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.

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
Dependent Parallel Approaches	1,5 NM (*)
Independent Parallel Approaches	---
Segregated Parallel Operations	---

(*) 1,5 NM diagonal separation may only be used when Berlin Director is online (this does not need to be coordinated with Tower). In case only Berlin Arrival is online, a 3 NM diagonal separation must be used instead!

Dependent Parallel Approaches

Dependent Parallel Approaches may be used whenever Berlin Director is online.

REQUIREMENTS AND PROCEDURES FOR DEPENDENT PARALLEL APPROACHES

separate air traffic controller is responsible for the sequencing and spacing of arriving aircraft to both runways
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/WoFrYYTMdWar65B

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

SUSPENSION OF INDEPENDENT PARALLEL OPERATIONS DUE TO METEOROLOGICAL CONDITIONS:

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

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.

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

Segregated Parallel Operations

In Berlin, segregated 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 segregated parallel runway operations:

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

REQUIREMENTS AND PROCEDURES FOR SEGREGATED RUNWAY OPERATIONS

Segregated parallel operations should only be conducted on parallel runways when the following conditions are met:

the nominal departure track diverges immediately after take-off by at least 30 degrees from the missed approach track of the adjacent approach
the instrument flight procedure that aligns the aircraft with the extended runway centre line is one of the following
1. precision approaches or RNP approach
2. visual approach

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

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

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

Schönhagen (EDAZ)

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

Approach clearance and approach monitoring
IFR clearance

Responsible stations

Conditions	EDDB RWYs 07	EDDB RWYs 25
IFR clearance	DBAST	DBDS
Approach clearance	DBAS	DBAS
Approach monitoring	DBAST	DBDS

Approach Types

There is one published approach type available at EDAY:

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

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

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

Missed approach procedures RWY 25L EDDB are not separated from RNP APP RWY 25 EDAZ. Therefore, arrivals to RWY 25L EDDB shall be suspended until a possible missed approach no longer conflicts with the arrival(s) to EDAZ.