Airports

• ENBR – Bergen Flesland
• ENGM – Oslo Lufthavn
• ENTC – Tromsø Langnes
• ENVA – Trondheim Værnes
• Airport Sceneries

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

Terminal

• Domestic: 15-20, 29-32
• Schengen: 23-32
• Non-Schengen: 23-27

Aprons

• Technical Apron: GA
• North Apron: Ambulance flights, Widerøe
• South Apron: Cargo, Prop, Other

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.

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

If the stand is not mentioned in the maps, ask the ground controller if you're unsure how to excecute the pushback

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 ” 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.

All aircraft are expected to taxi to A1 or A9 (depending of runway in use) GAs is expected to taxi to holding point A4 when runway 17 is in use Helicopters is expected to taxi to holding point A5 (RWY17) and A6 (RWY35)

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.

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 Bergen have an initial climb altitude of 6000ft. If you are unable to follow the published SIDs (old AIRAC, default or non-database freeware aircraft, etc.), request an Omni-directional departure. Omni-directional departures have their own designated SIDs as OMNI3D and OMNI3C. Although it sounds like a normal SID, it's a omni-directional departure. You will find the omni-departure procedures on the chart databases. It is important that you NEVER climb above the initial climb without ATC clearance, as STARs and SIDs cross each other at different altitudes.

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.

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.

Approach

All aircraft can expect ILS W approach, unless it has been instructed to expect another type of approach. If unable to perform the ILS approach, advise the approach controller on initial contact.

The last fix of the STAR (or Merge Point) is followed by a transition to the ILS approach for each runway. ATC often replaces 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.

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:

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 – 125.250
ENBR_DEL – Flesland Delivery – 123.400
ENBR_GND – Flesland Ground – 121.900
ENBR_TWR – Flesland Tower – 119.100

ENBR_W_APP – Flesland Approach West – 121.000
ENBR_E_APP – Flesland Approach East – 125.000
ENBR_D_APP – Flesland Director – 118.850

ENSV_CTR – Polaris Control (Stavanger ACC) – 120.650
ENSV_N_CTR – Polaris Control (Stavanger ACC north) – 124.700

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

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.

Use of stands

The west pier of the main terminal is the airports domestic terminal, and the east pier is the international terminal. As a rule of thumb (though not set in stone), international flights should park at the east side of the new terminal, from stand 38 through stand 53, and remote parking 181 through 187. Domestic flights should park at the western side of the new terminal, stands 2 through 26, and remote stands 171 through 178. All flights to or from a non-schengen country should use stand 42, 43, 44, 45, 46 (46R), 47, 48, 49, 50, 51 or 53. Stand 42, 43, 44 and 45 are flexi stands, and can also be used for schengen flights. The gates at the north pier are combo gates and can be used for both domestic and international flights. The apron and terminal on the western side of runway 19R/01L is the General Aviation area. Airline traffic does not utilize the western apron.

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.

Push-back

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

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 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. On runway 01R, always expect to use full length via B1 or B2, due to noise abatement and SID procedures.

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.

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, 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. Expect Approach ATC to inform you of which runway to expect.

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 CATIII equipped. In case of low visibility conditions, only the right runway is used for landing (01R or 19R). RNP approaches are available on request. Visual approach is not approved for any jet aircraft, only props may request visual approach.

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

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.

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.

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.

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

Domestic: 30-37
Commuter Domestic: 24-29
International: 40-44

Aprons
M1: Deice
M2: GA
M3: GA/Ambulance
M4-M6: Military

IFR clearance

Initial contact is with Clearance Delivery, 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

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.

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

Runway 27

Approach

The default approach to Værnes is ILS for all runways. RNAV 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 – 127.550
ENVA_GND – Værnes Ground – 121.600
ENVA_TWR – Værnes Tower – 119.400

ENVA_APP – Værnes Approach – 118.600
ENVA_D_APP – Værnes Director – 119.150

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

Airport Sceneries

ENBR | Bergen Flesland

ENGM | Oslo Gardermoen

ENTC | Tromsø Langnes

ENVA | Trondheim Værnes