# EDDF - 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 |
**Runway** | **Usage** | **Remark** |
**25C / 07C** | Departure | for emergencies and swingovers also for landings (coordinate exceptions) |
**25L / 07R** | Landing | for outbounds from the south apron / GAT also for departures |
**25R / 07L** | Landing only | **not allowed** for any VFR traffic and for A380, B747, DC10, MD11, L-1011 |
**18** | Departure only | -- |
**Rule of Thumb for aircraft with same performance:** A separation of 3 NM can be achieved when the succeeding traffic receives its takeoff clearance as soon as the preceeding traffic is overflying the end of the departure runway. For a separation of 5 NM the proceeding traffic needs to be 2 NM away from the end of the departure runway.
**Same SID, different runways:** Especially between southern departures out of runways 07/25 and 18, Tower has to pay special attention to initial separation. All departing aircraft out of Frankfurt must be instructed to contact the appropriate Langen Radar frequency after departure. This instruction shall be given when the aircraft is airborne and free of conflict with other departures and / or missed approaches. The transfer should be initiated early enough to avoid the flight leveling off (at +/- 1000 ft AMSL). As the approach / departure controller shall always cross-couple both real-life departure frequencies, the departure frequency will always be 120.155 for departures towards MARUN, TOBAK, OBOKA and 136.130 for departures towards SULUS, KOMIB, CINDY, ANEKI, SOBRA and ULKIG. #### Arriving Traffic For inbounds, Frankfurt Arrival is responsible for separation until transfer of communication. The minimum separation between two aircraft approaching the same runway is **3 NM or wake turbulence separation**, whichever is higher. However, under certrain circumstances, the radar separation can be reduced to **2.5 NM** according to NfL I-55/11: - Both aircraft are within a 10 NM final - The preceding aircraft has the same or a lower weight category. Aircraft of weight category SUPER, HEAVY and the B757 as preceding aircraft are excluded from this procedure. - The exit taxiways of the runway can be observed from the control tower visually or by means of surface movement radar (always applicable at VATSIM) - The runway is dry The reduced radar separation minimum may also be applied between alternating approaches to the parallel runways (see below). In these cases, neither the line of sight of the exit taxiways nor the runway conditions need to be considered as a precondition. Langen Radar should not use separation less than 3NM on purpose. However, the use of reduced minimum radar separation on final approach can avoid the need for missed approaches. **Modes of Operation:** Langen Radar has to coordinate with tower whether parallel independent, dependent or alternating (former staggered) mode will be used. The minimum separation between an aircraft on final runway 25L/07R and another aircraft on final runway 25R/07L is measured diagonal head to head.**Mode** | **Minimum separation 25L/07R - 25R/07L** |
alternating | 2.5 NM |
dependent | 1.5 NM |
parallel independent | independent |
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-10/eddf-separation-swing.jpg) | [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-10/eddf-seperation-independant.jpg) |
[](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-10/eddf-seperation-dependant.jpg) | [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-10/eddf-seperation-same-rwy.jpg) |
**Target spacing** for inbounds only need to be applied by Arrival when **requested by Tower!** Otherwise radar or WTC separation is used by default.
#### 25 Operations **M/H-Departure and departures to the south (e.g. CINDY#F):** Takeoff clearances for runway 25C/25L can be issued when the following conditions are met: - **Inbound Traffic:** For departures out of runway 25C there is no aircraft between 4 NM final and threshold runway 25L. The takeoff roll has to start before any inbound for runway 25L reaches 4 NM final (only applicable for inbounds runway 25L, not for swingovers runway 25C). For runway 25L inbounds and outbounds, only runway separation has to be applied. - **Outbound Traffic:** As soon as departures out of runway 18 started the takeoff roll, there is no further dependency between 18 and M/W/H/K SIDs from runway 25C/25L. **G/F-Departure to the north:** Takeoff clearances for runway 25C/25L can be issued when the following conditions are met. - No aircraft between 0,5 NM and 4 NM final runway 25R, takeoff roll has to start before any traffic inbound runway 25R reaches 4 NM final - (Independent to arrivals on runway 25L) - (25C: Independent to departures from runway 18) - Departures out of runway 25L need a release by DFTW. The release can be given once the departure from runway 18 is rolling. - During LVO both tabu zones for 25L and 25R need to be clear of traffic when starting the takeoff roll. Since this is almost impossible during high inbound traffic, all departures should receive the M/H SIDs during LVO so that only one taboo zone has to be considered. **18 Departures:** Outbounds from runway 25C/25L with initial turn to the south need to reach 2000ft AMSL before the takeoff clearance can be issued. Outbounds from runway 25C directly to the north are completely independent to all 18 departures. *dependencies during 25 operations* **Missed Approaches:** Missed approaches from runway 25C and 25L are dependent to runway 18 departures. The takeoff clearance on runway 18 can be given, as soon as separation is ensured. Exception: Departures from intersection S are independent to missed approaches. However, a traffic information could increase the situational awareness of the pilot. **Staffing with multiple tower:** If more than one Tower position is staffed, DFTW is responsible for the coordination between departures runway 18 and 25C/25L. DFTC/DFTS always needs a release by DFTW for all departures with initial turn to the south (M / W / H / K / N / F-SIDs to the south), if not coordinated otherwise. E.g. the phrases "Released" / "DLH123 released" / "MARUN released" may be used. #### 07 Operations **Outbounds 07:** All outbounds out of runway 07C are independent to all arrivals on runway 07R and departures on runway 18. In case of a go around on runway 07R, Tower has to ensure separation. In case of a southbound departure from RWY 07C, the missed approach should be turned to the south above the MVA and the departure should stay on runway track. Missed approaches on RWY 07L and OBOKA/MARUN#E departures are **not** separated procedural. In case of go around on runway 07L, Tower has to ensure separation with departures out of runway 07C. **18 departures:** Departing aircraft on runway 18 from N / N-South / L have to start their takeoff roll before any aircraft on final runway 07R is between 4 NM final and runway 18. Also, traffic departing from these intersections need to be separated by time-based wake turbulence behind arrivals on runway 07R (see table below). For departures out of **intersection M** it must only be ensured that the inbound will not overfly the departing traffic on runway 18, so the 4 NM restriction does not need to be taken into account as well as wake turbulence separation. Departing taxi out of full length can taxi down the runway to intersection M (not via taxiway Y) to improve the departure sequence. > DLH123, lineup runway 18, on the runway taxi down to intersection M. Outbounds via **intersection S** are completely independent to arrivals for runways 07C and 07R. ##### Time-based wake turbulence separation 18 Outbound vs. 07R Inbound**Preceding** | **Succeeding** | **Separation** |
Medium | Light | 2 min |
Heavy | Light | 2 min |
Medium | 2 min | |
Super | Light | 3 min |
Medium | 3 min | |
Heavy | 2 min |
Tower will get Outbounds for runway 07C/25C short of the intersections. The intersection to use can be decided by Tower depending on the best departure sequence. Therefore only L1, L3, L4, L5, L6 and L9 can be used during 25 operations and L14, L16, L17, L19, L20, L21 for 07 operations. Tower needs to instruct the pilot to join the intersection.
To protect the center runway, all traffic holding short **can** be instructed to stop at the CAT II/III holding point (real procedure)! As many pilots are confused by this instruction, a "normal" hold short of the runway can be used instead.
> **Frankfurt Tower**: DLH123A, taxi via M and M8, hold at CAT II holding point runway 25C. > or > **Frankfurt Tower**: DLH123A, taxi via M and M8, hold short of runway 25C. During 07 Operations inbounds landed on runway 07L with parking position west of N11 should be transferred directly to West Apron.   Inbound traffic entering the Apron without crossing the runway will be instructed according to the table below. Frankfurt Apron is always responsible for all GAT and movements at the southern apron!**Entry** | **Stand** | **Hold short of** |
P | all except those via P1 | N11 |
P1 | F231 - F238 and V266 - V270 | W |
S4 - S23 | South Parking (S, V3xx, J, K, G) | S4 - S23, according to the stand |
Do not label hold shorts that are defined by the SOP!
### Visual Swingovers Inbounds for runway 25L have the possibility to do a visual swingover (visual approach) to runway 25C when reaching the 7 NM final (2500ft MSL). Therefore the pilot has to have the runway in sight. During 07 operations a swingover is only available for safety reasons or to avoid a missed approach. **Dependencies:** Visual swingovers are dependent to approaches on runway 25R/07L, even when using parallel independent operations! They do not have to be coordinated with Langen Radar as long as separation to other aircraft is obviously great enough. The **succeeding** aircraft has to confirm the parallel traffic in sight and maintain visual separation. **Missed Approach:** With the clearance for the visual approach the pilot has to be given a new instruction how to continue in case of a missed approach. Therefore runway track and a climb to 5000ft shall be used. > **Frankfurt Tower**: DLH123, advise able for visual approach runway 25C and parallel A320 2 o'clock in sight? > > **Pilot**: Able and in sight, DLH123. > > **Frankfurt Tower**: DLH123, maintain own separation, cleared visual approach runway 25C, (do not overshoot to the north). In case of missed approach climb straight ahead 5000ft (and contact Frankfurt Tower 118.780). A swingover can have several benefits. Separation minima can be reduced (described below) or safety reasons e.g. to avoid missed approaches. Pilots are often happy about reduced taxi times on ground. **Swing to depart**: A swingover can also be used to improve the outbound flow for runway 25C with M/W departures, as there is no 4 NM no-fly zone that need to be taken into account. A takeoff clearance on runway 25C can also be issued if the inbound is closer than 4 NM, which would not be possible if this traffic was approaching runway 25L. The inbound will be handed over to the according apron, with a hold short of L, as soon as possible. > **Frankfurt Tower**: DLH123, vacate to the right, hold short of L and contact Frankfurt Apron 121.855. ### Low Visibility Operations LVO become effective once the **ceiling / vertical visiblilty is below 200ft or the vertical visibility cannot be detected or any RVR in the METAR is equal or below 600m.** During LVO, the following procedures shall be applied: - LVO shall be **announced** in the **ATIS** (Code "&lvp") - Only the **Z ILS** for the northwestern RWY may be used - All traffic shall be told to **hold at the CAT III holding points** - The **RVR value for the corresponding runway** shall be given with the **landing clearance** and in the case of guided take-off (RVR ≤ 125m) with the take-off clearance - **25 Departures** should only depart from RWY 25C via **M/W SIDs** (reason: F/G Departures and a missed approach on runway 25L would mean a loss of separation during bad weather, but M/W SIDs are independent to published missed approaches from runway 25R) - **Runway crossings are not allowed** - During RWY 25, landing traffic that would cross via M8 shall taxi via T and traffic that would cross via M30 shall taxi via Y - During RWY 07, all landing traffic shall taxi via T - Optional procedures for advanced controllers: Consideration of sensitive and critical areas of the ILS - The sensitive and critical areas for every runway and aircraft category can be displayed in Euroscope via Functions -> Maps -> LVP - [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-11/screenshot-20.png) Yellow areas show the sensitive areas - [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-11/screenshot-22.png) Orange areas show the sensitive areas for non-orthogonal and non-parallel traffic - [](https://knowledgebase.vatsim-germany.org/uploads/images/gallery/2024-11/screenshot-21.png) Red areas show the critical areas - The wake turbulence category always refers to the preceeding aircraft on the runway, not the suceeding on final - For Light and Medium aircraft, there are no restrictions except that they must be clear of the CAT III holding point before the next inbound is over the runway threshold - For Heavy / A388 aircraft: - Sensitive areas must be clear as soon as the next inbound is within 2 NM final - As a rule, sensitive areas are always clear when the aircraft has passed the CAT III holding point - Critical areas must be clear as soon as the next inbound is within 4 NM final - When applying these advanced procedures, the following spacing should be the coordinated with APP for arriving flights: - 5 NM behind Light / Medium aircraft - 7 NM behind Heavy / A388 aircraft