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The charge is invoiced per landing.
The required data on engine and aircraft types are retrieved from a recognized airline fleet database.
The emission-related charge is calculated using the ERLIG 1 formula on the basis of the certified nitrogen
oxide
(NOx) and hydrocarbon (HC) emission values per engine in the LTO-cycle pursuant to ICAO Annex 16 Volume II
as follows:
Formula:
NOx,aircraft [kg] = (No. of engines x SMode time [s] x fuel consumption [kg/s] x NOx -index [g /kg]) / 1000
If HC LTO > 19.6 g/kN the NOx,aircraft is multiplied by a factor a:
a = 1; if DpHC/Foo <= 19.6 g/kN
a = (DpHC/Foo)/19.6 g/kN ; if DpHC/Foo > 19.6 g/kN (amax = 4).
Nitrogen oxide equivalent per aircraft = a x NOx per aircraft.
The emission value is taken into account up to the third decimal place.
The emission values are calculated on the basis of the ICAO Aircraft Engine Emissions Database for turbo jet
engines
2 as well as the FOI Swedish Defence Research Agency Database for propeller-driven engines 3.
If the emission databases contain no or conflicting entries for an engine type, the highest known emission
value will be used, regardless of the various operational criteria.
If for an aircraft no or contradictory engine data are available, the highest known emission value of this
aircraft type will be applied.
If an engine type is not included in one of the databases available and the data for a standard engine type
cannot be used, the engine type is evaluated on the basis of DLR-study dated February 28, 2005.
When engines are used which emit less than the registered amount of nitrogen oxide equivalent (e.g. through
differing UID numbers or the use of a re-rated version of the engine), documentation must be provided to the
airport operator by presenting the AFM along with the ICAO certification or the manufacturer’s documentation.
Until the above-mentioned documentation is provided, invoicing will be based on the highest known
emission value for the respective aircraft and engine type.
Charges CGN effective 01.03.2009
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The airport operator must be notified without delay of any increase or reduction in the emission value of
the aircraft as entered in the AFM or ICAO certificate or manufacturer’s documentation.
For aircraft movements for which increased emission values are subsequently determined, the airport operator
is entitled to levy retroactive charges; reduced emission values will be taken into account without delay
as soon asthey are documented and verified. No refunds will be made.
Attention for aircraft from 2to. to 6 to. MTOW:
A general emission charge of 2 € per landing will be calculated – regardless of engine.
1 ERLIG= Emission Related Landing Charges Investigation Group, ECAC
2 http://www.caa.co.uk/default.aspx?catid=702&pagetype=90
3 http://www.foi.se/FOI/templates/Page____4618.aspx
Airships and hot-air balloons
An anchor mast fee and a landing or take-off fee must be paid for airships and hot-air balloons
using the airport.
• Airships
The anchor mast fee is charged for erecting such a mast and amounts to the following
for every 24 hours or part thereof:
- fixed lump sum for airships 135,00 €
The calculation period begins when the mast is put up and ends when it is taken down.
The fixed landing fee depends of the airship MTOW and is calculated as stated in Chapter
3 / Bonus List (pages 3 and 4 of the Fees Regulations) per 1,000 kgs of MTOW or part
thereof.
• Hot-air balloons
The following lump sum is charged for the take-off 12,50 € of a hot-air balloon.
Charges CGN effective 01.03.2009
9
b) The fees detailed in paragraph a) are reduced for instructions and familiarization
flights for aircraft with a maximum take-off weight of
up to 3.000 kg by 40 percent
over 3.000 kg by 55 percent
During the hours 0600 to 2200 (local time) the reduced fees amount to at least
€ 13,55.
c) Instruction flights in the sense of paragraph b) are flights in which a civil student
pilot within the scope of his training school meets the requirements necessary
for obtaining a civil pilot’s license or authorisation in the sense of the examination
requirements for aviation personnel.
d) Instructional, probationary, check or familiarisation flights within the meaning
of paragraph b) above are flights serving the purpose of instructing civil pilots in
airmanship or technical matters; each and every pilot to be instructed, checked or
familiarised or for whom the flight is probationary must be in possession of a
valid Pilot’s License and the pilot administering such flight must be on board the
aircraft used.
(4) Passenger fees
　
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