EDDN - Nürnberg Airport

Overview

Nürnberg ATC Stations

Station
 Station ID
 Login
 Frequency
 Remark
ATIS
 NX
 EDDN_ATIS
 123.080
Ground
 NG
 EDDN_GND
 121.760
Tower
 NT
 EDDN_TWR
 118.305

Radar

 FRK
 EDDN_FRK_APP
 129.525

München Radar

Sector Franken Low

Feeder

 DND
 EDDN_D_APP
 119.475
 Relief Station

Local agreements

The following agreements always apply:

Quickview

Ground

Nürnberg Ground is responsible for IFR and start-up clearance as well as all taxiing traffic at the airport.

Abflugverfahren

Endpoint SID RWY Initial Climb After Take-Off Remark
BOLSI 1C 10 FL70 contact
München Radar
129.525		 RNAV1 required.
1G 28
ERETO 1C 10
1G 28
RODIS 1C 10
1G 28
SUKAD 1C 10

RNAV1 required.
1G 28
SULUS 1C 10

RNAV1 required.

Only available for flights intending to proceed SULUS L604.
1G 28

ERL

Erlangen

 1C 10 remain with
Nürnberg Tower
118.305

RNAV1 required.

For local IFR training flights at EDDN, prop-type aicraft up to 5.7 t MTOW only.
Contact München Radar when advised by Tower.
1G 28

NUB

Nürnberg

 1A
 10 6000 ft
 contact München Radar 129.525
 For non-RNAV1 equipped aircraft only. For RNAV1-equipped aircraft by ATC only.
1B
 28

Departures on SIDs are generally released in Nürnberg, i.e. route clearance can be given without further request. Departures via vectors must be coordinated with the APP controller.

Transponder codes

The transponder codes for departures from Nürnberg are to be assigned automatically from the range 2340-2353. If this range is not sufficient, the codes 2401-2477 can also be assigned manually.

Helicopter

The helipads are within the area of responsibility of the ground. Helicopters are to be handled like normal fixed-wing aircraft, with the exception that the terms hover instead of taxi or air-taxi instead of taxi are to be used for them.

Air-taxi of helicopters are generally prohibited on all apron areas and taxiways with the following exceptions:

Limited taxiways

Parking positions

The parking position is normally assigned by the GroundRadarPlugin.

De-icing

Aircraft de-icing is always carried out at all parking positions on the main aprons at Nürnberg Airport.

Tower

Operating direction

The operating direction is coordinated between TWR and APP. Runway 28 is to be used in preference. The operating direction should only be changed during continuous traffic if a tailwind component of more than 5 KT is otherwise to be expected.

Please note that only runway 28 can be used for low visibility operations.

Change of operating direction

Approaches

Approaches are to be staggered by APP and handed over on the approach base line at 8 NM at the latest

Non-precision approaches, aerodrome circuit approaches or approaches that do not wish to perform a final landing must be coordinated between the APP and TWR.

Visual approaches must be coordinated between TWR and APP. The requirements stipulated in the AIP must be observed; in exceptional cases (e.g. weather, emergencies, ambulance flights, etc.) this may be deviated from.

Required separation 

APP is responsible for creating and maintaining the separation between approaches.

Speed instructions from TWR for approaches must be coordinated in advance. TWR is then responsible for maintaining the separation.

Missed approaches

A missed approach must be coordinated between the APP and TWR. Pilots should primarily follow the published missed approach procedure. In exceptional cases, a "fly runway track, climb to FL70" can also be instructed, which may be appropriate in Nuremberg if there is a lot of traffic.

Practice approaches

The published missed approach procedure must not be used for practice approaches with a new take-off/take-off, but a SID must always be assigned.

Departures

Separation obligation

TWR is responsible for establishing and maintaining the separation between two take-offs. The following aircraft may only be released for take-off if the radar separation minimum or the required wake turbulence separation to the preceding aircraft is given at the time of take-off and the separation remains or increases.

Intersection Departures

Airliners are always sent to the beginning of the runway. Deviations are possible with the pilot's consent. Pilots of small (VFR) aircraft must expect an intersection departure.

VFR traffic

VFR arrivals and departures may enter or leave the control zone at a maximum of 3,000 ft AMSL. Circuits to the south should be avoided for noise protection reasons.

Helicopter take-offs and landings

Taxiway F can be used for take-offs and landings. The decision lies with the tower, the pilot must report if he cannot accept this. In most cases, however, these departures are carried out as intersection takeoffs from taxiway J.

Take-offs and landings of DRF rescue helicopters

The following procedures are to be observed when carrying out operational flights by the local DRF rescue helicopters (CHX27 and CHX88).

CHX27 must be assigned the discrete transponder code 7027.
CHX88 must be assigned the group code 0020 for rescue flights.

In order to avoid having to keep the entire TWY free when using the above procedure for departures from TWY F, the following procedure was agreed with the DRF (only for CHX27 and CHX88):

An artificial landing zone will be set up, which must be kept clear during take-offs and landings of the two rescue helicopters, extending westwards to the junction of TWY J and eastwards to the eastern boundary of the hoverway.

TWY C can therefore be used freely without further restrictions, provided that traffic information is provided on all aircraft involved.

Aircraft on TWY D must be clear of TWY F for the application of the procedure.

TWY F can only be used to the east as far as apron G3.

Screenshot 2024-03-08 145849 (1).png

AD2 EDDN 2-7 - With the kind permission of DFS Deutsche Flugsicherung GmbH. Not suitable for navigational purposes.


Arrival - Franken Low

The Nürnberg arrival does not cover a pure arrival sector, but the fully-fledged lower sector Franken Low (FRKL) in the GND - FL195 level band. In addition to arrivals and departures to/from Nuremberg, a few transits cross the sector. Franken Low is also home to the controlled aerodrome Hof-Plauen (EDQM), as well as numerous info airports with a RMZ and IFR procedures. The exact structure of the sector can be seen in the following sector chart.

Sectors_EDMMOST-Low.png

Arrivals

RNAV Arrivals

The arrivals in Nürnberg have their clearance limit at the corresponding transition fix (see table) and must already be filed by the pilot in the flight plan, but explicitly cleared. Pilots must at least be BRNAV-equipped, for NON-RNAV a route must be filed according to ERL or NUB.

Waypoint
Designator
 RWY CL Holding
(MHA 5000ft)		 Remarks
DODAS
 1T 10 left, 170°
1V 28 not to be used during activity of NLFS
PIVIR 1T 10 right, 204°
1V 28 not to be used during activity of NLFS
LETKU 1T 10 left, 042°
1V 28
UPALA 1T 10 right, 315°
1V 28  

Approach procedure

In operating direction 28, Nürnberg has a CAT IIIb-certified ILS, as well as one RNAV and two published LOC approaches (LOC Z and LOC Y) and thus logically another localiser antenna in addition to the LOC antenna belonging to the full ILS. In operating direction 10, Nürnberg has a CAT I-certified ILS, as well as an RNAV and VOR approach.

Visual approaches may be cleared after coordination with the tower, but must be conducted in such a way that the final approach for RWY 28 approaches from the north is at least 2.5 NM (5 DME NUB), for approaches from the south the final approach is at least 5.5 NM (8 DME NUB) and for RWY 10 the final approach is at least 5 NM (4 DME NUB).

Working with the feeder position

In reality, there is no longer a feeder in Nuremberg, but due to the unrealistically high flight movements on Nuremberg Monday, this station has been retained on VATSIM.

The handover between FRKL and feeder takes place at 28 operation downwind sinking to 6000ft, at 10 operation sinking to 5000ft.

Target separation on final

There is no target separation per se and all pilots are requested to separate according to the traffic conditions on the final. Requests for separation from TWR must be implemented within 10 minutes, speed requests from TWR immediately.
With a balanced traffic flow, a separation of approx. 6 NM is usually suitable to utilise the runway as efficiently as possible. Higher separation minima due to wake vortices or similar must of course be given priority!

Departures

Handoffs

With the exception of ERL departures, departures in Nuremberg are obliged to make an initiation call on the corresponding departure frequency immediately after take-off.

Local IFR via ERL

For local IFR flights, the tower must always plan via ERL; unlike all other SIDs, the tower keeps departures via the ERL departure on frequency until they have left its AoR or there is a separation to traffic in the control zone.

Agreements

Outbound Traffic - FRKL transferring

Receiving SCT ADES / ADEP COPX XFL RMK
EDMM BBG ↑EDDN SULUS FL190 --
EDMM HOF ↑EDDN ERETO FL190
EDMM RDG ↑EDDN RODIS FL160
EDMM TRLS ↓EDDE NARUS FL110 Clear STAR
EDMM WLD ↑EDDN AKANU FL130 --
EDGG DKB ↑EDDN DKB FL130
EDGG GED ↑EDQ* VAGAB FL180
EDGG HAB

↑EDDN

↑EDQ*

 SULUS FL180
EDGG KTG ↑EDDN IBAGA FL130
SUKAD
LKKV_APP ↓LKKV OKG FL120
LKAA-W ↑EDQM OKG FL170
ODOMO
VEMUT

Inbound Traffic FRKL receiving

Transferring SCT ADES/ADEP COPX PEL RMK
EDMM ALB ↓EDDN DOSIS FL140 --
UPALA
EDMM BBG ↓EDDN ALL FL200 Vertical entries
EDMM GER ↓EDDN TABAT FL200 --
EDMM HOF ↓EDDN ALL FL200 Vertical entries
EDMM RDG ↓EDDN RODIS FL140 --
EDMM TRLS ↑EDDE BAMKI FL160
TABAT FL160
EDGG DKB ↓EDDN LETKU FL110
EDGG HAB ↓EDDN ERTES FL130
↓EDQ* SULUS FL170
EDGG HEF ↓EDDN VELIS FL170
↓EDQ* BOKNI FL170
LKKV_APP ↑LKKV OKG FL110
RAPET
VARIK
LKAA-W

↓EDDN ETHN

↓ETIN EDQ*

 OKG FL180
↓EDDE VARIK FL190