EDDL - Tower
Düsseldorf Tower is responsible for all runways and the control zone (CTR), as well as Taxiways in between the parallel runways.
Control Zone
D-CTR of Düsseldorf reaches up to 2500ft AMSL. For details see VFR charts.
Düsseldorf control zone (D-CTR) - © openflightmaps.org
Düsseldorf has three VFR mandatory reporting points (November, Sierra and Echo) that should be used for all VFR traffic leaving or entering the CTR.
To the west, the Düsseldorf Tower Control Zone is directly adjacent to the Mönchengladbach CTR (EDLN), which extends from GND to 2000 ft AMSL with its own VFR reporting points. All VFR flights from one to the other CTR should be coordinated.
C-Airspace is lowered to 2000 ft AMSL over the Mönchengladbach control zone. At the eastern border of the Dusseldorf control zone, the C airspace is lowered to 1500 ft AMSL due to the proximity to Essen-Mülheim Airport (EDLE).
VFR Traffic: Northern traffic pattern is prefered for all VFR flights. Whenever possible VFR traffic should perform a long landing during 23 ops.
Helicopter: Directly at the airport there is only one helipad in front of Hangar 10, in the far east, near the long-distance train station, which is used exclusively by the NRW police flight squadron (Hummel) and the federal police (Pirol). These helicopter are allowed to depart/land in front of the hangar and do not need to contact Delivery or Ground. All other helicopters need to use the runway for departure and landing.
South of the control zone, approx. 3 NM north of SIERRA, is the Düsseldorf University Hospital (UKD). The rescue helicopter Christoph 9 (CHX9) is stationed close to the northern border, approx. 2.2 NM south-east of NOVEMBER, at the Berufsgenossenschaftliche Unfallklinik (BGU) Duisburg. Here, a request to fly through the tower control zone can often be expected during missions. Further information see https://knowledgebase.vatsim-germany.org/books/practical-procedures/page/runway-change-guide.
Runway Usage
Düsseldorf Tower is responsible for the directionrunway ofsystem operation.and Theretraffic within the Düsseldorf CTR.
Runway Usage
Düsseldorf Aerodrome has 2 main operating modes:
Single Runway Operations:
During single runway operations, the southern runway is noused preferredfor operatingall directiondepartures inand Düsseldorf,arrivals, so you should take a look atwith the METAR and TAF before making a decision soexception that youVFR don'taircraft have to change runways atinside the traffic peak,circuit especiallycan duringbe events.allowed Ifto use the northern runway to allow a changemore efficient flow between IFR flights and VFR traffic. During brief periods of higher simultaneous inbound and outbound traffic, it may be necessary to coordinate target spacing on final approach with Feeder.
Parallel Runway Operations
During parallel runway operations, the southern runway is necessary, this should be coordinated with Approach in order to find a good timeused for departures, while the runway change.
Primary onlynorthern runway 23L/05Ris used for all arrivals. This configuration should be used when traffic volume exceeds (or will exceed) the capacity of single runway operations, as it allows for departurestighter inbound spacing and landings.increased Inoverall highthroughput. trafficThe situationsA380 shall not use the northern runway 23R/05Land shouldwill always land on the southern runway without requiring prior coordination.
Parallel Runway Dependencies
The parallel runway system cannot be used for landingindependent parallel approaches or independent parallel departures.
Segregated parallel operations may be conducted when arrivals use the northern runway and 23L/05Rdepartures use the southern runway, with the exception of runway 23L departures utilizing early right-turning SIDs (SONEBxT, MEVELxT, NETEXxT, and LMAxT departures). Controllers may issue takeoff clearances without waiting for departinglanding trafficcompletion (VFRon the parallel runway, provided the controller has both aircraft in sight and IFR).no increased probability of missed approaches or track deviations exists. This procedure shall not be used when wake turbulence separation would be required between a preceding departure or a potential missed approach overtaking the departure.
HeavyDuring Traffic:reduced Runwayvisibility 23R/05Lwhen visual contact cannot be maintained, the parallel runways must be treated as a single runway system, meaning a previously departing aircraft must have either overflown the end of the runway or initiated a turn before the landing aircraft crosses the threshold on the parallel runway. The procedure of not withholding takeoff or landing clearances can be applied while considering the parallel runways as one system. However, since there are physically two runways, landing clearance may be issued once the corresponding runway is notclear, availableand fortakeoff clearance on the A380! Inbounds always have to land onparallel runway 23L/05R. If requested by the pilot, other heavy traffic (e.g. B747, MD11 etc.) shall alsomay be given as soon as arriving traffic has touched down and begun decelerating. If runway separation cannot be guaranteed, any takeoff on the opportunityparallel runway must be aborted.
Since the runways in Düsseldorf are less than 760 m apart, wake turbulence separation between both runways must be ensured at all times.
Visual Swingover
When traffic conditions allow, aircraft may be cleared for a visual swingover from runway 23R to landrunway on23L. 23L/05R,Prior evento duringissuing highthe trafficvisual volumes.approach clearance, pilots must report runway 23L in sight. Along with the visual approach clearance, controllers shall provide missed approach instructions, typically consisting of runway track and climb to 4000 feet, as a missed approach procedure does not exist for a visual approach.
Arriving Traffic
Missed Approach: For allinbounds, publishedDüsseldorf approaches,Arrival missedis approachesresponsible willfor beseparation executeduntil as published, unless otherwise agreed. In the eventtransfer of acommunication. missed approach, the responsible radar station must be informed (via Topsky or verbally). Any deviating action must be agreed in advance with the relevant approach controllers, except for actions by the Tower to reestablish seperation. In this case, the approach controller shall be informed immediately. The handover takes place once seperation is established. The next departure requires a departure release. Seperation: Düsseldorf Tower is responsible for maintaining separation,separation of arriving traffic from transfer of communication until touchdown, 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.
Swingover:Vacating RWY 05R: VisualTraffic swingovervacating RWY 05R via L1, L3 or L4 (visualafter approach)landing fromor runwaycrossing) 23Rshould be instructed by Tower to 23Lturn isright possibleon whenM. The handoff to Ground will take place thereafter. This will prevent traffic permitts.to Thereforestop in the pilotintersection hasand to haveblocking the runway 23Lduring infrequency sight,change. beforeTraffic beeingvacating clearedrunway 05R (or 05L via K1) are not permitted to taxi into L2.
Missed Approaches
All missed approaches are subject to immediate coordination with the appropriate approach controller. Upon notification of a missed approach, DLA will normally issue the tower controller a heading for the visualaircraft. approach.If Withno alternative instruction is provided by DLA, the clearancemissed forapproach will fly the visualstandard missed approach theprocedure pilotas haspublished. Tower may take immediate action to bereestablish givenseparation if required, but must inform the approach controller without delay. The handover takes place once separation is established. The next departure requires a newdeparture instruction how to continue in case of a missed approach. Therefore, runway track and a climb to 4000ft shall be used.
release.
Runway
Crossings
Crossing:
Traffic landing on 05L/23Rthe northern runway will have to cross runwaythe 05R/23L,southern runway, before being handed over to ground. Traffic vacating 23R via K3 shall cross the runway into either L7 and L6, depending on their assigned Gate and shall be handed over to either east or west Ground. This will reduce congestion around the Checkpoints and avoid unnecessary frequency changes. It is not allowed to vacate rwyrunway 23L via L7 and turn left on M.
Vacating RWY 05R: Traffic vacating RWY 05R via L1, L3 or L4 (after landing or crossing) are instructed by Tower to turn right on M and to hold short of the next intersection. The handoff to Ground will take place thereafter. This will prevent traffic to stop in the intersection and blocking the runway during frequency change. Traffic vacating runway 05R (or 05L via K1) are not permitted to taxi into L2.
Departing Traffic
Seperation & Spacing: All departures must be separated by at least 3 NM or wake turbulence separation, whichever is greater. DuringIf 23visual Operations,separation careis shouldused beduring takenVMC notconditions to sendreduce theminitial outdeparture at exactly 3 NM. As not all of them start their turn atseparation, the sametower time, the radar separation can be undercut.
Towercontroller has to ensure the succeeding aircraft remains on tower frequency until 3NM or 1000ft separation are ensured. During 23 Operations, it is necessary to observe the speed of both aircraft if initial separation is close to 3 NM, as the distance between departuresboth aircraft involved shrinks as soon as the first one starts its turn.
Increased separation on the same SID is not necessary, however precise monitoring of speeds is crucial and if the suceeding aircraft gets faster, the controller needs to react in terms of restrictive altitude instructions and/or restrictive speed instructions.
Rule of thumb for 23 Operations: If the distance between departuresthe andtwo misseddeparting approaches.aircraft
is higher than 3.5 NM prior to a 90 degree turn minimum separation will not be less than 3 NM provided that the preceding departure is faster.
MODRU/NETEX #T followed by #K requires at least 4 minutes separation due to the shorter routing. Depending on the outbound sequence on taxiway M it might be useful not to use #K SIDs.
If seperationseparation has to be restablished,reestablished, forsuch exampleas induring case ofa missed approach on short final andwith departing traffic already beingairborne, airborne,or when departure spacing becomes too tight, transfer of communication shall take place whenonly after Tower has ensured thisproper separation. ThereforeIn such situations, it canmay be necessary to instruct a pilotdeparting aircraft to "remain on tower frequency" afteruntil departure.separation is established.
Departures with the same SID need to be spaced by at least 5 NM at transfer of communication.
Transfer of Communication or "Auto Handoff": Usually all departures on a SID have to contact Langen Radar according to the charts byon it'stheir own when passing 2.000ft2000ft AMSL. Departure frequency need toshall be published in the ATIS.
MODRU #T followed by the same SID requires 2 minutes seperation. MODRU/NETEX #T followed by #K requires at least 4 minutes seperation due to the shorter routing. The other way around radar seperation is sufficient. Depending on the outbound sequence on taxiway M it might be usefull not to use #K SIDs.
Lineup: IndependantIndependent lineup is possible for all intersections with traffic information for the second departure. Intersection L2 should only be used if there is a real benefit for departures (see chapter ground). L2 is not available for lineup for A346, B744, B748, B777 and A388!
departures.
In case outbound traffic requires the maximum available runway length for runway 23L, the pilot can request a special lineup via Special Lineup RWY
23L:23LL1 (see image below).L1. This lineup will take longer as theusual. usual one. 
High Traffic at
Cologne:
During high inbound peaks into Cologne with 13 operations, Cologne Approach may use the Düsseldorf Approach sector. Therefore traffic departing Düsseldorf out of runway 23L/R to the south requirerequires a startup and departure release by Düsseldorf Approach.
Tower will be informed by DLA and needneeds to inform Delivery!
Parallel Runway Operations and Runway Dependencies
Due to the proximity, the parallel runways at 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. 3 NM (provided the departing traffic has already completed line-up). Depending on the approach speed, this 3 NM can also be undercut, but runway separation must be ensured 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 crossed 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!
In the event of a missed approach, radar separation must be ensured between two IFR flights. At 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.
The procedure "not withholding takeoff or landing clearance" can be applied, considering the parallel runways as one. With one exception: Since there are physically two runways and the rejected take-off does not have to be taken in to account, the landing clearance can already be given if the corresponding runway is clear. A take-off on the other runway must then be aborted if the runway separation can not be guaranteed. For departures after arriving traffic, the take-off clearence on the parallel runway can be given, as soon as the arriving traffic has touched down and begun slowing down.
Since the runways in Düsseldorf are less than 760 m apart, wake turbulence separation must be ensured.
Separation
Reduced Minimum Radar Separation
Minimum separation of IFR flights approaching the parallel runway system (23L & 23R or 05L & 05R) can be reduced to 2.5 NM, according to AIP, if no wake turbulence separation has to be applied:
Reduced Minimum Radar Separation for Diagonal Staggered Approaches (Based on NfL I - 9/09)
1. The Minimum Radar Separation (MRS) for diagonal staggered approaches to parallel runways at Düsseldorf Airport is 2.5 NM between 10 NM and the touchdown point.
2. The reduced MRS will be applied to landing directions 05 and 23, provided
the following conditions are met:
- Preceding and succeeding aircraft are approaching different parallel runways.
- Both aircraft are established on the final approach track.
Quote from AIP Germany/AD 2 EDDL 1-23 (by the German Luftfahrt-Bundesamt), applicable on VATSIM.
Reduced runwayRunway separationSeparation
RRSRSS minima may be applied by Düsseldorf Tower, according to the following table:
|
Runway |
|
|
succeeding CAT 1 |
Preceding CAT 1/CAT 2 succeeding CAT 2 |
Preceding CAT 3 succeeding CAT 1/CAT 2/CAT 3
|
| 05L/23R | 600m | 1500m | N/A | ||
| 05R/23L | 600m | 1500m | 2400m |
VFR Traffic
The Düsseldorf CTR extends up to 2500ft AMSL. Neighboring the Düsseldorf CTR to the west is the Mönchengladbach CTR (EDLN), which extends to 2000ft AMSL. All VFR flights transitioning between the two control zones require coordination. Class C airspace is respectively lowered to 2000ft AMSL over the Mönchengladbach control zone and to 1500ft AMSL at the eastern border of Düsseldorf CTR due to proximity to Essen-Mülheim Airport (EDLE). For further details see VFR charts.
Reporting Points and Holdings: Düsseldorf has three mandatory reporting points: NOVEMBER (N), SIERRA (S), and ECHO (E). SIERRA and ECHO lead into published VFR holding procedures south of the field, while NOVEMBER has a published holding procedure north of the field. Without further clearance after passing one of the visual reporting points, aircraft will automatically proceed to their respective published holding patterns. During low traffic situations, direct control zone entries may be approved.
Helicopter Operations: The dedicated helipad in front of Hangar 10 is exclusively reserved for NRW police flight squadron (Hummel) and federal police (Pirol) operations, who may depart and land without contacting Delivery or Ground. All other helicopters must use the active runway for departure and landing operations. Christoph 9, stationed at BGU Duisburg approximately 2.2 NM southeast of NOVEMBER, frequently requests transit through the control zone during emergency missions.
Important Landmarks for VFR Flights
- Rhein River
- Autobahn A3 (commonly followed by VFR aircraft crossing from ECHO to NOVEMBER)
- Düsseldorf University Hospital (UKD) - approximately 3 NM north of SIERRA
- Berufsgenossenschaftliche Unfallklinik Duisburg (BGU) - approximately 2.2 NM southeast of NOVEMBER
Low Visibility Procedures
LVO shall be announced in the ATIS (Code &lvp) and target spacing for arrivals shall be increased. 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)125 m) with the take-off clearance.
Taxiway restrictions: At runway visibility ranges (RVR) less than 350 m, taxiway K and L5 between RWY 05R and taxiway M are closed. Additionally, it is not possible to vacate runway 05R via L8 and runway 23L via L3 with runway visual ranges of less than 350 m.
Refer to this article for more information: Low Visibility Operations (LVO).