MUC / EDDM
Two independent finals, a dense ramp and a clearance that does not mean what you think. Stands, frequencies, taxi, approach and roll-out at our second hub.
Apron 1 is under construction, and VATSIM Germany asks you to stay off these stands. Sceneries are also behind the real airport: the current chart no longer publishes 101, 102, 109, 114 and the block 136–154. Pick a stand that is on the chart, or your controller cannot see where you are.
MSFS 2024 ships the GAYA scenery, and since SU1 its bridges work. If you own the Aerosoft or Sim-Wings Munich, switch GAYA off, and check again after a simulator update. Entries N1–N4 and S5–S8 sit on bridges: if yours is glitched you will not get off the apron, and no controller can fix that for you.
Lufthansa and Star Alliance use Apron 2 at Terminal 2 and Apron 3 at the Satellite. Terminal 1 and Apron 1 are for all other airlines, cargo sits on Apron 9 and general aviation on Apron 13.
Flying the A380? Use 113X, 224, 247, 250, 317, 318, the southern part of Apron 35 or Apron 6. Never 301 or 302.
The apron you park on decides your Apron frequency, and one Apron controller covers several aprons. Ground and Tower follow from your runway, Radar from the direction of your SID. EDDM_1_GND, EDDM_2_GND and EDDM_3_GND read like Ground but are Apron.
Name your apron and stand, and say whether you want the en-route clearance alone or together with start-up. “Start-up approved” is not a pushback clearance: it means APU on, ground equipment off, tug connected, and still not one metre of movement. Pushback comes from Apron only.
YouMünchen Delivery, Lufthansa 2AB, Apron 2, stand 210, request start-up and en-route clearance.
By datalink the station is EDDM. You still call Delivery for start-up afterwards.
Every Munich SID stops at FL070. The transition altitude is only 5000 ft, so your initial climb is already a flight level. Set standard passing 5000 ft, read it back exactly and level off at FL070 unless ATC says otherwise. Departures on the parallel runway depend on it.
Each SID designator belongs to exactly one runway, and tools like SimBrief often guess wrong. Follow the clearance you receive, not the plan you brought.
S and W off 26L end at the same fix. S turns early: by 4.5 NM, at 210 kt or less, with a 5.3 % climb gradient. W runs straight to about 14 NM at up to 250 kt, with no gradient to hold. Ask for W if you cannot meet the S. It is mandatory only at night (2100–0500 on the chart) for heavy and super heavy aircraft via OTT.
Munich runs a dense ramp and uses every trick. You may be pushed facing away from your runway and then turned around on the spot: fly that U-turn directly, not along the painted lane. “Swing over” means change lanes now. From stands 201–224 and 244–256, push onto the closest line behind you, W2 or E2, and never onto Center 2.
Unsure? Say so. Reporting unable beats a slow guess.
That is why your shortcut gets refused. Two aircraft can share a taxiway only if both fit a coloured line. The tightest limits are on the ramps: K1 stops at 30.5 m, D5 and D6 on Apron 5 at 30 m, narrower than an A320.
Code F aircraft get a wing watcher walking alongside W1 and E1.
A turboprop starting 1800 m down the runway is not a mistake, it is the published take-off run for its class. Finish your checks before you turn on, because Munich runs high intensity operations around the clock. Need the full length? Say so early, on the ground frequency.
Shown for the northern runway in 08 direction. 26 mirrors it at A13, A12 and A10, and the southern runway uses the same numbers with a B.
The direction of your SID decides the frequency, not your runway. Wait for Tower to hand you over, and tune the frequency even if your client does not list it: both are often cross-coupled.
ROKIL, LANDU, BETOS and NAPSA are clearance limits: you are not cleared beyond them towards MIQ or OTT. Without a further clearance, hold as published. Otherwise expect an RNAV transition or a shortcut to a waypoint on it.
The runway direction moves your top of descent by up to 29 NM, so get the ATIS before you start down. The fix in your flight plan tells you nothing on its own.
Published average distance from the start of the STAR to landing. ABGAS 4A is available only 2230–0700 (chart time), all weekend and on holidays, GESLU 1A only for flights via T107.
The 250-knot limit below FL100 applies in airspace D, E and G. The München TMA is class C, so on the arrival routes it does not apply. An assigned speed stays assigned, also below FL100 and after your approach clearance. “160 knots until 4 DME” means exactly that. Unable? Say so, do not just slow down.
Your first call to Arrival is the callsign, nothing else. “Intercept localizer” is not an approach clearance: turn onto it and hold your last assigned altitude until you are cleared. Intercepts happen anywhere between 4000 and 6000 ft, because two independent finals run side by side.
YouMünchen Arrival, Lufthansa 123.
Munich flies instrument approaches in any weather, because two independent finals leave nothing spare between them. Do not offer a visual and do not expect one. The only exception is the final segment itself.
Radio dead on the intercept? Vectored towards the final at 50° or less, or cleared to a point on it: turn inbound to the announced runway and hold your cleared level.
Plan your exit before you touch down. On the southern runway the glideslope meets 08R and 26L 320 m past the threshold, so your exit comes up sooner than it looks. At night, leave with idle reverse and no earlier than the high speed exit.
L light and prop · M medium jet · H heavy.
Nobody sends you: change to Ground as soon as you are behind the holding point line. Ground then takes you to the apron entry and sends you on to Apron. Ask for the exit that saves the taxi: A9 off 26R, a long roll-out off 08R, A5 off 08L.
Jets are not de-iced on the stand. Twelve pads sit in groups of three at each runway end, near the holding points. Say you need it on first contact, because it changes your whole taxi route. Props are the exception: they are de-iced on stand, engines off.
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Checked against: Current airport charts and the VATSIM Germany Knowledgebase, 5 Nov 2026. For flight simulation only, never for real-world navigation. Procedures change, so your current charts and ATC always win.
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