untitled

1. Aerodrome Location Indicator and Name:

AIP DENMARK

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 1

København/Kastrup

1. Aerodrome Location Indicator and Name:

EKCH - København/Kastrup

2. Aerodrome Geographical and Administrative Data

ARP PSN

55 37 04.50N 012 39 21.50E

and site at AD:

INT RWY 04R/22L and RWY 12/30

2. Distance and

4.4 NM S of København

Københavns Lufthavne A/S

AD address:

København/Kastrup Airport

Lufthavnsboulevarden 6

P.O.Box 74

DK-2770 Kastrup

TEL:

+45 32 31 32 31 (Airport)

+45 32 47 82 72 (AIS/ARO)

+45 32 48 19 00 (TWR/APP)

FAX:

+45 32 31 31 32 (Airport)

+45 32 50 02 86 (AIS/ARO)

3. Operational Hours

1. AD:

H24 (H24)

2. Customs and

The airport is open for traffic to/from all

immigration:

States. Hours for customs and immigra-

4. AIS Briefing Office:

6. MET Briefing Office:

12. Remarks: ARO and MET are available as self-briefing area (SB) located at the Airport Office, Terminal 2.

4. Handling Services and Facilities

3. Fuelling facilities

Fuel hydrant system.Fuelling by dispenser

and capacity:

is available for Jet acft on most apron

stands.

Fixed self-service fuelling facility avail-

able in south Aerodrome for code A/B

jet acft

4. De-icing facilities:

Yes. For details see item 20 Local Traffic

Regulations

5. Hangar space

for visiting aircraft:

6. Repair facilities

Yes

for visiting aircraft:

7. Remarks:

1. Airport Office FREQ 131.400

2. In Area South aircraft refuelling and de-fuelling is allowed only

- in hangars with a fuelimpenetrable floor coating and with outlet to a fuel separator, or

- in the designated fuelling area around the fuel facility in front of Hangar 141.

The fuel valve and vent openings of the aircraft must be kept within the area boundaries during fuelling

3. All operators, including military flights, executive, private and general aviation, must take prior arrangements with a handling agent

for transportation of crew and passengers between aircraft and terminal.

5. Passenger Facilities

4. Medical facilities:

6. Rescue and Fire Fighting Services

4. Remarks: Foaming of runways for emergency landings etc. not available

AMDT 12/10

26 AUG 10

AIP DENMARK

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 2

København/Kastrup

7. Seasonal Availability - Clearing

1. Type of clearing

See snow plan in section AD 1.2

equipment:

2. Clearance priorities:

See snow plan in section AD 1.2

3. Remarks: AD available all seasons.

8. Aprons, Taxiways and Check Locations Data

1. Apron surface

Taxi lanes:

and strength:

Asphalt, PCN 80/F/C/X/U.

Stands:

Concrete. The strength of the individual

stand is incorporated in the stand type

scheme, which is used for allocating

stands.

Further information can be obtained from

TWR or Kastrup Apron.

2. Taxiway width,

Taxiways except TWY N1 and N2:

surface and

23 M , concrete or asphalt,

strength:

PCN 80/F/C/X/U.

TWY N1:

21 M, asphalt, PCN 40/F/C/X/U.

TWY N2:

20 M, asphalt, PCN 40/F/C/X/U.

3. ACL and ELEV:

See Aircraft Parking/Docking Charts

4. VOR checkpoints:

INS checkpoints:

See Aircraft Parking/Docking Charts

5. Remarks: Safety zones TWY N1 and N2: 23 M on each side of the centre line

Magnetic compass deviations may be registered on some aircraft stands while parked due to live electrical cables beneath the apron

surface. These deviations should be disregarded.

For GEO direction of centre line on aircraft stands, see scheme with docking guidance systems

9. Surface Movement Guidance and Control System and Markings

1. Aircraft stand ID

See item 20 - Local Traffic Regulations

signs, Taxi guide

and Aircraft Parking/Docking charts

THR, RWY NR, TDZ, centre line, side

stripes

TWY:

Centre line, side stripes (where deemed

necessary), holding positions, sign boards

3. Stop bars:

See Aerodrome Chart and Aircraft

Parking/Docking Charts

4. Remarks: NIL

10. Aerodrome Obstacles

In approach/TKOF areas

In circling area and at AD

1. Tall ships or objects being towed may be expected in the ships fairway Drogden east of the airport, which may affect the obstacle limi-

tation surfaces for RWY 22L and RWY 30 or the departure sectors RWY 04R and RWY 12.

Ships or objects being towed with a height of more than 115 FT MSL shall notify KASTRUP TOWER via the coast station Lyngby Radio

30 minutes prior to their intended passage through the fairway.

If departing aircraft from RWY 04R or RWY 12 in IMC-conditions are unable to climb with at least 400 FT/NM according to the SID, the

runway affected will be closed for these aircraft if such ships or objects are expected in the fairway during TKOF, see AOC-A 04R and

AOC-A 12.

If departing aircraft from RWY 04R or RWY 12 in VMC-conditions are unable to climb with at least 400 FT/NM according to the SID,

Kastrup TWR will inform the aircraft if such ships or objects are expected in the fairway during TKOF, See AOC-A 04R and AOC- A 12.

During the time of passage of the approach sectors RWY 22L or RWY 30, with ships or objects being towed with a height of more than

164 FT MSL, the runway affected will be closed for landing aircraft.

If an emergency situation during landing or take-off should occur, Kastrup TWR will as far as possible inform the aircraft if such ships or

objects are expected in the fairway during landing or take-off.

2. All aerodrome obstacles are marked by day and night.

3 JUL 08

AMDT 8/08

AIP DENMARK

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 3

København/Kastrup

11. Meteorological Information Provided

1. Associated MET

Central Forecasting Office (VTC)

3. Office responsible

Central Forecasting Office

Interval of issuance:

H24

5. Briefing/Consulta-

Self briefing and telephone consultation

tion provided:

6. Flight documentation:

Charts. Abbreviated plain language

Language(s) used:

texts.

English and Danish

7. Charts and other in-

Surface analysis (current chart)

formation available:

Prognostic upper air chart

Significant weather chart

8. Supplementary

NIL

equipment available:

9. ATS units provided

APP/TWR,

with information:

ACC, Copenhagen Information

10. Additional informa-

tion (limitation of

service, etc.):

12. Runway Physical Characteristics

RWY

Direction

RWY

Strength (PCN), Surface

CLSD for LDG/TKOF for

012 36 12.73E

AN124, AN 225, KC 10,

and C5 Galaxy.

CLSD for TKOF for

B777-300, and A340-500/600.

Asphalt - 0.6 (OCT 2003).

CLSD for LDG/TKOF for

012 38 05.61E

AN124, AN 225, KC 10,

C5 Galaxy, B777-300,

and A340-500/600.

Asphalt - 0.6 (OCT 2003).

Asphalt - 0.6 (OCT 2003)

Asphalt - 0.6 (OCT 2003)

1. When RWY 04R/22L is in use for AN124, AN225 and C5 Galaxy, adjacent taxiways and RWY 12/30 between TWY B and G2 are closed.

2. Runway classification

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 4

København/Kastrup

13. Declared Distances

14. Approach and Runway Lighting

Remarks: ID LGT FLG white at THR 12 and THR 22R

22 JAN 04

AIRAC AMDT 1/04

AIP DENMARK

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 5

København/Kastrup

15. Other Lighting and Secondary Power Supply

Edge blue LIL, centre line green. Centre

centre line LGT:

line on exit taxiways within ILS critical/

sensitive areas and centre line within

60 M from RWY centre line - alternately

green and yellow. RGL

4. Secondary power

Yes, all RWY switch-over time 1 SEC at

supply/switch-

RVR below 800 M, otherwise MAX 15

over time:

SEC.

5. Remarks: NIL

16. Helicopter Landing Area

55 43 56N 012 48 34E - FIR boundary

55 36 49N 012 52 49E - 55 28 58N 012 43 56E -

55 28 58N 012 25 56E - 55 35 58N 012 21 56E -

55 41 58N 012 25 56E - 55 43 56N 012 48 34E.

4. ATS unit call sign:

KASTRUP TOWER

Language(s):

EN, DA

5. Transition altitude:

5000 FT MSL

Remarks: NIL

18. ATS Communication Facilities

DOC: 4000 FT/25 NM. ARR

119.350

H24

DOC: FL 100/25 NM. DEP

118.700

H24

DOC: 4000 FT/25 NM.

VFR traffic within Kastrup CTR.

Request for push-back/start up and taxi

instruction for aircraft on Apron East and

in Area South.

118.575

H24

DOC: 4000 FT/25 NM. Manoeuvring area/

DEP/request push-back and/or start up and

taxi instruction for aircraft on Apron West.

Multi Radar track from ACC København

APP

KASTRUP

Multi Radar track from ACC København

Request for push-back/start up and taxi

instruction - except for aircraft on

Apron East, Apron West and in Area South

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 6

København/Kastrup

19. Radio Navigation and Landing Aids

Collocated with GP 04L

Collocated with GP 04R

Collocated with GP 12

Collocated with GP 22L

FREQ paired with LLZ.

012 38 01.09E

Collocated with GP 22R

Collocated with GP 30

16 DEC 10

AIRAC AMDT 8/10

AIP DENMARK

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 7

København/Kastrup

20. Local Traffic Regulations

1. Regulation of traffic. Provisions

1.1

The provisions detailed concern measures to ensure that the

traffic flow does not exceed the capacity of the airport facilities as laid

down by Copenhagen Airports (CPH).

1.2

Programmes for all scheduled route and charter operations

shall be forwarded to Airport Coordination Denmark A/S (ACD), who has

been appointed by the Ministry of Transport and Energy to perform the

slot coordination at København/Kastrup.

The programmes shall be forwarded according to deadlines stipulated in

the IATA Scheduling Procedures Guide (SPG) - deadline normally in the

middle of May for the following winterseason and in the middle of Octo-

ber for the following summerseason.

1.3

The following shall be approved by ACD:

a. Changes to seasonal programmes (cf. para. 1.2).

b. Request for and changes to individual flights. Cancellation of

an individual flight shall be notified. (Route, charter as well as

other traffic inclusive).

Contact concerning the above shall be made to ACD within the office

hours and, if possible, not later than the day before the flight is to be

carried out.

Office hours:

MON-FRI within hours 0800-1400 (0700-1300).

(Office is closed SAT/SUN/HOL)

Address:

ACD

Vilhelm Lauritsen Terminal

Vilhelm Lauritsens Alle 1

Copenhagen Airport West

acd@airportcoordination.dk

Outside office hours of ACD, contact concerning the above shall be

made to Copenhagen Airports.

Address:

Copenhagen Airports A/S

Traffic and Airside Operations

Exempted from the provisions given in para.1.3 are the follow-

ing categories of traffic:

Ambulance flights, search and rescue operations, inspection flights by

the Civil Aviation Administration, and flights for foreign state represent-

atives.

In special cases CPH may exempt other individual flights from the provi-

sions in para. 1.3.

1.5

Any request for approval of traffic shall contain the following

information:

a. Owner/operator.

b. Type of aircraft and registration/call sign.

c. Date, arrival time, departure time and destination(s).

Other details significant for the evaluation of the request shall be pro-

vided if so required.

2. Helicopter. Non-scheduled public air traffic

2.1

Non-scheduled public air traffic with helicopters is permitted

only after prior approval by Copenhagen Airports (CPH).

2.2

Contact concerning the above shall be made via the handling

company or directly to the Traffic and Airside Operations at CPH and, if

possible, not later than the day before the flight is to be carried out.

Address:

Copenhagen Airports A/S

Traffic and Airside Operations

Any request for approval of traffic shall contain the following

information:

a) Owner/Operator

b) Type of helicopter and registration/call sign

c) Date, arrival time, departure time and destination(s).

Other details significant for the evaluation of the request shall be pro-

vided if so required.

3. School and training flights, and technical test flights

3.1

School and training flights must be made only after permission

thereto has been obtained from:

Copenhagen Airports A/S

Traffic and Airside Operations

P.O. Box 74

DK-2770 Kastrup

3.2

Permission for such flights will not be granted within the follow-

ing periods: 1800-0600 (1700-0500), and on Sundays and public holi-

days.

3.3

For school and training flights and such technical test flights

necessary for the purpose of ascertaining the airworthiness of an air-

craft during flight, use of the runway system at København/Kastrup is

restricted as follows:

RWY 04 and 22 may be used for take-off and landing;

RWY 12 may be used for take-off only; *)

RWY 30 may be used for landing only.

*) For technical test flights runway 12 may be used for landing, if neces-

sary, provided the test flight has proved the aircraft to be airworthy.

See also "Noise Abatement Provisions", item 21.

Local Regulations

4.1

At København/Kastrup a number of local regulations apply. The

regulations are collected in a manual which is available from the AIS-C

and at the Airport Office.

4.2

Among other subjects, the following of importance for the oper-

ation of aircraft on aprons are being mentioned:

a) The meaning of markings and signs.

b) Information about aircraft stands including docking guidance sys-

tems.

c) Information about taxiing from aircraft stands including taxi clear-

ance.

d) Limitations in the operation of large aircraft including limitations in

use of own power for taxiing.

e) Helicopter operations.

f) Marshaller assistance and towing assistance.

g) Use of engine power exceeding idle power.

h) Engine start-up and use of APU.

Fuel spillage.

Precautions during extreme weather conditions.

Further information about the regulations can be obtained from KAS-

TRUP TWR or KASTRUP APRON.

4.3

When a local regulation is of importance to the safe operation

of aircraft on the apron the information will be given to each aircraft

from KASTRUP TWR or KASTRUP APRON.

4.4

The "Local Regulations" are published and updated by:

Copenhagen Airports A/S

Traffic and Airside Operations

P.O. Box 74

DK-2770 Kastrup.

5. Removal of damaged aircraft

5.1

In case an aircraft is damaged on a runway, it is the duty of the

owner or user of such aircraft to ensure that it is removed as soon as

possible. E.g. in case of punctures, it may be necessary that an aircraft

- before replacement of wheels has taken place - moves away from the

runway under its own power.

5.2

If a damaged aircraft is not removed from the runway as quickly

as the Duty Airport Manager consider it necessary for a reasonable dis-

patch of the traffic, he shall be entitled to have the aircraft removed for

the account of the owner or user.

6. Taxiing, parking, start up and deicing

6.1

Marshaller assistance

For ALL Aircraft taxiing to/from stands R1A/B, R2A/B, R3A/B, W1A/B/C/

D, E60, A50, G15, G16, G17, G18 and G19 as well as S1/S2(In Area

south), Marshaller assistance is compulsory within the entire movement

area of the Aerodrome.

The Pilot of an Aircraft entering an Aircraft stand must NOT proceed

unless:

a) The Docking Guidance System is operational and ready,displaying

the correct Aircraft type, or

b) A CPH Marshaller is present, providing guidance for the Aircraft onto

the Stand. The CPH Marshaller are easily recognizable by wearing

bright red hi-vis clothing and yellow/orange bats. The CPH marshallers

also drive the FOLLOW ME vehicles.

6 JUN 08

AMDT 7/08

AIP DENMARK

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 8

København/Kastrup

During the stand-entry and parking phase the Pilot should ignore hand

signalling by any other ground staff present at the stand or in the load-

ing bridge.

When compulsory for the above reason or for the particular Aircraft type

or Aircraft stand in question, the Pilot will be advised by the ATS-Unit.

Otherwise, Pilots should notice that in general Marshaller assistence

for Taxi- and Stand entry guidance will be available only ON REQUEST.

6.2 Taxiing

Between runways and taxiways, on taxiways, aircraft must follow the yellow

guidelines. However, aircraft with MTOM of 7,000 KGS and below may deviate

from the guidelines as per instruction from ATC or the Marshaller.

Aircraft must not perform powered U-turns on taxiways in the apron areas.

In the apron areas minimum engine power shall be used as far as possible, and

use of reverse thrust for manoeuvring to and from a stand is not permitted.

Anti-collision lights must be activated whenever engines are operating.

The shoulder width of some taxiways does not conform fully with the ICAO rec-

ommendations. Due to insufficient width in some curves the use of those par-

ticular taxiways is therefore restricted to certain aeroplane types.

Approved taxi routes - complying with ICAO recommendations - for certain

types of aeroplanes are shown on the Ground Movement Charts. However, the

approved taxi routes for AN124 and C5 do not fully comply with ICAO recom-

mendations for ICAO Code F aircraft due to insufficient runway, taxiway and

shoulder width. But when following the permitted taxi routes the wheel clear-

ance and wing tip clearance will comply with the recommandations.

When TWY A1 and A2 are being used by aeroplanes ICAO code letter D, E and

F traffic behind mentioned aeroplanes may not take place with aeroplanes larg-

er than ICAO code letter C.

TWY A1,A2 and E1 shall not be used by aeroplanes larger than ICAO code let-

ter C when an aircraft is on final approach RWY 22R.

When TWY A3, A4 and A5 are being used by ICAO code letter A, B and C air-

craft, traffic behind may not take place with aircraft larger than ICAO code

letter C.

When TWY A5 is being used by ICAO code letter D and E aircraft, traffic behind

may not take place

Towing by tractor is mandatory when moving jet aeroplanes between the north-

ern part of the airport and Area South.

ICAO code letter B and C jet aeroplanes are allowed to taxi under own power

on TWY N1, TWY N2, and the southern end of TWY C, but only when taxiing

to or from a runway in connection with take-off and landing. TWY N2 is not to

be used by aeroplanes larger than ICAO code letter C except when being

towed by tractor.

Aeroplanes larger than ICAO code letter C taxiing on TWY Z must not pass be-

hind aircraft holding at the stopbars on TWY A, TWY B, TWY D, TWY F or TWY

K3.

A speed-limit of maximum 10KT applies for ICAO code letter E aeroplanes

when taxiing on TWY W.

Aircraft movements must never coincide on adjacent aircraft stands with over-

lapping safety lines. Aircraft must not simultaneously taxi into and/or taxi out/

pushback from any two adjacent stands.

Taxi-out or pushback from aircraft stands must not be executed without approv-

al from KASTRUP APRON or KASTRUP TOWER.

Helicopters with wheel undercarriage must not perform hover-taxiing.

6.3

Parking

When taxiing onto a stand with marshaller assistance the pilot-in-command

must ignore handsignals from ground personnel other than authorized mar-

shallers.

Some stands are provided with guide-markings on the surface, intended for

parking into the wind of certain aircraft types. Marshaller assistance is compul-

sory when using these markings.

Multi-engine propeller aeroplane are requested to enter stand with one engine

operating only.

In strong crosswind conditions, requests for parking into the wind will be ap-

proved only for certain aircraft types

and under provision that:

the aircraft owner/operator can substantiate either a technical, structural or

operational need for such parking, and

the aircraft stand is designated for such parking.

For approval contact KASTRUP APRON.

When an aircraft has stopped "on-block" the main engines must be shut down

as soon as possible, and simultaneously high intensity strobelights, logo lights

and floodlights that may effect the vision of other pilots, drivers or others in the

vicinity, must be switched off.

ICAO code letter D and E aeroplanes must enter stand B10 via TWY Z and

TWY M.

Aircraft taxiing onto stands B10, B15 and B17 must be accompanied by a FOL-

LOW ME vehicle while crossing the service road.

Within the period 2200-0500 (2100-0400) aircraft bound for stands A30, A31,

A32, A33 and A34 must be towed onto the stand by tractor.

On Apron East marshaller assistance is available on request only.

On Apron West marshaller assistance is mandatory for parking of all aircraft.

Parking of Helicopters shall take place on stands G110 and G111. The stands

are available weekdays 0600-2200 (0500-2100). PPR for use of other stands.

If possible, the rotors must be stopped while passengers embark and disem-

bark. If not, the ground staff must ensure that passengers are kept at a safe dis-

tance from engine intakes, exhausts and turning rotors.

Parking systems

For details of the Docking Guidance Systems (DGS), and of the systems in use

on the individual stands, see page 9, 10, 11 and 12.

If the automatic DGS is switched off or has failed, the aircraft stand is

not ready

for entry. During start up the stand area is automatically scanned for obstacles

by the system. If the aircraft has entered the stand - partially or fully - at this

time, the scan process is likely to fail, and the system will display "FAIL". In this

case a marshaller must be called to the guide the aircraft correctly onto the

stand.

All stands are marked with guidelines on the surface.

6.4

Push-back/Start up

Departing aircraft

On Apron North , departing aircraft shall obtain push-back approval and taxi in-

struction on relevant frequencies, see item 18 - ATS Communication Facillities.

However, aircraft leaving the stand by own power shall obtain taxi instruction

only, except in deicing situations, where the aircraft shall obtain start up approv-

al as well, see item 6.7 - Deicing of Aircraft.

In other areas, all departing aircraft shall obtain push-back or start up approval

and taxi instruction.

Permission to push-back or taxi-out from a stand or position must not be re-

quested unless the tractor/aircraft is ready to perform the manoeuvre immedi-

ately. Await activation of squawk until taxi- or push-back clearance (whichever

comes first) has been obtained.

Jet aircraft

On nose-in/push-back stands, jet engine start-up must take place only after

push-back has been initiated, unless APU is unserviceable or the aircraft is not

fitted with APU. However, Code D and E aircraft are not allowed to perform en-

gine start-up until after the aircraft has been towed onto its assigned start-up

position on the apron. For simultaneous push-backs directions will be given by

KASTRUP APRON.

Propeller aircraft

Start up of multi-engine propeller aeroplane must always be executed in such

a way that the noise around the aeroplane is reduced as much as possible.

a. On nose-in/push-back stands, one engine only must be started on the

stand. Start up of the remaining engines shall wait until after push-back.

b. On turn-in/turn-out stands, it is requested to start one engine only on the

stand.

c. On parking area E60, engines must be used only up to 2 minutes prior to

departure.

Other regulations

Engine start up of aeroplanes ICAO code letter larger than C must take place

only at the designated start up positions on the taxiways.

Aeroplanes pushing back from stands A4, A6, A8, A18, A19, A20, A21, A22,

and B2 must not start the engines until the aeroplane has been placed at one

of the designated start up positions on the taxiway, properly aligned with the

centre-line.

Within the period 2200-0500 (2100-0400) aircraft departing stands A30, A31,

A32, A33 and A34 must not start-up engines until the aircraft is placed at posi-

tion Z4.

6.5

Use of auxiliary power unit (APU)

Use of APU on aircraft stands shall be limited as much as possible.

Start up or shut down of APU is forbidden while refuelling the aircraft.

APU may be used:

5 minutes after "On Block".

5 minutes before estimated time of departure (ETD).

Exemptions:

When the outside air temperature (OAT) is below –10°C or above +25°C or the

airport supply of power/air conditioning is unserviceable, APU may be used in-

stead as follows:

5 minutes after "On Block".

12 MAR 10

AMDT 4/10

AIP DENMARK

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 9

København/Kastrup

15 minutes before estimated time of departure (ETD),

however, for aeroplanes larger than ICAO code letter C the following will be val-

id:

10 minutes after "On Block".

45 minutes before estimated time of departure (ETD).

Special regulations for AN124 and AN225.

Aeroplane type AN124 and AN225 must not operate their APU unless the pave-

ment underneath is protected against heat and blast effects from the exhaust.

6.7

Deicing of aircraft

Deicing and antiicing of aircraft may take place only on the following

Request for deicing shall be made as early as possible to Clearance

delivery (119.9) or Kastrup Apron (121.9). Departing aircraft shall obtain

push-back or start up approval and taxi instruction. Number in the deic-

ing queue will be provided by Kastrup Apron when reporting ready for

push-back/start up.

At the platforms, the following channels and stop systems are to be

used:

For Deicing TWY A: 130.650/123.400 and yellow stop markings.

For Deicing TWY B: 131.650 and traffic light showing green, amber

or red light, and

For Deicing TWY V: 131.975 and INOGON (stop abeam INOGON).

Before moving away from the platform aircraft shall wait for "all clear

signal" (thumb up) and taxi-clearance.

The platforms are covered by a special friction surface, but still the

braking action may be reduced due to deicing fluid.

6.8

Aircraft with mode S transponder.

Copenhagen Airport, Kastrup (EKCH) has installed a surface movement

guidance and control system utilising transponder mode S signals.

Aircraft operators are asked to ensure that the transponders are able to

operate according to ICAO specifications when the aircraft is on the

ground (Annex 10, volume IV, 3.1.2.8.5.3 and 3.1.2.10.3.10).

Flight crew are required to select the assigned mode A (Squawk) code

and activate the mode S transponder:

- from commencement of push-back or taxi, whichever comes first:

- after landing, until the aircraft is fully parked on stand. After parking

the mode A code 2000 must be set before selecting OFF or STDBY.

Flight crew of aircraft equipped with a mode S transponder that has an

aircraft identification feature should also select the aircraft identification

(Idem 7 of the ICAO flight plan) before activating transponder.

Aircraft without mode S transponder.

Flight crews of aircraft not equipped with a mode S transponder must

squawk assigned SSR-code ONLY when instructed to line up on the

runway. Upon vacating the runway after landing flight crews on these

aircraft SHALL swich off the transponder. At departure flight crews of

aircraft not equipped with a mode S transponder are requested to state

"No mode S transponder" to "Kastrup Apron" at first contact.

Docking Guidance System

Azimuth Guidance

Stopping Guidance

Remarks

Marshaller

Adjust according to the mar-

shallers hand signals

(REF ICAO Annex 2 and BL 7-11)

Stop according to the marshallers

hand signal

(REF ICAO Annex 2 and BL 7-11)

Normally used for turn-in/turn-out

parking and on special request

only

Yellow guide & stop line on the

surface

Use yellow centre line for direc-

tional guidance while moving into

the stand

Stop when cockpit seat is posi-

tioned abeam yellow stop line ex-

tending left from the stand centre

line

Usually, the aeroplane type is

painted along the stop line on the

surface

AGNIS & PAPA

Adjust according to the light indi-

cations:

Double green = proceed.

Red & green = adjust towards the

green light

Stop when the appropriate aero-

plane type marking on the PAPA

front plate is aligned with the rear

light tube

When AGNIS/PAPA are switched

off, the stand is not cleared for en-

try

APIS

Adjust according to the indications

of the INOGON display

Slow down and stop according to

the vertical closing-rate indicator

on the APIS display

When APIS is switched off or dis-

plays "STOP" or "FAIL" the stand

is not cleared for entry

SAFEDOCK

Adjust according to the horizontal

running arrows on the SAFE-

DOCK display

Slow down and stop as indicated

by the vertical closing-rate indica-

tor on the SAFEDOC display

When SAFEDOCK is switched off

or displays "STOP" or "FAIL" the

stand is not cleared for entry

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 12

København/Kastrup

Aircraft stand

number

Docking guidance

system

GEO direction

of centre line

Aircraft stand

number

Docking guidance

system

GEO direction

of centre line

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

215.8°

A25

Centreline/Stop Marking

039.8°

F92

Centreline/Stop Marking

035.8°

A26

Centreline/Stop Marking

039.8°

F93

Centreline/Stop Marking

215.8°

A27

Centreline/Stop Marking

039.8°

F94

Centreline/Stop Marking

035.8°

A28

Centreline/Stop Marking

039.8°

F95

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

APIS

279.6°

G111

Centreline/Stop Marking

APIS

099.8°

G112

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

077.0°

G134

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

077.0°

H101

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Centreline/Stop Marking

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 13

København/Kastrup

21. Noise Abatement Provisions

1. Noise Abatement Provisions for København Airport Kastrup

The provisions are divided into 3 parts:

Noise abatement procedures for jet aeroplanes irrespective of

weight, and for propeller and turboprop aeroplanes with MTOM of

or above 11000 KG.

II. Noise abatement procedures for propeller and turboprop aero-

planes with MTOM below 11000 KG.

III. Noise abatement procedures for helicopters.

As regards engine run-ups and use of APU, see Local Regulations for

København Airport, Kastrup.

Note: Noise abatement provisions for København Airport are estab-

lished in pursuance of Section 82 of the Danish Air Navigation Act, cf.

The Consolidation Act. no. 543 of 13 June 2001, and Regulations for

Civil Aviation, "Bestemmelser for Civil Luftfart" (BL), BL 3-40: Regula-

tions on the abatement of noise from controlled aerodromes, Edition 2,

17 March 2003

Chapter 7 of BL 3-40 reads as follows:

"7. Punishment

7.1 Violation of Chapter 4 in this BL is punishable with fine under Sub-

section 9 of Section 149 of the Danish Air Navigation Act if the violation

can be set against the person in question as intentional or grossly negli-

gent.

7.2 Penalty may be imposed on companies, etc. (legal persons) for vio-

lation of noise regulations even though the violation cannot be set

against the legal person or a person attached to the legal person as wil-

ful or negligent. Similarly an owner of a one-man company may be pun-

ished with fine even though the violation cannot be set against the

owner as wilful or negligent. No alternative sentence is laid down for

penalty."

Noise abatement procedures for jet aeroplanes irrespective of

weight, and for propeller and turboprop aeroplanes with MTOM of

or above 11000 KG.

1.General provision

1.1

In connection with approach to landing(Except to RWY 12), the

following minimum heights over Greater Copenhagen (within 15 NM to

DME KAS) shall be observed:

a. Propeller and turboprop aeroplanes: 1500 FT

b. Jet aeroplanes ............................... :2500 FT

1.2

RWY 04L/R and 22L/R are preferential runways.

1.3 In case of special meteorological conditions such as CB's signifi-

cant wind variations etc. in the approach and take-off sectors, the ATC

can at its discretion or on request from the Pilot-in-Command deviate

from the provisions in items 2 and 4, if deemed necessary for safety

reasons.

2. Use of the runway system in the period 0600-2300 Danish time

2.1

The preferential runways shall be used to the greatest extent

possible

2.1.1

When the runway in use is RWY 04L/R, RWY 04R shall be used

for take-off and RWY 04L for landing unless one of the runways cannot

be used due to snow clearance, disabled aircraft, work on the runway or

runway conditions. However, ATC can make use of parallel operations

when regard of capacity makes it necessary. Depending on the time of

the operation, certain types of aeroplanes are due to their noise charac-

teristics only allowed to take-off on RWY 04R and land on RWY 04L.

2.1.2

When in the period 0700-2200 Danish time the runway in use is

RWY 22L/R, RWY 22R shall be used for take-off and RWY 22L for land-

ing unless one of the runways cannot be used due to snow clearance,

disabled aircraft, work on the runway or runway conditions. However,

ATC can make use of parallel operations when regard of capacity

makes it necessary. Depending on the time of the operation, certain

types of aeroplanes are due to their noise characteristics only allowed

to take-off on RWY 22R and land on RWY 22L.

2.2

When in the periods 2200-2300 and 0600-0700 Danish time the

runway in use is RWY 22L/R, RWY 22L shall be used for take-off and

landing.

2.2.1

RWY 22R may, however be used in the period 2200-2300 and

0600-0700 Danish time when:

a. RWY 22L is used for ILS CAT II+III approaches.

b. RWY 22L cannot be used due to snow clearance, disabled aircraft,

work on the runway or runway conditions.

c. an extraordinary traffic situation causes delays of more than one-

hour.

d. regard of capacity makes it necessary to use parallel operations on

RWY 22L/R. Certain types of aeroplanes are due to their noise

characteristics only allowed to use RWY 22L.

2.3

RWY 12 and RWY 30 may be used when one or both of the

preferential runways cannot be used due to:

a. the crosswind component on the preferential runways exceeds 15

KT.

b. the friction coefficient is below 0.30 on any part of the preferential

runways.

c. the meteorological conditions are below minima for landing on the

preferential runways.

d. snow clearance.

e. disabled aircraft.

work on runways or taxiways.

g. condition of the runways.

When wind conditions so permit, RWY 12 shall be used for take-off in

preference to RWY 30.

2.3.1

RWY 30 may, however, be used for landing without restrictions.

2.3.2

If a preferential runway is runway in use irrespective that the

crosswind component exceeds 15 KT, a request to use RWY 12 or RWY

30 will be complied with.

2.4

If a preferential runway is not runway in use due to the cross-

wind component exceeding 15 KT, a request to use a preferential run-

way will be complied with if the handling of the other traffic so permit.

2.5

A request for permission to deviate from a clearance will be

complied with if the Pilot-in-Command claims safety reasons.

3. Use of the runway system in the period 2300-0600 Danish time

3.1

When runway in use is RWY 22L/R, RWY 22L shall be used for

take-off and landing.

3.1.1

RWY 22R may, however, be used when:

a. RWY 22L is used for ILS CAT II+III approaches.

b. RWY 22L cannot be used due to snow clearance, disabled aircraft,

work on the runway or runway conditions.

c. An extraordinary traffic situation causes delays of more than one

hour.

3.2

RWY 12 and RWY 30 are closed for take-off and landing, how-

ever, RWY 30 may be used for landings when:

a. the crosswind component on the preferential runways exceeds 15

KT.

b. the preferential runways are not available due to disabled aircraft,

snow clearance, work on the runways etc.

3.2.1

Furthermore RWY 12 and RWY 30 may, however, be used in

the following cases:

a. for take-off and landing by vital flights such as ambulance and

transplantation flights and the like if RWY 04L/R - 22L/R are not

available.

b. for landing in such cases where København Airport, Kastrup, is

planned as alternate airport and RWY 04L/R - 22L/R are no longer

available after the flight has commenced and the use of any other

alternate airport is not possible.

c. for landing in such cases where the aeroplane during flight has

experienced reduced airworthiness, and the Pilot-in-Command

judges it necessary to land.

d. for landing when the Pilot-in-Command declares an emergency sit-

uation.

3.3

Limitations in the maximum A-weighted sound pressure level

3.3.1

Take-off and landing shall be so arranged that the maximum A-

weighted sound pressure level does not exceed 85 dB (80 dB from 1

JAN 2005) in six measuring positions in the surrounding residential

areas. The measuring positions 1, 5, 6, 7, 8 and 9 are shown on the

map AD2 EKCH Noise Monitoring system.

Exemptions:

a. Delayed flights with scheduled take-off or landing before 2300 Dan-

ish time.

b. Early arriving flights with scheduled landing after 0600 Danish time.

Violations of the maximum A-weighted sound pressure level will be

accepted, if caused by:

a. Flight safety conditions.

b. Runway utilization, due to work on the runway, category II and III

landings, and other special weather conditions.

c. Meteorological conditions which according to an evaluation by the

Civil Aviation Administration has influenced the sound transmission.

3.3.2

Take-off may take place only, if an advance approval has been

issued by Københavns Lufthavne A/S (Copenhagen Airports).

16 DEC 10

AMDT 16/10

AIP DENMARK

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 14

København/Kastrup

a. Advance approval may be obtained for periods of about 6 months,

provided that the aeroplane used is noise certificated according to

ICAO Annex 16, chapter 2, 3 or 5, or provided the applicant has

demonstrated that take-off can be carried out in such a way that the

provisions in item 3.3.1 can be observed.

b. If no advance approval exists take-off may exceptionally take place

if the operator obtains a permit from the Airport Office either based

on documentation stating that the aeroplane is noise certificated or

based on the knowledge of Københavns Lufthavne A/S (Copenha-

gen Airports) that corresponding aeroplanes have the ability to

comply with the provisions in item 3.3.1.

c. In the period 2300-0100 Danish time no advance approval is

required if the take-off takes place in the said interval as a result of

delay.

3.3.3

For landing no advance approval is required.

4. Restrictions

4.1

Take-off restrictions

4.1.1

RWY 22L:

a. Take-off shall be commenced from TWY V1 or TWY V2/TWY I.

b. Departure must be performed with climb on RWY track to pass DME

KAS 2.0 (LARSO 55 33 55.70N 012 34 29.80E) before turn is com-

menced.

Note: Departures crossing the sector boundaries shown on page

AD 2 EKCH Noise Monitoring System will be investigated by the

authorities

4.1.2

RWY 22R:

Departures must be performed with climb on RWY track to pass DME

KAS 2.0 (RUBAT 55 34 08.50N 012 34 03.90E) before turn is com-

menced.

Note: Departures crossing the sector boundaries shown on page AD 2

EKCH Noise Monitoring System will be investigated by the authorities

4.1.3

RWY 12:

a. Position TWY K1/F1 must not be used for take-off.

b. Take-off shall be commenced:

- for jet aeroplanes from TWY K3

Additionally the following apply:

1. Aircraft types A330-200/-300, A340-200/-300, B747 (all ver-

sions), B767-400, B777-200, DC10 (all versions), IL86, IL96-300,

L1011 (all versions) and MD11 shall take-off from position TWY K3

and taxi via TWY K2 or via TWY F2 and TWY F1.

2. Aircraft types A340-500/600, AN124, AN225, B777-300 and C5/

L500 Galaxy shall take-off from position TWY K3 and taxi via TWY

F2 and TWY F1

- for propeller and turboprop aeroplanes from TWY K2, TWY K3 or

TWY D. However, aircraft type AN22 planned to take-off from posi-

tion TWY K2 or TWY K3 shall taxi via TWY K2 or via TWY F2 or

TWY F1.

c. If a take-off planned on RWY 04L/R, RWY 22L/R or RWY 12 from

TWY K2, TWY K3 or TWY D cannot be carried out due to changes

in weather conditions or runway conditions occurring no more than

one hour prior to the planned take-off time, take-off on RWY 12 is

allowed from position 12-X or TWY K2 in the period 0600-2300

Danish time.

d. Departure must be performed with climb on RWY track to cross

KAS 078 before turn is commenced.

Note: Departures crossing the sector boundaries shown on page

AD 2 EKCH Noise Monitoring System will be investigated by the

authorities

4.1.4

RWY 30:

a. Take-off shall be commenced from TWY G1.

b. Take-off with jet aeroplanes shall be so arranged that the maximum

sound pressure level does not exceed 110 PNdB in measuring posi-

tion 10 (approximately 3500 M from the beginning of RWY 30), see

the map AD2 EKCH Noise monitoring System.

c. If a take-off planned on RWY 04L/R, RWY 22L/R or RWY 12 from

TWY K2, TWY K3 or TWY D cannot be carried out due to changes

in weather conditions or runway conditions occurring no more than

one hour prior to the planned take-off time, take-off on RWY 30 is

allowed in the period 0700-2200 Danish time irrespective that the

maximum sound pressure level exceeds 110 PNdB in measuring

position 10.

d. Departure must be performed with climb on RWY track to cross

KAS 358 before turn is commenced.

Note: Departures crossing the sector boundaries shown on page

AD 2 EKCH Noise Monitoring System will be investigated by the

Visual approach must be performed within the sector shown on page AD

2 EKCH Noise Monitoring System.

Note: Visual approaches crossing the sector boundaries will be investi-

gated by the authorities

4.2.2

Reverse thrust:

Use of more than idle reverse thrust is allowed only for safety reasons.

Note: With respect to propeller and turboprop aeroplanes idle reverse

refers to propeller in beta range and engine at idle power.

5. Reporting

5.1

ATC KØBENHAVN's reporting to the Civil Aviation Administra-

tion.

5.1.1

The ATC KØBENHAVN shall notify the Civil Aviation Adminis-

tration of every clearance deviating from the above mentioned provi-

sions.

5.1.2

The ATC KØBENHAVN shall notify the Civil Aviation Adminis-

tration of every clearance according to the provision in item 1.3 con-

cerning special meteorological conditions, etc.

5.1.3

The ATC KØBENHAVN shall notify the Civil Aviation Adminis-

tration of every clearance according to the provisions in items 2.2.1 and

3.1.1 concerning item b (runway condition etc.) and item c (extraordi-

nary traffic situations).

5.1.4

The ATC KØBENHAVN shall notify the Civil Aviation Adminis-

tration of every changed clearance according to the provision in item

2.5 motivated by safety reasons.

5.1.5

The ATC KØBENHAVN shall notify the Civil Aviation Adminis-

tration of every clearance for use of runway 12 or 30 during the night

period, cf. items 3.2 and 3.2.1.

5.1.6

The Civil Aviation Administration will make further investiga-

tions based on reports for the ATC.

5.2

Københavns Lufthavne A/S (Copenhagen Airports) reporting to

the Civil Aviation Administration

5.2.1

Københavns Lufthavne A/S (Copenhagen Airports) shall notify

the Civil Aviation Administration if an aeroplane causes a noise level

above that allowed, cf. item 3.3.1 or 4.1.4.b.

5.2.2

Københavns Lufthavne A/S (Copenhagen Airports) shall notify

the Civil Aviation Administration if an aeroplane takes off within the

period 2300-0600 Danish time without having the necessary advance

approval, cf. item 3.3.2.

5.2.3

Københavns Lufthavne A/S (Copenhagen Airports) shall notify

the Civil Aviation Administration if an aeroplane after take-off from RWY

22L/R crosses the sector boundaries shown on page AD 2 EKCH Noise

Monitoring System, cf. item 4.1.1b and 4.1.2.

5.2.4

Københavns Lufthavne A/S (Copenhagen Airports) shall notify

the Civil Aviation Administration if an aeroplane has been observed to

use reverse thrust exceeding idle reverse, cf. item 4.2.2.

5.2.5

The Civil Aviation Administration will make further investigation

based on reports from Københavns Lufthavne A/S (Copenhagen Air-

ports).

5.3

The Pilot-in-Command's reporting to the Civil Aviation Adminis-

tration

5.3.1

For every operation taking place according to the provisions in

item 3.2.1 the Pilot-in-Command shall as soon as possible submit a

written report to the Civil Aviation Administration stating the reason for

using RWY 12 or RWY 30.

5.3.2

The Civil Aviation Administration will make further investigation

based on the reports from the Pilot-in-Command and the ATC.

Noise abatement procedures for propeller and turboprop aero-

planes with MTOM below 11000 KG

1. Use of the runway system in the period 0600-2300 Danish time

1.1

No restrictions.

2. Use of the runway system in the period 2300-0600 Danish time

2.1

RWY 12 and RWY 30 are closed for take-off and landing, RWY

30 may, however, be used for landings when:

a. the crosswind component on RWY 04L/R - 22L/R exceeds 15 KT.

b. RWY 04L/R - 22L/R are not available due to disabled aircraft, snow

clearance, work on the runway etc.

2.1.1

Furthermore RWY 12 and RWY 30 may, however, be used in

the following cases:

a. for take-off and landing by vital flights such as ambulance and

transplantation flights and the like if RWY 04L/R-22L/R are not

available.

b. for landing in such cases where København Airport, Kastrup, is

planned as alternate airport and RWY 04L/R - 22L/R are no longer

available after the flight has commenced and the use of any other

alternate airport is not possible.

c. for landing in such cases where the aeroplane during flight has

experienced reduced airworthiness, and the Pilot-in-Command

judges it necessary to land.

16 DEC 10

AMDT 16/10

AIP DENMARK

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 15

København/Kastrup

d. for landing when the Pilot-in-Command declares an emergency sit-

uation.

2.2

Limitations in the maximum A-weighted sound pressure level

2.2.1

Take-off and landing shall be so arranged that the maximum A-

weighted sound pressure level does not exceed 85 dB (80 dB from 1

JAN 2005) in six measuring positions in the surrounding residential

areas. The measuring positions 1, 5, 6, 7, 8 and 9 are shown on the

map AD2 EKCH Noise monitoring System.

Exemptions:

a. Delayed flights with scheduled take-off or landing before 2300 Dan-

ish time.

b. Early arriving flights with scheduled land after 0600 Danish time.

Violations of the maximum A-weighted sound pressure level will be

accepted, if caused by:

a. Flight safety conditions.

b. Runway utilization, due to work on the runway, category II and III

landings, and other special weather conditions.

c. Meteorological conditions which according to an evaluation by the

Civil Aviation Administration has influenced the sound transmission.

2.2.2

Take-off may take place only, if an advance approval has been

issued by Københavns Lufthavne A/S (Copenhagen Airports).

a. Advance approval may be obtained for periods of about 6 months,

provided that the aeroplane used is noise certificated according to

ICAO Annex 16, chapter 5 or 6, or provided the applicant has dem-

onstrated that take-off can be carried out in such a way that the pro-

visions in item 2.2.1 can be observed.

b. If no advance approval exists take-off may take place if the operator

obtains a permit from the Airport Office either based on documenta-

tion stating that the aeroplane is noise certificated or based on the

knowledge of Københavns Lufthavne A/S (Copenhagen Airports)

that corresponding aeroplanes have the ability to comply with the

provisions in item 2.2.1.

c. In the period 2300-0100 Danish time no advance approval is

required if the take-off takes place in the said interval as a result of

delay.

2.2.3

For landing no advance approval is required.

Restrictions

3.1

Take-off restrictions in the period 2300-0600 Danish time

3.1.1

RWY 22L:

Departure must be performed with climb on RWY track to pass DME

KAS 2.0 (LARSO 55 33 55.70N 012 34 29.80E) before turn is com-

menced.

Note: Departures crossing the sector boundaries shown on page AD 2

EKCH Noise Monitoring System will be investigated by the authorities.

3.1.2

RWY 22R:

Departure must be performed with climb on RWY track to pass DME

KAS 2.0 (RUBAT 55 34 08.50N 012 34 03.90E) before turn is com-

menced.

Note: Departures crossing the sector boundaries shown on page AD 2

EKCH Noise Monitoring System will be investigated by the authorities.

Reporting

4.1

ATC KØBENHAVN'S reporting to the Civil Aviation Administra-

tion.

4.1.1

The ATC KØBENHAVN shall notify the Civil Aviation Adminis-

tration of every clearance deviating from the above mentioned provi-

sions.

4.1.2

The ATC KØBENHAVN shall notify the Civil Aviation Adminis-

tration of every clearance for use of runway 12 or 30 according to the

provisions in items 2.1 and 2.1.1.

4.1.3

The Civil Aviation Administration KØBENHAVN will make fur-

ther investigation based on reports from the ATC.

4.2 Københavns Lufthavne A/S (Copenhagen Airports) reporting to the

Civil Aviation Administration

4.2.1

Københavns Lufthavne A/S (Copenhagen Airports) shall notify

the Civil Aviation Administration if an aeroplane causes a noise level

above that allowed, cf. item 2.2.1.

4.2.2

Københavns Lufthavne A/S (Copenhagen Airports) shall notify

the Civil Aviation Administration if an aeroplane takes off within the

period 2300-0600 Danish time without having the necessary advance

approval, cf. item 2.2.2.

4.2.3

Københavns Lufthavne A/S (Copenhagen Airports) shall notify

the Civil Aviation Administration if an aeroplane after take-off RWY 22L/

R crosses the sector boundaries shown on page AD 2 EKCH Noise

Monitoring System, cf. item 3.1.1 and 3.1.2.

4.2.4

The Civil Aviation Administration will make further investiga-

tions based on reports from Københavns Lufthavne A/S (Copenhagen

Airports).

4.3

The Pilot-in-Command's reporting to the Civil Aviation Adminis-

tration

4.3.1

For every operation taking place according to the provisions in

item 2.1.1, the Pilot-in-Command shall as soon as possible submit a

written report to the Civil Aviation Administration stating the reason for

using RWY 12 or RWY 30.

4.3.2

The Civil Aviation Administration will make further investigation

based on the reports from the Pilot-in-Command and the ATC.

III

Noise abatement procedures for helicopters

1. General provisions

1.1

In case of special meteorological conditions such as CB's, sig-

nificant wind variations etc. in the approach and take-off sectors, the

ATC can at its discretion or on request from the Pilot-in-Command devi-

ate from the provisions in item 2, if deemed necessary for safety rea-

sons.

1.2

Deviations from the provisions in item 2 and 3 are permitted in

connection with:

a. take-off and landing for vital flights, such as ambulance and trans-

plantation flights, and the like.

b. take-off and landing in connection with rescue operations.

c. take-off and landing in connection with security control of the airport

area.

d. landing in such cases where the aircraft during flight has experi-

enced reduced airworthiness, and the Pilot-in-Command judges it

necessary to land.

e. landing, where the Pilot-in-Command declares an emergency situa-

tion.

1.3

Approach and departure respectively, made VFR, will normally

be cleared via HOLDING EAST, VFR-route 2 or VFR-route 3 with the

limitations stated in item 2.4.

1.4

Departure, made IFR, will be cleared in runway direction of

RWY 04 or RWY 12 with the limitations stated in item 2.4.

2. Use of the runway system in the period 0600-2300 Danish time

2.1

In the period 0600-0700 Danish time the airport is closed for

helicopter traffic.

2.2

In the period 2200-2300 Danish time helicopter traffic to and

from the airport are permitted only with helicopters of the type Dauphin

SA365, and helicopter types for which previous documentation has

been forwarded to Københavns Lufthavne A/S (Copenhagen Airports)

confirming that the noise emission will not exceed the noise emission

from a Dauphin SA365.

2.3

Take-off and landing shall take place from/at THR 22L or THR 30.

2.4

From the threshold used and within a distance of 1 NM from the

coastline:

departure shall take place on tracks between 028

and 128

arrival shall take place on tracks between 208

and 308

2.5

Hover-taxiing is not permitted with helicopters equipped with

wheels.

2.6

Taxiing to and from THR 30 shall be executed via TWY G.

2.6.1

When RWY 30 is runway in use, and there is traffic on TWY G,

taxiing from THR 30 will be permitted via RWY 30 and TWY B.

3. Use of the runway system in the period 2300-0600 Danish time

3.1

In the period 2300-2400 Danish time helicopter traffic are per-

mitted only in connection with delayed arrivals to the airport from Euro-

pean countries and for helicopter types mentioned in item 2.2 only

3.2

In the period 2400-0600 Danish time the airport is closed for

helicopter traffic.

4. Reporting

4.1

ATC KØBENHAVN's reporting to the Civil Aviation Administra-

tion.

4.1.1

The ATC KØBENHAVN shall notify the Civil Aviation Adminis-

tration of every clearance deviating from the above mentioned provi-

sions.

4.1.2

The ATC KØBENHAVN shall notify the Civil Aviation Adminis-

tration of every clearance according to the provisions in items 1.1 and

1.2.

4.1.3

The Civil Aviation Administration will make further investiga-

tions based on reports from the ATC.

16 DEC 10

AMDT 16/10

AIP DENMARK

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 16

København/Kastrup

22. Flight Procedures

1. IFR Arrival

1.1

Flight planning

IFR traffic to København/Kastrup shall be planned via the appropriate

STAR. Holdings are described in item 1.5.

Note:

a. LUGAS holding is designed for entry via significant point TUDLO.

b. ROSBI holding is designed for entry via significant point TESPI.

c. CODAN holding is designed for entry via significant point MONAK.

STAR ALM and STAR SVD are inside Swedish territory. Operators not

permitted to overfly Swedish territory shall file via a routing outside

Swedish territory.

Traffic via VES VOR/DME shall flight plan via L983 to TUDLO. Routing

VES - T56 to TESPI is on ATC discretion only.

Traffic departing from aerodromes in København, Roskilde or Malmö

TMA may plan routing direct KAS VOR/DME.

Arriving aircraft certified for P-RNAV operations may be assigned a

P-RNAV STAR. Aircraft not certified for P-RNAV operations will be

assigned radar vectors or a STAR not based on the use of P-RNAV.

1.2

Filing of Flight Plan

Flight plan shall not include description of STAR.

1.3

Emergency situations

RWY 04L/22R are normally not in use for emergency situations.

1.4 Performance / Level(s) Restrictions:

Level(s) specified as level restrictions at waypoints of P-RNAV STAR´s, do not constitute authorisation to decend to the level(s) specified. ATC will issue

explicit level clearances. Published level restrictions, which are within range of cleared level shall be complied with. If - due to unexpected

ATC speed restrictions - unable to comply with level restrictions, advise ATC as soon as possible.

Level restrictions:

STAR from

Position

Level restriction

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 17

København/Kastrup

1.7

Final Approach RWY 04L and 22L. Radar Separation.

For final approach to RWY 04L and RWY 22L a minimum radar separa-

tion of 2.5 NM may be used between aircraft on final approach within

10NM from the threshold.

The procedure may be used provided that

The approach radar is operative

Braking action is reported good and runway occupancy time is not

adversely affected by slush, snow, ice or the like.

Runway turn-off points are visible from the TWR or by use of SMR.

The preceding aircraft is not of wake turbulence category HEAVY -

B757 inclusive.

The succeeding aircraft is of the same or higher wake turbulence

category than the preceding aircraft.

Aircraft approach speed is closely monitored by the controller.

Pilots have been advised to vacate the runway rapidly.

1.8

Dependent Parallel Approaches

Dependent parallel approaches will be performed to runways 04L/04R

or 22L/22R.

When weather and runway conditions permit RWY 04L (22L) can be

expected if not otherwise instructed by ATC.

The procedures may be expected daily 0500-2200 (0400-2100) if visibil-

ity is 800 M or more.

The procedures are as follows:

a. Decision concerning applicable runway will be passed by approach

control to the individual aircraft at the latest on intermediate approach.

b. A minimum of 1000 FT vertical or a minimum of 3 NM radar separa-

tion will be provided between aircraft until they are established on paral-

lel ILS's.

c. Minimum radar separation provided to aircraft established on the

localizer course will be 3 NM between aircraft on the same localizer

course (with additional longitudinal separation as required for wake tur-

bulence), and 2 NM between successive aircraft established on parallel

ILS’s.

1.5

Primary Holdings for København/Kastrup

Holding name

Facility or Fix

Inbound track

(MAG)

Turn

MAX IAS

(KT)

MNM/MAX level

Time

Entry procedure

ALMA

ALMA VOR (ALM, Sweden FIR)

55 24 40.7N 013 33 27.1E

CODAN

55 00 05.40N 012 22 45.16E

Direct entry via MONAK

Direct entry via MONAK

LUGAS

Direct entry via TUDLO*

Direct entry via TUDLO*

Direct entry via TUDLO*

ROSBI

VOR/DME TNO 284/18.1NM

Direct entry via TESPI**

Direct entry via TESPI**

Direct entry via TESPI**

SVEDA

SVEDA VOR/DME (SVD,

Sweden FIR)

56 10 07.9N 012 34 25.6E

Notes: *) TUDLO: VOR/DME KOR 253/35.1 NM (55 16 33N 010 38 52E)

**) TESPI: VOR/DME TNO 284/31.6 NM (55 53 54N 010 31 52E)

1.6

Secondary Holdings for København/Kastrup

Holding name

Facility or Fix

Inbound track

(MAG)

Turn

MAX IAS

(KT)

MNM/MAX level

Time

NORTHEAST

2000 FT MSL/6000 FT MSL

1 MIN

Outbound MAX DME KAS 13 NM

NORTHWEST

3000 FT MSL/6000 FT MSL

SOUTHWEST

2000 FT MSL/6000 FT MSL

1 MIN

Outbound MAX DME KAS 10 NM

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 18

København/Kastrup

The minima mentioned above may be reduced when:

•

adequate separation can be provided by the aerodrome controller when

each aircraft is continuously visible to the controller, or

•

each aircraft is continuously visible to pilots-in-command of the other

aircraft concerned and the pilots thereof report that they can maintain

their own separation, or

•

in the case of one aircraft following another, the pilot-in-command of the

succeeding aircraft reports that he has the preceding aircraft in sight

and can maintain separation.

d. Additional longitudinal separation will not be provided for wake tur-

bulence reasons, between aircraft on final approach to 04R/22R follow-

ing aircraft on final approach 04L/22L.

1.9

Precision Approach. Category II/III Operations

The operations are subject to the following procedures and conditions:

a. ATC procedures

CAT II approaches to RWY 04L and CAT II/III approaches to RWY

22L will under normal conditions be allowed only if the runway is

not used for departures.

b. Pilot procedures

Pilots who intend to carry out a Category II/III ILS approach are to

use the following phrase:

"Request Category II (or III) ILS approach runway ....... (mention

runway number)".

Above mentioned request shall be made to either MALMO CONTROL or

to COPENHAGEN CONTROL and confirmed on first contact with

COPENHAGEN APPROACH.

"VACATED RUNWAY" reports must not be given before established on:

•

TWY A when landing on RWY 04L,

•

TWY B when landing on RWY 22L.

c. When CAT III procedures is established vacate via TWY B1, B3 or

B4 only.

1.10

ILS facilities. False signals

During testing of ILS-facilities, false signals are likely to be received by

approaching aircraft, but should be disregarded. Special warnings will be

issued via ATIS.

1.11

Communication after landing

After landing, remain on KASTRUP TOWER until otherwise instructed

When RWY 22 is in use, RWY 22L shall be used for take-off for ICAO

type E and F four engine aircraft, when snow/ice is present on runway

shoulders.

2.2

Standard Instrument Departures

Departing aircraft certified for P-RNAV operations will be assigned a

P-RNAV SID. Aircraft not certified for P-RNAV operations will be

assigned a detailed departure clearance or a SID not based on the use

of P-RNAV.

SIDs are described on pages EKCH SID RWY 04L/R, RWY 12, RWY

22L/R and RWY 30.

For aircraft not following SID, minimum turning altitude after take-off is

600 FT, unless further restricted by noise abatement procedures for the

relevant runway (see SID pages).

2.3

Flight planning

Flight planning shall be via an appropriate SID.

Note:

a. SID ASTOS, BALOX and KOPEX only for propeller ACFT.

b. SID KEMAX, SIMEG, NEXEN and LANGO only for jet ACFT.

c. SID MIKSI only for jet ACFT. When SID MIKSI is not available alter-

nately SID GOLGA applies irrespectively type of aircraft.

d. SID GOLGA only for propeller ACFT. When SID GOLGA is not

available alternately SID MIKSI applies irrespectively type of air-

craft.

e. SID SIMEG and BALOX penetrates Swedish territory. Operators not

permitted to over fly Swedish territory shall flight plan via SID

BETUD. MAX requested FL 70 until BETUD.

SID VEDAR not available for traffic re-entering København FIR

beond VEDAR. Alternate is SID MIKSI and SID GOLGA.

For destinations within København, Roskilde or Malmö TMA flights may

be planned direct between aerodromes.

2.4

Filing of Flight Plan

For destinations outside København, Roskilde or Malmö TMA the SID

termination point shall be stated as the first route point in the flight plan,

followed by:

a. the designator of the ATS route to join, or

b. DCT to the next significant point.

For destinations within København, Roskilde or Malmö TMA, state DCT

or other specified routing.

2.5

ATC clearance delivery

Departing IFR traffic shall contact TWR on 119.900 to obtain ATC clear-

ance before commencing taxiing. Request for ATC clearance may take

place between 30 minutes and 10 minutes prior to engine start up. At

initial contact aircraft type shall be stated.

2.6

Level restrictions

SIDs may include a published initial cleared level and may also include

level restrictions at specific significant points.

Cleared levels, issued explicit by ATC, shall override the published

cleared level. Published level restrictions, which are within range of the

cleared level, shall be complied with. Level(s) specified in level restric-

tions do not constitute authorisation to climb to the level(s) specified.

22 SEP 11

AIRAC AMDT 8/11

AIP DENMARK

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 19

København/Kastrup

23. Additional Information

KASTRUP APRON

Crossing of activated stopbars is prohibited.

1. Aircraft traffic on Apron North requires prior permission from Kas-

trup Apron. A permission obtained from Kastrup Apron is to be

treated in content like an instruction and is to be observed.

2. During peek hours 3 units may be active to control the traffic on

Apron North:

Start-up position

Outbound position (controls all of the outbound traffic)

Inbound position (controls all of the inbound traffic)

Each of the positions is responsible for its own traffic and will pro-

vide apron service on the corresponding frequency.

3. KASTRUP APRON will provide taxi-instructions in Apron North until

the area of responsibility. (See Area of Responsibility Chart).

4. During periods with low traffic intensity one or two positions may be

responsible for all three area, but apron service will be provided on

three separated frequencies simultaneously. The frequencies will

be combined by ATC.

KASTRUP TOWER

1. During parallel runway operations two runwaycontrollers, call-sign

"KASTRUP TOWER", are active each with their own runway and

area of responsibility (See Area of Responsibility Chart).

Note: During single runway operations special rules and areas will

be in force.

2. Normally one ground controller, call-sign "KASTRUP TOWER", is

active with his own area of responsibility. (See Area of Responsibil-

ity). All in- and outbound traffic can expect to be instructed to

change to this ground controller, call-sign "KASTRUP TOWER"

from "KASTRUP APRON" or from another "KASTRUP TOWER".

Pilots shall not change frequency without ATC instructions.

3. During periods with low traffic intensity one runwaycontroller may

be responsible for all areas, therefore all frequencies will be com-

bined by ATC.

4. Crossing of activated stopbars is prohibited. Traffic may proceed

only after ATC clearance

and when the stopbar light is switched off.

If the stopbar is out of service contingency measures are in force:

a. Alternative taxiroute where the stopbar is working will be used

first of all.

b. If no alternative taxiroute is available a follow-me car will be

used, with RTF-confirmation to cross the stopbar with the infor-

mation stopbar is out of service.

c. If no follow-me car is available, the RTF-confirmation to cross

the stopbar with the information stopbar is out of service.

Arrival

Follow the standard taxiroutes to RWY 04L and RWY 22L depending on

runway in use, according to standard taxi route 04L or standard taxi

route 22L.

Note: For permitted taxiroutes, depending on aircraft type, see GMC-1

to GMC-5.

KASTRUP TOWER will give permission to cross RWY 12/30. Depending

on parking stand KASTRUP TOWER will allocate traffic to the western

or eastern part of the aerodrome.

Departure

KASTRUP TOWER will give permission to cross RWY 12/30.

1. Crossing of activated stopbars is prohibited. Traffic may proceed

only after ATC clearance

and when the stopbar light is switched off.

If the stopbar is out of service contingency measures are in force:

a. Alternative taxiroute where the stopbar is working will be used

first of all.

b. If no alternative taxiroute is available a follow-me car will be

used, with RTF-confirmation to cross the stopbar with the infor-

mation stopbar is out of service.

c. If no follow-me car is available, the RTF-confirmation to cross

the stopbar with the information stopbar is out of service.

Ref: PANS-RAC, Doc 4444. Procedures for Air Navigation Services -

Rules of the Air and Air Traffic Services.

Thirteenth Edition Part V - Aerodrome Control Service.

AIP GEN 1.7 - 3 Item 4.7. .

Bullet 4 is not applicable and permission will not be granted.

ATIS (ARR and DEP) and DEP clearances via datalink

1.1 ATIS (ARR and DEP) and DEP clearances (DCL) via datalink

(ARINC/SITA) are available. Aircraft equipped with ACARS compliant

with ARINC 623 Protocol will be able to use the datalink service. If

unsuccessful, request DCL by voice from ATC.

1.2 Earliest time for obtaining predeparture clearance via datalink

(ACARS) is 60 minutes prior to EOBT or CTOT, whichever is the latest.

Latest time for obtaining clearance is 10 minutes after EOBT or

CTOT,whichever is the latest. The cockpit acknowledgement of the

clearance has to be sent via datalink within 5 minutes after recieving the

clearance.

Example: When using datalink, a departure with EOBT 1200 can obtain

clearance between 1100 and 1210. If the same flight has a CTOT at

1225, clearance can be obtained from 1125 and until 1235.

Limitations in ATIS

1.1

To keep the length of the ATIS broadcast within the recom-

mended 30 seconds the following apply:

a. Flow restrictions will not be broadcast. The pilot-in-command must

consult the Airport Briefing Office to obtain information about valid

flow restrictions.

b. Information about variation in wind direction will be broadcast only if

the mean wind velocity is 6 KT or more.

c. Information about ice and snow conditions on taxiways and parking

areas will be collected into a general information based on the

worst values for the area

Gliding and Hang Gliding

1.1

Gliding not allowed at AD.

12 MAR 09

AMDT 4/09

AIP DENMARK

Trafikstyrelsen/Danish Transport Authority

AD 2 - EKCH - 20

København/Kastrup

24. Charts Related to the Aerodrome

Chart type

Chart title

Aerodrome Chart - ICAO

Aircraft Parking/Docking Chart - ICAO

Aerodrome Ground Services Charts

Aerodrome Ground Movement Chart

Aerodrome Obstacle Chart - ICAO type A

Precision Approach Terrain Chart - ICAO

Standard Departure Chart - Instrument - ICAO

Standard Arrival Chart - Instrument - ICAO

Instrument Approach Chart

Area of Resonsibility

Standard Taxi Routes 04L

Standard Taxi Routes 22L

ILS/DME 04L (CAT I+II)

ILS/DME 04R

VOR/DME 04R

ILS/DME 22L (CAT I+II+III)

Noise Monitoring System

10 FEB 11

AMDT 3/11