Copenhagen Airport

IATA/ICAO CODE: CPH/EKCH
CITY: Kastrup
COUNTRY: Denmark

AIRPORT CONTACT 

Information confirmed as current by the airport 5/2008
Name: Environmental Department Erik Nielsen
Title:   Director, Environmental Affairs
Airport: Copenhagen Airport Copenhagen Airport
Address:



 Lufthavnsboulevarden 6
Box 74
DK-2770 Kastrup
Denmark
 Lufthavnsboulevarden 6
Box 74
DK-2770 Kastrup
Denmark
Phone: +45 3231 2560 +45 32 31 2560
Fax: +45 3231 3103 +45 32 31 3103
Email: maf@cph.dk  
Airport Web Site: http://www.cph.dk/

ELEVATION: 17 ft.
RUNWAY INFORMATION
Orientation
Length (ft)
Displaced
Threshold (ft)
Glide Slope(deg)
Width (ft)
04L/22R
9843
-
-
151
04R/22L
10827
-
-
151
12/30
7759
-
-
150

NOISE ABATEMENT PROCEDURES

Noise abatement procedures for jet aircraft irrespective of weight and for propeller and turboprop airplanes with MTOW of or above 11000 KG:

1. General Provisions

1.1 In connection with approach to landing, the following minimum heights over Greater Copenhagen (within 15 NM to DME KAS) shall be observed:

a. Propeller and turbojet aircraft 1500 ft

b. Jet aircraft 2500 ft

Equivalent heights also applicable for runway 12 until on final approach.

With regard to runway activity, see preferential runways. 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.

CONTINUOUS DESCENT ARRIVAL (CDA) - NONE

AIRPORT CURFEWS
The airport is open 24 hours, however certain restrictions are in force in the night period, see restrictions under Noise Level Limits.

PREFERENTIAL RUNWAYS

Continued as part of the Noise Abatement Procedures:

Day Period 0600-2300
2. Use of runway system during the day period (0600-2300) local time.

2.1 The preferential runways shall be used to the greatest extent possible.

2.2 When in the period 0700-2200 local time the runway in use is RWY 22L/R, RWY 22R shall be used for take-off and RWY 22L for landing. When the runway in use is RWY 04L/R, RWY 04R shal be used for take-off and RWY 04L for landing. This runway configuration must be used unless one of the runways cannot be used due to snow clearance, disabled aircraft, work on the runway or runway conditions. 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.

2.3 When in the periods 2200-2300 and 0600-0700 local time, the runway in use is 22L/R, runway 22L shall be used for take-off and landing.

2.3.1 Runway 22R may however, be used for take-off in the period 2200-2300 and 0600-0700 local time when:

a. Runway 22L is used for ILS CAT II approaches.
b. Runway 22L can not be used for take-off 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.

2.4 Runway 12 and 30 may be used when the preferential runways can not be used due to:

a. The crosswind component on the preferential runways exceed 15 knots.
b. The friction coefficient is below .30 on any part of thepreferential runways.
c. The meteorological conditions are below minimal for landing on the preferential runways.
d. Snow clearence
e. Disabled aircraft
f. Work on the runway or taxiways
g. Runway condition.

When wind conditions so permit, runway 12 shall be used for take-off in preference to runway 30.

2.4.1 Runway 30, may however, be used for landing without restrictions.

2.4.2 If preferential runway is runway in use irrespective that the crosswind component exceeds 15 knots, a request to use runway 12 or 30 will be complied with.

2.5 If a preferential runway is not runway in use due to the cross wind component exceeding 15 knots, a request to use a preferential runway will be complied with if the handling of the other traffic so permits.

2.6 A request for permission to deviate from a clearence will be complied with if the Pilot-in-Command claims safety reasons.

Night Period (2300-0600)
3. Use of the runway system during the night period (2300-0600) local time.

3.1 When runway in use is 22L/R, runway 22L shall be used for take-off and landing.

3.1.1 Runway 22R may however, be used for take-off when;

a. Runway 22L is used for ILS CAT II approaches
b. Runway 22L can not be used for take-off due to snow clearence, disabled aircraft, work on the runway or runway conditions.
c. An extraordinary traffic situation causes delays of more than one hour.

3.2 Runway 12 and 30 are closed for take-off and landing, however runway 30 may be used for landings when:

a. The crosswind component on the preferential runways exceeds 15 knots.
b. The preferential runways are not available due to disabledaircraft, snow clearance, work on the runways, etc.

3.2.1 Furthermore runway 12 and 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 runway 04L/R-22L/R are not available.
b. For landing in such cases where Kobenhavn Airport, Kastrup, is planned as alternate airport and runway 04L/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 aircraft 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 situation.

OPERATING QUOTA - NONE

ENGINE RUN-UP RESTRICTIONS
These regulations apply to run-up of all types of aircraft engines, except for APU's. However, run-ups made immediately before planned take-off forming part of the take-off procedure in question is not included.

Run-up of engines must not be made during the period of ban (2300-0500) local time.

During the restricted curfew hours (1900-2300 and 0500-0700) local time and Sundays and holidays from midnight to midnight and on Constitution Day between 1200-2400, engine run-ups may be carried out only if essential for punctual execution of planned flights. Consequently, engine run-ups during curfew are not allowed in preparation for the procuring of a spare aircraft.

Engine run-ups may only be carried out at the specific test sites.

Engine idle runs on numbered stands may only be carried out if prior permission has been obtained from Apron Tower.

All engine run-ups and idle run of engines are to be kept to a minimum and are to be reported to the Copenhagen Airports A/S in accordance with the current rules of reporting.

APU OPERATING RESTRICTIONS
The use of APU must be limited as much as possible. APU may be used:

5 minutes after "on block"
5 minutes before ETD

Exemptions:

If the outside air temperature is below -10 degrees C or above +25 degrees C or if the fixed ground power/airconditioning installations are unserviceable, use of APU is permitted ads follows:

Aircraft types A300, A310, A330, A340, B747, B767, B777, DC10, MD11 and L1011 are allowed to use APU 10 minutes after "On Block" and 45 minutes before estimated time of departure (ETD).

All other aircraft types are allowed to use APU 5 minutes after "On Block" and 15 minutes before Estimated Time of Departure (ETD).

NOISE BUDGET RESTRICTIONS
As a consequence of an environmental approval given in April 1997 a noise quota is now in force. Until the year 2005 the equivalent noise exposure (DENL) from aircraft operations and taxi activities may not exceed the noise exposure from 1996 with a tolerance of 1 dB.

From and including the year 2005 the noise exposure from aircraft operations and taxi activities may not exceed the noise exposure predicted for the year 2005. This involves a reduction of the noise exposure of about 5 dB from 2005.

NOISE SURCHARGE - NONE

NOISE MITIGATION/LAND USE PLANNING PROGRAM INFORMATION
Type of Program
Date Implemented
Status
Sound Insulation (Residences and Public Buildings)
-
 unknown
Purchase Assurance for Homeowners Located Within the Airport Noise Contours
-
 unknown
Avigation Easements
-
 unknown
Zoning Laws
-
 unknown
Real Estate/Property Disclosure Laws
-
 unknown
Acquire Land for Noise Compatibility to date
-
 unknown
Population within each noise contour level relative to aircraft operations
-

unknown
Airport Noise Contour Overlay Maps
-
 unknown
Total Cost of Noise Mitigation Programs to Date
-

unknown
Source of Noise Mitigation Program Funding for Aircraft Noise
-
 unknown

NOISE MONITORING SYSTEM




Takeoff
Engineering Scale
 
1
5
6
7
8
9
Runway
DBR
SL
DBR
SL
DBR
SL
DBR
SL
DBR
SL
DBR
SL
04L
27
3.1
18.1
9.7
5.9
10.3
-8
10.6
-8.4
4.4
14.5.
3.7
04R
16.2
5.9
7.2
6.7
-5
7.3
-18.9
7.4
-19.4
7.4
3.7
6.7
12
5.2
6
14.7
4.5
13.6
16.7
11.8
30.4
-3
28.9
1
6.3
30
10.5
6
-0.9
4.5
0.3
16.7
2.1
30.4
16.9
28.9
12.9
6.3
22R
-9.3
3.1
-0.2
9.7
12
10.3
26
10.6
26.4
4.4
3.5
3.7
22L
0
5.9
8.4
6.7
21.1
7.3
35.1
7.4
35.5
7.4
12.6
6.7

Meters                      
04L
5294.12
607.84
3549.02
1901.96
1156.86
2019.61
-1568.63
2078.43
-1647.06
862.75
2843.14
725.49
04R
3176.47
1156.86
1411.76
1313.73
-980.39
1431.37
-3705.88
1450.98
-3803.92
1450.98
725.49
1313.73
12
1019.61
1176.47
2882.35
882.35
2666.67
3274.51
2313.73
5960.78
-588.24
5666.67
196.08
1235.29
30
2058.82
1176.47
-176.47
882.35
58.82
3274.51
411.76
5960.78
3313.73
5666.67
2529.41
1235.29
22R
-1823.53
607.84
-39.22
1901.96
2352.94
2019.61
5098.04
2078.43
5176.47
862.75
686.27
725.49
22L
0
1156.86
1647.06
1313.73
4137.25
1431.37
6882.35
1450.98
6960.78
1450.98
2470.59
1313.73
Feet                      
04L
17364.71
1993.73
11640.78
6238.43
3794.51
6624.31
-5145.1
6817.25
-5402.35
2829.8
9325.49
2379.61
04R
10418.82
3794.51
4630.59
4309.02
-3215.69
4694.9
-12155.29
4759.22
-12476.86
4759.22
2379.61
4309.02
12
3344.31
3858.82
9454.12
2894.12
8746.67
10740.39
7589.02
19551.37
-1929.41
18586.67
643.14
4051.76
30
6752.94
3858.82
-578.82
2894.12
192.94
10740.39
1350.59
19551.37
10869.02
18586.67
8296.47
4051.76
22R
-5981.18
1993.73
-128.63
6238.43
7717.65
6624.31
16721.57
6817.25
16978.82
2829.8
2250.98
2379.61
22L
0
3794.51
5402.35
4309.02
13570.2
4694.9
22574.12
4759.22
22831.37
4759.22
8103.53
4309.02
Approach
Engineering Scale
 
1
5
6
7
8
9
Runway
DBR
SL
DBR
SL
DBR
SL
DBR
SL
DBR
SL
DBR
SL
04L
-27
3.1
-18.1
9.7
-5.9
10.3
8
10.6
8.4
4.4
-14.5.
3.7
04R
-16.2
5.9
-7.2
6.7
-5
7.3
18.9
7.4
19.4
7.4
-3.7
6.7
12
-1.1
6
-12.7
4.5
-11.5
16.7
-9.7
30.4
5.2
28.9
-11.8
6.3
30
-9.4
6
2
4.5
0.9
16.7
-1
30.4
-15.7
28.9
12.9
6.3
22R
11.9
3.1
2.9
9.7
-9.3
10.3
-23.3
10.6
-23.7
4.4
-0.8
3.7
22L
0
5.9
8.4
6.7
-21.1
7.3
-35.1
7.4
-35.5
7.4
-12.6
6.7

Meters                      
04L
-5294.12
607.84
-3549.02
1901.96
-1156.86
2019.61
1568.63
2078.43
1647.06
862.75
-2843.14
725.49
04R
-3176.47
1156.86
-1411.76
1313.73
980.39
1431.37
3705.88
1450.98
3803.92
1450.98
-725.49
1313.73
12
-215.69
1176.47
-2490.2
882.35
-2254.9
3274.51
-1901.96
5960.78
1019.61
5666.67
215.69
1235.29
30
-1843.14
1176.47
392.16
882.35
176.47
3274.51
-196.08
5960.78
-3078.43
5666.67
-2313.73
1235.29
22R
2333.33
607.84
568.63
1901.96
-1823.53
2019.61
-4568.63
2078.43
-4647.06
862.75
-156.86
725.49
22L
0
1156.86
-1647.06
1313.73
-4137.25
1431.37
-6882.35
1450.98
-6960.78
1450.98
-2470.59
1313.73
Feet                      
04L
-17364.71
1993.73
-11640.78
6238.43
-3794.51
6624.31
5145.1
6817.25
5402.35
2829.8
-9325.49
2379.61
04R
-10418.82
3794.51
-4630.59
4309.02
3215.69
4694.9
12155.29
4759.22
12476.86
4759.22
-2379.61
4309.02
12
-707.45
3858.82
-8167.84
2894.12
-7396.08
10740.39
-6238.43
19551.37
3344.31
18586.67
707.45
4051.76
30
-6045.49
3858.82
1286.27
2894.12
578.82
10740.39
-643.14
19551.37
-10097.25
18586.67
-7589.02
4051.76
22R
7653.33
1993.73
1865.1
6238.43
-5981.18
6624.31
-14985.1
6817.25
-15242.35
2829.8
-514.51
2379.61
22L
0
3794.51
-5402.35
4309.02
-13570.2
4694.9
-22574.12
4759.22
-22831.37
4759.22
-8103.53
4309.02

FLIGHT TRACK MONITORING SYSTEM
CPH has a Flight track Monitoring System. Take-off from RWY 12, 22L, 22R and 30 as well as arrivals on RWY 04L and 04R are monitored and deviations reported to the CAA for further action. See AIP Denmark, AD2 EKCH, 21 Noise Abatement Provisions para. 4.1.1, 4.1.2, 4.1.3, 4.1.4 and 4.2.1.


NOISE LEVEL LIMITS
As of 1 January 2005
Maximum levels:

Aircraft operations:
The maximum A-weighted sound pressure level from takeoff and landing in six measure stations (NMT 1, 5,6,7,8 and 9) located in the surrounding housing sectors in the period from 2300-0600 must not exceed 80 dB(A). However delayed or early arriving A/C with departure or arrival scheduled in the period between 0600-2300 are excepted.

Take-off between 2300-0600 may take place only, if an advance approval has been issued by Copenhagen Airports.

Aircraft taxi activities:
The maximum A-weighted sound pressure level from taxiing in the positions shown below from 2300-0600 must not exceed the following:

Position-

1. H. Jastraus Alle 4 meters over the ground

79 dB(A)

2. Skyttehoj (NMT 10), 10 meters over the ground

 74 dB(A)

3. Askov Alle(NMT 9), 5 meters over the ground

 70 dB(A)

4. Nordre Kinkelgade, 4 meters over the ground

72 dB(A)

5. Rybakkeve (NMT 5), 5 meters over the ground

 70 dB(A)

CHAPTER 2 RESTRICTIONS
Chapter 2 airplanes >75,000 lbs are banned from operating at airports in EU Member States as of April 1, 2002.

CHAPTER 2 PHASEOUT
From April 1, 2002 all civil subsonic jet aeroplanes >75,000 lbs operating at airports in EU Member States must comply with the standards specified in Part II, Chapter 3, Volume 1 of Annex 16 in accordance with EU Council Directive 92/14/EEC.


CHAPTER 3 RESTRICTIONS
See information under Noise Level Limits.