helipads are not in use. They are turned off via NOTAM for years now. All Helicopters air-taxi to the runway.

Police and Rescue helicopters: Expect Lower Saxony's state police helicopters from the Base in Gifhorn or Hannover (Bundespolizei, Callsign Phoenix) as well as possible crossings from Christoph Niedersachsen (CHX86).

Low Visibility

As Braunschweig has no special low visibility equipment, Pilots need to adhere to the minimum RVR according to their approach charts. Departures are possible unless RVR is lower than 300m.

Ground

Parking

Terminal: Braunschweig features one main terminal building at the center part of the Airport. Various company facilities and hangars are based at the main taxiway C.

Airliner Stands: On the main apron in front of the terminal building.

General Aviation: The GAT is east of the Terminal on the main apron with enough space for some GA aircrafts. The Fuel station is west of the Terminal via taxiway G.

Volkswagen Air Service: via Taxiway E/G.

Deutsche Luft- und Raumfahrt: DLR has it's own apron reachable via taxiway F.

Aerodata (Nav Checker): Hangars West of H - including a King Air maintenance center.

Business Aviation Center: - via taxiway K east of F, also referred as Kroschke. On pilot request only, due to outdated sceneries.

De-Icing: No special positions. De-Icing can be ordered at your current stand.

Taxiways

The area limit of ATC competence, which is shown on some charts, is not applicable on VATSIM, as we do not simulate airport operators. Tower maintains control over all ground activities. The main taxiways A-D are suitable for Class C aircrafts. Class D not yet confirmed.

Taxiway	Notes
A, C	Main Taxiway and Holding Points for departure
B, D	usually not used for departure, vacate only
H	Aircraft may only be towed and requires prior approval
L + M	Gras Taxiway only for instructed users (L = between Runway and Gliderstrip)
F	DLR private Apron
K	Business Aviation Center Kroschke (East of F)

Delivery

VATSIM has the Top-Down principle, therefore IFR Clearances shall be given by the tower, contrary to real-life procedures, where these are given by Bremen Radar. Delivery Service is responsible for all departing flights under IFR. In Braunschweig (and at all other airports of RG Bremen), filed flight plans are generally checked and corrected with regard to the following criteria. To be considered are:

requested flight level (RFL) even/odd
restrictions for certain destinations/SIDs
rough validity of a flight plan

Initial climb clearance: The initial climb clearance at Braunschweig Airport is 4000ft on all published departure procedures. The altitude shall be entered as cleared altitude (CFL) in an appropriate list or tag.

SIDs and Restrictions

Destination	SID	Flightlevel	Remark
EDDF	all	odd, max. FL230	LoA
EDDW	all	even, max. FL100	Sectorization
EDDH	all	odd, max. FL090	Sectorization
EDDV	all	max. FL100	coordinate with Bremen Radar
all	other SIDs	Semicircular rules	0° - 179° odd FL, 180° - 359° even FL

SID	26	08	Climb
BATEL	6G	5U	4000ft
DIRBO	8T	7U	4000ft
HLZ HEHLINGEN	7T	7U	4000ft
DLE LEINE	7T	7U via SID	4000ft
NIE NIENBURG	8T	7U via SID	4000ft
NORTA	8T via SID	6U via SID	4000ft
POVEL	7W via SID	5U	4000ft

All SIDs can be flown with RNAV and NON-RNAV capabilities.

Specials

Vectored departures: The use of vectored departures requires prior coordination with the responsible radar station. An initial altitude to climb shall be provided.

IFR local flights: IFR local flights are coordinated with the responsible radar controller, who may instruct a different departure procedure, possibly vectored departures.

EDVK - KasselCalden Airport

Overview

Before staffing this airport for the first time:
Obtain a successful grade at the self enrollment Moodle course: EDVK - Kassel-Calden Tower.

Kassel Airport (formerly Kassel-Calden Airport) is a minor international airport serving the German city of Kassel in the state of Hesse. It is located in the north of Hesse close to the Lower Saxony Border in the northwest of Kassel and is mainly used for business and general aviation operations. Two flight schools and a parachuting school are based on site.

Main Commercial Operations:

Sund Air	Egypt, Baleares, Canary Islands, Greek Islands
Corendon Airlines	Turkey
Rhein-Neckar Air	Flights to the German North- and Eastcoast incl. Sylt-Westerland
SkyAlps	Bolzano, Italy (beginning in 2023)

Kassel ATC Stationen

Station	Station ID	Login	Frequency	Remark
ATIS	VKA	EDVK_ATIS	129.205	--
Ground	VKG	EDVK_GND	121.905	--
Tower	VKT	EDVK_TWR	118.105	--
Sector Harz	HRZ	EDWW_R_CTR	126.655	covered by DST if not staffed
Sector Deister	DST	EDWW_D_CTR	128.760	covered by EIDW if not staffed
Sector Eider West	EIDW	EDWW_W_CTR	120.225

General Information

EDVK is an unrestricted airport of the Bremen FIR and part of the S1 minor program. Controllers on the vACC Germany Controller Roster are allowed to control at this Airport with their S2 or higher rating after checking these Standard Operational Procedures and obtaining a successful grade at the respective Moodle course: EDVK - Kassel-Calden Tower.

Ground and Tower positions do not have to track aircrafts. Kassel Airport has no designated Approach Controller.

Quicksheet

EDVK - KasselCalden Airport

Ground

Kassel Airport can be staffed with a ground controller, who is providing Delivery Service as well.

The Ground Controller is responsible for all Taxiways and both Aprons. The area of responsibility for Apron control, which is shown on some charts, is not applicable on VATSIM, as we do not simulate airport operators.

Parking

Terminal: Kassel features one single small passenger terminal building with basic facilities such as car rental desks and some shops. As there are no jet bridges, buses and walk-boarding are in use.

Airliner Stands: All positions on the commercial apron are "taxi-out" stands, no push-back required.

General Aviation: GAT has various areas of possible parking positions with the main parking area directly below the Tower. The west part of the Apron is mostly suited for service appointments at the local facilities. The Fueling Station is at the east side near E4. The flight schools bases are east of E4.

Helipad: Kassel has one Helipad on Taxiway L at Apron Entry E3 which can be used for arriving and departing helicopters. Tower shall coordinate with Ground to achieve spacing between arriving or departing helicopters and taxing traffic, since the helipad is on the taxiway.

De-Icing: No special positions. De-Icing can be ordered at your current stand.

Taxiways

Except Apron entry point E3 all Taxiways are suited for Category C Aircrafts and below (e.g. Narrow Body Airliner). Heavy Aircrafts (Class D) can only use Runway Intersection C and Apron entry point E2. This means, that heavy aircrafts will have to backtrack while lining up the runway.

Taxiway	Width	max. ACFT Cat
A, B, E, E4	18.0m	C
C, E2	23.0m	D
E3	10.5m	B
L	18.0/23.0m	C

Delivery

Delivery Service is responsible for all departing flights under IFR. In Kassel (and at all other airports of RG Bremen), filed flight plans are generally checked and corrected with regard to the following criteria. To be considered are:

requested flight level (RFL) even/odd
restrictions for certain destinations/SIDs
rough validity of a flight plan

Initial climb clearance: The initial climb clearance at Kassel is 5000ft on all published departure procedures, except Warburg (WRB) at 4000ft. The altitude shall be entered as cleared altitude (CFL) in an appropriate list or tag.

SIDs and Restrictions

Destination	SID	Flightlevel	Remark
EDDF	all	odd, max. FL230	LoA
EDDL / EDDK / EDL* / EDK*	all	even
all, except Langen-North (see above)	WRB, WERRA	odd	LoA and Airways
all	other SIDs	Semicircular rules	0° - 179° odd FL, 180° - 359° even FL

SID	27	09	Climb
ELNAT	4N	1M	5000ft
EMBAD	2N	1M	5000ft
LUXUX	2N	1M	5000ft
WERRA	7N	1M	5000ft
WRB WARBURG	9N	2M	4000ft
XAROL	2N	1M	5000ft

In Kassel all SIDs are designed without speed or level restrictions, thus the phrase “via SID” shall not be used.

Specials

Vectored departures: The use of vectored departures requires prior coordination with the responsible radar station. An initial altitude to climb shall be provided.

IFR local flights: IFR local flights are coordinated with the responsible radar controller, who may instruct a different departure procedure, possibly vectored departures.

Low Visibility Operations (LVO)

Runway 27 is capable of Low Visibility Landings with CAT IIIA + CAT IIIB ratings.
Low Visibility Take-Off Procedures (LVTO) are permitted in both directions on runway 09 and 27.

EDVK - KasselCalden Airport

Tower

Kassel Tower is responsible for all arriving and departing traffic. The top level of the airspace D control zone is 2700ft MSL. Above this altitude and around the CTR airspace E covers the area within responsibility of Bremen Radar. A Para jumping Area up to FL100 is directly above the airport.

Runway and Airport

Kassel Airport has a 8200ft (2500m) long single runway (09 / 27) with a CAT IIIa/b Low-Visibility equipment available at runway 27. The airport features two aprons, one in front of the passenger terminal for two mid-sized aircraft such as the Airbus A320 family and a separate one for general aviation aircraft.

Departures

* If traffic permits, Radar can give a "general departure release until further notice". In that case the tower doesn't need to ask for each departure separately.

Auto-Handoff: Pilots shall remain on TWR frequency until passing 2500ft and then contact Bremen Radar without a specific handoff. Below 2000ft Radar might not understand the pilot due to interferences with the surrounding topography.

Arrivals

Arrivals shall be instructed to contact Ground when they are vacating while rolling on L.

Reduced Runway Separation (RRS): Reduced Runway Separation can be applied for aircraft of category 1 and 2.

VFR

Kassel offers four routes in and out of the CTR with two published holding patterns in the north and south of the field.

VRP	N1	E1	W1	S1
NAV	Federal Road junction west of Hofgeismar	Reinhards Forest, Federal Road junction	West of Oberelsungen close to the Highway A44	Fuldatal east of Kassel

Helicopters

Helipad: Kassel Airport has one Helipad on Taxiway L at Apron Entry E3 which can be used for arriving and departing helicopters. Tower shall coordinate with Ground to achieve spacing between arriving or departing helicopters and taxing traffic, since the helipad is on the taxiway.

Police and Rescue helicopters: Helicopter operations are likely in the vicinity of Kassel City. An important hospital is located north of the field in Hofgeismar which makes CTR crossings necessary. Christoph 7 (CHX7) is located at the Rotes Kreuz Krankenhaus Kassel, south east of the field.

Low Visibility Operations (LVO)

When the weather condition requires low visibility operations the use shall be announced in the ATIS.

use &lvp in the ATIS maker URL

During low visibility operations, the departure and arrival spacing is increased. Delays may be issued earlier than in normal conditions. Additionally, under low visibility operations runway 09/27 can be used for departures but only 27 for arrivals.

EDXW - Sylt Airport

Overview

Before staffing this airport for the first time:
Obtain a successful grade at the self enrollment Moodle course: EDXW - Sylt-Westerland Tower.

Sylt Airport on the German Island Sylt in the North Sea is located 2km east of the main city Westerland. It mostly features summer seasonal scheduled traffic to major German cities as well as general aviation and gliding.

Main Operations

Condor	Düsseldorf
easyJet	Berlin
Eurowings	Düsseldorf, Stuttgart
Lufthansa	Frankfurt, München
Rhein-Neckar Air	Mannheim, Kassel
Swiss	Zürich
Sylt Air	Hamburg

Sylt ATC Stations

Station	Station ID	Login	Frequency	Remark
ATIS	--	EDXW_ATIS	118.400	--
Tower	XWT	EDXW_TWR	119.750	--
Sector Eider East	EIDE	EDWW_E_CTR	124.075	covered by ALR if not staffed
Sector Aller	ALR	EDWW_A_CTR	126.325	covered by EIDW if not staffed
Sector Eider West	EIDW	EDWW_W_CTR	120.225

General Information

EDXW is an unrestricted airport of the Bremen FIR and part of the S1 minor program. Controllers on the vACC Germany Controller Roster are allowed to control at this Airport with their S2 or higher rating after checking these Standard Operational Procedures and obtaining a successful grade at the respective Moodle course: EDXW - Sylt-Westerland Tower.

Tower position does not have to track aircrafts.

Quicksheet

EDXW - Sylt Airport

Tower

Sylt Tower is responsible for all arriving and departing traffic. The top level of the airspace D control zone is 2600ft MSL. Above this altitude and around the CTR airspace E covers the area within responsibility of Bremen Radar (EDWW_E_CTR, usually covered by EDWW_A_CTR or EDWW_W_CTR). Different DangerZones (ED-D) from Germany and Denmark are around and above the Airport, as well as a Para jumping Area up to FL100 directly above the airport with a landing area north of the field.

Runway and Airport

Sylt Airport has two crossing runways, 32/14 with 6955ft (2120m) and 06/24 5564ft (1696m). A Glider strip is located south-east of the runway cross. The main runway 14/32 is certified for RNP approaches on both sides and ILS CAT 1 on runway 32.

The airport features three apron areas. GAT west, mixed traffic north and the commercial apron in the center.

Runway 14/32

Some old sceneries still have taxiway G in the east of the field. It is advised at 14 landings to add the phrase "vacate to the right".

Runway 06/24

Restricted to aircrafts up to 20 tons MTOW between threshold 24 and intersecting runway 14/32.

In reality only 7 tons MTOW are allowed without coordination. Heavier aircraft up to 20 tons PPR only (prior permission required). As we do not simulate rescue and firefighting categories and local security regulations, the 20 tons MTOW can be applied anytime.

Departures

All IFR Departures need a Departure-Release from Bremen Radar! *
Coordinate early enough on TeamSpeak, as you might get a delay time, because of arriving traffic over OLDIP.

* If traffic permits, Radar can always give a "general departure release until further notice". In that case the tower doesn't need to ask for each departure separately.

Spacing: Departures shall be separated with a minimum of 5 nm or wake turbulence separated, whichever is greater, because there is only one useable SID per runway config.

Auto-Handoff: Pilots shall contact Bremen Radar immediately after take-off without a specific handoff.

Arrivals

Unless a pilot request a specific location (e.g. facilities north-east), they should get a taxi instruction leading to the commercial Apron1 or general aviation Apron 2. For landing traffic 14/32, runway 06/24 can be used as taxiway as well.

VFR

Sylt offers 5 routes in and out of the CTR at max. 2000ft. All VFR Waypoints are mandatory reporting points.

VRP	N	H	S1	E1	L
NAV	North-West of the Island	South-West of the Island	South, east of Hönum	East, Trainline Intersection to the Island	North, East of List

Overflying of build-up areas in the vicinity of the airport should be avoided. For this to comply, traffic circuits should be issued in the east of the field.

Helicopters

Helipad: There are no specific Helipads but pilots should expect Taxiway I (grass strip between Tower and Apron2/GAT) for landing. Otherwise on Tower discretion. The parking area is usually on the grass between Apron1 and Apron 2

Low Visibility

As Sylt Westerland has no special low visibility equipment, Pilots need to adhere to the minimum RVR according to their approach charts. Departures are possible until RVR is lower than 500m. Below these minima the airport is closed unless the vPilot does not use real-world weather.

Ground

Parking

Airliner Stands: Apron 1 has three airliner stands in front of the passenger terminal
Business Jets: Apron 2
General Aviation: Apron 2 in the west of the field
Helicopters: Gras area between Apron1 and Apron 2 behind the Tower or Apron 2
Glider School: Southeast of the field (opposite east of threshold runway 34) with own parking area next to the Glider Strip.
Apron 3 + Apron 4: additional aprons, private hangars

Parking at the fuel stations is strictly forbidden.

Taxiways

Hotspot zone at taxiway M and P at holding point runway 06. M is used for outgoing and P for incoming traffic.

Taxiway B available up to 5.7 tons MTOW only.

Taxiway I is a grass strip and can be used for aircrafts up to 2 tons MTOW (echo class),
Note: not available in all sceneries, better use runway 06/24 to connect Apron 2 with taxiway D.

Delivery

VATSIM has the Top-Down principle, therefore IFR Clearances shall be given by the tower, contrary to real-life procedures, where these are given by Bremen Radar. Delivery Service is responsible for all departing flights under IFR. Filed flight plans are generally checked and corrected with regard to the following criteria. To be considered are:

requested flight level (RFL) even/odd
restrictions for certain destinations/SIDs
rough validity of a flight plan

Initial climb clearance: The initial climb clearance at Sylt Airport is 4000ft on all published departure procedures. The altitude shall be entered as cleared altitude (CFL) in an appropriate list or tag.

SIDs and Restrictions

Destination	SID	Flightlevel	Remark
all	all SIDs	Semicircular rules	0° - 179° odd FL, 180° - 359° even FL

SID	14	32	Climb
OLDIP	1A (via SID)	1B (via SID)	4000ft

Specials

Vectored departures: The use of vectored departures requires prior coordination with the responsible radar station. An initial altitude to climb shall be provided.

IFR local flights: IFR local flights are coordinated with the responsible radar controller, who may instruct a different departure procedure, possibly vectored departures.

ETMN - Nordholz

Overview

Nordholz Overview

Nordholz is the last military airfield in Germany operated by the German Navy. It is located to the west of Hamburg and is the home of the Naval Air Wing 3 and 5 by the German Navy. For the most part, Nordholz handles Military Helicopter and Medium
reconnaissance aircraft like the P-3C Orion and Dornier 228 LM.

Charts can be found in the MIL AIS.

VFR Charts: Library → Under Publication select “GEMIL FLIP VAD” → Nordholz
IFR Charts: Library → CENOR FLIP→ Aerodromes → Nordholz

Nordholz ATC Stations

Station	Frequency	Login	SI	Anmerkung
Tower	131.255	ETMN_TWR	MNT	--
Radar	129.855	ETMN_APP	MNR	--

If Nordholz Radar is offline, Wittmund Radar (ETNT APP) will take over full responsibility for AoR Nordholz and top-down responsibilities at ETMN.

ETMN - Nordholz

Tower

Control Zone

D(HX) from GND to 2600 ft
VRPs: November, Sierra, Echo, Lima, Whiskey
There are also VFR Jet arrivals that are used for military Jets. The Jet arrivals consist of one mandatory reporting point outside the CTR and its respected Initial point in front of the runway. Jets will cross the initial point at 1500 ft MSL.
For arrivals to runway 08, Entry West will be used. For arrivals to runway 26, Entry East will be used.
The published jet pattern is situated south of runway 08/26

It’s important to remember that Jets on the VFR Jet arrival will overfly the airport at 1500 ft to make an Overhead Approach Maneuver to the south and then join the final as published in the chart!

Ground Movements

Parking Positions

Nordholz consists of multiple Aprons with multiple Hangars. Nordholz Tower should only instruct aircraft to taxi to the apron.

Taxi Instructions

Nordholz Tower doesn’t need to provide detailed taxi instructions to military traffic if there is no conflicting traffic. Visitors from other squadrons (home squadron is Naval Air Wing 3 and 5) or civilian traffic should receive full taxi instructions.

Departing Traffic

Nordholz Tower should inform departing traffic about current weather conditions. In the case of military traffic, the colour code is sufficient.

Nordholz Tower shall only issue IFR clearances after coordination with EDWW sector Eider West (EIDW)!

Every IFR departure from ETMN requires a departure release from both ETMN APP and Bremen Radar before issuing a takeoff clearance!

SID-Assignments

Operational Instrument Departures (OIDs) are used (MN108 and MN126), initial climb by ATC.

Low Visibility Takeoffs (LVTO)

RWY 08/26 is suitable for conducting low visibility takeoffs with a minimum runway visual range of 100m.

Arriving Traffic

Approaches Types

Wittmundhafen is equipped with an ILS and TACAN approach onto runway 08 and an ILS, RNP, TACAN and NDB approach onto runway 26.

There are also PAR and SRA approaches available on both runways.
Nordholz Radar will maintain Radio contact with the aircraft performing a PAR or SAR until landed. Nordholz Tower should inform Nordholz Radar if the runway is clear and the aircraft performing the PAR/SRA is cleared to land.

Nordholz-Spieka (EDXN)

Nordholz-Spieka (EDXN) is an uncontrolled airfield directly situated to ETMN. Traffic shall only use the grass runway. Spieka Radio and Nordholz Tower shall maintain close coordination in case of traffic at each aerodrome. VFR departure and approach procedures shall be assigned as directed by Nordholz Tower.

ETMN - Nordholz

Radar

Area of Responsibility

Nordholz Radar is responsible for departing and arriving traffic from/to ETMN.

When online, Nordholz Radar activates its delegated AoR within the Bremen ACC sector Eider West (EIDW). Full responsibility is delegated to Wittmund Radar for this airspace.

EDWW ETMN AoR.png AoR Nordholz

Nordholz Radar shall inform Bremen ACC sectors EIDW/EIDE, FRI and HAMW as well as Wittmund Radar (ETNT APP), Hohn Radar (ETNH APP) and Schleswig Radar (ETNS APP) about the opening and closing of AoR Wittmund immediately!

If Nordholz Radar is offline, Wittmund Radar (ETNT APP) will take over full responsibility for AoR Nordholz and top-down responsibilities at ETMN.

Airspace

Nordholz is equipped with a TMZ and RMZ. This will ensure that VFR traffic in the vicinity of the aerodrome is known to Nordholz Radar. The RMZ will only be used by traffic not equipped with a transponder (not applicable in Vatsim). Traffic within the TMZ of Nordholz shall monitor Nordholz Radar's frequency and squawk 4460. This traffic is not required to make an initial call to ATC. Still, ATC may contact this traffic when required (e.g. traffic information about IFR traffic).

Procedures

Arriving Traffic

Arriving traffic is always coordinated individually between Bremen Radar, Wittmund Radar, Hohn Radar, Schleswig Radar and Nordholz Radar ("Radar Handover")
It's expected that Nordholz Radar accepts or otherwise states the sector entry conditions during coordination.

Departing Traffic

Departing IFR traffic will be transferred from Nordholz Tower to Nordholz Radar initially.
- Nordholz Radar is responsible for verifying mode C readout and identifying the departing aircraft
- Usually, Nordholz Radar shall coordinate a further climb with EDWW before departure release or coordinate a general release of the climb. Preferably, this coordination is combined with IFR clearance or departure release. If no further climb is coordinated, departing IFR traffic leaving the AoR shall be transferred to Bremen Radar after identification.

Approach Types

Runway 08

ILS
TACAN
SRA
PAR

Runway 26

ILS
RNP
TACAN
NDB
SRA
PAR

Since Nordholz Precision is currently not implemented on VATSIM, PAR approaches can only be conducted if traffic levels permit - if necessary, Nordholz Radar can coordinate with civilian ATC to keep other inbound traffic outside of the airspace while a PAR approach is taking place; whether this is possible, however, depends on the current workload of civilian ATC.

ETNH - Hohn

Overview

Hohn Overview

Hohn is a military airfield in the north of Germany and is a reserve airfield of the Taktischen Luftwaffengeschwader 51 by the German Airforce.

Charts can be found in the MIL AIS.

VFR Charts: Library → Under Publication select “GEMIL FLIP VAD” → Hohn
IFR Charts: Library → CENOR FLIP→ Aerodromes → Hohn

Hohn ATC Stations

Station	Frequency	Login	SI	Anmerkung
Tower	122.100	ETNH_TWR	NHT	--
Radar	122.700	ETNH_APP	NHR	--
Precision	125.600	ETNH_P_APP	NHP	--

If Hohn Radar is offline, Schleswig Radar (ETNS APP) will take over full responsibility for AoR Hohn and top-down responsibilities at ETNH.

ETNH - Hohn

Tower

Control Zone

D(HX) from GND to 2600 ft
VRPs: Whiskey, Echo, Sierra, Tango
The minimum pattern altitude is 500ft AGL, the pattern altitude for fixed-wing aircraft is 1000ft AGL
There are also VFR Jet arrivals/departures that are used for military Jets. The Jet arrivals consist of two mandatory reporting points each and its respected Initial point in front of the runway.
For arrivals to runway 08, Entry West will be used. For arrivals to runway 26, Entry East will be used.
For departures from runway 08, Exit East will be used. For departures from runway 26, Exit West will be used.

It’s important to remember that Jets on the VFR Jet arrival will overfly the airport at 1600 ft to make an Overhead Approach Maneuver to the south and then join the final as published in the chart!

Ground Movements

Parking Positions

Hohn consists of multiple ramps. Hohn Tower should only instruct aircraft to taxi to the ramp.

Taxi Instructions

Hohn Tower doesn’t need to provide detailed taxi instructions to military traffic if there is no conflicting traffic. Visitors from other squadrons (home squadron is TaktLwg 51) or civilian traffic should receive full taxi instructions.

Departing Traffic

Hohn Tower should inform departing traffic about current weather conditions. In the case of military traffic, the colour code is sufficient.

Hohn Tower shall only issue IFR clearances after coordination with EDWW sector Eider East (EIDE)!

Every IFR departure from ETNH requires a departure release from both ETNH APP and Bremen Radar before issuing a takeoff clearance!

SID-Assignments

Operational Instrument Departures (OIDs) are used (NH108 and NH126), initial climb by ATC.

Arriving Traffic

Approach Types

Hohn is equipped with a TACAN and RNP approach onto runway 08 and an ILS, RNP and TACAN approach onto runway 26.

There are also PAR and SRA approaches available on both runways.
Hohn Precision will maintain Radio contact with the aircraft performing a PAR until landed. Hohn Tower should inform Hohn Precision if the runway is clear and the aircraft performing the PAR is cleared to land.

Schleswig (ETNS)

Hohn Tower shall inform Schleswig Tower about the activation and closure of CTR Hohn.

ETNH - Hohn

Radar

Area of Responsibility

Hohn Radar is responsible for departing and arriving traffic from/to ETNH.

When online, Hohn Radar activates its delegated AoR within the Bremen ACC sector Eider East (EIDE). Full responsibility is delegated to Hohn Radar for this airspace.

AoR Hohn

Hohn Radar shall inform Bremen ACC sectors EIDE and HAMW as well as Nordholz Radar (ETMN APP) and Schleswig Radar (ETNS APP) about the opening and closing of AoR Hohn immediately!

If Hohn Radar is offline, Schleswig Radar (ETNS APP) will take over full responsibility for AoR Hohn and top-down responsibilities at ETNH.

Airspace

$EDWW ETNH/ETNS airspace.png$

Hohn/Schleswig is equipped with a TMZ and RMZ. This will ensure that VFR traffic in the vicinity of the aerodrome is known to Hohn/Schleswig Radar. The RMZ will only be used by traffic not equipped with a transponder (not applicable in Vatsim). Traffic within the TMZ of Hohn/Schleswig shall monitor Schleswig Radar's frequency and squawk 4476. This traffic is not required to make an initial call to ATC. Still, ATC may contact this traffic when required (e.g. traffic information about IFR traffic).

Procedures

Arriving Traffic

Arriving traffic is always coordinated individually between Bremen Radar, Schleswig Radar and Hohn Radar ("Radar Handover")
It's expected that Hohn Radar accepts or otherwise states the sector entry conditions during coordination.

Departing Traffic

Departing IFR traffic will be transferred from Hohn Tower to Hohn Radar initially.
- Hohn Radar is responsible for verifying mode C readout and identifying the departing aircraft
- Usually, Hohn Radar shall coordinate a further climb with EDWW before departure release or coordinate a general release of the climb. Preferably, this coordination is combined with IFR clearance or departure release. If no further climb is coordinated, departing IFR traffic leaving the AoR shall be transferred to Bremen Radar after identification.

Approach Types

Runway 08

TACAN
RNP
SRA
PAR

Runway 26

ILS
TACAN
RNP
SRA
PAR

Hohn Precision

Is only responsible for PAR approaches
Traffic is controlled by a special radar system
Hohn Radar will issue an initial vector leading to the final before performing a radar handover to Hohn Precision
Only one aircraft at a time shall be on the frequency of Hohn Precision

ETNL - Rostock-Laage

Overview

On Moodle, a non-mandatory SOP Test can be found under ETNL - Rostock-Laage Tower/Ground

Rostock-Laage Overview

Laage is a military airfield with Civil Joint User south of Rostock which is home of the Taktische Luftwaffengeschwader 73 by the German Air Force. For the most part, Laage handles Military Jet traffic and civilian Airliners. There is also a Police and a rescue Helicopter stationed at Laage.

Charts can be found in the MIL AIS.

VFR Charts: Library → Under Publication select “GEMIL FLIP VAD” → Laage
IFR Charts: Library → CENOR FLIP→ Aerodromes → Laage

Rostock-Laage ATC Stations

Station	Frequency	Login	SI	Anmerkung
ATIS	134.605	ETNL_ATIS	ALT	--
Apron	121.955	ETNL_A_GND	NLA	--
Tower	118.430	ETNL_TWR	NLT	--
Radar	123.300	ETNL_APP	NLR	--
Precision Radar	133.105	ETNL_P_APP	NLP	--

ETNL - Rostock-Laage

Apron

General

Laage Apron is responsible for ground movements south of the runway, on the civil apron. Also, Apron will issue IFR and start-up clearances for civil IFR traffic.

SID-Assignments

SIDs are named after the last two letters of the ICAO code of Laage, ETNL (z.B. NL14)
Initial climb clearances for all SIDs is 4000ft (unless otherwise coordinated with EDWW)

Laage Apron shall only issue IFR clearances after coordination with EDWW sector Müritz!

Datalink Clearance (PDC/DCL)

The Datalink Clearance System is not available at ETNL.

Ground movements

Pushback

Apron shall issue pushback clearances onto taxiway Z
Departing traffic will be transferred to Tower as soon as it's ready for taxi.

Rollanweisungen

No taxi clearances will be assigned by Apron
Laage Apron will receive arriving traffic taxiing on Z. Apron shall issue planned parking position only!

Restrictions

Parking positions 12 and 16 can only be used by aircraft with a wingspan less than 52 m.

ETNL - Rostock-Laage

Tower

General

Laage Tower is responsible for all movements on the taxiways (both military and civil) as well as for all movements on the runway and inside the control zone.

Control Zone

There are two mandatory reporting points for VFR traffic entering and exiting the control zone:

North: November
South: Sierra

There are also VFR Jet arrivals and VFR Jet departures that are used for military Jets. The Jet arrival consists of one mandatory reporting point outside the CTR and its respected Initial point in front of the runway. Jets will enter Laage CTR via an Entry at 1700 ft and up to 300 kt.

It’s important to remember that Jets on the VFR Jet arrival will overfly the airport at 1700 ft to make an Overhead Approach Maneuver to the south and then join the final as published in the chart!

Jets following the VFR Jet departure out of runway 27 will turn right heading 310° or left heading 230° after departure. Jets departing out of runway 09 will fly runway heading until overflying the Initial point of runway 27 and then turn left heading 060° or right heading 120°. Jets will normally leave the CTR to the top.

Ground Movements

Laage airport is split into a civilian and a military part, all facilities, and taxiways south of runway 27/09 are civilian and north of the runway are military. Traffic should use their appropriate taxiways and helipads (Helipad M for Military and Helipad Z for Civilian). Arriving traffic may also be advised to vacate the runway onto the appropriate side.

Taxi instructions

Every taxi instruction can only be issued by Laage Tower
Procedures between Tower and Apron:
- Arriving traffic will be instructed to taxi via Z and contact Laage Apron ("Taxi via Z, contact Apron 121.950")
- Departing traffic will push onto Z and contact Tower as soon as it's ready for taxi.
- Only Laage Apron will assign parking positions for civilian traffic!
- Military traffic should not be instructed to taxi to a specific parking position.
- Larger military transport aircraft (A400M, C130, C17,…) should park on Stand 01 or 02

Restrictions

Taxiway A
- North of the runway: maximum width 17,5 m
Taxiway B
- South of the runway: maximum width 20 m
- North of the runway: maximum width 12 m
Taxiway C
- South of the runway: maximum width 20 m
Taxiway Z
- Between parking position 4B and the westerly apron: maximum width 20 m
- Between the westerly apron and taxiway C: maximum width 16 m

Quick Reaction Alert (QRA)

The QRA for the eastern part of the German Airspace is stationed in the northeast of the Airport and is a closed-up area inside the airport. In case of a scramble Laage Tower needs to inform Laage Radar and should clear the runway to avoid any delays for the QRA. The QRA will prefer runway 27 to reduce taxi time and can be expected to leave the CTR to the top. Laage Tower should hand off the QRA to Laage Radar when airborne.

Scramble and other Special operations are only authorized to be performed by members of a VSOA! Non-VSOA members performing special operations should always be reported to a VATSIM Supervisor

Arriving Traffic

Arriving traffic will be transferred by Laage Radar or Bremen Radar when established on the final.

Laage Precision will maintain Radio contact with the aircraft performing a PAR until landed. Laage Tower should inform Laage Precision if the runway is clear and the aircraft performing the PAR is cleared to land.

Approach types

For civil traffic, the ILS/LOC Z approach or the RNAV(GPS) approach will be used on both runways. Additionally, there are ILS/LOC Y, SRA, PAR and TACAN approaches available which will be used by military traffic.

Laage Precision will maintain Radio contact with aircraft performing a PAR or SRA until landed. Laage Tower should inform Laage Precision if the runway is clear and the aircraft performing the PAR/SRA is cleared to land.

Departing traffic

Laage Tower shall transfer departing traffic to the next station when airborne. If Laage Radar is only, departing traffic shall be transferred to Laage Radar initially.

Every IFR departure from ETNL requires a departure release from both ETNL APP and Bremen Radar prior issuing a takeoff clearance!

The preferred runway at Laage is runway 27.
Laage Tower is responsible for all military traffic and should handle IFR clearances of military traffic. Military IFR Traffic leaving the airport (No IFR Pattern) shall only receive IFR clearances after coordination with EDWW sector Müritz!

ETNL - Rostock-Laage

Radar

General

Laage Radar is responsible for departing and arriving traffic from/to ETNL.

When online, Laage Radar activates its delegated AoR within Bremen ACC sector Müritz (MRZ). Full responsibility is delegated to Laage Radar for this airspace.

AoR Holzdorf

Laage Radar shall inform Bremen ACC sector Müritz about the opening and closing of AoR Laage immediately!

Procedures

Arriving traffic

Arriving traffic is always coordinated individually between Bremen Radar and Laage Radar ("Radar Handover")
Normally traffic will descend to 5000 ft and continue on a heading given by EDWW. It's expected that Laage accepts or states entry conditions if not suitable during Radar Handover coordination.

Departing traffic

Departing IFR traffic will be transferred from Laage Tower to Laage Radar initially.
- Laage Radar is responsible to verify mode C readout and to identify the departing aircraft
- Usually, Laage Radar shall coordinate a further climb with EDWW before departure release or coordinate a general release of the climb. If no further climb is coordinated, departing IFR traffic leaving the AoR shall be transferred to Bremen Radar after identification.

Approach Types

ILS and LOC Z

Usually used by civil traffic
Classified for CAT I operations only.

ILS and LOC Y

Only used by military traffic

RNAV (GPS)

Usually used by civil traffic

TACAN

Only used by military traffic

SRA

Guidance by Laage Radar

PAR

Sequencing on final by Laage Radar
Guidance on final by Laage Precision

Laage Precision

Is only responsible for PAR approaches
Traffic is controlled by a special radar system
Laage Radar will issue an initial vector leading to the final before performing a radar handover to Laage Precision
Only one aircraft at a time shall be on the frequency of Laage Precision
At around 3-5 nm Laage Precision should ask Laage Tower for Landing clearance if not already provided by Tower

ETNS - Schleswig

Overview

Schleswig Overview

Schleswig is a military airfield in the north of Germany which is home of the Taktische Luftwaffengeschwader 51 by the German Air Force. For the most part, Schleswig handles Military Jet traffic.

Charts can be found in the MIL AIS.

VFR Charts: Library → Under Publication select “GEMIL FLIP VAD” → Schleswig
IFR Charts: Library → CENOR FLIP→ Aerodromes → Schleswig

Schleswig ATC Stations

Station	Frequency	Login	SI	Anmerkung
Tower	135.155	ETNS_TWR	NST	--
Radar	123.300	ETNS_APP	NSR	--
Precision	118.555	ETNS_P_APP	NSP	--

If Hohn Radar is offline, Schleswig Radar (ETNS APP) will take over full responsibility for AoR Hohn and top-down responsibilities at ETNH. Therefore, Nordholz Radar shall consult the SOP of Wittmundhafen before connecting to the Vatsim network.

ETNS - Schleswig

Tower

Control Zone

D(HX) from GND to 2600 ft
VRPs: Whiskey and November
There are also VFR Jet arrivals that are used for military Jets. The Jet arrivals consist of two mandatory reporting points each.
For arrivals to runway 05, Entry West will be used. For arrivals to runway 23, Entry East will be used.

It’s important to remember that Jets on the VFR Jet arrival will overfly the airport at 1500 ft to make an Overhead Approach Maneuver to the south and then join the final as published in the chart!

Ground Movements

Parking Positions

Schleswig consists of multiple aprons and shelter areas. Schleswig Tower should only instruct aircraft to taxi to the apron/area.

Taxi Instructions

Schleswig Tower doesn’t need to provide detailed taxi instructions to military traffic if there is no conflicting traffic. Visitors from other squadrons (home squadron is TaktLwg 51) or civilian traffic should receive full taxi instructions.

Runways

Schleswig has two intersecting runways. Runway 23/05 is used for all aircraft and Runway 25/07 is only used by UAVs.

Departing Traffic

Schleswig Tower should inform departing traffic about current weather conditions. In the case of military traffic, the colour code is sufficient.

Schleswig Tower shall only issue IFR clearances after coordination with EDWW sector Eider East (EIDE)!

Every IFR departure from ETNS requires a departure release from both ETNS APP and Bremen Radar before issuing a takeoff clearance!

SID-Assignments

Operational Instrument Departures (OIDs) are used (NS105 and NS123), initial climb by ATC.

Arriving Traffic

Approach Types

Hohn is equipped with a TACAN, RNP and ARA/IAA (Internal Aids Approach) approach onto runway 08 and runway 26. The ARA/IAA approach can only be flown by aircraft having the required equipment on board (e.g. Tornado)

There are also PAR and SRA approaches available on both runways.
Schleswig Precision will maintain Radio contact with the aircraft performing a PAR until landed. Schleswig Tower should inform Schleswig Precision if the runway is clear and the aircraft performing the PAR is cleared to land.

Hohn (ETNH)

Schleswig Tower shall inform Hohn Tower about the activation and closure of CTR Schleswig.

Schleswig-Kropp (EDXC)

Schleswig-Kropp is an uncontrolled airfield located south inside the CTR of ETNS. Close coordination between Kropp Radio and Schleswig Tower is required for traffic from/to EDXC. During the activity of ETNS CTR, the southern traffic circuit at EDXC shall only be used.

ETNS - Schleswig

Radar

Area of Responsibility

Schleswig Radar is responsible for departing and arriving traffic from/to ETNS.

When online, Schleswig Radar activates its delegated AoR within the Bremen ACC sector Eider East (EIDE). Full responsibility is delegated to Schleswig Radar for this airspace.

EDWW ETNS AoR.png AoR Schleswig

Schleswig Radar shall inform Bremen ACC sectors EIDE and Hohn Radar (ETNH APP) about the opening and closing of AoR Schleswig immediately!

Airspace

$EDWW ETNH/ETNS airspace.png$

Procedures

Arriving Traffic

Arriving traffic is always coordinated individually between Bremen Radar, Hohn Radar and Schleswig Radar ("Radar Handover")
It's expected that Schleswig Radar accepts or otherwise states the sector entry conditions during coordination.

Departing Traffic

Departing IFR traffic will be transferred from Schleswig Tower to Schleswig Radar initially.
- Schleswig Radar is responsible for verifying mode C readout and identifying the departing aircraft
- Usually, Schleswig Radar shall coordinate a further climb with EDWW before departure release or coordinate a general release of the climb. Preferably, this coordination is combined with IFR clearance or departure release. If no further climb is coordinated, departing IFR traffic leaving the AoR shall be transferred to Bremen Radar after identification.

Approach Types

Runway 08

TACAN
RNP
ARA/IAA (only if aircraft has required equipment, e.g. Tornado)
SRA
PAR

Runway 26

TACAN
RNP
ARA/IAA (only if aircraft has required equipment, e.g. Tornado)
SRA
PAR

Schleswig Precision

Is only responsible for PAR approaches
Traffic is controlled by a special radar system
Schleswig Radar will issue an initial vector leading to the final before performing a radar handover to Schleswig Precision
Only one aircraft at a time shall be on the frequency of Schleswig Precision

ETNT - Wittmundhafen

Overview

Wittmundhafen Overview

Wittmundhafen is a military airfield in the northwest of Germany which is home to the Taktische Luftwaffengeschwader 71 „Richthofen“ by the German Air Force. For the most part, Wittmundhafen handles Military Jet traffic.

Charts can be found in the MIL AIS.

VFR Charts: Library → Under Publication select “GEMIL FLIP VAD” → Wittmundhafen
IFR Charts: Library → CENOR FLIP→ Aerodromes → Wittmundhafen

Wittmundhafen ATC Stations

Station	Frequency	Login	SI	Anmerkung
Tower	118.730	ETNT_TWR	NTT	--
Radar	123.600	ETNT_APP	NTR	--

If Nordholz Radar is offline, Wittmund Radar (ETNT APP) will take over full responsibility for AoR Nordholz and top-down responsibilities at ETMN. Therefore, Wittmund Radar shall consult the SOP of Nordholz before connecting to the Vatsim network.

ETNT - Wittmundhafen

Tower

Control Zone

D(HX) from GND to 2500 ft
VRPs: November, Sierra
There are also VFR Jet arrivals that are used for military Jets. The Jet arrival consists of one mandatory reporting point outside the CTR and its respected Initial point in front of the runway. Jets will enter Wittmund CTR via an Entry at 1500 ft and up to 300 kt and fly over the respected Initial point.
For arrivals to runway 08, Entry West will be used. For arrivals to runway 26, Entry East will be used.
The published jet pattern is situated north of runway 08/26
There are no VFR Jet departures at Wittmund. Military Jets flying VFR should leave the CTR to the top on runway track.

It’s important to remember that Jets on the VFR Jet arrival will overfly the airport at 1500 ft to make an Overhead Approach Maneuver to the north and then join the final as published in the chart!

Ground Movements

Parking Positions

Wittmundhafen consists of multiple Aprons with multiple Hangars. Wittmund Tower should only instruct aircraft to taxi to the apron.

Taxi Instructions

Wittmund Tower doesn’t need to provide detailed taxi instructions to military traffic if there is no conflicting traffic.

Departing Traffic

Wittmund Tower should inform departing traffic about current weather conditions. In the case of military traffic, the colour code is sufficient.

Wittmund Tower shall only issue IFR clearances after coordination with EDWW sector Eider West (EIDW)!

Every IFR departure from ETNT requires a departure release from both ETNT APP and Bremen Radar before issuing a takeoff clearance!

SID-Assignments

Usually, Operational Instrument Departures (OIDs) are used (NT108 and NT126), initial climb by ATC.
Additionally, the SID NT208 can be used for departures to the south from runway 08.

Quick Reaction Alert (QRA)

The QRA for the northern part of the German Airspace is stationed in the east of the airport and is a closed-up area inside the airport. In case of a scramble Wittmund Tower needs to inform Wittmund Radar and should clear the runway to avoid any delays for the QRA. The QRA will prefer runway 26 to reduce taxi time and can be expected to leave the CTR to the top. Wittmund Tower should hand off the QRA to Wittmund Radar when airborne.

Scramble and other Special operations are only authorized to be performed by members of a VSOA! Non-VSOA members performing special operations should always be reported to a VATSIM Supervisor.

Arriving Traffic

Approaches Types

Wittmundhafen is equipped with a TACAN approach onto runway 08 and an ILS and TACAN approach onto runway 26.

There are also PAR and SRA approaches available on both runways.
Wittmund Radar will maintain Radio contact with the aircraft performing a PAR or SAR until landed. Wittmund Tower should inform Wittmund Radar if the runway is clear and the aircraft performing the PAR/SRA is cleared to land.

ETNT - Wittmundhafen

Radar

Area of Responsibility

Wittmund Radar is responsible for departing and arriving traffic from/to ETNT as well as for IFR traffic at EDWE and EDWI.

When online, Wittmund Radar activates its delegated AoR within the Bremen ACC sector Eider West (EIDW). Full responsibility is delegated to Wittmund Radar for this airspace.

EDWW ETNT AoR.png AoR Wittmund

Wittmund Radar shall inform Bremen ACC sectors EIDW, FRI and Nordholz Radar (ETMN APP) about the opening and closing of AoR Wittmund immediately!

Airspace

$EDWW ETNT airspace.jpg$

Wittmundhafen is equipped with a TMZ and RMZ. This will ensure that VFR traffic in the vicinity of the aerodrome is known to Wittmund Radar. The RMZ will only be used by traffic not equipped with a transponder (not applicable in Vatsim). Traffic within the TMZ of Wittmundhafen shall monitor Wittmund Radar's frequency and squawk 4472. This traffic is not required to make an initial call to ATC. Still, ATC may contact this traffic when required (e.g. traffic information about IFR traffic).

Procedures

Arriving Traffic

Arriving traffic is always coordinated individually between Bremen Radar, Nordholz Radar and Wittmund Radar ("Radar Handover")
It's expected that Wittmund Radar accepts or otherwise states the sector entry conditions during coordination.

Departing Traffic

Departing IFR traffic will be transferred from Wittmund Tower to Wittmund Radar initially.
- Wittmund Radar is responsible for verifying mode C readout and identifying the departing aircraft
- Usually, Wittmund Radar shall coordinate a further climb with EDWW before departure release or coordinate a general release of the climb. Preferably, this coordination is combined with IFR clearance or departure release. If no further climb is coordinated, departing IFR traffic leaving the AoR shall be transferred to Bremen Radar after identification.

EDWE Traffic

Wittmund Radar is responsible for controlling traffic from/to Emden (EDWE).
Traffic from/to the south will be transferred according to the LoP EDWW ACC (between EIDW and FRI)
Traffic from/to the south on Helicopter procedures will be coordinated individually between Wittmund Radar and EDWW ACC sector EIDW
Procedures via JUIST shall be used by helicopters only
Emden is uncontrolled, therefore Wittmund Radar will not provide ATC service for traffic below controlled airspace
IFR clearances will be coordinated between Emden Information and Wittmund Radar
Wittmund Radar shall inform Emden Information about every IFR inbound traffic at least 5 minutes prior landing
Check DFS AIP IFR for published approach and departure procedures!

EDWI Traffic

Wittmund Radar is responsible for controlling traffic from/to Wilhelmshaven "JadeWeserAirport" (EDWI).
Traffic from/to the south will be transferred according to the LoP EDWW ACC (between EIDW and FRI)
Wilhelmshaven is uncontrolled, therefore Wittmund Radar will not provide ATC service for traffic below controlled airspace
IFR clearances will be coordinated between Wilhelmshaven Information and Wittmund Radar
Wittmund Radar shall inform Wilhelmshaven Information about every IFR inbound traffic at least 5 minutes prior landing
Check DFS AIP IFR for published approach and departure procedures!

Approach Types

Runway 08

TACAN
SRA
PAR

Runway 26

ILS
TACAN
SRA
PAR

Since Wittmund Precision is currently not implemented on VATSIM, PAR approaches can only be conducted if traffic levels permit - if necessary, Wittmund Radar can coordinate with civilian ATC to keep other inbound traffic outside of the airspace while a PAR approach is taking place; whether this is possible, however, depends on the current workload of civilian ATC.

ETSH - Holzdorf

Overview

On Moodle, a non-mandatory SOP Test can be found under ETSH - Holzdorf

Holzdorf Overview

Holzdorf is a military airfield south of Berlin which is home of the Helicopter Wing 64 by the German Air Force. For the most part, Holzdorf handles Helicopter traffic but anconal gets visited by jet and transport aircraft for training patterns.

Charts can be found in the MIL AIS.

VFR Charts: Library → Under Publication select “GEMIL FLIP VAD” → Holzdorf
IFR Charts: Library → CENOR FLIP→ Aerodromes → Holzdorf

Holzdorf ATC Stations

Station	Frequency	Login	SI	Anmerkung
Tower	130.505	ETSH_TWR	SHT	--
Radar	129.855	ETSH_APP	SHR	--

ETSH - Holzdorf

Tower

Control Zone

D(HX) from GND to 2800 ft
ED-R 70 south of the airfield
VRPs: November, Oskar, Echo und Whiskey (departures and arrivals max. 1300 ft)
Jet Entry: North 1/2, South 1/2 (departures and arrivals max. 1800 ft)

There are also VFR Jet arrivals and VFR Jet departures that are used for military jets. The Jet arrival consists of one mandatory reporting point outside the CTR and its respected Initial point in front of the runway. Jets will enter Holzdorf CTR via an Entry at 1800 ft and up to 300 kt.

It’s important to remember that Jets on the VFR Jet arrival will overfly the airport at 1800 ft to make an Overhead Approach Maneuver to the south and then join the final as published in the chart!

Jets following the VFR Jet departure out of runway 27 will fly runway heading until overflying the Initial point of runway 09 and then turn left towards EXIT NORTH 1 or right towards EXIT SOUTH.

Jets departing out of runway 09 will fly runway heading until overflying the Initial point of runway 27 and then turn left towards EXIT NORTH 2 or right towards EXIT SOUTH
Jets will remain at 1800 ft until clear of CTR but can also be cleared to leave the CTR to the top.

Jet Entries/Exits Holzdorf

Ground Movements

Parking Positions

Holzdorf consists of multiple Ramps and Holzdorf Tower should only instruct aircraft to taxi to a Ramp and not to a specific stand.

Helicopter should park on Ramp 1A, 1B, 1C, 4 and 6
Aircraft should park on Ramp 4 or Ramp 5
Ramp 2A and Ramp 2B are part of the maintenance facility
SAR parks on the SAR helipad south of the runway 27/09

Taxi Instructions

Holzdorf Tower doesn’t need to provide detailed taxi instructions to military traffic if there is no conflicting traffic. Visitors from other squadrons (home squadron is HSG 64) or civilian traffic should receive full taxi instructions.

Helicopter Lanes and Pads

Holzdorf is equipped with 3 Helipads (Ramp 6, T and SAR) and 3 Helicopter Lanes. Helicopter Lanes can be regarded as normal grass runways parallel to runway 27/09 that can only be used by helicopters. Taxi instruction from and to Lane C needs to include a runway crossing of runway 27/09.

Departing Traffic

Holzdorf Tower should inform departing traffic about current weather conditions. In the case of military traffic, the colour code is sufficient.

Holzdorf Tower shall only issue IFR clearances after coordination with EDWW sector Berlin Arrival!

Every IFR departure from ETSH requires a departure release from both ETSH APP and Bremen Radar before issuing a takeoff clearance!

SID-Assignments

SIDs are named after the last two letters of the ICAO code of Holzdorf, ETSH (SH127 and SH109)
Initial climb clearances for all SIDs is 4000ft (unless otherwise coordinated with DBAS or SHR)

Arriving Verkehr

Approaches Types

Holzdorf is equipped with an RNP, TACAN and NDB approach onto runway 09 and an ILS, RNP and TACAN approach onto runway 27. There are also special variations of some approaches for helicopters, these are mostly shorter approaches. There is also a PAR and SRA approach available on both runways.
Holzdorf Precision will maintain Radio contact with aircraft performing a PAR or SAR until landed. Holzdorf Tower should inform Holzdorf Precision if the runway is clear and the aircraft performing the PAR/SRA is cleared to land.

ETSH - Holzdorf

Radar

Area of Responsibility

Holzdorf Radar is responsible for departing and arriving traffic from/to ETSH.

When online, Holzdorf Radar activates its delegated AoR within Bremen ACC sector Berlin Arrival Süd (DBAS). Full responsibility is delegated to Holzdorf Radar for this airspace.

AoR Holzdorf

Holzdorf Radar shall inform Bremen ACC sector DBAS about the opening and closing of AoR Holzdorf immediately!

Procedures

Arriving Traffic

Arriving traffic is always coordinated individually between Bremen Radar or München Radar and Holzdorf Radar ("Radar Handover")
It's expected that Holzdorf accepts or states entry conditions if not suitable during Radar Handover coordination.

Departing Traffic

Departing IFR traffic will be transferred from Holzdorf Tower to Holzdorf Radar initially.
- Holzdorf Radar is responsible to verify mode C readout and to identify the departing aircraft
- Usually, Holzdorf Radar shall coordinate a further climb with EDWW before departure release or coordinate a general release of the climb. If no further climb is coordinated, departing IFR traffic leaving the AoR shall be transferred to Bremen Radar after identification.

Approach Types

Runway 09

TACAN 1
TACAN 2
RNP
NDB (Normal)
NDB (Copter)
SRA
PAR

Runway 27

TACAN (Normal)
TACAN (Copter)
RNP
ILS (Normal)
ILS (Copter)
SRA
PAR

UNIATIS Codes + vATIS

UNIATIS

ATIS URL (one line)

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

New Euroscope with up to 4 ATIS sections:

replace every $atisairport with $atisairportA, $atisairportB, $atisairportC or $atisairportD

Codes

Low Visibility Procedure: &lvp
Departure Frequency: &depfreq=XXX.XXX
For clearance, contact Bremen Radar on &cdep=XXX.XXX
possible $apptype values: ILS, ILSZ, ILSY, RNP

Instructions:

To use the ATIS codes just past them at the very end of the ATIS URL.

For example: ...$atiscode&depfreq=XXX.XXX

vATIS

Download vATIS Profiles EBG Nord+Süd
vATIS Quick Reference / Install (German)
vATIS Website

Closed Aerodromes

Berlin-Tegel (EDDT) and Berlin-Tempelhof (EDDI) are closed and shall only be staffed for designated revival events.