EDDL - Tower

Düsseldorf Tower is responsible for the runway system and traffic within the Düsseldorf CTR.

Runway Usage

Düsseldorf Aerodrome has 2 main operating modes:

Single Runway Operations:

During single runway operations, the southern runway is used for all departures and arrivals, with the exception that VFR aircraft inside the traffic circuit can be allowed to use the northern runway to allow a more 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 used for departures, while the northern runway is 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 tighter inbound spacing and increased overall throughput. The A380 shall not use the northern runway and will always land on the southern runway without requiring prior coordination.

Parallel Runway Dependencies

The parallel runway system cannot be used for independent parallel approaches or independent parallel departures. 

Segregated parallel operations may be conducted when arrivals use the northern runway and departures 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 landing completion on the parallel runway, provided the controller has both aircraft in sight and 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.

During reduced visibility when 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 clear, and takeoff clearance on the parallel runway may be given as soon as arriving traffic has touched down and begun decelerating. If runway separation cannot be guaranteed, any takeoff on the parallel 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 runway 23L. Prior to issuing the visual 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

For inbounds, Düsseldorf Arrival is responsible for separation until transfer of communication. Düsseldorf Tower is responsible for maintaining separation of arriving traffic from transfer of communication until touchdown, if necessary by use of adequate means (e.g. speed control), and during the initial part of a missed approach.

Vacating RWY 05R: Traffic vacating RWY 05R via L1, L3 or L4 (after landing or crossing) should be instructed by Tower to turn right on M. 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.

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 aircraft. If no alternative instruction is provided by DLA, the missed approach will fly the standard missed approach procedure as published. Tower may take immediate action to reestablish separation if required, but must inform the approach controller without delay. The handover takes place once separation is established. The next departure requires a departure release.

Runway Crossings

Traffic landing on the northern runway will have to cross the 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 runway 23L via L7 and turn left on M.

Departing Traffic

All departures must be separated by at least 3 NM or wake turbulence separation, whichever is greater. If visual separation is used during VMC conditions to reduce initial departure separation, the tower controller 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 both 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 the two departing 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 separation has to be reestablished, such as during a missed approach on short final with departing traffic already airborne, or when departure spacing becomes too tight, transfer of communication shall take place only after Tower has ensured proper separation. In such situations, it may be necessary to instruct a departing aircraft to "remain on tower frequency" until separation is established.

Transfer of Communication or "Auto Handoff": Usually all departures on a SID have to contact Langen Radar according to the charts on their own when passing 2000ft AMSL. Departure frequency shall be published in the ATIS.

Independent 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.

Special Lineup RWY 23L

In case outbound traffic requires the maximum available runway length for runway 23L, the pilot can request a special lineup via L1. This lineup will take longer as usual. 

High Traffic at EDDK

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 requires a startup and departure release by Düsseldorf Approach.

Tower will be informed by DLA and needs to inform Delivery!

Separation

Reduced Minimum Radar Separation

Minimum separation of IFR flights approaching the parallel runway system 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 Runway Separation

RSS minima may be applied by Düsseldorf Tower, according to the following table:

Runway	Preceding CAT 1/CAT 2 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 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 ≤ 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).