Increased military use of German airspace
Since the beginning of the Russian war of aggression against Ukraine, the security policy situation in Europe has fundamentally changed. The Bundeswehr is expanding its capabilities, intensifying exercises and partially reactivating structures that were only used to a limited extent during the past decades.
For aviation it is particularly relevant that the Air Force is training more intensively again while at the same time unmanned aerial systems are playing an increasingly important role across all branches of the armed forces.
Drones are used for reconnaissance, training and operational tasks. At the same time, military installations must be protected against unauthorised drone flights and attempts at espionage. Both can necessitate additional protected airspace.
Restricted areas are becoming more of an issue for private pilots
Such restrictions are frequently established as restricted areas, designated in the German Aeronautical Information Publication as ED-R.
An ED-R can be permanent or only activated temporarily. Size, altitude and conditions of use can also vary greatly.
Current examples show that such areas by no means only affect large military training grounds. For instance, in 2026 an ED-R reaching from the ground to FL500 was temporarily established for laser testing near Ottobeuren. Other restricted areas serve directly to protect military facilities or exercises.
For general aviation, this is resulting in an increasingly dynamic airspace structure.
Small areas can have a big impact
Particularly challenging are small ED-Rs with a comparatively large vertical extent.
On a classic 1:500,000 scale ICAO chart, such areas can easily be overlooked, especially when multiple airspaces, control zones and other structures are located close together.
It becomes even more problematic when a temporary restriction is first established or activated via a NOTAM or AIP Supplement.
A paper map cannot naturally take these changes into account automatically.
This does not mean that paper maps have become unsuitable. However, on their own, they are increasingly insufficient when short-term airspace changes need to be reliably identified.
Navigation apps offer a clear safety advantage
Electronic flight planning systems such as SkyDemon, ForeFlight or Garmin Pilot can incorporate current airspace data, NOTAMs and temporary restrictions directly into route planning.
Depending on the system, active or planned restricted areas are highlighted graphically and the pilot receives warnings during the flight if they approach them.
The decisive advantage here lies less in the navigation itself than in the linking of different information sources.
Instead of painstakingly transferring coordinate text from a NOTAM onto a paper map, the pilot sees the affected area immediately on the digital map.
Especially with small-scale D-Rs, this is a significant gain in safety.
A NOTAM briefing remains indispensable nevertheless
However, a navigation app does not relieve the pilot of the need for a thorough pre-flight briefing.
Temporary flight restrictions can be established, amended, extended or activated at short notice.
Therefore, an up-to-date NOTAM briefing continues to be part of any thorough flight preparation.
Of particular importance here are:
- spatial extent of the area,
- Lower and upper limit,
- Activation times,
- potential exceptions,
- competent authority for overflight permits,
- as well as changes from previous publications.
Especially during military exercises, the actual activity can differ significantly in timing from the mere representation of an area on a map.
An ED-R is legally much more serious than a standard airspace violation
A particularly important difference concerns the legal consequences.
Unauthorised entry into controlled airspace can be prosecuted as a misdemeanour.
By contrast, the Air Traffic Act provides for a considerably stricter regulation in the case of prohibited areas and areas with flight restrictions.
Under Section 62 of the German Aviation Act (LuftVG), even negligent violation of such an order can be punishable. This provides for a term of imprisonment of up to six months or a fine of up to 180 daily rates. In the event of intentional action, the penalty range increases to up to two years' imprisonment or a fine.
This demonstrates why the distinction between, for example, an inadvertent entry into airspace D and an active ED-R is of major practical significance.
Not every EDR is completely blocked
However, the designation „Restricted Area“ does not automatically mean that every flight through it is prohibited under all circumstances.
Under the Air Traffic Regulations, areas with flight restrictions may be flown through insofar as the respective regulation permits this or a corresponding approval has been granted. The decisive factors are therefore always the specific conditions of the individual area.
Some ED-Rs are only active during certain times. Others permit specific flights or can be flown through following prior coordination.
All the more reason not just to look at the graphical representation of a red area, but to actually read the accompanying publication.
Military drones will continue to transform the airspace
A key driver of future changes is likely to be the increasing use of unmanned aerial systems.
For training and the operation of larger drones, the Bundeswehr partly requires airspaces in which a safe separation from other air traffic can be guaranteed.
At the same time, a need for protection against civilian drones is arising around military installations.
DFS also points out that different geographical areas and flight restriction areas can be established for unmanned aerial vehicles.
For GA pilots, this means that the military use of airspace will in future no longer be exclusively associated with fast jets and traditional low-flying areas.
Impacts on civilian airfields possible
Additionally, changes to military installations can have an impact on civil aerodromes.
Where former military infrastructure is used for civilian purposes today, new security policy requirements can lead to conflicts of use. Developments in Husum are also being watched with particular attention in this context, where Surface-to-Air Missile Wing 1 is stationed and the Bundeswehr is further expanding its air defence capabilities. The unit operates with the Patriot system, among others.
Whether and to what extent this will result in concrete changes for civil flight operations depends, however, on the respective planning and approval procedures.
Flight preparation has to become more dynamic
For private pilots, this does not result in a fundamentally new obligation, but it does mean that existing obligations take on a significantly greater practical importance.
A weather briefing alone is not enough.
Before every cross-country flight, the pilot should obtain an up-to-date picture of:
- NOTAMs,
- temporary ED-Rs,
- activated military airspace,
- AIP Supplements,
- short-term route restrictions,
- and possible changes to the destination airfield.
Even on frequently flown routes, one should not rely on the airspace structure remaining exactly the same as on the last flight.
Conclusion
The increasing military use of German airspace will also become noticeable for General Aviation. More exercises, drone operations and the protection of military facilities can bring about additional and sometimes small-scale restricted areas.
For pilots, this primarily increases the demands on flight preparation. Up-to-date digital charts, NOTAM briefings and a conscious check of temporary airspace restrictions are becoming even more important.
Special attention is deserved by the legal dimension: an unauthorised entry into an active ED-R can have significantly more serious consequences than an ordinary airspace violation.
The more dynamic the airspace structure becomes, the less navigation should rely solely on memory and habit. Current information is thus becoming an increasingly important component of good airmanship.
Source references:
AOPA
