SOPs FIR München

Station	Station ID	Login	Frequency
ATIS	MX	EDDM_ATIS	123.130
Delivery	ML	EDDM_DEL	121.730
Apron 1	MP	EDDM_1_GND	121.780
Apron 2	MP2	EDDM_2_GND	121.710
Apron 3	MP3	EDDM_3_GND	121.930
De-Icing Coordinator	MDIC	EDDM_I_GND	121.990
Tower / Ground
Ground North	MGN	EDDM_N_GND	121.980
Ground South	MGS	EDDM_S_GND	121.830
Tower North	MTN	EDDM_N_TWR	118.705
Tower South	MTS	EDDM_S_TWR	120.505
Arrival
Low North	DMNL	EDDM_NL_APP	123.905
High North	DMNH	EDDM_NH_APP	128.030
Low South	DMSL	EDDM_SL_APP	127.955
High South	DMSH	EDDM_SH_APP	120.780
Feeder Noth	DMND	EDDM_ND_APP	118.830
Feeder South	DMSD	EDDM_SD_APP	132.305

Delivery

Responsibilities

München Delivery is responsible for issuing enroute and startup clearances for departing IFR traffic in Munich. In addition, Delivery receives the first call of departing VFR flights.

The startup and enroute clearance can be given together in one radio message. Afterwards, Delivery hands over the pilots to the next responsible station (depending on the manned stations, usually Apron 1/2/3).

If startup clearance can not be issued together with enroute clearance, the pilot shall standby on Delivery frequency for startup. Afterwards, pilots shall be handed over to the next station, too. If possible, the pilot shall be informed about an expected time for startup if the expected delay exceeds 10 minutes.

München Delivery is additionally issuing startup clearances for VFR departures. The VFR flight makes his initial call on Delivery frequency, receives startup clearance and will be handed over to the next responsible station.

SID Assignment

The table below offers an overview of the SID assignment rules..

Departures on the preferred SID are released, clearance can be issued without further coordination. Should traffic be cleared on a non-preferred SID, Delivery shall get approval from Tower prior issuing enroute clearance.

Restrictions exist on all SIDs, thus the phrase "Climb via SID to (level)" shall be used.

Should a pilot report unable to fly a SID, Delivery shall initiate coordination with Tower and Approach (Low sector) about an alternating departure procedure (e.g. vectored departure). Usually the instruction for a vectored departure will be "Fly runway track, climb to Flight Level 70".

Traffic parking on aprons 6-9, especially cargo, should be cleared onto SIDs off the southern runway (RWY 08R/26L) to minimize taxi times.

All departures: Contact Muenchen Radar when advised by Tower!

Route	RWY 08L	RWY 08R	RWY 26L	RWY 26R	Max. init. Climb	Remarks
AKINI	1Q	1E	1S	1N	FL 70
ALG "Allgäu"	2Q#	2E#	2S	2N
ANKER	9Q	9E	7S	9N
BIBAG	2Q	2E	3S / 3W	4N
EVIVA	4Q	4E	4S	5N
GIVMI	6Q	6E	6S	1N
INPUD	3Q	3E	2S	2N
KIRDI	2Q	2E	3S / 3W	4N
MERSI	4Q# / 2T*	4E# / 2P*	5S	6N
MIQ "Mike"	9Q	8E	8S	9N		by ATC for non-RNAV only
OBAXA (Non-Jet)	2T*	2P*	6S*	6N*
OLASO	2Q	2E	2S	2N
RIDAR	7Q	7E	6S	6N
ROTAX	4Q	4E	3S / 3W	4N
TULSI (Jet)	2Q	3E	7S / 4W	4N		by ATC only
TURBU (Jet)	7Q	6E	7S / 7W	7N
VAVOR (Jet)	3Q	3E	3S / 3W	4N
	preferred runway / SID

W-SIDs= Noise-Protection-SIDs: for A/Cs of WTC H and J between 2200-0600 lcl
# = Jet only
* = Non-Jet only

TULSI-Departure

Pilots flying from EDDM to LOWI shall file this route: "TURBU Y107 RTT". If a route via TULSI has been filed, it can be cleared nevertheless after obtaining approval from Approach.

A TULSI departure to any other destination than LOWI should be recleared onto another SID (possible reclearance solutions are included in the Quicksheet), however can be cleared nevertheless after obtaining approval from Approach.

Noise Abatement Procedures

Aircraft of Wake Turbulence Category "H" and "J" departing off runway 26L and flying a SID via OTT shall be cleared onto SIDs with designator "W" between 22h and 06h local time.

Departures of aircraft category B747 shall be cleared of runway 08L/26R between 22h and 06h local time. During single (use of) runway operations the active departure runway can be used nevertheless.

Special Procedures

IFR Visual Departures off runway 08R

During active runway 08R, single and two-engine propelled aircraft as well as type DHC7, who fly a SID via VOR OTT (OBAXA#P, MERSI#P), can be offered a visual departure off runway 08R. Following criteria shall be met:

the pilots accepts or requests the procedure,
ceiling not below 3400 ft (summer) resp. 3700 ft (winter),
only during the day,
initial climb restricted to 5000 ft,
take-off run commences from full length (intersections B1-B3).

Phraseology example:

"[...] after departure turn right direct OTT, climb to *altitude* 5000 feet, maintain own visual reference to terrain until passing 3400/3700 feet"

EDDM - München Airport

Apron

Areas of Responsibility Apron

The Munich Apron can be divided into three areas of responsibility:

Sector	Login	Station ID	Frequency	AoR
Apron 1	EDDM_1_GND	MP	121.780	Apron 1, 6-8 (GAT), 9 (Cargo) and Maintenance
Apron 2	EDDM_2_GND	MP2	121.710	Apron 2 and 12
Apron 3	EDDM_3_GND	MP3	121.930	Apron 3, 5, 35 and 13 (GAT)

If more than one Apron is staffed, Delivery must also be staffed. If only one Apron is staffed, it covers all other Apron stations. If Aprons 1 and 2 are staffed, Apron 2 covers Apron 3.

Handovers Apron - Ground

Depending on the runways in use, Apron only gives taxi clearance up to the respective entry and then transfers the traffic to the next station shortly before the aircraft reaches it.

FROM	TO	ENTRY
MP	MGN	N1, N2
MP	MGS	S1-S6
MP2	MGN	N3, N4
MP2	MGS	S7, S8
MP2	MP3	N5, S9
MP3	MP2	N5, S9

Orange/Yellow/Blue lines

Taxiways W1, C3, E1, D3, D6 and E3 not only have the standard "yellow line", but also colored lines, "orange line" and "blue line" (see charts). These colored lines have limitations regarding the wingspan of the aircraft and should always be used for pushback or taxiing if the aircraft meets the limitations and the pilot is able to do so. Especially with the use of these colored lines, traffic can be handled as efficiently as possible.

Taxiway restrictions

W1, E1, C3, D6, E3 orange/blue can be used simultaneously by aircraft with max. 36 m wingspan (B739/A321).
C4 can be used by aircraft with max. 36 m wingspan
D3 orange/blue can be used simultaneously by aircraft with max. 52m wingspan (MD11)
K1 can be used by aircraft with max. 30.5 m wingspan
D6, E3, D3 orange, D3 blue can be used (individually) by aircraft with max. 65 m wingspan
D6 on Apron 5 can be used by aircraft with max. 30 m wingspan (DH8D)
E3 between parking positions 313 and D3 can be used by aircraft with max. 80 m wingspan, between positions 313 and D6 E3 can be used by aircraft with max. 65 m wingspan
W2, CTR2 and E2 can be used simultaneously by aircraft with max. 36m wingspan, W2 and E2 can be used simultaneously without limitations
D3 is not to be used for "swingover" between W2 and E2 (D1, D2 and D4 are intended for this purpose)
Entry N2 can only be used by aircraft with max. 52m wingspan

This chart provides an overview:

Taxi Restrictions Apron München

Common aircraft types and their maximum wingspan can be found in this list:

Max Wingspan	A/C Types
30 m	AT72 / CRJX / DH8D / RJ1H / etc.
36 m	B739 / A321 / BCS3 / E195 / etc.
52 m	B753 / B763 / A306 / etc.
65 m	A333 / A346 / A35K / B744 / B77W / B78X / etc.
80 m	A124 / A388 / B748 / etc.
>80 m	A225

Usage of the entries

The different entries are used differently depending on the runways in use.

08-Operations:

Departures leave the apron via entries N1, N3, S1-S3, S5 and S7
Arrivals enter the apron via entries N2, N4, S4, S6 and S8

26-Operations:

Departures leave the apron via entries N2, N4, S4, S6 and S8
Arrivals enter the apron via entries N1, N3, S1-S3, S5 and S7

Taxi clearances deviating from the above-mentioned standard procedures are possible after coordination with the station responsible for the ground sector concerned.

Gate assignment

Gates are usually assigned automatically. Lufthansa and Star Alliance Airlines park on Aprons 2 and 3, other airlines on Apron 1. The general aviation parking area (GAT) is located to the east of Apron 3 on Apron 13. Business aviation can also use aprons 6 to 8, and if a pilot's scenery does not have anything else, resort to Apron 5.

Special procedures

The following special procedures are generally not to be used for low visibility operations. If visibility is 200 meters or more on the apron, taxiing into parking positions from CTR2 is permitted, but not below.

Swingover

A "swingover" refers to the immediate change of taxiways. This "swingover" can also take place without following the taxi lanes.

DLH123, swing over on E2, taxi to Entry S8 via E2.

180-Turn

For example, an aircraft taxiing south on W2 can make a 180° turn to the left onto E2 and then taxi north on E2. This can also be applied to the opposite compass directions and can be done on taxi lines W2, CTR2 and E2. If the wingspan is less than or equal to 36 metres, this procedure can also be applied to blue and ornage lines.

EDDM - München Airport

Ground

Area of Responsibility Ground

Ground can be divided into two sectors:

Sector	Login	Station ID	Frequency	Area of Responsibility
North Ground	EDDM_N_GND	MGN	121.980	Taxiways N and M, all intersections of runway 08L/26R
South Ground	EDDM_S_GND	MGS	121.830	Taxiways S and T, all intersections of runway 08R/26L

If only one ground station is staffed, it covers the AoR of the other ground station as well.

Ground and Apron, resp. two Ground may only be staffed if Delivery is staffed, too.

Ground is usually only staffed after Tower, Apron and Delivery are already staffed.

Handover

Ground issues a taxi clearance to an entry or a holdingpoint and hands the aircraft over to the next responsible station at the clearance limit.

FROM	TO	ENTRY / HOLDINGPOINT
MGN	MP	N1, N2
MGN	MP2	N3, N4
MGN	MTN	A1-A15
MGS	MP	S1-S6
MGS	MP2	S7, S8
MGS	MTS	B1-B15

The handover from Ground to Tower can be instructed as "Contact" or "Standby for". It should be coordinated at the beginning of a session how Tower wants to receive handovers from ground.

Contact München Tower *on* (frequency)
Standby for München Tower *on* (frequency)

Departing traffic

Ground receives departing traffic from Apron depending to operation direction at the respective entries. Ground then issues a taxi clearance to a suitable holding point of the departure runway. Ground shall create an efficient departure sequence by assigning a suitable runway intersection, taking SID, WTC and other factors into account. The handover from Ground to Tower should be made as soon as possible.

Arriving traffic

Incoming traffic should actually call Ground on its own after leaving the runway. Unfortunately, this rarely works on VATSIM, so incoming traffic is usually handed over by Tower. The traffic receives taxi clearance from Ground to one of the entries as a transfer point. The choice of the entry depends on the planned parking position (Terminal 1 or 2) and the operating direction. Shortly before reaching the entry, the traffic is transferred to the responsible Apron controller.

Ground movement control

Taxi

In order to optimize the flow of traffic, the following taxi routing is recommended:

N/S opposite to runway direction
M/T in runway direction

Holding Points

The efficient sequencing of traffic at the holding points allows the tower to make optimum use of the available capacity at all times. To achieve this, Ground must route the traffic to the holding points correctly sorted in advance.

Sorting by SID

Departures should be processed in such a way that different SIDs depart one after the other, so that a closer spacing can be used (3NM on different SID vs 5NM on same SID).
The three holding points at the beginning of the departure runway should each be used for a different SID, allowing Tower to create an efficient mix of different SIDs.

The goal is to avoid having traffic at the front of all holding points that will fly the same SID.

The most used SIDs in the northern RWY-System often are GIVMI and INPUD,
the most used SIDs in the southern RWY-System often are MERSI, KIRDI and TURBU.

Intersection Departures

Pilots have to prepare the following intersections for departure, depending on the aircraft category:

Aircraft Category	08L	TORA	08R	TORA	26R	TORA	26L	TORA
Heavy+	A1/A2	4000 m	B1/B2	4000 m	A14/A15	4000 m	B14/B15	4000 m
Medium Jet	A3	3800 m	B3	3800 m	A13	3800 m	B13	3800 m
Light Jet	A4	2820 m	B4	2840 m	A12	2780 m	B12	2820 m
Turboprop	A6	2200 m	B6	2220 m	A10	2260 m	B10	2200 m

These intersections can be assigned to pilots without prior consent. If an intersection departure is not possible for any reason, the pilot must actively report "unable".

EDDM - München Airport

Tower

Tower Positions

These two Tower Positions exist at München:

Sector	Login	Station ID	Frequency	Area of Responsibility
North Tower	EDDM_N_TWR	MTN	118.705	Runway 26R/08L
South Tower	EDDM_S_TWR	MTS	120.505	Runway 26L/08R

With both Tower Positions staffed, the controlzone is split abeam the (physical) tower parallel to the runways. North Tower is responsible for the northern part of the CTR, South Tower for the southern part.

If only one tower is staffed, he also takes over the tasks of the other tower. If no Ground is staffed, Tower also takes over the neighbouring Ground AoR (North Tower the North Ground, South Tower the South Ground).

Handover

FROM	TO	AT	RMK
MGN	MTN	Holdingpoints A1-A15
MGS	MTS	Holdingpoints B1-B15
DMND	MTN	Final 08L/26R
DMSD	MTS	Final 08R/26L
MTN / MTS	MTS / MTN	between the runways (or as coordinated individually)	VFR traffic

Departing Traffic

Tower receives departing traffic at the runway holding points already pre-sorted by the ground. This can be done either with the instruction "Contact München Tower *on* (frequency)" or "Standby for München Tower *on* (frequency)". The type of handover must be coordinated with Ground in advance.

The tower transfers departing traffic to EDDM_NL_APP for SIDs departing northbound and to EDDM_SL_APP for SIDs departing southbound. The frequencies 123.905 and 127.955 are to be used here. The handover should always take place as early as possible, but only if separation to other traffic is ensured.

There is an exception for parallel departures (lateral distance less than 3 NM), where the handover only takes place as soon as one of the departures turns away from the runway centerline.

Arriving Traffic

Tower receives arriving traffic on final approach from Arrival, transfer of communication should not be made before passing the respective Final Approach Fix/Point.

Arriving traffic is instructed to contact Ground on their own initiative after leaving the runway. As this rarely works on Vatsim, it is usually necessary for inbounds to receive a handoff to ground from the tower as soon as they have left the runway correctly (behind the holding point line).

Arriving traffic which is vacating via the High Speed Turnoff directly connected to the Entry used for inbounds (e.g. A9 during RWY26R), should be coordinated between Tower and Ground so that traffic may remain on Tower frequency and receives taxi clearance by Tower.

VFR Traffic

In München, there are two VFR routes for entering and leaving the control zone, the HOTEL (south) and FOXTROTT (north) routes. There is also a published holding procedure to the north and south of the aerodrome. If required, entry and exit via the Isar (south/east) or the A92 highway (east/west) is recommended to be used, as well.

Depending on the approach route, incoming VFR traffic shall call either the North or South Tower. Traffic calling on the "wrong" frequency shall be identified (e.g. by setting an appropriate squawk), receive RWY in use and QNH before giving handover to the "correct" frequency or giving further clearance after coordination.

VFR crossings should be handed over to the other Tower at the AoR border. After coordination, one Tower can also keep the crossing VFR traffic on his frequency. To transfer VFR traffic between the runways to the other Tower or to delay it until there is a gap, it is advisable to circle around the tower.

The aerodrome circuit of Oberschleissheim (EDNX) leads through the München control zone. Traffic in the aerodrome circuit shall be in radio contact with Schleissheim Radio and does not have to report to the tower or monitor its frequency. Furthermore, the München control zone must be VMC.

SSR Codes

The following non-discrete transponder (group) codes can be issued by München Tower for VFR traffic. If required, a discrete transponder code can be assigned:

Mode A-Code	Verwendung	Darstellung
6305	VFR traffic within CTR EDDM	T
7000	Groupcode VFR	V
7001	VFR outbounds	VOUT
7002	VFR inbounds	VIN
7003-7026	if required (discrete codes)	TWR

Helicopter Traffic

Helicopters are to be treated as normal VFR traffic. Three helipads are located to the west of Apron 6 and two further helipads are located on Apron 12 to the north of D6 if required. Larger rotorcraft can also be parked on Apron 6 next to the helipads. Direct landing on the helipads is not permitted. Helicopters stationed at the airport however, such as those of the Bavarian State Police (ICAO CODE: EDW), can take off and land on the helipad in both directions. All other helicopters take off and land on the runways.

Operating Direction and use of the Runways

Choice of operating direction

Tower is responsible for determining the operating direction
Operating direction 26 is preferred and should be used in case of doubt

Use of Runways

The two runways 08/26 in Munich can be used independently of each other. Nevertheless, in case of various conditions such as traffic volume, weather, etc., sometimes only one runway can be used for take-off and landing or one runway for take-off and the other for landing (see below).

If departures always use the preferred runway (and SID), take-off clearances can be issued on both runways simultaneously and independently of each other. Particular attention should be paid to departures of cargo aircraft from the southern runway flying northwards (INPUD, GIVMI, etc.). These are no longer independent of departures on the northern runway, meaning that no departures may take place there at this time until separation is ensured.

Approaches are also independent of each other and ILS approaches can even take place in parallel. If the controller [during a parallel approach using the ILS] detects course deviations in one of the approaching aircraft that reduce the lateral separation, not only the deviating aircraft is requested to perform an avoidance manoeuvre, but also the aircraft on the parallel approach, even if it is on the correct final approach.

Examples for Runway Configurations

Independent OPS: Both runways can be used for take-offs and landings. ILS approaches and departures on preferred SIDs are independent of each other.
Single Use of Runway OPS: One runway is only used for take-offs, the other only for landings. The preferred runway is 08L/26L for take-offs and 08R/26R for landings. This runway configuration is recommended for Low Visibility Procedures (LVP). Take-offs and landings are also independent here, as the published G/A procedures are separate from all departures.
Single Runway OPS: In winter conditions and when the runway(s) must be treated and therefore being closed accordingly, this runway configuration is used, in which only one runway is used for take-offs and landings; the south runway (08R/26L) is preferred.

Change of Operating Direction

TWR decides on a change of operating direction in coordination with Arrival and arranges a specific time for this
ALL other stations are informed of the change of direction. The traffic on the ground and in the
air will be resequenced and recleared accordingly
Tower reports the last departure of the old operating direction for each runway to all Approach controllers and Director
The Arrival controllers report the last planned approach to Tower in the old operating direction for each runway
Director informs the responsible Tower about the first arrival in the new operating direction during the base turn of the flight
No intersection departures are permitted during the changeover until the last aircraft has left the runway

Arrivals

Separation on Final

Generally, the responsibility for separation of flights subject to separation in CTR München (Airspace D) lies with Tower.
The responsibility for separation of IFR-Arrivals on Final (not Visual Approach) lies with Director.
After Transfer of Communication, München Tower shall monitor separation and (if necessary) shall take appropriate measures to maintain separation.
Reduced separation on final may be applied, if all requirements are fulfilled: In this case the separation on Final may be reduced to 2.5 NM, as long as both involved aircraft are in contact with Tower.
Assignment of speeds on Final by Tower are permitted without coordination. However, it is recommended to inform the responsible Arrival controller about speeds assigned. After speed assignment by Tower, responsibility of separation for all involved flight lies with Tower!

Independent Parallel Approaches

Generally, Independent Parallel Approaches are in operation.
Independent Parallel Approaches can be used when operating ILS or RNP approaches.
The NTZ shall be displayed on the PHX radar scope.
Whenever NTZ is penetrated, a Missed Approach shall be instructed to reassure separation.

Missed Approaches

Tower is responsible for separation of Missed Approaches to all other flights subject to separation within CTR München. In case of a missed approach, the respective "Low" controller (DMNL / DMSL) is to be informed immediately. Callsign, planned Runway and reason for the missed approach shall be communicated to Low. Low may restrict following departures as "subject to release" (rf. Departure Release).

Missed Approaches should generally follow the published Missed Approach Procedure, as it is independent to departures of the parallel Runway. After coordination with Low, alternate instructions may be instructed to the pilot (e.g. vector on the downwind, runway track, etc.)

Departures

Separation between Departures

For departures that depart via the same SID or via the SID combination KIRDI/BIBAG and ANKER/AKINI, the previous departure must be at least 5 NM on the SID (track miles) from the end of the runway before the following departure flies over the departure end of runway.

The performance of the aircraft types must also be taken into account in order to prevent a loss of spacing due to different speeds.

Wake Turbulence Separation shall be applied at all times!

Intersection Departures

Following table shows the Intersection and TORA pilots have to expect. Deviations from this scheme always require the prior consent of the pilot.

ATYP	08L	TORA	08R	TORA	26R	TORA	26L	TORA
Heavy+	A1/A2	4000 m	B1/B2	4000 m	A14/A15	4000 m	B14/B15	4000 m
Medium Jet	A3	3800 m	B3	3800 m	A13	3800 m	B13	3800 m
Light Jet	A4	2820 m	B4	2840 m	A12	2780 m	B12	2820 m
Turboprop	A6	2200 m	B6	2220 m	A10	2260 m	B10	2200 m

Intersections A5, A8, A9 as well as B7, B8, B11 are not permitted for lining up on the runway. Intersections A7 and B9 are not to be used in general.

Conditional Line Up on Intersections

To guarantee the correct identification of Traffic during a conditional Line-Up on Intersections, which are not in a right angle to the runway, a traffic information and a confirmation that traffic is in sight is required prior to line up clearance.
This is not necessary for conditional line ups from the beginning of the runway (e.g. A1-A3)

Specifically, traffic shall be reported "in sight" before a conditional clearance is issued for the following intersections: A4/A6, B4/B6 or A10/A12 and B10/B12.

C: DLH123, traffic, A320, 2NM final runway 26R, report traffic in sight.

P: DLH123, traffic in sight.

C: DLH123, behind mentioned traffic line-up RWY 26R, behind.

As with all traffic information, a more detailed description of the traffic is not absolutely necessary, but can be helpful for the pilot.

Noise Abatement between 2200 and 0600 lcl

During nighttime, departures are not to be cleared below FL70.

Low Visibility Procedures

The ILS in München is certified for CAT IIIb operations.

Low Visibility Operations are conducted in Single Use of RWY OPS, individual approaches may deviate from this.

Active LVP shall be broadcasted in the ATIS by adding &lvp to the ATIS Maker URL:

LOW VISIBILITY PROCEDURES IN OPERATION CAT II AND III AVAILABLE

Separation during LVP

Arrivals to Arrivals

München applies the Landing Clearance Line (LCL) procedure of preceding aircraft of WTC Medium (M) and Light (L), which means: If an aircraft of WTC Medium or Light has vacated the runway, passed the LCL and is still in movement the next arrival may be overflying the threshold. If the preceding arrival has not yet passed the LCL, a Go Around shall be instructed.

Aircraft of WTC Heavy (H) need to vacate the CAT II/III Holding Point before the next arrival can pass 2 NM on final. If the next arrival passes 2 NM final and the Heavy did not vacate the CAT II/III Holding Point, a Go Around shall be instructed.

Aircraft of WTC Super (J) need to reach TWY N respective TWY S before the next arrival may pass 2 NM on final. If the next arrival passes 2 NM final and the Super did not reach TWY N/S, a Go Around shall be instructed.

Departures to Arrivals

To ensure ILS signals are not interfered with, all departures need to be clear of the

critical area before any succeeding arrival is less than 4 NM out, and
sensitive area before any succeeding arrival is less than 2 NM out.

This separation applies irrespective of the WTC of the involved aircraft, and a missed approach is to be instructed if separation is not achieved. Both critical and sensitive areas can be shown by activating the LVP / Critical Areas map in the Ground Radar.

Departures

Between two departures full Runway separation shall be applied.

During use of Guided Take Off it shall furthermore be ensured that a preceeding departure has overflown the Localizer or a preceeding arrival has vacated the CAT II/III Holding Point before the succeeding aircraft starts it's take off roll.

EDDM - München Airport

Arrival

Sectorization

As per the reference drawing below, the München TMA airspace can be divided into four sectors. The two feeder positions (Callsign "Arrival", formerly "Director", DMNAT and DMSAT) do not have their own airspace assigned, but share airspace and implicitly receive a release when airplanes are sent to them. A portion of the München TMA airspace is of class G, thus not subject to air traffic control services. MVA (minimum vectoring altitudes) can be found in the published DFS charts (e.g. via chartfox.org).

München Arrival Sectorization

The following station identifiers are used in the overview:

Station Identifier	Euroscope ID	Station	Frequency
DMNL	DMNL	München North Low	123.905
DMNH	DMNH	München North High	128.030
DMSH	DMSL	München South Low	127.955
DMSL	DMSH	München South High	120.780
DMNAT	DMND	München Arrival North	118.830
DMSAT	DMSD	München Arrival South	132.305

DMNH is the primary station and to be staffed first. Without any further stations online, this station covers the complete TMA. The second station to be staffed is Arrival North (DMNAT).

After DMNH and DMNAT are staffed, there are two strategies for further staffing:

North/South split: The next station after DMNH and DMNAT is DMSH: The border is drawn as per the drawing above.
High/Low split: The next station after DMNH and DMNAT is DMNL: DMNL and DMNH split the airspace vertically at FL95.

Thereafter, the remaining stations can be staffed in any order. Note that in the combination (DMNH, DMNL, DMSH), DMSH staffs the southern half of the TMA, DMNL is restricted to the upper half.

Cross-couple (XC) all frequencies of the sectors your station covers (apart from the Feeder)!
As stand-alone DMNH, for example, you should cross-couple DMNL, DMSL, DMSH; as DMNAT (without DMSAT online), cross-couple DMSAT as well.

DMSAT is only to be staffed, after DMNL, DMNAT and DMSL are staffed. Two-feeder independent operations are in effect.

Arrivals

STARs

The STARs in München have their clearance limit at the first waypoint and are usually not used. The only exceptions are lost communication situations and non-RNAV flights. The procedures lead pilots from the clearance limits to the initial approach fixes of the approach procedures (MIQ in the north, OTT in the south).

Transitions

To bring planes onto a controlled arrival procedure within the TMA, clear pilots to fly the RNAV transitions starting at the STAR clearance limits and bringing planes into an up- and/or downwind. High and Low can clear arrivals to any of the DMXXX waypoints on the transitions to generate or reduce track miles without prior coordination. Should the direct be situated beyond DM425/DM454 (26 ops) or DM425/DM455 (08 ops), coordination is highly suggested to avoid conflicting with crossing departures.

The München procedure package also includes CDO (continuous descent operations) transitions that can be cleared in coordination with center. The usage of the CDO transitions is only recommended during periods of low traffic.

Approach procedures

München offers a CATIIIB certified ILS approach for either runway in either direction, as well as published RNP, and NDB approach procedures. ILS is the preferred approach type.
Visual approaches for IFR traffic are generally not permitted, except for visual approaches on final.

Independent Parallel Approaches

München is authorized to operate Parallel Independent Approaches, meaning that both finals are completely independent to each other as long as all approaching aircraft are either maintaining radar separation or laterally established on the approach procedure and do not penetrate the Non Transgression Zone (displayed in TWR Radar). There are some restrictions that need to be complied with:

Independent Parallel Approaches need to fly an ILS approach or
an RNP Approach with vertical guidance (LNAV-only is not authorized, this is desribed on the approach charts as well)
Intercept headings need to be ≤ 30 degrees to the final approach track.
1 NM straight and level on the intercept heading,
2 NM straight and level on the final approach course.

Also refer to this general information about Independent Parallel Approaches.

Only one Feeder is required to conduct Independent Parallel Approaches in EDDM.

Two-feeder operations

Final approaches into München can be managed by one or two Feeder positions. Before opening the second feeder position, DMNL, DMSL and DMNAT need to be staffed. Staffing the second Feeder position is not(!) required to operate parallel independent approaches. If two feeders are staffed, DMNL and DMSL are responsible for assigning the runways. Planes on the northern downwind use the northern runway, planes on the southern downwind the southern runway. Exceptions are possible (cargo), but absolutely have to be coordinated in time.

To keep the amount of required coordination low, we employ prescribed intercept areas and intercept altitudes.
There is the low final, where planes intercept the localizer at 5000ft (or 4000ft), and the high final where planes are to intercept the localizer at 6000ft (or 5000ft). During 26 operations, the low final is north, during 08, it is in the south.

The low final is shown with the additional intercept "boxes" along the extended centerline. The intercept box between 13 NM and
16 NM final shall only be penetrated by aircraft maintaining 4000ft, the "open" intercept box ending at 16 NM final shall only be penetrated by aircraft maintaining 5000ft. The line parallel to the final closing the 4000ft box ensures 3 NM distance to the high final.

Noise abatement between 2200 and 0600 lcl

Between the time of 2200 and 2300 lcl, airplanes may not be cleared to descend below 6000ft, and between 2300 and 0600 lcl, not below FL70/7000ft until they:

are in the downwind between DM420 and 429, or DM450 and DM459; or
are in the airspace enclosed by DM420, DM429, DM459, and DM450.

Planes are to be guided to intercept the glide slope at 5000ft or above.

Low Visibility Procedures

Arrivals of aircraft WTC Super are recommended to be assigned the southern runway, even during 26 where normally used for departures.

Recommended spacing on final during LVP:

WTC preceding A/C	Spacing
Light (L) / Medium (M)	3,5 NM
Heavy (H)	6 NM
Super (J)	8-10 NM

Arrival Agreements

Center to High

26 ops

Transferring Sector	COPX	Level	Optional Levels	Release	DCT
NDG	LURER / RIDAR	FL160	--	↔ ↓ FL110 at FL195 or below	ROKIL
WLD	BURAM / RENLO	FL170	FL150 / FL130 / FL110	↔ ↓ FL110 at FL195 or below	ROKIL
RDG	GOMAX / KUFAZ / OSTES	FL110	FL110 - FL130	↔ ↓ at FL195 or below	LANDU
EGG	ROSAB	FL110	FL110 - FL130	↔ ↓ at FL195 or below	LANDU
FUE	DISUN / MERSI	FL160	--	↔ ↓ north of L608	--
STA	ANDEC / KONIN	FL150	FL130	↔ ↓ north of L608	--

08 ops

Transferring Sector	COPX	Level	Optional Levels	Release	DCT
NDG	LURER / RIDAR	FL140	--	↔ ↓ FL110 at FL195 or below	ROKIL
WLD	BURAM / RENLO	FL130	FL110	↔ ↓ FL110 at FL195 or below	ROKIL
RDG	GOMAX / KUFAZ / OSTES	FL110	FL110 - FL170	↔ ↓at FL195 or below	LANDU
EGG	ROSAB	FL110	FL110 - FL170	↔ ↓at FL195 or below	LANDU
FUE	DISUN / MERSI	FL120	FL140	↔ ↓ north of L608	--
TEG	ANDEC / KONIN	FL130	FL150	↔ ↓ north of L608	--

Releases

Routing	Release	Released by
ANORA / AKANU	↓ to FL110 \| ↔ below FL195	CTR
LURER	↓ to FL110 \| ↔ after LURER	CTR
LANDU	↓ ↔ below FL195	CTR
BETOS	↓ ↔ after passing airway L608	CTR
ANORA / AKANU / LURER	DCT ROKIL	APP
LANDU	DCT LANDU	APP

High to Low

Arriving traffic is handed over established on the upwind or downwind at the following altitudes with an assigned speed of 220–240 kt IAS (exceptions depending on the traffic situation are possible):

Aircraft on the upwind are to be cleared to descend to FL100,
Aircraft on the downwind are to be cleared to descend to FL110.

With transfer of communication, all aircraft are fully released.

Low to Arrival

Arriving traffic is to be handed over to München Arrival at 220 kt IAS. Higher speeds are acceptable depending on the traffic situation.

Traffic is to be handed over with the following conditions:

Position	RWY 26	RWY 08	Release
Downwind N	↓ 5000 ft	↓ 6000 ft	fully released at transfer of communication
Downwind S	↓ 6000 ft	↓ 5000 ft	fully released at transfer of communication

After coordination with München Arrival, High and Low can hand over arriving traffic on the base leg or a dog leg under the following conditions:

Position	RWY 26	RWY 08	Release
Base/Dog-leg N Crossing of the downwind	5000 ft	6000 ft	fully released at transfer of communication
Base/Dog-leg S Crossing of the downwind	6000 ft	5000 ft	fully released at transfer of communication

All aircraft transferred to Arrival shall be issued the current local QNH and cleared to an altitude on local QNH.

Arrival to Tower

Arrival generally is to only hand over arrivals that are established on a published arrival procedure to tower. Visual final approaches are to be coordinated with Tower.

Separation between two arrivals on the same arrival procedure or runway shall at all times equate to or surpass the applicable radar and wake turbulence separation. Arrival shall monitor the departing traffic situation at the runway holding points and increase separation on final to allow departures to use the resulting gaps. Notwithstanding, tower can always request specific and further increased separation on final.

Separation recommendations during LVP

During Low Visibility Procedures, increased separation required for runway movements is to be established on the final as well. Experience has shown these separation minima work well between two arrivals:

WTC preceding aircraft	Separation
Light (L) / Medium (M)	3,5 NM
Heavy (H)	6 NM
Super (J)	10 NM

Departure Agreements

Low to High

Departures on the GIVMI, INPUD, EVIVA, MIQ, ANKER, AKINI, OBAXA, TURBU, and VAVOR departures are transferred from Low to Center climbing to FL 150/190. Low shall ensure separation to aircraft within the High sectors at all times.

All other departures are cleared by Low to climb to FL90 and are sent to High (climbing). After coordination with High, Low can also send these Departures directly to Center.

High to Center

High can generally clear departures direct to the SID end fix. For same routes, if a minimum separation of 5 NM cannot be established at time of transfer, the departure aircraft are to be handed over on different flight levels. For differing routes, 3 NM separation are acceptable as well.

Exceptionally, High can transfer departures to Center on a heading. In this case, pilots shall be instructed to report their heading to the Center controller during their initial call.

These procedures can likewise be applied to departures handed over directly from Low to Center.

Level Agreements

SID	Runway	Level
North
AKINI / ANKER / EVIVA / GIVMI / INPUD / MIQ	ALL	FL190
RIDAR	08	FL180
RIDAR	26	FL140
South
ALG / BIBAG / KIRDI / MERSI / OLASO	ALL	FL190
OBAXA / ROTAX / TULSI / TURBU / VAVOR	ALL	FL150

Released Directs by Center

Routing	Restricted Airspace	Directs released
MOMUK / UMTEX	inactive: TRA Allgäu (107/207)	RAVED / UMTEX
ANKER / AKINI	active: ED-R 170 ; inactive: ED-R 138	AKINI
ANKER / AKINI	RWY26 only, inactive: ED-R 170 und ED-R 138	RUDNO
INPUD	/	UPALA

Releases by Arrival

All aircraft sent by all München approach units are considered as fully released for climb, descend, turns, and speed control upon transfer of communication.

Agreement and Procedure Quicksheets

EDDP - Leipzig Airport

Overview

Leipzig ATC Stations

Station	Station ID	Login	Frequency	Remark
ATIS	PX	EDDP_ATIS	123.955
Delivery	PL	EDDP_DEL	121.680
Ground	PG	EDDP_GND	121.805
Tower North	PTN	EDDP_N_TWR	125.955
Tower South	PTS	EDDP_S_TWR	121.105
Arrival
München Radar (Thüringen Low North)	TRN	EDDP_TRN_APP	126.065
München Radar (Thüringen Low South)	TRS	EDDP_TRS_APP	126.175	Covering sector SAS (Sachsen Low) if not staffed
Feeder North "Arrival"	DPND	EDDP_ND_APP	120.840
Feeder South "Arrival"	DPSD	EDDP_SD_APP	129.765

EDDP - Leipzig Airport

Delivery

Responsibilities

Leipzig Delivery is responsible for issuing IFR enroute clearances and startup approval.

SID Assignment

Aircraft on Aprons 2 and 4 usually get the southern runway
Aircraft on Aprons 1 and 3 usually get the northern runway
The aircraft types A346/B77W/B744/B748/A388 are prefered for the southern runway

	DRN	GOLAT	NEVKO	ORTAG	PENEM	EDDP	CLIMB
26R	2N	2N	2N	5N	1N *	1N	FL 070
26L	1L 2S *	2S	2S	5S	1S *	1S
08R	2E	1K * 2E	1K * 2E	5E	1E	1E
08L	2Q	2Q	2Q	5Q * 1X	1Q * 1X	1Q

* Climb via SID
Marked are preferred
Day Departures only (0600 lcl - 2200 lcl)
MTOW below 136 tons only
EDDP Departures are omnidirectional - for NON-RNAV equipped aircraft only!

Invalid routes (re-clearances)

If a pilot has filed an invalid route but can fly the latest SIDs, these re-routes shall be used:

- RUDAK --> PENEM Y236 RUDAK
- ODLUN --> PENEM Y233 ODLUN
- UMBAL --> PENEM Z131 UMBAL
- MAG --> PENEM Y233 ODLUN Z207 MAG

Datalink Clearance (PDC/DCL)

Leipzig/Halle Airport has a Datalink Clearance System. EDDP is to be used as the log-in code.

EDDP - Leipzig Airport

Ground

Leipzig Ground is responsible for all taxiing traffic on the aprons and taxiways, as well as pushbacks.

Taxiways Apron 4

The taxiways at Apron 4 (DHL Apron) are called "Blue" or "Orange" Line despite their designation. The respective bays are internally referred to as A-bay, B-bay, ..., E-Bay.

Bay	Taxiway 1	Callsign	Taxiway 2	Callsign	Taxiway 3	Rufname
A-Bay	Z1.1	Z1 orange	Z1.2	Z1 blue	-	-
B-Bay	Z2.1	Z2 orange	Z2.2	Z2 blue	-	-
C-Bay	Z3.1	Z3 orange	Z3.2	Z3 blue	-	-
D-Bay	Z4.1	Z4 orange	Z4.2	Z4	Z4.3	Z4 blue
E-Bay	Z5.1	Z5 orange	Z5.2	Z5	-	-

These taxiways are usually not used on frequency. To avoid conflicts, they shall be given anyway!

Departing aircraft push to the nearest taxiway within the bay according to their wingspan.

Taxiway restrictions

Taxiways/Holdinspoints/Apron	Restrictions
Taxiways M und H2	Max. wingspan 52 m
Taxiway L between Stands 101-111	Max. wingspan 36 m
Taxiway S6	Turning westbound onto taxiway T is prohibited
Apron 4	Taxiways: Z1.1, Z1.2,Z 2.1, Z2.2, Z3.1, Z3.2, Z4.1, Z4.3, Z5.1 max. wingspan 52 m Simultaneous use of Z4.2 with Z4.1/Z4.3 is prohibited, the same applies to Z5.2 and Z5.1
Taxiway V (between S2 and Y)	Max. wingspan 65 m
Holdingpoints S1-S10	No taxiing behind it on taxiway T possible at the same time
Holdingpoints A1, A2	No traffic on both taxiways at the same time (CATI) No simultaneous traffic on both taxiways if the wingspan of one aircraft is more than 52m (CATII/III), but this only applies if the second traffic is taxiing from taxiway C to A2
Holdingpoints A8, A9	No traffic on both taxiways at the same time if the maximum wingspan of an aircraft exceeds 52m

Map following shortly :) .

Gate Assignments

Apron 1

The passenger terminal and the GAT are located on apron two. All passenger and sports aircraft are parked here.

Stands	Usage
101 - 111	Airlines; aircraft that do not require a jetway
112 - 121	Mainly business jets and private aircraft
126 - 130	Airlines (Schengen); aircraft that require a jetway
132 - 136	Airlines (non-Schengen); aircraft that require a jetway
137 - 143	General Aviation (GAT)

At stands 101-111, aircraft are usually parked with their nose to the south. Thus they are taxi out stands. Aircraft with their own stairs (e.g. CRJ) are also parked at stand 130 and handled by "walkboarding"

Apron 2

Apron 2 is mainly used by cargo aircraft that do not fly in the DHL network, but in some cases also by aircraft from the DHL Group. Parking stands are available for every aircraft category.

Apron 3

There is a parking area and a hangar for aircraft of the airline Volga-Dnepr-Airlines.

The virtual airline "Leipzig Air" also has a fictional apron here. This is not available in the ground layout and is only released when explicitly requested by the pilot.

Apron 4/5

Only aircraft operating flights within the DHL network park on apron 4. There are several parking positions for each aircraft type. There are also restrictions for some parking positions due to the maximum authorised wingspan of the aircraft. All restrictions are implemented in the latest version of the Groundradar plug-in.

The following airlines mainly fly to Leipzig as part of the DHL network:

ICAO-Code	Airline	Callsign
ABR	ASL Airlines Ireland	CONTRACT
BCS	European Air Transport	POSTMAN
BOX	AeroLogic	GERMAN CARGO
CKS	Kalitta Air	CONNIE
DHA	DHL Air Austria	YELLOW TAIL
DHK	DHL Air UK	WORLD EXPRESS
DHX	DHL Middle East	DILMUN
GTI	Atlas Air	GIANT
MNB	MNG Airlines	BLACK SEA
PAC	Polar Air Cargo	POLAR
SOO	Southern Air	SOUTHERN AIR
SOP	Solinair	SOLINAIR
SRR	Star Air	WHITESTAR

High Intensity Runway Operation (HIRO)

At night (between 2200lcl and 0600lcl) all B752/A306/B763 on the southern runway are expected to vacate via S6 (RWY08L) or S4 (RWY26L). Aircraft that are parking on Apron 4/5 will vacate via S6/S4 cross T and hold short of V unless otherwise instructed by Tower (this only applies during HIRO).

Be careful when assigning intersection H5 with runway 26 in operation, as nose-to-nose conflicts can quickly develop here if an arriving aircraft vacates and a departing aircraft taxies onto the intersection.

If you are unsure whether you can assign the intersection, coordinate with the tower controller as he can instruct the arriving aircraft to vacate later if necessary.

The same applies during HIRO operations on taxiway V and T, as the traffic vacates, crosses T directly and holds short of V without having to contact ground, which can easily lead to cleared conflicts.

EDDP - Leipzig Airport

Tower

Tower positions

In Leipzig there are the following two tower positions:

Station	Station ID	Login	Frequency
Tower North	PTN	EDDP_N_TWR	125.955
Tower South	PTS	EDDP_S_TWR	121.105

If both tower positions are staffed, the CTR is split in half in the middle, parallel to the runways. The north tower is responsible for the northern half of the CTR, the south tower for the southern half.

If only one tower is staffed, it also takes over the duties of the other tower and cross couples both frequencies.

Departing traffic

Leipzig Tower receives all departing aircraft at the holding point. Once they are airborne they have to be handed over manually to the corresponding departure frequency:

126.065	126.175
PENEM	NEVKO
ORTAG	GOLAT
-	DRN

There is an exception for parallel departures (lateral distance less than 3 NM), where the handover only takes place as soon as one of the departures turns away from the extended centerline.

Parallel departures

To use parallel departures the following criteria must be met:

All aircraft are flying a published departure procedure
It must be ensured that the departure routes do not cross! Coordination with the other tower is necessary!
Leipzig Tower must ensure that all involved aircraft do not turn before the published turns in the departure procedure. If one aircraft deviates from the extended centerline before the published turn, it and all other aircraft, that are closer than 3NM have to be turned away from the extended centerline immediately!
Both aircraft are handed over to the departure frequency once one of them turns away from the extended centerline (or the radar seperation is given) as published in the departure procedure.

It is possible that aircraft with a good climb performance reach theirn initial climb (FL70) before one of them turns away from the extended centerline. To prevent an aircraft from levelling out, you can request a higher level from the responsible approach controller.

S_TWR always needs a release from N_TWR for departures to the north (ORTAG, PENEM)

N_TWR always needs a release from S_TWR for departures to the south (NEVKO, GOLAT, DRN)

Arriving traffic

Leipzig Tower receives all arriving aircraft one of the published approach procedures unless otherwise coordinated (e.g. visual approach). When the aircraft vacates the runway, they must be handed over to the ground controller.

RECAT-EU procedures

Leipzig is one of the airports at which the DFS approved the use of the RECAT-EU procedures.

The use of them is only allowed for the category "Lower Heavy/Upper Heavy" and "Lower Heavy/Lower Heavy", these are the aircraft types:

Upper Heavy	Lower Heavy
A330	A300
A340	A310
A350	B703
B747	B757
B777	B767
B787	B783
IL96	C135
	DC10
	DC85
	IL76
	MD11
	TU22
	TU95

According to the procedure 2 of the above aircraft types only have to be separated 3NM (wake turbulence) unless another method of separation (e.g. radar separation) requires more.

The pilot can refuse this procedure at any time, but shall inform you early.

Caution between Upper-Heavy and Lower-Heavy! The "Lower Heavy" must be preceding!
Mediums are excluded from this procedure!

Fore more information: Eurocontrol

Modes of Operation

The mode of approach is specified by the approach controller and coordinated to the tower.
Leipzig is authorised for the use of the following types of separation between aircraft on different finals:

Independent parallel approaches

When using independent parallel approaches both finals are completely independent.

To use parallel independent approaches, the following criteria must be met:

Both Tower and Director positions must be staffed
All aircraft involved must use precision approaches (the only precision approach that is available in Leipzig is the ILS approach)
If an aircraft deviates from the final approach path, it and any other aircraft on the adjacent approach that is closer than 3NM from the deviating aircraft must be turned away from the final approach path immediately even if they are below the MVA!

Consider independent operations and ensure separation for non-persition approaches!

Dependent parallel approaches

When using dependent parallel approaches 2 aircraft on different finals must be seperated at least 1,5NM. If the separation becomes less than 1,5NM it counts as a loss of separation which has to be resolved immediately.

To use parallel dependent approaches, the following criteria must be met:

At least one Director position must be staffed
All aircraft involved must use precision approaches (the only precision approach that is available in Leipzig is the ILS approach)
If an aircraft deviates from the final approach path, it and any other aircraft on the adjacent approach that is closer than 3NM from the deviating aircraft must be turned away from the final approach path immediately even if they are below the MVA!

Staggered approaches

When using staggered approaches all aircraft under IFR on any approach have to be separated at least 3NM to any other aircraft under IFR on the adjacent approach

Segregated parallel operations

When using segregated parallel operations one runway is used exclusively for arrivals and the other one exclusively for departures. This mode of operation decreases the amount of traffic that can be handled and thus might seem unnecessary. If it is used during LVP it actually makes sense and increases the amount of traffic that can be handled.

Staggered approaches are preferred, but there is no reason not to use other modes of operation if the required criteria are met!

Preferred operating direction

The preferred operating direction is 26 up to a tailwind component of 5 knots. High-altitude winds must also be taken into observation.

Control zone

The Leipzig control zone extends roughly between the cities of Halle and Leipzig. The vertical limit of the CTR is 2500ft MSL. Entry and exit into the control zone is via the mandatory reporting points:

North: November 1/2
South: Sierra 1/2

Traffic circuits should not be authorised between the runways.

Controllzone Leipzig - © openflightmaps.org

Handovers between the towers should take place between the runways. A transfer point (e. g. circling) would be the tower.

High Intensity Runway Operations (HIRO)

Due to the higher traffic volume at night, pilots are expected to vacate the runway between 2200lcl and 0600lcl via the following high-speed taxiways:

Aircraft type	Runway 08R	Runway 26L
B752 / A306 / B763 ALL MEDIUM (Jet and Prop)	S6 (2550m/7382ft)	S4 (1850m/6070ft)

Aircraft parked at Apron 4/5 cross taxiway T and shall hold short of V.

Low Visibility Procedures (LVP)

In Leipzig, the ILS is authorised for all runways up to CATIIIb.

During low-visibility operations, single-use of runway OPS shall be used (egregated parallel operations); individual approaches may deviate from this.

To broadcast the information via ATIS that LVP are active, the ATIS maker URL is supplemented by "&lvp", which appears in the ATIS:

LOW VISIBILITY PROCEDURES IN OPERATION CAT II AND III AVAILABLE

Scenery problems

In the flight simulators, there are sometimes differences in the various sceneries compared to the Euroscope ground layout. The biggest problem here is the old southern runway, which is still present in the FSX default scenery. It runs parallel to taxiway N between H1 and H5. Furthermore, the old southern runway minimally intersects the new runway. In such cases, you should assign the north runway to the pilots, as this is displayed correctly in all simulators.

EDDP - Leipzig Airport

Arrival - Thüringen Low

This article is currently being revised and translated. Please report any disagreements and errors within the article to LM FIR München.

Sectorization

München Radar sectors Thüringen Low Nord and Thüringen Low Süd (EDDP_TRN/TRS_APP) are responsible for all arrivals and departures from/to Leipzig/Halle (EDDP) and Erfurt-Weimar (EDDE).
Additionally, the station EDDP_TRS_APP covers sector Sachsen Low (SAS), handling all movements at Dresden (EDDC).

Requirement for staffing the sectors is proficient knowledge of the SOPs for airports EDDP, EDDE and EDDC, as top-down service shall be provided at those airports. Besides those controlled airports, the uncontrolled airfield Leipzig-Altenburg (EDAC) lays within the sector, offering IFR procedures and is therefore sorrounded by a RMZ.

It is possible to staff two additional stations within Leipzig TMA for delegating Director tasks to separate stations: Leipzig Arrival Nord/Süd (EDDP_ND/SD_APP) which do not hold a sector themselves but receive a full release for traffic being sent to them.

The sector dimensions and divisions for the approach sectors underlying EBG Ost are shown in this chart:

Approach sectors underlying EBG Ost

Der Luftraum

Leipzig/Halle (EDDP)

Um den Flughafen Leipzig/Halle befindet sich ein Luftraum Delta (nicht-CTR), welcher in verschiedene Sektoren unterteilt ist. Die Obergrenze dieses Luftraums ist FL75. Das bedeutet, dass zwischen dem Luftraum Delta und dem ab FL100 beginnenden Luftraum Charlie sich nochmals ein Luftraum Echo befindet, damit VFR Verkehr in hohen Flughöhen den Flughafen passieren kann. Um trotzdem den IFR Verkehr schützen zu können, wurde um den Luftraum Delta eine TMZ errichtet. Somit muss VFR Verkehr in diesem "Echo-Band" selbstständig einen Squawk eindrehen (4404) und Hörbereitschaft auf der Frequenz herstellen. Der Lotse muss nicht gerufen werden. Durch diesen Listening-Squawk weiß der Lotse, dass der Pilot zuhört und kann ihn bei Bedarf kontaktieren. Des Weiteren gibt es mehrere D(HX) und TMZ(HX), welche je nach Pistenrichtung zu- oder abgeschaltet werden. Die zugeschalteten Sektoren befinden sich immer auf Interceptseite. Die Geschwindigkeitsbegrenzung für Airspace D (250 kts) darf nicht aufgehoben werden und an- sowie abfliegende Luftfahrzeuge sind stets im geschützten Luftraum zu führen (TMZ oder Airspace C/D).

Luftraum D um Leipzig/Halle

Erfurt-Weimar (EDDE)

Im Gegensatz zu Leipzig/Halle besitzt der Flughafen Erfurt-Weimar keinen Luftraum Delta oder Charlie. Aufgrund des niedrigen Verkehrsaufkommens verfügt Erfurt-Weimar über einen TMZ(HX) Bereich, welcher nur für einzelne IFR-Flugzeuge aktiv geschalten wird. Hier ist der einzudrehende Squawk 4410.

TMZ um Erfurt

Abfliegender Verkehr

Leipzig/Halle

Da parallele Abflüge in Leipzig möglich sind, übergibt der Tower Flugzeuge erst, nachdem das erste Flugzeuge vom Pistenkurs abdreht. Der Initial-Climb auf allen SIDs beträgt FL070. Der Verlauf der Abflugrouten bestimmt, welcher Arrivalsektor welche Departures bekommt:

Thüringen Low Nord (EDDP_N_APP)	Thüringen Low Süd (EDDP_S_APP)
ORTAG, ODLUN, MAG, UMBAL, RUDAK	NEVKO, GOLAT, DRN

Des Weiteren muss sichergestellt werden, dass Departures und Arrivals ausreichend separiert sind, da sich ihre Wege kreuzen (s. Abschnitt Arrivalroutes). Die Geschwindigkeitsbegrenzung für Airspace D (250 kts) darf nicht aufgehoben werden, abfliegende Luftfahrzeuge sind stets im geschützten Luftraum zu führen (TMZ oder Airspace C/D).

Abfliegende Flugzeuge dürfen immer zum letzten Wegpunkt der SID freigegeben werden. Abflüge über GOLAT dürfen bis ALOSO und über NEVKO bis BAMKI freigegeben werden. Hierbei ist besonders im Sachsen Low auf potentielle Konflikte zu achten.

Erfurt-Weimar

Abflüge aus Erfurt müssen vor dem Start individuell mit dem Tower koordiniert werden. Grund hierfür ist die geringe Distanz zu den Sektorgrenzen von EDGG_HEF_CTR und EDDN_FRK_APP.

Übergaben

Thüringen Low übergibt startende Flugzeuge aus Leipzig wie folgt:

Sektor	Wegpunkte	Übergabehöhen
Gera (EDMM_GER_CTR)	NEVKO, GOLAT	FL190
Halle (EDMM_HAL_CTR)	ORTAG	FL190
Sachsen Low (EDDC__SASAPP)	DRN	FL150
Börde (EDWW_B_CTR)	ODLUN, MAG, UMBAL	FL120
Fläming (EDWW_F_CTR)	RUDAK	FL130

Sektor Gera und Sektor Meissen covern sich gegenseitig, falls einer dieser Sektoren nicht online ist.

Thüringen Low übergibt startende Flugzeuge aus Erfurt wie folgt:

Sektor	Wegpunkte	Übergabehöhen
Kitzingen (EDGG_KTG_CTR)	ERSIL	FL140
Franken Low (EDDN_FRK_APP)	BAMKI, TABAT	FL160
Harz (EDWW_R_CTR)	KUMER	FL180
Harz (EDWW_R_CTR)	BIRKA	FL200 (released von Halle)

Ankommender Verkehr

Ankommender Verkehr kommt über die Arrival Fixes KOJEC, LUXBO, GOXLI und YAWOY. Wichtig hierbei ist zu wissen, dass Flugzeuge über ADMOS und BERDI nach KOJEC direkt vom Bremen Sektor Harz (EDWW_R_CTR) kommen. Flugzeuge aus MAG nach KOJEC kommen direkt vom Sektor Börde (EDWW_B_CTR). Gleiches gilt für Flugzeuge über LUXBO und YAWOY, welche direkt vom Meissen (EDMM_M_CTR) übergeben werden. Des weiteren gibt es Arrivalroutes über GOT, welche für Non-RNAV Flugzeuge geeignet sind. Hier empfiehlt es sich, Flugzeuge eher auf Headings zu nehmen, da die GOT-Arrivals den Airport genau kreuzen. Die Geschwindigkeitsbegrenzung für Airspace D (250 kts) darf nicht aufgehoben werden, anfliegende Luftfahrzeuge sind stets im geschützten Luftraum zu führen (TMZ oder Airspace C/D).

Anflugrouten

Ankommender Verkehr über KOJEC und GOXLI wird nicht vom Center auf die jeweilige STAR freigegeben. Diese Aufgabe übernimmt die jeweilige Arrivalstation. Ankommende Flugzeuge über YAWOY und LUXBO werden bereits vom Sachsen Low (EDDC_APP) für eine STAR freigegeben. Für eine bessere Planung sollen Flugzeuge FL110 bei KOJEC, LUXBO, GOXLI und YAWOY erwarten. Wichtig ist außerdem der Verlauf der Arrivalroutes, da diese im Konflikt mit Departureroutes nach Süden und Norden stehen.

Veranschaulichung der Konflikte bei 26-Betrieb:

Anflugrouten und Konflikte bei 26 Betrieb

Wie man sieht, kreuzen sich STARs und SIDs in den meisten Fällen. Deshalb ist sicherzustellen, dass die Separation zwischen abfliegenden und anfliegenden Verkehr zu jeder Zeit sichergestellt wird. Folgende Höhen auf den STARs werden empfohlen:

Position	Fluhgöhe
Anfangspunkt der STAR	FL110
Upwind	FL100
Downwind bis Höhe Airport	FL080
Downwind ab Höhe Airport	5000ft

Von diesen Höhen kann auch abgewichen werden, jedoch ist es wichtig, keine Flugzeuge unter FL080 freizugeben, bevor der Konfliktpunkt zwischen SID und STAR vorüber ist. Grund hierfür ist der Inital-Climb von FL070 auf allen Abflugrouten.

Directs auf die jeweilige STAR erfolgen zu den Wegpunkten DP424 sowie DP465.

Nachdem die Flugzeuge den letzten Wegpunkt der STAR abgeflogen haben, wird vom Piloten- erwartet den Downwind Track beizubehalten. Hierbei muss speziell bei 26-Betrieb auf die MVA sowie die Grenze zum Berlin Arrival geachtet werden. Ein Einflug in diesen Sektor ohne Koordination ist nicht zulässig. Aufgabe der Arrivalotsen ist es, den Downwind so kurz wie möglich zu gestalten. Real wird das Auslastung beider Pisten in Peakzeiten sichergestellt

Transitions

Der Flughafen Leipzig/Halle verfügt über CDA Transitions (Continous Descent Approach), welche von den Wegpunkten MAXEB, UPLEG und LIPVO verfügbar sind. Diese Transitions dürfen nur zwischen 22:00 und 06:00 lokal verwendet werden. Die Verwendung ist jedoch eher selten.

Anflugarten

Am Flughafen Leipzig/Halle gibt es drei veröffentlichte Anflugarten auf allen Pisten. Leipzig verfügt über ILS, LOC und RNP Approaches. Sofern ein Visual Approach freigegeben werden muss, ist der Approachlotse dazu verpflichtet, den Towerlotsen darüber zu informieren.

Nachts soll der Endanflug aus Lärmschutzgründen mindestens 11 nm betragen (26: DP447/DP437, 08: DP442/DP432)

Betriebsmodus

In Leipzig sind Independnet Parallel Approaches zugelassen. Der primäre Betriebsmodus ist jedoch Staggered. Jeder Lotsen muss sich vorher mit den Bedingungen vom jeweiligen Betriebsmodus vertraut machen. Weitere Informationen sind hier verfügbar. Wichtig ist, dass trotz allen Bedingungen für IPA oder Staggered die MVA jederzeit beachtet werden muss!

Seit dem 26.01.2023 ist eine diagonale Staffelung von 1,5 NM bei dependent parallel approaches möglich.

Pistenzuweisungen

Flugzeuge auf der KOJEC, LUXBO Arrival erwarten die Nordpiste
Flugzeuge auf der GOXLI, YAWOY Arrival erwarten die Südpiste
Flugzeuge mit Abstellplatz auf den Aprons 1 und 3 erwarten die Nordpiste
Sofern die Verkehrslage es zulässt, landen Cargoflugzeuge auf der Südpiste
Die Flugzeugtypen A346/B77W/B744/B748/A388 sollten die Südpiste bekommen

Von diesen Vorgaben kann je nach Verkehrslage auch abgewichen werden. Der Arrival bestimmt jedoch in allen Fällen die zu erwartende Piste des Luftfahrzeuges. Während Hightraffic-Situations ist es empfehlenswert, mehr Flugzeuge auf die Nordpiste zu schicken, da die Südpiste aufgrund des Cargoverkehrs stark mit Departures belastet ist.

Übergaben zum Arrival

Die Übergabe zum Arrival erfolgt normalerweise auf Speed 220kts. Sofern die Verkehrslage es zulässt oder erfordert, dürfen Flugzeuge auch mit einer höheren oder niedrigeren Geschwindigkeit übergeben werden.

Verkehr auf dem Downwind wird im Normalfall folgendermaßen übergeben:

Downwind	RWY 08	RWY 26
Nord	5000ft	4000ft
Süd	4000ft	5000ft

Es können auch individuell direkte Anflüge mit dem Feeder koordiniert werden.

Two Feeder Operations

Bei zwei Feedern sind folgende Verfahren notwendig:

Independent Parallel Approaches müssen verwendet werden
Der Nordfeeder (F_APP) bekommt Flugzeuge für die Nordpiste
Der Südfeeder (U_APP) bekommt Flugzeuge für die Südpiste
Der Pickup bestimmt die Piste und übergibt Flugzeuge zum entsprechenden Feeder

Anwendung von RECAT-EU Verfahren

Nach neuen, von Eurocontrol aufgestellten Wirbelschleppen-Mindeststaffelungswerten, wurden die bekannten, von der ICAO aufgestellten Kategorien (Light, Medium, Heavy, Super) in neue Unterkategorien geteilt und damit die Möglichkeit geboten, Flugzeuge bestimmter Kategorien noch enger zu staffeln. Die DFS hat sich dazu entschieden, das Verfahren unter Anderem am Flughafen Leipzig/Halle, allerdings nur in der Kategorie "Lower Heavy/Lower Heavy" und den Flugzeugtypen A300, B757 und B767 anzuwenden. Demnach können zwei aufeinanderfolgende Flugzeuge des oben genannten Typs auf 3 Meilen, und müssen nicht wie nach ICAO-Richtlinien, auf 4 Meilen, gestaffelt werden.

Piloten haben die Möglichkeit der reduzierten Wirbelschleppen-Staffelungswerte zu widersprechen, müssen dies aber rechtzeitig melden.

Erfurt-Weimar

Der Flughafen Erfurt-Weimar (EDDE) verfügt über viele verschiedene Anflugarten auf beiden Pisten. Transitions gibt es seit dem AIRAC2109 hier nicht. Flugzeuge werden entweder über Headings oder die STAR geführt. Die Freigabe für die STAR erfolgt immer vom Thüringen Low Süd. Hier muss besonders auf das Zusammenführen des Verkehrs auf dem Downwind und Base geschaut werden. Außerdem ist auf VFR Verkehr zu achten, da der Bereich der Erfurt TMZ sehr klein ist und nicht jeder Pilot über die Aktivität dieses Luftraums Bescheid weiß. Des Weiteren spielt die MVA in Erfurt eine nicht ganz unbedeutende Rolle. Sobald Low Visibility Operations verwendet werden müssen, ist die Anflugrichtung 09 nicht mehr benutzbar. Hier ist nur das ILS auf der 27 bis CAT IIIb zugelassen.

Durchflüge

Der Sektor Thüringen Low ist zudem wegen seiner vertikalen Grenze von FL195 auch für einige Durchflüge zuständig.
Auszug aus den LoAs bzw. Sectorfile.

Weitere Infos sind in den internen LoAs zu finden.

Holzdorf

Der militärische Flugplatz Holzdorf verfügt über einen Zuständigkeitsbereich, in dem Holzdorf Radar bei Aktivierung Flugzeuge kontrollieren kann. Berlin Arrival Süd ist verpflichtet, München Radar über die Aktivierung/Deaktivierung der Holzdorf zu informieren.

Alle Flugzeuge nach/von Holzdorf müssen zwischen Bremen Radar/München Radar und Holzdorf Radar individuell koordiniert werden.

Release Areas

TORGAU Area

GND - FL105 (Wenn Holzdorf AoR aktiv: 5500 MSL - FL105)
Delegation von DBAS an TRN/S
Nur EDDP Inbound RWY 26

Aktivierung nur auf Nachfrage von TRN/S durch DBAS möglich

MULDE A Area

FL135 - FL165/FL195
Delegation von TRN/S an ACC Sector FLG
Für EDDB TMA Inbounds (früheres Sinken möglich)

Aktivierung nur auf Nachfrage von ACC Sector FLG durch TRN/S möglich

MULDE B Area

FL165 - FL195
Delegation von TRN/S an ACC Sector FLG
Für EDDB TMA Inbounds (früheres Sinken möglich)

Aktivierung nur auf Nachfrage von ACC Sector FLG durch TRN/S möglich.

MULDE B Area

Holzdorf Release Line

Für EDDP/EDDC Inbound Verkehr
Reduzierung der Koordination / Abgabe des südlichen Sektorbereiches des DBAS
Flugezuge dürfen ohne Koordination von EDMM in den DBAS freigegeben werden

Aktivierung nur auf Nachfrage von EDMM durch DBAS möglich.

Holzdorf Release Line

Koordination mit anderen Stationen

Thüringen Low --> Arrival

Radar koordiniert die beabsichtige Anflugreihenfolge mit Arrival und beide treffen gemeinsam eine sinnvolle Entscheidung.

Thüringen Low --> Leipzig Tower

Radar muss Tower mitteilen, wenn von den veröffentlichten Fehlanflugverfahren abgewichen werden soll. Des Weiteren muss der Tower über Flugzeuge auf einem Visual Approach informiert werden.

Thüringen Low --> Bremen Radar/München Radar

Radar koordiniert Directs und Releases mit den umliegenden Center- und Approachstationen.

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
Arrival	DND	EDDN_D_APP	119.475	Relief Station

Local agreements

The following agreement always applies:

If FRK or a radar station covering it are online, publish the departure frequency using the &depfreq=XXX.XXX ATIS parameter.

Quickview

EDDN - Nürnberg Airport

Ground

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

Departures

Endpoint	SID	RWY	Initial Climb	After Take-Off	Remark
BOLSI	1C	10	FL70	contact München Radar 129.525	RNAV1 required.
BOLSI	1G	28
ERETO	1C	10
ERETO	1G	28
RODIS	1C	10
RODIS	1G	28
SUKAD	1C	10			RNAV1 required.
SUKAD	1G	28			RNAV1 required.
SULUS	1C	10			RNAV1 required. Only available for flights intending to proceed SULUS L604.
SULUS	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.
ERL Erlangen	1G	28		remain with Nürnberg Tower 118.305
NUB Nürnberg	1A	10	6000 ft	contact München Radar 129.525	For non-RNAV1 equipped aircraft only. For RNAV1-equipped aircraft by ATC only.
NUB Nürnberg	1B	28	6000 ft	contact München Radar 129.525

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.

Datalink Clearance (PDC/DCL)

Datalink clearances are offered in Nürnberg. The station code is EDDN.

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:

Local rescue helicopters are allowed to use taxiway F for take-offs and landings in operating direction 10 and 28
It can be used for helicopters with a rotor blade of up to 20 m in both directions (usable length 1000 m)
Air-taxi from/to the helicopter parking areas H1 - H3 can be authorised via taxiway J or taxiway J and M3
Air-taxi from/to the helicopter parking area H4 can only be performed via taxiway F and taxiway M2.
on taxiways A, B, C, D, E, F and J

Limited taxiways

Taxiways M1, M2, M3, M4, J, N2 and N4 are available for aircraft up to ICAO Code Letter C (wingspan under 36 metres, e.g. B737/A320), up to Code Letter F with Follow-Me (not simulated on Vatsim)
Taxiway N2 is to be used exclusively for incoming traffic for parking positions 30 - 35
Taxiway N4 is to be used exclusively for incoming traffic for parking positions 40 - 44
Aircraft up to ICAO Code Letter B (wingspan less than 24 metres) can taxi on all taxiways in the general aviation apron areas (S3, S4 and T2)
Incoming traffic taxiing on taxiway C CANNOT be sent to the right onto taxiway F

Parking positions

The parking position is normally assigned by the GroundRadarPlugin.

Positions 01 - 16 and 30 - 35 and 40 - 44 -> facing south
Positions 26 - 28 and 81 - 86 -> facing north
Positions 01 - 04 Cargo
Positions 26 - 28 Heavy
Callsign ADN (Aerodienst Nürnberg) - The hangar of Aerodienst Nürnberg is located in the southern part of the airport (behind hangars 3 + 4) at apron R9 and can be reached via S3, H
Callsign IFA (FAI Aviation Group) - The FAI hangar and apron R11 are located east of S4

De-icing

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

EDDN - 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

TWR decides on a change of operating direction in consultation with APP and arranges a specific time for this
Traffic is planned and cleared accordingly on the ground and in the air
TWR report the last start in the old operating direction to Director and APP
APP reports the callsigns of the last planned approaches in the old operating direction to the tower
Director gives a 15NM check to the tower for the first approach in the new operating direction of a runway

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.

Intersection C should NOT be used due to inbound traffic. If you using them, advise the arriving traffic to vacate later than C!

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.

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

EDDN - Nürnberg Airport

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.

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°
DODAS	1V	28	left, 170°	not to be used during activity of NLFS
PIVIR	1T	10	right, 204°
PIVIR	1V	28	right, 204°	not to be used during activity of NLFS
LETKU	1T	10	left, 042°
LETKU	1V	28	left, 042°
UPALA	1T	10	right, 315°
UPALA	1V	28	right, 315°

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
EDGG KTG	↑EDDN	SUKAD	FL130
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	--
EDMM ALB	↓EDDN	UPALA	FL140	--
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
EDMM TRLS	↑EDDE	TABAT	FL160
EDGG DKB	↓EDDN	LETKU	FL110
EDGG HAB	↓EDDN	ERTES	FL130
EDGG HAB	↓EDQ*	SULUS	FL170
EDGG HEF	↓EDDN	VELIS	FL170
EDGG HEF	↓EDQ*	BOKNI	FL170
LKKV_APP	↑LKKV	OKG	FL110
		RAPET
		VARIK
LKAA-W	↓EDDN ETHN ↓ETIN EDQ*	OKG	FL180
LKAA-W	↓EDDE	VARIK	FL190

EDDC - Dresden Airport

Overview

Dresden can be staffed up to TWR as S1 within the framework of the S1 Minor Program of FIR Munich.

Dresden ATC Stations

Station	Frequency	Login	Station ID	Remark
ATIS	118.880	EDDC_ATIS	CX	--
Ground	121.980	EDDC_GND	CG	to be opened only after Tower is staffed
Apron	121.755	EDDC_A_GND	CP	event only: not to be staffed unless part of a rostered event
Tower	122.930	EDDC_TWR	CT	primary
Sector Sachsen Low (Arrival)	125.875	EDDC_SAS_APP	SAS	covered by TRS if not staffed

EDDC - Dresden Airport

Ground

Responsibilities

Also check the information for Dresden Apron, as Ground will cover the position unless it is separately rostered.

Dresden Ground is responsible for issuing enroute and startup clearance for departing traffic. Additionally, Dresden Ground is responsible for ground movement control within the maneuvering area. Dresden Ground shall only be opened if Dresden Tower is already staffed.

Datalink Clearance (PDC/DCL)

Datalink clearances are not available in Dresden.

SID Assignment

Normally, a standard SID shall be assigned according to the runway direction decided by Dresden Tower. During times of low traffic and suitable wind conditions, SIDs for the most efficient runway direction may be assigned (e.g. flight via KOBUS off RWY04 while main operating direction is 22). This shall only be done after individual coordination with Tower and Arrival Sector Sachsen Low.

OSKANxW departure shall only be assigned after approval from Arrival Sector Sachsen Low.
Visual Departures may be approved for aircraft of wake turbulance category LIGHT and MEDIUM.

Ground Movement Control

The AoR of Dresden Gound is designated in the chart below and consists only of the maneuvering area.

Arriving Traffic

shall be handed off to Dresden Apron as folllows:

Traffic via D/E, H shall be handed off holding short of TWY C
Traffic via C shall be handed off holding short of TWY H
Traffic via A/B shall be handed off holding short of TWY H

Departing traffic

will be handed off from Dresden Apron as follows:

Traffic via A will be handed off holding short of TWY A
Traffic via C/D/E will be handed off holding short of TWY C
Traffic via B will be handed off holding short of TWY B

EDDC - Dresden Airport

Apron

Dresden Apron ist nur bei Events mit Besetzungsplan zu öffnen, sonst werden die Aufgaben von Dresden Ground übernommen.

Dresden Apron ist eine Bodenposition, die für den gesamten rollenden Verkehr auf dem Apron zuständig ist. Nach Absprache mit dem Ground können Rollfreigaben auch bis zum Holdingpoint gegeben werden. Des Weiteren ist diese Station für die Freigabe von Pushbacks bzw. Powerbacks verantwortlich.

Die Aufgaben des Apron-Controllers bestehen darin:

Pushback/Powerback Genehmigung
Rollfreigaben
Gate-Zuweisung

Zuständigkeitsbereich

Dresden Apron ist zuständig für alle Flugbewegung auf dem Vorfeld. Das heißt, dass auch die Rollwege M, K, L, P, N und H (zwischen A und C) zum Zuständigkeitsbereich der Vorfeldkontrolle gehören.

Zuständigkeitsbereich Apron

Rollanweisungen

Nach Absprache mit Dresden Ground können alle Rollbewegungen auch außerhalb des Vorfelds vom Apron gesteuert werden.

Bei Anwesenheit des Grounds

Abfliegender Verkehr

Bei 04-Betrieb: Flugzeuge werden zum Rollhalt A oder B geschickt (Übergabe zum Tower)
Bei 22-Betrieb: Flugzeuge werden über Rollweg H zur Kreuzung C bzw. N geschickt (Übergabe zum Ground)

Ankommender Verkehr

Bei 04-Betrieb: Flugzeuge kommen auf Rollweg H (wartend bei Rollweg C) vom Ground
Bei 22-Betrieb: Flugzeuge kommen auf Rollweg A oder B direkt vom Tower

Bei Abwesenheit des Grounds

Abfliegende Flugzeuge werden vom Apron direkt zum Rollhalt der Piste geschickt
Ankommende Flugzeuge werden vom Tower nach Verlassen der Piste übergeben

Besonderheiten

Rollweg P
Der Rollweg P kann für Pushbacks von Flugzeugen auf den Positionen 7-10 benutzt werden. Bei diesem Vorgang können trotzdem Flugzeuge auf Rollweg H rollen.

Rollweg M
Der Rollweg M verfügt über eine gelbe, orangene und blaue Linie. Hier können auf der blauen und orangenen Linie zwischen Sonnenauf- und untergang Flugzeuge mit einer maximalen Spannweite von 36 m aneinander vorbeirollen. Außerdem darf für dieses Verfahren nur angewendet werden, wenn die RVR mehr als 350 m beträgt. Das gleichzeitige Rollen von Flugzeugen auf der gelben und orangenen/blauen Linie ist nicht gestattet.

Stands 18-29
Diese Stellplätze sind sogenannte Taxi-out-Stands. Sie werden über Rollweg N erreicht und über Rollweg H verlassen.

Beschränkungen

Rollweg C
- Maximale Spannweite 20 m
Rollwege K, L (zwischen Stand 2 und K)
- Maximale Spannweite 24 m
Rollwege M (blau, orange), L, N, P
- Maximale Spannweite 36 m
Rollwege F, G
- Nur für Helikopter

Low Visibility Procedures (LVP)

Während Low Visibility Procedures dürfen keine Intersection Departures genehmigt werden und es muss zwingend die volle Pistenlänge verwendet werden.

Parkpositionen

Gates werden nach Bedarf vergeben
Das GAT für Sportflugzeuge befindet sich bei Rollweg K
Das GAT für Businessjets befindet sich bei den Parkpositionen 25-29
Das Vorfeld 5 wird nur von Helikoptern verwendet. Hier ist auch der Rettungshelikopter Christoph 39 und die Polizeifliegerstaffel des Landes Sachsen stationiert.

Koordination mit Nachbarstationen

Dresden Apron --> Dresden Ground

Teilt Dresden Tower mit, dass eine Änderung der Abflugrichtung stattfindet und ein pushender Flieger eine neue Clearance benötigt, ist dies mit Dresden Rollkontrolle zu koordinieren.

EDDC - Dresden Airport

Tower

Dresden Tower ist eine Bodenposition, die für Start und Landefreigaben sowie Verkehrskontrolle und -informationen in der Kontrollzone zuständig ist. Zudem übernimmt Dresden Tower die Aufgaben von Dresden Apron und Dresden Ground, wenn diese nicht besetzt sind.

Die Aufgaben des Tower-Controllers bestehen darin:

Die Festlegung der aktiven Pisten
Erstellen der ATIS
Pistenseparation herstellen
Verkehrsinformationen erteilen
Start- und Landefreigaben erteilen
Wirbelschleppenseparation für startenden Verkehr herstellen

Bevorzugte Betriebsrichtung

Die Betriebsrichtung soll je nach Wind- und Verkehrslage bestimmt werden. Es ist möglich, nach Absprache mit München Radar und bei geringem Verkehrsaufkommen die entgegengesetzte Pistenrichtung für Starts und Landungen zu nehmen, um Piloten kürzere Flug- und Rollzeiten zu ermöglichen.

Kontrollzone

Die Dresdener Kontrollzone erstreckt sich ungefähr nördlich der Stadt Dresden. Die vertikale Grenze der CTR beträgt 2500ft MSL. Einflüge und Ausflüge in die Kontrollzone erfolgen über die Pflichtmeldepunkte:

Westen: November, Mike, Charlie
Osten: Echo, Tango

Kontrollzone Dresden - © openflightmaps.org

Ankommender Verkehr

Dresden Tower gibt für seine Piste die Landefreigabe. Während der Pilot die Piste verlässt, übergibt der Tower den Piloten bei A, B, C zur Apronfrequenz und bei D und E zur Groundfrequenz.

Der Tower ist dafür verantwortlich, dass die Pisten-, Radar- und/oder Wirbelschleppenstaffelung eingehalten wird. Im Falle einer Staffelungsunterschreitung ist sofort ein Go-Around anzuweisen.

Low Visibility Procedures (LVP)

Der Dresdener Airport verfügt über einen CAT III nur auf der Piste 22. Das bedeutet, dass bei Low Visibility Procedures zwingend die Piste 22 verwendet werden muss. Außerdem verlassen die Piloten die Piste immer am Ende über Rollweg A.

Abfliegender Verkehr

Flugzeuge werden vom Tower für seine Piste für den Take-off freigegeben. Hierbei muss Pisten-, Radar- und/oder Wirbelschleppenstaffelung zu jeder Zeit eingehalten werden. Nachdem das abhebende Luftfahrzeug abgehoben ist, wechselt der Pilot selbstständig auf die Departurefrequenz.

Koordination mit Nachbarstationen

Dresden Tower --> Dresden Ground/Delivery, München Radar

Dresden Tower teilt allen umliegenden Stationen die aktive Pistenrichtung mit. Bei einem Pistenwechsel müssen alle anderen Position auch informiert werden.

EDDC - Dresden Airport

Arrival - Sachsen Low

München Radar Sektor Sachsen Low (EDDC_APP) ist für alle An- und Abflüge von/nach Dresden (EDDC) zuständig. Des Weiteren befindet sich der Flugplatz Bautzen (EDAB) im Sektor, welcher über IFR-Prozeduren verfügt und somit auch eine RMZ besitzt. Es ist Voraussetzung, dass alle SOPs der Flugplätze gelesen und verstanden werden, da für diese auch Top-Down-Service angeboten werden muss.

EDDP_S_APP übernimmt alle Aufgaben des EDDC_APP, wenn dieser nicht online ist.

Der Sektor

Die laterale und vertikale Ausdehnung des Sektors sowie die Nachbarstationen sind der folgenden Grafik zu entnehmen.

München Radar Sektor Sachsen Low

Der Luftraum

Um den Flughafen Dresden befindet sich ein Luftraum Delta (nicht-CTR), welcher in verschiedene Sektoren unterteilt ist. Die Obergrenze dieses Luftraums ist FL75. Das bedeutet, dass zwischen dem Luftraum Delta und dem ab FL100 beginnenden Luftraum Charlie, sich nochmals ein Luftraum Echo befindet, damit VFR Verkehr in hohen Flughöhen den Flughafen passieren kann. Um trotzdem den IFR Verkehr schützen zu können wurde um den Luftraum Delta eine TMZ errichtet. Somit muss VFR Verkehr in diesem "Echo-Band" selbstständig einen Squawk eindrehen (4410) und Hörbereitschaft auf der Frequenz hertellen. Der Lotse muss nicht gerufen werden. Durch diesen Listening-Squawk weiß der Lotse, dass der Pilot zuhört und kann ihn bei Bedarf kontaktieren.

Luftraum D um Dresden

Abfliegender Verkehr

Abfliegender Verkehr kontaktiert München Radar nach dem Abheben selbstständig.

Ankommender Verkehr

Ankommender Verkehr kommt über die Arrival Fixes OSKAN, KOBUS, ABKIS, RIVSA, GARKI. Des weiteren gibt Approaches über DRN, welche für Non-RNAV Flugzeuge geeignet sind. Hier empfiehlt es sich, Flugzeuge eher auf Headings zu nehmen, da die DRN-Anflüge den Airport genau kreuzen.

Anflugrouten

Normalerweise wird der anfliegende Verkehr schon für die STAR freigegeben. Es empfiehlt sich jedoch, individuell zu koordinieren, ob ein Flugzeug die STAR oder Transition abfliegen soll. Oft werden Flugzeuge auch über Headings zum Airport geführt. Hier muss auf die besonders ansteigende MVA südlich des Platzes geachtet werden.

Anflugarten

Am Flughafen Dresden gibt es vier veröffentlichte Anflugarten auf allen Pisten. Dresden verfügt über ILS, LOC RNAV und VOR Approaches. Sofern ein Visual Approach freigegeben werden muss, ist der Approachlotse dazu verpflichtet, den Towerlotsen darüber zu informieren. Wichtig zu wissen ist, dass der Intercept auf die 22 auf 3000ft und auf der 04 auf 4000ft erfolgt.

Die Piste 04 verfügt zudem nur über einen CAT I ILS. Aus diesem Grund müssen Flugzeuge bei Low Visibility Procedures immer die 22 nehmen.

Pistenzuweisungen

Es ist möglich, dass Piloten zur Verkürzung der Flug und Rollzeit die entgegengesetzte Pistenrichtung erbitten. Hier muss Rücksprache mit dem Tower gehalten werden, ob die aktuelle Verkehrslage das zulässt.

Durchflüge

Der Sektor Sachsen Low ist zudem wegen seiner vertikalen Grenze von FL165 auch für einige Durchflüge zuständig.
Auszug aus den LoAs.

Weitere Informationen sind der aktuellen LoA zu entnehmen.

Holzdorf

Der militärische Flugplatz Holzdorf verfügt über einen Zuständigkeitsbereich, in dem Holzdorf Radar bei Aktivierung Flugzeuge kontrollieren kann. Berlin Arrival Süd ist verpflichted München Radar über die Aktivierung/Deaktivierung der Holzdorf zu informieren.

Alle Flugzeuge nach/von Holzdorf müssen zwischen Bremen Radar/München Radar und Holzdorf Radar individuell koordiniert werden.

Holzdorf Release Line

Um Thüringen Low Nord (EDDP_N_APP) und Sachsen Low (EDDC_APP) bei einem erhöhten Verkehrsaufkommen von anfliegenden Flugzeugen nach Leipzig/Halle nicht-genutzten Luftraum südlich im Berliner Arrival Sektor bereitzustellen, wurde die sogenannte Holzdorf Release Line im Berlin Arrival Süd eingeführt.

Diese Linie kann nur vom Berlin Arrival Süd und bei wenig bis keinem Verkehr nach Berlin aktiv geschalten werden. Alle Flugzeuge südlich der Release Line dürfen bei Aktivierung vom Thüringen Low Nord (EDDP_N_APP) und Sachsen Low (EDDC_APP) ohne extra Freigaben von Bremen Radar (EDDB_S_APP) in den Berliner Arrival Sektor einfliegen, jedoch nur bis zu dieser Linie. Der Luftraum selbst gehört in allen Fällen trotzdem Bremen Radar.

Die Aktivierung kann nur vom Berlin Arrival Süd erfolgen. Eine Aktivierung von München Radar ist nicht zulässig. Die Aktivierung kann/soll jedoch bei Bedarf bei Bremen Radar angefragt werden.

Holzdorf Release Line

Koordination mit anderen Stationen

Sachsen Low --> Dresden Tower

Arrival muss Tower mitteilen, wenn von den veröffentlichten Fehlanflugverfahren abgewichen werden soll. Des Weiteren muss der Tower über Flugzeuge auf einem Visual Approach informiert werden.

Sachsen Low --> Bremen Radar/München Radar

Arrival koordiniert Directs und Releases mit den umliegenden Center- und Approachstationen.

EDJA - Memmingen Airport

Overview

Memmingen ATC Stations

Station	Station ID	Login	Frequency	Remark
ATIS	JAX	EDJA_ATIS	118.855	--
Ground	JAG	EDJA_GND	121.680	--
Tower	JAT	EDJA_TWR	126.855	--
Muenchen Radar (Sektor Iller)	ILR	EDJA_ILR_APP	129.450	--

EDJA - Memmingen Airport

Ground

Memmingen Ground is responsible for the start-up and enroute clearance of IFR departures, for which no coordination with München Radar is required. VFR traffic does not require a start-up clearance. Ground is also responsible for taxi control.

IFR departures

Datalink Clearance (PDC/DCL)

Datalink clearances are not available in Memmingen.

SID assignment

Memmingen has published IFR departure procedures in both operating directions

Endpoint	SID	RWY	Initial Climb	After Departure	Remark
KPT Kempten	4B	06	FL70	contact München Radar 129.450	RNAV-1 or RNP-1 or A-RNP equivalent. GPS required.
KPT Kempten	4A	24
LUPOL	5B	06
LUPOL	5A	24
UMTEX	2B	06
UMTEX	1A	24
ALG Allgäu	1U	06			For non RNAV-1 equipped ACFT, training FLTS or by ATC only.
ALG Allgäu	1T	24			For non RNAV-1 equipped ACFT, training FLTS or by ATC only.

Ground operation

General

EDJA is a former air force base that has been converted for civilian use. This can be seen from the fact that all taxiways are narrower than the ICAO standard and many of them are closed due to a lack of demand and renovation. More attention must be paid than at other airports to ensure that pilots do not inadvertently taxi onto closed areas and taxiways.

Restrictions on taxiways

Taxiways "S" and "P" are restricted to aircraft with a maximum outer main gear wheel span of 6 metres. This means that they cannot be used by conventional commercial aircraft, at most by smaller business jets and GA aircraft.

Aprons and terminals

The passenger terminal is located on Apron 1 (Stands 1 & 2). Further parking spaces for airliners are located on Apron 2. Apron 3 south of the runway serves as GA parking, where the GAT is also located (only accessible for small aircraft due to the restriction of TWY P).

Pushback is only necessary from the stands at Terminal 1 (Stands 1 and 2) and Stand 6, all other stands are "taxi-in/out".

EDJA - Memmingen Airport

Tower

Memmingen Tower is responsible for aerodrome control at Memmingen Airport. Memmingen has a D-CTR.

IFR departures

IFR departures are to be handed over with radar or wake turbulence separation. IFR departures via the same SID are to be handed over with 5 NM or (if higher) wake turbulence separation. The Tower is responsible for separation between IFR departures and between IFR departures and IFR approaches on a missed approach procedure until the transfer of communications of all flights involved.

IFR arrivals

IFR approaches are handed over to Memmingen Tower by München Radar using one of the published approach procedures, taking into account radar or (if required) wake turbulence separation. München Radar is responsible for the separation, speed assignments from the tower are not permitted without coordination with München Radar.

IFR visual approaches

No special requirements. München Radar may only clear IFR visual approaches after coordination with Memmingen Tower.

Use of runway

Due to the restriction of TWY "S" and "P", larger aircraft/airliners can only use TWYs "W" and "N". For this reason, landings on runway 06 and take-offs on 24 backtracks are necessary. There are no turnaround pads, the aircraft must turn on the runway.
The formerly offset threshold of runway 06 has been removed, the area to the west of junction W has been declared a stopway and cannot be used for take-off runs.
Intersection takeoffs are permitted:

Piste 06: via C, D, N, S
Piste 24: via C, D, E, N, S

Low visibility procedures

Experience shows that minima problems occur more frequently in Memmingen due to low cloud cover than due to fog (due to the location of the aerodrome on a mountain ridge).

ILS Cat I (DH 200 ft / RVR 550 m) are available on both runways.
Low Visibility Takeoffs (LVTO) up to RVR 75 m are permitted on both runways.
The preparation phase for Low Visibility Procedures begins as soon as RVR <1000m.
LVP come into force as soon as RVR <600m.
For RVR <400m LVTO conditions apply (see below)
Flight operations are no longer possible at RVR <75m.
LVP end as soon as the RVR exceeds 600m.

Under LVP, intersection takeoffs are not permitted. Under LVTO conditions, only one aircraft at a time may move within the area of responsibility of air traffic control (i.e. on all TWYs and the RWY).

As the ILS only allow Cat I, but LVTO is permitted, this means that at RVR between 75 - 550m it is only possible to take off, but not to land.

Deicing is carried out at the stand.

VFR traffic

The D-CTR is surrounded by airspace E/G with only one TMZ as an additional protected area.

For noise abatement reasons, the southern traffic circuit should preferably be used.

Helicopters

There is no helipad. Helicopters use the runway.

EDDE - Erfurt Airport

Overview

Erfurt ATC Stations

Station	Frequency	Login	SI	Remark
ATIS	133.455	EDDE_ATIS	ADE	--
Ground	121.755	EDDE_GND	DEG	to be opened only after Tower is staffed
Apron	121.905	EDDE_A_GND	DEA	event only: not to be staffed unless part of a rostered event
Tower	121.155	EDDE_TWR	DET	primary
Thüringen Low Süd (Arrival)	126.175	EDDP_TRS_APP	TRS	--

EDDE - Erfurt Airport

Ground

Also check the information for Erfurt Apron, as Ground will cover the position unless it is separately rostered.

Erfurt Ground is responsible for all taxiing traffic on the taxiways outside the apron. After consultation with Erfurt Apron, the task of taxi clearances can also be taken over by Apron. Erfurt Ground is always reponsible for issuing enroute clerances.

Runway allocation

Normally, the runway specified by the tower is assigned to the pilots. After consultation with Erfurt Tower (EDDE_TWR) and Munich Radar (EDDP_TRS_APP), individual deviations from the active runway direction are possible.

SID assignment

All departure routes have speed and altitude restrictions (except PILAM #D)
Initial Climb on all SIDs FL070
All SIDs require RNAV-1, RNP-1 or A-RNP, as well as GPS equipment
Aircraft that do not have this equipment fly via the ERF SID (ERF is not permitted if the above equipment is present)
PILAM #D: is "on request by ATC only" and should not be filed by the pilot
(re-routing if necessary via NEVKO Q243 BAMKI Z94 PILAM)
vectored departures must be coordinated with approach

Datalink Clearance (PDC/DCL)

Datalink clearances are not available in Erfurt.

Taxi movements

Erfurt Ground is responsible for all taxiing movements on taxiways F, E, D and S (between T6 and F). It can be coordinated with Erfurt Apron that this position takes over all taxi movements in Erfurt.

EDDE - Erfurt Airport

Apron

Erfurt Apron is to be opened only when it is staffed as part of a rostered event. Otherwise, Ground covers the area of responsibility.

Erfurt Apron is responsible for all taxiing traffic on the apron. After consultation with Ground, taxi clearances can also be given up to the holding point. This station is also responsible for approving pushbacks and powerbacks. Erfurt Apron may only be staffed during rostered events and if Erfurt Ground and Erfurt Tower are staffed.

Area of responsibility

Erfurt Apron is responsible for all flight movements on the apron. This means that taxiways T6, T5, T4, T3, T2 and S (between T6 and A) are also part of the apron control area.

Area of responsibility Erfurt Apron

Taxi instructions

After consultation with Erfurt Ground, all taxi movements can also be controlled outside of the apron.

In the presence of the ground

Departing traffic

For 09 operations: aircraft are sent via taxiway S to intersection T6 (transfer to ground)
For 27 operations: aircraft are sent to taxi stop A or B (transfer to tower)

Incoming traffic

For 09 operations: Aircraft arrive on taxiway A or B directly from the tower
For 27 operations: Aircraft arrive on taxiway S from the ground

In the absence of the ground

Departing aircraft are sent directly from the apron to the runway taxi stop
Incoming aircraft are handed over by the tower after leaving the runway

Special features

Stands 21-44
These parking spaces are so-called taxi-out stands. They are accessed via the taxiway to the east and left via the taxiway to the west.

Stands 01-04
These parking spaces are also taxi-out stands. They are entered and exited via S.

Restrictions

Taxiway C
- Closed
Taxiway D
- Maximum wingspan 18 m, maximum take-off mass 20 tonnes
Taxiway W
- Maximum span 15 m

Parking positions

The terminal is located at Gates 51, 61, 62
The GAT is located at Stands 21-24, but such aircraft can also be parked at any other position
Apron 3 is home base to the regional police Thüringen

EDDE - Erfurt Airport

Tower

Preferred operating direction

Due to noise abatement, the preferred runway in Erfurt-Weimar between 22:00-06:00 locally for take-offs is 27 and for landings runway 09, if the tailwind component does not exceed 5 kts. In all other cases, the runway should be decided by the respective controller depending on the weather and traffic situation.

Control zone

The Erfurt control zone extends over the entire city of Erfurt. The vertical limit of the CTR is 3500 ft MSL. Flights into and out of the control zone take place via the mandatory reporting points:

North: November 1 and November 2
South: Sierra 1 and Sierra 2

Incoming traffic

As the pilot vacating the runway, the tower hands over the pilot at A and B to the apron frequency and at D, E and F to the ground frequency.

The tower is responsible for ensuring that the runway, radar and/or wake turbulence separation is maintained. A go-around must be instructed immediately if the separation is about to be lost.

Low Visibility Procedures (LVP)

Erfurt Airport only has a CAT III on runway 27, which means that runway 27 must be used for low visibility procedures.

Departing traffic

Runway, radar and/or wake turbulence separation must be maintained at all times. After the aircraft has taken off, the pilot switches to the departure frequency independently.

Low Visibility Procedures (LVP)

Low visibility take-offs are authorised at the following runway visibility ranges (RVR):

Departing direction 27: RVR not less than 75m
Departing direction 09: RVR not less than 125m

EDMA - Augsburg Airport

Overview

Augsburg ATC Stations

Station	Station ID	Login	Frequency	Remark
ATIS	MAX	EDMA_ATIS	119.665	--
Tower	MAT	EDMA_TWR	124.980	--
München Radar	DMAG	EDMA_APP	128.255	Augsburg Sector Freq coupled by online EDDM_XX_APP station
München Radar	DMNL	EDDM_NL_APP	123.905	North Low

EDMA - Augsburg Airport

Tower

Augsburg Tower is responsible for aerodrome and ground movement control at Augsburg Airport. Augsburg has a D-CTR and published IFR procedures for which no prior coordination is required for enroute clearance.

SID Assignment

Endpoint	SID	Runway	Initial Climb	After Departure	Remark
MAH Maisach	6F	07	4000 ft	Contact München Radar 128.255 (crosscoupled frequency)	-
MAH Maisach	7G	25	4000 ft
MIQ Mike	5F	07	5000 ft
MIQ Mike	6G	25	4000 ft
KPT Kempten	9F	07	FL 70		Sat, Sun and Holidays only
KPT Kempten	9G	25	FL 70		Sat, Sun and Holidays only
RIDAR	7F	07	4000 ft		-
RIDAR	6G	25	4000 ft		-

Taxi Guidance

Augsburg has Aprons 1-6 (with Apron 3 being the grass area to the south) and Hangars 2-8. Pilots are responsible for collision avoidance while taxiing and hovering on G and S. On all other taxiways, the tower is responsible for taxi guidance.

Choice of operating direction

The operating direction is selected by the tower; München Radar must always be informed of the current operating direction.

Operating direction 25 is preferred and should be used in case of doubt.

IFR departures

IFR departures shall be handed over with radar or wake turbulence separation. IFR departures over the same SID shall be handed over with 5 NM or (if higher) wake turbulence separation. The obligation of separation between IFR departures and from IFR departures to IFR approaches on a missed approach procedure lies with the tower until the transfer of communications of all flights involved.

IFR arrivals

IFR approaches shall be handed over from München Radar to Augsburg Tower using one of the published approach procedures in compliance with radar or (if required) wake turbulence separation. The obligation of separation lies with München Radar, speed assignments from Tower are not permitted without prior coordination with München Radar.

Runway 25: ILS(/LOC), RNP and NDB approaches are published for runway 25. The ILS is always preferred.
Runway 07: Only an RNP approach is published for runway 07, which is preferred for this operating direction.

IFR visual approaches

IFR visual approaches are approved for both operating directions. München Radar must coordinate these with Augsburg Tower before clearance.

Visual approaches for RWY 07 must be conducted in such a way that the final approach is at least 3 NM and the descent below 3500 ft MSL does not take place before the final approach is reached.

AIP ED ENR 1.5/7.18

Low Visibility Procedures

Low Visibility Procedures will be proclaimed by Augsburg Tower if at least one of the three criteria is met:

RVR < 1000 m
Ground Visibility < 1000 m
Cloud Ceiling < 300 ft

Usage of runway

Intersection Departures are only on this taxiways approved, if the pilot reports, that he is able:

RWY 25	TORA	RWY 07	TORA
From rwy head	1406 m	From rwy head	1406 m
B	989 m	D	989 m
C	659 m	C	659 m

VFR traffic

Departures

VFR Departure routes are to be used depending on the operating direction:

07: O-Routing, S1
25: L-Routing, W-Routing, S-Routing (via S2 to S1)

Arrivals

Approaches, on the other hand, take place regardless of the operating direction via the N/S routing, which ends in a published holding procedure to the north/south of the airfield.

Gliding

Augsburg also has a gliding sector in the south of the control zone, which can be activated if necessary. Circuit traffic must then only be cleared in the northern circuit.

EDMO - Oberpfaffenhofen Airport

Overview

Oberpfaffenhofen ATC Stations

Station	Station ID	Login	Frequency	Remark
ATIS	MOX	EDMO_ATIS	126.580	--
Tower	MOT	EDMO_TWR	119.555	--
München Radar	DMSL	EDDM_SL_APP	127.955	South Low

EDMO - Oberpfaffenhofen Airport

Tower

Oberpfaffenhofen Tower is responsible for aerodrome and ground control at Oberpfaffenhofen Airport. Oberpfaffenhofen has a D(HX) CTR and published IFR procedures that do not require coordination for clearance.

However, IFR procedures are only defined for operating direction 22. Approaches can use an approach procedure to runway 22 followed by a circling for runway 04 if the tailwind is too high.

IFR departures

IFR departures are to be handed over with radar or wake turbulence separation. IFR departures on the same SID are to be handed over with 5 NM or (if higher) wake turbulence separation. Tower is responsible for the separation between 2 IFR departures and between IFR departures and IFR approaches on a missed approach procedure until the transfer of communications of all flights involved.

SID assignment

Endpoint	SID	RWY	Initial Climb	After Departure	Remark
ATMAX	2R	22	FL70	Contact München Radar 127.955	RNAV-1 or RNP-1 or A-RNP equivalent. GPS required.
MAH Maisach	2R				RNAV-1 or RNP-1 or A-RNP equivalent. GPS required.
MAH Maisach	7C				Conventional SID

IFR arrivals

IFR approaches are handed over to Oberpfaffenhofen Tower by München Radar using one of the published approach procedures, taking into account radar or (if required) wake vortex separation. The separation obligation lies with München Radar, speed assignments from Tower are not permitted without coordination with München Radar.

IFR-Sichtanflüge

München Radar may only clear IFR visual approaches after coordination with Oberpfaffenhofen Tower.

Ground operation

General

EDMO is one of 12 special airports in federal interest, among other things, a DLR plant and research centre is located on the airport site. This circumstance is noticable in the comparatively "dismembered" ground layout.

Restrictions on taxiways

TWY E is 23 m wide, while TWYs A, B, C and D are each only 12.5 m wide.

Aprons and terminals

The GAT is located on the Main Apron in the north of the airport.

Use of runway

Intersection takeoffs are not permitted due to a lack of distance declarations.

Low Visibility Procedures

Oberpfaffenhofen is not approved for flight operations in visibility < 1000 m and/or main cloud bases < 200 ft; flight operations must be suspended in the event of such weather conditions.

VFR-Verkehr

The D-CTR is surrounded by airspace E/G, while Munich Airport's airspace C is above the control zone.

Helicopters

There is a helipad north-west of the runway.

EDNY - Friedrichshafen Airport

Overview

Friedrichshafen ATC Stations

Station	Station ID	Login	Frequency	Remark
ATIS	NYX	EDNY_ATIS	129.605	--
Ground	NYG	EDNY_GND	121.600	Not to be staffed outside organized AERO Events.
Tower	NYT	EDNY_TWR	120.080	--
VFR Tower	??	EDNY_2_TWR	134.300	Not to be staffed outside organized AERO Events.
Alps Radar (Arrival)	ARFA	LSFA_APP	119.925	--

EDNY - Friedrichshafen Airport

Tower

Cooperation with vACC Switzerland

Due to the location of Friedrichshafen Airport, there is a co-operation agreement between FIR München and vACC Switzerland that allows controllers from both sides to control at the airport.

IFR operations

Friedrichshafen Airport is located below the so-called ARFA sector, arrivals and departures are normally controlled by Alps Radar (LSFA_APP 119.925), which also covers this position in the absence of Friedrichshafen Tower. If this position is not staffed, the higher-level positions take over this role as follows:

EDNY_TWR >> LSFA_APP >> LSZH_DEP >> LSZH_APP >> LSAZ_x_CTR >> LSAS_CTR >> EDMM_Z_CTR etc.

Apart from the CTR, EDNY is located in Class E airspace. A TMZ (Transponder Mandatory Zone) for VFR traffic has been established. Nevertheless, attentive airspace observation is also necessary for IFR traffic.

Departure Procedures

Endpoint	SID	Runway	Initial Climb	After Departure	Remark
ALAGO	7E	06	via SID 5000 ft	contact Alps Radar 119.925 when advised by Tower	--
ALAGO	7W	24			--
AMIKI	4E	06			nur nach LSZH
AMIKI	4W	24			nur nach LSZH
BEMKI	4E	06			--
BEMKI	4W	24			--
KPT Kempten	6E	06			--
KPT Kempten	6W	24			--
MOKOP	4E	06			nur lokale IFR-Flüge
MOKOP	3W	24			nur lokale IFR-Flüge
SITOR	3E	06			nur nach LSZR
SITOR	2W	24			nur nach LSZR
TRA Trasadingen	4E	06			--
TRA Trasadingen	3W	24			--

Departures to the south via TRA N850 can generally expect a DCT GERSA when passing the MRVA. Departures via SID TRA #E usually do not have to fly the loop, but can expect a left DCT TRA or right DCT GERSA.

Arrival Procedures

Startpoint	STAR	RWY	Holding Fix	Course	Turn	MHA	Remarks
GARMO	2P	all	MOKOP	248°	right	5000 ft	GPS/FMS aircraft expect transition to final. BRNAV and non-RNAV aircraft expect radar vectors to final.
KPT Kempten	7P
ROLSA	4P
ZUE Zürich East	5P

Transitions to Final

Name	Runway	FAF	Remarks
GARMO 06	06	ARGEV	Use of transition procedures only when cleared by ATC.
KPT 06 Kempten
ROLSA 06
ZUE 06 Zürich East
GARMO 24	24	ETREM
KPT 24 Kempten
ROLSA 24
ZUE 24 Zürich East

Due to the low volume of traffic, RNAV transitions are rarely used. Approaches usually receive radar vectors on the final.

Approach Procedures

RWY	Type	IAF	IF	FAF/FAP	FAF/FAP altitude	Course	Frequency
06	ILS Cat I	MOKOP	-	ARGEV	4000 ft	058°	111.90 IFHE / D112.60 FHD
	LOC-DME		-				111.90 IFHE / D112.60 FHD
	RNP (LNAV, LNAV/VNAV, LPV)		RUDSI				EGNOS CH 92388 E06A
24	ILS Cat I-III		-	ETREM		238°	111.90 IFHW / D112.60 FHD
	LOC-DME		-				111.90 IFHW / D112.60 FHD
	RNP (LNAV, LNAV/VNAV, LPV)		RUDSI				EGNOS CH 42186 E24A

ILS 06 and 24 transmit on the same frequency. In reality, the correct ILS is switched on by the tower. In the flight simulators, the correct ILS is (hopefully) set automatically depending on the direction to the airport.

Radar

EDNY_TWR does not have a radar that is authorised for ATC purposes or separation. Speed assignments by TWR are only permitted after coordination with APP.

Squawk assignment, Departure release

WIP

Low visibility procedures

The ILS 24 is approved up to Cat III and can be used during LVP. EDNY_TWR has no ground radar. To protect the ILS signal, no aircraft may park on the Liebherr apron during LVP.

Visual approaches and departures

EDNY is one of the very few airports in Germany where visual approaches and departures are permitted for all IFR flights, regardless of the size of the aircraft.

The following applies to visual approaches:

Do not approach below the ILS glideslope.
Final approach 06 should be at least 3 NM (3 DME FHD). Visual marker: Approx. 1 NM before the castle church/lake shore.
Final approach 24 should be at least 4.5 NM (4.5 DME FHD). Visual marker: "Ravensburger Spieleland" amusement park between Ravensburg and Meckenbeuren.

Visual departures are most commonly DCT to the waypoint ALAGO, instead of flying the SID.

VFR operation

Control zone Friedrichshafen

Mandatory reporting points Friedrichshafen:

OSCAR: West of the landfill
NOVEMBER: Eastern outskirts of Markdorf, at the base of Gehrenberg mountain
SIERRA: Intersection of B31 and B467 northwest of Kressbronn
WHISKEY: North of the Airbus plant in Immenstaad, north-east of the three large apartment blocks on the outskirts of Immenstaad

Apart from the CTR, EDNY is located in Class E airspace. A TMZ (Transponder Mandatory Zone) has been set up to increase safety. VFR and IFR flights are not separated from each other. Attentive airspace observation is necessary. VFR flights should avoid the extended centerline and observe TMZ procedures (transponder 2677 and listen on the frequency of the position covering the airspace).

Grass runway for use by gliders only.

Helicopter

Helicopters take off and land on the runway, usually at Intersection D.

Zeppelins

Zeppelin NT airships carry out daily VFR sightseeing flights around Lake Constance from spring to autumn. Two zeppelins are often on the move, especially at peak times at weekends.
Zeppelins carry out direct approaches and departures to their anchor masts north of the RWY. Otherwise they are to be treated as normal VFR traffic. Due to the circular flight routes, deviations from the mandatory reporting points are often requested (e.g. along the shore) and are usually not a problem - the pilots know their way around.

Verfahren zur AERO

There is a lot of VFR traffic during the annual Aero Fair in April. The exact procedures will be published in the AIP SUP. (AERO 2023: AIP SUP VFR, AIP SUP IFR)

Additional stations are set up:

EDNY_1_TWR (120.075) acts as a pick-up. Takes the initial calls from approaching VFR flights, distributes them to the entry points and manages the holds if necessary. Then hands them over to 2_TWR.
EDNY_2_TWR (134.300) issues entry authorisation to the CTR and otherwise handles the control zone as usual, including IFR traffic.
EDNY_GND (121.600) - Ground

NOVEMBER is generally used for VFR approaches. The southern half of the grass runway may only be used by helicopters.

Together with the approaches via NOVEMBER, departures follow a one-way system:

RWY 24: Departures via WHISKEY and SIERRA
RWY 06: Departures via OSCAR and SIERRA

Approaches via SIERRA are generally not possible. Aircraft coming from the south must fly around the CTR in the east and cross IFR final approach 24, which can be risky.

The runway should be exited via TWY E/F or C/B and the touchdown point should be selected accordingly by the PIC to ensure a rapid roll-off. Exiting the runway via D/M is not permitted. Additional grass parking areas are provided in the northern part of the airport and on both sides of the former TWY S (which will then be used again). TWY D & M are used to cross the runway as access to the northern car parks and the exhibition grounds. Direct taxiing to the exhibition centre via TWY M is possible for exhibitors after the road is closed.

Ground operation

All parking positions are "self-manoeuvring". Pushback is not available. Stands 201-206 are code C (B737/A32x families). Parking of Code D aircraft (A300, B767) is only possible in exceptional cases and only at position 201.

There is no GAT. All crews and passengers must use the normal terminal.
Machines with home base EDNY are parked at their respective hangars:

The hangar of the Luftsportclub (LSC) has an access taxiway between stands 203 and 204 (not in the sector file).
The Liebherr apron is only used by Liebherr aircraft.
Additional private hangars at Apron 1 and 4.

External aircraft up to 5.7 tonnes usually park on the north side of Apron 3 or - if full - on Apron 4. Smaller business jets (Citation or similar) usually park on Apron 1. Large business jets with a short turnaround usually park on Stands 204-206. For longer stays on Apron 4 and Apron 3 (western part).

EDQM - Hof-Plauen Airport

Overview

Hof-Plauen ATC Stations

Station	Station ID	Login	Frequency	Remark
Tower	MOT	EDQM_TWR	124.355	--
München Radar	FRK	EDDN_FRK_APP	129.525	Franken Low

EDQM - Hof-Plauen Airport

Tower

Hof Tower is responsible for aerodrome and ground control at Hof-Plauen Airport. Hof-Plauen has a D(HX) CTR and published IFR procedures that do not require coordination for clearance.

SID Assignment

Endpoint	SID	Runway	Initial Climb	After Departure	Remark
ABERU	1S	08	FL70	Contact München Radar 129.525	-
ABERU	2T	26	FL70
KULOK	1S	08	5000 ft
KULOK	2T	26	5000 ft
LASGA	1S	08	FL 70
LASGA	2T	26
PEROX	1S	08
PEROX	2T	26
TABAT	1S	08
TABAT	2T	26

Operating direction

The operating direction is selected by the tower; München Radar (FRK) must always be informed of the current operating direction.

IFR departures

IFR arrivals

IFR approaches are handed over from München Radar to Hof Tower using one of the published approach procedures in compliance with radar or (if required) wake turbulence separation. München Radar is responsible for the separation, speed assignments from the tower are not permitted without coordination with München Radar.

Both runway directions are equipped with an RNP approach.

IFR visual approaches

IFR visual approaches are approved for both operating directions without further regulations. München Radar must coordinate these with Hof Tower prior to clearance.

Low Visibility Procedures

There are no defined low visibility procedures in Hof. If the minima cannot be adhered to, no flights are possible.

Use of runway

For operating direction 08, a backtrack generally required. Smaller aircraft can depart directly from intersection B.

VFR traffic

Arrivals and departures

Arrivals and departures take place via the published mandatory reporting points or can be instructed individually. There are no published holding procedures for VFR within the control zone.

ETSI - Ingolstadt/Manching

Overview

Ingolstadt/Manching is a military airfield with Civil Joint User south of Ingolstadt which is home of the “Wehrtechnische Dienststelle für Luftfahrzeuge und Luftfahrtgerät der Bundeswehr” (WTD 61) by the German Air Force. For the most part, Ingolstadt handles Military Jet traffic, Helicopter traffic and civilian GA. There are multiple Restricted Areas around Ingolstadt in which the Military aircrafts perform Testflights.

Charts can be found in the MIL AIS.
• VFR Charts: Library → Under Publication select “GEMIL FLIP VAD” → Ingolstadt/Manching
• IFR Charts: Library → CENOR FLIP→ Aerodromes → Ingolstadt/Manching

Ingolstadt/Manching ATC Stations

Station	Station ID	Login	Frequency
ATIS	SX	ETSI_ATIS	118.865
Tower	SIT	ETSI_TWR	125.255
Radar	SIA	ETSI_APP	120.605

ETSI - Ingolstadt/Manching

Tower

Ingolstadt Tower is a military station and is responsible for airfield control at Ingolstadt Airport.

Ingolstadt has a D-CTR and military departure procedures. Enroute clearances must be issued by Munich Radar and then relayed to the departure by Ingolstadt Tower.

Runways

Preferred runway for civilian traffic and military traffic is the southern runway 24L/06R. Runway 24R/06L should only be used by Military aircraft or UAVs.

Airbus Defence and Space

The apron of Airbus Defence and Space is located in the southwestern part of Ingolstadt airport. It’s a separate Apron that is under the jurisdiction of Airbus and is connected by six Gates to taxiway S. The Apron itself is uncontrolled and aircraft will call for Taxi with the requested Gate on which they want to leave the Apron. Normally the gates are used by the following types:

Gate 1: Airbus Beluga XL
Gate 2: Airbus Beluga XL/ST, A400M, E3 AWACS
Gate 3: -
Gate 4: TOR, EUFI
Gate 5 +6: Towing of TOR/EUFI, Museum Aircraft of the Messerschmitt Museum

Beluga Operation

The Airbus Beluga visits Ingolstadt frequently and has two designated parking positions on the Airbus Apron. The most frequently used position can be accessed via Gate 1, this position however can only be used for the Beluga XL!
The second position can be accessed via Gate 2 and is suitable for the Beluga ST and Beluga XL.
The Beluga is not allowed to start its engines in the vicinity of the Airbus Apron, it needs to pushback onto TWY S before starting it's engines - this procedure applies to both parking positions.

ETSI - Ingolstadt/Manching

Military Approach - Ingo Radar

Area of Responsibility

Ingo Radar operates within the so called "AoR Altmühl". Lateral and vertical extension of AoR Altmühl is shown in the chart below. The activation of AoR Altmühl has the be announced to surrounding München ACC/APP stations prior activation.

The ROKIL sector south of AoR Altmühl is a part of the sector of DMNL and can be activated on request of Ingo Radar. If active, Ingo Radar may use the ROKIL sector up to 4000 ft and without maintaining lateral distance to the boundary. DMNL shall apply 3 NM lateral distance to the airspace boundary.

Coordination Procedures

IFR-Departures from ETSI

Ingo Tower shall obtain enroute clearance for IFR departures from the station covering München ACC sector SWA. Departures are subject to a departure release from Ingo Radar.

Coordination between Ingo Tower and SWA.
SWA	Schwaben, go ahead.
Ingo Tower	Ingo Tower, request enroute clearance for GAF123.
SWA	GAF123 is cleared to Holzdorf aerodrome via UPALA, flight planned route, squawk 2056.
Ingo Tower	(Readback), (Initials).
SWA	(Initials).
Relaying clearance to aircraft.
Ingo Tower	GAF123, report ready to copy enroute clearance.
GAF123	Go ahead, GAF123.
Ingo Tower	GAF123, cleared to Holzdorf via SI124 [Sierra India One Two Four] departure, right turn to UPALA, flight planned route, squawk 2056, when airborne contact Ingo Radar on 120.600.
GAF123	(Readback), GAF123.
Coordination between Ingo Tower and Ingo Radar.
Ingo Radar	Ingo Radar, servus.
Ingo Tower	Ingo Tower, request release GAF123.
Ingo Radar	GAF123 released, (Initials).
Ingo Tower	(Initials).

Departures ETSI via OID SI124 and SI224 flying a northbound routing after OID are released for climb and right turn by DMNL.

Handover conditions from Ingo Radar to ACC/APP München shall be coordinated individually.

IFR-Departures from ETSN

Neuburg Tower shall obtain enroute clearance for IFR departures from the station covering München ACC sector SWA. Departures are subject to a departure release from Ingo Radar.

Westbound departures ETSN via IOD SN127 may be applied without coordination between Ingo Radar and DMNL up to FL070.

IFR-Arrivals to ETSI

ATIS Codes EDMM

Voraussetzung für das Schalten der ATIS ist das Einloggen auf eine Station des jeweiligen Airports. Danach kann über einen Klick auf den (zuletzt aktiven) ATIS-Designator, in diesem konkreten Fall "K", der ATIS Setup Dialog aufgerufen werden:

Dieser öffnet sich und sieht beispielhaft so aus:

Was uns für die weiteren Schritte interessiert ist die eingerahmte Zeile ATIS maker URL. Um diese Informationen zu ändern bzw. zu ergänzen ist es unerheblich ob die ATIS derzeit konnektiert ist oder nicht. Wichtig ist, den Haken vor der Zeile Automatically generate new ATIS using the URL zu entfernen:

Nunmehr wird die Zeile ATIS maker URL weiß mit schwarzer Schrift dargestellt und kann manuell bearbeitet werden. Dabei geht es darum sogenannte ATIS Maker zu ergänzen die in den nachfolgenden Abschnitten aufgeführt sind.

Anwendbare URL-Parameter

Wie den bereits vorhandenen ATIS Makern zu entnehmen ist beginnen diese immer mit einem "&" ergänzt um einen Text. Vergleichbar ist das mit einem Alias. Dabei können mehrere ATIS Maker aneinander gereiht werden. Wir werden unsere Ergänzungen immer an das Ende der Zeile anfügen um die Sinnhaftigkeit und Struktur der ATIS nicht zu gefährden.

In den folgenden Abschnitten sind einige ATIS Beispiele zu finden und mit dem roten Text hervorgehoben wie der ATIS Maker aufgelöst wird.

EDDM

Die folgenden Parameter sind nur in EDDM benutzbar.

LVP - Low Visibility Operations

&lvp und die DEP/ARR Runways vorher in Euroscope entsprechend einstellen.

MUENCHEN INFORMATION F AUTOMATIC MET REPORT TIME 1620 LOW VISIBILITY PROCEDURES IN OPERATION CAT II AND III AVAILABLE EXPECT VECTORS FOR ILS APPROACH MAIN LANDING RUNWAY 08L MAIN DEPARTURE RUNWAY 08R TRL 60 WIND 100 DEGREES 5 KNOTS VISIBILITY 5 KILOMETERS LIGHT RAIN AND DRIZZLE MIST CLOUDS BROKEN 500 FEET TEMPERATURE 2 DEW POINT 1 QNH 1017 TREND TEMPORARY VISIBILITY 4000 METERS CLOUDS BROKEN 400 FEET MUENCHEN INFORMATION F OUT

GTO - Guided Take Off

&gto

MUENCHEN INFORMATION F AUTOMATIC MET REPORT TIME 1620 LOW VISIBILITY PROCEDURES IN OPERATION CAT III AND GUIDED TAKE-OFF AVAILABLE FOR RUNWAY 08L EXPECT VECTORS FOR ILS APPROACH RUNWAY 08R RUNWAYS IN USE 08L AND 08R TRL 60 WIND 100 DEGREES 5 KNOTS VISIBILITY 5 KILOMETERS LIGHT RAIN AND DRIZZLE MIST CLOUDS BROKEN 500 FEET TEMPERATURE 2 DEW POINT 1 QNH 1017 TREND TEMPORARY VISIBILITY 4000 METERS CLOUDS BROKEN 400 FEET MUENCHEN INFORMATION F OUT

Windshear

&windshear08 oder &windshear26

MUENCHEN INFORMATION G AUTOMATIC MET REPORT TIME 1650 EXPECT VECTORS FOR INDEPENDENT PARALLEL ILS APPROACH RUNWAY 08L AND 08R RUNWAYS IN USE 08L AND 08R TRL 60 WIND 110 DEGREES 4 KNOTS VISIBILITY 6 KILOMETERS LIGHT RAIN CLOUDS BROKEN 500 FEET OVERCAST 800 FEET TEMPERATURE 2 DEW POINT 1 QNH 1017 TREND TEMPORARY VISIBILITY 4000 METERS CLOUDS BROKEN 400 FEET WINDSHEAR RUNWAY 08L AND 08R MUENCHEN INFORMATION G OUT

Birds

&birds08 oder &birds26

MUENCHEN INFORMATION G AUTOMATIC MET REPORT TIME 1650 EXPECT VECTORS FOR INDEPENDENT PARALLEL ILS APPROACH RUNWAY 08L AND 08R RUNWAYS IN USE 08L AND 08R TRL 60 WIND 110 DEGREES 4 KNOTS VISIBILITY 6 KILOMETERS LIGHT RAIN CLOUDS BROKEN 500 FEET OVERCAST 800 FEET TEMPERATURE 2 DEW POINT 1 QNH 1017 TREND TEMPORARY VISIBILITY 4000 METERS CLOUDS BROKEN 400 FEET BIRDS OBSERVED IN VICINITY OF RUNWAYS 08L AND 08R MUENCHEN INFORMATION G OUT

De-Icing

&deice

MUENCHEN INFORMATION G AUTOMATIC MET REPORT TIME 1650 EXPECT VECTORS FOR INDEPENDENT PARALLEL ILS APPROACH RUNWAY 08L AND 08R RUNWAYS IN USE 08L AND 08R TRL 60 WIND 110 DEGREES 4 KNOTS VISIBILITY 6 KILOMETERS LIGHT RAIN CLOUDS BROKEN 500 FEET OVERCAST 800 FEET TEMPERATURE 2 DEW POINT 1 QNH 1017 TREND TEMPORARY VISIBILITY 4000 METERS CLOUDS BROKEN 400 FEET REPORT IF DEICING REQUIRED PRIOR STARTUP ON DEICING COORDINATOR FREQUENCY 121.990 MUENCHEN INFORMATION G OUT

Minors

Folgende Parameter sind nur für unsere Minor Airports anwendbar. Dies sind derzeit: EDDN, EDMA, EDMO, EDJA, EDNY

LVP - Low Visibility Operations

Nur in EDDN wird bei entsprechenden Bedingungen im METAR automatisch LVP in der ATIS gesetzt.

NUERNBERG INFORMATION A AUTOMATIC MET REPORT TIME 1450 EXPECT VECTORS FOR ILS APPROACH RUNWAY IN USE 28 TRL 60 WIND 270 DEGREES 2 KNOTS VISIBILITY 500 METERS RUNWAY 28 LOW-VISIBILITY PROCEDURES CAT II IN OPERATION CLOUDS OVERCAST 100 FEET TEMPERATURE 0 DEW POINT -1 QNH 1026 hpa OR 3030 inches TREND NOSIG NUERNBERG INFORMATION A OUT

Departure Frequency

&depfreq=122.8 für Unicom oder &depfreq=129.525 mit der jeweiligen Radar Frequenz

NUERNBERG INFORMATION A AUTOMATIC MET REPORT TIME 1450 EXPECT VECTORS FOR ILS APPROACH RUNWAY IN USE 28 TRL 60 ATTENTION! DEPARTURE FREQUENCY FOR ALL DEPARTING AIRCRAFT IS MUENCHEN RADAR ON FREQUENCY 129.525 WIND 270 DEGREES 4 KNOTS VISIBILITY 9 KILOMETERS CLOUDS OVERCAST 1200 FEET TEMPERATURE 0 DEW POINT -2 QNH 1026 hpa OR 3030 inches TREND NOSIG NUERNBERG INFORMATION A OUT

EDNY AERO Ops

&vfrarrfreq=120.080 falls zwei Tower online sind
&vfrarrroute=NOVEMBER zum bestimmen über welche Route VFR Verkehr den Einflug erwarten soll

FRIEDRICHSHAFEN INFORMATION R MET REPORT TIME 2050 AUTOMATED WEATHER MESSAGE EXPECT ILS APPROACH RUNWAY 06 EXPECT VFR ARRIVAL VIA ROUTE NOVEMBER RUNWAYS IN USE 06 TRL 60 ATTENTION! DEPARTURE FREQUENCY FOR ALL DEPARTING AIRCRAFT IS UNICOM ON FREQUENCY 122.8 VFR ARRIVALS CONTACT FRIEDRICHSHAFEN TOWER ON FREQUENCY 120.080 TO ENTER CTR WIND 030 DEGREES 6 KNOTS VARIABLE BETWEEN 340 AND 070 DEGREES VISIBILITY 10 KILOMETERS NO CLOUD DETECTED TEMPERATURE 9 DEW POINT 6 QNH 1020 FRIEDRICHSHAFEN INFORMATION R OUT

Abschließende Arbeiten

Schlussendlich darf natürlich nicht vergessen werden, den Haken vor der Zeile Automatically generate new ATIS using the URL wieder zu setzen und mit einem Klick auf die Schaltfläche Test URL die ATIS bereitzustellen. Welche Informationen enthalten sind, lässt sich in dem großen Feld Text ATIS kontrollieren.

Bitte auch an der Stelle nochmal überprüfen, ob die ATIS auch auf der richtigen Frequenz arbeitet und nicht im Feld neben dem ATIS Buchstaben die bekannte 199.998 steht.

SOPs FIR München

EDDM - München Airport

Overview

München ATC Stations

Quicksheet

Quicksheet LVO

Delivery

Responsibilities

SID Assignment

TULSI-Departure

Noise Abatement Procedures

Special Procedures

IFR Visual Departures off runway 08R

Apron

Areas of Responsibility Apron

Handovers Apron - Ground

Orange/Yellow/Blue lines

Taxiway restrictions

Usage of the entries

Gate assignment

Special procedures

Swingover

180-Turn

Ground

Area of Responsibility Ground

Handover

Departing traffic

Arriving traffic

Ground movement control

Taxi

Holding Points

Sorting by SID

Intersection Departures

Tower

Tower Positions

Handover

Departing Traffic

Arriving Traffic

VFR Traffic

SSR Codes

Helicopter Traffic

Operating Direction and use of the Runways

Choice of operating direction

Use of Runways

Examples for Runway Configurations

Change of Operating Direction

Arrivals

Separation on Final

Independent Parallel Approaches

Missed Approaches

Departures

Separation between Departures

Intersection Departures

Conditional Line Up on Intersections

Noise Abatement between 2200 and 0600 lcl

Low Visibility Procedures

Separation during LVP

Arrivals to Arrivals

Departures to Arrivals

Departures

Arrival

Sectorization

Arrivals

STARs

Transitions

Approach procedures

Independent Parallel Approaches

Two-feeder operations

Noise abatement between 2200 and 0600 lcl

Low Visibility Procedures

Arrival Agreements

Center to High

High to Low

Low to Arrival

Arrival to Tower

Separation recommendations during LVP

Departure Agreements

Low to High

High to Center

Level Agreements