General principles of airspace definition
The German airspace structure is based on the international categorisation into classes A to G. While classes A to E are considered controlled airspace, classes F and G are uncontrolled. Which flight rules apply and which air navigation services are provided depends directly on this classification.
In principle, airspaces are permanently fixed. However, deviations, temporary activations or flexible airspaces are published in the Aeronautical Information Publication and NOTAMs. In the case of vertically adjacent airspaces of different classes, the less restrictive regulation always applies at the common altitude, unless otherwise specified. The coordinates of the airspaces are given in the globally standardised geodetic reference system WGS 84.
No changes for classes A and B
There are no changes to the existing system in the upper airspaces. Class A and B airspaces are still not provided for. This means that the upper controlled airspace above the lower ATS structure remains unchanged and is only relevant for general aviation in practice in the context of IFR flights.
Newly structured Class C airspace in the Berlin area
The main change concerns the controlled Class C airspace in the vicinity of Berlin Airport. The existing airspace will be reorganised and divided into several sub-areas with different lower limits and, in some cases, flexible activation. The aim is to better structure the rapidly increasing flow of traffic and at the same time enable more differentiated utilisation of the lower airspace.
The newly defined airspace extends laterally far beyond the immediate vicinity of the airport and reaches vertically from 2500 feet above sea level up to flight level 100, depending on the sub-area. This means that a large part of the previous VFR transition area will be included in the controlled airspace.
Staggering of sub-areas according to height and function
The new structure provides for a finely graduated vertical division. In central areas, Class C airspace begins at 2500 feet above sea level, while neighbouring zones are only controlled from 3500, 4500 or 5500 feet above sea level. This staggering makes it possible to map approach and departure procedures more precisely, but at the same time reduces the vertical avoidance options for visual air traffic.
Several sub-areas are designated as so-called HX airspaces. These are not permanently active, but are switched on or off depending on the operational situation at the airport, in particular traffic volume and operating direction. For pilots, this means that the actual airspace structure may deviate from the published ground plan in individual cases.
Significance of the HX ranges for flight practice
HX airspaces place special demands on flight preparation. Their activation is flexible in terms of time and can change at short notice. Although the basic data is stored in the Aeronautical Information Publication, the actual status can only be determined from current NOTAMs and information from air traffic control.
This makes it even more important for VFR flights in the Berlin area to obtain comprehensive information about the current airspace situation before take-off. Purely map-based planning is no longer sufficient, especially for flights at altitudes above 3500 feet above sea level.
Effects on visual air traffic
The lowering of the lower limits in several sub-areas will further restrict the usable uncontrolled airspace for VFR flights. In future, crossings in the Berlin area will more frequently require either a lower flight altitude or entry into controlled airspace with corresponding clearance.
At the same time, the complexity of route planning is increasing. Pilots must increasingly switch between different altitude bands or use specific corridors to avoid controlled areas. Careful altitude and alternative planning is essential, especially for longer cross-country flights through north-east Germany.
Classification from a flight safety perspective
From an air traffic control perspective, the new airspace structure has a clear objective: the safe handling of the constantly growing IFR traffic around Berlin while at the same time separating different traffic flows. The finer staggering makes it possible to better protect departures and approaches and avoid conflicts at an early stage.
For general aviation, however, this means a further tightening of the regulatory framework. The boundary between controlled and uncontrolled airspace is becoming more complex and dynamic, which places greater demands on training, situational awareness and discipline.
Conclusion: More structure, more complexity
The redefinition of Class C airspace in the Berlin area marks a further step towards a more strictly regulated lower airspace structure. While the measure is understandable from a traffic safety perspective, it increases the planning effort for private pilots and reduces the available room for manoeuvre.
Anyone wishing to fly in the greater Berlin area in the future will need to familiarise themselves intensively with the new airspace structure. Careful flight preparation, the consistent use of up-to-date information and a defensive flying style will be crucial in order to be safe and compliant in the newly organised airspace.
Source references:
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