| IATA/ICAO CODE: |
MUC/EDDM |
| CITY: |
Munich |
| COUNTRY: |
Germany |
AIRPORT CONTACT
Information confirmed as current by the airport 6/2007
| Name: |
Thomas Torsten-Meyer |
Matthias Linde |
Title:
|
VP Airport Operations |
Environmental Strategy and Management |
| Airport: |
Munich International Airport |
Munich International Airport |
Address:
|
Munich Airport
Operations Department
P.O. Box 23 17 55
D-85326 Munchen
Germany |
Munich Airport
P.O. Box 23 17 55
85326 Munchen
Germany |
| Phone: |
+49 89 975 21400 |
+49 89 975 40435 |
| Fax: |
+49 89 975 21406 |
+49 89 975 40406 |
Email:
|
info@munich-airport.de |
matthias.linde@munich-airport.de |
| Airport Web Site:
www.munich-airport.de |
ELEVATION: 1486 ft.
| RUNWAY
INFORMATION |
| Orientation |
Length (ft) |
Displaced
Threshold (ft) |
Glide Slope(deg) |
Width (ft) |
| 08L/26R |
13123 |
- |
- |
197 |
| 08R/26L |
13123 |
- |
- |
197 |
NOISE ABATEMENT PROCEDURES
See AIP Germany ENR 1.5 for details of noise abatement
procedures.
Departures
Chapter
2
Aircraft licensed in accordance with ICAO
Annex 16, Chapter 2:
Operation within the European Union is not permitted since April
1, 2002
Chapter 3:
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
|
Takeoff power
Takeoff flaps
Climb at V2 + 10 KT (or as limited by body angle). |
At 1500 feet AGL
|
Reduce power to not less than climb power.
Normal speed and flap retraction schedules to enroute climb |
Reverse Thrust
Reverse thrust other than idle thrust shall only be used to
an extent necessary for safety reasons. |
Arrivals
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 2000 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
Reverse thrust other than idle thrust shall only be used to an extent
necessary for safety reasons.
Fuel -Saving and Noise-Reducing ILS Approach Procedures (based on
Nfl 1-78/96)
1. General
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. Procedure
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
level.
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
3500)
Nurnbert - RWY 10 (Zwischenanflughohe/intermediate approach altitude
4000)
RWY 28 (Zwischenanflughohe/intermediate approach altitude 4000)
Hamburg - RWY 23 (Zwischenanflughohe/intermediate approach altitude
3000)
RWY 05 (Zwischenanflughohe/intermediate approach altitude 3000)
RWY 15 (Zwischenanflughohe/intermediate approach altitude 3000)
Hannover - RWY 27L (Zwischenanflughohe/intermediate approach altitude
2000)
RWY 27R (Zwischenanflughohe/intermediate approach altitude 2000)
RWY 09L (Zwischenanflughohe/intermediate approach altitude 2000)
Munich - RWY 26L/R (Zwischenanflughohe/intermediate approach altitude
5000)
RWY 08L/R (Zwischenanflughohe/intermediate approach altitude 5000)
|
AIRPORT CURFEWS
Note: Times shown below are Local Time. During
legal summer time, deduct 1 hour 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:
2.2.1. Restrictions
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
2.2.1.1 In commercial scheduled air service and charter services
2.2.1.1.1 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.
2.2.1.1.2 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 2.2.1.1.1, 2.2.1.1.3 and 2.2.1.2 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.
2.2.1.1.3 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.
2.2.1.2 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.
Address:
Flughafenkoordinator der Bundesrepublik Deutschland
FAC 2-TERMINAL 2 BEREICH E, HBK 37
60549 Frankfurt/Main
Tel.: (069) 690-5 30 81, -5 23 41, -5 23 31, -2 95 01, -4 56
01, 5 23 51
Telefax: (069) 69 05 08 11
SITA: FRAZTXH
AFTN: EDDFYHYX
2.2.1.3 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
0600;
2.2.1.4 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.
2.2.2. Exceptions
The restrictions under 1 do not apply to:
2.2.2.1. Flights for providing assistance in emergencies
and disasters and for executing police duties.
2.2.2.2. Landings for metrological, technical and other flight
safety reasons.
2.2.2.3. 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.
2.2.3. Modified
Bonus List
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 2.2.1.1.2.
and 2.2.1.2 are exempt from this regulation. The authorizing
agency reserves the right to modify the list beginning in the
year 2004.
Munich list - According to the
airport, the Munich list is part of night flight regulation
at Munich airport, whereby takeoffs and landings are shown separately.
Only aircraft types, being part of the list are allowed to take
off scheduled between 5:00 am and 6:00 am. These departures
as well as the arrivals between 10:00 pm and 11:30 pm aren't
counting as movement as part of the contingent.
For additional information see NFL I - 152/01.
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
impact.
|
PREFERENTIAL RUNWAYS
| Use of the Runways
Approaches
Arriving aircraft via ROKIL/LANDU have to expect runway 26R/08L.
Arriving aircraft via NAPSA/BETOS/TILGO have to expect runway
26L/08R.
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
Control.
If traffic permits, these flights will be guided to runway 26L/08R
to avoid taxi delay on the ground.
Departures
Departing aircraft into N and NE directions have to expect
runway 26R/08L.
Departing aircraft into NW directions have to expect runway
26L/08R.
Departing aircraft into SW, S and SE directions have to expect
runway 26L/08R.
|
OPERATING QUOTA
ENGINE RUN-UP RESTRICTIONS
Validity of the engine test hangar regulations
remains unaffected.
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
EMISSIONS SURCHARGE
Munich and Frankfurt airports to test emission-based
landing fees:
It was announced on September 28th that Munich and Frankfurt airports
plan to introduce an emission surcharge as part of the take-off
and landing fees, for a three-year test phase. The German Airport
Transport Initiative developed the pilot project in consultation
with the Ministry of Transport, Building and Urban Affairs. A charge
of 3 Euros per kilogram of nitrous oxide (NOx) emissions for all
airlines landing in Frankfurt and Munich will go into effect starting
January 1, 2008. |
NOISE SURCHARGE
4/2008 Updated per IATA Airport &
Air Navigation Charges Manual
There are three charges. The
first charge is the "Basic Charge" based on noise category. The
second charge if the "Landing Charge" for airplanes
both on and not on the bonus list. The third is the "Surcharge"
for airplanes not on the bouns list. |
| 1. Basic Charge - Based on Aircraft
Noise Category |
| Noise Category |
Basic Charge |
1 |
EUR 57.00 |
2 |
EUR 61.00 |
3 |
EUR 114.00 |
4 |
EUR 149.00 |
5 |
EUR 169.00 |
6 |
EUR 177.00 |
7 |
EUR 197.00 |
8 |
EUR 253.00 |
9 |
EUR 293.00 |
10 |
EUR 341.00 |
11 |
EUR 451.00 |
Aircraft Noise Categories:
Jet aircraft conforming with ICAO Annex 16 Chapter 3, propeller
aircraft and helicopters |
| Noise
Category |
Limit
db(A) |
Aircraft
Type |
EURO |
| 1 |
<68.9 |
AT44 |
B350 |
BE30 |
C750 |
CL60 |
- |
56.00 |
| |
DH8A |
DH8B |
E120 |
E135 |
H25C |
- |
- |
| JS31 |
LJ60 |
MU30 |
SB20 |
|
- |
- |
| 2 |
69.0-71.5 |
AT43 |
AT45 |
B190 |
B712 |
BE40 |
- |
60.00 |
| |
C550 |
C56X |
CRJ1 |
CRJ2 |
D328 |
- |
- |
| DH8C |
E145 |
FA10 |
GLG5 |
J328 |
- |
- |
| LJ35 |
LJ45 |
LJ55 |
S601 |
- |
- |
- |
| LJ31 |
SF34 |
SH36 |
SW4 |
- |
- |
- |
| 3 |
71.6-73.9 |
A748 |
ASTR |
AT72 |
ATP |
BA461 |
BA46200 |
110.00 |
| |
BA463 |
C560 |
C650 |
CRJ7 |
DH8D |
F27 |
- |
| |
F2TH |
F50 |
F70 |
F900 |
GLEX |
GLF4 |
- |
| |
H25B |
RJ1H |
RJ70 |
RJ85 |
- |
- |
- |
| 4 |
74.0-75.9 |
A319100 |
A320100 |
A320200 |
F100 |
FA20 |
- |
148.00 |
| |
FA50 |
MD90 |
SW3 |
T204100 |
|
| 5 |
76.0-77.7 |
A321100 |
A321200 |
B733 |
B735 |
B736 |
B737 |
168.00 |
| |
B737BBJ |
B737W |
B738 |
B738W |
B752 |
- |
- |
| 6 |
77.8-79.1 |
B734 |
B753 |
GLF3 |
L188 |
YK40 |
R721 |
176.00 |
| 7 |
79.2-81.0 |
A306 |
A30B |
A310200 |
A310300 |
A332 |
A333 |
196.00 |
| |
A342 |
B721 |
B732(3) |
B762 |
B772 |
MD87 |
- |
| 8 |
81.1-82.9 |
A343 |
B701 |
B763 |
C130 |
C9 |
DC1030 |
252.00 |
| |
LJ24(3) |
MD80 |
A346 |
L101 |
- |
- |
- |
| 9 |
83.0-85.9 |
AN12 |
AN24 |
B744 |
B74S |
DC93 |
F28 |
292.00 |
| |
H25A |
MD11 |
T134 |
T154(3) |
YK42 |
- |
- |
| 10 |
86.0-90.9 |
A124 |
B722(3) |
B742 |
B743 |
BA11500 |
IL86 |
340.00 |
| 11 |
>91.0 |
DC85 |
DC862 |
IL76 |
- |
- |
- |
540.00 |
| Jet aircraft conforming with ICAO Annex
16 Ch. 2 and uncertified aircraft: |
| 1 |
<68.9 |
- |
56.00 |
| 2 |
69.0-71.5 |
FA10 |
LJ35 |
S601 |
- |
60.00 |
| 3 |
71.6-73.9 |
H25B |
- |
110.00 |
| 4 |
74.0-75.9 |
FA20 |
- |
148.00 |
| 5 |
76.0-77.7 |
C160 |
- |
168.00 |
| 6 |
77.8-79.1 |
GLF3 |
YK40 |
- |
176.00 |
| 7 |
79.2-81.0 |
B721 |
- |
196.00 |
| 8 |
81.1-82.9 |
B701 |
B732 |
C9 |
- |
252.00 |
| 9 |
83.0-85.9 |
B722 |
B74S |
F28 |
H25A |
LJ24 |
T134-154 |
292.00 |
| 10 |
86.0-90.0 |
A124 |
B742 |
BA11500 |
IL86 |
- |
340.00 |
| 11 |
>91.0 |
DC85 |
IL76 |
- |
450.00 |
| According to the airport, the noise orientated sub-classification
is based on mean single-event-noises [dB(A)] of certain aircraft
types measured at NMTs close to the airfield. (See map below) To
keep it independent of mission and avoid complexicity, the airport
introduced an artificial value and halfened the sum of DEP- and
ARR- noise which determines the ranking. |
| 2. Landing
and Take-off (per landing and per take-off) - aircraft
MTOW >5,700 kg |
| Included on Bonus List |
Plus Rate per tonne |
| - Between 0600 and 2200 |
EUR 1.65 |
| - Between 2200 and 0600 |
EUR 1.88 |
| Not included on Bonus List |
| - Between 0600 and 2200 |
EUR 2.64 |
| - Between 2200 and 0600 |
EUR 3.30 |
3.
Surcharge: |
0600-2200 |
2200-0600 |
| Jet aircraft NOT included in the Bonus List and
conforming with ICAO Annex 16 Chapter 2 & 3 |
155% |
175% |
| Not licensed Annex 16 |
430% |
430% |
NOISE MITIGATION/LAND USE PLANNING PROGRAM
INFORMATION
| Type
of Program |
Date
Implemented |
Status |
| Sound Insulation (Residences and Public
Buildings) |
- |
none |
| Purchase Assurance for Homeowners Located
Within the Airport Noise Contours |
- |
none |
| Avigation Easements |
- |
none |
| Zoning Laws |
- |
none |
| Real Estate/Property Disclosure Laws |
- |
none |
| Acquire Land for Noise Compatibility to
date |
- |
none |
| Population within each noise contour level
relative to aircraft operations |
- |
none |
| Airport Noise Contour Overlay Maps |
- |
none |
| Total Cost of Noise Mitigation Programs
to Date |
- |
none |
| Source of Noise Mitigation Program Funding
for Aircraft Noise |
- |
none |
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
and airlines. |
| |
degree of longitude |
degree of latitude |
| Airport |
E 11°47'09,91" |
N 48°21'13,62" |
| Achering |
E 11°42'16" |
N 48°20'30" |
| Asenkofen |
E 11°51'17" |
N 48°25'22" |
| Attaching |
E 11°46'44" |
N 48°22'19" |
| Brandstadel |
E 11°42'39" |
N 48°18'50" |
| Eitting |
E 11°53'07" |
N 48°21'36" |
| Fahrenzhausen |
E 11°33'49" |
N 48°21'18" |
| Glaslern |
E 11°56'10" |
N 48°22'33" |
| Hallbergmoos |
E 11°45'16" |
N 48°19'57" |
| Massenhausen |
E 11°38'07" |
N 48°21'09" |
| Mintraching |
E 11°40'55" |
N 48°19'10" |
| Neufahrn |
E 11°39'17" |
N 48°19'18" |
| Palhausen |
E 11°39'27" |
N 48°22'31" |
| Pulling |
E 11°42'39" |
N 48°21'36" |
| Reisen |
E 11°52'46" |
N 48°20'33" |
| Schwaig |
E 11°49'44" |
N 48°20'37" |
| Viehlasmoos |
E 11°52'33" |
N 48°23'27" |
FLIGHT 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. |
|