Airport Briefings Airport specified briefings for aerodromes within ENOR/ENOB FIR ENBR – Bergen Flesland Overview Bergen Airport Flesland is the airport of the 2nd biggest city in Norway and covers most of the population in the western side of Norway. The most popular routing is flying over the mountain to Norways main airport at Oslo, but short commuter routes to Stavanger, Bodø, Trondheim, Kristiansand and other cities in Norway are common too. Bergen airport is also serving several European routes to popular vacation routes and important routes to the big hubs in central Europe. Available stands Use of stands Area Stands Assigned to Terminal 15-20 28-32 Domestic flights 23-32 International schengen flights 23-27 International non-schengen flights North Remote Apron 41-46 Passenger remote stands 47-48 Ambulance flights South Remote Apron 1-11 Cargo & passenger remote stands 1 ARC E+ aircraft Helicopter Terminal 50-56 Offshore helicopter flights Technical Apron Local VFR club, Airlift, Widerøe Hangar GA Apron General Aviaton De-Ice Platform 81-84 Buisness Jets IFR clearance Initial contact is with Clearance Delivery, reporting callsign, stand number, and latest ATIS identification letter and QNH. If unable to follow SID, please advise on initial contact. IFR departures with destination ENZV or ENHD shall use BEGOD as its only waypoint in the route on FPL. Traffic to other destinations are not permitted to use BEGOD in their route. Push-back Most of the terminal gates require straight-back pushes. However, a few have turn pushes. In the map overview below, you will access all information: Map Overviews Terminal + Apron North (Stand 15-48) Apron South (Stand 1-11) If the stand is not mentioned in the maps, ask the ground controller if you're unsure how to excecute the pushback ATC can deviate from standard procedures if it's more optimal for the current traffic situation. If it's the case you can expect pushback instructions once the pushback clearance is given. Taxi Taxi instructions include the full taxi route, however the runway intersection will normally not be specified. Pilots are expected to taxi to the beginning of the runway; A1 (RWY 17) and A9 (RWY 35). Aircraft with wake turbulence category light can expect taxi to interesection A2 (RWY 17) and A8 (RWY 35) during busy periods, and A4 (RWY 17) and A6 (RWY 35) when traffic permits. Helicopters on Heli Apron can expect taxi to intersection A5 (RWY 17) and A6 (RWY 35). Pilots are encouraged to state (preferably when on TWR frequency): Ready (or not ready) for departure, e.g. READY [FOR DEPARTURE] (or NOT YET READY) Acceptable or desired intersection for departure, e.g. ABLE FROM A3 (or A2) (or [REQUIRE] FULL LENGHT) Make sure to double-check if you are able to use the runway length from the intersection before requesting it. Runways There is a single runway available at ENBR, which is runway 17/35. Helicopters may land on taxiway Y (parallel to the runway) if there are low traffic levels and good visibility conditions. Important note when landed: Please vacate the runway fully. This means the whole aircraft has crossed the stop bar line. If the aircraft is partly over and not fully, the consequences are that we might have to send aircraft around or delay them as the runway is not free. SIDs For all departures from Bergen, the initial climb is 6000ft, with the exception of helicopter SIDs. This initial climb altitude will always be included in your IFR clearance from ATC. It's crucial that you never climb above this initial altitude without ATC clearance, as STARs and SIDs intersect at various altitudes. If you're unable to follow the published SIDs—perhaps due to an outdated AIRAC, a default aircraft, or freeware lacking a navigation database—you should request an Omni-directional departure. These are designated as OMNI3D and OMNI3C on the charts. While they might sound like standard SIDs, they are true omni-directional procedures. You'll find their details on the charts; they're not waypoint-dependent, so any aircraft can fly them regardless of its navigation database. Some aircrafts do allow you to select these departures in the FMS system, while others have to be flown with manual inputs. Important note when airborne: Flesland automatically hands over departing aircraft after they pass 1500 feet . The ATIS will tell you who to contact. If ATIS reports "when passing 1500ft contact approach": Refer to your SID chart for the correct Approach frequency (either 121.0 or 126.1 ). Ignore any frequencies shown in your pilot client. If ATIS reports "when passing 1500ft contact Polaris Control frequency 123.456": Contact the provided Polaris Control frequency . If ATIS reports "when passing 1500ft monitor advisory 122.8": Switch to advisory frequency 122.8. This means there's no further ATC coverage. Important Tower Instructions: If Tower tells you to "remain on my frequency," stay on the Tower frequency. This instruction is usually given when separation from other traffic isn't yet guaranteed. You must remain on Tower frequency until Tower explicitly tells you to contact the next sector. Arrival and STARs Before or at the initial phase of your descent, you will recessive your clearance for STAR and arrival. The arrivals contain many waypoints and restrictions. We recommend preloading the expected STAR and crosschecking so the correct fixes and restrictions have been loaded before descending. This helps you and the aircraft to plan the optimum descend profile and the start of the desende. Although remember to not start on the STAR unless you have been cleared by the controller. Do not descend until cleared by the controller. If you receive the arrival clearance or the STAR clearance, this does not mean you have been cleared for descend. Flesland is using a “Point Merge System”, or PMS. This means that all STARs end up in a “fan” made out of waypoints (RIVIP, GODID, GILVA, NEPAM), in which pilots should always be prepared for a direct routing towards the merge waypoint, 4 in total, in order to ease the workload of approach ATC. If traffic situation permits, you might get directs along the STAR or at the terminating/transition point. Be prepared to execute direct routings when instructed to. Study the approach charts, and make sure to always follow altitude and speed restriction, unless otherwise instructed by ATC. Approach Expect the ILS W approach at Bergen unless ATC/ATIS instructs otherwise. The last fix of a STAR (or Merge Point) leads into a transition to the ILS approach for each runway. You are expected to fly the published transition. While ATC may issue vectors, particularly during high traffic periods, always be prepared to fly the transition and never fly direct from the merge point to the Final Approach Fix. If you don't have available transitions in your system, inform ATC and request vectors. When you are cleared for the approach via GILVA, NEPAM, GODID or RIVIP transition, you are also cleared to continue the descent as long as the restrictions are followed. Usually, the restriction is 4000 feet or above at the transition point, but we recommend as always looking at your chart for the most precise information. Following approach types is available in ENBR: Runway Approach types 17 ILS W, LOC W, RNP Z, RNP (AR) E/N/S/W, VOR Helicopter only: ILS Y, LOC Y, RNP 139 35 ILS W, LOC W, RNP Z, RNP (AR) E/N/W, VOR Helicopter only: ILS Y, LOC Y, RNP 043 Unless other instructions have been given from ATC, it's expected that pilots maintains minimum 160 KT IAS until 4 NM from THR. ATC shall be informed if you are unable to comply with this. Notes: 1. RNP (AR) approaches should primarily be used outside of peak traffic times. RNP Z is available upon request. 2.Visual approaches are also an option. When flying a visual approach, do not descend below 2000 feet until established on final. Expect direct routing to specific points outlined in the visual approach chart when planning for these. Direct routings In Norway, direct routings are often used. Both arriving and departing traffic should be prepared to fly direct the end of SIDs, STAR Merge Points, and airspace border fixes. Make sure you have your filed route and waypoint page available to quickly accommodate direct routings. Communications You can always check online positions and sectors by visiting vatglasses.uk ENBR_ATIS – Flesland ATIS – 125.255 ENBR_DEL – Flesland Delivery – 123.405 ENBR_P_GND - Flesland Ground Planner - 121.305 ENBR_GND – Flesland Ground – 121.905 ENBR_TWR – Flesland Tower – 119.105 ENBR_W_APP – Flesland Approach West – 121.005 ENBR_E_APP – Flesland Approach East – 126.105 ENBR_D_APP – Flesland Director – 118.855 ENSV_CTR – Polaris Control (Stavanger ACC) – 120.655 ENSV_N_CTR – Polaris Control (Stavanger ACC north) – 124.705 ENOR_CTR - Polaris Control (Bandbox) - 125.500 ENOR_S_CTR - Polaris Control (Bandbox South/Covering ENOS+ENSV AoR) - 121.550 ENOR_SC_CTR - Polaris Control (Bandbox South Central/Covering ENOS+ENSV+ENBD_S - 134.515 ENRC_S_CTR - Flesland Tower (Bodø Remote Tower Center) - 118.425 Note: Other sectors and frequencies could be used during major events for a more sufficient sector splits in Polaris ACC ENCN - Kristiansand Kjevik Overview Kristiansand Airport (Kjevik) is located on Norway's southern coast and serves the southern region. It offers flights to various Norwegian and European destinations including Oslo, Bergen and Amsterdam. Stands   Apron Suggested Parking Stand 10 International (ARC D) Stand 11 International (ARC C) Stand 12 Domestic/International (ARC C) Stand 17-13 Domestic Flights (ARC C) Stand 18 Business jets Stand 19 Business jets / Cargo (ARC D - Max wingspan 42 M) Apron S (31-38) GA Apron O (42-48) GA De-Ice Kjevik Airport has only one de-icing platform, south of taxiway Y. Taxiing to and from the platform requires ATC clearance, even outside the maneuvering area. Pilots should exercise caution when taxiing. Platform Restriction De-Ice One ARC C or D ACFT The Engine Testing Area shares the same location as the de-icing facility. Business jets may use the stands east of de-ice for parking outside of winter operations. IFR clearance Initial contact is with Kjevik Tower, reporting callsign, stand number, and latest ATIS identification letter and QNH. Push-back Pushback is straight back from all stands unless the controller specifies otherwise during pushback clearance. Taxi Tower provides taxi instructions. For RWY 03, expect taxi to holdingpoint A. For RWY 21, expect taxi to holdingpoint B with runway backtracking. Taxiways C and G are limited to ARC B aircraft and daytime operations only due to no taxiway lighting. Runways Runway (03/21) has a runway length of approximately 2000 meters. During runway 03 operation aircrafts will get taxi to holding-point A via Y. During 21 operations you will get instructions to back-track the runway from B. SIDs All SIDs are individually numbered for each runway. When receiving your clearance, know that the SID stated is only valid for one runway, in case the controller forgets to state the departure runway. All departures have an initial climb to 5000FT. If you are unable to follow the published SIDs (old AIRAC, default or non-database freeware aircraft, etc.), request an Omni-directional departure. It is important that you NEVER climb above the initial climb without ATC clearance, as STARs and SIDs cross each other at different altitudes. STARs Study the approach charts, and make sure to always follow altitude and speed restriction, unless otherwise instructed by ATC. STARs are available from AMSEV, LANTI, OSVAL, RASVI, TIPSO, PEVEB (RWY 03/21) All STARs terminate at a transition fix. If cleared for an ILS approach, follow the ILS transition route depicted on the ILS charts. Approach ILS, LOC, and RNP approaches are available for both runways. Due to noise abatement, visual approaches must follow the PAPI slope when below 1500ft. Communications You can always check online positions and sectors by visiting vatglasses.uk Main logon Frequency Position ENCN_ATIS 124.475 Kjevik ATIS ENCN_TWR 118.105 Kjevik Tower ENCN_APP 119.955 Kjevik Approach ENOS_CTR 127.255 Polaris Control (Oslo ACC) ENOS_8_CTR 134.350 Polaris Control (Oslo ACC Sector 8) ENOR_S_CTR 121.550 Polaris Control (Bandbox) ENOR_SC_CTR 134.515 Polaris Control (Bandbox South Central/ENSV+ENOS+ENBD_S) ENOR_CTR 125.500 Polaris Control (Bandbox) ENGM – Oslo Lufthavn Available stands Overview Oslo Airport, Gardermoen is the main airport of the Norwegian capital Oslo, and the main international airport of Norway. Having earlier served as a secondary airport, air force base and charter airport, Gardermoen opened as the new main airport of Oslo on October the 8th 1998, replacing the now closed Fornebu Airport. Today, it has over 22 million passengers passing through each year, with 162 destinations worldwide, from short domestic flights to intercontinental long hauls. Stands Pier/Apron Stands Assigned to West Pier 2-28 Domestic Only East Pier 36-44 Schengen only 40-53 Non-schengen only North Pier 60-96 Domestic & Schengen Only South Pier 171-178 Domestic mainly Remote apron 181-189 International mainly Cargo Apron 201-208 Cargo only GA Apron 313-332 General aviaton IFR clearance Initial contact is with Clearance Delivery, reporting callsign, stand number, and latest ATIS identification letter and QNH. Requesting De-Icing If you require de-ice prior to your departure, request with your departure clearance request. DCL : Include clearence request with Remark REQ DEICE Voice : Upon inital contact with GARDEMOEN DELIVERY, advise if de-ice is required. Pushback Most of the terminal gates requires straight-back pushes, however a few have turn-pushes. Please have a look on the maps below to see how you should perform your push from the stand. You can click on the images to have a closer look. Pushback maps Stand 1-28 | Pier West Stand 36-58 | Pier East Stand 60-96 | Pier North Stand 171-178 Stand 181-189 Overview ATC can deviate from standard procedures if it's more optimal for the current traffic situation. If it's the case you can expect pushback instructions once the pushback clearance is given. Taxi Taxi instructions at Gardermoen includes the full taxi route, however the runway intersection is not always included. If for example “holding point runway xx” is stated in your instruction, you are encouraged to call ATC with “C/S, ready via intersection xx ” as you approach this intersection, and it may be approved if traffic permits. Make sure to double-check if you are able to use the runway length from the intersection before requesting it. Holding point assignmemt On runway 01R, always expect to use full length via B1 or B2, due to noise abatement procedures. If an intersection has not been specified, you may taxi to full-length, or advice ATC if able to depart from any earlier intersection. Runways Given that you’ve parked according to the paragraph describing the Use of stands, usually the eastern runway (19L/01R) is used for international departures/arrivals, and the western (19R/01L) for domestic departures/arrivals. This however is not a set rule, and runways are organized to accommodate high traffic loads. The western runway (19R/01L) has a TORA of 3600m, the eastern runway (19L/01R) has a TORA of 2950m. During winter operations the airport normally operates with a segregated runway configuration, landing on 01R/19R and departing 01L/19L, due to location of the active de-icing pads. Heavy aircraft may request to use the western runway due to its length, make this request as you request your IFR clearance. SIDs All SIDs are individually numbered for each runway. When receiving your clearance, know that the SID stated is only valid for one runway, in case the controller forgets to state the departure runway. RNAV SIDs at Gardermoen has an initial climb altitude of 7000ft. If you are unable to follow the published SIDs (old AIRAC, default or non-database freeware aircraft, climb gradient etc.), state so when requesting clearance and you will recieve an alternative departure instructions depending on assigned runway and aircraft type. STARs Oslo airport Gardermoen is one of the first airports in Europe to use a “Point Merge System”, or PMS. This means that all STARs end up in a “fan” made out of waypoints (study the STAR charts for Gardermoen), in which pilots should always be prepared for a direct routing towards the merge waypoint, 4 in total, in order to ease the workload of approach ATC. All STARs are valid for both parallel runways, 19L/R or 01L/R. Approach (or Director when online) is to inform you of which runway to expect for landing. The last fix of the STAR (or Merge Point) is followed by a transition to the ILS approach for each runway. ATC often replace these with vectoring, but always be prepared to fly the transition, and do NOT fly direct from the merge point to the Final Approach Fix. If you have no transitions available, inform ATC and request vectoring. Study the approach charts, and make sure to always follow altitude and speed restriction, unless otherwise instructed by ATC. Approach The default approach to Gardermoen is ILS for all runways. All runways are CAT III equipped. In case of low visibility conditions, only the "right" runway is used for landing (01R or 19R). Curved RNP (AR) approaches are encouraged and may be available on request if traffic permits. (Remember to add T1 to your FPL below PBN/ ). Fly at minimum 160 KT IAS to DME 4 GP on ILS approach, 4 NM final for RNP approach, or DME 5 GRM on VOR/DME approach, unless a different speed is instructed by ATC. Advice if unable to follow this restriction. Visual approach is not approved for jet aircraft and propeller aircraft with MTOW more than 5700 kg. Direct routings In Norway, direct routings are often used. Both arriving and departing traffic should be prepared to fly direct the end of SIDs, STAR Merge Points, and airspace border fixes. Make sure you have your filed route and waypoint page available to quickly accommodate direct routings. Communications You can always check online positions and sectors by visiting vatglasses.uk Main logon Frequency Position ENGM_A_ATIS 126.125 Gardermoen Arrival ATIS ENGM_D_ATIS 127.150 Gardermoen Departure ATIS ENGM_W_DEL 121.680 Gardermoen Delivery West ENGM_E_DEL 121.930 Gardermoen Delivery East ENGM_W_GND 121.605 Gardermoen Ground West ENGM_E_GND 121.905 Gardermoen Ground East ENGM_P_GND 121.730 Gardermoen Ground Planner ENGM_W_TWR 118.305 Gardermoen Tower West (01L/19R) ENGM_E_TWR 120.105 Gardermoen Tower East (01R/19L) ENGM_W_APP 120.455 Oslo Approach West ENGM_E_APP 118.480 Oslo Approach East ENGM_D_APP 136.405 Oslo Director ENGM_F_APP 128.905 Oslo Final ENOS_CTR 127.255 Polaris Control (Oslo ACC South) ENOS_N_CTR 120.380 Polaris Control (Oslo ACC North) ENOR_S_CTR 121.550 Polaris Control (Bandbox South/Covering ENOS+ENSV) ENOR_SC_CTR 134.515 Polaris Control (Bandbox South Central/Covering ENOS+ENSV+ENBD_S) ENOR_CTR 125.500 Polaris Control (Bandbox) ENRC_S_CTR 118.425 Gardemoen Tower (Bodø Remote Tower Center) Note: Other sectors and frequencies could be used during major events for a more sufficient sector split in Polaris ACC. ENTC – Tromsø Langnes Overview Tromsø is the biggest city in Northern Norway and is often called as “the Nordic answer to Paris”. The airport is located 3 kilometres from the city centre and is an important hub for the commuter network in Northern Norway. It also has international destinations within Europe. The surrounding area is spectacular and the approach into Tromsø is known for its steep approach down to the runway. Are you up for the challenge? Stands Available stands Normal stand allocation is as followed: Domestic: 21-25 International: 15-21 GA parks on the apron east of the runway IFR clearance Initial contact is with Tromsø Tower, reporting callsign, stand number, and latest ATIS identification letter and QNH. In major events, an own dedicated delivery postition will be online to issue IFR clearences. Push-back All pushback is executed straight back from the stand if it's not specified by the controller on pushback clearance. Taxi Taxi instructions at Tromsø include the full taxi route, however, the runway intersection is not always included. If for example “holding point runway XX” is stated in your instruction, you may call ATC with “CALLSIGN, ready via ” as you approach this intersection, and it may be approved if traffic permits. Make sure to double-check if you are able to use the runway length from the intersection before requesting it. Runways The runway (18/36) has a runway length of approximately 2400 meters. Medium and heavy aircraft are expected to backtrack on runway 18 for full length. Heavy aircraft may request a backtrack for full length on runway 36. SIDs All SIDs are individually numbered for each runway. When receiving your clearance, know that the SID stated is only valid for one runway, in case the controller forgets to state the departure runway. All departures have an initial climb to FL90. If you are unable to follow the published SIDs (old AIRAC, default or non-database freeware aircraft, etc.), request an Omni-directional departure. It is important that you NEVER climb above the initial climb without ATC clearance, as STARs and SIDs cross each other at different altitudes. STARs Study the approach charts, and make sure to always follow altitude and speed restriction, unless otherwise instructed by ATC. STAR is available from LOMVI, KIIKA, DIBDI, AMIMO, GILGU, SJA (NON-RNAV, RWY 18), LURAP (NON-RNAV, RWY 36) Holdings & rerouting during event On major events such as Fly and See Santa, you have to expect holding and reroutings. We kindly ask and expect pilots to know the aircraft they execute rerouting and holdings in the specific aircraft. There are limited published holds. Expect to hold as published if there is a published hold. If not, holding instructions will be given. Approach Tromsø has an ILS, LOC and RNP approach for both runways. The glide path is steeper than normal, so make sure to be established on a manageable speed before starting the approach. The Glide path angle is 4 degrees (7%) Direct routings In Norway, direct routings are often used. Both arriving and departing traffic should be prepared to fly direct to the end of SIDs, STAR Merge Points, and airspace border fixes. Make sure you have your filed route and waypoint page available to quickly accommodate direct routings. Pilots unable to fly direct, should make a comment regarding this in their Flight-Plan Remarks section. ENTO - Torp Sandefjord Overview Welcome to Sandefjord! Home of the most flown domestic routes by Widerøe together with Bergen. The airport is located just south of Oslo Gardermoen together with Kjevik on the south easterly coast of Norway. Sandefjord has also several flights to the nordic and European destinations. Stands Stands Section 1-2 Combined 3-5 Domestic 10-12 Schengen 13-15 Non-schengen/International 32-34 GA N, S Deice IFR clearance Initial contact is with Torp Ground, reporting callsign, stand number, and latest ATIS identification letter and QNH. Push-back All pushback is executed straight back from the stand if it's not specified by the controller on pushback clearance. Taxi Taxi instructions at Torp are given by Ground. When runway 36 is in use, you will get taxi to W1. If runway 18 is in use taxi will be given by Ground to either W2 for crossing or W3 for back-track. Further taxi instrutions will be given by Torp Tower. Runways Runway (18/36) has a runway length of approximately 2800 meters. During runway 18 operation aircrafts will get taxi to holding point A via C or instructions to back-track the runway. SIDs All SIDs are individually numbered for each runway. When receiving your clearance, know that the SID stated is only valid for one runway, in case the controller forgets to state the departure runway. All departures have an initial climb to 4000FT. If you are unable to follow the published SIDs (old AIRAC, default or non-database freeware aircraft, etc.), request an Omni-directional departure. It is important that you NEVER climb above the initial climb without ATC clearance, as STARs and SIDs cross each other at different altitudes. STARs Study the approach charts, and make sure to always follow altitude and speed restriction, unless otherwise instructed by ATC. STARs are available from BAMIX, VATEX, REPKU, ESOSI, ULMUG (RWY 18/36) Approach Torp has and ILS, LOC, RNP and VOR approach for both runways. Visual approaches are also available if the weather criterias are met. Communications You can always check online positions and sectors by visiting vatglasses.uk Main logon Frequency Position ENTO_ATIS 119.080 Torp ATIS ENTO_GND 126.180 Torp Ground ENTO_TWR 118.655 Torp Tower ENTO_APP 134.055 Farris Approach ENTO_D_APP 124.355 Farris Director/VFR ENOS_CTR 127.255 Polaris Control (Oslo ACC South) ENOS_N_CTR 120.380 Polaris Control (Oslo ACC North) ENOR_S_CTR 121.550 Polaris Control (Bandbox South/Covering ENOS+ENSV) ENOR_SC_CTR 134.515 Polaris Control (Bandbox South Central/Covering ENOS+ENSV+ENBD_S) ENOR_CTR 125.500 Polaris Control (Bandbox) ENRC_S_CTR 118.425 Gardemoen Tower (Bodø Remote Tower Center) ENVA – Trondheim Værnes Overview Welcome to Trondheim! Home of the most flown domestic city pair together with Oslo. Also the home of "Hell", great moustache styling and rock. But do not forget the airport. It is the 3rd busiest airport in Norway as it is a domestic hub for commuters to the smaller airports in Norway. Trondheim host also several flight towards nordic and European destinations. Stands Stands Assigned to 22-29 Commuter Domestic 30-37 Domestic flights 40-44 International flights Apron Assigned to M1 De-Ice Pad M2 GA M3 Private jets Ambulance flights M4-M6 Military parking IFR clearance Initial contact is with Ground, reporting callsign, stand number, and latest ATIS identification letter and QNH Push-back Most of the terminal gates requires straight-back pushes, however a few have turn-pushes. If you are not sure how pushback is excecuted from your stand, please have a look on the pushback maps witch will show how we want you to perform the pushback. Pushback maps Runway 09 in use Runway 27 in use *Click on image to expand it's size ATC can deviate from standard procedures if it's more optimal for the current traffic situation. If it's the case you can expect pushback instructions once the pushback clearance is given. Taxi Taxi instructions normally contains the full taxi route, however the runway intersection is not always included. If for example “holding point runway XX” is stated in your instruction, you may call ATC with “CALLSIGN, ready via ” as you approach this intersection, and it may be approved if traffic permits. Make sure to double-check if you are able to use the runway length from the intersection before requesting it. SIDs All SIDs are individually numbered for each runway. When receiving your clearance, know that the SID stated is only valid for one runway, in case the controller forgets to state the departure runway. RNAV SIDs (including OMNI-departure) has an initial climb altitude of 6000 ft. If you are unable to follow the published SIDs (old AIRAC, default or non-database freeware aircraft, etc.), request an Omni-directional departure. It is important that you NEVER climb above the initial climb without ATC clearance, as STARs and SIDs cross each other at different altitudes. W and X procedures have earlier turns, and thus is only available to slower flights with TAS below 300. STARs Trondheim Værnes is using a “Point Merge System”, or PMS for all arrivals. This means that all STARs end up in a “fan” made out of waypoints (study the STAR charts), in which pilots should always be prepared for a direct routing towards the merge waypoint, 4 in total, in order to ease the workload of approach ATC. The last fix of the STAR (or Merge Point) is followed by a transition to the ILS approach for each runway. ATC often replace these with vectoring, but always be prepared to fly the transition, and do NOT fly direct from the merge point to the Final Approach Fix. If you have no transitions available, inform ATC and request vectoring. Study the approach charts, and make sure to always follow altitude and speed restriction, unless otherwise instructed by ATC ⚠️Recommended descend restrictions All STARs to Trondheim are by standard giving a descend profile, based on flying along the STAR throughout. In almost all situations, a DCT to STAR merge point will be given. Therefore a set of recommended altitudes at given points is added to charts and text pages to guide and give an optimum descend profile to the approach. We highly recommend programming this in FMS/FMC in good time prior to your top of descend and pre-program your expected STAR Runway 09 Designator Recommended Altitude MIVSO xL Cross VA414 at 7000 ft NELSU xL Cross VA414 at 7000 ft NUPGO xL Cross TUDLU at 7000 ft VEVOD xL Cross NEDIV at 7000 ft Runway 27 Designator Recommended Altitude MIVSO xL Cross ADEXA at FL 90 NELSU xL Cross ADEXA at FL 90 NUPGO xL Cross ALENU at FL 90 VEVOD xL Cross ADEXA at FL 90 Approach The default approach to Værnes is ILS for all runways. RNP or visual approaches are available on request. Visual approach is usually flown via MALOV (Runway 09) and TUSMO (Runway 27). Direct routings In Norway, direct routings are often used. Both arriving and departing traffic should be prepared to fly direct the end of SIDs, STAR Merge Points, and airspace border fixes. Make sure you have your filed route and waypoint page available to quickly accommodate direct routings. Communications You can always check online positions and sectors by visiting vatglasses.uk ENVA_ATIS – Værnes ATIS – 127.555 ENVA_GND – Værnes Ground – 121.605 ENVA_TWR – Værnes Tower – 119.405 ENVA_APP – Værnes Approach – 118.605 ENVA_D_APP – Værnes Director – 119.155 ENBD_CTR – Polaris Control (Bodø ACC) – 126.450 ENBD_S_CTR – Polaris Control (Oslo ACC south) – 125.700 ENBD_C_CTR – Polaris Control (Bodø ACC central split) – 118.550 ENOR_SC_CTR - Polaris Control (Bandbox South Central/ENSV+ENOS+ENBD_S) - 134.515 ENOR_CTR - Polaris Control (Bandbox) - 125.500 ENRC_N_CTR - Værnes Tower (Bodø Remote Tower Center) - 118.325 ENZV - Stavanger/Sola Overview Welcome to Stavanger! The airport is located just outside the city south of the western coast of Norway. Stands   Stands Section for 17-24 Domestic 14-16 Combined 7-13 International 45-47 GA 50-64 Helicopter 25-27, 30-36, 301-303 Cargo/GA De-Ice When requesting startup, advise ATC if de-icing is required. This must be given over radio transmission only, not via DCL. Platform Restriction TWY P Not available for ARC D or E TWY Q One ARC D or E ACFT When de-icing compleated and ready, contact ATC for taxi clearence. IFR clearance Initial contact is with Sola Ground, reporting callsign, stand number, and latest ATIS identification letter and QNH. Flight level allocations Flights from ENZV to ENBR & ENSO are to file EVEN flight levels below FL175. SIDs All SIDs are individually numbered for each runway. When receiving your clearance, know that the SID stated is only valid for one runway, in case the controller forgets to state the departure runway. Type Inital climb SID 6000 ft OMNI-SID 5000 ft SID (CAT H) 2000 ft Push-back Aircraft will be pushed to different disconnection positions (DPSN) based on stand and aircraft type: Standard pushback from stand 7-12 and 24 is a "long push and start" which implies straight pushback. Adjacent TWY will be closed for aircraft movement. Standard pushback from stand 13-22 is: DPSN 1 (ARC B-C): Straight push and start DPSN 2 ((ARC C-D) includes, but is not limited to A21N, 321, B752/3, MD83.): A "Long push and start" which implies straight pushback. Adjacent TWY will be closed for aircraft movement. Standard pushback from stand 7-19 ((ARC D-E) includes, but is not limited to A-332/3/8/9, A342/3/5/6, A359/1, B744/8, B762/3/4, B772/L/3/W, B788/9/J) is a "long push and start to align with TWY L". This implies that ACFT will be pushed to the centerline of TWY L, facing towards TWY R. For detailed description, see AD 2 ENZV 2-4: "Push Back Procedures" in the AIP. Taxi Taxi instructions include the full taxi route however, the runway intersection is not always included. If for example “holding point runway XX” is stated in your instruction, you may call ATC with; CALLSIGN, ready via A1 as you approach this intersection or with the taxi request, and it may be approved if traffic permits. Make sure to double-check if you are able to use the runway length from the intersection before requesting it. When taxiing to holding point for runway 36, you will need to cross runway. Make sure to cross the runway only if you have been cleared to by ATC Intersection departure from runway 10/28 when departing runway 18/36 is available upon request Runways Runway 18/36 is the main runway at Stavanger, Sola (ENZV). It will be used for all fixed-wings departures and arrivals as a favourable runway. If crosswind component exceeds aircraft limits, RWY 10/28 will be used. Runway 18 Intersection TORA (m) TWY G1 2539 TWY A1 1830 Runway 36 Intersection TORA (m) TWY E1 2435 RWY 10/28 1758 Runway 10/28 is used mainly for helicopter departure and arrivals. If strong crosswinds or low visibility, helicopters will land on RWY 18/36. The runway can also be used for departures and arrivals for fixed wing ACFT for operational reasons (crosswind, maintainainance etc.) Runway 10 Intersection TORA (m) TWY D 1646 TWY H 1112 Runway 28 Intersection TORA (m) TWY F1 2193 TWY G5 1479 TWY H 961 TWY D 456 If you are unable to follow the published SIDs (old AIRAC, default or non-database freeware aircraft, etc.), request an Omni-directional departure. It is important that you NEVER climb above the initial climb without ATC clearance, as STARs and SIDs cross each other at different altitudes. STARs Study the approach charts, and make sure to always follow altitude and speed restriction, unless otherwise instructed by ATC. STARs are available from BEGOD, IDIDI, KUNEM, RIVEX, ROPNO, UNBUD and UPDER for all runways. Own CAT H STARs are available from EVOLO and UTERU for RWY 10, 18 & 36. Approach Sola has ILS, LOC and RNP approach for both runways. Visual approaches are also available and should not be flown below the ILS glide path or PAPI glide slope. Communications You can always check online positions and sectors by visiting vatglasses.uk Main logon Frequency Position ENZV_ATIS 126.005 Sola ATIS ENZV_TWR 121.780 Sola Ground ENZV_TWR 118.355 Sola Tower ENZV_APP 119.405 Sola Approach ENZV_A_APP 119.955 Sola Arrival ENSV_CTR 120.655 Polaris Control (Stavanger ACC) ENOR_S_CTR 121.550 Polaris Control (Bandbox South/ENSV+ENOS) ENOR_SC_CTR 134.515 Polaris Control (Bandbox South Central/ENSV+ENOS+ENBD_S) ENOR_CTR 125.500 Polaris Control (Bandbox)