# EDDF - Frankfurt/Main Airport # EDDF - Overview Frankfurt/Main airport is one of the largest airports in Europe and the world. Together with London Heathrow, it is also the busiest airport on the VATSIM network. **All stations at Frankfurt require a Tier 1 endorsement ([mentoring session necessary](https://board.vatsim-germany.org/threads/angebote-requests-training-request-thread.71382/ "Training Request Thread")).** DEL and GND positions require the EDDF\_GNDDEL endorsement which can be acquired by all controllers with an **S1** rating or higher. TWR requires the EDDF\_TWR endorsement which can be acquired by all controllers with an **S2** rating or higher. All APP/DEP positions require the EDDF\_APP endorsement which can be acquired by all controllers with an **S3** rating or higher. **Training:** Controllers with the S1 rating can staff TWR positions during their training (active EDDF\_TWR solo endorsement required). Controllers with the S2 rating can staff APP/DEP positions during their training (active EDDF\_APP solo endorsement required). ### Frankfurt/Main ATC Stations
**Station** | **Station ID** | **Login** | **Frequency** | **Remark** | **Endorsement** |
**DEP-ATIS** | ADDF | EDDF\_D\_ATIS | 118.730 | -- | -- |
**ARR-ATIS** | AADF | EDDF\_A\_ATIS | 118.030 | -- | -- |
**Delivery** | DFC | EDDF\_DEL | 122.035 | -- | Tier 1: [EDDF\_GNDDEL](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
Coordinator | -- | EDDF\_CO\_DEL | -- | event position, monitors 122.035 | Tier 1: [EDDF\_GNDDEL](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
**Apron** | |||||
**Center Apron** | DFGC | EDDF\_C\_GND | 121.855 | primary | Tier 1: [EDDF\_GNDDEL](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
**West Apron** | DFGW | EDDF\_W\_GND | 121.755 | secondary | Tier 1: [EDDF\_GNDDEL](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
East Apron | DFGE | EDDF\_E\_GND | 121.955 | tertiary | Tier 1: [EDDF\_GNDDEL](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
not yet used in reality | Tier 1: [EDDF\_GNDDEL](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") | ||||
Deicing | DFGI | EDDF\_ICE\_GND | 121.985 | -- | Tier 1: [EDDF\_GNDDEL](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
**Tower / Ground** | |||||
**Center Tower** | DFTC | EDDF\_C\_TWR | 118.780 | primary | Tier 1: [EDDF\_TWR](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
**West Tower** | DFTW | EDDF\_W\_TWR | 124.855 | secondary | Tier 1: [EDDF\_TWR](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
North Tower | DFTN | EDDF\_N\_TWR | 136.500 | tertiary | Tier 1: [EDDF\_TWR](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
South Tower | DFTS | EDDF\_S\_TWR | 119.905 | -- | Tier 1: [EDDF\_TWR](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
Supervisor | -- | EDDF\_CO\_TWR | -- | event position, airport-wide flow control and decision making | Tier 1: [EDDF\_TWR](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
Ground | DFG | EDDF\_GND | 121.805 | -- | Tier 1: [EDDF\_GNDDEL](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
**Arrival / Departure** | |||||
**North Approach** (Pickup) | DFAN | EDDF\_N\_APP | 120.805 | primary arrival | Tier 1: [EDDF\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
South Approach (Pickup) | DFAS | EDDF\_S\_APP | 125.355 | -- | Tier 1: [EDDF\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
**North Arrival** (Feeder) | DFANT | EDDF\_H\_APP | 127.280 | primary feeder | Tier 1: [EDDF\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
South Arrival (Feeder) | DFAST | EDDF\_L\_APP | 118.505 | -- | Tier 1: [EDDF\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
North Departure | DFDN | EDDF\_N\_DEP | 120.155 | -- | Tier 1: [EDDF\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
**South Departure** | DFDS | EDDF\_S\_DEP | 136.130 | primary departure | Tier 1: [EDDF\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)") |
**Outbound EDDF** | **Inbound EDDF** | ||
---|---|---|---|
**RWY 18** | 40 / hr every 2 min + 10 extra movement | **alternating** | 35 - 40 / hr |
**RWY 25C / 25L** | 25 / hr every 3 min + 5 extra movement | **parallel independent** | 50 - 60 / hr |
**RWY 07C / 07R** | 40 / hr every 2 min + 10 extra movement | **single runway** | 25 - 30 / hr |
**Sector Arrival South (DFAS)**: 8 - 10 aircraft at the same time | |||
**Sector Arrival North (DFAN)**: 10 - 12 aircraft at the same time |
**Maximim active Startup Approvals** at the same time (status SUG until DEP) per runway (use the vSID startup counter): **RWY 25:** 10 - 12 **RWY 07/18:** 15 Depending on the traffic situation, only for a short time more startup approvals shall be used.
With startup Delivery transfers the aircraft to the responsible Apron station depending on the current stand. **Events:** For events Delivery has a very important role regarding the efficient traffic flow at the airport and runways. Check the usage of slots as well as the Event Coordinator article for more information. During events startup should only be issued when the outbound is ready for pushback within the next 5 minutes. Otherwise clearance can already be given and the pilot needs to report ready for startup on Delivery frequency. ### SID Assignment The runway used for departure and the corresponding SID are based on the first waypoint of a flight plan. Outbounds to the north will always use runway 25C/07C. Departures to the east, south and west will get runway 18 for departure. There is only one exception of that during 07 operations, where outbounds to the east will also use runway 07C. **South Apron:** Aircraft parked in the southern part of the airport can be told to prepare both runways (25C/07C and 07R/25L), final decision will be by Tower later on during taxi depending on inbound traffic. This should be noted in the remark section (e.g. "25C/25L"). During low traffic situation, runway 25L/07R can be issued directly. The default SID designator for each runway and waypoint can be seen in the table below.**Waypoint** | **RWY 25C** | **RWY 18** | **RWY 07C** |
**ANEKI** | - | L | - |
**CINDY** | - | S | - |
**KOMIB** | - | - | D |
**OBOKA** | M / G | - | E / D |
**MARUN** | M / F | - | E / D |
**SOBRA** | - | L | - |
**SULUS** | - | S | D |
**TOBAK** | M / F | - | D |
**ULKIG** | - | L | - |
CLD 2042 220117 EDDF PDC 026 SAS461L CLRD TO EKCH OFF 25C VIA MARUN7M SQUAWK 2037 ADT MDI NEXT FREQ 122.035 ATIS H REPORT READY ON 122.035
### Additional Information #### vSID Rules/Areas The following alias commands (.command**<space><enter>**) can be used to toogle vSID rules/areas.**Alias** | **vSID Command** | **Description** |
**.south** | .vsid area eddf south | all northbound outbounds parking in the south will get runway 25L/07R for departure |
**.east25** | .vsid area eddf east25 | all outbounds parking east of N5 will get runway 25C for departure |
**.west18** | .vsid area eddf west18 | all outbounds parking west of N11 will get runway 18 for departure |
**.gat18** | .vsid area eddf gat18 | all outbounds parking at the new GAT will get runway 18 for departure |
**.sulus18** | .vsid rule eddf sulus18 | all SULUS outbounds via runway 18 instead of runway 07C/07R |
**.allnorth** | .vsid rule eddf allnorth | all outbounds to the north will get F/G departures out of runway 25C |
**.night** | .vsid night eddf | **disable** night SIDs (enabled by default) |
**.lvp** | .vsid lvp eddf | no F/G departures out of runway 25C |
**Old Waypoint** | **Current Waypoint** | **Route to use in case of old AIRAC** |
---|---|---|
**BIBTI** | OBOKA | **BIBTI #M/#G or #E/#D SID** |
**DKB** | CINDY | **DKB #S SID** for CINDY Z74 HAREM T104 DKB |
**NOMBO** | CINDY | **NOMBO #S SID** for CINDY Z74 LAMPU DCT NOMBO |
**RATIM** | CINDY | **RATIM #S SID** for CINDY L603 RATIM (Prop only) |
**ROTEN** | CINDY | **ROTEN #S SID - ROTEN #T STAR** (DEST EDDN only) |
**AKONI** | CINDY | **AKONI #S SID** for CINDY SID |
**Waypoint** | **Restriction** | **Remark** |
**ANEKI** | **not** for DEST EDDM + EDMM FIR | reroute via CINDY |
**CINDY** | via CINDY \[...\] **T104** \[...\] DEST EDDM, EDDN only | reroute for other DEST required |
**CINDY** | via CINDY **L603** \[...\] Prop only, max. FL230 | reroute for non prop |
**KOMIB** | only DEST EDDN, mandatory during 07 operations | reroute via CINDY for 25 operations |
**TOBAK** | **not** via TOBAK Z10 \[...\] | reroute via MARUN |
**MTR / TAU / FKS** | NON-RNAV only, max. FL90 | reroute for RNAV capable aircraft (e.g. A320, B738) |
**Station** | **Station ID** | **Login** | **Frequency** | **Remark** |
**Center Apron** | DFGC | EDDF\_C\_GND | 121.855 | **primary** |
**East Apron** | DFGE | EDDF\_E\_GND | 121.955 | **secondary** |
**West Apron** | DFGW | EDDF\_W\_GND | 121.755 | will be taken over be DFGC if not staffed |
**South Apron** | DFGS | EDDF\_S\_GND | 121.655 | will be taken over by DFGE if not staffed not yet operational in the real world |
Deicing | DFGI | EDDF\_ICE\_GND | 121.985 | deicing operations only |
Ground | DFG | EDDF\_GND | 121.805 | will be taken over bei DFTS if not staffed |
**Link 1** does not exist in real life anymore, and can not be found on any charts! Link 3 or N8 - N - N7 should be used instead.
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/eddf-link1-link3-outside.png)*Usage of Link 1 and Link 3 between N7 and N8* #### Colored Lines Colored lines (orange and blue) can be used by all aircraft up to code C aircraft (A321/B739). Preplanning is required to use them the most efficient way. [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/blueorange.jpg)*N-Blue and N-Orange used at the same time for parallel taxi* #### Pushback V134 - V178 (all facing south), as well as positions C2, B10 and A1 are taxi out positions. V143 and V144 are pushback positions! Almost all stands at the new GAT (V702-V721) are pushback positions, only V701 is a taxi out stand. ##### Straight pushbacks Pushback from positions **V108 - V118** (even numbers) always have to be done straight back. Straight pushback out of **V106** will end behind position V108 facing north, when a GSX profile is used. Otherwise the intersection L/N-East - T is blocked. > DLH123, pushback approved, straight back, no turn. [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/eddf-straight-push.jpg)*Straight pushback at positions V108 - V118 without turn* Straight pushback is also possible from positions V266 - V270 instead of using pushback areas 1 and 2. In the real world, a straight pushback from V270 will result make a slight curve to end up behind stand V269 facing North. Some GSX profiles may simulate this, so controllers should consider V269 blocked until the straight pushback from V270 has concluded. ##### Pushback Areas Various areas of Frankfurt's apron utilize predefined pushback areas to which pilots can be instructed to push. Depending on the combination of the stand and the pushback area, a push and pull maneuver may be required which not all pilots are able to comply with; if in doubt, controllers should ask the pilot if they are able to conduct a push and pull maneuver. Additionally, some GSX profiles now only offer presets for these areas at appropriate parking positions so pilots may explicitly request an area if they are given a normal pushback; this should be accommodated when possible, but GSX also allows pilots to manually edit their pushback route, so when a normal pushback makes more sense, the pushback to an area can also be denied. These areas are always only available for the applicable yellow taxiline; when instructing an aircraft to push onto a colored line, areas may not be used.As charts don't inform pilots of the possible directions for each area, the **direction shall always be given with the clearance when instructing a pilot to push to an area**.
**Taxiway** | **Area** | **Nose gear abeam stand** | **Facing** | **Restriction** |
N | 2 | E5 / V111 | *West/East* | |
N-East | 1 | *nose gear abeam service road between V106 and V107* | North | |
N3 | 1 | C6 / B44 | South | max. Code C |
2 | C11 / B45 | South | max. Code E | |
N5 | 1 | A15 / B22 | South | max. Code C |
2 | B25 / A21 | South | max. Code E | |
3 | B26 / A25 | South | ||
N7/N8 | 1 | A16 | West | max. Code C |
2 | A24 | South-West | max. Code E | |
3 | A58A | West | ||
4 | A30 | West | max. Code C | |
5 | A58B | East | max. Code E | |
6 | A40 | West | max. Code E | |
7 | A66B | West | ||
9 (should not be used) | *short of N* | South | ||
P1 | 1 | F238 | *West/East* | |
2 | V267 | West | ||
S4 | 1 | G6 | North | |
2 | G12 | North | ||
S5 | 1 | H4 | North | max. Code C |
3 | G13 | North | ||
S7 | 2 | H12 | North | |
S11/S15 | 6 | V326 | North | |
7 | *short of S* | North | ||
1 | K4 | West | max. Code C | |
2 | K10 | West | ||
4 | *short of S11* | West | ||
L | 1 | V94 | West | max. Code C |
2 | V97 | West | max. Code C |
The first apron controller the inbound traffic contacts will always tell them their gate, even if it's under another Apron's responsibility.
> **Frankfurt Apron (West)**: DLH1255, gate A25, taxi via N11, L hold short of N8. > > **Frankfurt Apron (West)**: DLH1255, contact Apron on 121.855. #### Inbounds 25C/07C Inbound traffic from runway 25C/07C will be handed over from Tower with a hold short of L. This traffic is still blocking the runway after vacating and has to be treated with number one priority. #### Handoff Handoff to the next Apron controller will always take place with a hold short instruction of the next intersection close to the border of the area of responsibility (e.g. traffic from Center to West at N with a hold short of N10). Do not label any hold short for the transfer that is defined by the SOP! #### Traffic Flow If you have any “potential conflict” that will just generate waiting time for the pilot, please try to solve the problem without assigning a new gate. That will improve your preplanning skills a lot. Always try to work with conditional information as precisely as possible, but do not overload the pilot with useless information! > **Frankfurt Apron**: DLH123 at L give way to opposite company A320. > > **Frankfurt Apron**: DLH456 at N4 number two behind Singapore A350 from right. > > **Frankfurt Apron**: DLH789 behind opposite British Airways A319 taxi to holding point runway 18 via N, hold short of N5. ##### Tricks - keep the traffic flow dynamical and use conditional instructions as often as practicable. Resolve a hold short with a conditional instruction as soon as practicable. - you may deviate from the default taxi flow (coordination might be required) to enable an efficient flow (e.g. via N3, N, N1 instead of L). - you may have to adjust the routing to avoid conflicts and holdshorts - you have to monitor taxiway M and the holding points to see what you can expect entering your sector within the next minutes ### Use of Intersections**Runway 07C/25C:** Apron will not clear outbound traffic into intersections for runway 25C/07C. All outbounds are instructed to hold short of the intersection and Tower will instruct them to join the intersection that might be the best for the departure sequence.
> **Frankfurt Apron**: DLH123, taxi to runway 25C via N4 and L, hold short of L3. > **Frankfurt Apron (Center)**: DLH505, taxi to runway 25C via N8 and L, hold short of N4. > > **Frankfurt Apron (Center)**: DLH505, contact Apron on 121.955. > > **Frankfurt Apron (East)**: DLH505, hallo, continue via L, hold short of L3. > > **Frankfurt Apron (East)**: DLH505, contact Tower on 118.780. > **Frankfurt Apron**: AAL71, taxi to runway 25C via N, N1, hold short of L. > > **Frankfurt Apron**: BAW906U, taxi to runway 18 via orange line and N, hold short of N5. It is important that every handoff takes place as early as possible and has to be free of conflicts. Every potential conflict needs to be solved prior to the handoff. As soon as the outbound traffic is in contact with Tower, it is released by Apron up to L1 and Tower has the possibility to use every further intersection available. Even if the pilot reported to Apron to be able for L6, Tower still can use L3 (or L1) intersection if there is no benefit for the outbound to use an intersection. In that situation with traffic on L under control of Tower, other outbound traffic e.g. joining L via N3 needs to be number 2 behind the traffic on L. Intersections a pilot is able for should be noted in the remarks. Do not label any hold short for the transfer that is defined by the SOP! Keep in mind that if you would like to solve a conflict it might be useful to let outbound traffic continue via L even if he would be able for L6. **Runway 18:** Departures out of runway 18 will always be sent directly to the holding point via N/L. Handoff should take place early, so that Tower still has the chance to take outbounds via N-South. During 25 operations intersection L needs to be coordinated. During 07 Operations N is still preferred for all heavy aircraft (routing via L, N14, N). During high traffic load (decision rests with apron control) All MEDIUM and LIGHT aircraft departing via runway 18 and parking east of taxiway N3 shall be asked if they are able for departure out of intersection S. If they are, they should taxi to hold short of U2. Frankfurt Ground is responsible for further taxi (see "Transition 1" below). > **Frankfurt Apron**: DLH123A, advise able to depart from runway 18 intersection S? ### Transition 1 Outbounds via runway 18 intersection S will taxi via the southside of the airport and are transferred from Apron to Ground (if staffed, otherwise Center Tower) short of stopbar U2. Further taxi will be issued via U - S - S11 - R - S28 - S. Explicit crossing of stopbars U2 and U6 is required. This is a standard taxi routing called "Transition 1". It can only be found in the AIP EDDF, there are no markings on the taxiways. > **Frankfurt Ground:** DLH123A, cross U2 and U6, taxi via transition 1 to holding point S runway 18. If the pilot seems to be unfamiliar with Transition 1, issue the taxiways as usual. Depending on the inbound traffic for runway 25L/07R (there should be no opposite during taxi) further taxi via M can be used to save time. ### Runway Crossing The taxiways used for crossing are based on the planned parking position and runway in use (see image below). These taxiways are mandatory and only if a pilot uses the wrong taxiway the Tower controller should deviate from that after coordination with Apron. It is also possible to coordinate a different crossing taxiway (M6, M10, M30, Y, T) or procedure between Tower and Apron for crossing. **LVO:** During LVO inbound traffic landed on runway 25L/07R will not cross the center runway. All traffic needs to taxi via T or Y, depending on their planned stand.Tower is not allowed to issue take-off clearances as long as the intersection is blocked by just crossed traffic. That’s why **Tower will issue the initial taxi route after crossing** to the Pilot. This depends on the runway in use and the intersection used (see images).
When traffic crossed the runway it shall be sent to the according apron control as soon as possible, so traffic does not need to stop. Apron is responsible for separation in the Apron at all times. Tower can issue the crossing clearances without looking at potential conflicts. A lot of planning is required for that.**Entry** | **Stand** | **Hold short of** |
**P** | all except those via P1 | N11 |
**P1** | F231 - F238 and V266 - V270 | W |
**S4 - S23** | South Parking (S, V3xx, J, K, G) | S4 - S23, according to the stand |
As a rule of thumb, the crossing clearance at a stopbar for may be given when the inbound is on minimum 4 NM final.
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/eddf-t4.jpeg)*Inbounds have to hold short of stopbar T4 (yellow lines on the ground).* *Name of the stopbar at the red sign on the left.* **Stopbars at Y:** There must not be any traffic between Y4/Y10 and Y2 (RWY 07C) or Y6/Y12 and S40 (RWY 07R), when there is landing traffic vertically above TWY Y or outbounds runway 25C/25L still below 500ft AGL. ### Specialties during 07 Operations **Border at N5:** Traffic from Center to East Apron needs to hold short of N5. As soon as the handoff is initiated, this traffic is released and will always be number one (green aircraft). Only hand off aircraft which you do not need to stay there (e.g. if you would like to have your outbound at N5 as number 1 - see image, THY25L).**Station** | **Station ID** | **Login** | **Frequency** | **Remark** |
**Center Tower** | DFTC | EDDF\_C\_TWR | 118.780 | **primary station** |
**West Tower** | DFTW | EDDF\_W\_TWR | 124.855 | **secondary station** |
**North Tower** | DFTN | EDDF\_N\_TWR | 136.500 | will be taken over by DFTW if not staffed |
**South Tower** | DFTS | EDDF\_S\_TWR | 119.905 | will be taken over by DFTC if not staffed |
**Ground** | DFG | EDDF\_GND | 121.805 | will be taken over by DFTS if not staffed |
**Runway** | **Usage** | **Remark** |
**25C / 07C** | Departure | for emergencies and swingovers also for landings (coordinate exceptions) |
**25L / 07R** | Landing | for outbounds from the south apron / GAT also for departures |
**25R / 07L** | Landing only | **not allowed** for any VFR traffic and for A380, B747, DC10, MD11, L-1011 |
**18** | Departure only | -- |
**Rule of Thumb for aircraft with same performance:** A separation of 3 NM can be achieved when the succeeding traffic receives its takeoff clearance as soon as the preceeding traffic is overflying the end of the departure runway. For a separation of 5 NM the proceeding traffic needs to be 2 NM away from the end of the departure runway.
**Same SID, different runways:** Especially between southern departures out of runways 07/25 and 18, Tower has to pay special attention to initial separation. All departing aircraft out of Frankfurt must be instructed to contact the appropriate Langen Radar frequency after departure. This instruction shall be given when the aircraft is airborne and free of conflict with other departures and / or missed approaches. The transfer should be initiated early enough to avoid the flight leveling off (at +/- 1000 ft AMSL). As the approach / departure controller shall always cross-couple both real-life departure frequencies, the departure frequency will always be 120.155 for departures towards MARUN, TOBAK, OBOKA and 136.130 for departures towards SULUS, KOMIB, CINDY, ANEKI, SOBRA and ULKIG. #### Arriving Traffic For inbounds, Frankfurt Arrival is responsible for separation until transfer of communication. The minimum separation between two aircraft approaching the same runway is **3 NM or wake turbulence separation**, whichever is higher. However, under certrain circumstances, the radar separation can be reduced to **2.5 NM** according to NfL I-55/11: - Both aircraft are within a 10 NM final - The preceding aircraft has the same or a lower weight category. Aircraft of weight category SUPER, HEAVY and the B757 as preceding aircraft are excluded from this procedure. - The exit taxiways of the runway can be observed from the control tower visually or by means of surface movement radar (always applicable at VATSIM) - The runway is dry The reduced radar separation minimum may also be applied between alternating approaches to the parallel runways (see below). In these cases, neither the line of sight of the exit taxiways nor the runway conditions need to be considered as a precondition. Langen Radar should not use separation less than 3NM on purpose. However, the use of reduced minimum radar separation on final approach can avoid the need for missed approaches. **Modes of Operation:** Langen Radar has to coordinate with tower whether parallel independent, dependent or alternating (former staggered) mode will be used. The minimum separation between an aircraft on final runway 25L/07R and another aircraft on final runway 25R/07L is measured diagonal head to head.**Mode** | **Minimum separation 25L/07R - 25R/07L** |
alternating | 2.5 NM |
dependent | 1.5 NM |
parallel independent | independent |
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-10/eddf-separation-swing.jpg) | [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-10/eddf-seperation-independant.jpg) |
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-10/eddf-seperation-dependant.jpg) | [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-10/eddf-seperation-same-rwy.jpg) |
**Target spacing** for inbounds only need to be applied by Arrival when **requested by Tower!** Otherwise radar or WTC separation is used by default.
#### 25 Operations **M/H-Departure and departures to the south (e.g. CINDY#F):** Takeoff clearances for runway 25C/25L can be issued when the following conditions are met: - **Inbound Traffic:** For departures out of runway 25C there is no aircraft between 4 NM final and threshold runway 25L. The takeoff roll has to start before any inbound for runway 25L reaches 4 NM final (only applicable for inbounds runway 25L, not for swingovers runway 25C). For runway 25L inbounds and outbounds, only runway separation has to be applied. - **Outbound Traffic:** As soon as departures out of runway 18 started the takeoff roll, there is no further dependency between 18 and M/W/H/K SIDs from runway 25C/25L. **G/F-Departure to the north:** Takeoff clearances for runway 25C/25L can be issued when the following conditions are met. - No aircraft between 0,5 NM and 4 NM final runway 25R, takeoff roll has to start before any traffic inbound runway 25R reaches 4 NM final - (Independent to arrivals on runway 25L) - (25C: Independent to departures from runway 18) - Departures out of runway 25L need a release by DFTW. The release can be given once the departure from runway 18 is rolling. - During LVO both tabu zones for 25L and 25R need to be clear of traffic when starting the takeoff roll. Since this is almost impossible during high inbound traffic, all departures should receive the M/H SIDs during LVO so that only one taboo zone has to be considered. **18 Departures:** Outbounds from runway 25C/25L with initial turn to the south need to reach 2000ft AMSL before the takeoff clearance can be issued. Outbounds from runway 25C directly to the north are completely independent to all 18 departures. *dependencies during 25 operations* **Missed Approaches:** Missed approaches from runway 25C and 25L are dependent to runway 18 departures. The takeoff clearance on runway 18 can be given, as soon as separation is ensured. Exception: Departures from intersection S are independent to missed approaches. However, a traffic information could increase the situational awareness of the pilot. **Staffing with multiple tower:** If more than one Tower position is staffed, DFTW is responsible for the coordination between departures runway 18 and 25C/25L. DFTC/DFTS always needs a release by DFTW for all departures with initial turn to the south (M / W / H / K / N / F-SIDs to the south), if not coordinated otherwise. E.g. the phrases "Released" / "DLH123 released" / "MARUN released" may be used. #### 07 Operations **Outbounds 07:** All outbounds out of runway 07C are independent to all arrivals on runway 07R and departures on runway 18. In case of a go around on runway 07R, Tower has to ensure separation. In case of a southbound departure from RWY 07C, the missed approach should be turned to the south above the MVA and the departure should stay on runway track. Missed approaches on RWY 07L and OBOKA/MARUN#E departures are **not** separated procedural. In case of go around on runway 07L, Tower has to ensure separation with departures out of runway 07C. **18 departures:** Departing aircraft on runway 18 from N / N-South / L have to start their takeoff roll before any aircraft on final runway 07R is between 4 NM final and runway 18. Also, traffic departing from these intersections need to be separated by time-based wake turbulence behind arrivals on runway 07R (see table below). For departures out of **intersection M** it must only be ensured that the inbound will not overfly the departing traffic on runway 18, so the 4 NM restriction does not need to be taken into account as well as wake turbulence separation. Departing taxi out of full length can taxi down the runway to intersection M (not via taxiway Y) to improve the departure sequence. > DLH123, lineup runway 18, on the runway taxi down to intersection M. Outbounds via **intersection S** are completely independent to arrivals for runways 07C and 07R. ##### Time-based wake turbulence separation 18 Outbound vs. 07R Inbound**Preceding** | **Succeeding** | **Separation** |
Medium | Light | 2 min |
Heavy | Light | 2 min |
Medium | 2 min | |
Super | Light | 3 min |
Medium | 3 min | |
Heavy | 2 min |
Tower will get Outbounds for runway 07C/25C short of the intersections. The intersection to use can be decided by Tower depending on the best departure sequence. Therefore only L1, L3, L4, L5, L6 and L9 can be used during 25 operations and L14, L16, L17, L19, L20, L21 for 07 operations. Tower needs to instruct the pilot to join the intersection.
To protect the center runway, all traffic holding short **can** be instructed to stop at the CAT II/III holding point (real procedure)! As many pilots are confused by this instruction, a "normal" hold short of the runway can be used instead.
> **Frankfurt Tower**: DLH123A, taxi via M and M8, hold at CAT II holding point runway 25C. > or > **Frankfurt Tower**: DLH123A, taxi via M and M8, hold short of runway 25C. During 07 Operations inbounds landed on runway 07L with parking position west of N11 should be transferred directly to West Apron.   Inbound traffic entering the Apron without crossing the runway will be instructed according to the table below. Frankfurt Apron is always responsible for all GAT and movements at the southern apron!**Entry** | **Stand** | **Hold short of** |
P | all except those via P1 | N11 |
P1 | F231 - F238 and V266 - V270 | W |
S4 - S23 | South Parking (S, V3xx, J, K, G) | S4 - S23, according to the stand |
Do not label hold shorts that are defined by the SOP!
### Visual Swingovers Inbounds for runway 25L have the possibility to do a visual swingover (visual approach) to runway 25C when reaching the 7 NM final (2500ft MSL). Therefore the pilot has to have the runway in sight. During 07 operations a swingover is only available for safety reasons or to avoid a missed approach. **Dependencies:** Visual swingovers are dependent to approaches on runway 25R/07L, even when using parallel independent operations! They do not have to be coordinated with Langen Radar as long as separation to other aircraft is obviously great enough. The **succeeding** aircraft has to confirm the parallel traffic in sight and maintain visual separation. **Missed Approach:** With the clearance for the visual approach the pilot has to be given a new instruction how to continue in case of a missed approach. Therefore runway track and a climb to 5000ft shall be used. > **Frankfurt Tower**: DLH123, advise able for visual approach runway 25C and parallel A320 2 o'clock in sight? > > **Pilot**: Able and in sight, DLH123. > > **Frankfurt Tower**: DLH123, maintain own separation, cleared visual approach runway 25C, (do not overshoot to the north). In case of missed approach climb straight ahead 5000ft (and contact Frankfurt Tower 118.780). A swingover can have several benefits. Separation minima can be reduced (described below) or safety reasons e.g. to avoid missed approaches. Pilots are often happy about reduced taxi times on ground. **Swing to depart**: A swingover can also be used to improve the outbound flow for runway 25C with M/W departures, as there is no 4 NM no-fly zone that need to be taken into account. A takeoff clearance on runway 25C can also be issued if the inbound is closer than 4 NM, which would not be possible if this traffic was approaching runway 25L. The inbound will be handed over to the according apron, with a hold short of L, as soon as possible. > **Frankfurt Tower**: DLH123, vacate to the right, hold short of L and contact Frankfurt Apron 121.855. ### Low Visibility Operations LVO become effective once the **ceiling / vertical visiblilty is below 200ft or the vertical visibility cannot be detected or any RVR in the METAR is equal or below 600m.** During LVO, the following procedures shall be applied: - LVO shall be **announced** in the **ATIS** (Code "&lvp") - Only the **Z ILS** for the northwestern RWY may be used - All traffic shall be told to **hold at the CAT III holding points** - The **RVR value for the corresponding runway** shall be given with the **landing clearance** and in the case of guided take-off (RVR ≤ 125m) with the take-off clearance - **25 Departures** should only depart from RWY 25C via **M/W SIDs** (reason: F/G Departures and a missed approach on runway 25L would mean a loss of separation during bad weather, but M/W SIDs are independent to published missed approaches from runway 25R) - **Runway crossings are not allowed** - During RWY 25, landing traffic that would cross via M8 shall taxi via T and traffic that would cross via M30 shall taxi via Y - During RWY 07, all landing traffic shall taxi via T - Optional procedures for advanced controllers: Consideration of sensitive and critical areas of the ILS - The sensitive and critical areas for every runway and aircraft category can be displayed in Euroscope via Functions -> Maps -> LVP - [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-11/screenshot-20.png) Yellow areas show the sensitive areas - [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-11/screenshot-22.png) Orange areas show the sensitive areas for non-orthogonal and non-parallel traffic - [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-11/screenshot-21.png) Red areas show the critical areas - The wake turbulence category always refers to the preceeding aircraft on the runway, not the suceeding on final - For Light and Medium aircraft, there are no restrictions except that they must be clear of the CAT III holding point before the next inbound is over the runway threshold - For Heavy / A388 aircraft: - Sensitive areas must be clear as soon as the next inbound is within 2 NM final - As a rule, sensitive areas are always clear when the aircraft has passed the CAT III holding point - Critical areas must be clear as soon as the next inbound is within 4 NM final - When applying these advanced procedures, the following spacing should be the coordinated with APP for arriving flights: - 5 NM behind Light / Medium aircraft - 7 NM behind Heavy / A388 aircraft # EDDF - Arrival/Departure Arrival can be split in 6 stations as shown in the table below.**Sector** | **Station ID** | **Login** | **Frequency** | **Remark** |
**Pickup | ||||
**Arrival North** | DFAN | EDDF\_N\_APP | 120.805 | primary |
**Arrival South** | DFAS | EDDF\_S\_APP | 125.355 | -- |
**Feeder | ||||
**Director North** | DFFN | EDDF\_H\_APP | 127.280 | secondary |
**Director South** | DFFS | EDDF\_L\_APP | 118.505 | -- |
**Departure** | ||||
**Departure North** | DFDN | EDDF\_N\_DEP | 120.155 | -- |
**Departure South** | DFDS | EDDF\_S\_DEP | 136.130 | -- |
All APP/DEP frequencies shall always be cross-coupled by the responsible controller.
### Terminal Maneuvering Area (TMA) Below you can find the arrival sector of Frankfurt with its subsectors. In case there is only one controller online, the whole sector is controlled by them. All subsectors combined constitute the Terminal Maneuvering Area (TMA). The MVA chart is available via [chartforx.org](https://chartfox.org/eddf "chartfox.org") or as Topsky Map at Euroscope. The airspace structure can be found at [openflightmaps.org](https://www.openflightmaps.org/ "openflightmaps.org").[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-11/frankfurt-approach-sectors-07-config.png) | [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-11/frankfurt-approach-sectors-25-config.png) |
**Runway** | **STAR** | **Routing** | **Old Transition** |
**25** | A | North | 25N-Transition |
B | South | 25S-Transition | |
**07** | C | South | 07S-Transition |
D | North | 07N-Transition |
**Runway** | **STAR** | **Routing** | **IAF** |
**25 | G | North | ORVIV |
South | KUGUK | ||
**07 | R | North | IBLUS |
South | ULNOK |
Even after the clearance for the STAR, the Arrival controller can always use vectors for sequencing.
**Releases:** Traffic handed over from Center to Frankfurt Arrival is fully released for turns and further descent. Arrival needs to ensure sufficient spacing between traffic. Inbounds should always stay clear of the departure sector even if Arrival handles departures as well. #### Approaches The following approaches are available at Frankfurt.**Approach** | **Runways** | **Remarks** |
**ILS** | 07R/25L | 3° glide path *RNAV required* |
**ILS X** | 07C/25C | 3° glide path *non-RNAV* |
**ILS Y** | 07L/25R | 3.2° glide path *RNAV required* |
**ILS Z** | 07L/25R 07C/25C | 3° glide path *RNAV required* |
**GLS Y** | all | 3.2° glide path *shall only be used upon pilot request* |
**GLS Z** | all | 3° glide path *shall only be used upon pilot request* |
**RNP X** | 07L/25R 07C/25C | noise abatement procedure *(former RNP Y)* |
**RNP Y** | all | 3.2° glide path |
**RNP Z** | all | 3° glide path |
**Targetspacing** for inbounds only need to be applied by Arrival when **requested by Tower!** Otherwise radar or WTC seperation is used by default.
These target spacings at handoff are as follows: - **07R arrivals:** 5 NM (minimum 4 NM at touchdown) - **07L arrivals:** Radar Separation - **25L arrivals:** 6 NM (minimum 5 NM at touchdown) - **25R arrivals:** 5 NMWake Turbulence Separation must be applied where necessary all the time.
#### Separation on final As per the AIP for EDDF, separation between two aircraft approaching the same runway can be reduced to 2.5 NM under some conditions: > **4. Reduced minimum radar separation between approaches to runways 07L, 07C, 07R, 25R, 25C and 25L** > > 4.1 During approaches to runways 07L, 07C, 07R, 25R, 25C and 25L, the radar separation minimum of 2.5 NM applies on final approach between 10 NM and touchdown, provided the following conditions are met: > > 1. The preceding aircraft has the same or a lower weight category. Aircraft of the weight category SUPER, HEAVY and the B757 as preceding aircraft, are excluded from this procedure. > 2. The exit taxiways of the runway can be observed from the control tower visually or by means of surface movement radar. > 3. The runway is dry. > > 4.2 The reduced radar separation minima may also be applied between staggered approaches to the parallel runways. In these cases, neither the line of sight of the exit taxiways (4.1 b) nor the runway conditions (4.1 c) need to be considered as a precondition. Additionally, the separation between dependent parallel approaches to the parallel runway systems 25L/25R and 07L/07R can be reduced to 1.5 NM.It is very important not to drain out the final. Even if the Approach sector is too busy and traffic management holdings are necessary, usually there is no need to completely close sector entry for more than 5 minutes (around one orbit in the hold). After a short closure because of an overload on the Arrival/Director stations, it is recommended to set an aircraft rate per time, e.g. not more than one aircraft per 4 minutes via RASVO/IMCOM/ROLIS/KERAX and not more than one aircraft per 3 minutes via SPESA. Try to clear the holdings as quickly as possible. Due to the enormous capacity in parallel operations (up to 60 movements per hour), usually extensive holding usage is not necessary.
Besides the traditional holdings radar vectors along the downwind and final (without an approach clearance) can be used to delay inbounds as well. In this way, there is a lot of capacity to hold aircraft and it is easy to dissolve. It is recommended to use this procedure when the airport is completely closed for a short time. Do not have too many aircraft in this holding structure to make separation easy – the Center holdings can be used for any additional aircraft. ### Departure Procedures Inbounds should stay above outbounds, clear of the Departure sector (at or above FL90). Outbound should stay at FL80 or below until they are clear of inbound traffic. If Departure and Arrival are staffed, a direct climb to FL110/FL130 can be coordinated if there is no conflict. If the Arrival controller takes over the respective Departure sector, it is possible to let a departure climb above an arriving aircraft if the climb rate permits. Therefore make sure that at first inbound and outbound are vertically separated. Only when it is predictable that the outbound can overclimb the inbound, further climb should be issued. Departing aircraft shall be handed over to the appropriate Center controller on the following flight levels to the following station:**Level** | **SID / Waypoint** |
FL110 | CINDY / SULUS (out of RWY 18) |
FL130 | ANEKI / SOBRA / ULKIG / OBOKA / MARUN / TOBAK / SULUS (out of 07) |
Dependent operations are much easier to use but it does not have as much traffic capacity as parallel operations do. Usually, dependent operations are used on VATSIM. Especially during bigger events parallel operations may be the best way of handling the traffic.
#### Parallel Independent Operations Arriving aircraft on runway 07L/25R are independent of arriving aircraft on runway 07R/25L as soon as they are established on the localizer. 1. The first Arrival controller to be contacted (not Director!) by the pilot assigns the runway. After the runway assignment, the handoff from one Arrival controller to another Arrival controller is necessary if the aircraft leaves one Arrival sector and enters another Arrival sector. 2. The pilot is handed over from the appropriate Arrival controller to the appropriate Director controller (Director North for all runway 07L/25R arrivals, Director South for all runway 07R/25L arrivals) no later than 10 NM before the expected turn onto the final (earlier handoff preferred). 3. Before hand-over from the Arrival to the Director controller, the aircraft must be instructed to descend to the intercept altitude (5000ft for 07L/25R, 4000ft for 07R/25L) whenever possible (this is strongly preferred!). If this is not possible, FL60/6000ft or higher could be used. Often it makes sense to instruct all pilots to maintain 220 KIAS before the handover to the Director controller. 4. The localizer or ILS clearance cannot be issued before the aircraft has reached the ILS intercept altitude. 5. Aircraft have to be at intercept altitudes inside the turn areas (see image). Any aircraft in the turn area not at intercept altitude has to be coordinated with both directors. If an aircraft is flying straight in and can not reach intercept altitude before entering the turn area, it has to be turned towards the downwind. 6. Outbound capacities can be reduced due to parallel operations. Target spacings (see above) should still be met wherever practicable.With two Feeders it might be helpful to have all arrivals for runway 25L/07R (e.g. the ones not allowed on 25R/07L) on the southern downwind by clearing also arrivals from the north for the southern STAR. Inbounds from the north downwind for the southern runway will be handed over to FFS.
##### Procedures for parallel independent - During this mode of operation, aircraft have to be able to fly 1 NM straight and level before intercepting the LOC and 2 NM straight and level before intercepting the GS (See ICAO DOC 4444). - The Non-Transgression-Zone (NTZ) provided with the local Euroscope files defines a zone that must not be violated by approaching traffic. According to the ICAO definition, upon violation of the NTZ by one of the approaching aircraft, the aircraft in the adjacent approach must be instructed to perform a Go Around. It is not sufficient to instruct a Go Around for the aircraft violating the NTZ. - The intercept of aircraft has to be performed so, that the aircraft establishes on the LOC inside the turn area. - The line left of the turn area indicates the latest point at which an aircraft has to be established on the LOC, not below the published ILS intercept altitude, due to noise abatement reasons. Intercepts closer to the airport should be the exception if for example pilots overshoot the LOC and have to be turned back toward the ILS. [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/eddf-turn-areas-25.png)*Turn areas for 25 configuration (green)* ##### Staffing Possible staffing configurations (no others are possible!): 1. **DFDN, DFAN, DFFN** (recommended if no more controllers are available but there is too much traffic for staggered operations. Otherwise use staffing option 2 or use staggered operations.) 2. **DFAN, DFAS, DFFN, DFFS** (DFDN, DFDS) (recommended!) 3. **DFAN, DFAS, DFFN** (DFDN, DFDS) (not recommended!) 4. **DFAN, DFFN, DFFS** (DFDN, DFDS) (usually not recommended!) 5. **DFAN, DFFN** (only in exceptional cases where there aren't more controllers but the traffic amount does not allow staggered operations. This should be changed back to staggered operations as soon as practical.) *Station in brackets: additionally one or more of these stations can be staffed.* If just one Director is staffed, he takes over the other Director. DFAS and DFAN, DFFN and DFFS as well as DFDN and DFDS can be interchanged if one of the frequencies is preferred due to the neighbor station.In real life parallel operations can only be used with two Director controllers. On VATSIM parallel operations with only one director is possible if necessary, but not recommended. With two directors, only parallel operations are possible.
#### Dependent Operations Arriving aircraft on runway 07L/25R are dependent to arriving traffic on runway 07R/25L. However, the separation for aircraft established on the parallel runways can be reduced to 1.5 NM. Wake turbulence separation has to be given at any time for aircraft approaching the same runway. It is also important that all aircraft have to fly a precision approach. If an aircraft is unable for a precision approach, it is required to switch to alternating operations for this aircraft. ##### Procedures Director assigns the runway on the initial contact or very soon thereafter. The handoff from Arrival to Director should take place no later than 10 NM before the expected turn onto the final (earlier handoff is preferred when able). ##### Staffing Possible staffing configurations (no others are possible!): 1. **FAN** (FFN, FDN, FDS) 2. **FAN, FAS, FFN** (FDN, FDS) (not recommended!) Station in brackets: additionally one or more of these stations can be staffed. FAS and FAN, FFN and FFS as well as FDN and FDS can be interchanged. #### Alternating Operations All arriving aircraft must maintain radar separation. Reduced Minimum Radar Separation (RRS) can be applied if necessary. ##### Procedures Director assigns the runway on the initial contact or very soon thereafter. The handoff from Arrival to Director should take place no later than 10 NM before the expected turn onto the final (earlier handoff is preferred when able). ##### Staffing Possible staffing configurations (no others are possible!): 1. **FAN** (FFN, FDN, FDS) 2. **FAN, FAS, FFN** (FDN, FDS) (not recommended!) Station in brackets: additionally one or more of these stations can be staffed. FAS and FAN, FFN and FFS as well as FDN and FDS can be interchanged. ### Minor Airports within the TMA #### Egelsbach Egelsbach (EDFE) is an uncontrolled airfield within the Frankfurt TMA. Egelsbach is handled the same way as any other uncontrolled airfield. If Egelsbach Radio is offline, it can be handled by DFAS if this controller has the VATSIM AFIS endorsement. Egelsbach airport can be delegated to Frankfurt Tower if this controller has the AFIS endorsement. If no controllers have the AFIS endorsement, Egelsbach airport cannot be covered with AFIS service. Although Egelsbach is an uncontrolled airfield, a big ratio of the traffic is business traffic. This traffic is usually IFR but must depart or land VFR in Egelsbach. Standard procedures for IFR pickup or IFR cancellation apply. It is recommended to execute IFR cancellations southeast of EDDF at 4000ft or below. It is also recommended to instruct pilots inbound Egelsbach to leave airspace CHARLIE to below as soon as IFR is canceled. Charts are available in the [AIP VFR](https://aip.dfs.de/BasicVFR/pages/C019C6.html "DFS AIP VFR EDFE"). #### Wiesbaden IFR in-/outbounds to Wiesbaden (ETOU) need to be separated to Frankfurt in-/outbounds. Coordination between Arrival and Frankfurt Tower might be necessary. An ILS approach is only available for runway 25 while both runways have RNP and TACAN approaches. Wiesbaden's extended Northern pattern enters airspace D above the Wiesbaden CTR up to 2100ft. If use of the extended pattern is required, Wiesbaden Tower will request approval from DFAN. IFR departures out of Wiesbaden are initially cleared to the final waypoint of the SID by Wiesbaden Ground. Further clearance to the destination is required once the aircraft is handed off to Langen Radar. > **DUKE31**: Langen Radar, Duke 31, 2300ft, climbing 5000ft. **Langen Radar**: Duke 31, Langen Radar, identified, climb to FL130, cleared to Stuttgart via flight planned route. > **DUKE31**: Duke 31, climbing FL130, cleared to Stuttgart via flight planned route. Charts are available via [MILAIS GEMIL FLIP US DoD](https://www.milais.org/publications.php "MILAIS Publications"). Wiesbaden arrivals sometimes need to be descended earlier than Frankfurt arrivals to ensure a manageable descent profile. The following table shows some **tips on how to achieve this**.**Runway** | **Direction** | **Routing and descent profile** |
**07** (RNP) | from the Northwest | direct to OU452 to cross OU452 at 5000ft, from OU452 cleared for the approach |
from the Northeast | direct to OU455 to cross OU455 between 5000ft and 7000ft, from OU455 cleared for the approach | |
from the South | ||
**25** (ILS) | from the Northwest | direct to TAU to cross TAU between 5000ft and 8000ft, from TAU cleared for the approach |
from the Northeast | direct to OU117 to cross OU117 between 4000ft and 7000ft, from OU117 cleared for the approach | |
from the South | direct OU115 to cross OU115 at 4000ft, from OU115 cleared for the approach |
**DP** | **Location** | **max. Usage** |
**DP1** | west of runway 18 | **Code E +** B748 |
**DP2C** | west of runway 18 | **Code E +** B748 |
**DP2E / DP2W** | west of runway 18 | **Code C** (B739/A321) |
**DP3E / DP3W** | N7 blue/orange - **facing north** (!) | **Code C** (B739/A321) |
**DP4E / DP4W** | V159 / V161- **facing south** (!) | max. 2 engined heavies |
**DP5** | G16A | not used |
**A380s** have to **de-ice on position** prior pushback!
As soon as the aircraft is on the pad the pilot need to contact the "ice house" to coordinate the deicing process and further details (no Apron duty). After deicing the outbound needs to contact Apron again for further taxi to the holdingpoint. > **Frankfurt Apron**: DLH123 continue to DP2 Center, hold abeam the eyeline and contact ice house.Icehouse (all deicing duties itself and communication with the pilot) is not simulated at Vatsim Germany!
### Pad Usage Outbounds with **3 or 4 engines** departing **runway 25C** should always be **deiced on position** prior pushback! **DP1:** Primarily used for heavy traffic (prefered for 3/4-engine) for runway 18, possible for traffic departing runway 07C. **DP2:** Pad East and West is primarily used for traffic departing runway 18 and can be used for traffic departing runway 07C when required. DP2C is rarely used and only if no code C aircraft is waiting for de-icing. **DP3:** This pad is not prefered and should only be used when there is to much traffic for DP4 or DP1/DP2. Usually only used for traffic departing runway 25C/07C. When one of the pads is used, it's not possible to taxi via N7-orange/blue at all. Center Apron is always responsible for traffic to and from DP3. **DP4:** Prefered for departing traffic out of 25C/07C, but can be used for traffic departing runway 18 as well. Center Apron is responsible for traffic to the de-icing pad. Traffic leaving DP4 need to be coordinated or transfered to West Apron for taxi out. ### De-Icing Apron This position is only staffed during a high demand of remote deicing at DP1 and DP2. When the station is not staffed, West Apron is responsible for traffic to and from DP1 and DP2. De-Icing Apron is **only responsible** for traffic sequencing planned on **DP1 and DP2** as well as the Apron area at N-North/P1 (incl. F231 - F238 and V266 - V270). **[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2025-01/eddf-ice-gnd-aor.png)** *AoR De-Icing Apron* Inbounds and traffic for the pads is handed over from West Apron free off conflicts short of N15/N. Outbounds for DP1 and DP2 will not cross runway 18, they always have to use N-North/P1! Outbounds on the positions in this area are handed over from Delivery direct to De-Icing Apron. **Handoff Tower:** Outbounds from DP1 are send by Apron to W1 (18 departure) or W3 (07 departure for crossing runway 18) free of conflict. Outbounds from DP2 need to contact Tower to continue taxi to W3. All traffic is send to DFTW. **07 Departures:** All 07C departures from DP1 and DP2 have to cross runway 18 via W3 - L. **Apron West is responsible to keep L** between runway 18 and L21 **clear** for traffic to runway 07C. P1 can be closed on request by De-Icing Apron when to much traffic is waiting for deicing on P1/N-North.