Purpose and legal categorisation of restricted flight areas
Areas with flight restrictions are used to protect people, facilities and critical infrastructure as well as to safely carry out military, government or security-related activities. They are established on the basis of air traffic regulations and represent one of the most restrictive forms of airspace: In principle, these areas may not be flown through.
However, there are clearly defined exceptions to this ban. Transit flights are possible if they are expressly authorised, have been generally approved by the Federal Supervisory Authority for Air Traffic Control or are cleared by the responsible air traffic control unit in individual cases. Rescue flights and certain military operations are also subject to special regulations. The decisive factor here is always that the activities taking place in the area do not pose any danger to uninvolved air traffic.
IFR and VFR flights: more flexibility than often assumed
Under certain conditions, both instrument and visual flights can be authorised even during the activation periods of a restricted flight area. The prerequisite is that no aeronautical, military or other hazardous activities are currently taking place. In such cases, the responsible control centre can instruct or approve through flights.
For VFR flights, the pilot must also obtain confirmation from the responsible air traffic control centre before the flight. During the flight through, a continuous listening watch on the corresponding frequency is mandatory in order to be able to react immediately and leave the area in the event of short-term activation. This makes it clear that restricted flight areas are not necessarily absolute exclusion zones, but are used dynamically.
Importance of NOTAMs and time effectiveness
A central element of the new regulations is the temporal flexibility of many flight restriction areas. Changes to activation times or vertical restrictions are publicised via NOTAMs. For flight preparation, this means that looking at maps or permanent publications alone is not enough.
Unless otherwise specified, the time validity extends to times outside public holidays. The times given are in coordinated universal time, with additional indication of summer time. Correct time conversion is essential, especially for borderline planning in the marginal times of activation windows.
ICAO airspace classification within restricted flight areas
In principle, the respective ICAO airspace classification continues to apply within restricted areas. However, the users of these areas - such as military organisations - are subject to special conditions that do not follow the general ICAO rules. The responsibility for ensuring that the activities taking place there do not pose a risk to uninvolved traffic lies with the respective user of the area.
For authorised IFR and VFR flights, however, the normal rules of the respective airspace class apply. Outside the activation times, only the published ICAO classification applies, without any additional restrictions.
Overview of important newly defined ED-R areas
The announcement lists a large number of flight restriction areas that are primarily used to protect ground installations, carry out military exercises or safeguard special activities. These include artillery and firing exercises, target towing operations, ammunition detonations, military parachute jumps, research projects and the deployment of unmanned aerial vehicle systems.
Small-scale, permanently active areas can be found near industrial and research sites such as Garching, Geesthacht/Krümmel, Biblis, Brokdorf or Brunsbüttel. These ED-R areas usually extend from the ground to altitudes between 2000 and 3600 feet above sea level and are active around the clock, even on public holidays. IFR flights are generally exempt from the restrictions here.
Large-scale flight restriction areas such as Todendorf-Putlos, the Baltic Sea, Schönhagen or the Meldorf Bay are much more complex. These are divided into several sectors, some with considerably different upper limits, which can range from a few thousand feet to heights of 40,000 or even 48,000 feet above sea level. In some sectors, an increase in the upper limit is planned if necessary, which is published by NOTAM in each case.
Focus on military training areas and coastal regions
The strong presence of flight restriction areas in coastal and Baltic Sea regions is striking. Military exercises regularly take place here, which require large-scale airspace shielding. The temporal effectiveness is often limited to working days, but can be extended to weekends and public holidays if necessary.
For general aviation, this means that route flights along the coast in particular must be carefully planned. Alternative routes, altitude staggering and, if necessary, early coordination with air traffic control are becoming much more important here.
Practical effects on flight preparation
The large number and complexity of the newly defined flight restriction areas emphasises the importance of structured and up-to-date flight preparation. In addition to classic map work, NOTAMs, activation times and vertical restrictions must be consistently taken into account.
For longer VFR route flights in particular, it may be necessary to contact the responsible air traffic control centre in advance in order to clarify possible through-flight clearances. A defensive planning approach with sufficient alternative options remains essential.
Conclusion: More dynamism, more responsibility
The redefinition of the flight restriction areas does not introduce a fundamentally new type of airspace, but significantly increases the dynamics and complexity of the existing structures. For general aviation pilots, this means more responsibility in terms of preparation and an even greater dependence on up-to-date information.
However, those who familiarise themselves thoroughly with the new regulations at an early stage will also be able to fly safely and in accordance with the rules in the future. The clear system of the announcement provides a solid basis for this - provided that it is consistently implemented in flying practice.
Source references:
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