GENERAL INFORMATION The aerodrome consists of three runways (04L-22R, 04R-22L, 12-30) and four aprons. The two parallel runways are about 3000 metres long while the intersecting runway (12-30) is about 2500 metres long. Runway 04L features ILS CAT II equipment, runway 22L is fully equipped for CAT III. There are specific areas for de-icing adjacent to taxiways A, B and on taxiway V. Apron North is too short in default MSFS X (FSX) scenery. Traffic with default FSX scenery, parked in the NW corner of the airport, will appear to be in a wrong position. PARKING POSITIONS Commercial passenger traffic should part at a stand on apron north. Cargo traffic should park on apron east. General aviation traffic should park on apron east or apron south. Aerodrome layout (schematic). Only main taxiways are shown. Page 1
ATS AIRSPACE A CTR (control zone) is established around the aerodrome with an upper limit of 1500 FT MSL, class D airspace. A TMA is established above the CTR, extending from various lower levels to FL195, class C airspace. The separation minima for radar separation within the TMA is 3 NM. Roskilde TMA (EKRK) is positioned directly below Copenhagen TMA. The TMA with lower limits noted Kastrup TWR is responsible for the CTR. Copenhagen APP is responsible for the TMA and may provide service in Roskilde TMA and CTR if desired. Standard instrument departures (SID) are established for all runways, based on RNAV. Standard arrival routes (STAR) are established for all runways. Non-RNAV STARs are usually used, however, RNAR STARs also exist. Page 2
TRANSITION LEVEL The transition altitude is 5000FT. The transition level is based on the current QNH, see the below table. QNH range Transition level 978-995 hpa FL 70 996-1013 hpa FL 65 1014-1031 hpa FL 60 1032-1050 hpa FL 55 ATS POSITIONS Position ID Callsign Frequency Area of responsibility EKCH_DEL Kastrup Clearance Delivery 119.900 MHz IFR clearances EKCH_GND Kastrup Apron 121.625 MHz Ground traffic on apron north EKCH_TWR Kastrup Tower 118.100 MHz Traffic on ground and in CTR EKCH_APP Copenhagen Approach 119.800 MHz Traffic in the TMA EKCH_D_TWR Kastrup Tower 119.350 MHz Traffic on departure runway EKCH_A_APP Copenhagen Approach 118.450 MHz EKCH_F_APP Kastrup Final 120.200 MHz To be advised EKCH_N_DEP Kastrup Departure 120.250 MHz EKCH_S_DEP Kastrup Departure 124.975 MHz Note: the last five units on the above list shall not be opened unless specifically approved by division staff. These units will only be available during special circumstances (events). NOISE ABATEMENT PROVISIONS The City of Copenhagen is located northwest of the aerodrome. Overflying the city at low altitudes should be avoided. Because of this, the use of runway 12 and departures on runway 30 is restricted. Runways 04L-22R and 04R-22L are preferential runways. Runway 12-30 may be used if one or both of the preferential runways cannot be used due to a crosswind component of more than 15 knots. Even in such wind conditions, the preferential runways should generally remain the active runways. Runway 12 or 30 should be used only if requested by a pilot. The above restrictions do not apply to landings on runway 30. Departures on runway 12 must not be allowed to commence takeoff from position K1/F1. Takeoff on runway 12 shall be done from position K3, except for heavy aircraft which may takeoff via taxiway K2. Page 3
FLIGHT PROCEDURES ARRIVING IFR TRAFFIC ACC Copenhagen (EKDK)/Malmö ACC (ESMM) will direct inbound traffic via an appropriate non-rnav STAR and descend traffic as described below: Via SVD FL100 Via TESPI FL90 Via TUDLO or MONAK FL80 Via ALM 5000FT RNAV STARs should not be used. Note that most IVAO pilots do not know how to correctly follow the STAR routes. Therefore, the below procedures is recommended: After approval from Copenhagen APP, area control may direct inbound traffic direct to the below points, depending on the runway in use. BASLO, ERPUK or DOPEM for runway 04 EPOXO, BASLO or LAMOX for runway 12 LAMOX, ABEGI or ADOVI for runway 22 ULTIS, BASLO or LAMOX for runway 30 Inbounds traffic via one of the above points will be descended to FL80 to be level 15NM before the point in question. Copenhagen APP shall direct traffic toward the final approach as appropriate, paying special attention to the lower limits of the TMA. Descending traffic below the TMA is not allowed. ILS or visual approach procedures should be used. Traffic may be instructed to intercept the ILS glideslope at any appropriate altitude, taking into consideration the lower limit of the TMA and minimum safe altitude (MSA) as noted on ILS charts. Visual approaches may only be used after coordination with Kastrup TWR. Arriving traffic should be transferred to Kastrup TWR when established on the ILS approach, or, for traffic performing a visual approach, when appropriate (before entering the control zone). Kastrup TWR shall issue landing clearance as appropriate. In case of a missed approach, Kastrup TWR shall instruct traffic to follow standard missed approach, explicitly instructing traffic to stop climb at 3000FT. If runway 04L is in use, it Kastrup TWR should clear traffic to perform a long landing if the traffic situation permits, as it will result in a shorter taxi route. Traffic shall remain on TWR frequency until reaching apron north. Kastrup TWR shall instruct traffic to cross runway 12 and hold short of taxiway Z/K before transferring to Kastrup Apron. Page 4
Traffic not parking on apron north shall remain on TWR frequency until parked and receive taxi instructions as appropriate. This includes cargo traffic to apron east. Kastrup Apron shall issue taxi instructions on apron north as appropriate. Taxiway Y should be used for inbounds traffic. Runway 12/30 may be for taxiing traffic when coordinated with Kastrup TWR. Traffic on runway 12/30 must be on TWR frequency. DEPARTING IFR TRAFFIC Kastrup Clearance Delivery shall issue en-route clearance via SID in accordance with the runway in use. Traffic unable to follow SID shall be coordinated individually with Copenhagen APP. SIDs via BETUD shall not be used. Traffic with destination within Denmark must not use a SID via VEDAR. This traffic should instead be cleared via MIKSI or GOLGA. Note that some SIDs are restricted to aircraft with specific engine types (jet/prop). See SID charts for details. The initial climb instruction on the SID may be included in the clearance if deemed necessary. Traffic on apron north shall be instructed to contact Kastrup Apron for pushback and start. Traffic not parked on apron north shall be instructed to contact Kastrup TWR. Kastrup Apron shall coordinate pushback. Simultaneous pushback from two adjacent stands is not allowed. Kastrup Apron shall issue taxi instructions on apron north as appropriate. Taxiway Z should be used for outbound traffic. If crossing or entering a runway is necessary during taxi, traffic shall be instructed to hold short of the runway and then be transferred to Kastrup TWR for further taxi. Runway 12/30 may be for taxiing traffic when coordinated with Kastrup TWR. Kastrup TWR shall issue taxi instruction and takeoff clearance as appropriate. Prior coordination with APP is not required for traffic via SID. In connection with the takeoff clearance, Kastrup TWR shall instruct traffic to contact the appropriate APP frequency when airborne. Copenhagen APP shall direct departing traffic toward the SID termination point by using radar vectors and route shortcuts as appropriate. The SID speed restriction may be cancelled at any time (TMA is class C airspace). Copenhagen APP may route departing traffic directly to the SID termination point, even when this is positioned outside of the TMA. Jet engine traffic shall be climbed toward FL190, propeller engine traffic shall be climbed toward FL140, or cruise level if lower. Traffic shall be transferred to area control in a timely manner so that a continuous climb can be carried out. Page 5
VFR TRAFFIC IN THE CONTROL ZONE Service to VFR traffic in the control zone shall be provided in accordance with the airspace classification (class D). A number of VFR reporting points, VFR routes and holding points have been established, and can be used for traffic entering, leaving or flying in the control zone. Kastrup control zone with reporting points noted VFR TRAFFIC OUTSIDE OF THE CONTROL ZONE Service to VFR traffic in the TMA shall be provided in accordance with the airspace classification (class C). Service to VFR traffic below controlled airspace will be provided by ACC Copenhagen. This traffic shall not be on the frequency of Copenhagen APP. Page 6
RUNWAY USAGE Kastrup TWR is responsible for determining the runway in use. One of the following runway configurations should normally be used: Wind from the W/SW/S: Landing 22L, departing 22R. Alternative: Landing 30, departing 22R. Wind from the N/NE/E: Landing 04L, departing 04R. During night time, from 2300 to 0600 Danish time, runway 12/30 is closed. During this time, if the wind is from W/SW/S, runway 22L shall be used as the only runway. The restrictions described in the section on noise abatement provisions shall be considered when determining the runway in use. Independent parallel approaches are never allowed, regardless of the runway configuration. Page 7