Arrival

Sectorization

As per the reference drawing below, the München TMA airspace can be divided into four sectors. The two feeder positions (Callsign "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 FeederDirector North	118.830
DMSAT	DMSD	München FeederDirector 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 FeederDirector 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), cross-couple DMSAT as well.

DMSAT is only to be staffed, after DMNL 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.

Two-feeder operations

Final approaches into München can be managed by one or two Feeder positions. Before opening the second feeder position, DMNL, DMSL, DMNH, 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 "box" along the extended centerline:

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.

ÜbergabenArrival AnflügeAgreements

Center to High

26 ops

TranferingTransferring SektorSector	COPX	HöheLevel	Optional Levels	Release	DCT
NDG	LURER / RIDAR	FL160	--	↔ ↓ FL110 unterhalbat FL195 or below	ROKIL
WLD	BURAM / RENLO	FL170	FL150 / FL130 / FL110
RDG	GOMAX / KUFAZ / OSTES	FL110	FL110 - FL130	↔ ↓ unterhalbat FL195 or below	LANDU
EGG	ROSAB
FUE	DISUN / MERSI	FL160	--	↔ ↓ nördlichnorth vonof L608	--
STA	ANDEC / KONIN	FL150	FL130

Betriebsrichtung08 08ops

TranferingTransferring SektorSector	COPX	HöheLevel	Optional Levels	Release	DCT
NDG	LURER / RIDAR	FL140	--	↔ ↓ FL110 unterhalbat FL195 or below	ROKIL
WLD	BURAM / RENLO	FL130	FL110
RDG	GOMAX / KUFAZ / OSTES	FL110	FL110 - FL170	↔ ↓ unterhalbat FL195 or below	LANDU
EGG	ROSAB
FUE	DISUN / MERSI	FL120	FL140	↔ ↓ nördlichnorth vonof L608	--
TEG	ANDEC / KONIN	FL130	FL150

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 anto Low

AnfliegenderArriving Verkehrtraffic wirdis entlanghanded desover Upwindestablished oderon Downwindthe aufupwind folgendenor Höhendownwind mitat einerthe angewiesenenfollowing Speedaltitudes zwischenwith Minimuman 220assigned KTSspeed undof Maximum 220–240 KTSkt IAS übergeben(exceptions (Ausnahmendepending jeon nachthe Verkehrslagetraffic möglich)situation are possible):

• Luftfahrzeuge,Aircraft dieon entsprechendthe derupwind Betriebsrichtungare aufto einebe Upwind-Transitioncleared freigebento sinddescend werdento zum Sinkflug auf FL100 freigebeben.FL100,
• Luftfahrzeuge,Aircraft dieon entsprechendthe derdownwind Betriebsrichtungare aufto einebe Downwind-Transitioncleared freigebento sinddescend werdento zum Sinkflug auf FL110 freigebeben.FL110.

MitWith dertransfer Übergabeof ancommunication, APPall Lowaircraft sindare die Luftfahrzeuge fullfully released.

Low anto Director

AnfliegenderArriving Verkehrtraffic sollis anto be handed over to München Director mit einer Geschwindigkeit vonat 220 KTSkt IASIAS. übergebenHigher werden.speeds Höhereare Geschwindigkeitenacceptable sinddepending jeon nachthe Verkehrslagetraffic möglich.situation.

VerkehrTraffic wirdis aufto dembe Downwindhanded aufover folgendenwith Höhenthe übergeben:following conditions: 

Position	RWY 26	RWY 08	Release
Downwind N	↓ 5000 ft	↓ 6000 ft	fullfully beireleased Übergabeat transfer of communication
Downwind S	↓ 6000 ft	↓ 5000 ft

NachAfter Koordinationcoordination mitwith München DirectorDirector, könnenHigh APP High/APPand Low anfliegendencan Verkehrhand aufover Base-Legarriving odertraffic Dog-Legon unterthe folgendenbase Bedingungenleg übergeben:or a dog leg under the following conditions:

Position	RWY 26	RWY 08	Release
Base/Dog-leg N KreuzenCrossing desof Gegenanflugsthe downwind	5000 ft	6000 ft	fullfully beireleased Übergabeat transfer of communication
Base/Dog-leg S KreuzenCrossing desof Gegenanflugsthe downwind	6000 ft	5000 ft

AlleAll Übergabenaircraft erfolgentransferred aufto FlughöhenDirector mitshall aktuellembe issued the current local QNH and cleared to an altitude on local QNH. 

Director anto Tower

AnflügeDirector sindgenerally vonis 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. Director grundsätzlichshall nurmonitor aufthe veröffentlichtendeparting Anflugverfahrentraffic ansituation Towerat zuthe übergeben.runway Sichtanflügeholding impoints Endanflugand sindincrease zuseparation koordinieren.

on

Diefinal Staffelungto zwischenallow zweidepartures Anflügeto aufuse demthe selbenresulting Anflugverfahrengaps. mussNotwithstanding, hierbeitower mindestenscan diealways anzuwendenderequest Radar-specific bzw.and Wirbelschleppenstaffelungfurther betragen.increased Directorseparation haton sich grundsätzlich ein Bild vom Verkehrsgeschehen an den Rollhalten der Piste zu machen und die Staffelung auf dem Final dementsprechend zu erhöhen, um Lücken für Abflüge zu ermöglichen. Tower ist es selbstverständlich freigestellt höhere Staffelungen anzufordern.final.

StaffelungsempfehlungenSeparation beirecommendations during LVP

BeiDuring Low Visibility ProceduresProcedures, istincreased zurseparation Einhaltungrequired derfor erhöhtenrunway Staffelungsanforderungenmovements füris Pistenbewegungento auchbe aufestablished demon Finalthe einefinal höhereas Staffelungwell. herzustellen.Experience Erfahrungswertehas fürshown diethese notwendigeseparation Staffelungminima zwischenwork zweiwell ARRs:between two arrivals:

WTC vorausfliegendespreceding Lfzaircraft	StaffelungSeparation
Light (L) / Medium (M)	3,5 NM
Heavy (H)	6 NM
Super (J)	10 NM

ÜbergabenDeparture AbflügeAgreements

Low anto High

AbflügeDepartures überon the GIVMI, INPUD, EVIVA, MIQ, ANKER, AKINI, OBAXA, TURBUTURBU, undand VAVOR werdendepartures vonare transferred from Low direkt steigend auf FL150/FL190 an dento Center übergeben.climbing to FL 150/190. Low stelltshall dieensure Staffelungseparation zuto Luftfahrzeugenaircraft imwithin High-Sektorthe sicher.High sectors at all times. 

AlleAll anderenother Abflügedepartures werdenare vomcleared by Low aufto climb to FL90 freigegebenand undare sindsent steigend an dento High zu(climbing). übergeben.After Nachcoordination Absprachewith zwischenHigh, Low undcan Highalso dürfensend auchthese dieseDepartures Abflügedirectly direktto vom Low an Center übergeben werden.Center.

High anto Center

Abflüge dürften von High grundsätzlichcan direktgenerally zumclear SID-Endpunktdepartures freigebendirect werden.to Beithe gleichenSID Streckenend müssenfix. beiFor einemsame Abstandroutes, vonif wenigera alsminimum separation of 5 NM beicannot derbe Übergabeestablished vonat Hightime anof Centertransfer, diethe Outboundsdeparture aufaircraft unterschiedlichenare Höhento übergebenbe werden.handed Beiover verschiedenenon Routendifferent sindflight ansonstenlevels. auchFor differing routes, 3 NM zulässig.separation are acceptable as well.

In Ausnahmefällen dürfen Abflüge vonExceptionally, High ancan transfer departures to Center aufon Vektorena übergeben werden.heading. In diesemthis Fallcase, sindpilots dieshall Pilotenbe anzuweisen,instructed beimto Initialreport Calltheir denheading zugewiesenento Steuerkursthe zuCenter melden.controller during their initial call.

DieseThese Verfahrenprocedures sindcan ebensolikewise aufbe Abflüge,applied welcheto direktdepartures vonhanded over directly from Low anto Center übergeben werden, anzuwenden.Center.

ÜbergabehöhenLevel Agreements

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

Released Directs by CTRCenter

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

Releases by Arrival

AlleAll Flügeaircraft vonsent allenby all München Approach-Unitsapproach sindunits mitare Kommunikationsübergabeconsidered (Transferas fully released for climb, descend, turns, and speed control upon transfer of Communication) an München Radar für Climb/Descent, Turns und Speed Control released.
communication.

QuicksheetAgreement Übergabenand Procedure Quicksheets