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Copenhagen Airport, Kastrup

From SKYbrary Wiki

Name Copenhagen Airport, Kastrup
Region Europe
Territory Denmark DK.gif
Location Kastrup, Hovedstaden
Serving Copenhagen
Elevation 5.182 m <br />17 ft <br />17 ft5.182 m <br />
Type large airport
Coordinates 55° 36' 53.79" N, 12° 38' 46.25" E
Designator Length Width Surface ROPS
04L/22R 3600 m11,811.024 ft <br /> 45 m147.638 ft <br /> ASP no/no
04R/22L 3300 m10,826.772 ft <br /> 45 m147.638 ft <br /> ASP yes/yes
12/30 3070 m10,072.178 ft <br /> 45 m147.638 ft <br /> PEM no/no

Observation EKCH 261850Z AUTO 23007KT 9999 BKN220/// 09/08 Q1016 NOSIG
Station Koebenhavn / Kastrup
Date/Time 26 October 2021 18:50:00
Wind direction 230°
Wind speed 07 kts
Lowest cloud amount broken clouds
Temperature 9°C
Dew point 8°C
Humidity 93%
QNH 1016 hPa
Weather condition n/a

Tag(s) Parallel Runway Operation

International airport serving the Danish capital.


Temperate Marine climate/Oceanic climate (Köppen climate classification Cfb). Moderately cool summer and comparatively warm winter with a temperature range of only 14°C57.2 °F <br />287.15 K <br />516.87 °R <br />. Prevailing south-westerly winds from the Atlantic Ocean.



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Airport Layout

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Accidents & Serious Incidents at or in vicinity of EKCH

  • A319, Copenhagen Denmark, 2012 (On 21 September 2012, an SAS A319 which had just landed normally under the control of an experienced pilot left the paved surface when attempting to make a turn off the RET at a taxi speed greater than appropriate. The pilot was familiar with the airport layout and the misjudgement was attributed in part to the fact that the pilot involved had recently converted to their first Airbus type after a long period operating the DC9/MD80/90 series which had a different pilot eye height and was fitted with steel rather than the more modern carbon brakes.)
  • A343 / RJ1H, Copenhagen Denmark, 2016 (On 26 December 2016, the wing of an Airbus A340-300 being repositioned by towing at Copenhagen as cleared hit an Avro RJ100 which had stopped short of its stand when taxiing due to the absence of the expected ground crew. The RJ100 had been there for twelve minutes at the time of the collision. The Investigation attributed the collision to differing expectations of the tug driver, the Apron controller and the RJ100 flight crew within an overall context of complacency on the part of the tug driver whilst carrying out what would have been regarded as a routine, non-stressful task.)
  • AT72, Copenhagen Denmark, 2013 (On 14 January 2013, selection of the power levers to ground idle after an ATR 72-200 touchdown at Copenhagen produced only one of the two expected low pitch indications. As the First Officer called 'one low pitch' in accordance with SOP, the Captain selected both engines into reverse. He was unable to prevent the resultant veer off the runway. After travelling approximately 350 metres on grass alongside the runway as groundspeed reduced, the runway was regained. A propeller control fault which would have prevented low pitch transition on the right engine was recorded but could not subsequently be replicated.)
  • B763, Copenhagen Denmark, 1999 (On 24 August 1999, a Boeing 767-300 being operated by SAS on a scheduled passenger flight from Copenhagen to Tokyo was unable to get airborne from the take off roll on Runway 22R in normal daylight visibility and made a rejected take off from high speed. The aircraft was taxied clear of the runway and after a precautionary attendance of the RFFS because of overheated brakes, the passengers were disembarked and transported to the terminal. There was minor damage to the aircraft landing gear and rear fuselage.)
  • B77L, Copenhagen Denmark, 2011 (On 17 April 2011, a Boeing 777F bounced three times during an attempted landing at Copenhagen during which the underside of the aircraft was damaged by two tailstrikes. The second occurred during over-rotation for a go around commenced after thrust reverser deployment, with 760 metres of the 3300 metre-long runway remaining. The Investigation observed that a go around initiated after thrust reverser deployment was contrary to an express prohibition in the aircraft type FCOM. It was noted that the aircraft commander was an instructor pilot and that both pilots had less than 200 hours experience on the aircraft type.)

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