Example: EDLE: Essen-M\u00fchlheim<\/p>\n\n\n\n
German<\/strong><\/p>\n\n\n\n English<\/strong><\/p>\n\n\n\n Example: EDLN: M\u00f6nchengladbach<\/p>\n\n\n\n\n\n\n\n German<\/strong><\/p>\n\n\n\n English<\/strong><\/p>\n\n\n\n Example: EDDL: D\u00fcsseldorf<\/p>\n\n\n\n German<\/strong><\/p>\n\n\n\n English<\/strong><\/p>\n\n\n\n Example: EDLD: Dinslaken<\/p>\n\n\n\n German<\/strong><\/p>\n\n\n\n English<\/strong><\/p>\n\n\n\n Example: EDDG: M\u00dcNSTER<\/p>\n\n\n\n German<\/strong><\/p>\n\n\n\n English<\/strong><\/p>\n\n\n\n Example: ILS approach to EDDG: M\u00fcnster<\/p>\n\n\n\n <\/p>","protected":false},"excerpt":{"rendered":" Practical examples of typical communications are given here. We divide these into VFR and IFR communications. The VFR communication is in German and English, the IFR communication only in English, as German is not usually used here.<\/p>","protected":false},"author":3,"featured_media":5881,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[12],"tags":[33,37,83],"module":[84],"class_list":["post-5879","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-academy","tag-lapl","tag-ppl","tag-sprechfunk","module-sprechfunk-fuer-privatpiloten"],"acf":[],"_links":{"self":[{"href":"https:\/\/pilot-hub.com\/en\/wp-json\/wp\/v2\/posts\/5879","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/pilot-hub.com\/en\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/pilot-hub.com\/en\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/pilot-hub.com\/en\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/pilot-hub.com\/en\/wp-json\/wp\/v2\/comments?post=5879"}],"version-history":[{"count":3,"href":"https:\/\/pilot-hub.com\/en\/wp-json\/wp\/v2\/posts\/5879\/revisions"}],"predecessor-version":[{"id":5895,"href":"https:\/\/pilot-hub.com\/en\/wp-json\/wp\/v2\/posts\/5879\/revisions\/5895"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/pilot-hub.com\/en\/wp-json\/wp\/v2\/media\/5881"}],"wp:attachment":[{"href":"https:\/\/pilot-hub.com\/en\/wp-json\/wp\/v2\/media?parent=5879"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/pilot-hub.com\/en\/wp-json\/wp\/v2\/categories?post=5879"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/pilot-hub.com\/en\/wp-json\/wp\/v2\/tags?post=5879"},{"taxonomy":"module","embeddable":true,"href":"https:\/\/pilot-hub.com\/en\/wp-json\/wp\/v2\/module?post=5879"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}become a pilot<\/strong><\/td> Corresponding ground radio station<\/strong><\/td><\/tr> Essen-M\u00fchlheim Radio, DEABC, Good morning<\/td> DEABC, ESSEN-M\u00dcHLHEIM RADIO, GOOD MORNING<\/td><\/tr> DEABC, CESSNA 172, 2 PERSONS, IN FRONT OF THE HANGAR, VFR TO WANGEROOGE, REQUEST DEPARTURE INFORMATION<\/td> DEABC, RUNWAY 24 IN OPERATION, QNH 1013<\/td><\/tr> DEABC, PISTE 24 in OPERATION, QNH 1013<\/td> <\/td><\/tr> If there is a lot going on and it makes sense to inform other aircraft about the taxiing:
DEABC IN FRONT OF THE HANGAR, TAXIING TO RUNWAY 24 VIA ALPHA<\/td> <\/td><\/tr> When you have arrived at the runway taxi stop, completed all checks and are ready for take-off and there is no approaching traffic:
DEABC, TAXI STOP PISTE 24, TAXI UP AND TAKE OFF<\/td>The answer is not necessarily: DEABC WIND 220 GRAD WITH 7 KNOTS<\/td><\/tr> To inform other aircraft in the vicinity when you have taken off and are leaving the aerodrome circuit<\/td> <\/td><\/tr> DEABC, LEAVE THE SQUARE ROUND FROM THE CROSS TAKE-OFF TOWARDS THE NORTH<\/td> <\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n become a pilot<\/strong><\/td> Corresponding ground radio station<\/strong><\/td><\/tr> Essen-M\u00fchlheim Radio, DEABC, GOOD MORNING<\/td> DEABC, ESSEN-M\u00dcHLHEIM RADIO, GOOD MORNING<\/td><\/tr> DEABC, CESSNA 172, 2 POB, IN FRONT OF THE HANGAR, VFR TO WANGEROOGE, REQUEST DEPARTURE INFORMATION<\/td> DEABC, RUNWAY 24 IN USE, QNH 1013<\/td><\/tr> DEABC, RUNWAY 24 IN USE, QNH 1013<\/td> <\/td><\/tr> If there is a lot going on and it makes sense to inform other aircraft about the taxiing:
DEABC IN FRONT OF THE HANGAR, TAXI TO HOLDING POINT RUNWAY 24 VIA ALPHA<\/td> <\/td><\/tr> When you have arrived at the runway taxi stop, completed all checks and are ready for take-off and there is no approaching traffic:
DEABC, HOLDING POINT RUNWAY 24, LINING UP AND TAKE OFF RUNWAY 24<\/td>An answer is not necessarily given here: DEABC WIND 220 DEGREES, 7 KNOTS<\/td><\/tr> To inform other aircraft in the vicinity when you have taken off and are leaving the aerodrome circuit<\/td> <\/td><\/tr> DEABC, LEAVING TRAFFIC CIRCUIT FROM CROSSWIND TO THE NORTH<\/td> <\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n Start from a controlled location<\/h3>\n\n\n\n
become a pilot<\/strong><\/td> Corresponding ground radio station<\/strong><\/td><\/tr> M\u00d6NCHENGLADBACH GROUND, DEABC, GOOD MORNING<\/td> DEABC, M\u00d6NCHENGLADBACH GROUND, GOOD MORNING<\/td><\/tr> After listening to the ATIS (example: ALPHA) and starting the aircraft: DEABC, CESSNA 172, IN FRONT OF HANGAR 6, VFR VIA MIKE, INFORMATION ALPHA, REQUEST TAXI INSTRUCTION<\/td> DEABC, ROLL TO TAXIWAY 13 VIA MIKE AND ALPHA<\/td><\/tr> ROLL TO TAXIWAY 13 VIA MIKE AND ALPHA, DEABC<\/td> <\/td><\/tr> When you have arrived at the runway taxi stop, completed all the checks and are ready to take off: DEABC, PISTE 13 ROLL STOP, READY FOR FLIGHT<\/td> DEABC, CALL THE TOWER to 123,567<\/td><\/tr> RUFE TURM to 123,567, DEABC<\/td> <\/td><\/tr> Then change frequency to TURM:
M\u00d6NCHENGLADBACH TOWER, DEABC, READY FOR TAKE-OFF TAXIWAY 13<\/td>DEABC, M\u00d6NCHENGLADBACH TOWER, LEAVE CONTROL ZONE VIA MIKE, WIND 140 DEGRESS 7 KNOTS, RUNWAY 13 START FREE<\/td><\/tr> RUNWAY 13, TAKE-OFF FREE, DEABC<\/td> <\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n become a pilot<\/strong><\/td> Corresponding ground radio station<\/strong><\/td><\/tr> M\u00d6NCHENGLADBACH GROUND, DEABC, GOOD MORNING<\/td> DEABC, M\u00d6NCHENGLADBACH GROUND, GOOD MORNING<\/td><\/tr> After listening to the ATIS (example: ALPHA) and starting the aircraft: DEABC, CESSNA 172, IN FRONT OF HANGAR 6, VFR VIA MIKE, INFORMATION ALPHA, REQUEST TAXI<\/td> DEABC, TAXI TO HOLDING POINT RUNWAY 13 VIA MIKE AND ALPHA<\/td><\/tr> TAXI TO HOLDING POINT RUNWAY 13 VIA MIKE AND ALPHA, DEABC<\/td> <\/td><\/tr> When you have arrived at the runway taxi stop, completed all the checks and are ready to take off: DEABC, HOLDING POINT RUNWAY 13, READY FOR DEPARTURE<\/td> DEABC, CONTACT TOWER ON 123.567<\/td><\/tr> TOWER ON 123.567, DEABC<\/td> <\/td><\/tr> Then change frequency to TURM:
M\u00d6NCHENGLADBACH TOWER, DEABC, READY FOR DEPARTURE HOLDING POINT RUNWAY 13<\/td>DEABC, M\u00d6NCHENGLADBACH TOWER, LEAVE CONTROL ZONE VIA MIKE, WIND 140 DEGRESS 7 KNOTS, RUNWAY 13 CLEARED FOR TAKE-OFF<\/td><\/tr> RUNWAY 13, CLEARED FOR TAKE-OFF, DEABC<\/td> <\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n Flying through a control zone<\/h3>\n\n\n\n
become a pilot<\/strong><\/td> Corresponding ground radio station<\/strong><\/td><\/tr> Assumption: We want to pass through the control zone coming from the north and report 5 minutes in advance (ATIS ALPHA OFF): D\u00dcSSELDORF TURM, DEABC, HELLO<\/td> DEABC, D\u00dcSSELDORF TOWER<\/td><\/tr> DEABC, CESSNA 172, VFR, 5 MINUTES NORTH OF NOVEMBER AT 2000 FEET, INFORMATION ALPHA, REQUEST TRANSIT FROM NOVEMBER TO SIERRA AT 2000 FEET<\/td> DEABC, ROGER, REPORT NOVEMBER<\/td><\/tr> WILCO, DEABC<\/td> <\/td><\/tr> When you have reached November: DEABC, OVER NOVEMBER IN 2000 FEET<\/td> DEABC, TRANSIT THROUGH CONTROL ZONE FROM NOVEMBER TO SIERRA AUTHORISED, NOTIFY SIERRA<\/td><\/tr> TRANSIT CONTROL ZONE NOVEMBER TO SIERRA APPROVED, WILCO, DEABC<\/td> <\/td><\/tr> When you have reached Sierra: DEABC, OVER SIERRA IN 2000 FEET<\/td> DEABC, LEAVING THE FREQUENCY AUTHORISED<\/td><\/tr> LEAVING THE FREQUENCY AUTHORISED, DEABC<\/td> <\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n become a pilot<\/strong><\/td> Corresponding ground radio station<\/strong><\/td><\/tr> Assumption: We want to pass through the control zone coming from the north and report 5 minutes in advance (ATIS ALPHA OFF): D\u00dcSSELDORF TOWER, DEABC, HELLO<\/td> DEABC, D\u00dcSSELDORF TOWER<\/td><\/tr> DEABC, CESSNA 172, VFR, 5 MINUTES NORTH OF NOVEMBER IN 2000 FEET, INFORMATION ALPHA, REQUEST CROSSING CONTROL ZONE FROM NOVEMBER TO SIERRA IN 2000 FEET<\/td> DEABC, ROGER, REPORT NOVEMBER<\/td><\/tr> WILCO, DEABC<\/td> <\/td><\/tr> When you have reached November: DEABC, OVERHEAD NOVEMBER IN 2000 FEET<\/td> DEABC, CROSSING CONTROL ZONE FROM NOVEMBER TO SIERRA APPROVED, REPORT SIERRA<\/td><\/tr> CORSSING CONTROL ZONE FROM NOVEMBER TO SIERRA APPROVED, WILCO, DEABC<\/td> <\/td><\/tr> When you have reached Sierra: DEABC, OVERHEAD SIERRA IN 2000 FEET<\/td> DEABC, APPROVED TO LEAVE FREQUENCY<\/td><\/tr> APPROVED TO LEAVE FREQUENCY, DEABC<\/td> <\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n Landing at an uncontrolled site<\/h3>\n\n\n\n
become a pilot<\/strong><\/td> Corresponding ground radio station<\/strong><\/td><\/tr> DINSLAKEN RADIO, DEABC<\/td> DEABC, DINSLAKEN RADIO<\/td><\/tr> DEABC, CESSNA 172, 2 PERSONS, VFR 5 MINUTES SOUTH OF THE SITE AT 2000 FEET, PLEASE PROVIDE LANDING INFORMATION<\/td> DEABC, RUNWAY 26 IS ACTIVE, GLIDING OPERATIONS IN THE NORTH<\/td><\/tr> DEABC, PISTE 26 ACTIVE<\/td> <\/td><\/tr> When entering the aerodrome circuit: DEABC, TURN INTO OPPOSITE APPROACH PISTE 26<\/td> You are not transmitting for the ground station, but for other traffic. Accordingly, RADIO can provide information such as traffic or wind, but does not have to do so<\/td><\/tr> DEABC, CROSS APPROACH RUNWAY 26<\/td> <\/td><\/tr> DEABC, FINAL APPROACH RUNWAY 26<\/td> <\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n become a pilot<\/strong><\/td> Corresponding ground radio station<\/strong><\/td><\/tr> DINSLAKEN RADIO, DEABC<\/td> DEABC, DINSLAKEN RADIO<\/td><\/tr> DEABC, CESSNA 172, 2 POB, VFR 5 MINUTES SOUTH AT 2000 FEET, REQUEST LANDING INFORMATION<\/td> DEABC, RUNWAY 26 IS ACTIVE, GLIDER TRAFFIC NORTH OF RUNWAY<\/td><\/tr> DEABC, RUNWAY 26 ACTIVE<\/td> <\/td><\/tr> When entering the aerodrome circuit: DEABC, TURNING INTO DOWNWIND RUNWAY 26<\/td> You are not transmitting for the ground station, but for other traffic. Accordingly, RADIO can provide information such as traffic or wind, but does not have to do so<\/td><\/tr> DEABC, BASE RUNWAY 26<\/td> <\/td><\/tr> DEABC, FINAL RUNWAY 26<\/td> <\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n Landing at a controlled site<\/h3>\n\n\n\n
become a pilot<\/strong><\/td> Corresponding ground radio station<\/strong><\/td><\/tr> Assumption: We want to enter the control zone from the south and report 5 minutes in advance (ATIS ALPHA OFF): M\u00dcNSTER TURM, DEABC<\/td> DEABC, M\u00dcNSTER TOWER<\/td><\/tr> DEABC, CESSNA 172, VFR, 5 MINUTES SOUTH OF SIERRA AT 2000 FEET, INFORMATION ALPHA, FOR LANDING<\/td> DEABC, ROGER, REPORT SIERRA<\/td><\/tr> WILCO, DEABC<\/td> <\/td><\/tr> DEABC, OVER SIERRA IN 2000 FEET<\/td> DEABC, ENTRY INTO CONTROL ZONE AUTHORISED, REPORT SPACE IN SIGHT<\/td><\/tr> ENTRY INTO CONTROL ZONE AUTHORISED, WILCO, DEABC<\/td> <\/td><\/tr> When space is in sight: DEABC, PLATZ IN SICHT<\/td> DEABC, TURN INTO THE OPPOSITE APPROACH RUNWAY 25<\/td><\/tr> TURN INTO THE OPPOSITE APPROACH RUNWAY 25, DEABC<\/td> <\/td><\/tr> <\/td> TURN INTO THE LATERAL APPROACH, WIND 220 DEGREES, 7 KNOTS, RUNWAY 25, LANDING CLEAR<\/td><\/tr> TURN INTO LATERAL APPROACH, RUNWAY 25, LANDING CLEAR, DEABC<\/td> <\/td><\/tr> <\/td> After landing: LEAVE THE PISTE VIA CHARLIE, CALL GROUND AT 121.880<\/td><\/tr> LEAVE PISTE VIA CHARLIE, CALL GROUND ON 121.880, DEABC<\/td> <\/td><\/tr> M\u00dcNSTER GROUND, DEABC<\/td> DEABC, M\u00dcNSTER GROUND, ROLL TO THE GAT VIA BRAVO AND DELTA<\/td><\/tr> ROLL TO GAT VIA BRAVO AND DELTA, DEABC<\/td> <\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n become a pilot<\/strong><\/td> Corresponding ground radio station<\/strong><\/td><\/tr> Assumption: We want to enter the control zone from the south and report 5 minutes in advance (ATIS ALPHA OFF): M\u00dcNSTER TOWER, DEABC<\/td> DEABC, M\u00dcNSTER TOWER<\/td><\/tr> DEABC, CESSNA 172, VFR, 5 MINUTES SOUTH OF SIERRA IN 2000 FEET, INFORMATION ALPHA, FOR LANDING<\/td> DEABC, ROGER, REPORT SIERRA<\/td><\/tr> WILCO, DEABC<\/td> <\/td><\/tr> DEABC, OVERHEAD SIERRA IN 2000 FEET<\/td> DEABC, APPROVED TO ENTER CONTROL ZONE, REPORT FIELD IN SIGHT<\/td><\/tr> APPROVED TO ENTER CONTROL ZONE, WILCO, DEABC<\/td> <\/td><\/tr> When space is in sight: DEABC, FIELD IN SIGHT<\/td> DEABC, TURN INTO DOWNWIND RUNWAY 25<\/td><\/tr> TURNING INTO DOWNWIND RUNWAY 25, DEABC<\/td> <\/td><\/tr> <\/td> TURN INTO BASE, WIND 220 DEGREES, 7 KNOTS, RUNWAY 25, CLEARED TO LAND<\/td><\/tr> TURNING INTO BASE, RUNWAY 25, CLEARED TO LAND, DEABC<\/td> <\/td><\/tr> <\/td> After landing: LEAVE VIA CHARLIE, CONTACT GROUND 121,880<\/td><\/tr> LEAVE VIA CHARLIE, CONTACT GROUND 121.880, DEABC<\/td> <\/td><\/tr> M\u00dcNSTER GROUND, DEABC<\/td> DEABC, M\u00dcNSTER GROUND, TAXI TO GAT VIA BRAVO AND DELTA<\/td><\/tr> TAXI TO GAT VIA BRAVO AND DELTA, DEABC<\/td> <\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n IFR Communication<\/h2>\n\n\n\n
Start from an uncontrolled place<\/h3>\n\n\n\n
become a pilot<\/strong><\/td> Corresponding ground radio station<\/strong><\/td><\/tr> Assumption: We communicate with RADIO in the same way as with a VFR take-off with the indication that it is an IFR flight. Some aerodromes open the flight plan - which we assume here in the example - and also provide the first waypoint and the first RADAR frequency and squawk. If you do not have this information, you can also obtain the information beforehand and\/or have the flight plan opened by INFORMATION and then switch to the RADAR frequency for the IFR pickup. Assuming our first waypoint is BOT (Bottrop NDB): LONG RADAR, DEABC, INBOUND BOTTROP, 2000 FT, QNH1013<\/td> DEABC, LONG RADAR, SQUAWK 1234<\/td><\/tr> DEABC, SQUAWK 1234<\/td> DEABC, IDENTFIED, READY TO COPY CLEARANCE?<\/td><\/tr> READY TO COPY, DEABC<\/td> <\/td><\/tr> <\/td> DEABC, YOU ARE CLEARED TO M\u00dcNSTER VIA BOTTROP, FLIGHT PLANNED ROUTE, CLIMB ALTUTIDE 5000 FEET, IFR STARTS PASSING 3000 FEET<\/td><\/tr> DEABC, CLEARED TO M\u00dcNSTER VIA BOTTROP, FLIGHT PLANNED ROUTE, CLIMB ALTUTIDE 5000 FEET, IFR STARTS PASSING 3000 FEET<\/td> <\/td><\/tr> <\/td> Then there are frequency changes en route: DEABC, CONTACT LANGEN ON 125.225<\/td><\/tr> DEABC 125.225<\/td> <\/td><\/tr> LONG RADAR, DEABC, INBOUND DOMEG, ALTITUDE 5000 FEET<\/td> DEABC, LONG RADAR, IDENTIFIED<\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n Start from a controlled location<\/h3>\n\n\n\n
become a pilot<\/strong><\/td> Corresponding ground radio station<\/strong><\/td><\/tr> M\u00d6NCHENGLADBACH GROUND, DEABC, IN FRONT OF HANGAR 6, INFORMATION ALPHA, REQUEST STARTUP AND CLEARANCE<\/td> DEABC, M\u00d6NCHENGLADBACH GROUND, STARTUP APPROVED, YOU ARE CLEARED TO M\u00dcNSTER VIA ABODU 4 ALPHA DEPARTURE, FLIGHT PLANNED ROUTE, CLIMB INITIALLY 2000 FEET, SQUAWK 1234, AFTER TAKE OFF CONTACT FREQUENCY 121.355<\/td><\/tr> DEABC, STARTUP APPROVED, CLEARED TO M\u00dcNSTER VIA ABODU 4 ALPHA DEPARTURE, FLIGHT PLANNED ROUTE, CLIMB INITIALLY 2000 FEET, SQUAWK 1234, AFTER TAKE OFF CONTACT FREQUENCY 121.355<\/td> <\/td><\/tr> After the start: LONG RADAR, DEABC, ON ABODU4A DEPARTURE, PASSING 1000 FEET, CLIMBING 2000 FEET<\/td> DEABC, LONG RADAR, IDENTIFIED, CLIMB FLIGHT LEVEL 70<\/td><\/tr> CLIMBING FLIGHT LEVEL 70, DEABC<\/td> <\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n Landing on an uncontrolled field<\/h3>\n\n\n\n
become a pilot<\/strong><\/td> Corresponding ground radio station<\/strong><\/td><\/tr> Assumption: The landing is carried out according to VFR procedures, as it is an uncontrolled aerodrome. The IFR flight must therefore be cancelled en route beforehand: DEABC, CANCELLING IFR<\/td> DEABC, IFR CANCELED AT 11:05<\/td><\/tr> <\/td> DEABC, SQUAWK VFR, APPROVED TO LEAVE FREQUENCY<\/td><\/tr> SQUAWK VFR, APPROVED TO LEAVE FREQUENCY, DEABC<\/td> <\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n Landing on a controlled site<\/h3>\n\n\n\n
become a pilot<\/strong><\/td> Corresponding ground radio station<\/strong><\/td><\/tr> Information ALPHA (ATIS) was intercepted; there you can read: Expect Vectored ILS Approach Runway 25<\/td> The pilot is asked to call Radar APP for the approach
DEABC, CONTACT LONG 129.3<\/td><\/tr>129.3, DEABC<\/td> <\/td><\/tr> LONG RADAR, DEABC, INBOUND HAMM, ALTITUDE 5000 FEET, INFORMATION ALPHA<\/td> LONG RADAR, DEABC, IDENTIFIED<\/td><\/tr> <\/td> DEABC, TURN RIGHT HEADING 040<\/td><\/tr> TURNING RIGHT HEADING 040<\/td> <\/td><\/tr> <\/td> The pilot receives various vectors until he finally receives a vector that usually allows a 30\u00b0 intercept of the localiser: DEABC, TURN LEFT HEADING 280, CLEARED ILS APPROACH RUNWAY 25, REPORT ESTABLISHED<\/td><\/tr> LEFT HEADING 280, CLEARED ILS APPROACH RUNWAY 25, WILCO<\/td> <\/td><\/tr> As soon as you are established on the localiser: DEABC, ESTABLISHED ON THE LOCALIZER RUNWAY 25<\/td> DEABC, CONTACT TOWER ON 129.805<\/td><\/tr> TOWER ON 129,805<\/td> <\/td><\/tr> M\u00dcNSTER TOWER, DEABC, ESTABLISHED LOCALISER RUNWAY 25<\/td> M\u00dcNSTER TOWER, DEABC, WIND 220 DEGREES, 7 KNOTS, RUNWAY 25 CLEARED TO LAND<\/td><\/tr> CLEARED TO LAND RUNWAY 25, DEABC<\/td> <\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n
\n\n\n\n