Copenhagen Airport, Kastrup (EKCH)
A comprehensive briefing pack (.pdf) can be found here.
Kastrup is Denmark’s main international airport, located at the island of Amager just 8 km south of Copenhagen and 24 km from Sweden’s Malmö. It is the oldest, largest and also the busiest Scandinavian airport measured by passenger count, direct long haul routes and total number of destinations. The airport is a hub for Scandinavian Airlines and serves many airlines.
- Kastrup Delivery (EKCH_DEL) – 119.900
- Kastrup Apron (EKCH_GND) – 121.900
- Kastrup Tower (EKCH_TWR)- 118.10
- Copenhagen Approach (EKCH_APP) – 119.80
- Copenhagen Control (EKDK_CTR) – 135.27
The default scenery for Copenhagen Kastrup in flight simulators are inaccurate at best, in order to have a realistic experience while taxiing, it is recommended to download and install one of the following sceneries:
Payware FS9: http://secure.simmarket.com/scansim-fly-to-ekch-copenhagen-kastrup-v3-fs9.phtml
- FlyTampa: http://secure.simmarket.com/flytampa-copenhagen-fsx-p3d.phtml
- Scansim: http://secure.simmarket.com/scansim-fly-to-ekch-copenhagen-kastrup-v3-fsxp3d.phtml
Freeware FS9: http://www.rbdesign.se/swedflight.html
FSX compatibility patch for freeware FS9 version:http://library.avsim.net/esearch.php?DLID=135995
Freeware X-Plane: http://www.rbdesign.se/xplane.html
Copenhagen Kastrup has three runways.
Runways 04L/22R and 04R/22L are used as the preferred main runways while 12/30 is used when the crosswind factor for the main runways exceeds 15 kn or if the weather is below minima for the preferred runways. Landings are performed from the left runway and takeoff are performed from the right runway. Aircraft parked at Apron East may request runway 22L for their departure along with the clearance. Runway 22L is used for takeoff and landing at between 2200-2300 and 0600-0700 Danish time.
Passenger flights are served at Apron North, which includes terminals 1 to 3 and the Go terminal. Cargo airlines are served at Apron East. Gates and stand assignments are complex. Below are some basic guidelines:
Gates A25-34:Domestic Light/Medium
Gates A18-A23: Schengen/Domestic
Gates A4-A14:Domestic connecting international
Gates A17-A15:Non Schengen
Gates B2-B19,C10: Star Alliance – Schengen
Gates C23-C49: Non Schengen – All airlines. All passenger widebody/heavy aircraft
Gates D1-D4:Star Alliance – Schengen
Stands F1-F9: Low cost
Stands F90-F98: All regional aircraft
Stands G120-G137: Cargo
IFR flight clearance:
At Apron North clearances are issued by Delivery, or available stations above if offline. Aircraft at Apron East and Apron South also have clearances issued by Delivery, however if Delivery is offline, stations above should be contacted except Kastrup Apron(GND) which has an area of responsibility at Apron North only.
Aircraft should contact the relevant station with their callsign or registration number, aircraft type, position followed by the request for clearance.
A minimal IFR clearance consists of the clearance limit, which is usually the destination, SID, or standard instrument departure route and a squawk number followed by the current ATIS letter or if not available, the current pressure in QNH. Additional information such as initial climb altitude and runway for departure may be included in the clearance at the ATC’s discretion.
Full read back of clearances is required, this includes ATIS and QNH.
Advise the controller if you cannot accept the SID.
VFR flight requests:
VFR aircraft on Apron North shall contact Kastrup Apron or stations higher if not available.Aircraft at other areas shall contact Kastrup tower or if not available stations higher.
On initial contact VFR traffic shall contact the relevant station with their registration or callsign, aircraft type and position followed by the request.
VFR traffic is normally given taxi instructions immediately after requesting a flight along with QNH. Departure information and squawk are often given during taxi or when holding short for departure.
On Apron North, departing aircraft shall obtain push-back and taxi instruction from Kastrup Apron, however, an aircraft leaving the stand by own power shall obtain taxi instruction only, except in deicing situations, where the aircraft shall obtain start up approval as well.
In other areas, all departing aircraft shall obtain push-back or start up approval and taxi instruction from Kastrup Tower
Assigned transponder code shall be activated when push-back or taxi clearance has been obtained (whichever comes first)
Taxi instructions include the complete route whenever the situation permits, this may include runway crossing approval and should be read back in full. Relevant GMC will be taken into account when taxi instructions are given.
Arriving aircraft shall expect taxi instructions to Apron North via TWY Y, excempt aircraft with stands east of terminal 3.
Domestic arriving aircraft shall expect taxi instructions to Apron North via runway 30 and TWY K2
Cargo arriving aircraft shall expect taxi instructions via RWY 12 and TWY G1
Departing aircraft should expect taxi instructions to the runway via TWY Z.
Advise the controller if you are not familiar with the airport and require progressive taxi.
IFR arrivals can choose to perform ILS, VOR or visual approaches.
Aircraft will be cleared by Copenhagen Control or in some situations Sweden Control for the appropriate STAR, or standard terminal arrival route, and given descent instructions. When situation permits, direct routing or vectors to waypoints on base or final for the active runway can be expected.
Unless instructed otherwise by ATC, a STAR should be flown as published. Level and speed restrictions should be observed.
Advise the controller if you are unable to accept the STAR.
VFR arrivals shall contact Copenhagen Approach with callsign or registration number, altitude, approximate position and intentions. VFR traffic arrivals shall plan to arrive at Copenhagen Kastrup CTZ not higher than 1500 ft and be prepared to use the published VFR arrival routes and holdings unless instructed otherwise.
Kastrup tower shall be contacted prior to entering Copenhagen Kastrup CTZ with callsign or registration number, altitude, approximate position and intentions. Kastrup Tower will then assign an arrival route and give appropriate arrival information.
Advise the controller if you are unable to accept a VFR route.
Aircraft should contact Copenhagen Departure/Approach, or stations higher if not available, as soon as they become airborne and report passing altitude for identification.
Clearances received from Delivery shall be followed by flying the SID as published and climbing to the initial climb altitude. Direct routing and further climb should be expected whenever the situation permits
Advise the controller if you are unable to fly the SID.
VFR departures will receive departure information, squawk number and QNH no later than when reporting ready for departure. VFR aircraft in Kastup CTZ shall fly not higher than 1500 ft and depart towards a VFR route or general direction subject to pilot’s capabilities and ATC discretion via traffic pattern or direct departure. Kastrup Tower may request position and altitude reports during the departure procedures.
VFR aircraft leaving Kastrup CTZ into Copenhagen TMA controlled airspace, will retain their assigned squawk number and shall be handed over to Copenhagen Departure/Approach. VFR traffic shall contact Copenhagen Departure/Approach with callsign or registration number, altitude, approximate position and intentions. Copenhagen Departure/Approach shall provide direction for departing Copenhagen TMA along with any altitude restrictions and traffic information. Copenhagen Approach/Departure may request position and altitude reports during the departure procedures.
VFR aircraft leaving Kastrup CTZ into Copenhagen TMA uncontrolled airspace, will set squawk 7000 and may be instructed to, or on pilot’s discretion, change frequency to Copenhagen Departure/Approach for traffic information.