Stockholm-Arlanda Airport

AIRPORT CONTACT

No changes reported by the airport in 2008
Verify information below with the airport.

ELEVATION: 41.9 m

RUNWAY INFORMATION
Orientation	Length (m)	Displaced Threshold (m)	Glide Slope(deg)	Width (m)
01L/19R	3301	-	-	45
01R/19L	2500	-	-	45
08/26	2500	-	-	45

NOISE ABATEMENT PROCEDURES

See AIP Sweden ESSA AD2.21 for details Engine Reverse - do not use more than idle reverse or equivalent between 2100-0500 (2000-0400). Routes for arriving and departing IFR and VFR traffic as described in AIP Sweden AD 2.22 have been established also for noise abatement purposes. Aircraft shall strictly adhere to assigned route and be operated in such a manner that unnecessary noise disturbances are not caused. Airplanes with a MTOW of less than 34,000 kg certified as Chapter 2, are not allowed to depart from or arrive at the airport between 2100 and 0600 (2200-0700). General For environmental reasons, frequent changes of runways for take-off and landing will take place even in peak hours. The runway use is basically regulated through environmental regulations in order to minimize noise disturbance in populated areas in the vicinity of the airport. Use of Runway 08/26 The use of RWY 08 for landing and RWY 26 for take-off is restricted to those occasions when meteorological conditions or other circumstances eliminates the use of other runways. Use of Runways during the night During the night either one or two runways will be used and the decision of which will mainly be based on the winds and on noise abatement. RWY 19L is used for take-off during the night between 2100 and 0600 (2000-0500) only when wind speed and direction so requires. RWY 19R is not available to departing aircraft between 2100 and 0600 (2000-0500) except for performances reasons. Approach To reduce noise disturbances the following apply: - Visual approach is not accepted - When cleared for ILS approach 2500 ft (4000 ft for RWY 01R) shall be maintained until established on glide path. See Continuous Descent Arrival (CDA) information below.

CONTINUOUS DESCENT ARRIVAL (CDA)

When approaching the airport, the use of CDA procedure (Continuous Descent Approach) and low power, low drag operating procedures are recommended to minimize noise disturbance on the ground. The CDA procedure should begin from as high altitude as possible. The aircraft should maintain as clean as possible during approach, provided that this is consistent with ATC speed control requirements and the safe operation of the aircraft. When inbound traffic is sequenced by vectoring, clearance below transition altitude will include an estimate of track distance to touch down. ATC may give descend clearance which does not comply with CDA procedures when the traffic situation requires. For noise monitoring purposes, an arrival is classified as a CDA if it contains maximum one phase of level flight, not longer than 2 NM, below an altitude of 5000 ft.

AIRPORT CURFEWS - NONE

Airplanes with a MTOW of less than 34,000 kg certified as Chapter 2, are not allowed to depart from or arrive at the airport between 2100 and 0600 (2200-0700).

PREFERENTIAL RUNWAYS

See AIP Sweden ESSA AD 2.20 for details. 11.1 Preferential RWY System The runways in use at the airport will be selected by ATC according to a preferential runway system. The system is based on the following: - safety - a combination of noise abatement procedures and traffic intensity - wind and visibility Deviations from an assigned runway in order to obtain a shorter taxi route, departure or approach pattern will not be permitted. Due to noise abatement considerations, the use of a non-preferential runway for take-off or for landing is not permitted unless requested for safety reasons by the pilot.

OPERATING QUOTA - NONE

ENGINE RUN-UP RESTRICTIONS

When conditions permit, do not use more than IDLE reverse or equivalent between 2100-0500.

APU OPERATING RESTRICTIONS

APU shall not be used on parking unless required for engine start or adjustment of cabin heat. On these occasions APU must not be started earlier than 5 minutes before estimated time for push back or taxiing. When temperature outside exceeds 25 C and where air cannot otherwise be circulated in the cabin, APU may be started at a maximum of 20 minutes before estimated time for push-back or taxiing.

NOISE BUDGET RESTRICTIONS

Annual equivalent noise must not exceed an area indicated on map.

EMISSIONS SURCHARGE

Emissions Related Surcharge: The emission charge follows the LTO-cycle, which is based on certified emissions values of NOx and HC in the LTO-cycle. The absolute amount of NOx within the LTO cycle is calculated by using the average measured values for all LTO modes on the individual engine. 1. NOx Aircraft = Engines(60 x fuel flow x NOx -index divided 1000) 2. If HC lto > 19.6 g/kN the NOx aircraft is multiplied with a factor a a=1 if HC Dp/Foo <= 19.6 g/kN a>1 if HC Dp/Foo > 19.6 g/kN Emission Value per A/C = a x NOx per aircraft engine Charge SEK 50.00 per kg NOx Note: For take off/landing after and before normal operational hours an additional landing charge, noise and emission charges as well as an additional TNC, minimum of SEL 1,000 will be charged.

NOISE SURCHARGE

Method for Calculating Noise Charges and Rebated - Click Here Note: The equation to calculate a noise surcharge was originally proposed by TANC (Transport Aircraft Noise classification), a technical subgroup to ANCAT, and endorsed by ECAC in June 2000. Ta and Td are min noise thresholds for the considered airport. In Sweden, the thresholds have been calculated based on data for total noise energy emitted at one or several airports. The resulting thresholds, different for landing and departure, are then applicable to all airports run by Lfv (Swedish CAA). Currently, max threshold is 104 EPNdB for landing and 99 EPNdB for departure. Min thresholds are 13 dB lower. The parameter C in the equation, unit noise charge, varies between the airports and is higher for a noise sensitive airport. The thresholds and unit noise charge are supposed to be revised every three years.

7/2008 IATA Airport & En Route Aviation Charges Manual
Landing Charge (Int'l. & Domestic)	Fixed Charge	+ Rate per tonne
up to 25 tonnes	SEK	+ 22.00
25-100 tonnes	SEK 550.00	+ 65.00 over 25t
Over 100 tonnes	SEK 5425.00	+ 30.00 over 25t
Minimum Charge	SEK 280.00 per landing
Applies to aircraft over 9 tonnes:
The noise charge for an aircraft is calculated according to the aircraft's certified noise level in accordance with ICAO Annex 16 Volume 1, Chapter 3 or Chapter 5. Those aircraft which have not been certified in accordance with ICAO Annex 16, Chapter 3 or Chapter 5, noise charges will be calculated in accordance with FAR Part 36 Stage 3. Aircraft which are unable to show certified noise levels according to the above mentioned documents will be charged at the highest noise rate.
Calculation: Ctot = C x (10^[(La-Ta)/10] +10^[(Ld-Td)/10]) Where: Ctot = Charge for one landing C = Unit noise charge La = Approach level of the individual aircraft Ta = Minimum Threshold at approach Ld = Average of the sideline and take-off levels of the individual aircraft Td = Minimum threshold at departure If La-Ta or Ld-Td is 0 or negative, the approach- resp. departure-factor counts as 0. Unit Noise Charge = SEK 30.00 Maximum Charge = SEK 600.00

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

    Yes

FLIGHT TRACK MONITORING SYSTEM - NONE

NOISE LEVEL LIMITS

70 dB outside a nearby hospital, 70 dB in surrounding towns. Restrictions on annual equivalent noise in surrounding towns. Flight track information system in operation.

CHAPTER 2 RESTRICTIONS

Airplanes with a MTOW of less than 34,000 kg certified as Chapter 2, are not allowed to depart from or arrive at the airport between 2100 and 0600 (2200-0700). 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 airplanes>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 - NONE