Background: Why was the reporting point system changed?
The changes were necessary for several reasons. On the one hand, the previous southern VFR route was routed through areas that future structural changes or no longer sufficient obstacle-free are. These include:
- Planned wind turbinesthat could potentially project into the existing flight corridor
- Demolition of the Köhlbrand Bridgea central navigation point on the old route
- Relocation and superstructure of the A7 motorway north of the Elbe tunnel, whereby a striking visual reference is lost
To optimise the Ensure safety in the airspace and navigation points to remain clearly recognisable, a complete Reorganisation of the southern entry and exit points made.
The most important changes at a glance
1. new southern approach route via Tango 1 and Tango 2
The points used so far Sierra 1 (motorway junction) and Sierra 2 (Köhlbrand Bridge) were cancelled without replacement. It is replaced by a new route further east, which is organised as follows:
- Tango 1Bridge of the main road B75 over the railway line
- Tango 2: Veddel marshalling yard at the Spree harbour, known for its striking "Gleisharfe"
This route largely follows the railway line from Lüneburg to Hamburgwhich makes it a visually easily identifiable and structurally sensible approach route.
2. renaming and cancellation of western points
The previous western approach route from the Marina Wedelknown as Whisky 1was completely cancelledas it was only used very rarely. The entry point at the same location now bears the name Hotel.
In addition, the designation Whisky 2 (motorway junction A7/A23)as it no longer appears logical in its original function. Instead, the following new designations have been introduced:
- Dad 1Former "Charlie" radio mast site
- Dad 2former point "Whisky 2", now part of the new approach line from the west
The renaming also serves to logical consistency the new routing and better differentiation in communication with air traffic control.
3. no changes in the east and north - but new waiting loops
In the East the reporting point remains Delta preserved, just like the northern route via November 1 and 2.
What is new, however, is the Redesign of the waiting loops directly above Hamburg Airport. These have been adapted to remain compatible with the new approach and departure structures and to organise the traffic flow more efficiently.
DFS provides updated approach sheets - albeit with the explicit note:
"Not suitable for navigation". They serve only the Pre-orientation and should never be used as the sole basis for navigation. The official ICAO charts and current AIP documents remain the authoritative sources of information.
Flexibility remains: Approvals by controllers possible
As in the past, it will still be possible in future for pilots to be called out at the pilot's request or due to the traffic situation. Release deviating routes. The important thing here is:
The pilot remains responsible for obstacle clearance - regardless of whether the route is standardised or individually approved.
Conclusion: Thorough preparation is essential
The extensive changes to the VFR reporting point system around Hamburg Airport mark one of the most important largest interventions in the VFR structure of a major German airport for years. Pilots should therefore be aware of this:
- Familiarise yourself with the new routes at an early stage
- Use the current ICAO chart 2025 and the AIP
- Memorise the changed visual landmarks (bridges, railway lines, motorways)
- Clear and structured communication with DFS
The introduction of the new points improves the safety and coordination of VFR traffic in the Hamburg control zone in the long term - and at the same time shows how dynamically airspace structures can change in the face of urban developments and infrastructure projects.
Source references:
Aviation magazine