Over the years, the AERO in Friedrichshafen has developed into one of the most important trade fairs for general aviation worldwide. The number of aircraft movements during the event is correspondingly high. In addition to business jets and exhibition traffic, there are also numerous private pilots who want to fly directly to the airport.<\/p>\n\n\n\n
This concentration regularly leads to an exceptionally high traffic density in the Lake Constance region. The airspace around Friedrichshafen is complex anyway: proximity to the Alps, neighbouring airspace of other countries and intensive IFR and VFR mixed traffic place high demands on pilots and air traffic control.<\/p>\n\n\n\n
Against this background, temporary special procedures are necessary to maintain safety and traffic flow.<\/p>\n\n\n\n
One of the key measures for AERO 2026 is the mandatory Prior Permission Required (PPR) for almost all flights to Friedrichshafen in the period from 22 to 25 April 2026.<\/p>\n\n\n\n
This regulation also expressly applies to VFR flights and helicopter operations. The only exceptions are scheduled and charter flights. Slots are allocated exclusively via the airport's digital booking system.<\/p>\n\n\n\n
For pilots, this means much more precise flight planning than in normal operations. Spontaneous approaches without a confirmed slot are not permitted and can lead to refusal or even regulatory consequences. At the same time, unused slots are expected to be cancelled early to free up capacity.<\/p>\n\n\n\n
DFS emphasises that all relevant information must be carefully checked before departure. In addition to the confirmed PPR slot, NOTAMs and current changes in particular must be taken into account. Slots that have already been granted can be withdrawn at short notice for safety reasons, for example in the event of infrastructure restrictions.<\/p>\n\n\n\n
It is also recommended to file a flight plan for all VFR flights. Although this is not mandatory, it makes coordination considerably easier when traffic density is high. Especially in dynamic situations, air traffic control can react more quickly and set priorities.<\/p>\n\n\n\n
A key component of the measures is the clear structuring of approach procedures. All VFR approaches are always made via defined mandatory reporting points such as NOVEMBER, WHISKEY, OSCAR or SIERRA.<\/p>\n\n\n\n
These points serve as collection and control elements for traffic. Of particular note is the so-called holding and entry procedure via NOVEMBER, which acts as a central entry point for the approach to both operating directions of the runway.<\/p>\n\n\n\n
Pilots must expect a high traffic density. It is recommended not to fly over the mandatory reporting points above 3000 ft AMSL and to keep the approach below 3500 ft AMSL. At the same time, particular attention must be paid to IFR traffic, especially when crossing extended approach baselines.<\/p>\n\n\n\n
These procedures clearly show how strongly the focus is placed on orderly traffic management. They are in line with international best practice for temporarily busy airports.<\/p>\n\n\n\n
Another critical factor is radio communication. Contact must be made with the tower within a radius of 20 nautical miles of Friedrichshafen.<\/p>\n\n\n\n
The current ATIS information must be listened to and confirmed during the initial contact. This reduces the number of queries and helps to relieve the frequency.<\/p>\n\n\n\n
It is interesting to note that shortened approach routes can also be assigned if there is sufficient capacity. This shows that a certain degree of flexibility is retained despite the strict structure.<\/p>\n\n\n\n
Special rules also apply on the ground during the AERO. Parking positions will be allocated centrally by marshallers; it will not be possible to move independently between different areas.<\/p>\n\n\n\n
There are different procedures for taxiing traffic depending on the parking position. While a taxi clearance is always required in the southern area, in the northern area it is initially possible to taxi to a defined point without clearance under certain conditions.<\/p>\n\n\n\n
These differentiated regulations serve to optimise the flow of traffic and avoid bottlenecks on the apron.<\/p>\n\n\n\n
Certain types of flight are expressly prohibited or restricted during the trade fair. These include, in particular, aerodrome circuit flights and practice approaches. Sightseeing flights and demonstration flights are only possible by prior arrangement.<\/p>\n\n\n\n
These restrictions are necessary in order to keep capacities free for arrival and departure traffic. At the same time, they make it clear that the focus during the AERO is clearly on handling the high volume of traffic.<\/p>\n\n\n\n
Additional requirements apply for helicopters. In addition to the PPR, a separate external take-off and landing permit is required.<\/p>\n\n\n\n
During the event, all helicopter traffic will be relocated to a special area in the gliding area. Overflights of the runway and the exhibition centre are not permitted.<\/p>\n\n\n\n
Here, too, there is a clearly structured approach to separating different types of traffic in order to minimise conflicts.<\/p>\n\n\n\n
Despite all structured procedures, pilot responsibility remains central. DFS expressly points out that procedures can be changed at short notice via NOTAM or ATIS at any time.<\/p>\n\n\n\n
This requires a high degree of attention and flexibility. Especially in a dynamic environment like AERO, the situation can change quickly.<\/p>\n\n\n\n
In addition, continuous airspace monitoring remains one of the most important safety measures. Technical support and structured procedures cannot replace this.<\/p>\n\n\n\n