# SOPs FIR Langen # EDDF - Frankfurt/Main Airport # 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).

**P-Bridge** (taxiway P between P4 and N11) is **closed** until mid of june 2024! See [forum](https://board.vatsim-germany.org/threads/2-apr-2024-p-bridge-closure-at-eddf.72175/ "[2. APR 2024] P-Bridge closure at EDDF") for more details.

### 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)")
~~South Apron~~	~~DFGS~~	~~EDDF\_S\_GND~~	~~121.655~~	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 Arrival	DFAN	EDDF\_N\_APP	120.805	primary arrival	Tier 1: [EDDF\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")
South Arrival	DFAS	EDDF\_S\_APP	125.355	--	Tier 1: [EDDF\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")
North Director	DFANT	EDDF\_H\_APP	127.280	primary feeder	Tier 1: [EDDF\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")
South Director	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)")

### CTR Frankfurt/Main [![EDDF_CTR.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-03/scaled-1680-/eddf.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-03/eddf.jpg) *Frankfurt/Main D-CTR - © [openflightmaps.org](https://www.openflightmaps.org/)* ### Airport Capacity

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

# Delivery Frankfurt Delivery is responsible for enroute and startup clearances for all departing IFR aircraft. VFR aircraft have to call Delivery for departure information. For all departures (IFR and VFR) Frankfurt Delivery 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 Delivery 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 Delivery transfers the aircraft to the responsible Apron station depending on the current stand. Mind the different initial climbs for the different SIDs and runways! **Euroscope:** Delivery shall ensure that the initial climb is set and the correct SID is coded into the flightplan (very important for Center!). When issuing startup the corresponding ground state "SUG" (Startup Given) and the clearance received flag need to be set. **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	-

*[![EDDF_SID_waypoints.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/scaled-1680-/eddf-sid-waypoints.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/eddf-sid-waypoints.png)Location of waypoints that are available for flights out of Frankfurt* For a quick overview the **[Quicksheet for EDDF](https://dms.vatsim-germany.org/s/xKbC3HDGMj4Ae2E)** includes all assignment rules. The Quicksheet includes all useful SIDs outbound EDDF, with the ones for standard operation set in bold font. For deviation from these rules, coordination between Delivery and the Tower controllers is required, as he is responsible for the departure sequences. Be advised that non-standard SIDs can create dependencies to other arrivals and departures. Departures in brackets can be cleared without prior coordination when filed or requested by a pilot. Especially during high workload for TWR and APP default SIDs have to be used. If necessary the pilot's filed route has to be amended by Delivery (often a complete new route is required). Additonally you can use the **[SOP-Quicksheet for EDDF](https://dms.vatsim-germany.org/s/rJCQS6FLB9fwk6s)** as a reference (this is by no means the entire SOP but covers the most important procedures) ### Departure Routes #### Runway 25C/25L **M/H-Departures:** Runway 25C/25L is primarily used for northbound flights. All Light and Medium as well as Heavy aircraft with 3 or 4 engines are always assigned the M/H-Departures (so called "Südumfliegung") by default. After departure they lead with a left turn towards the south before turning to the north. If these aircraft types are not able to fly this departure route (e.g. they cannot comply with the climb restriction), they need to use the F and G-Departures. **F/G-Departures:** Heavies with 2 engines (including B757) will get a departure route with Designator F/G and turn directly north after take-off (deviations due to weather possible). Departures towards the south that use runway 25C/25L will also use Designator F. **W/K and N/P-Departures:** W and K departures are only available for aircraft with special equipment (RNP + fixed radius) and should be used by request only. Night Departures with Designator N are available for all 3- and 4-engined Heavy and Super aircraft between 2200-0700LT. Single- and Twin-Props may use Designator P to SOBRA instead of runway 18. **Low Visibility Operations:** During LVO all departing traffic that is able to fullfill the climb restriction (including two engined heavies) out of runway 25C/25L should get the M/H SIDs due to restrictions with approaching traffic. #### Runway 07C/07R **E/D-Departures:** Runway 07C/07R is used for north- and eastbound flights. Light and Medium aircraft are assigned a departure with Designator E, if available. Heavy and Super aircraft (including B757) are assigned a departure with Designator D. Between 2200-0700 LT all flights towards the north and east should get Designator D due to noise abatement. **SULUS-Departures:** During 07 operations departures to the east (SULUS, KOMIB) are sent only via runway 07C/07R and not via runway 18. **X/Y-Departures:** Designator X and Y are only available for departures to the south and west and for aircraft with special equipment (RNP + fixed radius). They should not be used. #### Runway 18 In standard configuration runway 18 is used for outbound flights to the south, west and east. SIDs with Designator S and L should be used according to the table above. S is always the shorter routing, while L is the one used if someone cannot comply with the restrictions on the S route. SIDs with designator A, U, R and T should not be used. During 07 operations runway 18 is not used for flights to the east. ### Datalink Clearance (PDC/DCL) At Frankfurt Airport we offer Datalink Clearance to the pilots throughout the **[Hoppie System](https://www.hoppie.nl/acars/)** and the Topsky Plugin. The airport code EDDF should be used (already preselected). An example of the DCL message the pilot will receive can be seen below. It's important that the **current ATIS Designator** will be entered via the remarks. By default startup always needs to be approved seperately.

CLD 2042 220117 EDDF PDC 026 SAS461L CLRD TO EKCH OFF 25C VIA MARUN7M CLIMB FL070 SQUAWK 2037 ADT MDI NEXT FREQ 121.905 ATIS H REQUEST STARTUP ON 121.905

### Additional Information #### Old SIDs Over time several SIDs have been replaced. New controllers might not know the old ones that a pilot with an older AIRAC cycle could have in his database. If someone only has an outdated AIRAC cycle, the old SIDs could be used instead of a vectored departure. You will find the current equivalents in the table below.

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

#### SID Restrictions Due to a lot of different route planning tools, some non valid routes out of Frankfurt exist. To ensure an efficient operation within the upper and lower airspace several restrictions should be met if workload permits. To solve the issue, usually **a completely new route has to be filed!** Therefore **[grd.aero-nav.com](https://grd.aero-nav.com)** can be used. All restrictions can be found in the table below.

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 / RID	NON-RNAV only, max. FL90	reroute for RNAV capable aircraft (e.g. A320, B738)

# Apron

Frankfurt Apron can be split into 4 stations as shown in the table and images below. If more than one of these stations is staffed, Delivery needs to be staffed first. If just one Apron is online, this Apron takes over all other Apron stations, but not Frankfurt Ground.

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

[![EDDF_AoR_TWR_07.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/scaled-1680-/eddf-aor-twr-07.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/eddf-aor-twr-07.png)*AoR for 07 operations* [![EDDF_AoR_TWR_25.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/scaled-1680-/eddf-aor-twr-25.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/eddf-aor-twr-25.png)*AoR for 25 operations* ### General Procedures ##### Taxiway Usage Taxiway L is always used in the direction towards the holding point of the center runway, depending on runway in use. Taxiway N is used the other way (see image). During 07 operations taxiway N west of N11 is also used towards the west, which shall be used for runway 18 outbounds (L, N14, N). [![EDFF_EDDF_N_L.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/scaled-1680-/edff-eddf-n-l.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/edff-eddf-n-l.png)*Usage of Taxiways N and L* **Taxiway Restrictions:** For B747, A380, A346 and B77W can be found [here](https://chartfox.org/EDDF#EDDF_90779). The auto gate assignment will take care of that, so if a stand is auto assigned, the aircraft is allowed to taxi on the taxiway to get there. **Taxiway Links:** Links connect taxiways N7 and N8 at different locations to enable the best traffic flow. If N7 and N8 are used within the same instruction, **Links 3, 4 or 5** shall be used whenever applicable. These Links should be used with care because some pilots might not find/know them (Links are difficult to find as there are no signs, just visible at the charts). More images are available [here](https://knowledgebase.vatsim-germany.org/books/airports-langen-fir-edgg/page/vfr-traffic-c7N "Taxiway Links at Frankfurt Airport").

**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.

[![EDDF_Link1_Link3_outside.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/scaled-1680-/eddf-link1-link3-outside.png)](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) are available at N in front of Terminal 2 and at N7 between N and L. These lines can be used by all aircraft up to a size of an A321/B739. With P3D colored lines between N1 and N3 are not available. Some preplanning is required to use them in the most efficient way. [![Blueorange.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/scaled-1680-/blueorange.jpg)](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! Pushback from positions V106 - V118 (even number) should be issued straight back to allow multiple pushbacks and taxi in without blocking other positions. > DLH123, pushback approved, straight back, facing north. [![EDDF_straight_push.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/scaled-1680-/eddf-straight-push.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/eddf-straight-push.jpg)*Straight pushback at positions V106 - V118 without turn* **Gate Assignment:** Gates will be assigned by Ground Radar Plugin according to the real world. A-Stands are mainly used for DLH, AUA, TAP, AEE, SWR and UAL (Schengen and Non-Schengen area). Gates A50 to Gates A69 are DLH only. B and C-Stands are used for Star Alliance flights outside the Schengen area. Terminal 2 is mostly used for non-Star Alliance members and low cost operators, that are also located at the V-Positions in front of Terminal 2.

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 to 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 Airway 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 Tower is responsible for further taxi. > **Frankfurt Apron**: DLH123A, advise able to depart from runway 18 intersection S? ### 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.

[![EDDF_crossing_07_apn.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddf-crossing-07-apn.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-07/crossing-07.jpg)

[![EDDF_crossing_25_apn.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddf-crossing-25-apn.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-07/crossing-25.jpg) 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

### 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).

[![EDDF_N5_07.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddf-n5-07.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddf-n5-07.png)

**Mixed Area:** Taxiway L between N5 and N11 is used in mixed responsibility and owned by West and Center Apron. Inbound Traffic with parking position inside the area of Center Apron will get the handoff from East to Center Apron short of N5. Outbound traffic towards runway 07C and 18 will be handed over from East to West Apron also short of N5. Outbound traffic from Center to West Apron need to hold short of L and is released for further taxi on handoff by Center. After the handoff this traffic is always number one to turn on L if there is other inbound traffic under control of Center Apron. So West Apron do not need to take care of inbound traffic under control of Center. [![EDDF_mixed_area.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddf-mixed-area.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddf-mixed-area.png) ### De-Icing At Frankfurt de-icing is done around 50% at the parking position and 50% remote on the deicing pads. For departures out of runway 18 and 07 DP1 and DP2 are primary used, while for departures out of runway 25 DP3 and DP4 are prefered if deicing on the position is not possible. Most of the pads have an east and west part, where simultanious de-icing is possible.

DP	Location	max. Usage
DP1	west of runway 18	Code F (A388/B748)
DP2C	west of runway 18	Code F (A388/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 and V161	max. 2 engined heavies
DP5	G16A	not used

Outbounds on the southern apron need to use one of the pads on the northern side if deicing on the position is not possible. 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. > **Frankfurt Apron**: DLH123 continue to DP2 Center, hold abeam the eyeline and contact the ice house on 121.985. # Tower

Frankfurt Tower can be split into 4 stations as shown in the table and image below.

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

Ground can also be taken over by West Tower after coordination. However, it cannot be taken over by any Apron station. If multiple Tower stations are staffed, the responsibility for VFR traffic within the control zone can be coordinated for every single VFR flight or in general. Without coordination, South Tower is responsible for all VFR traffic (inbound VFR traffic from the North will initially call North Tower). ### Runway Usage Frankfurt Tower is responsible for the direction of operations. 25 operation is preferred up to a tailwind component of 5 kts. Runway 18 is always used up to a tailwind component of 15 knots. If the [tailwind component](https://sim.tools/ "sim.tools") of runway 18 is greater than 10 knots, this should be broadcasted via ATIS. Then pilots need to report if unable to accept runway 18 on initial call. It might be more efficient to close runway 18 depending on the amount of pilots that report being unable due to the required separation (see departure intervals).

Runway	Usage	Remark
25C / 07C	Departure	for emergencies and swingovers also for landings (coordinate exceptions)
25R / 07L	Landing only	not allowed for A380, B747, DC10, MD11, L-1011
25L / 07R	Landing	for VFR traffic and outbounds from the south apron also for departures
18	Departure only	--

Inbounds for the GAT and the south apron should be instructed to vacate runway 25L/07R to the south. ### General Procedures **Modes of Operation:** Tower has to coordinate with Langen Radar 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	Spacing 25L/07R - 25R/07L
alternating	2.5 NM
dependent	1.5 NM
parallel independent	independent

**Approaches:** By default, the ILS Approach is used for all arrivals, except coordinated otherwise. For runway 25R/07L ILS Y is preferred without tailwind and during CAT I operations. **Missed Approaches:** For all published approaches, the missed approaches will be as published, except coordinated otherwise. In case of a missed approach, the responsible radar station shall be informed (via Topsky or verbally). Missed approaches are handed over to Arrival, not Departure. **Separation:** Initially Frankfurt Arrival is responsible for separation until transfer of communication. The minimum separation between two aircraft approaching the same runway is 2.5 NM or wake turbulence separation, whichever is higher. Frankfurt Tower is responsible for maintaining separation, if necessary by use of adequate means (e.g. speed control), of arriving traffic from transfer of communication until touchdown and during the initial part of a missed approach. **Lineup:** Independent lineups can be used on any runway as the intersections are 500 m apart from each other (e.g. L3 + L6 and L20 + L17). Otherwise, outbounds need to line up behind (e.g. L3 + L4 and L17 + L16). Traffic information for the second departing traffic is mandatory! > DLH123 lineup runway 25C, number two for departure, B737 is departing out of L6 **Low Visibility Operations:** LVO shall be announced in the ATIS (Code &lvp), and only the Z ILS for the northwestern RWY may be used. During LVO the sensitive areas at the runway do not need to be clear before issuing a landing clearance. Nevertheless, the target spacing for arrivals shall be increased and runway crossings are not allowed. Additionally, all traffic shall be told to hold at the CAT III holding points. RVR values will be given with the landing clearance and in the case of guided take-off (RVR ≤ 125m) with the take-off clearance. ### VFR Traffic D-CTR of Frankfurt reaches up to 2500ft AMSL. For details see VFR charts. **Runway used:** VFR Traffic should use runway 25L/07R for arrival and preferred for departure. Depending on inbound and outbound traffic load, departures via runway 18 are suitable. VFR departures out of runway 25L/25C can be instructed not to overfly runway 18. Nevertheless, it is necessary to wait with an 18-takeoff clearance until the VFR departure turns away from runway 18. There are VFR holdings in the control zone north and south of the airport. Traffic in these holdings shall be instructed to stay clear of runway 18 or final runway 25R. **VFR Squawk:** All VFR traffic inside the controlzone of Frankfurt will get the transpondercode 4447. Police (POL - 0036) and Christoph rescue helicopter (CHX - 4444) will remain their squawk. **Helicopter Operation:** All helicopters always have to land or depart at an active runway at Frankfurt airport, even in case of an emergency operation. Thereafter they need to air-taxi to their destination at the airport (usually a stand at the GAT or next to the accident side). **Important Landmarks for VFR Flights** - River Main - Downtown Frankfurt (Northeast of the CTR) - BAB 3 (west to east through the CTR) - BAB 5 (north to south through the CTR) - BAB 60 (Splitting of BAB 67 to the west) - BAB 67 (north to the southwest of RWY 18) - Frankfurt Uniklinik (Northeast of the CTR) [VFR Charts - Openflightmaps](https://www.openflightmaps.org/ed-germany/?airac=2301&language=local) ### Runway Dependencies The parallel runway systems 25L/25C and 07C/07R cannot be used independently, wake turbulence separation must be applied for departures and arrivals. Apart from that, every aircraft movement not mentioned below is independent to all departures or arrivals as long as it is not obviously dangerous. During precision approaches (i.e. ILS and GLS) or visual approaches on the southern or the center runway, the other runway may be used for departures simultaneously (tabu zones for runway 25 have to be considered though, see below). During non-precision approaches (i.e. RNP), the southern and center runway have to be considered as one single runway and runway separation between the parallel runway system has to be maintained. Reduced runway separation is not possible. Nevertheless, line-up and crossing clearances are always allowed for the parallel runway.

**Targetspacing** for inbounds only need to be applied by Arrival when **requested by Tower!** Otherwise radar or WTC separation is used by default.

#### 07 Operations **Outbounds 07:** While precision or visual approaches are used, 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. Therefore the missed approach should be turned to the south and the southbound departures out of runway 07C 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. **Outbounds 18:** Departing aircraft on runway 18 have to start their takeoff roll before any aircraft on final runway 07R is between 4 NM final and runway 18. For departures out of **intersection M** it must be ensured that the inbound will not overfly the departing traffic on runway 18, 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. Outbounds via **intersection S** are completely independent to arrivals for runways 07C and 07R. Traffic departing full length need to be separated by time-based wake turbulence to arrivals on runway 07R. > DLH123, lineup runway 18, on the runway taxi down intersection M. ![EDDF_dependencies_07.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddf-dependencies-07.png)*dependencies during 07 operations* #### 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 visuals runway 25C). For runway 25L only runway separation has to be applied. - **Outbound Traffic:** As soon as departures out of runway 18 started the takeoff run there is no further dependence 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 5,5 NM final runway 25R, takeoff roll has to start before any traffic inbound runway 25R reaches 5,5 NM final. - Independent of arrivals on runway 25L. - Departures out of runway 25L need a release by DFTW. - During LVO both red areas for 25L and 25R need to be clear of traffic when starting the takeoff roll. **18 Departures:** Outbounds from runway 25C/25L via M/W/H/K Departures need to overfly or reach 2000ft AMSL when overflying runway 18 before the takeoff clearance can be issued. ![EDDF_dependencies_25.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddf-dependencies-25.png)*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. ### Departure Intervals

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) and L6 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.

Usage of Intersections

Only intersections with a published TORA (see charts) may be used for departures, even if the pilot reports that he would be able for a different intersection. As an exception, helicopters may depart from every part of the runway up to the runway end. Generally, an intersection may only be assigned to a departing aircraft when the pilot either reports by himself that he is able for that intersection or agrees to it after a controller’s request - regardless of the aircraft type. In theory, every pilot has to report the earliest possible takeoff intersection to the tower controller according to the AIP EDDF. This is often not done in practice though, therefore the tower controller still needs to ask if the pilot is able to use an intersection. Exemptions of this rule are intersections L and M of runway 18 during 07 operations. The ATIS states that these are to be expected for every aircraft and pilots have to report if they are unable for M. Also, it is common practice to assign the following intersections without prior agreement since they only differ by a few meters from full runway length: L3 (25C), L20 (07C), N-South / L / W3 (18 - only applies for Mediums, Heavies have to be asked).

All departures must be separated by at least 3 NM or wake turbulence separation, whichever is greater. Tower has to ensure initial separation between departures and between departures and missed approaches. Transfer of communication shall take place when Tower has ensured this separation. **Departures with the same SID** need to be separated by at least 5 NM at transfer of communication.

**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 proceeding traffic will overfly 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. If no radar screen is used, 2 minutes separation can be used in this case as well.

**Same SID, different runways**: Especially between southern departures out of runways 07/25 and 18, Tower has to pay special attention to initial separation. #### 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 (e.g. M / W / H / K / CINDY\_F etc.) if not coordinated otherwise. Communication should only be "released" on the TS server. ### Stopbars Stopbars U2 - U8, T2 - T8, Y2 - Y12 and S40 close to the extended centerline are used to avoid conflicts between taxiing and arriving aircraft. They can be seen on the Airport Chart and on the Euroscope Screen. Taxiway U shall be used southbound and Taxiway T shall be used northbound. **Stopbars at T and U:** There must not be any traffic between T2 and T4 (RWY 25C) or T6 and T8 (RWY 25L) when there is landing traffic vertically above TWY T or departures out of 07C/07R still below 500ft AGL.

As a rule of thumb, the crossing clearance may be given when the inbound is on minimum 4 NM final.

There must not be traffic with a tail height greater than 11,81 m (all light and medium aircraft except A318 and B737 NG/MAX) between U2 and U4 (RWY 25C) or U6 and U8 (RWY 25L) when there is landing traffic vertically above TWY U (precision approach only!) or departures out of 07C/07R still below 500ft AGL. . If the arriving traffic on runway 25C/25L with an active landing clearance is flying a non-precision-approach (e.g. visual swingover), there must not be any traffic between U2/U6 and U4/U8. [![eddf-t4.jpeg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/scaled-1680-/eddf-t4.jpeg)](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), when there is landing traffic for runway 07C vertically above TWY Y or outbounds runway 25C still below 500ft AGL. There must not be any traffic between Y6/Y12 and S40 (RWY 07R), when there is landing traffic for runway 07R vertically above TWY Y or outbounds runway 25L still below 500ft AGL. **U-Taxi:** Outbounds via runway 18 intersection S will taxi via the southside of the airport and are transferred from Apron to Ground short of stopbar U2. Further taxi will be issued via U - S - S11 - R - S25/(S28) - S. Explicit crossing of stopbars U2 and U6 is required. 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.

Pilots can be instructed to use **Transition 1** via U - S - S11 - R - S28 - S to holdingpoint runway 18. Explicit crossing of stopbars U2 and U6 is still required! If the pilot seems to be unable to follow Transition 1, issue the taxiways as usual.

### Runway Crossing and Transfers #### Inbound Inbounds should be transferred from Tower to the corresponding Apron according to the image below. For most of the crossings Tower has to issue the first instruction after crossing to get the intersection clear as fast as possible (see image for that). After instructing the pilot, the handoff should be initiated. All transfers should be initiated early enough for an efficient traffic flow. Exceptions (e.g. hold short of L or via M6/L1 instead of T) are possible, but need to be coordinated between Tower and Apron individually for every aircraft. During **LVO** crossing of runways is not allowed, all inbounds have to taxi via Y (stand within west and center apron area) and T (stand within east apron area).

To protect the center runway, all traffic holding short shall be instructed to stop at the CAT II/III holding point!

> **Frankfurt Tower**: DLH123A, taxi via M M8, hold at CAT II holding point runway 25C. During 07 Operations inbounds landed on runway 07L with parking position west of N11 should be transferred directly to West Apron. ![EDDF_crossing_07_apn.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddf-crossing-07-apn.png) ![EDDF_crossing_25_apn.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddf-crossing-25-apn.png) 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!

#### Transfer Tower to Departure/Arrival **Departures:** 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. The transfer shall be initiated early enough to avoid the flight leveling off (at +/- 1000 ft AMSL). Frankfurt Departure might be split into North Departure (DFDN) for outbounds to the north (OBOKA, MARUN, TOBAK) and South Departure (DFDS) for outbounds to the south (ANEKI, CINDY, KOMIB, SOBRA, SULUS and ULKIG). If Departure is not staffed, same rule apply for North (DFAN) and South Arrival (DFAS).

Frankfurt Arrival/Departure controllers shall always cross-couple both departure frequencies.

**Missed Approaches:** Transferred to the appropriate approach controller when staffed, go arounds from RWY 25R/07L to North Arrival, RWY 25L/07R to South Arrival. ### 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. **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. If 25C is served on a different frequency (Center Tower is staffed), the pilot has to switch frequency for the visual swingover. They have to be asked if they are able for visual approach and frequency change. > **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 restriction 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, what would not be possible if this traffic is 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. ### Reduced Minimum Radar Separation > 2\) Reduced radar separation minima on parallel runway systems (Based on NfL I-55/11) > > 2.1) During approaches to the parallel runway system 07C/07R and 25C/25L at Frankfurt/Main Airport, a radar separation minimum of 2.5 NM applies on final approach between 10 NM and touchdown, provided the following conditions are met: > >

a) 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.

b) The exit taxiways of the runway can be observed from the control tower visually or by means of surface movement radar.

c) The runway is dry.

2.2) The reduced radar separation minimum may also be applied between staggered approaches to the parallel runways. In these cases, neither the line of sight of the exit taxiways (2.1b) nor the runway conditions (2.1c) need to be considered as a precondition.

*Quote from AIP Germany/AD 2 EDDF 1-34 (by the German Luftfahrt-Bundesamt), applicable on VATSIM.*

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.

# 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").

[![frankfurt-approach-sectors-07-config.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-11/scaled-1680-/frankfurt-approach-sectors-07-config.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-11/frankfurt-approach-sectors-07-config.png)

[![frankfurt-approach-sectors-25-config.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-11/frankfurt-approach-sectors-25-config.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-11/frankfurt-approach-sectors-25-config.png)

**Departure:** If only one Departure controller is online, he takes over the other Departure sector. If no Departure controller is online, Arrival North takes over Departure North and Arrival South takes over Departure South. If only one Arrival controller is online, he takes over the other Arrival sector. **Director (Feeder):** Feeders do not have their own sectors. They are assistants of the Arrival controllers which is why Director North has the same sector as Arrival North and Director South has the same sector as Arrival South. If only one Director is online, he is the Director for both Arrival controllers. ### Arrival Procedures #### General Procedures **Arrival Routes:** As the clearance limits for all EDDF STARs are outside of the TMA, the appropriate Center controller issues the clearance for any STAR and initiates the handoff before sector entry. In normal operations, the RNAV STARs from SPESA, KERAX, RASVO, IMCOM, RAMOB, PETIX, EMPAX, TANJO and DEBHI are used. In this case, Center clears most aircraft from the north via the northern STAR and every aircraft from the south via the southern STAR. All aircraft unable for the northern runways, the restricted heavies (A380s, B747s, MD11s (and AN124/AN225)), as well as aircraft parking at the GAT, shall be cleared for the southern STAR in order to ensure that they will arrive in the southern downwind. The designators for the RNAV STARs are shown below. All other aircraft landing on the southern RWY should be cleared for the southern arrival as well.

Runway	STAR	Routing	Old Transition
25	A	North	25N-Transition
25	B	South	25S-Transition
07	C	South	07S-Transition
07	D	North	07N-Transition

**Alternative RNAV STARs:** These STARs are only used between 22 and 05 lcl for the RNP X approach.

Runway	STAR	Routing	IAF
**25	G	North	ORVIV
**25	G	South	KUGUK
**07	R	North	IBLUS
**07	R	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

**Usage of the different Approaches:** By default, ILS approaches are always used. Visual approaches should only be used if a pilot is unable to fly the ILS or RNP Z for any reason. In this case, the visual approach does not change any dependencies according to Operation Modes. All other approaches shall only be used on the pilot’s request and after coordination with all relevant stations (esp. Director and Tower). In high-traffic situations only ILS approaches are recommended. Depending on the traffic load, the **RNP X** approach for runway 25C/L or 07C/R is used between 22 and 05 local time. Coordination with Tower required. Intercepting below 4000ft should be avoided due to noise abatement. If a pilot missed the intercept and overshoot he could be turned back onto the ILS and descended below 4000ft in compliance with the MVA. **Runway Assignment:** Usually inbounds from the north will get the northern runway while inbound from the south will get the southern runway. Arrival/Feeder can deviate from that if required or requested by the pilot. Traffic for the GAT and Cargo aircraft except GEC, FDX, BCS, and BOX will always get the southern runway. **Non-RNAV:** All aircraft without RNAV capabilities need to fly the **ILS X** for runway **07C/25C** due to the missed approach procedure. #### Runway 25R/07L (Nord-West-Landebahn) Runway 25R/07L is not allowed for the following aircraft types: B747, A380, MD11, DC10, AN124, L-1011 **ILS Y/Z:** For runway 25R/07L an ILS-Z and ILS-Y exist. The ILS-Z approach has a 3°-glide slope and the ILS-Y has a 3,2° glide slope. The ILS-Y approach is the default one used. If there is a tailwind or LVO (CAT 2/3 operations) ILS-Z needs to be used. The ILS approach in use has to be mentioned in the ATIS! Coordination between Tower and Arrival may be necessary. Keep in mind, always the full approach name must be used (e.g. "expect ILS ZULU runway 25R”). #### Target Spacings As Tower must respect dependencies between departing and arriving aircraft, there are target spacings that should be present at touchdown for the highest efficiency of the runway system. Depending on the amount of departures, it is important that these minima are met whenever possible. Coordination is required if these can temporarily not be met or if Tower needs more spacing.

**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:** 6 NM

Wake 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.

REQUIREMENTS AND PROCEDURES FOR DEPENDENT PARALLEL APPROACHES

Dependent parallel approaches should only be conducted to parallel runways when the following conditions are met: 1. separate air traffic controllers are responsible for the sequencing and spacing of arriving aircraft to each runway; **(Note: As an exception for DFS, this procedure may also be used with only one Director)** 2. the runway centre lines are spaced by 915 m (3 000 ft) or more; 3. the final approach course or track is intercepted by use of: 1. vectoring; or 2. a published arrival and approach procedures that intercepts with the IAF or the IF. 4. \[...\] 5. the instrument flight procedure that aligns the aircraft with the extended runway centre line is one of the following: 1. a precision approach procedure; 2. \[...\] 3. \[...\] - an appropriate, documented safety assessment has shown that an acceptable level of safety can be met; and - operations are approved by the competent authority; 6. aircraft are advised that approaches are in use to both runways; 7. the nominal tracks of the missed approach procedures diverge by at least 30 degrees; 8. \[...\] 9. a minimum of nominal 300 m (1 000 ft) vertical separation or a minimum of 5.6 km (3.0 NM) horizontal separation is provided between aircraft until established on the final approach courses or tracks of parallel approaches; 10. the minimum horizontal separation to be provided between aircraft established on the same final approach course or track is 5.6 km (3.0 NM), or 4.6 km (2.5 NM) horizontal separation if so determined in accordance with ATS.TR.215, unless increased longitudinal separation is required due to wake turbulence; 11. the minimum horizontal separation to be provided diagonally between successive aircraft on adjacent final approach courses or tracks is: 1. 1. \[...\] 2. [![EDDF_APP_Dependent.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-02/scaled-1680-/eddf-app-dependent.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-02/eddf-app-dependent.png) Source: Regulation (EU) 2017/373, ANNEX IV — Part-ATS, 10.02.2023

#### Low Visibility Operations (LVO) The current RVR values need to be given with the approach clearance. During low visibility operations, target spacings to all runways shall be as follows: - **Preceding WTC M:** minimum 5 NM or target spacing, whichever is greater - **Preceding WTC H/J:** minimum 7 NM #### Missed Approaches If no other procedure is coordinated, all missed approaches for ILS, RNP, and GLS approaches will be as published. It is strongly recommended to stick to the missed approach as published. In case of a swing over to runway 25C, this missed approach will climb on runway track to 5000ft. All other missed approaches for visual approaches to any other runway need to be coordinated in advance. During 25 operations, missed approaches via the south of the airport on headings need to cross the departure routes out of runway 18 at least at 5000ft due to the initial climb of 4000ft. Missed approaches could be on headings by arrival as soon as they are above the MVA. Headings like 160 or 340 are not recommended for vectoring back onto the downwind. ### Holdings The following holdings can be used by Frankfurt Arrival, but are not recommended except due to emergencies or runway closure on short notice: MTR, CHA, FKS, TAU, GED For traffic management purposes the Center controller shall use the following holdings instead: UNOKO (via RASVO), EMGOD (via IMCOM), ROLIS, KERAX, SPESA (above FL130). SPESA holding at and below FL130 lays in the TMA. It can be coordinated to delegate aircraft below FL135 in the SPESA holding to the appropriate Center controller. When holdings are used, close coordination between the Center and Arrival controller is mandatory. When an aircraft shall leave the holding towards approach, the Center controller shall instruct the pilot to leave the holding via the appropriate STAR and to contact the Arrival controller.

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) / OBOKA (out of 07)
FL130	ANEKI / SOBRA / ULKIG / OBOKA (out of 25) / MARUN / TOBAK / SULUS (out of 07)

All departing aircraft shall be handed over to the appropriate Center controller as early as possible, clear of any other traffic. **Traffic handed over from Departure to Center is fully released for further climb and turns.** Especially departing aircraft with the same routing, even for just some time, shall be separated by at least 10 NM laterally whenever possible. Otherwise, additional vertical separation shall be applied (e.g. for merging F and M/H routes if not solved by vectors, directs, or speeds). ### Modes of Operation The runways system can be used in three different ways. This chapter explains these different modes of operation. In all systems, the main landing runways are 07R/25L and 07L/25R. Runway 07C/25C can be used as well (especially via visual swing-overs; see TWR SOP). In parallel operations, runway 07C/25C shall not be used by the Approach controllers and it shall not be used by the Tower controller for visual swing-overs two times right behind each other (swing-overs during 07 operations are only allowed for safety reasons anyways – see TWR SOP). If these rules are followed, visual swing-overs do not affect the following dependencies or independencies in any way.

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. [![EDDF_Turn_areas_25.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-07/scaled-1680-/eddf-turn-areas-25.png)](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. Charts are available via [MILAIS GEMIL FLIP US DoD](https://www.milais.org/publications.php "MILAIS Publications"). ### Coordination Before any session, the following coordination must be made: **With Tower:** Runways in use (TWR decision), current ATIS information (TWR decision), mode of operation (APP decision) **With Center:** STARs to use (APP decision), holdings usage (only if necessary – APP and CTR responsibility but APP decision) All handovers are carried out as silent handovers as long as the relevant LOAs or additional agreements do not define a different procedure. # EDDG - Münster/Osnabrück Airport # Overview Traffic at the airport is usually characterized by VFR and holiday flights, mixed with some scheduled flights. A specialty of Münster/Osnabrück are the two uncontrolled grass runways North of the hard surface runway. **Münster/Osnabrück is an unrestricted airport** and **part of the [S1 minor program](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg-cw9/page/s1-training "EDGG S1 minor program")**. GND and TWR can be staffed by all controllers with an **S1** rating or higher who have passed the **required moodle courses**. The Hamm sector (APP) and Münster/Osnabrück Director can be staffed by all controllers with an **S3** rating or higher. ### Münster/Osnabrück ATC Stations

Station	Station ID	Login	Frequency	Remark	Endorsement
ATIS	ADG	EDDG\_ATIS	127.180	--	--
Ground	DGG	EDDG\_GND	121.880	--	unrestricted: [EDDG GND & TWR CBT](https://moodle.vatsim-germany.org/course/view.php?id=60 "Course EDDG Tower (VATGER Moodle)")
Tower	DGT	EDDG\_TWR	129.805	--	unrestricted: [EDDG GND & TWR CBT](https://moodle.vatsim-germany.org/course/view.php?id=60 "Course EDDG Tower (VATGER Moodle)")
Director	DGAT	EDDG\_F\_APP	129.180	relief position	unrestricted: no course
Hamm sector	HMM	EDDG\_HMM\_APP	129.300	airborne frequency if HMM or PADH is staffed	unrestricted: no course

All aerodrome stations at Münster/Osnabrück use the **callsign "Münster"**, e.g. "Münster Tower". The Director station uses the full airport name as the callsign, i.e. "Münster/Osnabrück Director". The normal radar station uses the default "Langen Radar" callsign.

### Quickview [![EDDG Tower Quicksheet PNG.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-04/edgg-tower-sheet.png)](https://dms.vatsim-germany.org/s/BxBMGnRZnSJbKri "EDDG Quicksheet (VATGER DMS)") *click on the image to open the printable quicksheet* # Ground Münster Ground is responsible for startup and enroute clearance and all aircraft movements at the airport. ### Departure Routes Initial climb for all departure routes is 5000ft AMSL.

Waypoint	RWY 07		RWY 25
**DOMEG	E	--	C	--
**DOMEG	Y	Prop/Turbuprop up to 5.7 t MTOW	Z	Jet up to 20 t MTOW & Prop/Turboprop
RKN Rekken	E	-	**C	--
RKN Rekken	Y	Jet up to 20 t MTOW & Prop/Turboprop	**C	--
OSN Osnabrück	**E	--	C	--
OSN Osnabrück	**E	--	X	Jet up to 20 t MTOW & Prop/Turboprop
HMM Hamm	Y	Prop/Turbuprop up to 5.7 t MTOW	Z	Jet up to 20 t MTOW & Prop/Turboprop

**Bold Designator** are primarily used. Departures via **HMM** are NON-RNAV only! **Vectored Departures:** If pilots are unable to fly a standard instrument departure (even an older version of the current SID), a vectored departure can be coordinated between Ground and Radar. Primary **runway heading** and an initial climb of **5000 ft** should be used. Other coordinations are always possible. At Euroscope the SID with RVxxxxx should be selected (xxxxx = first waypoint). ### Parking Positions For aircraft up to Code C (A321/B739) stands 9 to 10 and 13 to 14 are taxi out positions. Gates 11 and 12 are approved as taxi out gates, but due to the short distance between the gates, a normal pushback is always required. All aircraft with a wingspan of more than 36 m always need a pushback out of stands 9 - 14. Stands 12-14 are available for flights to destinations inside the Schengen-area, as well as destinations outside the Schengen-area. Stands 21 and 24 are suitable for "heavy" aircraft, but they have to park with facing NNW towards the runway, oppsotite to the markings at the ground. The **GAT** is placed on the western part of the apron, on stands 101 - 406. The wingspan limitation for stands 301-303 is 20 m, for stands 401 - 406 it is 12 m. **DE-Icing** is possible at stands 24 and 25. # Tower Münster Tower is responsible for the runway and traffic within the D control zone. **Runway in use:** Runway 25 is used up to a tailwind component of 5 KT. **Approaches:** For both runways ILS (25 CAT III, 07 CAT I), RNAV and NDB approaches are available. ### Control Zone The control zone of Münster/Osnabrück reaches from ground up to 2500 ft AMSL. *[![EDDG_CTR.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/scaled-1680-/eddg-ctr.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/eddg-ctr.png) Münster/Osnabrück Control Zone (D-CTR) - © [openflightmaps.org](https://www.openflightmaps.org/)* **VRP:** The following visual reporting points are available at Münster.

VRP	Entry / Exit
D	exit rwy 25
N1 - N2	both
T	exit rwy 07 + entry
E	both
S	both
W	both

Special: All VFR routes** leading into or out of the control zone via the VRPs, have a **maximum altitude of 2.000ft MSL**. Overflights of villages Ladbergen and Greven shall be avoided, as far as possible. Corresponding information can be found on the Navigraph VFR chart or the VFR AIP, of the DFS. **TMZ:** Outside the control zone is a TMZ where all VFR aircraft must set transponder code 6104. **Helicopter:** The helipad for Christoph Westfalen is located south of the airport between the runway and the highway. There is no clearance required for take-off and landing but for entering and leaving the CTR. **Runup:** Traffic not ready for departure that need to perform a runup can use the bypass area at both runway ends to stay clear of the taxiway for other outbound traffic. [![EDDG_runup_area.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/scaled-1680-/eddg-runup-area.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/eddg-runup-area.png)*Bypass Area at each runway end* **Gras Runway:** North of the runway paved runway there is the gras runway of the "Luftfahrtvereinigung". Due to historical reasons pilots can depart at this runway on own discretion like at small airfields with information service. Parallel landings and take-offs are possible and traffic informations should be provided! Nevertheless this traffic is controlled inside the control zone. > **Pilot:** DEABC, C172, nördliche Abstellfläche, VFR über S, erbitte Rollen, Abflug über Gras. > **ATC:** DEABC melden Sie abflugbereit Piste 25 Gras, QNH 1014. > **ATC:** DEABC, Verkehr Boeing 737 im kurzen Endanflug Piste 25, fliegen sie in die rechte Platzrunde Piste 25, Wind 230 Grad mit 5 Knoten, Start nach eigenem Ermessen. ### Auto-Handoff Münster/Osnabrück utilizes an auto-handoff procedure for IFR departures where **Tower will not hand off outbounds to the approach/center controller**. Make sure to set the correct departure frequency in the ATIS.

Outbounds should contact APP/CTR **immediately when airborne** unless explicitly told to remain on Tower frequency.

# Arrival - Sector Hamm Responsible for all arrivals and departures into Münster/Osnabrück is Langen Sector Hamm (HMM). Most of the time this sector also covers sector Paderborn Low (PADL) which is responsible for Dortmund EDLW and Paderborn/Lippstadt EDLP. [![EDGG_HMM.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/scaled-1680-/edgg-hmm.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/edgg-hmm.png)*Langen Sector Hamm HMM* ### Münster Arrivals/Departures **Inbounds:** All flights into Münster have to use BAMSU (inside DLA sector) or DOMEG as last waypoint. All STARs end at HMM, thereafter the published ILS, RNP or NDB approach can be cleared. If using vectors to the final, the MVA need to be taken into account. Inbounds via BASUM are already cleared for the STAR by the previous controller. It's also possible to coordinate directs with the previous controller to HMM without using the published arrival, especially when coming from Amsterdam FIR. Inbounds from Amsterdam via **SONEB Z841 DOMEG** will enter the sector from the west and are released for turns and descend. Inbounds on the **BAMSU STAR** will enter the sector descending to reach level at HMM. ### Traffic Flows **Inbounds Düsseldorf:** One of the main duties at Hamm is to sequenze the inbound flow into Düsseldorf EDDL. Three routings entering the sector coming from Bremen/Maastricht via OSN, RORUS and DENOL, merging at HMM to continue via T851 to **HALME**. Inbounds to **EDLV** and **EDLN** will leave the sector via **SOVUX**. After coordination with Düsseldorf Arrival, sector Hamm may already clear the appropriate arrival/transition for the inbound via HALME. **Outbounds Düsseldorf:** Outbounds Düsseldorf will enter sector Hamm via **MEVEL** and will leave the sector climbing FL240 to Maastricht in north-eastern direction. **Inbounds Amsterdam EHAM and EHAA FIR:** Most of the inbounds to Amsterdam EHAM and the EHAA FIR (e.g. EHRD, EHLE...) will overfly sector Hamm towards **NORKU** and will always stay clear of the sector. Some lower routings lead via **HMM T281 NORKU** as well as **HMM L602 RKN** and are transfered according to the [LoA](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg/page/amsterdam-fir-ehaa-langen-fir-edgg "LoA EDGG - EHAA"). **Inbounds Dortmund and Paderborn:** If sector Paderborn Low PADL is staffed, inbound traffic to Dortmund EDLW and Paderborn/Lippstadt EDLP need to be coordinated individually. Usually FL80 is used.

**Active runways for EDDL** has to be set for correct level assignments and sector borders! **Only** set the **DEP RWY**, no need to activate the airport itself.

### Handoff Levels All levels for inbound, outbound and transfering traffic for sectors HMM and PADL are available at the [**Quicksheet**](https://dms.vatsim-germany.org/s/beHDp2W3RET57c7 "HMM/PADL Quicksheet"). All levels that are not listed need to be coordinated individually! ### Restricted Area There are several ED-Rs within the eastern part of sectors PADL and HMM. The military **ED-R 203A** "Münsterland" reaches from **FL80 up to FL150**. Above this is the **ED-R 203B** between **FL150 to FL200**. Both ED-Rs are regular active. Additionally ED-R 162 "Lanta Paderborn" is located within the mentioned ED-Rs reaching from 3.500 ft AMSL up to FL125. All restricted areas are automatically activated in Euroscope according the real world airspace use plan. When active, all flights should stay outside the active ED-Rs. [![EDGG_PADL_HMM_EDR203.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/scaled-1680-/edgg-padl-hmm-edr203.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/edgg-padl-hmm-edr203.png)*ED-R 203A from FL80 to FL150 (red area) - © [openflightmaps.org](https://www.openflightmaps.org/)* ### VFR Traffic In real life the sector is known for a lot of VFR and training flights due to many flight schools located in this area. **FIS:** All VFR traffic that are provided with Flight Information Service should get Squawk 7742. **TMZ:** VFR Ttraffic within the TMZ of Münster not using flight information services should set transpondercode 6104. ### Holdings If holdings are required (e.g. for Düsseldorf inbounds) **HMM** VOR (257° L | 5000+) should be used for that up to FL240. Sector Hamm should not use holdings at OSN VOR (207° R | 5000+) for transfering traffic, this traffic need to hold above FL70 within the responsibility of Bremen Radar. # EDDK - Köln/Bonn Airport # Overview Köln/Bonn is a complex airport with crossing runways and very little space on the ground and in the TMA. On VATSIM, it usually has a medium amount of traffic but will regularly operate at or even above capacity during events. **Köln/Bonn is an unrestricted airport.** DEL and GND are unrestricted and can be staffed by all controllers with an S1 rating or higher who have passed the **required moodle courses**. TWR position requires the EDDK\_TWR Tier 1 endorsement which can be acquired by all controllers with an **S2** rating or higher. All radar positions require the EDDK\_APP Tier 1 endorsement which can be acquired by all controllers with an **S3** rating or higher.

Due to the high amount of complexity of the airport, it is highly recommended that **S1-rated controllers** have gained a great deal of experience at other unrestricted airports before staffing positions at Köln/Bonn.

**Training:** Controllers with the S1 rating can staff TWR during their training (active EDDK\_TWR solo endorsement required). Controllers with the S2 rating can staff APP positions during their training (active EDDK\_APP solo endorsement required - sector NOR not included). ### Köln/Bonn ATC Stations

Station	Station ID	Login	Frequency	Remarks	Endorsement
ATIS	ADK	EDDK\_ATIS	132.130	--	--
Delivery	DKC	EDDK\_DEL	121.855	--	unrestricted: [EDDK CBT Delivery](https://moodle.vatsim-germany.org/course/view.php?id=79 "Course EDDK (VATGER moodle)")
Ground	DKG	EDDK\_GND	121.730	--	unrestricted: [EDDK CBT Delivery & EDDK CBT Ground](https://moodle.vatsim-germany.org/course/view.php?id=79 "Course EDDK (VATGER moodle)")
Apron	DKGP	EDDK\_P\_GND		staffing forbidden	staffing forbidden
Tower	DKT	EDDK\_TWR	124.980	--	Tier 1: [EDDK\_TWR](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")
Arrival	DKA	EDDK\_APP	135.350	--	Tier 1: [EDDK\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")
Director	DKAT	EDDK\_F\_APP	121.055	--	Tier 1: [EDDK\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")
Nörvenich sector	NOR	EDDK\_NOR\_APP	127.365		Tier 1: [EDDK\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")

Staffing of Apron (DKGP/EDDK\_P\_GND) is **currently prohibited**.

### Controlzone [![EDDK_CTR.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/scaled-1680-/eddk-ctr.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/eddk-ctr.png)*Cologne-Bonn Controlzone (D-CTR) - © [openflightmaps.org](https://www.openflightmaps.org/)* # Delivery VFR traffic, in contrast to real procedures, does not have to request startup at Delivery, but can report ready for taxi directly to the ground control. **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 Delivery 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. **Capacity:** Due to a limited capacity for outbound traffic on ground, there should not be more than **12** **active startup** clearances at the same time (including SUG, PBG, TXG). **Euroscope:** Delivery shall ensure that the initial climb is set and the correct SID is coded into the flightplan (very important for Center!). When issuing startup the corresponding ground state "SUG" (Startup Given) and the clearance received flag need to be set. ### Departure Routes The standard intrument departure procedures from Cologne-Bonn lead to the waypoints NVO, WYP, COL, PODIP and KUMIK. The initial climb for all departures is 5000 ft MSL. All SIDs except three non-RNAV departures have speed or altitude restrictions, the phrase "climb via SID" need to be used. [![grafik.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/wLxgrafik.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/wLxgrafik.png)*Departure Routes out of Cologne-Bonn* **General Restrictions:** - The standard departure routes via **COL** are only used for local training flights or for flights to Frankfurt/Main EDDF. **Runway 06, 24 and 31L:** - Designators **K** (RWY 06), **D** (RWY 24) and **M** (RWY 31L) are the available RNAV departures. **Runway 13L:** - **Designator F** is prefered for all RNAV departures. - **Designator Q** requires RNAV and RF-Legs capability and should be used only if filed by the pilot or on request. - **Designator X** is only used for 3-engines heavies (e.g. MD11). - **NVO#P** is used for departures unable to comply with the climb restriction on the F or Q SID. - **NVO#W** by ATC only and requires prior coordination with Radar as the SID will cross the inbound stream. It is only used, if certain glider-areas are active (which are not simulated on VATSIM). **Appropriate flights must be announced to the approach controller by the tower before take-off.** **Runway 13R:** - **Designator E** is prefered for all RNAV departures. - **NVO#C** is used for departures unable to comply with the climb restriction on the E SID. - **NVO#V** by ATC only and requires prior coordination with Radar as the SID will cross the inbound stream. It is only used, if certain glider-areas are active (which are not simulated on VATSIM). **Appropriate flights must be announced to the approach controller by the tower before take-off.** **Runway 31R:** - **Designator B** is prefered for RNAV departures **above 98t MTOW** (e.g. B757). - **Designator R** is used for all RNAV capable outbounds with **MTOW below 98t** as well as for A300 and A330. - **NVO#R** requires RNAV and RF-Legs capability and should be used only if filed by the pilot or on request. **Non-RNAV Departures** are only available via **NVO** and **WYP** out of runway 13L (**Y**), 31R (**N**), 06 (**U**) and 24 (**T**). **RWY13R / RWY31L** departures can be assigned on a daily basis to small general aviation aircraft, as well as aircraft up to the category of A320/B738 if required. After coordination with Tower, RWY 13R can be used for all light and medium aircraft during high traffic situations. With westerly winds, outbounds should be asked if they prefere **runway 24** (when active) or runway 13L/31R for departure. ### Quicksheet - Standard Instrument Departures [![EDDK_SIDs_2404.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-04/scaled-1680-/eddk-sids-2404.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-04/eddk-sids-2404.png) ### Vectored Departures If pilots are unable to fly a standard instrument departure (even an older version of the current SID) a vectored departure can be coordinated between Delivery and Arrival. Primary **runway heading** and an initial climb of **4000ft** should be used. Other coordinations are always possible. At Euroscope the SID with RVxxxxx should be selected (xxxxx = first waypoint). ### Datalink Clearance (PDC/DCL) At Cologne-Bonn Airport we offer Datalink Clearance to the pilots throughout the **[Hoppie System](https://www.hoppie.nl/acars/)** and the Topsky Plugin. The airport code EDDK should be used (already preselected). An example of the DCL message the pilot will receive can be seen below. By default startup always needs to be approved seperately.

CLD 1051 240418 EDDK PDC 012 EWG6TG CLRD TO LEPA OFF 13L VIA KUMIK2Q CLIMB 5000 SQUAWK 1000 NEXT FREQ 121.855 ATIS R REQUEST STARTUP ON 121.855

# Ground

Staffing of Apron (DKGP/EDDK\_P\_GND) is **currently prohibited**.

### Airport layout Cologne-Bonn airport has three crossing runways. [![EDDK_Overview.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddk-overview.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddk-overview.png)*airport layout* The airport has two passenger terminals. Terminal 1 with its two distinctive stars accommodates aprons A, B and C, and Terminal 2 with the apron area D. [![EDDK_APR.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddk-apr.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddk-apr.png)*Apron areas* The cargo area is used by several airlines and is located in the middle of the airport between the runways. It contains the apron areas E, F and W. Apron V close to the cargo area is used for general aviation and business jets. The military part of the airport is located west of runway 13R/31L at apron U. The military part of the apron is the home of the german Flugbereitschaft. ### Area of Responsiblility The area of responsibility of Ground is located between the three runways and includes all aprons except the military apron U (see image below). If RWY 24/06 is closed (not in use), the runway crossing can be delegated to the Ground controller. [![EDDK_AoR.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddk-aor.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddk-aor.png)Area of Responsibility - *Cologne-Bonn Ground*

Staffing of Apron (DKGP/EDDK\_P\_GND) is **currently prohibited**.

**Runway Crossing:** The crossing of all runways is within the responsibility of Tower, but can be delegated to Ground if the appropriate runway is not in use. ### Parking Positions Parking positions are assigned by the Ground Radar Plugin based on airline and aircrafttyp according real world usage. It is recommended to use the assigned stands. The maximum aircraft size for all parking positions can be displayed in Euroscope (Tower) with shortcut `ALT + B`. **Aprons A - D:** These aprons are the passenger terminal aprons. Aprons A-C are used for Terminal 1, while Apron D is located at Terminal 2. **Aprons E, F, V, W:** All of these aprons are home to the big cargo-city at Cologne airport. Most of the heavy lifting cargo fleet (e.g. B747), are parked on aprons E and F, while aprons Vand W are home to the small feeder fleet (e.g. B737, ATR and B757/B767). **Apron U:** Apron U is used by two maintenance companies for customers' aircraft. Parking positions U10 - U14 can be used up to code C (A321/B739) and parking positions U16 - U26 only for code A (wingspan < 15m). **Apron V:** Apron V is used for business jets and general aviation. Depending on the position, aircraft up to the size of a B737-BBJ can be parked. **GAT:** The GAT has no real permanent home. Previously it was located as shown on the map below, northeast of the RWY14R threshold. Nowaday, general aviation is parking mostly on the aprons V and U (partially civil, partially military). The original GAT as shown on the map, is home to the helipad of the Christoph 3 rescue helicopter. **Military:** Cologne/Bonn is a double purpose airport. While it mostly handles civilian aviation (either pax or cargo), it's also home to the Köln-Wahn Airbase, of the Luftwaffe. On the western part of the airport (west of 13R/31L), the so called "white fleet" (A350, 340, GLEX) is stationed. To complete the fleet stationed at EDDK, the MRTTs (Multi-Role-Tanker-Transport) A321 and A330 are also located there. **Antonov AN225 special parking procedure:** Parking parallel to taxiway A on Stands E09 to E15, main gear on E12, facing north-west. ### Taxiway Usage The primary used taxiway is A, running parallel to runway 13L/31R. [![EDDK_TWY.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddk-twy.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddk-twy.png)Taxiways at *Cologne-Bonn* **31-Operations:** During 31-Operations, traffic from the terminals taxiing southbound will be using TWY-A, while inbound traffic vacating the runway continues on TWY-E, to A5. If there is traffic requesting pushback on the E and F stands, outbound traffic can be rerouted via TWY-E. However, this may be blocking inbound aircraft vacating from RWY 31R. **13-Operations:** During 13-operations, inbound traffic vacating RWY 13L, heading for the terminals, will be taxiing northbound on TWY-A primarily. However, if there is traffic on aprons E and F asking for pushback, the parallel TWY-E can be used as alternative, so that the traffic on those aprons is able to push. **Runway 24/06 for taxi:** It is possible for in- and outbound traffic to use runway 06/24 for taxi. > GAF1GH, taxi to holding point runway 31R via Bravo, enter runway 06 and Alpha, cross runway 31L. > DAFHK, taxi right via runway 24 and continue T. After landing or before takeoff, the word "backtrack" has to be used. > EWG1PC, backtrack runway 24, vacate T. > RYR7AF, backtrack and lineup runway 24. ### Taxiway Restrictions Taxiway **B** and **T** can only be used up to **Code E** aircraft. Taxiway **C** is limited to **Code C** aircraft. Taxiway **D** between A and T can only be used by max. **Code E** aircraft. The part of **D** east of runway 13L/31R can also be used by a B748. **Parallel taxi on A and E with Code F aircraft:** If an Airbus **A380** is on taxiway A, taxiway E is limited to **Code D** aircraft. If a **B748** or an **AN124** is on taxiway A, taxiway E is limited to **Code E** (in case of a B748 limited to Code E + B748). **Colored lines:** In front of Terminal 2 aircraft up to code C can use the orange and blue line simultaneously up to position D51.

On taxiway **B** between L and T (marked with (!)) only aircraft with a **wingspan of max. 52 m** (Code D) and max. weight of 200t are allowed to taxi on it's own. Aircraft up to 234t may be towed over or taxi on their own power over the bridge **if guided by a marshaller.**

### Potential conflicts at the ground Due to it's layout and placement of aprons, there are several critical areas at Cologne/Bonn Airport, which can either lead to congestion or taxi conflicts. **1. The holdingpoint dilemma:** The number one area marked on the map, is the area around the holdingpoint A5/A7, the northern ends of TWYs A and E, as well es TWYs B and M, around the C-Star (Terminal 1). Especially during 13-Ops, this area heavily suffers from congestion. Departing traffic will be queuing mostly at A7, some at A5, while inbound traffic will be taxiing northbound, via TWY A, B and M, to get to Apron D. Possibilities to solve at least some of the congestion issues, will be described on the following pages. **2. A3-Area**: Number two on the map, is the A3-Area. This areas is critical in different scenarios. - During 31-Operations, A3 is the first suitable highspeed-turnoff for landing traffic. Due to the speed of landing and vacating aircraft, they often fail to stop short off E and continue through to A. - Another critical situation occurs, in the case of 24-departures. 24-departures need to cross RWY 31R at A3. Whenever traffic is instructed to taxi in the direction of the A3 holdingpoint, Ground needs to coordinate with Tower and inform him about the traffic, as TWR needs to inform landing pilots, that A3 is unavailable to vacate the RWY. **3. Taxiway B-Bridge** The third critical area is placed on TWY-B. Between Taxilane-L and the GAT (marked with (!)) taxiway B leads over a bridge where only aircraft with a wingspan of max. 52 m (Codeletter D) and max. actual weight of 200 t are allowed to taxi on it's own. A332/A333 and A343 with an actual weight of up to 234 t may be towed or can taxi with a marshaller on ther own power over the bridge. **4. Taxiway D** On taxiway D only Code E aircraft and below are allowed, except the part east of runway 13L/31R where also a B748 is allowed. [![EDDK_Risk.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddk-risk.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddk-risk.png)*Potential conflicts on ground* # Tower ### Runways The airport has three runways, two of which run parallel and one of which crosses two runways. #### Runway 13L / 31R Runway 13L/31R is the longest runway at 3815 x 60m and is primary used for all inbound and outbound traffic. Runway 31R and 13L are both equiped with ILS CAT III. #### Runway 13R / 31L At a distance of about 1km southwest of runway 13L/31R is the much shorter parallel runway 13R/31L, which is 1863 x 45m long. Due to its length and technical equipment, this runway is preferably used for VFR traffic. Because of its proximity to the military section, it is also frequently used by military aircraft. Runway 13R/31L is only approved for aircraft up to code C (e.g. B739, A321). During high traffic situations, this runway can be used for all light and medium traffic that is able (TORA 1863 m). For **non-precision approaches** to runway 13R, a flight and ground visibility of at least 2.1 km must be provided due to the shortened approach lighting. #### Runway 06 / 24 Across runways 13/31 is the intersecting runway 06/24, measuring 2459 x 45m. Only landing direction 24 is equipped with an ILS (CAT I). For RWY 06 only non-precision approaches are available. Runway 06/24 is only approved for aircraft up to code letter E, including the B748. For **non-precision approaches** to runway 24, a flight and ground visibility of at least 1.5 km must be provided due to the obstacle situation. RWY24 can be used to taxi aircraft as well. Either because of wingspan limitations on TWY D or to the military apron, as well as for aircraft landing RWY13L to vacate the runway and to avoid the sharp turn into A3. ### Control Zone The control zone of Cologne-Bonn Airport is airspace type D and extends from the ground to 2500ft MSL. [![EDDK_CTR.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddk-ctr.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddk-ctr.png)*Controlzone Cologne-Bonn* **Airfields:** South of the control zone there is the airfield Bonn-Hangelar EDKB, which, including its traffic circuit, is located outside the control zone. To the north, also outside the control zone, is Leverkusen EDKL airfield. Its traffic circuit, however, extends into the control zone at an altitude of 1100ft on its southern side. Please note the following: "From SR-30 until SS+30, the control zone in the depicted Dünnwald sector is not active. The general airspace classifications G (up to 1000ft AGL) and E (above 1000ft AGL) apply." Source: [*AIP VFR Germany VOC EDKL*](https://aip.dfs.de/BasicVFR/pages/P0034A.html) **Hospitals:** Several hospitals with helipads are located in the urban area of Cologne. In the extended centerline of runway 13L, approx. 1.5 km north of the NDB LJ, is the hospital Merheim. Approaches to runway 13L fly over the hospital at approx. 1500ft. Helicopters may approach the landing area below the approaching traffic. Appropriate traffic information must then be provided to avoid missed approaches. On the north-western edge of the control zone in Cologne-Nippes, on the CTR boundary, is the rather seldom approached St. Vinzenz Hospital. On the west side in the Lindenthal district, just outside the control zone, is the University Hospital of Cologne. To the west of the control zone is the Nörvenich ETNN airbase. Despite their proximity, the control zones of the two airports do not border directly on each other, but are separated by a narrow strip of type C airspace. ### VFR-Traffic There are 7 mandatory reporting points and 1 optional reporting point available for VFR traffic at Cologne.

Reporting Point	Location
NOVEMBER 1	BAB 4, exit Bergisch Gladbach-Bensberg
NOVEMBER 2	BAB 3, motorway service station Königsforst-Ost
ECHO 1	Church in the middle of Neunkirchen
ECHO 2 (Optional)	BAB 3, service area Sülztal
SIERRA 1	Marina at the mouth of the Sieg River into the Rhine
SIERRA 2	Sports facilities north of the village of Troisdorf-Spich
KILO 1	BAB 1 / BAB 57, motorway interchange Köln-Nord
KILO 2	BAB 4, rhine bridge Rodenkirchen

**VFR Routings:** The most popular VFR route through the control zone follows the Rhine along the Cologne Cathedral and the Old Town and connects the mandatory reporting points S1, K2 and K1. Just as popular for flights from / to the Bergisches Land are take-offs or landings in Bonn-Hangelar combined with a flight through the control zone via the S and N routes. **VFR Squawk:** All VFR traffic inside the controlzone of Cologne will get the transpondercode **7003**. **Helicopter traffic:** The airport has frequent helicopter traffic. On the one hand, this is due to the fact that a helicopter squadron of the Federal Police is located at Bonn-Hangelar Airport and training traffic also takes place there. On the other hand, two rescue helicopters are stationed at the airport. "Christoph 3" (CHX3) has its landing pad at the GAT, while the intensive care transport helicopter "Christoph Rheinland" (CHX75) of the ADAC has its base at the north-western edge of the V- Apron towards Taxiway B. Only "Christoph 3" though, is allowed to land and depart directly from it's helipad. Every other helicopter has to either land on the runway or the runway threshold (e.g. 13R) and has to air-taxi to it's final position afterwards. ### Direction of Operation Up to a tailwind component of 5kt, operations will be handled via runways 31R and 31L. Runway 24 is also used if necessary up to a tailwind component of 5kt. Operating direction 06 is used extremely rarely because the wind through the Cologne Bay preferably blows from a northerly to northwesterly direction. In order to accelerate the taxiing of traffic and after prior coordination with ground control, the tower may give taxiing traffic (taxiways A3-A4) an initial taxi instruction into taxiway A or taxiway E (depending on the take-off direction) and then hand it over to ground control. ### Parallel Operations Due to the distance of only approx. 1150 m between the runway centrelines of 13L/31R and 13R/31L, independent parallel runway operations between these runways for IFR and/or SVFR traffic are not permitted. Radar and runway seperation need to be applied, wake turbulence separation is not required. ### Crossing Runway Operations Combined operation of runways 13L/31R and 24 has the highest capacity. When runway 13R/31L is used as well, runway 24 is blocked for significantly longer. It is important during crossing runway operations that the preceeding traffic (landing or departing) has crossed the runway cross before the succeeding traffic (landing) for the other runway has reached the 1 NM final. Otherwise the succeeding traffic has to go around.

**Example:** Departing traffic runway 31R has passed the runway cross before the inbound reaches 1 NM final for runway 24.

### Missed Approaches Without further coordination, the standard missed approach procedures published in the AIP shall be used. Should a conflict arise due to an aborted approach in combination with a departing aircraft, the tower may issue immediate instructions to resolve the conflict. The arrival controller shall then be informed immediately of the action taken. ### Auto-Handoff Köln/Bonn utilizes an auto-handoff procedure for IFR departures where **Tower will not hand off outbounds to the arrival controller**. Make sure to set the correct departure frequency in the ATIS.

Outbounds should contact APP **when passing 2.000 ft MSL** unless explicitly told to remain on Tower frequency.

# Arrival The area around Cologne is divided into several sectors and areas, which can be staffed by four ATC stations. All radar stations, with the exception of Nörvenich Radar, take over the tasks of the other stations if they are not online.

With **AIRAC 2403** DKA will not cover NOR anymore!

**Arrival:** Cologne Arrival DKA is responsible for the area around Cologne/Bonn Airport up to the Belgian border. The sector handles all departures from Cologne and presequence the inbound flights for the feeder. If arrivals or departures from Nörvenich (ETNN) take place without another station being staffed, this traffic is also handled by Arrival. **Feeder:** The Feeder (Director) DKF works within the sector of Arrival. Especially during 13 operations the small area between FAF and the Düsseldorf Arrival sector border might require closer coordination between DKA and DKF.

[![DKA.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/dka.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/dka.png)	[![DKF.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/dkf.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/dkf.png)
Area of Responsibility Arrival	"Area of Responsibility" Feeder (dark yellow)

**Military station Norvenich Radar:** For arrivals and departures to the military airbase Nörvenich ETNN, the station Norvenich Radar (ETNN\_APP) can be staffed. This station does not have its own sector as such, but is delegated an area of its sector by the arrival. This is staggered from GND over 3500ft to 5000ft MSL. The exact range can be seen in the following diagram. Coordination between all stations involved is essential. [![ETNN_AoR.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/etnn-aor.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/etnn-aor.png) *Delegated sector to Nörvenich Radar* **Langen Radar Sector Nörvenich:** Langen Sector Nörvenich NOR is located west of the airport above the arrival area and is primarily responsible for the pre-sequencing of inbound flights to Düsseldorf from IBESA via ELDAR and BIKMU. In addition, the sector is responsible for all departures from Cologne to Belgium via NVO. Frankfurt Outbounds via DITAM - OBOKA also pass through the sector, as do inbound flights to Brussels via UMUPU - GEBSO and NEREL - AGENI. NOR will cover DKA if not staffed.

[![NOR.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/nor.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/nor.png)	[![NORup.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/norup.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/norup.png)
Area of Responsibility Sector Nörvenich	Area of Responsibility Sector Nörvenich

### Airspace Structure One of the most complex airspace structures in Germany is located around Cologne and Düsseldorf airports, because several airports are located next to each other in a very small area. [![EDDK_Airspaces.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddk-airspaces.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddk-airspaces.png)*Airspace structure Cologne-Bonn* Aircraft in C/D airspace around Cologne are the responsibility of Cologne Arrival. Airspace crossings through the active approach sector are to be coordinated with the Feeder depending on the situation. ### Minimum Vectoring Altitude (MVA) The MVA around Cologne-Bonn Airport is shown in the following map: [![EDDK_MRVA.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddk-mrva.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddk-mrva.png)*MVA Cologne-Bonn* Altitudes are in 100ft (20 = 2000ft). Figures in brackets are corrected for winter (NOV-MAR) for cold temperatures. ### Standard Arrivals The standard arrival routes for Cologne-Bonn start at five waypoints: KOPAG, ERNEP, GULKO in the east and DEPOK and NVO in the west. *[![EDDK_KOPAG.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddk-kopag.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddk-kopag.png)STARs into Cologne/Bonn* For approaches via NVO (Nörvenich), this VOR is also the IAF from which various final approaches lead to the runways. STARs for Runways 06 and 31L/R are routed from KOPAG, ERNEP and GULKO to COL (Cola). When operating Runways 13L/R and 24, the routes lead to WYP (Wyper). **Transitions:** RNAV transitions to the final approach are published for all runways. Their use depends on the current traffic situation and should be flexible accordingly. **S-Transitions:** An exception are the transitions with Designator S to Runway 13L. These extend deep into the approach airspace of Dusseldorf and are only used in real terms at night on the instruction of the controller. On VATSIM, these transitions should only be used in close coordination with the controller responsible for Düsseldorf in order to avoid conflicts with approaches and departures from Düsseldorf. **N-Transitions:** The transitions with Designator N to runway 31R reaches with the base part into the sector Taunus TAU, which is usually served by Kitzingen KTG or Gießen GIN. The transition is also only used at night in real terms and its use on VATSIM should be coordinated with the controller responsible for TAU. ### Potential Conflicts Due to its size and the close proximity of approach and departure routes, the Cologne Arrival sector in the east of Cologne/Bonn has the greatest potential for conflict. Especially between the points KOPAG and COL near PODIP, several routes cross, so that special attention must be paid to the altitude separation there. In the west, when using the STARs from DEPOK, care must be taken that they intersect with the departure routes to NVO between DEPOK and the airport. However, this point of conflict can be easily avoided by guiding approaching traffic early with vectors in the direction of the active runway and allowing departing traffic to fly out the SIDs. [![EDDK_SIDSTARconflict.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddk-sidstarconflict.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddk-sidstarconflict.png) ### Crossing Runway Operations It is important during crossing runway operations that the preceeding traffic (landing or departing) has crossed the runway cross before the succeeding traffic (landing) for the other runway has reached the 1 NM final. Otherwise the succeeding traffic has to go around. Director has to ensure, that traffic cleared on the approach of crossing runways is separated in a way, that the preceeding traffic has passed the runway crossing point, before the succeeding traffic reached it's 1 NM final. Therefore it is necessary, that both aircraft are cleared on the approach, with at least 1 NM separation between each other, on the way to the runway crossing point. **Runway 13L/31R + Runway 24 Operations:** Due to the shorter distance from the **FAF** (Final Approach Fix) to the crossing point between RWY13L/31R and RWY 06/24, arrivals on **RWY 24** shall be declared as the preceeding aircraft whenever possible. # EDDL - Düsseldorf Airport # Overview **All stations at Düsseldorf require a Tier 1 endorsement.** DEL and GND positions require the EDDL\_GNDDEL endorsement which can be acquired by all controllers with an **S1** rating or higher. TWR requires the EDDL\_TWR endorsement which can be acquired by all controllers with an **S2** rating or higher. All APP/DEP positions require the EDDL\_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 EDDL\_TWR solo endorsement required). Controllers with the S2 rating can staff APP/DEP positions during their training (active EDDL\_APP solo endorsement required). ### Düsseldorf ATC Stations

Station	Station ID	Login	Frequency	Remarks	Endorsement
ATIS	ADL	EDDL\_ATIS	123.780	--	--
Delivery	DLC	EDDL\_DEL	121.780	--	Tier 1: [EDDL\_GNDDEL](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")
East Ground	DLGE	EDDL\_E\_GND	121.605	primary	Tier 1: [EDDL\_GNDDEL](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")
West Ground	DLGW	EDDL\_W\_GND	121.905	--	Tier 1: [EDDL\_GNDDEL](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")
Tower	DLT	EDDL\_TWR	118.305	--	Tier 1: [EDDL\_TWR](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")
Arrival	DLA	EDDL\_APP	128.555	--	Tier 1: [EDDL\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")
Director	DLAT	EDDL\_F\_APP	128.655	--	Tier 1: [EDDL\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")
Bottrop sector	BOT	EDDL\_BOT\_APP	119.110	covers DLD topdown	Tier 1: [EDDL\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")
Departure	DLD	EDDL\_DEP	121.355	airborne frequency if DLD, DLA, BOT, or PADH is staffed	Tier 1: [EDDL\_APP](https://core.vateud.net/my/endorsements "Your endorsements (VATEUD Core)")

### Controlzone [![EDDL_CTR.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/scaled-1680-/eddl-ctr.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/eddl-ctr.png)*Düsseldorf Kontrollzone (D-CTR) - © [openflightmaps.org](https://www.openflightmaps.org/)* # Delivery Die **Streckenfreigabe (Delivery)** erteilt die Freigabe für einen eingereichten IFR Flugplan und weist einen Transpondercode zu. Abfliegende IFR-Piloten melden sich zuerst auf der Frequenz von Delivery, um den Flugplan eröffnen zu lassen. Der Controller überprüft den eingereichten Flugplan und ergänzt gegebenenfalls die passende Standard Instrument Departure Route (SID) im Flugplan. VFR Flüge rufen anfangs ebenfalls die Deliverystation und erbitten das Anlassen der Triebwerke. Nach fehlerfreiem Zurücklesen der Freigabe durch den Piloten weist der Controller den Piloten an, sich für das Zurückschieben und Rollen bei der Position Ground (Rollkontrolle) zu melden. Welcher der beiden Ground-Controller zuständig ist, hängt von der Parkposition des Flugzeuges ab und kann [ ](https://de.wiki.vatsim-germany.org/Flughafen_D%C3%BCsseldorf_SOP#Ground "Flughafen Düsseldorf SOP")dem Artikel "Ground" entnommen werden. #### Standard Instrument Departure (SID) und Reiseflughöhen Teilweise gibt es für die verschiendenen SIDs eine Beschränkung für den Flugzeugtyp, das Gewicht oder die Ausstattung der Flugzeuge. Diese sind den entsprechenden SID-Karten bzw. dem Airportbriefing zu entnehmen. Reiseflughöhen werden in weiten Teilen Europas grundsätzlich nach der Ost/West-Regel festgelegt, wobei Flügen Richtung Osten (0°-179°) eine ungerade und Flügen Richtung Westen (180°-359°) eine gerade Flugfläche zugewiesen wird. Bedingt durch Lufträume mit Nord/Süd-Regel kann es jedoch auf einzelnen Routen zu Abweichungen kommen. Hierauf sollte der entsprechende Lotse, welcher auch die IFR-Clearance vergibt, achten. Bei Abweichungen ist dem Piloten / der Pilotin ist eine alternative Höhe vorzuschlagen. Eine Übersicht der verschiedenen Regelungen zur Reiseflughöhe findet sich **[hier](https://www.eurocontrol.int/publication/flight-level-orientation-scheme-nm-area-february-2019 "Eurocontrol - Flight level orientation scheme")**. Aufgrund von Änderungen in der Phraseologie durch die DFS ergeben sich unterschiedliche Sprechgruppen für die Enroute Clearance. Bei Speed- und/oder Höhenrestriktionen auf der SID ist die Sprechgruppe "*climb via SID (xx)*" zu verwenden. Gibt es keine Restriktionen ist stattdessen die Sprechgruppe "*climb (xx)*" zu verwenden. In der Spalte Phraseologie findet Ihr einen Hinweis auf die zu verwendende Sprechgruppe.

SID	Richtung	Route	Beschränkung\*	Phraseologie
COL	Süd	T911		climb via
DODEN	Süd	Y853 Y852	Cross DL242 FL150+ (23L/R) or ELBAL FL150+ (05R/L) and Cross DODEN FL250+ Flights unable shall file via KUMIK	climb via
GMH	Süd	Z841 L603	RFL 140-	climb
KUMIK	Süd	Y854 L603	RFL 150+	climb via
LMA	West	Z282	Only for flights to EDLN oder nach Absprache mit DUS für Lokal IFR	climb
MEVEL	Nord-Ost	Z44 L179 Y850	MAX 190kt IAS until on northern track (23L/R)	23 Betrieb: climb via 05 Betrieb: climb
MODRU	Westen durch Frankreich	Z717 Z283	Cross MODRU FL 210+	climb via
NETEX	West	Z282 Z283	Only available at night between 2200LT and 0600LT and during weekends and holidays due to military airspace in the north of the EBBU FIR. Information about the activation of the military areas can be obtained from the EBBU controller.	climb
NVO	West	M170	RFL 90- Flights with RFL 100+ shall file via MODRU	climb
NVO	Süd	Q760	RFL 90- Flights with RFL 100+ shall file via MODRU	climb
NUDGO	Ost	Z858	RFL 245-	climb
SONEB	Nord-West	P55 P64	cross D054 or D254 at 140+ via RKN/TENLI	climb via

(\*) Relevante Beschränkungen aus Sicht des Lotsen / der Lotsin. Es kann weitere Vorgaben für den Piloten / die Pilotin geben. Diese sind den aktuellen Karten zu entnehmen.

**RFL** = Requested Flight Level

**140+** = at or above flight level 140

**140-** = at or below flight level 140

#### Vectored Departure Sollte ein Pilot keine gültige SID abfliegen können oder explizit danach fragen, sollte eine vectored Departure angewandt werden. Dieses Verfahren soll ebenfalls bei IFR Traffic Pattern verwendet werden. Dabei erhält der Pilot in Düsseldorf standardmäßig die Anweisung nach dem Start auf 5.000 Fuß zu steigen und die Abflugrichtung (runway-heading) beizubehalten. Bei Flügen, die danach zu ihrem ersten Wegpunkt im Flugplan vektoriert werden, sollte in der Euroscope SID-Auswahl der Eintrage "RV+FIX" gewählt werden. So würde bei einer vectored Departure mit erstem Wegpunkt *MEVEL* ⇒*RVMEVEL* eingetragen werden. Bei Abflügen ohne festen Punkt ist dies mit *VEC* im Scratchpad zu vermerken. Allerdings ist weiterhin eine Koordination mit dem Tower-/ und Approach-Controller vorzunehmen. Kurz vor dem Start sollte der Towerlotse den Approachlotsen erneut über die nun startende vectored Departure informieren. # Ground Die **Rollkontrolle (Ground)** ist für die Freigabe sämtlicher Bewegungen auf dem Vorfeld (apron) sowie den angrenzenden Rollwegen (taxiways) verantwortlich. In Düsseldorf können bei Bedarf zwei Ground Controller eingesetzt werden. Der Zuständigkeitsbereich ist dann in einen östlichen und einen westlichen Sektor unterteilt. Rollfreigaben dürfen nur bis zu den jeweiligen Checkpoints an der Sektorgrenze erteilt werden, andernfalls muss dies mit dem jeweils anderen Controller koordiniert werden. Die Übergabe an den nächsten Controller soll stets so rechtzeitig erfolgen, dass die Flugzeuge nicht an den Checkpoints anhalten müssen. Wird nur ein Controller eingesetzt, so ist die Station Ground East die primär zu besetzende Station. Die genaue Aufteilung der Zuständigkeitsbereiche sieht man hier: [![EDDL_GND.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-01/scaled-1680-/eddl-gnd.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-01/eddl-gnd.png) *Aufteilung Düsseldorf Ground in West und Ost* #### Gate Zuweisung

Bereich	Airline	Schengen	Non-Schengen
Terminal A	[Star Alliance](https://www.staralliance.com/de/members) [Lufthansa Group](https://www.lufthansa.com/de/de/lufthansa-group-star-alliance-und-partner-airlines)	X	X
Terminal B	Aegan Airlines Air Baltic Air France Air Malta Alitalia Condor Corendon Airlines Europe Eurowings (Balearen/Kanaren) Finnair Iberia KLM Sundair Tuifly Vueling uvm.	X
Terminal C	Aer Lingus British Airways Condor Corendon Airlines Croatia Airlines Egypt Air Emirates Pegasus Airlines Qatar Airways Sun Express Sundair Tuifly Turkish Airlines uvm.		X
V61-V96	Low-Cost Airlines Regionaljets von Terminal B/C	X	X
V38-V42	Luftfracht	X	X
V12-V29, V43-V53	Eurowings Regionaljets von Terminal A	X

Gate C02A ist das für den A380 genutzte Gate, alternativ sind hierfür die Vorfeldpositionen V08B und V11B vorgesehen. #### Pushback Folgende Positionen benötigen in der Regel kein Pushback, da die Maschinen dort aus eigener Kraft die Parkpositionen verlassen können: - V01, V61-V63, V71, V72, V75-V77 Sollte ein Pilot, dessen Flugzeug auf einer dieser Positionen steht, dennoch die Freigabe für einen Pushback anfordern, so wird ihm diese erteilt. #### Rollen Auf dem Flughafen Düsseldorf gibt es folgende wichtige Rollwege: - **M:** Hauptrollweg, welcher parallel zu den Start- und Landebahnen verläuft. - **T:** verläuft parallel zu M und mündet im Osten in L3 und im Westen in P4 - **L1 - L9:** verbindet die Start- und Landebahnen 23L/05R sowie die Außenparkpositionen mit M - **P1 - P4:** verbindet den Rollweg M mit dem Vorfeld - **K1 - K5:** verbindet die Start- und Landebhan 23L/05R mit der Start- und Landebahn 23R/05L - **G1:** verbindet das GAT mit dem Rollweg M Aufgrund des hohen Konfliktpotentials sollte folgenden drei Punkten eine erhöhte Aufmerksamkeit geschenkt werden: - **Rollweg L6, L7, M, P3, P4 und L5, M, P1, T:** hier können sich ankommende und abfliegende Flugzeuge treffen. - **Rollweg M und T:** zwischen P1 und P4 haben diese Rollwege für die Passage von zwei sich auf den Rollwegen M und T befindlichen Flugzeugen der Kategorie heavy keinen ausreichenden Abstand zueinander. - Code D Flugzeuge dürfen nur nach Westen auf T zwischen P3 und P2 gedrückt werden. Eine Übersicht über die möglichen Taxirouten, insbesondere auch für den regelmäßig kommenden A380, sind hier zu finden: [Taxirouten RWY 05](https://dms.vatsim-germany.org/s/ozttiKGDctmit96) - [Taxirouten RWY 23](https://dms.vatsim-germany.org/s/9eJsM5N8wXj3dNr) An kälteren Tagen kann es vorkommen, dass Piloten vor dem Start ein Rollen zum Deicing-Pad anfordern. Das Deicing-PadEast, welches bei 23-Betrieb verwendet wird, liegt auf den Parkpositionen V01 - V08. Bei 05-Betrieb wird das Deicing-Pad West verwendet, welches auf den Stands V61 - V72 liegt. Die Auswahl, welche Intersection zur Startbahn zum Start vergeben wird, obliegt dem Ground. Um eine optimale Vorstaffelung für den TWR vorzunehmen, sodass ein hoher Pistendurchsatz erzielt werden kann, sollte nach Departure Routen sortiert werden. Empfehlenswert ist es bei 23-Betrieb beispielsweise die MEVEL und SONEB Departures auf einen Taxiway und alle anderen Departure Routen auf den jeweilig anderen Taxiway zu verteilen. Für Jet-Flugzeuge der WTC Medium oder höher sollten nur L1/L2 bzw. L8/L9 verwendet werden. Frühere Intersections hier nur auf pilots request. Prop/Turboprop-Flugzeugen kann auch die Intersection L3 gegeben werden. Bei Vergabe der Taxiways ist zudem auch der Flugzeugtyp und Strecke zu beachten. Heavy-Flugzeuge und Flüge, die eine längere Flugstrecke als 800 NM aufweisen, sollte immer L1 bzw. L9 gegeben werden. Am Holdingpoint 23L L1 ist es dem Pilot zudem noch möglich ein "Special-Lineup" zu requesten (siehe Abb.). Dieser Lineup dauert dann meist etwas länger als ein normaler Lineup. [![Special Lineup.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-01/scaled-1680-/special-lineup.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-01/special-lineup.png) # Tower Der **Turm (Tower)** ist für die Regelung des Flugverkehrs auf den Start- und Landebahnen sowie in Platznähe zuständig. Die Betriebsrichtung 23 ist bis zu einer Rückenwindkomponente von 5 Knoten zu bevorzugen. Durch diese Regel soll die ständige Änderungen der Pistenkonfiguration bei wechselnden Windverhältnissen vermeiden werden. Bei einer vorhersehbaren, anhaltenden Ostwindwetterlage sollen in jedem Fall und unabhängig von der Windgeschwindigkeit die Pisten 05R und ggf. 05L in Betrieb genommen werden. Hierzu sind vor Dienstbeginn die entsprechenden Wetterinformationen (METAR/TAF) einzuholen. Ebenfalls KANN über verschiedene Dienste die reale Pistenkonfiguration abgefragt und verwendet werden. Nach dem Start sollen Flüge nach Instrumentenflugregeln (IFR), welchen eine SID zugewiesen wurde, beim Passieren von 2000ft AMSL selbstständig entweder auf die in der ATIS veröffentlichte Departure-Frequenz (wenn diese von den in der Karten veröffentliche abweicht) oder sonst auf die in der Karten veröffentlichte Frequenz wechseln. Die Departure Frequenz unterscheidet sich mit AIRAC 2103 nicht mehr nach der SID. Vom Turm werden Flieger immer an Departure (EDDL\_D\_APP) abgegeben bzw. an die Bottrop-Station (EDDL\_BOT\_APP), sollte Departure nicht online sein. Departure (EDDL\_D\_APP) leitet die Flieger entweder zur Station Bottrop weiter, oder im Südosten an Paderborn (EDGG\_PAH\_CTR) bzw Gießen (EDGG\_GIN\_CTR) je nach SID. #### Kontrollzone Um den Düsseldorfer Flughafen befindet sich eine Kontrollzone mit Luftraumklasse D-CTR (GND-2500ft AMSL). Über diesen Luftraum befindet sich mit der Luftraumklassse C der Luftraum des Approach-Controllers. Innerhalb der Kontrollzone befindet sich im Süden das Segelfluggelände Wolfsaap, welches allerdings auf VATSIM kaum in Gebrauch ist und die Nutzung vorher mit dem zuständigen Controller abgesprochen werden sollte. Im Westen grenzt an die Düsseldorf-Tower-Kontrollzone direkt die Tower-Kontrollzone von Mönchengladbach (EDLN), welche sich von GND bis 2000ft AMSL erstreckt. Über der Kontrollzone von Mönchengladbach ist der C-Luftraum auf 2000ft AMSL abgesenkt. An der östlichen Grenze der Kontrollzone von Düsseldorf ist der C-Luftraum aufgrund der Nähe zum Flugplatz Essen-Mülheim (EDLE) auf 1500ft AMSL abgesenkt. Folgende VFR-Pflichtpunkte gehören zum Flughafen Düsseldorf: - **N** (max. 2500ft AMSL) - **S** (max. 2500ft AMSL) - **E** (max. 2500ft AMSL) #### Pisten Seperation Mit einem Abstand von etwa 190m zwischen den Schutzzonen der beiden Pisten ist ein Parallelbahn-Betrieb möglich. Die Steigerung eines unabhängigen Parallelbahn-Betriebs ist allerdings aufgrund des geringen Abstands nicht möglich. Die beiden Pisten sind daher auch im Parallelbetrieb, grundsätzlich "als eine Piste" zu betrachten. Grundsätzlich sollte bei VMC zwischen parallel anfliegenden IFR-Flügen mindestens ein Abstand von durchgängig 2,5 NM vorherrschen, sodass mit einer Traffic Information beiden Maschinen gleichzeitig eine Landefreigabe gegeben werden kann. Bei IMC oder Anflügen auf die gleiche Piste muss ein Abstand von mindestens 3 NM bestehen. Bei einem Abflug und einem Anflug auf unterschiedliche Pisten sollte bei IMC im besten Falle eine Separation zwischen 3-5 NM bestehen. Um bei High-Traffic-Situationen allerdings trotzdem einen guten Pistendurchsatz zu erzielen, kann diese Separation heruntergesetzt werden. Falls hier allerdings der anfliegende Verkehr durchstartet kann es zu einer Staffelungsunterschreitung kommen und der Tower-Controller muss schleunigst handeln, indem er den Flügen Richtungsanweisungen in unterschiedliche Richtungen gibt und somit die Staffelung wiederherstellt. Für weitere Informationen zum Parallelbahnbetrieb, bitte die Informationen im Artikel [**"Parallelbahnbetrieb | EDDL und EDDK"**](https://knowledgebase.vatsim-germany.org/books/sops-fir-langen/page/parallelbahnbetrieb-eddl-und-eddk) beachten. **Lineup:** Unabhängiges Aufrollen ist möglich wenn die zwei Rollbahneinmündungen mindestens 500m voneinander entfernt sind. (z.B. L9 und L6). Ist der Abstand zwischen den Rollbahneinmündungen kleiner muss zwingend nacheinander auf die Piste aufgerollt werden. Eine Verkehrsinformation ist verpflichtend. > DLH123 lineup runway 05R, number two for departure, B737 is departing out of L6 #### Mischverkehr Um einen möglichst effizienten Verkehrsfluss mit VFR- und IFR-Maschinen zu gewährleisten, sollten VFR-Flüge nach Möglichkeit (bei viel Verkehr) immer in den nördliche Platzrunde und wenn möglich auch auf die Nordpiste (23R/05L) geschickt werden. Abflüge von VFR-Flügen sollten allerdings grundsätzlich auf der Südpiste (23L/05R) stattfinden. So ist es möglich den abfliegenden Verkehr auf der Südpiste ohne große Unterbrechungen abzuwickeln und den VFR-Flug nach anfliegenden Maschinen selbstständig in den Endanflug drehen zu lassen. Bei der Betriebsrichtung 23 ist es ebenfalls möglich kleine Maschinen, die zum GAT rollen sollen, eine lange Landung (VFR) bzw. langes ausrollen (IFR) zu genehmigen, damit diese direkt über L7/L8/L9 und G1 zum GAT rollen können und so nur eine möglichst kurze Zeit Taxiway M besetzen. Sollte es nötig sein, dass die Maschine die Piste möglichst früh verlässt, sollte dies über L5 geschehen. #### Go-Arounds Standardgemäß wird bei einem Go-Around der "Standard Missed Approach" vom Tower angeordnet und der Pilot wieder an den Düsseldorf Terminal (EDDL\_APP) gegeben. Ein abweichendes Handeln ist vorher mit den entsprechenden Approachlotsen abzusprechen. #### Abrollen bei 05-Betrieb Landender Verkehr bei 05-Betrieb, welcher die Piste 05R entweder nach Landung oder Kreuzung über L1/2, L3 oder L4 verlässt, erhält in Absprache mit dem Ground-Lotsen bereits die Anweisung **"DLH123, turn right M, hold short of L3/L4/L5".** Dies beschleunigt die Rollanweisungen und hält den Abrollweg für das nächste landende/kreuzende Flugzeug frei. Dabei ist wichtig, dass der Pilot immer vor der nächsten Rollbahneinmündung hält. #### Helikopter-Betrieb Direkt am Flughafen befindet sich nur ein Helipad vor Hangar 10, ganz im Osten, nahe des Fernbahnhofs, welches allerdings ausschließlich von der Polizeifliegerstaffel NRW (Hummel) und Bundespolizei (Pirol) verwendet wird. Südlich der Kontrollzone, ca. 3nm nördlich SIERRA, befindet sich das Universitätsklinikum Düsseldorf (UKD). Nahe der nördlichen Kontrollzonen-Grenze, ca 2.2nm süd-östlich NOVEMBER, an der Berufsgenossenschaftlichen Unfallklinik (BGU) Duisburg ist der Rettungshubschrauber Christoph 9 (CHX9) stationiert. Hier kann bei Einsätzen öfters mit einer Anfrage zum Durchflug der Tower-Kontrollzone gerechnet werden. # Arrival Düsseldorf Arrival ist primär für alle An- und Abflüge des Flughafens Düsseldorf EDDL sowie Mönchengladbach EDLN verantwortlich. Sofern Sektor Bottrop (BOT) nicht seperat besetzt ist, werden dessen Aufgaben vom Arrival mit übernommen, wodurch auch An- und Abflüge von/nach Niederrhein-Weeze und Geilenkirchen mit in den Aufgabenbereich fallen. Der komplette Arrival Bereich kann in die im weiteren Verlauf beschriebenen vier Stationen aufgeteilt werden. ### Arrival Sektor Überblick Den folgenden zwei Grafiken kann die vertikale und horizontale Ausdehnung des gesamten Arrival- bzw. Departuresektors sowie der D-CTR und des abgesenkten C-Luftraums entnommen werden. Darüber hinaus grenzen folgende Nachbarsektoren an Düsseldorf Arrival bzw. Sektor Bottrop: - **Norden**: Amsterdam Radar (EHAA\_CTR) - **Osten**: Langen Radar PADL (EDLP\_PAL\_APP) und HMM (EDDG\_HMM\_APP) - **Süden**: Köln Arrival (EDDK\_APP) - **Westen**: Brussels Radar (EBBU\_CTR)

[![SOPs_EDLL_EDDL_APP_AS.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/sops-edll-eddl-app-as.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/sops-edll-eddl-app-as.jpg)	[![SOPs_EDLL_C_LR.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/9sKsops-edll-c-lr.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/9sKsops-edll-c-lr.jpg)
Sektor Düsseldorf Arrival inkl. Sektor Bottrop	Luftraum im Bereich Düsseldorf Arrival

#### Besetzungsreihenfolge 1. **Düsseldorft Arrival** - EDDL\_APP (DLA) 2. **Düsseldorft Director** - EDDL\_F\_APP (DLAT) 3. **Sektor Bottrop** - EDDL\_BOT\_APP (BOT) 4. **Düsseldorft Departure** - EDDL\_D\_APP (DLD) ### Düsseldorf Arrival (DLA) Grundsätzlich sollten die anfliegende Maschinen die Transitions benutzen, und nach Bedarf durch Vektoren im Downwind schneller in den Endanflug kommen. Falls der Verkehr es zuläst kann man auch die STARS in Betracht ziehen. Darüber hinaus gibt es auch CDA-Transitions (Continues Descent Approach) für beide Betriebsrichtungen, die aufgrund der Tatsache, dass sie nicht an den gefileten Clearancelimits beginnen, äußerst selten genutzt werden. Der Approach ist für die Freigabe der Verfahren zuständig, kann dies nach Absprache allerdings bei Einvernehmen auch an den Center delegieren (Ausnahme: PISAP/LMA-Arrivals). [![DUS_Sektor.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/dus-sektor.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/dus-sektor.jpg) *Sektor Düsseldorf Arrival (DLA)*

Mit dem AIRAC 2101 haben sich die Anflugverfahren in Düsseldorf geändert! Die Anflugpunkte PISAP und HALME entsprechen in etwa den veralteten Anflugverfahren der Punkte **TEBRO** und **XAMOD**. Piloten mit älteren AIRACs können auf diese Verfahren freigegeben werden, da sie ab dem folgenden Wegpunkt dem Verlauf der aktuellen STARs und Transitions folgen. Es gilt jedoch zu beachten, dass die aktuellen Transitions open end sind und mit einem Vektor im Gegenanflug enden während die alten Transitions auf den Endanflug drehen.

**Übergabehöhen:** Die Übergabehöhen der Anflüge können dem [Langen FIR internen LoA/BAO Dokument](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg/page/langen-acc-internal "BAO Langen FIR") entnommen werden (SF 01 - DLA, DLD, BOT). **Winter-MVA:** Der 3200-MVA-Bereich südlich vom Final 23L kann bis -10 °C mit Sommer-MVA (3000 ft AMSL) gelotst werden. Der 2200-Bereich rund um den Flughafen kann bis 0°C mit Sommer-MVA (2000 ft AMSL) gelotst werden. #### Dortmund Area Der in der Abbildung rot dargestellte Bereich liegt zwischen GND und FL65 dauerhaft in der Zuständigkeit von PADL für die In- und Outbounds aus Dortmund EDLW. Düsseldorf Arrival muss alle seine Flieger oberhalb von FL70 halten. Für die Nutzung mit eigenen Flugzeugen unter dieser Höhe ist für jeden Flieger immer ein individueller release von PADL notwendig. [![EDDL_deli_EDLW.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddl-deli-edlw.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddl-deli-edlw.jpg) *Dortmund Area | GND - FL65* ### Düsseldorf Director (DLAT) Die Aufgabe des Directors ist die möglichste enge und somit effektive Staffelung des ankommenden Verkehrs auf dem Endanflug. Der an ihn delegierten Luftraum von 2500ft AMSL bis FL70 bildet einen zu jeder Seite der Anfluggrundlinie 8 NM breiten Korridor mit einer Länge von 30 NM bei 23-Betrieb und 20 NM bei 05-Betrieb, gemessen jeweils ab der Schwelle der aktiven Piste.

[![DUSF_05.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/dusf-05.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/dusf-05.jpg)	[![DUSF_23.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/dusf-23.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/dusf-23.jpg)
Düsseldorf Director bei 05 Betrieb	Düsseldorf Director bei 23 Betrieb

Der Einsatz des Directors bringt bei wenig Verkehr und der damit verbundenen Verwendung von direkten Vektoren oder STARs keinerlei Nutzen. Deshalb sollte er nur eingesetzt werden, wenn das Verkehrsaufkommen die Anwendung von Transitions rechtfertigt. Übergaben vom Anfluglotsen sollten bei 23-Betrieb auf 5000ft AMSL bei dem Turn in den Downwind erfolgen. Bei 05-Betrieb sollte die Übergabe bei DL502 im Süden oder DL522 im Norden ebenfalls auf 5000ft AMSL erfolgen. Nach "NfL 1 - 9/09" findet in Düsseldorf eine reduzierte Radarmindeststaffelung für diagonal versetze Anflüge Anwendung (Abwechselnd auf die Nord- und Südbahn), sodass zwischen 10NM und dem Aufsetzpunkt eine **Radarmindeststaffelung von 2,5 NM** gestattet ist. ### Bottrop Sektor (BOT) Sektor Bottrop betreut den unteren Luftraum etwa nördlich von Düsseldorf und einen kleinen Teil oberhalb des Arrivalsektors. Zu seinen Aufgaben zählen neben den An- und Abflügen für Niederrhein-Weete (EDLV) und den militärischen Flugplatz Geilenkirchen (ETNG) primär Durchflüge von und nach Düsseldorf. [![EDDL_BOT_Sektor.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddl-bot-sektor.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddl-bot-sektor.jpg) *Grenzen Langen Radar Sektor Bottrop (BOT)* **Outbounds DUS:** Für Outbounds aus Düsseldorf gelten die folgenden Übergabehöhen. **Übergabehöhen:** Die Übergabehöhen können dem [Langen FIR internen LoA/BAO Dokument](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg/page/langen-acc-internal "BAO Langen FIR") entnommen werden (SF 01 - DLA, DLD, BOT). **Inbounds DUS:** Inbounds nach Düsseldorf erreichen den Sektor aus den Niederlanden über TEBRO auf FL170 kommend mit Clearance Limit **PISAP**. Sofern kein direct koordiniert wurde (z.B. BOT oder LMA), werden die Inbounds auf die jeweilige Transition freigegeben und vor erreichen von AGEDA (23) bzw. VALSU (05) auf **FL100** sinkend an den Arrival übergeben. Aufgrund der Inbounds via HALME muss AGEDA at or below FL130 passiert werden. Ist der Sektor Bottrop nicht seperat besetzt, wird er standardmäßig von Düsseldorf Arrival mit übernommen. Ist kein seperater Departure verfügbar, übernimmt BOT dessen Aufgaben. Vor allem bei viel Verkehr bietet der Split in DUS-A und BOT eine deutliche Entlastung des Arrivals. **Durchflüge:** Neben den Durchflügen von und nach Düsseldorf finden zudem allgemein Durchflüge im unteren Luftraum sowie zu Destinationen in den Niederlanden, Belgien und Luxemburg statt. Die jeweiligen Übergabehöhen sind in der jeweiligen LoA veröffentlicht. Flüge nach **Münster/Osnabrück** (EDDG) via BAMSU müssen für die **BAMSU#J** Arrival freigegeben werden (BAMSU at FL190), bevor die Übergabe sinkend auf **FL90 at HMM** an den Sektor HMM erfolgt. ### Düsseldorf Departure (DLD) Düsseldorf Departure ist für alle Abflüge aus Düsseldorf und Mönchengladbach verantwortlich. Piloten wechseln in der Regel nach beim passieren von 2000ft MSL selbstständig von der Tower- zur Departurefrequenz.

[![EDDL_DUS-D_05.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddl-dus-d-05.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddl-dus-d-05.jpg)	[![EDDL_DUS-D_23.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/eddl-dus-d-23.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/eddl-dus-d-23.jpg)
Departure Sektor 05 Betrieb	Departure Sektor 23 Betrieb

**Übergabehöhen:** Die Übergabehöhen der Abflüge können dem [Langen FIR internen LoA/BAO Dokuement](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg/page/langen-acc-internal "BAO Langen FIR") entnommen werden (SF 01 - DLA, DLD, BOT). ### Konfliktpunkte #### 05-Betrieb - Alle Outbounds auf einer SID kreuzen nach kurzer Zeit die STARs bzw. Transitions der der Inbounds (Norden via HALME, Süden via DOMUX). Die Abflüge sollten hierbei unterhalb (max. FL90) der Anflüge (mind. FL100) geführt werden. Nach passieren des Kreuzungspunktes können Sink- und Steigflug forgesetzt werden. - Die STARs und Transitions, welche von PISAP, HALME und BIKMU ausgehen, treffen sich letztendlich alle nördlich des Flughafens im Punkt GAPNU. Diejenigen von DOMUX und ELDAR (nur 05-Betrieb) südlich im Punkt DL502. Hier empfiehlt sich eine gute Vorausplanung und Vorsortierung für den Endanflug. - Die MODRU/NETEX-SID kreuzt nicht nur wie oben genannt den anfliegenden Verkehr, welcher über HALME kommt, sondern im weiteren Verlauf auch den anfliegenden Verkehr über PISAP kommend. Hier sollte möglichst versucht werden die abfliegenden Flugzeuge über die anfliegenden zu leiten. - Über das LMA NDB können sowohl Departures als auch Arrivals kommen. Auch hier bietet sich an den Verkehr vertikal zu staffeln und Abflüge zunächst unter den Anflügen zu halten, bis für die weitere Steig- bzw. Sinkflugfreigabe kein Konflikt mehr besteht. - EDLN-Abflüge aus Piste 13 kreuzen kurz nach Abflug den EDDL-Endanflug. Mönchengladbach Tower benötigt daher bei 13-Betrieb immer einen Departure Release von DLAT. DLAT und DLA sollten in diesem Fall ein ausreichende Lücke zwischen EDDL-Anflügen koordinieren und wenn nötig den Departure Release mit Bedingung eines Immediate Takeoff geben. - EDLN-Anflüge auf Piste 31 kreuzen den EDDL-Endanflug. DLAT und DLA sollten hier eine ausreichende Lücke zwischen EDDL-Anflügen koordinieren. Sinnvollerweise sollte außerdem DLAT den EDLN-Anflug auf den Endanflug führen. #### 23-Betrieb - Alle über die südlichen SIDs abfliegenden Flugzeuge kreuzen den über BIKMU anfliegenden Verkehr. Da dieser BIKMU auf FL140 kreuzt, sollten Abflüge zunächst unter FL140 gehalten werden und nach passieren des Konfliktbereichs für den weiteren Steigflug freigegeben werden. - Abfliegender Verkehr über die SONEB-SID kreuzt im Norden den anfliegenden Verkehr über PISAP. Auch hier sollte eine konfliktfreie Abwickelung möglich sein, da die Departures auf max. FL160 gecleared und die Arrivals auf FL170 über PISAP kommen. - Alle STARs und Transitions von den Punkten BIKMU, LMA, PISAP und HALME enden im BOT NDB bzw. treffen im Punkt XAMOD und DL426 aufeinander. Hier empfiehlt sich eine gute Vorausplanung und Vorsortierung für den Endanflug. - Über das LMA NDB können sowohl Departures als auch Arrivals kommen. Auch hier bietet sich an den Verkehr vertikal zu staffeln und Abflüge zunächst unter den Anflügen zu halten, bis für die weitere Steig- bzw. Sinkflugfreigabe kein Konflikt mehr besteht. - EDLN-Abflüge aus Piste 13 sind abhängig von den jeweiligen Steigraten nicht zwangsläufig von EDDL-Abflügen separiert. Mönchengladbach Tower benötigt daher bei 13-Betrieb immer einen Departure Release von DLD. DLD sollte entsprechend ein besonderes Augenmerk auf die Staffelung in dieser Situation haben. Wenn nötig kann DLD Düsseldorf Tower auch anweisen, Abflüge kurzzeitig anzuhalten um einen sicheren EDLN-Abflug zu ermöglichen. ### Holdings Sollten Holdings benötigt werden, können folgende veröffentlichte Holdings ab der angegebenen Höhe bis maximal zur vereinbarten Übergabehöhe genutzt werden. Eine darüber hinausgehende Höhe in den Holdings muss zwingend mit den angrenzenden Sektoren koordiniert werden, damit die Übergabehöhe an den Sektorgrenzen entsprechend angehoben wird: - **BAM** (min. 3000ft AMSL) - **BOT** (min. 4000ft AMSL) - **LMA** (min. 4000ft AMSL) - **LEBTI** (min. 3000ft AMSL) - **RONAD** (min. 4000ft AMSL) - **LAA** (min. 3000ft AMSL) - **MHV** (min. 2000ft AMSL) #### Enroute-Holdings (bevorzugt) Da die oben genannten Holdings teils den Arrival Sektor blockieren und das arbeiten erschwert wird, werden für Düsseldorf bevorzugt veröffentlichte Enroute-Holdings verwendet. Diese sind ebenfalls in Euroscope als Topsky Map hinterlegt. - **ADEMI** (für DOMUX Arrivals - min. 6000ft AMSL - Inbound 284° - Left) - **HMM** (für HALME Arrivals - min. 5000ft AMSL - Inbound 257° - Left) - **DOMEG** (für HALME Arrivals - min. 5000ft AMSL - Inbound 170° - Left) - **ELDAR** (für BIKMU Arrivals - min. 6000ft AMSL - Inbound 358° - Left) - **NVO** (für BIKMU Arrivals - min. 6000ft AMSL - Inbound 068° - Right) Auf der Transition für Düsseldorf stehen zusätzliche Holdings zur Verfügung, welche jedoch den gleichen Nachteil wie die bereits am Anfang erwähnten Holdings mit sich bringen. - **DL409** und **DL429** (min. 4000ft AMSL - max. FL070, bei 23-Betrieb) - **DL503** und **DL524** (min. 4000ft AMSL - max. FL070, bei 05-Betrieb) ### Crosscoupling von Approach Frequenzen Mit AIRAC 2301 wird das cross-couplen der Approach Frequenzen eingeführt. Dies bedeutet, dass ein aktiver EDDL\_APP, sämtliche andere EDDL\_X\_APP Frequenzen per XC in Audio for VATSIM cross-coupled. Dies ermöglicht uns bei besetztem Approach, in der ATIS stets die korrekte Departure Frequenz 121.355 zu verwenden, welche auf den Karten veröffentlicht ist. Verbindet sich ein Controller einer gecoupleten Position, so ist diese inaktiv zu schalten. EDDL\_BOT\_APP (BOT) übernimmt bei Aktivität wie gewohnt den EDDL\_D\_APP (DLD) und cross-coupled diesen. Wenn EDLN besetzt ist, müssen die dortigen Lotsen immer über die aktive Betriebsrichtung in EDDL informiert werden. # Parallelbahnsystem Düsseldorf

**Diese Seite befindet sich derzeit im Aufbau. Einige der angebotenen Inhalte können unvollständig sein oder Fehler enthalten.**

Die beiden Pisten des Flughafens Düsseldorf sind mit einem Abstand von nur 450m nicht weit genug auseinander, sodass dort nicht dauerhaft ein unabhängiger Parallelbahnbetrieb möglich ist. Um einen unabhängigen Parallelbahnbetrieb dauerhaft durchführen zu können, müssten hier mindestens 760m dazwischen liegen. In diesem Eintrag erhaltet Ihr als Tower anhand von Beispielen und genauen Beschreibungen einige Möglichkeiten, High-Traffic Situationen auch bei abhängigem Parallelbahn- bzw. eingeschränktem unabhängigen Parallelbahnbetrieb zu bewältigen. Ausschlaggebend für die Nutzung ist immer die aktuelle Wetterbedingung. Es gilt jedoch immer: safety first! ### Wetterbedingungen #### VMC (Visual Meteorological Conditions) VMC bedeutet Sichtflug-Wetterbedingungen, welche für den Luftraum D (CTR), also die Kontrollzone des Flughafens Düsseldorf, in der Luftverkehrsordnung mit folgenden Minimas festgelegt sind: - Bodensicht: 5km - Hauptwolkenuntergrenze: mind. 1500ft über Grund Die Sichtflug-Wetterbedingungen sind für die anderen Luftraumklassen unterschiedlich definiert. #### IMC (Instrument Meteorological Conditions) IMC sind Flugwetterbedingungen, die das Fliegen nach Instrumentenflugregeln (IFR) erforderlich machen. Diese Bedingungen herrschen immer dann, wenn keine VMC vorherrschen. ## Flugregeln Die Flugregeln definieren die Regeln, welche bei der Durchführung eines VFR- oder IFR-Fluges einzuhalten sind. #### VFR-Flugregeln Bei einem VFR-Flug im Luftraum D (CTR) gelten folgende Minimas: - Abstand von Wolken vertikal: 1000ft - Abstand von Wolken horizontal: 1,5km - Flugsicht: 5km - Bodensicht: 5km #### IFR-Flugregeln IFR im Luftraum D (CTR) kann immer geflogen werden. ### Radarstaffelung und reduzierte Radarstaffelung #### Radarstaffelung Grundsätzlich sind IFR zu IFR und IFR zu Special-VFR immer mindestens 3nm voneinander lateral oder 1000ft vertikal zu separieren. In Düsseldorf darf diese Separation zwischen 10nm Final bis zur Schwelle **bei parallel versetzen Anflügen auf 2,5nm** reduziert werden. #### Reduzierte Radarstaffelung Die Radarstaffelung darf unter folgenden Bedingungen reduziert werden: - Der Controller sorgt zwischen den Flugzeugen für einen angemessenen Abstand und kann diese ständig beobachten. - Jedes Flugzeug ist für die Piloten und der anderten beteiligten Flugzeuge ständig sichtbar. Die Piloten berichten, dass sie einen angemessenen Abstand selbst einhalten können oder - ein Flugzeug einem anderen folgt und der Pilot des nachfolgenden Flugzeug berichtet, dass er das vorausfliegende Flugzeug in Sicht hat und selbst für einen angemessenen Abstand sorgt. ### Parallelanflüge #### Parallel versetzter Anflug bei Radarstaffelung und VMC/IMC IFR/IFR (wetterunabhängig) Beide Flugzeuge haben die Landefreigabe erhalten. Im Falle eines Fehlanfluges beider Piloten muss hier das folgende Luftfahrzeug (blau) ggf. nach Norden abgedreht werden. [![EDLL_Parallelbahnsystem_Parallelanflug1.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/edll-parallelbahnsystem-parallelanflug1.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/edll-parallelbahnsystem-parallelanflug1.jpg)*Beispiel 1: parallel versetzter Anflug bei mindestens 2,5 NM Radarstaffelung und VMC/IMC IFR/IFR* #### Parallel versetzter Anflug bei reduzierter Radarstaffelung (visuelle Separation) und VMC IFR/IFR (wetterabhängig) Beide Flugzeuge haben die Landefreigabe erhalten, jedoch ist eine Bestätigung des folgenden Flugzeuges (blau) notwendig, dass das Vorausgehende (grün) in Sicht ist. Im Falle eines Fehlanfluges beider Piloten muss hier das folgende Luftfahrzeug (blau) ggf. nach Norden abgedreht werden. (Beispiel 2) Auch bei VMC ist es jedoch nicht erlaubt, dass aus dem parallel versetzten Anflug ein paralleler Anflug wird und das folgende Flugzeug (blau) zu weit aufholt. In diesem Falle muss das folgene Flugzeug zwingend durchstarten. (Beispiel 3) [![EDLL_Parallelbahnsystem_Parallelanflug2.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/edll-parallelbahnsystem-parallelanflug2.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/edll-parallelbahnsystem-parallelanflug2.jpg)*Beispiel 2: parallel versetzter Anflug bei 2 NM reduzierter Radarstaffelung und VMC IFR/IFR* [![EDLL_Parallelbahnsystem_Parallelanflug3.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/edll-parallelbahnsystem-parallelanflug3.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/edll-parallelbahnsystem-parallelanflug3.jpg)*Beispiel 3: paralleler Anflug bei 0,3 NM reduzierter Radarstaffelung (nicht versetzt!) und VMC IFR/IFR* #### Parallel versetzter Anflug bei visueller Separation und VMC IFR/VFR (wetterabhängig) Beide Flugzeuge haben die Landefreigabe erhalten, jedoch ist eine Bestätigung des folgenden Flugzeuges (grün) notwendig, dass das Vorausgehende (blau) in Sicht ist. Im Falle eines Fehlanfluges beider Piloten muss hier das folgende Luftfahrzeug (grün) ggf. nach Süden abgedreht werden. [![EDLL_Parallelbahnsystem_Parallelanflug4.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/edll-parallelbahnsystem-parallelanflug4.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/edll-parallelbahnsystem-parallelanflug4.jpg)*Beispiel 4: parallel versetzter Anflug bei visueller Separation und VMC IFR/VFR* #### Parallel versetzter Anflug bei visueller Separation und VMC VFR/VFR (wetterabhängig) Beide Flugzeuge haben die Landefreigabe erhalten, jedoch ist eine Bestätigung des folgenden Flugzeuges (grün) notwendig, dass das Vorausgehende (blau) in Sicht ist. Im Falle eines Fehlanfluges beider Piloten muss hier das folgende Luftfahrzeug (grün) ggf. nach Süden abgedreht werden. [![EDLL_Parallelbahnsystem_Parallelanflug5.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/edll-parallelbahnsystem-parallelanflug5.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/edll-parallelbahnsystem-parallelanflug5.jpg)*Beispiel 5: parallel versetzter Anflug bei visueller SSeparation und VMC VFR/VFR* ### Parallelan- und abflüge #### Parallel versetzter An- und Abflug bei Radarstaffelung und VMC/IMC IFR/IFR (wetterunabhängig) Die beiden Flugzeuge haben jeweils die Start- bzw. Landefreigabe erhalten und der Abstand beträgt mindestens 3nm. [![EDLL_Parallelbahnsystem_Parallelanabflug1.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/edll-parallelbahnsystem-parallelanabflug1.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/edll-parallelbahnsystem-parallelanabflug1.jpg)*Beispiel 1: parallel versetzter An- und Abflug bei mindestens 3 NM Radarstaffelung und VMC/IMC IFR/IFR* #### Parallel versetzter An- und Abflug bei reduzierter Radarstaffelung (visuelle Separation) und VMC IFR/IFR (wetterabhängig) In der AIP des Flughafens Düsseldorf ist folgendes zur parallelen, unabhängigen Pistennutzung geschrieben: > Bei ausreichenden Wetterbedingungen können Starts und Landungen auf bei-den Pisten zur gleichen Zeit durchgeführt werden. Bei Bedarf erstellt ATC schnellstmöglich nach Sicht Staffelung zwischen Abflügen und Fehlanflügen. Das heißt, dass eine unabhängige Pistennutzung (durchgehend Starts und Landungen auf beiden Pisten zur gleichen Zeit) immer dann erlaubt ist, wenn die Wetterbedingungen VMC aufweisen. Die entsprechenden Minimas sind oben in diesem Dokument aufgeführt. Es folgt ein Beispiel zur Veranschaulichung: Die beiden Flugzeuge haben jeweils die Start- bzw. Landefreigabe erhalten und sind visuell separiert. Das landende Flugzeug (blau) hat eine Verkehrsinformation über das startende Flugzeug (grün) bekommen. Im Falle eines Durchstartens des blauen Flugzeuges besteht jedoch keine ausreichende Staffelung mehr und es muss seitens des Towers umgehend gehandelt werden. Dieser sollte schnellstmöglich eine Staffelung nach Sicht herstellen lassen (auch ggf. mithilfe von Headings). Entsprechende Funkbeispiele sind unten unter Phrasiologie zu finden. [![EDLL_Parallelbahnsystem_Parallelanabflug2.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/edll-parallelbahnsystem-parallelanabflug2.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/edll-parallelbahnsystem-parallelanabflug2.jpg)*Beispiel 2: paralleler An- und Abflug bei reduzierter Radarstaffelung und VMC IFR/IFR* ## Phraseologie

Beispiele bei Go-arounds
DLH123 go-around, I say again go-around. Fly missed-approach procedure as published. Maintain visual separation to departing B737 on runway 23L. Contact Langen Radar on 128.550.
DLH123 go-around, I say again go-around. Turn right heading 360, climb altitude 4000ft. Maintain visual separation to departing B737 on runway 23L. Contact Langen Radar on 128.550.

# EDDR - Saarbrücken Airport # Overview **Saarbrücken is an unrestricted airport** and **part of the [S1 minor program](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg-cw9/page/s1-training "EDGG S1 minor program")**. GND and TWR can be staffed by all controllers with an **S1** rating or higher who have passed the required moodle courses. The Pfalz sector (APP) can be staffed by all controllers with an **S3** rating or higher. ### ATC Stations

Station	Station ID	Login	Frequency	Remarks	Endorsement
ATIS	ADR	EDDR\_ATIS	125.480	--	--
Ground	DRG	EDDR\_GND	118.555	--	unrestricted: [EDDR CBT](https://moodle.vatsim-germany.org/course/view.php?id=65 "EDDR Tower Course (VATGER Moodle)")
Tower	DRT	EDDR\_TWR	118.355	--	unrestricted: [EDDR CBT](https://moodle.vatsim-germany.org/course/view.php?id=65 "EDDR Tower Course (VATGER Moodle)")
Pfalz sector	PFA	EDDR\_PFA\_APP	129.675	--	unrestricted: no course

### Quickview *[![EDDR Tower Quicksheet PNG.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-07/eddr-tower-quicksheet-png.png)](https://dms.vatsim-germany.org/s/2pbBT2GxydsKxNr "EDDR Quicksheet PDF") click on the image to open the printable Quicksheet* # Ground and Tower ### SID Assignment SIDs via TOMPI with designator K or N shall only be used for prop/turboprop aircraft up to [5.7t MTOM](https://contentzone.eurocontrol.int/aircraftperformance/default.aspx "Eurocontrol Aircraft Database"). Primary the RNAV SIDs with designators L and M are preferred. ### Ground Saarbrücken Ground is responsible for startup and enroute clearance and all aircraft movements at the airport. #### Parking Positions All stands at the airport (N1/S1 - N5/S5) are taxi-out positions and can be used facing north or facing south by aircraft up to B737/A321. Primary the S positions facing to the north are used. GAT traffic is parked west of taxiway B in front of the hangar. ### Tower Runway 27 is preferred at Saarbrücken as it is the only runway with an ILS approach. On request by the pilot, an opposite departure out of runway 09 is possible and needs to be coordinated with Approach. A separate release by Approach is required prior to departure. Departing traffic needs to contact Langen Radar immediately after take-off. **VFR Traffic** is not allowed to fly higher than 3000 ft AMSL inside the CTR. All departures shall be separated by radar separation or wake turbulence separation, whichever is greater. Departures flying the same SID shall be spaced by at least 5NM when the following aircraft overflies the departure end of the runway. [![grafik.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/JPAgrafik.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/JPAgrafik.png) *Controlzone Saarbrücken - © [openflightmaps.org](https://www.openflightmaps.org/)* ### Auto-Handoff Saarbrücken utilizes an auto-handoff procedure for IFR departures where **Tower will not hand off outbounds to the approach/center controller**. Make sure to set the correct departure frequency in the ATIS.

Outbounds should contact APP/CTR **immediately when airborne** unless explicitly told to remain on Tower frequency.

# Arrival - Sector Pfalz The Langen Radar Sector Pfalz (PFA) is responsible for the arrival duties. He is responsible for traffic with origin or destination Saarbrücken (EDDR), the military airport Ramstein (ETAR) and the airfield Zweibrücken (EDRZ). For runway 09 only RNP and VOR approaches are available. Runway 27 also has an ILS (CAT I) and NDB approach. For all airports inside the sector there are no STARs available and all of them need vectors or directs after their last waypoint towards the final. The MVA within the sector is between 3000ft and 5000ft MSL. MIL charts for ETAR are available [here](https://www.milais.org/publications.php) (GEMIL FLIP VAD). Departing traffic out of Saarbrücken will leave the sector via GERKU at FL210 and GTQ at FL80. **Zweibrücken:** The airfield Zweibrücken has an RMZ and published IFR departure and arrival procedures. Pfalz is responsible to issue the remote IFR clearence to departing traffic out of EDRZ. **Ramstein:** The US Army Air Base Ramstein uses FAA procedures in real life. On Vatsim the German phraseology should be used if not familar with other procedures. It is important to know that all SIDs out of ETAR uses Transitions to the last waypoint. [![EDGG_PFA.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/uvVgrafik.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/uvVgrafik.png) *Langen Radar Sector Pfalz* # EDDS - Stuttgart Airport # Overview Stuttgart is a medium-sized and very interesting airport, especially when there's a lot of traffic. With only one runway, preplanning is important to run the airport efficiently. Like in reality, the typical traffic at the airport is a mix of VFR and short to medium haul IFR flights. **Stuttgart is an unrestricted airport.** DEL and GND are unrestricted and can be staffed by all controllers with an **S1** rating or higher who have passed the **required moodle courses**. TWR can be staffed by all controllers with an **S2** rating or higher. All radar positions can be staffed by all controllers with an **S3** rating or higher.

**Training:** Controllers with the S1 rating can staff TWR during their training (active EDDS\_TWR solo endorsement required). Controllers with the S2 rating can staff APP positions during their training (active EDDS\_APP solo endorsement required - sector NOR not included). ### Stuttgart ATC Stations

Station	Station ID	Login	Frequency	Remarks	Endorsement
ATIS	ADS	EDDS\_ATIS	126.130	--	--
Delivery	DSC	EDDS\_DEL	121.915	--	unrestricted: [EDDS CBT Delivery](https://moodle.vatsim-germany.org/course/view.php?id=80 "Course EDDS (VATGER moodle)")
Ground	DSG	EDDS\_GND	118.605	--	unrestricted: [EDDS CBT Delivery & EDDS CBT Ground](https://moodle.vatsim-germany.org/course/view.php?id=80 "Course EDDS (VATGER moodle)")
Tower	DST	EDDS\_TWR	118.805	--	unrestricted: no course
VFR Tower	DSTV	EDDS\_VFR\_TWR	119.055	relief station during high amount of inbound VFR traffic	unrestricted: no course
Stuttgart sector	STG	EDDS\_STG\_APP	125.050	primary	unrestricted: no course
Reutlingen sector	REU	EDDS\_REU\_APP	119.200	relief station during high amount of traffic in the TMA	unrestricted: no course
Director	DSAT	EDDS\_F\_APP	119.850	--	unrestricted: no course

### Controlzone Stuttgart [![grafik.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/8K4grafik.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/8K4grafik.png) *Stuttgart Controlzone (D-CTR) - © [openflightmaps.org](https://www.openflightmaps.org/)* # Delivery Stuttgart Delivery is responsible for enroute and startup clearances for all departing IFR aircraft. VFR aircraft have to call Delivery for departure information. **For all departures (IFR and VFR) Stuttgart Delivery is the first station to contact**, except for police helicopters, which may also contact Ground initially. ### Enroute Clearance Delivery shall ensure that the initial climb is set (always 5000ft) and the correct SID is coded into the flightplan. Additionally, Delivery has to make sure that all SID restrictions are adhered to.

SID	Phraseology
25 ops.:
ABTAL #B, TEDGO #B, KUNOD #B, KRH #B, VESID #B, TAGIK #B, ETASA #B, STG #B, OKIBA #B, DKB #B, GEBNO #B	climb via SID
SUL #B, ROTWE #B	climb
07 ops.:
ABTAL #H, DKB #H, GEBNO #H, OKIBA #H, ETASA #H, TAGIK #H, VESID #H, KRH #H,	climb
ROTWE #H, SUL #H, TEDGO #H, KUNOD #H, ROTWE #K, TEDGO #K, SUL #K	climb via SID

##### Both Arrivals staffed If both Arrivals are staffed, Delivery needs to inform all south departures (via **ROTWE, SUL, KUNOD, and ABTAL**) to contact 119.200 immediately when airborne as part of the enroute clearance. For all other departures the ATIS remark remains valid and no additional information is required. > **ATC**: DLH123, revised airborne frequency 119.200.

Alternatively, to avoid confusion for the pilots, the departure frequency can be completely removed from the ATIS. In this case, Delivery has to **inform all pilots about their respective departure frequency**.

##### Local IFR Local IFR flights are possible via **TEDGO** and **STG** but need to be coordinated and **require a startup release by Arrival (STG) or Director (DSAT), if online**. When Director is online, local departures need to be advised with the enroute clearance to contact 119.850 immediately after departure. > **ATC**: DLH123, revised airborne frequency 119.850. Departures planning to perform **IFR training at Schwäbisch Hall (EDTY)** also **require a startup release by Arrival (STG)**. ##### SID Restrictions To ensure an efficient operation within the upper and lower airspace several restrictions should be met. To solve an invalid route, the pilot usually has to **file a completely new route** (valid routes for many destinations can be found on [grd.aero-nav.com)](https://grd.aero-nav.com "grd.aero-nav.com").

Waypoint	Restriction	Remark	Phrasiology
DKB	only via N869 or DEST EDDN, EDTY, EDQ\*
ETASA	only DEST EDDF, EDFC, ETOU, EDFE
GEBNO	only via Z76 & max. RFL FL180
KRH Karlsruhe	max. RFL FL80 (Mo - Fri) & only DEST EDDR, EDRZ, EDSB, ETAR	other DEST via VESID \[...\]
OKIBA	min. RFL FL200
ROTWE	if via NATOR: jet only	reroute props via SUL Y125 NATOR
STG Stuttgart	only local IFR
SUL Sulz	Jet: only DEST EDTL, EDNY, LSZH, LSZR	reroute jets via ROTWE Y126 TUBLO N850 NATOR
TAGIK	only via ABUMO/ASKIK & max. RFL FL240
TEDGO	only local IFR or DEST ETHL

##### K-SIDs Departures with designator K require special aircraft navigation capabilities and are **only assigned if specifically requested by the pilot**. ##### Opposite Departure If pilots are not able to fulfill the required climb restrictions for their SID or to save taxi time and shorten the departure (especially during 25 operations for outbounds flying to the east), opposite departures against the operating direction are possible. These departures always have to be **coordinated with Tower and Arrival**, need a **startup and departure release by Arrival** and are **only considered upon explicit pilot request**. **An outbound requesting an opposite departure should first be cleared for runway 25** and told to also prepare the appropriate 07 departure. > **ATC**: Lufthansa 123, cleared to Frankfurt, ETASA4B departure, flight planned route, climb via SID to altitude 5000ft, squawk 1000. **Additionally prepare ETASA2H departure out of runway 07, final runway decision when ready to taxi.** The final decision on which runway the aircraft will depart out of will be made when the aircraft requests taxi (when it is clearer whether an opposite departure will be possible). This will also not require a startup release by Arrival, but the **decision for the 07 departure has to be coordinated with Tower and Arrival**. For an opposite departure to be possible, there usually has to be a **gap of at least 10 minutes between two arrivals**. If the outbound will shortly request taxi, but you are unsure whether an opposite departure will be possible, **Arrival can be asked for a "latest airborne time"**, the latest possible time for the aircraft to depart against the operating direction. This information can then be **forwarded to the pilot** and if they are able to depart before this time, a clearance for a 07 departure can be issued. ##### Datalink Clearance (DCL/PDC) At Stuttgart Airport we offer Datalink Clearance to the pilots via the **[Hoppie System](https://www.hoppie.nl/acars/ "Hoppie Datalink System")** and the Topsky Plugin. The airport code EDDS should be used. When using vACDM, the DCL/PDC **message template REQ STARTUP ON FREQ ACCORDING TSAT + TOBT** should be used. The following is an example message using this template.

CLD 2042 230615 EDDS PDC 026 DLH8AL CLRD TO EDDF OFF 25 VIA ETASA4B CLIMB 5000 SQUAWK 1000 NEXT FREQ 121.900 ATIS R REPORT TOBT AT VACDM.VATGER.DE AND REQ STARTUP ACC TSAT ON 121.900

### Startup When startup clearance cannot be given immediately or the pilot is not ready for startup within the next 5 minutes, the pilot needs to stay on Delivery frequency until they receive their startup clearance. To create an efficient startup flow, the **[vACDM plugin](https://knowledgebase.vatsim-germany.org/books/vacdm "vACDM Guide") should be used**. If the vACDM plugin is not used, a startup clearance can be issued roughly every 2-3 minutes. ##### Runway Capacity To ensure smooth operations and an acceptable level of workload for following stations, **Delivery has to make sure the startup rate is regulated to the current airport capacity**. The following table shows the maximum capacity of Stuttgart airport.

Normal operations
max. movements per hour	48
max. departures per hour	40 (with no arrivals)
max. arrivals per hour	40 (with max. 8 departures)
LVP
max. movements per hour	14

Maximum capacity **might have to be adjusted downwards** in case of high complexity (e.g. high level of differing aircraft performances for inbound and/or outbound traffic) or a high amount of VFR movements. During normal operations with roughly the same amount of inbound and outbound traffic, the traffic should be regulated towards **24 departures and 24 arrivals per hour**. ##### Outbound Taxi Times The average time between startup approval and takeoff clearance is **5-10 minutes during 07 operations** and **15-20 minutes during 25 operations**. More accurate times are available through use of the vACDM plugin. # Ground Stuttgart Ground is responsible for all ground movements at the airport (including pushback). ### Parking positions Stands are automatically assigned according to airline and aircraft type. Cargo and US military aircraft (other military aircraft park at an appropriate stand in the North, usually at the GAT if they are small enough) are parked in the Southern part of the airport. **Stands 40 - 56** are **taxi out positions**, so no pushback is required. Stands **61 - 64** are **available for taxi out if the opposite stand is not occupied**. If necessary, aircraft may taxi through stands 40 - 56. Only stands 9 - 16 have jetways. ##### Relocated stands During construction works, stands 40 - 48 were relocated. This means that, depending on their scenery, **pilots might take the wrong stand**. The automatic stand assignment is based on the current real world layout. ### Pushback ##### Distance between simultaneous pushbacks **At least two stands have to be between two simultaneously pushing aircraft**. This can be reduced to one or even no stand by issuing special pushback instructions. The following example will explains these special pushback instructions. [![EDDS_closepush.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-06/scaled-1680-/push-1-stand.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-06/push-1-stand.jpg)*SWR45SZ and EWG2478 have both requested pushback but there is only one stand between them* Assuming both aircraft shall push back facing east, the following pushback instructions will allow for simultaneous pushback.

if SWR45SZ pushes first	SWR45SZ is instructed to make a long pushback once SWR45SZ is aligned with the taxiway, EWG2478 is instructed to make a normal pushback
if EWG2478 pushes first	EWG2478 is instructed to make a short pushback once EWG2478 has finished pushing back, SWR45SZ is instructed to make a normal pushback

If there is no stand between the two aircraft, a simultaneous pushback is **only possible with the scenario in which SWR45SZ pushes first**; EWG2478 then has to also make a short pushback. ##### Orange line The orange line at stands 71-75 allows pushback of aircraft with a **maximum wingspan of 36m** to allow simultaneous taxi operations of aircraft with a maximum wingspan of 36m on N. For pushbacks on this orange line, there are **mandatory pushback directions** according to the table below (pushbacks onto N can still face both directions). - **71 and 72:** facing west - **73:** facing west or east - **74 and 75:** facing east When stands 71A or 74A are occupied, the orange line is not available for pushbacks. Additionally, orange line pushbacks are **not available for stands 71A and 74A**. ### Taxi **Taxiway N is always used opposite to the direction of the active runway**. In 25 configuration, N is therefore used for departing traffic, in 07 configuration for arriving traffic. Taxiway S is always used opposite to N. General Aviation aircraft are usually sent to intersection C (25 operations) or G (07 operations). ##### Vacating Traffic **Tower will give the initial turn** onto N or S after vacating according to the current standard taxi direction. The handoff will take place thereafter. ##### Runway Crossing Runway crossings can only be conducted between K and Y. Traffic can either be sent to Tower for the crossing or remain on Ground frequency, depending on the traffic situation (during high traffic, it may be easier to send the aircraft to Tower for a more efficient crossing). If the aircraft remains on Ground frequency, **Tower has to release the crossing** and Ground has to inform Tower once the runway is clear again. The following communication helps to keep Tower informed on the status of the crossing. > *Traffic is cleared to cross:* **Ground (to Tower):** Crossing in progress. > > *Traffic is clear of the runway:* **Ground (to Tower):** Crossing complete. ##### Taxiway Z Taxiway Z west of taxiway Y **should only be used for military aircraft**. Depending on the amount of traffic, deviations are possible. The **extended centerline** may only be crossed on Z under the following circumstances:

07 operations	crossings always have to be released by Tower
25 operations (CAT I)	aircraft < 14m height (all Light and Medium aircraft): Tower informed about crossing aircraft ≥ 14m height: crossing released by Tower
25 operations (LVP)	aircraft < 6m height (most smaller business jets): Tower informed about crossing aircraft ≥ 6m height: crossing released by Tower

##### Code F Aircraft (B748, A388) Due to wingspan restrictions on most parts of the Northern apron, **special taxi procedures are necessary for code F aircraft**. During **07 operations**, outbound traffic can simply depart via intersection K or Y, but inbound traffic requires a **special routing via S**. Due to wingspan restrictions on other exits, these aircraft will have to vacate via B or A. They can't turn immediately onto S from those intersections, but instead need to first taxi via N and then switch to S at D. [![EDDS_codeftaxi_02.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-06/scaled-1680-/748-taxi-in-07-annotated.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-06/748-taxi-in-07-annotated.jpg) During **25 operations**, outbound traffic has to **taxi via S, opposite to the standard direction** and switch to N at D. This means that inbound traffic can't be sent left onto S by Tower - there are multiple possible solutions to this, but the easiest one is for the Tower controller to hand off inbounds holding short of S if there could be a conflict. [![EDDS_codeftaxi_01.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-06/scaled-1680-/748-taxi-out-25-annotated.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-06/748-taxi-out-25-annotated.jpg) The **handling of an inbound code F aircraft during 25 operations depends on the current traffic**. During periods of low traffic, the aircraft can be allowed to vacate the runway via Y, but during periods of high traffic it might make more sense to instruct the aircraft to vacate to the right via F or H and later cross the runway at K. **Code F aircraft can be parked on the Northern apron** despite the wingspan restrictions. The available parking positions on the Northern apron for these aircraft types are **24A, 26A, and 28A**. Inbound aircraft always have to taxi to the stand via H and M, while outbounds can use H or L2, depending on the traffic situation. [![EDDS_codeftaxi_03.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-06/scaled-1680-/748-stand-taxi-annotated.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-06/748-stand-taxi-annotated.jpg) ##### Cargo Traffic Cargo traffic should primary taxi to the cargo positions via Y. **Inbounds from runway 25** can vacate via W (depending on wingspan) or Y, while **inbounds from runway 07** need to taxi via N or S and K to cross runway 07. During **high traffic 07 operations**, a crossing on Z might be more efficient. ### Ground Movement Strategies While the **best strategy always depends on the individual situation**, the following paragraphs give an overview over the most useful strategies which are also regularly used in the real world. ##### Roundabout During **07 operations**, inbound traffic usually switches from N to M via H, so that L2 and L3 can be used for outbound traffic. Whether traffic pushing back from stands 9-19 should push back facing east- or westbound depends highly on the traffic situation. However, during high traffic situations it **usually makes more sense make all pushbacks facing west** to keep all traffic on M moving in the same direction. [![EDDS_taxistrategies_02.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-06/scaled-1680-/07-h-m-strategy-annotated.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-06/07-h-m-strategy-annotated.jpg) *CFG228G (inbound for stand 14) is instructed to taxi via H and M, while EWG2478 (outbound from stand 16) taxis via L2 and K* As the **apron can get crowded really quickly during 07 operations**, it can make sense to move outbounds from the Northern apron to the holding point via Z and Y. Keep in mind that crossings on Z always need a release from Tower during 07 operations! During **25 operations**, outbound traffic often switches from M to N via H so that L2 and L3 can be used for inbounds. If there is a lot of outbound traffic, it **might make sense to also use L2 for outbounds**; keep in mind that you will then have to merge the traffic streams again at H, though. ##### Outbound Sequencing at K During high outbound traffic situations with 07 operations, it is **good practice to only send aircraft through to the holding point once they have reported ready for departure**. A good strategy for ensuring this is to **instruct aircraft to hold short of K** (if coming from O, N, or S) **or of N** (if coming from L2). Then, once a pilot has reported ready, they are instructed to continue to the holding point and to contact Tower. > **ATC**: EZY47RJ, taxi via N, hold short of K, report ready for departure. > **Pilot**: Taxi via N, hold short of K, wilco, EZY47RJ. [![EDDS_07readystrategy.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-06/scaled-1680-/07-ready-message-strategy.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-06/07-ready-message-strategy.jpg)*three aircraft holding short of K/N* > **Pilot**: SWR45SZ, ready for departure. > **ATC**: SWR45SZ, taxi to holding point runway 07 via K and contact Tower 118.805. > **Pilot**: SWR45SZ, taxi to holding point runway 07 via K and contacting Tower 118.805. > > *SWR45SZ taxis forward to the holding point and switches to Tower.* > > **Pilot**: EZY47RJ, also ready for departure. > **ATC**: EZY47RJ, taxi to holding point runway 07 via K and contact Tower 118.805. > **Pilot**: Taxi to holding point runway 07 via K and contact Tower 118.805, EZY47RJ. > > *EZY47RJ taxis forward to the holding point and switches to Tower.* > > **ATC**: AUA75SW, taxi to holding point runway 07 via K and when ready for departure contact Tower on 118.805. > **Pilot**: AUA75SW, taxiing to holding point runway 07 via K, Tower on 118.805, wilco.

As there are no further aircraft currently taxiing towards the holding point, there is **no need to wait for AUA75SW to report ready for departure to Ground** once SWR45SZ and EZY47RJ have been moved to the holding point.

### De-Icing Stuttgart has four deicing pads. **Deicing operations are only conducted on those deicing pads**. Aircraft always have to **enter the deicing pad from N**. For exiting the deicing pad, the procedures are as follows: - **DP1**: westbound via S - **DP2**: eastbound via S - **DP3**: westbound via S - **DP4**: eastbound via S During 25 operations, it is also possible to allow aircraft that have been deiced on DP2 to make a sharp left turn and join N by crossing H. There are guidance lights for the pilots to follow, but there is **no dedicated taxiway**. If you want to use this procedure, you should give a very detailed instruction on how to leave the deicing pad in order to **make sure pilots understand how the procedure works**. > **ATC**: DLH123, make a left turn, cross taxiway H to join N, thereafter taxi to holding point runway 25 via N and A. ##### Restrictions Each deicing pad has a **maximum wingspan limit** according to the table below.

Deicing Pad	Wingspan limit
DP1	Code E (max. 65 m) except B747 and AN124 (e.g. A359)
DP2	Code F (max. 80 m) (e.g. A388)
DP3	Code C (max. 36 m) (e.g. B738)
DP4	Code C (max. 36 m) (e.g. B738)

During deicing operations, the **relevant sections of taxiway S are closed for taxi operations**: - **DP1/DP2**: between I and H - **DP3/DP4**: between H and F Additionally, depending on the length of aircraft on the deicing pads, the **relevant sections of N have different wingspan restrictions** according to the table below.

Length of aircraft on deicing pad	Wingspan restriction on N
< 50 m (e.g. A310)	max. 60 m (e.g. B742)
50 - 60 m (e.g. A332)	Code D (max. 52 m) (e.g. B788)
60 - 65 m (e.g. A339)	max. 42 m (e.g. B701)
65 - 70 m (e.g. A124)	Code C (max. 36 m) (e.g. B738)
> 70 m (e.g. B748)	max. 24 m (e.g. CRJ7)

### General Aviation Terminal (GAT) The GAT itself is uncontrolled. Ground only assigns the GAT exits. **Exit 1** can be used for aircraft with a wingspan up to **22 m** while **Exits 2 and 3** can be used for aircraft with a wingspan up to **29 m**. **Multi-engine aircraft and jets** shall always use **Exit 2 or 3**. Aircraft parked at the **Southern stands on Apron GA3** can also taxi directly onto N. **Apron GA2** is only available for aircraft with a [**MTOW of 2000 kg**](https://contentzone.eurocontrol.int/aircraftperformance/default.aspx "Eurocontrol Aircraft Database") or below (D-Mxxx, D-Exxx and D-Gxxx). **Apron GA3** can be used for every aircraft with a maximum **wingspan of 29 m** and a **length of 30.3 m**.

During recent real world construction work in the GAT area, the [Exits have been renamed and repositioned](https://board.vatsim-germany.org/threads/07-08-23-26-10-23-partial-closure-of-twy-n-at-edds-permanent-restructuring-of-edds-gat-exits.70739/ "NAV Forum post on EDDS construction work"). While these changes are now complete and the new names are available in the latest charts, **most pilots will not have up to date sceneries**. Due to this, both Ground ASRs will use the old layout but with updated Exit names. Keep in mind that **some pilots may not be able to use Exit 3 due to their scenery**, so it is good practice to ask them if they are able before assigning it.

# Tower Stuttgart Tower is responsible for the runway and traffic within the Stuttgart CTR.

Please also **check the [EDDS Arrival SOP](https://knowledgebase.vatsim-germany.org/books/sops-fir-langen/page/arrival "EDDS Arrival SOP")** to familiarize yourself with Arrival procedures relevant for Tower operations to enable the necessary coordination with Approach.

### General ##### Operating direction Runway in use is based on the direction of the wind (METAR and TAF) and general weather conditions. While there is technically **no preferred runway direction** at Stuttgart, 25 is normally used whenever conditions allow. ##### Taxiway Z Taxiway Z is **controlled by Ground**. To avoid low altitude overflights on short final during 07 operations and ILS interference during 25 operations, crossings of some high aircraft **on Z between O and R** require **approval by Tower** to cross the extended centerline according to the rules below. Ground has to inform Tower of crossings that don't require approval as well. If the restrictions are not met, the **aircraft on final has to go around**.

Height	Restriction
07 operations
any	sensitive area has to be clear when traffic is within 2 NM final
25 operations
> 14 m (CAT1)	traffic must be able to proceed without ILS guidance within 4 NM final
> 6 m (LVP)	sensitive area has to be clear when traffic is within 4 NM final

[![EDDS_Zcrossing.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-06/scaled-1680-/z-restricted-area-annotated.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-06/z-restricted-area-annotated.jpg) *the sensitive area (red) can be estimated in extension of the holding points* Additionally, during 25 operations, Tower shall **inform aircraft on final about potential ILS interference** from crossings on Z that require approval. > **ATC:** Lufthansa 123, expect short term ILS interference by Airbus A320 crossing on Z. ### Outbound Traffic ##### Intersection Departures Pilots always need to be asked if they are able for any intersection except full length. **Smaller aircraft** are usually sent to intersection C (25 operations) or G (07 operations). ##### Bypass Area If outbound traffic is not ready for departure, it can wait at bypass area P1 or P2 **(max. B739/A321)**. The bypass area also makes it possible to change the departure sequence when the preceding traffic is instructed to hold short of S and the succeeding traffic to taxi to the holding point via P1 or P2 and S. ##### Separation Stuttgart Tower is responsible for separation until the aircraft reaches the initial climb altitude. During 07 operations, special attention must be paid to aircraft on **K-SIDs departing after traffic on a H-SID that also makes a right turn to the West after takeoff (ROTWE, STG, SUL, and TEDGO)**. To ensure separation, Tower has two options: - departure release by the appropriate Langen Radar sector - guaranteed minimum 1000ft vertical separation (e.g. due to climb rate or if the H-SID reaches FL60 before the K-SID reaches 4000ft) ##### Opposite Departures Departures against the current operating direction always require a **departure release** by Stuttgart Director (DSAT), if online, and otherwise by Langen Radar (STG). A rule of thumb for when such a release can usually be expected is when the next inbound is **at least 20 NM from touchdown**. Due to other factors, a release might still be granted later or not anymore, though. ##### Visual Departures To increase efficiency, Tower can utilize visual departures for **prop and turboprop aircraft up to 5.7t MTOM**. These have to be **coordinated with Arrival and accepted by the pilot**. Separation always has to be ensured. > **ATC:** DEABC, advise able to accept visual departure. **ATC:** DEABC, when airborne turn right heading 340, maintain visual reference to the terrain until passing 3500ft, climb 5000ft, remain on tower frequency.

SID	Heading
07 North	350
07 South	160
25 North	340
25 South	200

The handoff to Arrival takes place when the **aircraft has passed the MVA**. ### Inbound Traffic ##### Vacating Traffic Tower shall give the initial turn onto taxiway N or S when vacating. This will ensure an efficient traffic flow and prevent blocking the runway exits with traffic holding during the frequency change. The handoff should take place after the instruction to turn on N or S. ##### Missed Approaches By default missed approaches are flown as published, deviations are only possible if necessary to ensure separation and Arrival has to be informed as soon as possible. Once separation is ensured the aircraft is handed off to Stuttgart Director (DSAT) if online, and otherwise to Langen Radar (STG). After a missed approach, the next departure requires a **departure release**. ### VFR Traffic [![EDDS_CTR.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/8K4grafik.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/8K4grafik.png) *Stuttgart Controlzone (D-CTR) - © [openflightmaps.org](https://www.openflightmaps.org/)* Stuttgart has a D-CTR from GND to 3500 feet AMSL. VFR traffic circuits can be flown North and South of the airport. ##### Reporting points The following mandatory reporting points exist around the airport:

Reporting point	Use	Location
W	Entry/Exit from/to the NW	highway intersection A8 and A81
E	Entry/Exit from/to the NE	between Fernsehturm Stuttgart and Fernmeldeturm Stuttgart
L	Exit to the SW 25 operations	Fernmeldeturm Waldenbuch/Dettenhausen
S	Entry from the S	Aichtalviadukt (B27)
O	Exit to the SE 07 operations	Neckarbrücke Nürtingen

##### VFR Tower Stuttgart has a VFR Tower that is **responsible for incoming VFR traffic**. If this position is staffed, VFR pilots entering the CTR initially contact this controller. The VFR Tower will then give instructions on how to enter the CTR as well as inform the pilot about the QNH and the active runway. The pilots are then handed off and instructed to report the mandatory reporting point to Stuttgart Tower (DST) who is then responsible for all further instructions. After coordination with Tower, traffic only crossing the CTR may remain on the VFR Tower frequency.

VFR Tower has to **keep a close eye on the general traffic situation** to gauge which VFR requests can be accommodated and when VFR inbounds have to be delayed.

##### SVFR The **maximum altitude for SVFR** traffic within the CTR is 3000ft AMSL. ### Helicopter Operation Stuttgart has two helipads. Helipad North is located south of taxiway S, between taxiway F and taxiway E. Helipad South is located west of the threshold of runway 07 and north of the military apron. **Helicopters must use the helipads or the runway for takeoff/landing**. ### Auto-Handoff Stuttgart utilizes an auto-handoff procedure for IFR departures where **Tower will not hand off outbounds to the approach controller**. Make sure to set the correct departure frequency in the ATIS.

Outbounds should contact APP **immediately when airborne** unless explicitly told to remain on Tower frequency.

# Arrival Stuttgart Arrival covers not only Stuttgart (EDDS) but also Karlsruhe/Baden-Baden (EDSB) and Lahr (EDTL) when Strasbourg Approach (LFST\_APP) is offline, as well as the uncontrolled airfield Schwäbisch Hall (EDTY), which has instrument procedures.

Please also **check the EDDS Tower, Ground, and Delivery SOPs** to familiarize yourself with Tower procedures relevant for Arrival operations to enable the necessary coordination with the ground stations.

### Sector Splits Stuttgart Tower shall be informed immediately about **any changes in sector configuration** (e.g. DSAT is opening or closing). ##### Arrival **Sector Stuttgart (STG)** is the Northern arrival and the **primary station**. It is responsible for the Northern half of the sector. This means it covers EDTY as well. Sector Reutlingen (REU) is the Southern sector and responsible for the Southern half. This means it covers EDSB and EDTL as well when LFST\_APP is offline. **Before REU can be staffed, Stuttgart Director (DSAT) has to be online.** ##### Director Stuttgart Director does not have a separate sector. The handover from the respective Arrival to Director should take place at the latest on downwind. The **handover altitudes between Arrival and Director have to be coordinated**, e.g. 5000ft in the South and FL60/FL70 (depending on the transition level) in the North. During a constant arrival stream on both downwinds, Arrival should hand over traffic with **16 NM or greater spacing per downwind** to enable Director to create an efficient final. ##### Departure Stuttgart does not have a Departure position. If both approach sectors are staffed, REU gets all departures to the South (ROTWE, SUL, KUNOD, and ABTAL), while STG gets all departures to the North (KRH, VESID, TAGIK, ETASA, OKIBA, GEBNO, and DKB). Traffic departing via TEDGO and STG is handed off directly to Director by Tower. [![EDDS_APP.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/LvUgrafik.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/LvUgrafik.png)*Stuttgart Arrival Sector* ### Airspace Around Stuttgart there is primarily airspace D, which makes it easier to handle VFR transits. However, there is also a larger area above the control zone of Stuttgart with airspace C between 3500 ft and 5500 ft AMSL. A detailed representation of the airspace structure is available at [openflightmaps.org](https://www.openflightmaps.org/ed-germany/ "openflightmaps"). ### Arrival Procedures ##### Releases by Center On handoff from Center to Arrival aircraft are released for turns but not for climb/descend as long as they are inside center's sector. Flights via **TEKSI** and **REUTL** are released for turns passing DODIL – LUPOL line. ##### STAR Assignment Stuttgart Arrival needs to clear the desired STAR/Transition unless other arrangements have been made with Center. Out of BADSO, TEKSI, and REUTL, there are STARs that lead directly to an IAF (LBU or STG). ### Approach Procedures During approaches to runway 07, **aircraft up to 5.7t MTOM** may use all published approaches. For all other aircraft, the **ILS approach is mandatory** and exceptions are only possible in rare cases (e.g. after a runway change). However, the RNP approach may also be used by heavier aircraft if the **visibility is at least 4000m and the ceiling at least 1000ft AGL**. During approaches to runway 25, all aircraft may use all published approaches. Arrival - or Director if staffed - shall **inform Stuttgart Tower about every aircraft not flying the standard approach broadcast in the ATIS**. ##### Short Approaches Approaches that intercept the localizer after VATER or UNSER have to be **approved by Stuttgart Tower**. ##### Visual Approaches **Non-jet aircraft up to 5.7t MTOM** can be cleared for a visual approach after coordination with Tower.

07 inbounds from the North	traffic shall fly via reporting point W and the adjacent forest area and avoid built-up area
07 inbounds from the South	traffic shall avoid built-up area
25 inbounds from the North	traffic shall avoid built-up area
25 inbounds from the South	traffic shall follow highway A8 and avoid built up area

##### 10 NM check Approach shall **inform Tower once an inbound reaches 10 NM final** (10 NM check) under any of the following circumstances: - approaches with intentions other than full stop landing - first approach after a runway change - opposite landings ### Departure Procedures As far as possible, a continuous climb should be made possible and the transfer to Center should take place early and without conflict. On handoff all departures are full released for further climb and turns. Check [Langen ACC (internal)](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg/page/langen-acc-internal) for all procedures of coordination. **Stuttgart Tower has to be informed immediately** of any traffic being turned off the SID below 5000ft. ### MVA Due to high terrain around Stuttgart, special care must be taken here. The MVA for the entire sector can be found in the Topsky maps for Euroscope. Due to the MVA, it is not possible to, e.g., let approaches via TEKSI descend directly to 4000ft; instead, at least one intermediate altitude must be used. For users of a chart service such as Navigraph, an MVA chart for EDSB and EDTL is available through the charts for LFST. ### VFR Transits VFR flights above 5500ft AMSL will fly through airspace D around Stuttgart. Between 3500ft and 5500ft AMSL the controller need to **take care of airspace C**! Flights through C airspace are not recommended but possible with the CVFR clearance. ### Holdings The following holdings are published around Stuttgart: - **BADSO** (MHA 5000) - **TEKSI** (MHA 5000) - **REUTL** (MHA 6000) - **LBU** (MHA 6000) - **STG** (MHA 7000) [![grafik.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/xbYgrafik.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/xbYgrafik.png)*holdings within Stuttgart Arrival* ### Possible Conflicts - For descending flights, the existing MVA must always be considered, especially below 5000 ft AMSL and west of the airport! - The potential for conflict between intersecting approaches and departures must be taken into account. - Even in the case of different departure routes, attention must be paid to the necessary separation of departures due to the fact that they follow the same track in some places. - Due to the Black Forest (elevated terrain) between EDSB/EDTL and EDDS, the MVA in this area is 6300 ft AMSL, so IFR flights must be at least at FL70 there. # EDFH - Frankfurt-Hahn Airport # Overview Frankfurt-Hahn is located around 100 km West of the city of Frankfurt/Main and known for its low-cost and cargo traffic. **Frankfurt-Hahn is an unrestricted airport** and **part of the [S1 minor program](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg-cw9/page/s1-training "EDGG S1 minor program")**. GND and TWR can be staffed by all controllers with an **S1** rating or higher who have passed the **required moodle courses**. The Eifel sector (APP) can be staffed by all controllers with an **S3** rating or higher. **Training:** Controllers with an S2 rating can staff APP during their training (active EDFH\_EIF\_APP solo endorsement required). ### Frankfurt-Hahn ATC Stations

Station	Station ID	Login	Frequency	Remark	Endorsement
ATIS	AFH	EDFH\_ATIS	136.355	--	--
Ground	FHG	EDFH\_GND	121.980	--	unrestricted: [EDFH CBT](https://moodle.vatsim-germany.org/course/view.php?id=64 "EDFH Tower Course (VATGER Moodle)")
Tower	FHT	EDFH\_TWR	119.655	--	unrestricted: [EDFH CBT](https://moodle.vatsim-germany.org/course/view.php?id=64 "EDFH Tower Course (VATGER Moodle)")
Eifel sector	EIF	EDFH\_EIF\_APP	125.600	--	unrestricted: no course

### Quickview [![EDFH Tower Quicksheet PNG.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-09/edfh-tower-quicksheet-png.png)](https://dms.vatsim-germany.org/s/wDAqNSaooePqBMK)*click on the image to open the printable Quicksheet* # Ground Hahn Ground is responsible for startup and enroute clearance and all aircraft movements at the airport. ### SID Assignment For RWY 03 SIDs with designator E/K should be used primarily (highest climbrate required). For RWY 21 SIDs with designator S should be used.

SID	Restriction
ABSIX	only local IFR and flights via Z100 (NON-RNAV)
IDARO #Y	only flights to EDDR, EDRZ, EDSB or via Z818
NVO Nörvenich	by ATC only
OLIVI	by ATC only, Non-Jet up to 5,7 t MTOW
RUDOT #Y	only via Y180 DIK or Y181 MAKIK (NON-RNAV)
IDARO #L	only flights to EDDR, EDRZ, EDSB or via Z818, G21 (NON-RNAV)

### Ground Movement Outbound traffic at Positions **A1, A4, B1, B4** has to be pushed on taxiway A with facing NE or SW. For gate assigment the Groundradar Plugin should be used. [![EDFH_pushback.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/edfh-pushback.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/edfh-pushback.jpg)*Pushback from stand A1 at Hahn Airport* During 21 operations, medium and light type traffic should be guided to the runway via E whenever possible. The TORA of 2700m should be enough for most of this traffic. The pilot should be informed about that on time. ### Taxiway Restrictions There are multiple taxiway restrictions that need to be considered: - TWY A between TWY D and E for aircraft up to category C (wingspan below 36 m - A321/B739) only - TWY D cannot be used by aircraft exceeding 14.000 kg MTOW (only available for registration D-Cxxx and smaller) # Tower **Approaches:** For both runways ILS (RWY 21 CAT III, RWY 03 CAT I), RNP and NDB approaches are available. ### IFR Departures Departing IFR traffic switches to Radar (APP) frequency without separate instruction, immediately when airborne. Make sure the correct frequency is set inside the ATIS. All departures shall be separated by radar separation or wake turbulence separation, whichever is greater. Departures flying the same SID shall be spaced by at least 5 NM when the following aircraft overflies the departure end of runway. ### WTC Heavy Aircraft **Outbound Traffic:** Traffic with WTC Heavy can only enter the runway via F or E. When RWY 03 is in use, this traffic has to enter RWY 21 via E and need to do a backtrack at the end of the runway. If more spacing between inbound traffic is required due to this, it has to be coordinated with the Arrival Sector. **Inbound Traffic:** A backtrack is also required for Heavies landing on RWY 21 who need to vacate via E. The "turnpad south" between taxiway C and B2 may only be used for aircraft up to CAT D (B764/MD11). To prevent that Heavies will vacate via C it might be necessary to tell the pilot before issuing the landing clearance or shortly after landing, that a backtrack will be required. ![EDFH_Backtrack.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/edfh-backtrack.jpg)*Backtack for Heavies at Hahn Airport* ### VFR Traffic The control zone in Hahn extends from ground to 3500ft AMSL. VFR traffic exiting the control zone via reporting point NOVEMBER must stay at or below 2500 ft, for all other reporting points maximum is 3500 ft. [![EDFH_CTR.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/b7pgrafik.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/b7pgrafik.png)*Controlzone Frankfurt/Hahn - © [openflightmaps.org](https://www.openflightmaps.org/)* ### Auto-Handoff Frankfurt/Hahn utilizes an auto-handoff procedure for IFR departures where **Tower will not hand off outbounds to the approach/center controller**. Make sure to set the correct departure frequency in the ATIS.

Outbounds should contact APP/CTR **immediately when airborne** unless explicitly told to remain on Tower frequency.

# Arrival - Sector Eifel Responsible for all arrivals and departures into Frankfurt/Hahn is Langen Sector Eifel (EIF). In the absense of EDDR\_PFA\_APP, this station also covers the Pfalz (PFA) sector, which is responsible for Saarbrücken (EDDR) and Ramstein (ETAR) top-down. This sector provides ATC service for all IFR traffic with origin or destination EDFH as well as for the military airports ETAD (Spangdahlem) and ETSB (Büchel). For each RWY ILS, NDB and RNP approaches are available. Only the ILS for RWY 21 is desinged for CAT III approaches, all the other approaches are CAT I only. **Heavies:** For 21 operations inbound with WTC Heavy need to do a backtrack to vacate the runway. Therefore a target spacing of around 12 NM behind a heavy is recommended. Usually transitions are used, directs may be coordinated with Center. Inbounds via OLGIL and OLIVI should stay clear of the arrival area of Frankfurt if not released by Frankfurt Arrival. The MVA within the sector is between 3000ft and 5000ft MSL (see Euroscope for details). MIL charts are available via [MILAIS](https://www.milais.org/publications.php "Military AIP Germany") (GEMIL FLIP VAD). [![EDGG_EIF.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/l62grafik.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/l62grafik.png) *Langen Radar Sector Eifel* ### Handoff **Departing Traffic:** Outbounds via NVO, ABSIX, ULKIG, OLIVI and GEBDA is handed over to CTR climbing FL100. Outbounds via RUDOT, IDARO with RFL higher than FL160 will be handed over climbing to FL160. **Arriving traffic:** Inbounds via ROLIS (on arrival or via Z658 EMGOD) and RASVO (Q760) will enter the sector descending to FL90. Traffic from Brussels via ARCHKY L607 ROPUV is handed over at FL170 and should cross the border at FL150 or below. OLGIL, OLIVI inbounds are already cleared for the transition by Center. Traffic via OLIVI and will be handed over at FL110, traffic via OLGIL at FL140. Inbounds to ETAD from Brussels via BETEX Z110 BITBU are handed over FL110 at BETEX. **Crossing Traffic:** Inbounds to ELLX will enter the sector descending to FL110 and need to be handed over at FL90 or lower if coordinated otherwise. They also have to be cleared for the appropriate arrival. # EDFM - Mannheim City Airport # Overview **Mannheim City is an unrestricted airport** and **part of the [S1 minor program](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg-cw9/page/s1-training "EDGG S1 minor program")**. TWR can be staffed by all controllers with an **S1** rating or higher who have passed the **required moodle courses**. The Neckar Low sector (APP) can be staffed by all controllers with an **S3** rating or higher. ### ATC Stations

Station	Station ID	Login	Frequency	Remark	Endorsement
ATIS	AFM	EDFM\_ATIS	132.415	--	--
Tower	FMT	EDFM\_TWR	129.780	--	unrestricted: [EDFM CBT](https://moodle.vatsim-germany.org/course/view.php?id=63 "Unrestricted courses (VATGER moodle)")
Neckar Low sector	NKRL	EDFM\_NKL\_APP	129.355	--	unrestricted: no course

### Quickview [![EDFM Tower Quicksheet PNG.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-09/edfm-tower-quicksheet-png.png)](https://dms.vatsim-germany.org/s/ZyYFHKonBW7r42T)*click on the image to open the printable Quicksheet* # Tower The Mannheim CTR(HX) is a class D airspace from ground to 2000 ft MSL. [![grafik.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/FqUgrafik.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/FqUgrafik.png)*CTR Mannheim/City - © [openflightmaps.org](https://www.openflightmaps.org/)* ### Authorized aircraft Due to the small size of Mannheim/City, there are restrictions on which aircraft types can be flown at the airport: - Airplanes up to [10.000 kg MTOW](https://contentzone.eurocontrol.int/aircraftperformance/default.aspx "Eurocontrol Performance Database") - Donier 328-100 (**D328**) - Dash 8-100 and 300 (**DH8A, DH8C**) - ATR 42-500 (**AT45**) - Falcon 50, 2000, 900 EX/DX (**FA50, F2TH, F900**) - Challenger 300 (**CL30**) - Cessna 680 (**C680**) - Embraer Legacy 450, 500 (**E450, E500**) Pilots flying unsuitably large aircraft (e.g. A320/B737) should be reminded about the small size of the airport and its short runway length. However, pilots flying aircraft that are not part of the above list, but **similar in size and performance** (e.g. C700) can usually still be accepted in the VATSIM environment. Additionally, the **grass runway** can only accommodate aircraft up to [5.700 kg MTOW](https://contentzone.eurocontrol.int/aircraftperformance/default.aspx "Eurocontrol Performance Database") (all German aircraft registrations except D-Axxx, D-Bxxx, and D-Cxxx). ### Parking Positions Preferred parking for Airlines are the two taxi-out positions in front of the Terminal. Other aircraft can be parked either at the positions 1-5, the hangars or at the grass area. For refueling the gas station east of taxiway A is used. ### IFR Procedures Instrument approach procedures are only available for runway 27: a localizer approach and an RNP approach. Due to its lower minima and higher lateral precision, the localizer approach is preferred. ##### Departure Spacing Two aircraft on the same SID require a minimum spacing of 5 NM. ##### Visual circling Since the instrument approach procedures are only available for runway 27, IFR arrivals need to fly a **visual circling maneuver** during 09 operations. This maneuver is **only allowed South of the airport**. To **ensure separation between inbounds and outbounds**, a takeoff clearance for a 09 departure can only be issued once the inbound has passed abeam the threshold of runway 27. [![EDFM visual circling.jpg](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-05/scaled-1680-/edfm-visual-circling.jpg)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-05/edfm-visual-circling.jpg) To **remind pilots that they need to fly a visual circling**, they should be asked to report breaking off or when reaching the right downwind. > **ATC**: JMP902, report breaking off. > > **ATC**: JMP902, report right downwind. In the event of a go around, the pilot is expected to rejoin the right downwind and from there join the published missed approach procedure. However, since many pilots on VATSIM will be unfamiliar with the details of visual circling procedures, they should be told what to do: > **ATC**: JMP902, join right downwind runway 09. And once the aircraft is on right downwind runway 09: > **ATC**: JMP902, follow the published missed approach procedure. ### VFR Procedures ##### Traffic circuits Due to noise abatement, the **Southern traffic circuit should be used whenever possible**. The Northern traffic circuit should only be used if the Southern one is unavailable. Additionally, VFR aircraft are expected to avoid overflying the cities of Mannheim and Ludwigshafen as well as the surrounding villages. ##### Reporting point

Reporting point	Use	Location
R	Exit to the NW (27 ops) Entry from the NW (09 ops)	highway A6 bridge over the Rhine river
K	Exit to the N (09 ops) Entry from the N (27 ops)	highway intersection A6 and A67
E	Exit to the NE (09 ops)	highway intersection A5 and A659
W	Exit to the SW (27 ops)	between lakes North of Waldsee
S	Exit to the S Entry from the S (27 ops)	between Brühl and Rhine river

### Auto-Handoff Mannheim utilizes an auto-handoff procedure for IFR departures where **Tower will not hand off outbounds to the approach/center controller**. Make sure to set the correct departure frequency in the ATIS.

Outbounds should contact APP/CTR **immediately when airborne** unless explicitly told to remain on Tower frequency.

# Arrival Sector Neckar Low The sector Neckar Low (NKRL) is **responsible for all Mannheim/City (EDFM) departures and arrivals** from GND up to FL55/FL75/FL115. Usually, this sector is combined with other Langen sectors. [![EDFM_NKRL.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/scaled-1680-/edfm-nkrl.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-09/edfm-nkrl.png) *Sector Neckar Low* ### Approaches Mannheim/City only has instrument approaches for runway 27. Both the LOC and RNP approach have a **non-standard 3.7° glide path**. During 09 operations, arrivals need to fly a **visual circling procedure** south of the airport. The clearance for the visual circling has to be **part of the approach clearance**. > **ATC**: JMP902, cleared localizer approach runway 27, followed by circling runway 09. Alternatively, **upon coordination with Tower**, pilots can be cleared for a straight-in visual approach into runway 09. # EDLN - Mönchengladbach Airport # Overview Mönchengladbach is a small airport in Western Germany. Traffic mostly consists of general aviation VFR flights as well as private jets and business charters. The maintenance center located in the Northern part of the airport also attracts maintenance flights for various smaller aircraft. **Mönchengladbach is an unrestricted airport** and **part of the [S1 minor program](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg-cw9/page/s1-training "EDGG S1 minor program")**. GND and TWR can be staffed by all controllers with an **S1** rating or higher who have passed the **required moodle courses**. Further information on the radar stations can be found in the [EDDL SOP](https://knowledgebase.vatsim-germany.org/books/sops-fir-langen/chapter/eddl-dusseldorf-airport "EDDL SOP (VATGER Knowledgebase)"). ### Aircraft size Mönchengladbach is **too small for most passenger aircraft**, even though there are no specific type restrictions. Pilots flying unsuitably large aircraft (e.g. A320, B737, ...) **should be reminded of the small size of the airport and its short runway length** but may not be denied service if they decide to continue the flight as planned regardless. ### Stations

Station	Station ID	Login	Frequency	Remarks	Endorsement
ATIS	ALN	EDLN\_ATIS	121.815	fictional frequency, real ATIS on MHV VOR	--
Ground	LNG	EDLN\_GND	121.930	--	unrestricted: [EDLN CBT](https://moodle.vatsim-germany.org/course/view.php?id=81 "Course EDLN Tower (VATGER moodle)")
Tower	LNT	EDLN\_TWR	120.455	--	unrestricted: [EDLN CBT](https://moodle.vatsim-germany.org/course/view.php?id=81 "Course EDLN Tower (VATGER moodle)")
Director (EDDL)	DLAT	EDDL\_F\_APP	128.655	airborne frequency during 13 operations at EDLN and 05 operations at EDDL if DLAT is staffed	Tier 1: [EDDL\_APP](https://core.vateud.net/division/endorsements/tier-1 "Tier 1 Endorsement List (VATEUD Core)")
Arrival (EDDL)	DLA	EDDL\_APP	128.555	airborne frequency during 05 operations at EDDL if DLA or PADH is staffed except when DLAT is the applicable airborne frequency	Tier 1: [EDDL\_APP](https://core.vateud.net/division/endorsements/tier-1 "Tier 1 Endorsement List (VATEUD Core)")
Departure (EDDL)	DLD	EDDL\_APP	121.355	airborne frequency during 23 operations at EDDL if DLA or PADH is staffed	Tier 1: [EDDL\_APP](https://core.vateud.net/division/endorsements/tier-1 "Tier 1 Endorsement List (VATEUD Core)")

### Quickview [![EDLN Tower Quicksheet PNG.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-04/scaled-1680-/edln-tower-quicksheet-png.png)](https://dms.vatsim-germany.org/s/kbk2k9aT6nZDNMe "EDLN Quicksheet (VATGER DMS)") *click on the image to open the printable quicksheet* # Ground Mönchengladbach Ground is responsible for all enroute and startup clearances at the airport as well as ground movements within the Ground AoR. ### Enroute clearance ##### SID restrictions

Waypoint	Remark
GMH	only for flights with max. RFL140
KUMIK	only for flights with min. RFL150
SONEB	only for flights with min. RFL140 and via RKN or TENLI reclear other flights via ABODU L179 MEVEL ...

##### Airborne frequency Mönchengladbach utilizes an **auto-handoff for all IFR departures** whereby pilots are required to switch to the airborne frequency immediately when airborne. As the airborne frequency changes with the operating direction and staffing at EDDL, it **shall be given together with the enroute clearance**. The possible airborne frequencies are 121.355 (DLD), 128.555 (DLA), and 128.655 (DLAT). An explanation of when which frequency is in use can be found in the [overview](https://knowledgebase.vatsim-germany.org/books/sops-fir-langen/page/overview-yAy "EDLN SOP Overview").

Phraseology example

> **ATC**: Sylt Air 730G, cleared to Palma de Mallorca, MODRU9M departure, flight planned route, climb to altitude 2000ft, airborne frequency is Langen Radar on 128.555, squawk 2014. > **Pilot**: Cleared to Palma de Mallorca, MODRU9M departure, flight planned route, climb to altitude 2000ft, airborne frequency Langen Radar on 128.555, squawk 2014, Sylt Air 730G.

The responsible radar controller will always keep Mönchengladbach Tower and Ground up to date which station is currently responsible for Mönchengladbach departures. ### Ground AoR Mönchengladbach Ground only controls **taxiways A, B, C, D, and F** as well as the **apron in front of the terminal**. All other areas are non-movement areas. When giving a pilot inside the non-movement area a taxi clearance into the movement area, they are expected to reach the movement area on the shortest way possible. ![EDLN Ground AoR.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-04/scaled-1680-/edln-ground-aor.png) *only the areas on the runway side of the red line are controlled; pilots can taxi without clearance outside of this area* ### Parking positions The parking positions in front of the terminal are named A1 thru A6 from West to East; however, the stand numbers are not shown on charts, so pilots should be expected to not know where the individual stands are located. Additionally, apron and hangar designations are **not shown on the popular Jeppesen/Navigraph** charts (though Navigraph shows most labels in the world map) so inbound pilots not using the AIP/Chartfox might need to be guided to their destination through progressive taxi instructions or be pointed to the appropriate chart material. Pilots familiar with the airport may also inform controllers where they are going to park. This shall be accommodated whenever possible. # Tower Mönchengladbach Tower is responsible for all runway movements and traffic within the CTR. ### Departure release During 13 operations, **Mönchengladbach Tower has to obtain a departure release for all IFR departures** from the controller covering the currently applicable airborne frequency. The **departing aircraft has to be airborne within two minutes of this release**, otherwise the release is automatically void and a new release has to be obtained. During 31 operations, a departure release is not required unless the radar controller requests a hold for release. ### Takeoff ##### Intersection departures Intersection departures are not possible. All aircraft must depart from full length. ##### Auto-handoff Mönchengladbach utilizes an **auto-handoff for all IFR departures** whereby pilots are required to switch to the airborne frequency immediately when airborne. The airborne frequency changes with the operating direction and staffing at EDDL and is given to pilots by Mönchengladbach Ground during the enroute clearance. However, if the frequency changes between the enroute clearance and the departure, Mönchengladbach Tower shall **inform the pilot of the revised airborne frequency as early as possible** but at the latest with the takeoff clearance. The possible airborne frequencies are 121.355 (DLD), 128.555 (DLA), and 128.655 (DLAT). An explanation of when which frequency is in use can be found in the [overview](https://knowledgebase.vatsim-germany.org/books/sops-fir-langen/page/overview-yAy "EDLN SOP Overview").

Phraseology example

> **ATC**: Sylt Air 730G, revised airborne frequency is Düsseldorf Director on 128.655, wind 090 degrees 3 knots, runway 13, cleared for takeoff. > **Pilot**: Revised airborne frequency Düsseldorf Director on 128.655, runway 13, cleared for takeoff, Sylt Air 730G.

### VFR traffic ##### Routes & procedures All reporting points at EDLN are compulsory reporting points.

Reporting point	Use	Location
G	Exit to the SW (13 ops) Entry from the SW (31 ops)	industrial district Giesenkirchen-Nord
K1	Exit to the N (31 ops) Entry from the N (13 ops)	quarry lake Kempen
K2	Exit to the N (31 ops) Entry from the N (13 ops)	roundabout NW of St. Tönis
M	Exit to the N (13 ops) Entry from the N (31 ops)	DHL distribution center Krefeld
E	Entry from the SW (13 ops)	highway A61 exit Wickrath
W	Exit & Entry from the West	highway intersection A52/A61

##### Recommended traffic circuit Mönchengladbach has a recommended traffic circuit in the North and the South. These circuits are not published in the AIP and **pilots should thus not be expected to follow them**. Additionally, ATC instructions always overrule the recommended traffic circuit. [![EDLN Circuits.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-04/scaled-1680-/edln-circuits.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-04/edln-circuits.png) *the recommended circuit is at 1200ft AMSL in the Northeast and 1100ft AMSL in the Southwest; the downwind for both circuits is not perfectly parallel to the runway* # EDLP - Paderborn/Lippstadt Airport # Overview Traffic at Paderborn/Lippstadt is usually characterized by GA (VFR) traffic and holiday flights, mixed with some scheduled flights. **Paderborn/Lippstadt is an unrestricted airport** and **part of the [S1 minor program](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg-cw9/page/s1-training "EDGG S1 minor program")**. GND and TWR can be staffed by all controllers with an **S1** rating or higher who have passed the **required moodle courses**. The Paderborn Low sector (APP) can be staffed by all controllers with an **S3** rating or higher. **Training:** Controllers with an S2 rating can staff APP during their training (active EDLP\_PAL\_APP solo endorsement required). ### Paderborn/Lippstadt ATC Stations

Station	Station ID	Login	Frequency	Remark	Endorsement
ATIS	ALP	EDLP\_ATIS	125.730	--	--
Ground	LPG	EDLP\_GND	121.930	--	unrestricted: [EDLP CBT](https://moodle.vatsim-germany.org/course/view.php?id=75 "Unrestricted courses (VATGER moodle)")
Tower	LPT	EDLP\_TWR	133.380	--	unrestricted: [EDLP CBT](https://moodle.vatsim-germany.org/course/view.php?id=75 "Unrestricted courses (VATGER moodle)")
Paderborn Low sector	PADL	EDLP\_PAL\_APP	125.225	airborne frequency if PADL, HMM, or PADH is staffed	unrestricted: no course

### Quickview [![EDLP Tower Sheet.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-04/edlp-tower-sheet.png)](https://dms.vatsim-germany.org/s/ALPbQiqXDRwDWi2 "EDLP Quicksheet (VATGER DMS)") *click on the image to open the printable quicksheet* # Ground Paderborn Ground is responsible for startup and enroute clearance and all aircraft movements at the airport. ### Departure Routes Paderborn has a quite simple structure for departure routes. There are no specific restrictions to keep in mind, except some climb restrictions, which make the "Climb via SID 5.000ft" phrase, with the initial climb in the IFR clearance necessary. The affected SIDs, are listed below and marked as **\*↑**:

SID	RWY 06	RWY 24
DOMEG	4X\*↑	5W
GISDI	1X\*↑	1W\*↑
HMM Hamm	9X\*↑	8W
TINSA	1X\*↑	1W\*↑
WRB Warburg	1X\*↑	1W

**Vectored Departures:** If pilots are unable to fly a standard instrument departure (even an older version of the current SID), a vectored departure can be coordinated between Ground and Radar. Primary **runway heading** and an initial climb of **5000ft** should be used. Other coordinations are always possible. ### Parking Positions Positions 4 - 6 are terminal positions and are prefered for jets. Stand 2A can be used for aircraft category heavy. Only stands 1A, 1B and 7A - 7C are taxi out positions but are rarely used. All other positions require a pushback. The **GAT** are is located at the western part of the airport. ### Taxiways Taxiway **F** can only be used by light type aircraft. Taxiways **A** and **A1** can be used as bypass area if light type aircraft are not ready for departure or require a runup. # Tower Paderborn Tower is responsible for all aircraft within the control zone and at the active runway. **Runway in use:** There is no prefered operation direction at Paderborn. **Approaches:** For both runways ILS (CAT I), RNP and NDB approaches are available. ### Control Zone The control zone of Paderborn reaches up to 2500 ft AMSL. *[![EDLP_CTR.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-12/scaled-1680-/padctr.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-12/padctr.png) Paderborn/Lippstadt Control Zone (D-CTR) - © [openflightmaps.org](https://www.openflightmaps.org/)* VFR traffic entering or leaving the CTR via **SIERRA** need to cross the reporting point between 2200 and 2500 ft MSL. **TMZ:** Outside the control zone is a TMZ where all VFR aircraft have to set transponder code 6102. **Paderborn-Haxterberg:** The airfield Paderborn-Haxterberg EDLR is located north-east close to the border of the CTR. Traffic within the traffic pattern have to stay clear of the control zone and are independant. **Helicopter:** As there are no helipads available at Paderborn, all departures and arrivals of helicopters have to take place at the active runway, followed/preceeded by airtaxi. ### Auto-Handoff Paderborn utilizes an auto-handoff procedure for IFR departures where **Tower will not hand off outbounds to the approach/center controller**. Make sure to set the correct departure frequency in the ATIS.

Outbounds should contact APP/CTR **immediately when airborne** unless explicitly told to remain on Tower frequency.

# Arrival - Sector Paderborn Low Paderborn Low is a small sector and most of the time this sector and sector Hamm are staffed by the same controller. Main duties for PADL is the arriving and departing traffic out of Dortmund EDLW and Paderborn/Lippstadt EDLP, next to some VFR or training flights. Except some inbounds to Cologne there is usually no transferring traffic within this sector. [![PADL.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-02/scaled-1680-/padl.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-02/padl.png) *Langen Sector Paderborn Low PADL* ### Dortmund Area The Dortmund Area is located west of Dortmund airport. It is designed for inbound traffic on runway 06 or outbound traffic of runway 24 at Dortmund airport. It reaches from Ground up to FL65. Above this level Düsseldorf arrival is responsible. All in- and outbounds to Dortmund always need to stay below FL60 if not released by Düsseldorf. All Düsseldorf inbound on the other hand always have to stay above FL70 if not coordinated otherwise. ### Traffic Flows There are no major traffic flows expect departing and arriving traffic for Dortmund and Paderborn and some inbounds to Cologne. **Paderborn High PADH:** The sector above Paderborn Low is Paderborn High (PADH) that is usually staffed by a different controller. PADH is primary responsible for presequencing inbounds to Düsseldorf and Cologne via ADEMI - DOMUX and KOPAG. **In- and Outbounds Düsseldorf:** Inbounds to Düsseldorf are released by PADL to DLA for descend to FL100 and turns. Lower levels always have to be coordinated between PADL and DLA! Dortmund outbounds via GMH will cross below. Outbounds Düsseldorf via **GMH Z841** with RFL **below FL130** will enter the sector PADL for a short time. Due to the airway crossing the lowered part of Paderborn High, **coordination** with PADH is always required for all flights above FL90! **Inbound Cologne:** Inbounds to Cologne will enter the sector Paderborn Low descending inbound to **ERNEP**. PADL will send this traffic descending to Köln Arrival. Inbounds via **KOPAG** usually stay clear of PADL. If runway 24 is used for landings traffic might be handed over from PADH to PADL at FL120 for further descend to **FL80** at KOPAG. Coordination between DKA, PADL and PADH is always required! It's also possible to release this traffic for PADH without handoff to PADL. ### Handoff Levels All levels for inbound, outbound and transferring traffic for sectors HMM and PADL are available at the [**Quicksheet**](https://dms.vatsim-germany.org/s/beHDp2W3RET57c7 "HMM/PADL Quicksheet"). All levels that are not listed need to be coordinated individually! ### VFR Traffic In real life the sector is known for a lot of VFR and training flights due to many flight schools located in this area. **FIS:** All VFR traffic that are provided with Flight Information Service should get Squawk 7742 (FDL). **TMZ:** VFR traffic within the Paderborn and Dortmund TMZ is expected to set squawk 6102 (TW) and maintain listening watch on 125.225. ### Restricted Area There are several ED-Rs within the eastern part of sectors PADL and HMM. The military **ED-R 203A** "Münsterland" reaches from **FL80 up to FL150**. Above this is the **ED-R 203B** between **FL150 to FL200**. Both ED-Rs are regular active. Additionally ED-R 162 "Lanta Paderborn" is located within the mentioned ED-Rs reaching from 3.500 ft AMSL up to FL125. All restricted areas are automatically activated in Euroscope according the real world airspace use plan. When active, all flights should stay outside the active ED-Rs. [![EDGG_PADL_HMM_EDR203.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/scaled-1680-/edgg-padl-hmm-edr203.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/edgg-padl-hmm-edr203.png)*ED-R 203A from FL80 to FL150 (red area) - © [openflightmaps.org](https://www.openflightmaps.org/)* ### Holdings As there are just two small airports within the sector and almost no transit traffic, holdings are rarely used. If they are required or for training purpose there are published holdings available at **PAD** NDB (055° R | 3000ft - FL140) and **ADEMI** (284° L | FL60 - FL240). # EDLV - Niederrhein Airport # Overview Niederrhein is a small airport at Germany's border with the Netherlands. It hosts primarily Ryanair flights to and from various destinations; additionally, due to its history as a military air base, it still has some basic military infrastructure and thus sees occasional military flights. **Niederrhein is an unrestricted airport** and **part of the [S1 minor program](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg-cw9/page/s1-training "EDGG S1 minor program")**. TWR can be staffed by all controllers with an **S1** rating or higher who have passed the **required moodle courses**. Further information on the radar stations can be found in the [EDDL SOP](https://knowledgebase.vatsim-germany.org/books/sops-fir-langen/chapter/eddl-dusseldorf-airport "EDDL SOP (VATGER Knowledgebase)"). ### Niederrhein ATC Stations

Station	Station ID	Login	Frequency	Remarks	Endorsement
ATIS	ALV	EDLV\_ATIS	124.455	--	--
Tower	LVT	EDLV\_TWR	129.405	--	unrestricted: [EDLV CBT](https://moodle.vatsim-germany.org/course/view.php?id=82 "Course EDLV Tower (VATGER moodle)")
Bottrop sector	BOT	EDDL\_BOT\_APP	119.110	airborne frequency if BOT, DLD, DLA, or PADH is staffed	Tier 1: [EDDL\_APP](https://core.vateud.net/division/endorsements/tier-1 "Tier 1 Endorsement List (VATEUD Core)")

### Quickview [![EDLV Tower Quicksheet.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-04/scaled-1680-/edlv-tower-quicksheet.png)](https://dms.vatsim-germany.org/s/xoJia9xnsiQx5pk "EDLV Quicksheet (VATGER DMS)") *click on the image to open the printable quicksheet* # Tower Niederrhein/Weeze Airport is located on German territory, directly on the border with the Netherlands. To the west, the control zones of the Dutch airports De Peel (EHDP) and Volkel (EHVK) border directly on Niederrhein. The tower is responsible for all traffic at the airport and within the control zone, including startup and enroute clearances as well as all ground movements. ### Enroute clearance ##### SID restrictions

Waypoint	Remark
SONEB	only for flights with min. RFL140 reclear other flights via ERKUM ...

### Airspace ##### Overview [![EDLV_CTR.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/scaled-1680-/edlv-ctr.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/edlv-ctr.png)*Niederrhein CTR - © [openflightmaps.org](https://www.openflightmaps.org/)* ##### CTR The Western half of the airport's CTR is over Dutch territory and directly borders the CTRs of the Dutch military airfields Volkel and De Peel. VFR traffic can only enter and exit the CTR over German territory, primarily via reporting points N and S. The maximum altitude for entering and exiting the CTR is 2500ft AMSL. Direct transitions between the CTRs of Niederrhein and Volkel or De Peel are possible after coordination with the responsible Dutch controller. ##### TMZ The CTR is surrounded by a TMZ in which VFR pilots must squawk 6101 and monitor the frequency of the responsible radar controller. ### Helicopters All helicopters must take off or land on the active runway at the airport. This is followed or preceded by hovering to/from the target position at the airport. ### Direction of Operation Operating direction 27 is preferred up to a tailwind component of 5 KT. In addition, this is the only runway for which an ILS approach is available. ##### Opposite departures In close consultation with the responsible radar controller, departures against the current operating direction are also possible in Niederrhein. This procedure is **mainly used during 27 operations with a slight tailwind**. ### Taxiway restrictions Taxiways **B** and **C** may only be used by aircraft up to **max. code C** (B739/A321) after landing to leave the runway. **No intersection departures** are permitted in Niederrhein! ### Parking positions All parking positions in Niederrhein are designed for **max. code C** **aircraft** (B739/A321). All larger aircraft block both the taxiway behind the position and the neighbouring positions. If, in exceptional cases, an aircraft larger than code C should land, the taxiway between positions 1 to 6 can be used for parking. Until then, only positions 7 to 9 can be used for other traffic! Pushbacks are required at all parking positions. GA Terminals 1 and 2 can be used for **general aviation** aircraft. ### Auto-handoff Weeze utilizes an auto-handoff procedure for IFR departures where **Tower will not hand off outbounds to the approach/center controller**. Make sure to set the correct airborne frequency in the ATIS.

Outbounds should contact APP/CTR **immediately when airborne** unless explicitly told to remain on Tower frequency.

# EDLW - Dortmund Airport # Overview Traffic at Dortmund is usually characterized by low cost and VFR flights, mixed with some holiday destinations. One specialty at the airport are the nose out parking positions where arriving traffic is pushed backwards into the stand. **Dortmund is an unrestricted airport** and **part of the [S1 minor program](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg-cw9/page/s1-training "EDGG S1 minor program")**. GND and TWR can be staffed by all controllers with an **S1** rating or higher who have passed the **required moodle courses**. Further information on the Paderborn Low sector can be found in the [EDLP SOP](https://knowledgebase.vatsim-germany.org/books/sops-fir-langen/chapter/edlp-paderbornlippstadt-airport "EDLP SOP (VATGER Knowledgebase)"). ### Dortmund ATC Stations

Station	Station ID	Login	Frequency	Remark	Endorsement
ATIS	ALW	EDLW\_ATIS	125.130	--	--
Ground	LWG	EDLW\_GND	121.830	--	unrestricted: [EDLW CBT](https://moodle.vatsim-germany.org/course/view.php?id=55 "Unrestricted courses (VATGER moodle)")
Tower	LWT	EDLW\_TWR	134.180	--	unrestricted: [EDLW CBT](https://moodle.vatsim-germany.org/course/view.php?id=55 "Unrestricted courses (VATGER moodle)")
Paderborn Low sector	PADL	EDLP\_PAL\_APP	125.225	airborne frequency if PADL, HMM, or PADH is staffed	unrestricted: no course

### Quickview [![EDLW Tower Quicksheet PNG.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-04/scaled-1680-/edlw-tower-quicksheet-png.png)](https://dms.vatsim-germany.org/s/C8CqBNRDSifNDSt "EDLW Quicksheet (VATGER DMS)") *click on the image to open the printable quicksheet* # Ground Dortmund Ground is responsible for startup and enroute clearance and all aircraft movements at the airport. ### Departure Routes Dortmund has a quiet simple structure for departure routes. There are no specific restrictions to keep in mind, except some climb restrictions, which make the "Climb via SID 5.000ft" phrase, with the initial climb in the IFR clearance necessary. The affected SIDs, are listed below and marked as **\*↑**:

SID	Runway
	06	24
BAMSU	2Q	2U
DOMEG	*3Q\↑**	*2U\↑**
OSN	8Q	*2U\↑**
GMH	8Q	1U
NUDGO	*3Q\↑**	2U
HMM	7Q	*1U\↑**

**Vectored Departures:** In the event that a pilot does not have a departure route available for Dortmund (also not an older route), a vectored departure can be offered to the pilot in close coordination with the responsible radar controller. Especially in 24 operations, it is imperative to ensure that the aircraft does not enter the Düsseldorf Arrival sector. The following instructions shall be used: > **RWY 06**: EWG123, cleared to Berlin, on RWY-Heading climb 5.000ft..... > > **RWY 24**: EWG123, cleared to Berlin, on RWY-Heading climb 5.000ft, when passing 3.000ft, turn right heading 030...... ### Parking Positions Stands 0 - 2 are apron positions with bus boarding/deboarding. Only stands 3 and 4 are equiped with a jetway that is able to connect to the aircraft. **Nose In Positions:** Positions 5 - 12 can be used nose in (towards the terminal) or [nose out](https://www.youtube.com/watch?v=GxxuduCQoLE "Dortmund Airport - Nose Out Stand") (towards the taxiway). For nose in position there is no difference to any other positions, the aircraft can taxi in the normal way and a pushback is requrired to leave the stand. That is the **recommended procedure** as pilots might not be able to push in the gate. **Nose Out Positions:** On pilots request these positions can be used nose out, and the aircraft has to taxi from A coming on the yellow line in front of the stand. The aircraft has to hold abeam the next stand (hold abeam stand 6 to be pushed into stand 5). After shutting down the engines the aircraft is then pushed into the stand with the tail close to the terminal building. All of these stands are walk in positions for the passengers, there is no jetway to connect to the aircraft. > EWG123, taxi via A and the yellow line, hold abeam stand 6, expect push in procedure for stand 5. To leave a nose out stand there is no pushback required and the aircraft can leave it with own power. If you are unsure of the facing before pushback you may ask the pilot.

Nose Out parking is only available for X-Plane pilots and with MSFS Pushback tools (Toolbar Pushback and the PMDG 737 tug)! GSX will not support the push into the stand.

The **GAT** is located at the west side of the airport. ### Taxiway Restrictions Taxiway **B** can only be used for aircraft with a MTOW **less than 30 tons** (e.g. DH8D). Most of the landings on runway 24 has to vacate via taxiway A. On Vatsim it might be helpful to inform the pilot about that. Take in mind that it will take longer to vacate the runway at the end and the spacing for outbound traffic might be adjusted if necessary. # Tower Dortmund Tower is responsible for all aircraft within the control zone and at the active runway. **Approaches:** For both runways ILS (CAT II), RNP, VOR and NDB approaches are available. ### Control Zone The control zone of Dortmund reaches up to 2500 ft AMSL.

24 Operations	06 Operations
VFR Entry: N and E VFR Exit: W and S	VFR Entry: W and S VFR Exit: N and E

*[![EDLW_CTR.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/scaled-1680-/edlw-ctr.png)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/edlw-ctr.png) Dortmund Control Zone (D-CTR) - © [openflightmaps.org](https://www.openflightmaps.org/)* **TMZ:** Outside the control zone is a TMZ where all VFR aircraft must set transponder code 6102. **Helicopter:** The Helipad west of the GAT can be used for all helicopter landings and departures. ### Direction of Operation Operating direction 24 is preferred up to a tailwind component of 5 KT. ### Auto Handoff Dortmund utilizes an auto-handoff procedure for IFR departures where **Tower will not hand off outbounds to the approach/center controller**. Make sure to set the correct departure frequency in the ATIS.

Outbounds should contact APP/CTR **immediately when airborne** unless explicitly told to remain on Tower frequency.

# EDSB - Karlsruhe/Baden-Baden # Overview **Karlsruhe/Baden-Baden is an unrestricted airport** and **part of the [S1 minor program](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg-cw9/page/s1-training "EDGG S1 minor program")**. All positions can be staffed by all controllers with an **S1** rating or higher who have passed the **required moodle courses**. ### Karlsruhe/Baden-Baden ATC Stations

Station	Station ID	Login	Frequency	Remarks	Endorsement
ATIS	ASB	EDSB\_ATIS	121.280	--	--
Ground	SBG	EDSB\_GND	121.830	--	unrestricted: [EDSB CBT](https://moodle.vatsim-germany.org/course/view.php?id=66 "Unrestricted courses (VATGER moodle)")
Tower	SBT	EDSB\_TWR	134.105	--	unrestricted: [EDSB CBT](https://moodle.vatsim-germany.org/course/view.php?id=66 "Unrestricted courses (VATGER moodle)")

All aerodrome stations at Karlsruhe/Baden-Baden use the **callsign "Baden"**, e.g. "Baden Tower".

### Quickview [![EDSB Tower Quicksheet PNG.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2023-09/edsb-tower-quicksheet-png.png)](https://dms.vatsim-germany.org/s/8BKkwCGCfQHpy4Q)*click on the image to open the printable Quicksheet* # Ground and Tower ### SID Assignment Usually the RNAV SID (Designator Y and Z) should be used primarily. Non-RNAV capable aircraft will get SIDs with Designator N or P. ### Ground Baden Ground is responsible for startup and enroute clearance and all aircraft movements at the airport. #### Parking Position All positions at EDSB are taxi-out positions, no pushback is required. Positions 18 - 27 are only for Code C aircraft (max. B739/A321), Positions 18A and 19A can be used up to Code D (B764). Bigger aircraft can park between Positions 18 and 21, parallel to the taxiway, that is closed as long as this traffic is parked there. Aprons 4 is close to the GAT used for GA traffic, Apron 3 should be used for Buisness GA traffic. ### Prefered Runway RWY 21 is preferred for usage up to a tailwind component of 5 knots. **Approaches:** For both runways ILS (RWY 21 CAT III, RWY 03 CAT I), RNP and NDB approaches are available. ### VFR Traffic Karlsruhe CTR is a class D airspace from ground to 2500 ft MSL. **Leaving CTR** via the following routings: Bravo, Echo, November, Romeo or Sierra (S only RWY 21) **Entering CTR** via the following routings: Bravo, Romeo or Whiskey **Traffic Pattern:** Traffic Pattern east of the airport for traffic > 5,7 t MTOW (German aircraft registration D-Cxxx, D-Bxxx, D-Axxx) are only authorized at minimum 2000ft MSL and should not cross the highway (A5). **Baden-Oos EDTB:** Traffic in the pattern, approaching or departing Baden-Oos airfield does not need to contact Karlsruhe Tower. This traffic has to stay below 1600ft MSL. ### IFR Departures Departing IFR traffic switches to departure frequency without a separate instruction, immediately when airborne. All departures shall be separated by radar separation or wake turbulence separation, whichever is greater. Departures flying the same SID shall be spaced by at least 5NM when the following aircraft overflies the departure end of runway. ### Auto-Handoff Karlsruhe utilizes an auto-handoff procedure for IFR departures where **Tower will not hand off outbounds to the approach controller**. Make sure to set the correct departure frequency in the ATIS.

Outbounds should contact APP **immediately when airborne** unless explicitly told to remain on Tower frequency.

# Arrival The primary arrival sector for Karlsruhe/Baden-Baden is Strasbourg Approach (LFST\_APP). If Strabourg is not online, Stuttgart Arrival (STG) is responsible for all arrivals and departures. There are ILS, RNP and NDB approaches available for each runway, while the ILS RWY 21 is the only one that can be used during LVO. ### Low Visibillity Operations (LVO) RWY 21 is certified for CATII/III, RWY 03 for CAT I only. # EDTL - Lahr # Overview Lahr is a small airport in Southwestern Germany. It sees primarily cargo flights for the adjoining industrial districts which host numerous major international companies and charter operations or private flights often carrying passengers from or to the nearby Europa-Park Rust. Its history as a military airport and the resulting infrastructure make it suitable for government and some military flights as well; NATO uses it as a reserve airfield. **Lahr is an unrestricted airport** and **part of the [S1 minor program](https://knowledgebase.vatsim-germany.org/books/langen-fir-edgg-cw9/page/s1-training "EDGG S1 minor program")**. TWR can be staffed by all controllers with an **S1** rating or higher who have passed the **required moodle courses**. ### Stations

Station	Station ID	Login	Frequency	Remarks	Endorsement
Tower	TLT	EDTL\_TWR	125.180	--	unrestricted: [EDTL CBT](https://moodle.vatsim-germany.org/course/view.php?id=83 "Course EDTL Tower (VATGER moodle)")

### Quickview [![EDTL Tower Quicksheet PNG.png](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-04/scaled-1680-/edtl-tower-quicksheet-png.png)](https://dms.vatsim-germany.org/s/Bm4HQXHFMfkWRft "EDTL Quicksheet (VATGER DMS)") *click on the image to open the printable quicksheet* # Tower Lahr Tower is responsible for all enroute and startup clearances, ground and runway movements, and traffic within the Lahr CTR. ### Enroute Clearance ##### SID assignment W- and X-SIDs should be used for all RNAV1-capable aircraft. Other aircraft shall always be cleared on Q- and R-SIDs. ##### Weather information As Lahr has no ATIS, **pilots shall always be given basic weather information with their enroute clearance** or - if requested by the pilot - a full weather report. Pilots are only required to read back the QNH from the weather report.

Phraseology examples

> **Pilot**: Lahr Tower, Avanti Air 130H, request enroute clearance. > **ATC**: Avanti Air 130H, Lahr Tower, cleared to London Stansted, Strasbourg 1W departure, flight planned route, climb via SID to FL70, squawk 2016, wind 310 degrees 3 knots, QNH1021. > **Pilot**: Avanti Air 130H, cleared to London Stansted, Strasbourg 1W departure, flight planned route, climb via SID to FL70, squawk 2016, QNH1021. > **Pilot**: Lahr Tower, Avanti Air 130H, request enroute clearance and weather information. > **ATC**: Avanti Air 130H, Lahr Tower, cleared to London Stansted, Strasbourg 1W departure, flight planned route, climb via SID to FL70, squawk 2016, wind 310 degrees 3 knots, visibility 10 kilometers, clouds few at 4000ft scattered at 4800ft, temperature 08, dew point 07, QNH1021. > **Pilot**: Avanti Air 130H, cleared to London Stansted, Strasbourg 1W departure, flight planned route, climb via SID to FL70, squawk 2016, QNH1021.

### Ground movement All pilots must request taxi clearance before initiating any movement on the ground. Pushbacks are not required on Lahr's apron. Aircraft taxiing to or from the Northern end of the runway have to cross the runway. If traffic permits, they may also be given a backtrack for a somewhat shorter taxi time. ### Departures ##### Auto-handoff Lahr utilizes an **auto-handoff for all IFR departures** whereby pilots are required to switch to the airborne frequency immediately when airborne. As there is no ATIS to inform the pilots of the current airborne frequency, it **shall be given to them latest together with the takeoff clearance**. Unless changes to the airborne frequency are expected, controllers can and should **inform pilots of the frequency earlier**, e.g. during the enroute clearance to reduce pilot workload during takeoff.

Phraseology examples

> **ATC:** Avanti Air 130H, Lahr Tower, cleared to London Stansted, Strasbourg 1W departure, flight planned route, climb via SID to FL70, revised airborne frequency is Langen Radar on 125.050, squawk 2016, wind 310 degrees 3 knots, QNH1021. **Pilot:** Avanti Air 130H, cleared to London Stansted, Strasbourg 1W departure, flight planned route, climb via SID to FL70, revised airborne frequency is Langen Radar on 125.050, squawk 2016, QNH1021. > **ATC**: Avanti Air 130H, revised airborne frequency is Langen Radar on 125.050, wind 310 degrees 3 knots, runway 03, cleared for takeoff. > **Pilot**: Avanti Air 130H, revised airborne frequency is Langen Radar on 125.050, runway 03, cleared for takeoff.

### VFR traffic ##### Routes & procedures All reporting points at EDTL are compulsory reporting points. Additionally, there is a **VFR holding on either side of the runway**.

Reporting point	Location
Echo	B415 between Kuhbach and Reichenbach
Oscar 1	B33 exit Gengenbach
Oscar 2	fields between Oberschopfheim and Oberweier
Sierra 1	Rhine river mouth Dornskopf
Sierra 2	Rhine passing Nonnenweier
Whiskey	quarry lake Meißenheim

##### Offenburg (EDTO) Offenburg's runway and traffic circuit are located partially within the Lahr CTR. Pilots flying at Offenburg require an individual clearance to enter the CTR. If Offenburg Radio is staffed, the **radio operator may request the Offenburg sector to be opened** in which case this part of the Lahr CTR reverts to airspace class G and E, respectively, and pilots are allowed to operate inside this sector without acquiring an individual clearance to enter the Lahr CTR. ##### Altdorf-Wallburg (EDSW) Altdorf-Wallburg's traffic circuit is partially located within the Lahr CTR. Pilots in the published traffic circuit at Altdorf-Wallburg require an individual clearance to enter the CTR. If Altdorf Radio is staffed, the **radio operator may request the Altdorf sector to be opened** in which case this part of the Lahr CTR reverts to airspace class G and E, respectively, and pilots are allowed to operate inside this sector without acquiring an individual clearance to enter the Lahr CTR. # ETNN - Noervenich airbase # Overview ### Nörvenich ATC Stations

Station	Station ID	Login	Frequency	Anmerkung
Tower	TNNT	ETNN\_TWR	136.205	--
Radar	TNNA	ETNN\_APP	129.055	military radar station
Arrival	DKA	EDDK\_APP	135.350	--
Director	DKF	EDDK\_F\_APP	121.055	--
Paderborn High	PADH	EDGG\_PAH\_CTR	135.650	--

### Airbase Layout There are two shelter loops north of the runway, one in the east as well as one in the west. South of the runway there are two taxi-through hangars and several smaller parking areas. There are also two shelters with helipads for the helicopter squadron and SAR 41 stationed at Noervenich. All Charts can be found at [https://milais.org/publications.php](https://milais.org/publications.php) . # Tower ### VFR-Traffic There are two mandatory reporting points around the Noervenich Airbase: **NOVEMBER** Edge of Hambach opencast mine, north of the Hambach forest **SIERRA** Crossroads east of the village of Vettweiß These mandatory reporting points are usually only used by civilian VFR traffic as well as non-jet traffic which is not engaged in SAR operations. ### VAD-JET There are each four entry and exit routes for VFR military jet aircraft. Usage of these routes is highly recommended. The following routes are to be used for military jets leaving the CTR: RWY Reporting Point Routing Visual Aid / Landmarks 06 Exit North Left Turn HDG 340° Railway bridge HWY 61 06 Exit East Right Turn (No HDG specified) Exit HWY 61 / fed. rd. 265 24 Exit West Right Turn HDG 320° HWY 4 24 Exit South Left Turn HDG 170° Crossroads fed. rd. 477 / high rd. 33 In Germany military jet aircraft operating in VMC usually perform [overhead approach manoeuvres](https://en.wiki.vatsim-germany.org/Basic_Military_Guide_ATC#Overhead_Approach_Maneuver_(Jet)). The following routings are to be used for approaching military jets operating in VMC: RWY Reporting Point Initial Heading Initial Alt Visual Aid / Landmarks 24 Entry North HDG 149° 2400ft Horremer Bridge 24 Entry East HDG 339° 2400ft Highway Service Station HWY 553 06 Entry South HDG 336° 2400ft Forrest north of fed. rd. 265 06 Entry West HDG 180° 2400ft Exit HWY 4 southeast of Hambach opencast mine ### VAD-SAR For Aircraft engaged in search and rescue operations in VMC, separate approach and departure procedures, consisting of two dedicated and one standard mandatory reporting point, exist. The routes as shown on the chart below are only approved for SAR flights. MRP “SIERRA” is the same as for regular VFR traffic, yet SAR traffic is required to approach it via a different route. ECHO 1 Railway bridge HWY 61 ECHO 2 Road bridge HWY 1 / HWY 61 SE of the city of Erftstadt SIERRA Crossroads east of the village of Vettweiß # Parallelbahnbetrieb | EDDL und EDDK Aufgrund des geringen Abstandes sind die Bahnen in Düsseldorf und Köln in Bezug auf Staffelung als eine Bahn zu betrachten. In Köln liegen die Bahnen mit 1150m weiter auseinander, jedoch gelten für beide Flughäfen ähnliche Betriebsanordnungen. Die Behandlung als eine Bahn bedeutet, dass zu jederzeit nur ein Flieger eine der beiden Bahnen benutzen darf. Davon ausgenommen sind Roll-, Line-up-Anweisungen und Freigaben zum Überqueren der Parallelbahn. In Düsseldorf kann beispielsweise bei anfliegendem Verkehr auf die Bahn 23R, bis zu einem Endanflug von ca. 3NM eine Startfreigabe auf der Bahn 23L gefahrlos erteilt werden (sofern der abfliegende Verkehr den Lineup bereits vollzogen hat). Je nach Anfluggeschwindigkeit können diese 3NM auch unterschritten werden, es muss jedoch jederzeit die [Pistenstaffelung](https://knowledgebase.vatsim-germany.org/books/lehrbuch-basics-of-controlling/page/pistenstaffelung)[ ](https://knowledgebase.vatsim-germany.org/books/lehrbuch-basics-of-controlling/page/pistenstaffelung)gewährleistet sein. Dies bedeutet, dass ein zuvor startendes Flugzeug entweder das Pistenende überflogen oder eine Kurve eingeleitet haben muss, bevor das landende Flugzeug auf der Parallelbahn die Schwelle überfliegt. Die gleichzeitige Nutzung beider Bahnen, z.B. für einen Start nach Norden und einen Start nach Süden, ist unabhängig von Flugzeugtyp oder Flugregel niemals möglich! In Köln ist dies 1:1 auf die Parallelbahnen anzuwenden. Im Falle eines Fehlanfluges muss zwischen zwei IFR Flügen ebenso die Radarstaffelung gewährleistet sein. Gerade in Düsseldorf bedarf es, durch die Nähe der beiden Pisten, hierzu aktives Handeln des Tower Lotsen, welcher potentielle Konflikte separieren und mit dem Approach Lotsen koordinieren muss. **Nicht Zurückhalten einer Start bzw. Landefreigabe** Da die parallelen Pisten in Düsseldorf und Köln wie oben beschrieben bezüglich der Staffelung als eine Piste gelten, kann das Verfahren “Nicht Zurückhalten einer Start- bzw. Landefreigabe" angewandt werden. **Wirbelschleppenstaffelung** Da die Bahnen in Düsseldorf weniger als 760m auseinander liegen, muss die Wirbelschleppenstaffelung sichergestellt werden. In Köln liegen die Bahnen mit 1150m weit genug auseinander, sodass die Wirbelschleppenstaffelung nicht sichergestellt werden muss. Dies ermöglicht anfliegendem IFR-Verkehr VFR-Verkehr zu überholen. Jedoch muss wie oben beschrieben die Pistenstaffelung eingehalten werden. # Parallel runway operation | EDDL and EDDK Due to the proximity, the parallel runways at Cologne/Bonn and Düsseldorf airport have to be considered as one runway in terms of runway separation. Treatment as one runway means that only one aircraft may use either runway at any time. This excludes taxiing, line-up instructions on the parallel runway and clearances to cross the parallel runway. For example, if there is approaching traffic on runway 23R, a take-off clearance on runway 23L can be given safely until the arriving traffic runway 23R is at approx. 3NM (provided the departing traffic has already completed line-up). Depending on the approach speed, this 3NM can also be undercut, but runway separation must be unsured at all times. This means that a previously departing aircraft must either have crossed the end of the runway or initiated a turn before the landing aircraft corssed the treshold on the parallel runway. The simultaneous use of both runways, e.g. for a northbound takeoff and a southbound takeoff, is never possible, regardless of aircraft type or flight rule! This rule applies to Cologne/Bonn as well. In the event of a missed approach, radar separation must be ensured between two IFR flights. Especially in Düsseldorf, due to the proximity of the two runways, this requires active action by the tower controller, who must separate potential conflicts and coordinate them with the approach controller. **Not withholding takeoff or landing clearance** Since the parallel runways in Düsseldorf and Cologne are considered as one runway with regard to the runway separation as described above, the procedure "Not withholding takeoff or landing clearance" can be applied, considering the parallel runways as one. **Wake turbulence separation** Since the runways in Düsseldorf are less than 760m apart, wake turbulence separation must be ensured. In Cologne, the runways are far enough apart (1150m) so that wake turbulence separation does not have to be ensured. This allows approaching IFR traffic to overtake VFR traffic. However, as described above, the runway separation must be maintained. # ATIS Codes ### Default ATISmaker URL > http://uniatis.net/atis.php?metar=$metar($atisairport)&arr=$arrrwy($atisairport)&dep=$deprwy($atisairport)&apptype=ILS&info=$atiscode

The above URL is designed for Euroscope versions with only one ATIS. For the newest Euroscope versions with four ATISes, the **letters A, B, C, or D need to be appended** to the $atisairport and $atiscode parameters (e.g. $atisairportA for the first ATIS).

### General ATIS Codes Add the following code at the end of the ATISmakerURL to include the ATIS broadcast message. For **all airports except Frankfurt** the **departure frequency** has to be included in the ATIS!

CODE	Broadcast
&depfreq=123.123	ATTENTION! DEPARTURE FREQUENCY FOR ALL DEPARTING AIRCRAFT IS 123.123
&lvp	LOW VISIBILITY PROCEDURES IN OPERATION CAT II AND III AVAILABLE
&gto (do not use together with &lvp; at EDDF: DEP ATIS only)	LOW VISIBILITY PROCEDURES IN OPERATION CAT III AND GUIDED TAKE-OFF AVAILABLE FOR RUNWAY \[...\]

### EDDF ATIS Codes ##### Manual Setup

CODE	Broadcast
&atistype=dep	sets the desired ATIS as departure ATIS (mandatory!)**
&atistype=arr	sets the desired ATIS as arrival ATIS (mandatory!)**
&acdm (DEP)	ALL IFR DEPS REPORT TOBT AT VACDM.VATGER.DE BEFORE REQ ENROUTE CLEARANCE
&alternate (ARR)	EXPECT ILS \[...\]
&birds	CAUTION FLOCK OF BIRDS IN VICINITY OF THE AERODROME
&ilsz (ARR)	replaces ILS Y with ILS Z
&indep (ARR)	EXPECT INDEPENDENT PARALLEL ILS \[...\]
&night (DEP)	suppresses 18 not available message
&rnpx (ARR)	EXPECT RNP X APCH RWY \[...\]
&southonly (DEP)	ALL DEPARTING ACFT VIA MARUN, OBOKA AND TOBAK EXPECT SID WITH DESIGNATOR MIKE OR WHISKEY
&tailwind18 (DEP)	TAILWIND COMPONENT RWY 18 MORE THAN 10 KT PILOTS UNABLE TO ACCEPT SHALL ADVISE ATC UPON START-UP REQUEST
&windshear07	WINDSHEAR RUNWAY 07L 07C AND 07R
&windshear18	WINDSHEAR RUNWAY 18
&windshear25	WINDSHEAR RUNWAY 25L 25C AND 25R
&windshearall	WINDSHEAR ALL RUNWAYS

##### Automatic Setup

Remark	Broadcast
standard expected approach message, when 2 runways are selected	EXPECT DEPENDENT PARALLEL ILS Y APCH RWY \[...\] OR ILS APCH RWY \[...\]
active when RWY 18 selected as departure runway and 07R as arrival	ACFT DEPARTING RWY 18 EXPECT POSSIBLE DEPARTURE FROM INTERSECTION MIKE, TORA 3454 METERS, IF UNABLE ADVISE TWR ON INITIAL CONTACT
active when RWY 25L selected as arrival runway and no LVP in progress	DO NOT MISTAKE TWY MIKE FOR RWY 25C WHEN PERFORMING VISUAL APCH
active when RWY 18 is not selected as departure RWY	RWY 18 NOT IN USE DUE TO TAILWIND
always shown, except when RNP X active	EXPECT RADAR VECTORING, GLS APCH ON REQUEST

### EDDL ATIS Codes ##### Manual Codes

CODE	Broadcast
&acdm	ALL IFR DEPS REPORT TOBT AT VACDM.VATGER.DE BEFORE REQ ENROUTE CLEARANCE
&windshearall	CAUTION WINDSHEAR ALL RWYS
&const23l	LANDING DISTANCE AVAILABLE RWY 23L 2400 METRES .. VACATE LATEST VIA TWY L8
&const23r	LANDING DISTANCE AVAILABLE RWY 23R 2100 METRES .. IF ABLE VACATE VIA TWY K3 .. LATEST K4 .. RWY CLOSED WEST OF K4

### EDDK ATIS Codes ##### Manual Codes

CODE	Broadcast
&acdm	ALL IFR DEPS REPORT TOBT AT VACDM.VATGER.DE BEFORE REQ ENROUTE CLEARANCE
&cdo	EXPECT CDO FOR ILS APCH
&sra	SRA APPROACH ON REQUEST
&windshearall	CAUTION WINDSHEAR ALL RWYS

### EDDS ATIS Codes ##### Manual Setup

CODE	Broadcast
&acdm	ALL IFR DEPS REPORT TOBT AT VACDM.VATGER.DE BEFORE REQ ENROUTE CLEARANCE
&sra	SRA APPROACH AVAILABLE ON REQUEST

### EDSB ATIS Codes ##### Automatic Setup

Remark	Broadcast
standard message	ADDITIONAL INFORMATION! CAUTION! CAT I HOLDING POINT ALPHA AND ECHO ARE LOCATED ON TAXIWAY GOLF SHORT BEHIND CAT II/III HOLDING POINT

### EDFM ATIS Codes ##### Manual Setup

Remark	Broadcast
&circling09 *(select 09 as departure runway and 27 as arrival runway)	adds CIRCLING 09 to expected approach message

### EDFQ ATIS Setup As EDFQ lacks its own certified METAR, automatic ATIS updates are currently not possible. However, an ATIS can still be generated manually using the following steps: - replace the *$metar($atisairportA)* parameter in the ATIS maker URL with the latest [official EDFQ METAR](https://www.viessmann.family/de/was-wir-tun/real-estate/flugplatz-allendorf/informationen-fuer-piloten.html "EDFQ Weather Information (airport website)") - replace the EDFQ ICAO in the METAR with *EDZZ* - continue connecting the ATIS as usual You will have to manually update the ATIS this way every time a new EDFQ METAR is published. ### EDLA ATIS Setup As EDLA lacks its own certified METAR, automatic ATIS updates are currently not possible. However, an ATIS can still be generated manually using the following steps: - replace the *$metar($atisairportA)* parameter in the ATIS maker URL with the latest EDLW METAR - replace the EDLW ICAO in the METAR with *EDZZ* - remove the *&apptype* and *&depfreq* parameters entirely - continue connecting the ATIS as usual You will have to manually update the ATIS this way every time a new EDLW METAR is published. # Event Coordinator RG Frankfurt Coordinators supervise a specific group of controllers during high traffic operations or events. They are responsible for keeping an eye on all traffic in their area of responsibility and, if necessary, taking control measures to enable efficient traffic flow. Their key duties are - supervising airport and frequency capacities, - decide and coordinate flow management regulations, - coordinating between controller groups, especially while primary controllers are busy. A coordinator has the responsibility to make decisions which apply to all members of his/her controller group based on weather, traffic flow and frequency load. ### General conditions To observe the situation, Coordinators should login as CO\_DEL/TWR/APP/CTR without having a primary frequency set. Additional plugins (e.g. Arrival Manager, Topsky features) can be used or may be mandatory during events. Usually the Coordinators are seperate stations. If there are not enough controllers available for that, the station with the lowest workload should do the coordinator tasks. This station may change during the day and staffing. However, the primary frequency must always be the first task. Coordination shall always take place by voice (Teamspeak or VCCS). Only if one station is available by text only (e.g. for neightbouring countries) privat chat may be used. ### Delivery Coordinator Duties With an increased number of flights on the network especially during events and online days the task of Delivery is getting more and more important and the workload is increasing immensely. To handle the outbound traffic the most efficient way it is recommended to work Delivery with two controllers, one operator and one coordinator. **Operator:** The operator is responsible for all **voice communication** with the pilots on the frequency (enroute and startup clearance). He is responsible to set the clearance received flag and the startup state. He also enters TOBTs reported on frequency. **Coordinator:** The coordinator has the following duties: - Check and editing flightplans (set SID, initial climb, Squawk etc.) - Datalink clearances (via Topsky). Enter the ATIS code you have transmitted to the pilot into the Euroscope Remarks to indicate, that a DCL clearance has been sent. - Text communication (e.g. with textpilots on frequency chat and via private message prior clearance request) - Coordination with other stations (e.g. Tower) - When vACDM is used, the coordinator sends the alias command (.tobt) to the pilot after setting the Squawk, that the pilots are able to set and update their TOBT. **Flightplan editing:** Additionally if there are any errors inside the flightplan that need to be corrected (depends on RG - wrong SID, FL, Route), the coordinator should clarify this issues with the pilot by private message prior clearance request, not on frequency! Only if the flightplan is checked, edited and corrected if necessary the squawk should be set. That indicates the operator that the clearance can be issued. **Enroute Clearance:** Before issuing the enroute clearcance the operator should check the remarks if there is still any problem with the flightplan, especially if the Squawk is already set. If the Squawk was accidentally set by the coordinator and no clearance should be issued, use 0000 or 7777 as manual Squawk until the flightplan is corrected. **Startup Approval:** When the vACDM plugin is used, the operator is responsible to set the TOBT which generates a TSAT. If manual slots are used (without any ACDM plugin) the coordinator is responsible to set the TSAT inside the remarks and to monitor the traffic situation at the airport. **Request queue:** For the clearance request queue the VCH plugin request function should be used. ### Optimal decision making - Capacity To make the right decisions it is important to know what the maximum capacity of the airport at all, runways and single sectors are. Primary the vACDM plugin should be used in case ACDM is recommended. However, it is highly recommended to keep in mind that human (especially controller) capacity is variable and therefore a huge factor in defining a movement cap for specific frequencies or runways.

Outbound EDDF		Inbound EDDF
RWY 18	40 / hr every 2 min + 10 extra movement	staggered	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 FS: 8 - 10 at the same time
Sector FN: 10 - 12 at the same time

At Frankfurt a maximum of **8 aircraft** should have the status **TAXI** towards the same runway. If it seems that more aircraft might be on the way towards the runway at the same time, the traffic flow need to be regulated. To monitor this the Taxi-Out List can be used. The "extra movements" can be used for outbound traffic with very short or long taxitimes. With a **single runway** (also for EDDS) a maximum of 30 movements per hour (Inbounds and Outbounds) can be expectetd to handle. Depending on the overall situation (e.g. during LVO), the capacity need to be reduced. ### Controller groups #### Tower/Delivery It is highly recommended to split TWR/DEL coordinator positions into two separate ones whenever possible. If there is too much outbound traffic at the same time Slots need to be used for regulation. DEL/TWR Coordinator is responsible for activating it and to assign slots. TWR/DEL Coordinator should keep the following things in mind: - It will take some time until you will see an effect of the regulations at the holding points, so you need to work and look in advance. - During high outbound rushs the primary used runway for inbounds may be changed to have more space for the outbounds. - Let the holdingpoint never run empty when regulating traffic. - Especially during high traffic loads do not deviate from the default SID assignment. Exceptions are only if the outbounds that deviate from default will stay completely independent from each other. Otherwise the APP/CTR Controllers will have a highly increased workload!

**Manual Slot Assignment:** When the outbound requests clearancce, coordinator need to write down the TSAT into the scratchpad (previous one + 2/3 minutes). Meanwhile DEL will issue the enroute clearance and need to tell the pilot when to expect startup. Once this time is reached, DEL will approve startup, delete the TSAT from the scratchpad and send the outbound to the appropriate Apron controller.

### Approach/Center It is highly recommended to split APP/CTR coordinator positions into two separate ones whenever possible. - When using Holdings, CTR Coordinator is responsible for them and he should calculate times or amount of orbits. - Coordinate how to exit the holdings. - APP coordinator needs to decide when the APP stations can accept traffic again (final should never run empty!). - APP coordinator is responsible to use all APP stations' capacity accordingly (e.g. FN/FF and FS/FU sectors regarding north and south arrivals). ### Teamspeak Setup Coordinators identify themselves with the Teamspeak function "Channel Commander". Continuous coordination within numerous Teamspeak channels can be distracting for active controllers. With the "Whisper" function they will be able to coordinate with all other channel commanders without leaving the channel or disturbing other controllers.

Tools (Extras) => Whisper Lists => Set Hotkey (e.g. "ALT" or ENDE") | Whisper to "Groups" | Group Whisper Type "Channel Commander" | Group Whisper Target "Complete Channel Family"

[![EDFF_Teamspeak_whispern.PNG](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/scaled-1680-/edff-teamspeak-whispern.PNG)](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2022-10/edff-teamspeak-whispern.PNG)*Teamspeak Whisper List Setup*

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

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	-

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 / RID	NON-RNAV only, max. FL90	reroute for RNAV capable aircraft (e.g. A320, B738)

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