Information updated by the airport 2/2011
|| Alexander Hoffmann
|VP Airport Operations
||Environmental Strategy and Management
||Munich International Airport
||Munich International Airport
P.O. Box 23 17 55
P.O. Box 23 17 55
|| +49 89 975 21100
||+49 89 975 40400
||+49 89 975 21106
||+49 89 975 40406
|Airport Web Site:
ELEVATION: 1487 ft.
NOISE ABATEMENT PROCEDURES
|See AIP Germany ENR 1.5 for details of noise abatement
Aircraft licensed in
accordance with ICAO Annex 16, Chapter 2:
Operation within the European Union is not permitted since April
For aircraft licensed in accordance with ICAO Annex 16,
Chapter 3 as well as B737-200 as far as the noise levels for takeoff
pursuant to ICAO Annex 16, Chapter 3 have provably been reached
by supplementary equipment:
|Takeoff to 1500 feet AGL
Climb at V2 + 10 KT (or as limited by body angle).
|At 1500 feet AGL
Reduce power to not less than climb power.
Acceleration during climb and retraction of flaps
Normal transition to en-route climb
Reverse thrust other than idle thrust shall only be used to
an extent necessary for safety reasons.
Pilots should arrange their flight so as to leave the initial approach
fix at a speed which permits operation of the aircraft in clean
configuration. This speed should be maintained until reaching a
distance of approximately 12 NM from touchdown. For this portion
of the approach, an indicated airspeed of 210 kt +/- 10 kt is recommended
unless a higher airspeed is required for performance reasons.
The subsequent portion of the approach up to a point shortly prior
to the Outer Marker should be flown at an airspeed of 160 kt +/-
10 kt using an intermediate flap setting as appropriate for the
type of aircraft concerned with the landing gear retracted. This
phase will normally include the transition from level flight to
descent on the glide path which should be intercepted at a height
of not lower than 3000 ft above touchdown zone elevation.
Landing configuration should be established shortly prior to or
over the Outer Marker, i.e. at this time the landing gear should
be extended, the flaps set for landing and the aircraft stabilized
at a safe approach speed.
Reverse thrust other than idle thrust shall only be used to an extent
necessary for safety reasons.
CONTINUOUS DESCENT ARRIVAL
|A new CDA procedure is published and effective since Feb
2009. During off peak times and during night an aircraft can be
cleared by ATC with that new procedure.
See German AIP AD 2 – EDDM 3-1-9 till 12 AIRAC – AMDT1
Fuel -Saving and Noise-Reducing ILS Approach Procedures (based on
For the purpose of fuel-saving and noise abatement during approach,
the following procedure is announced. It may be requested by the
pilot or offered by the controller. It can be performed only in
connection with an ILS approach.
2.1 Aircraft will be guided by Approach Control by means of radar
vectoring and will be cleared for a continuous descent to the
intermediate approach level in such a way that after reaching
this intermediate approach level on the localizer course, about
one NM will be left for intercepting the glide path in level flight.
This intermediate approach segment will serve to reduce speed.
It is assumed that the continuous descent will be performed at
a rate of 300 ft/NM (descent angle approx.3) down to the cleared
If for specific reasons (e.g. separation, airspace structure,
obstacles), levels above the intermediate approach level have
to be assigned first, these restrictions will be lifted early
enough to allow a continuous descent at a rate of 300 ft/NM.
Details about the distance from touchdown will be transmitted
to the pilot together with the clearance for descent and usually
at 20, 15 and 10 NM from touchdown. This should enable the pilot
to correct the rate of descent as required.
2.2 In case of traffic situations allowing no CDA (e.g. approaches
of aircraft with different performance data), pilots will be informed
by the notice NO CDA POSSIBLE. In this case, approaches must be
conducted according to previous procedures.
3. Noise Abatement
On approaches in accordance with the CDA, pilots are expected
to continue using the approach techniques recommended for noise
abatement in the vicinity of airports.
4. The CDA Procedure may be used at the following airports:
Stuttgart - RWY 25 (Zwischenanflughohe/intermediate approach altitude
Nurnberg - RWY 10 (Zwischenanflughohe/intermediate approach altitude
RWY 28 (Zwischenanflughohe/intermediate approach altitude 4000)
Hamburg - RWY 23 (Zwischenanflughohe/intermediate approach altitude
RWY 05 (Zwischenanflughohe/intermediate approach altitude 3000)
RWY 15 (Zwischenanflughohe/intermediate approach altitude 3000)
Hannover - RWY 27L (Zwischenanflughohe/intermediate approach altitude
RWY 27R (Zwischenanflughoehe/intermediate approach altitude 2000)
RWY 09L (Zwischenanflughoehe/intermediate approach altitude 2000)
Munich - RWY 26L/R (Zwischenanflughohe/intermediate approach altitude
RWY 08L/R (Zwischenanflughohe/intermediate approach altitude 5000)
Note: Times shown below are Local Time. For UTC deduct 1 hour. During legal summer time deduct 2 hours from the times stated below.
2.2 Night Flying Restrictions
From 2200-0600 LT flight operations are subject to the following
regulations for noise abatement reasons:
regarding operating times
Night flights are only permitted, with following provisions:
With aircraft not exceeding the noise limits as stipulated by
Annex 16 Section 3 of the ICAO Convention
126.96.36.199 In commercial scheduled air service and charter services
188.8.131.52.1 up to 28 scheduled flight movements in the period
- from 2200 until 2330 for take-offs and landings,
- from 0500 until 0600 for landings only
Intercontinental flights shall have priority; in exceptional
cases and if there is a particular traffic-related interest,
such flights may be planned up to 2400.
184.108.40.206.2 Delayed landings and take-offs in the period
- from 2200 until 2400, provided the scheduled time of
arrival or departure at or from Munich is planned before
2200 or in the case of flight movements in accordance
with numbers 220.127.116.11.1, 18.104.22.168.3 and 22.214.171.124 before 2330
and the arrival or departure is before 2400.
Early landings in the period
- from 0500 until 0600 provided the scheduled arrival time
is planned after 0600.
126.96.36.199.3 Flights by airlines whose aircraft are mainly maintained
at Munich Airport in the period
- from 2200 until 2330 for all landings and for scheduled
take-offs of flights in intercontinental traffic,
- from 0500 until 0600 for take-offs for ferry flights (empty
flights) and for landings in intercontinental traffic;
in exceptional cases and if there is a particular traffic-related
interest, flights in intercontinental traffic may be planned
up to 2400.
188.8.131.52 Scheduled take-offs or landings or aircraft that do
not generate on average an individual noise level exceeding
75db(A) at any single noise measuring point in the vicinity
of Munich Airport, in the period from 2200 until 2330, from
0500 until 0600.
This regulation shall also apply with lower priority to passenger
flights by airlines with aircraft with a maximum take-off weight
of more than 12 tons, provided such flights are carried out
regularly and are reported to the Airport Coordinator of the
Federal Republic of Germany the day before.
Flughafenkoordinator der Bundesrepublik Deutschland
Airport Coordinator of the Federal Republic of Germany
Tel.: +49 69 690-2 95 01, -5 23 41, -4 56 01, -7 38 92, -5 23 51, -7 33 61, -7 33 62, -5 23 31
Telefax: +49 69 69 0 - 5 08 11, -5 96 03
SITA: FRAZTXH AFTN: EDDFYHYX
184.108.40.206 Flights that are performed for services pursuant to
§4 No.1 a PostG (Postal Act) dated 22nd December 1997 (Official
Federal Gazette I, page 3294) or are carried out as surveying
flights for the calibration of navigational aids from 2200 until
220.127.116.11 Training and exercise flights which, in accordance
with regulations under aviation law, are required for the
acquisition, extension or renewal of a permit or authorization
as a night-time pilot and cannot be completed within the
time-limit before 2200, in the period from 2200 until 2300.
The restrictions under 1 do not apply to:
18.104.22.168. Flights for providing assistance in emergencies
and disasters and for executing police duties.
22.214.171.124. Landings for meteorological, technical and other flight
126.96.36.199. Flights that have been approved in justified exceptional
cases by the "Bayerisches Staatsministerium für
Wirtschaft, Verkehr und Technologie" or upon its instruction
- by the Luftaufsicht at Munich Airport, in substantiated
individual cases to avoid serious disruptions to air traffic
or in cases of special public interest.
Beginning with the summer flight plan 2002, take-offs and landings
in the period from 2200 until 0600 are only allowed with aircraft
that are listed in the actual bonus list of the "Bundesministerium
für Verkehr, Bau- und Wohnungswesen". This list has
been extended by the authorizing agency to include the aircraft
types B737-600/700/800. Flights according to paragraphs 188.8.131.52.2.
and 184.108.40.206 are exempt from this regulation. The authorizing
agency reserves the right to modify the list beginning in the
2.3 Reverse Thrust
When landing, reverse thrust other than idle thrust, can only
be used to an extent for safety reasons in order to minimize noise
Use of the Runways
Arriving aircraft via ROKIL/LANDU, runway 26R/08L will basically be assigned. Arriving aircraft via NAPSA/BETOS, runway 26L/08R will basically be assigned.
Pilots, whose flight is supposed to be positioned at the stand-groups
700/800/900 and hangar 1,3 or 4 should duly advise Approach
If traffic permits, these flights will be guided to runway 26L/08R
to avoid taxi delay on the ground.
Departing aircraft into N and NE directions have to expect
Departing aircraft into NW directions have to expect runway
Departing aircraft into SW, S and SE directions have to expect
ENGINE RUN-UP RESTRICTIONS
Validity of the engine test hangar regulations
2.4.1 Engine test runs for maintenance reasons are only permitted
in the engine test hangar.
2.4.2 The operating period of the engine test hangar is 24 hrs.
2.4.3 In order to ensure compliance with the existing noise abatement
conditions, facility restrictions may be imposed, if necessary.
2.4.4 Use of the engine test hangar shall always be announced
via telephone (No. 21131) to the FMG traffic centre, comprising
the following data:
- aircraft identification
- period of use
- expected time for towing
- planned change of position
2.4.5 Aircraft Taxiing Procedure
Aircraft shall not taxi under their own power into or out of the
engine test hanger.
APU OPERATING RESTRICTIONS - NONE
NOISE BUDGET RESTRICTIONS - NONE
NOISE MITIGATION/LAND USE PLANNING
|Sound Insulation (Residences and Public
|Purchase Assurance for Homeowners Located
Within the Airport Noise Contours
|Real Estate/Property Disclosure Laws
|Acquire Land for Noise Compatibility to
|Population within each noise contour level
relative to aircraft operations
|Airport Noise Contour Overlay Maps
|Total Cost of Noise Mitigation Programs
|Source of Noise Mitigation Program Funding
for Aircraft Noise
NOISE MONITORING SYSTEM
|A special noise level control applies at the 62 dB(A)
noise contour level for purposes of land use planning. Therefore
the data of four noise level monitors are used.
Under the Act Against Aircraft Noise, monitoring is required
at all major German airports. This airport has 16 monitoring sites
and 1 mobile stations.
The system will monitor not only each takeoff and landing, but
is also able to perform actual flight path tracking and computerized
plotting. Data will determine noise levels for different aircraft
||degree of longitude
||degree of latitude
TRACK MONITORING SYSTEM
|See information under Noise Monitoring System
NOISE LEVEL LIMITS - NONE
CHAPTER 2 RESTRICTIONS
| Chapter 2 airplanes >75,000 lbs are banned from operating
at airports in EU Member States as of April 1, 2002.
CHAPTER 2 PHASEOUT
| From April 1, 2002 all civil subsonic jet aeroplanes >75,000
lbs operating at airports in EU Member States must comply with the
standards specified in Part II, Chapter 3, Volume 1 of Annex 16
in accordance with EU Council Directive 92/14/EEC.
CHAPTER 3 RESTRICTIONS
| See details under airport curfews above.