Pilot Briefing Copenhagen/Kastrup

Transcription

1 V1.0 IVAO Nordic Region Flight Operations Department July 2015 Pilot Briefing Copenhagen/Kastrup INTRODUCTION Thank you for taking time to read the briefing for Copenhagen/Kastrup Airport. The purpose of this document is not to teach pilots basic procedures and how to fly on IVAO, but rather to introduce the local procedures that are applicable to Copenhagen/Kastrup. In other words, the document aims to give pilots a general idea of normal operations at the airport and gives an insight into differences from ICAO procedures. Throughout the document it is assumed that some level of air traffic control is online. However, pilots are urged to keep the procedures mentioned in this briefing in mind even if there is no ATC online. Doing so will help prevent confusion regarding gates, runway in use etc. when there is traffic in the vicinity. If you have any questions regarding procedures and normal operations at Copenhagen/Kastrup, do not hesitate to contact the Flight Operations Department or the Training Department. Page 1 of 7

2 V1.0 IVAO Nordic Region Flight Operations Department July 2015 GENERAL INFORMATION ICAO: EKCH IATA: CPH RUNWAYS: 22R/04L, 22L/04R, 12/30 CHARTS:NAVIAIR EKCH L A Y O U T As with any major airport, Copenhagen/Kastrup has a fairly complex layout that needs some studying before departing/arriving. The airport has three runways as mentioned above. The two parallel runways, 22R/04L and 22L/04R, are the main runways. Depending on the wind, the departure runways are usually 22R or 04R, while landing runways are usually 04L or 22L. Runway 12/30 is not to be used unless the crosswind component on the parallels exceeds 15kts. In this case a combination of runways may be used; e.g. 30 for arrivals and 22R for departures. In extreme conditions, winds may require single runway operation in which case runway 12/30 may be used for both departures and arrivals. In some cases, Dependent Parallel Approaches may be used which means both runways are used for arrivals. If this is the case, please be extra vigilant when receiving instructions from ATC as failure to follow instructions properly may put you in conflict with other aircraft on the parallel runway. A layout of the airport along with an explanation is shown above. Please keep this in mind when choosing a gate/stand when departing Copenhagen/Kastrup Layout 1 Terminal 1. Domestic terminal. Mainly for propeller aircraft 2 International Terminal. Both the B-Pier and most of the A- pier constitute the international terminal. Used for Schengen Flights. 3 International Terminal. Piers C and D. Used for Non- Schengen Flights. 4 CPH-Go Terminal. Low cost terminal mainly used by easyjet and Ryanair. 5 Hangar Area North. Mainly for maintenance 6 Apron East. Cargo apron Page 2 of 7

3 V1.0 IVAO Nordic Region Flight Operations Department July 2015 IFR DEPARTURE All flights departing Copenhagen/Kastrup must use one of the following exit points. Each one of these 11 waypoints has an SID some JET ONLY, some PROP ONLY, some both. The waypoints are: Prop Departures Jet Departures Both ASTOS BALOX KOPEX GOLGA KEMAX SIMEG NEXEN LANGO MIKSI ODN VEDAR Please note that not all flight planning software takes these restrictions into account. Always double check which exit waypoint is applicable to you before filing your flight plan. A E R O D R O M E C O N T R O L When departing Copenhagen/Kastrup the first ATC position you talk to is Delivery (or GND/TWR/APP/CTR depending on who is online). The initial call should be as follows; Callsign Aircraft type Your request SAS123: Kastrup Delivery, Scandinavian 123, Boeing 738, request clearance to Stockholm DEL: Scandinavian 123, cleared Stockholm, KEMAX 4C departure, squawk 3701 Note that neither the runway in use nor the initial climb is mentioned in the clearance. This is to be found in the ATIS and charts respectively. If you do not have charts with you or do not understand the clearance, this is the time to inform the controller! The controller will either explain the clearance to you or issue you with a new clearance. When ready for pushback contact the Apron controller using the following format; Callsign Position ATIS including QNH Your Request SAS123: Kastrup Apron, SAS123, gate B9, information G, QNH 1013, request push and start Apron: SAS123, push and start approved, Once push and start is completed, request taxi from the apron controller. They will issue you instructions to taxi to hold short of runway 12/30 (even though 12/30 is not in use). Please make Page 3 of 7

4 sure to read back the full instructions including the hold short. When approaching 12/30, apron will hand you over to TWR. Tower will then instruct you to cross 12/30 and taxi to an appropriate holding point for the departure runway in use. Please ensure that you read the tower controller s ATIS as it will include the frequency to contact after departure. The tower controller will then clear you for takeoff this is the last communication between you and tower in normal circumstances. NOTE: Passing 1000 you must automatically contact the departure unit on the frequency given in the ATIS do NOT expect to be handed over! D E P A R T U R E C O N T R O L On initial contact with departure control (or APP/CTR depending on who is online), state the following: Callsign Passing altitude Cleared level SAS123: Copenhagen Departure, SAS123, passing 1200, climbing to FL70 DEP: SAS123, Copenhagen Departure, radar contact, left turn direct KEMAX, climb now FL190 DO NOT state your SID as the controller is already aware of your clearance. The Departure controller will then climb you to the appropriate level (usually FL190 for JET aircraft or FL140 for PROP aircraft). The controller may also issue vectors or directs to expedite traffic flow be prepared to deviate from your SID. See example above. A R E A C O N T R O L Departure control will hand you off to the appropriate area controller who will then climb you further usually to your cruise level. IFR ARRIVAL All aircraft arriving in Copenhagen/Kastrup must use one of the following waypoints at the end of their ATS route: SVD (VOR SVEDA ) ALM (VOR ALMA ) MONAK TUDLO TESPI Domestic flights may plan direct KOR or TNO as applicable.

5 A R E A C O N T R O L Arriving via MONAK, TUDLO or TESPI, the first controller you will speak to is Copenhagen Control. Arriving via SVD or ALM, you will speak to Sweden Control. It is important that you have studied your arrival charts already before first contact as Copenhagen or Sweden may issue you with a direct beyond the start of your arrival route. In some cases, you may even be instructed to fly direct to waypoints that do not form part of the STAR. s: Arrivals Via MONAK TUDLO TESPI All arrivals 22L 04L Possible Directs NEKSO OR KUBIS KOR (VOR KORSA ) TNO (VOR TRANO ) LAMOX/ADOVI/ABEGI BASLO/DOPEM/ERPUK Area control may also simply instruct you to fly the published STAR. Please listen very carefully to the STAR designator. There are as many as 8 different arrivals beginning at the same waypoint and they are very different from each other. Each runway has two arrivals; one RNAV and one NON-RNAV. Usually, non-rnav arrivals are used and require you to follow a radial from SVD, ALM, CDA, KOR or TNO before being vectored towards the final approach track. Please double check when entering the arrival into your FMC as it may not have the correct arrival. Always refer to the aeronautical charts for the correct arrival procedure! If in doubt ASK! The area controller will also initiate your descent, usually to FL80 or FL90, before handing you over to Approach Control A P P R O A C H C O N T R O L On initial contact with approach control, state the following: Your Callsign Aircraft type Passing level Cleared level ATIS information SAS123: Copenhagen Approach, SAS123, Boeing 738, passing FL137, descending FL80, information X Please make sure that you read the entire ATIS as it may contain important information with regards to your arrival into Copenhagen/Kastrup. When you mention the ATIS letter, the air traffic controller will assume that you have all the information and act accordingly.

6 Usually, you will have been instructed to follow a NON-RNAV arrival which requires you to follow a specific radial from a VOR. Unless otherwise instructed, do not deviate from the radial. When appropriate, ATC will issue radar vectors to the final approach track. In some cases you will be routing direct one of the points mentioned on the previous page in the table possible directs. These waypoints are established to reduce ATC workload and will bring aircraft straight in to final or a downwind leg. Again, do not deviate from your track unless instructed by ATC. If you are flying direct to ABEGI for instance, you will already be on a downwind/base leg. When appropriate, ATC will instruct you to turn right and issue vectors to final. The NON-RNAV STAR chart for runway 22L is shown below. The radials from the VORs are clearly visible as are the three points LAMOX, ABEGI & ADOVI. During busy periods Kastrup Final may be online. If this is the case then your ONLY your CALLSIGN should be included in your initial call to Kastrup Final. This is to avoid frequency congestion. Also, you may expect tight speed control during busy periods. Do not be surprised if ATC asks you to maintain 160kts to 4DME on the ILS. If you are unable to comply with any speed restrictions, please advise ATC immediately. Also, if under speed control, do NOT slow down when you think it is appropriate ASK first! A E R O D R O M E C O N T R O L Once established on final approach you will be handed over to Kastrup Tower. When appropriate the controller will clear you to land. If they don t and instruct you to go around, carry out a missed approach and follow the procedure stated on the chart ATC will only say standard missed approach. The controller will expect you to follow the procedure on the chart. Failure to do so may cause conflictions with other traffic at the aerodrome. Once safely on the ground vacate the runway and make sure to stay well clear of it there may be landing traffic behind you. Tower will

7 then instruct you to taxi via A, B, C or D (depending on runway in use), cross RWY 12/30 and instruct you to hold short of taxiway Z. At this point you will be handed over to Kastrup Apron who will give you your final taxi instructions. NOTE: Hold short of taxiway Z if no further taxi instructions have been issued by Kastrup Apron. VFR AT COPENHAGEN/KASTRUP The control zone at EKCH is airspace classification D. VFR routes in and out of the control zone have been established, however, during busy periods ATC may give you alternate instructions. Ensure you contact the Tower controller well before the boundary if you intend to enter the control zone. If departing Copenhagen/Kastrup as VFR, contact Tower or Apron on you initial call Delivery does not deal with VFR traffic. Before requesting taxi, complete a radio check with the appropriate controller. E.g. Kastrup Apron, OY-ABC, radio check on