Norwegian Airports & Charts

General recommendations

General recommendations

When flying within Polaris FIR, some small things can make the experience great for everyone. Here is some great advice from the controllers in Polaris FIR:

Read the frequency

This may sound strange and a bit harsh, but it is essential for our controllers in busy events. If you do not read the room (or in this case frequency), you will most likely cause more stress for both controllers and your fellow pilots. Therefore make sure to:

Be prepared

We can not say this enough - we all win by doing this. It is not unusual for us to issue an instruction that is far ahead in time, such as giving direct routing to a waypoint on the approach while still on a cruise. So make sure to prepare your charts and brief yourself before departure and landing.

Pushback

If you are restricted in any sort to perform the pushback as instructed, notify the controller as soon it's practically possible
All pushback shall be executed straight back unless otherwise had been instructed. If it's requested to perform a push facing towards a direction on the taxiway, the controller will inform you of the pushback clearance.
If unsure, please do not hesitate to ask the controller before requesting the pushback.

Taxi

Taxi clearances to the runway are often given without a specific holding point. If it's the case, taxi to the most reasonable holding point. In most cases, this will be at the end of the runways or the locations which give the shortest backtracks.

If you receive the instruction "HOLD SHORT", we expect you to stop before entering/crossing the specified taxiway.
When entering or exiting the runway we expect all aircraft to stay clear of runway entrance. By not fully vacating or not holding short of the runway entry line, you will be occupying the runway and others may not take off or in worst case instructed to go around
Report available at any holding point if you can and want to make an intersection departure. Tower will try to accommodate that as long as traffic situation permits

IFR Departure

When airborne and contacting approach, establish the communication by:

This is to establish both communication and verify data that what we see on the radar is your aircraft. If you don't report your altitude, we have to ask so by saying it on intial call saves time.

If traffic permits, you can expect a direct to a waypoint along your route, also beyond the end of the SID. In short domestic flights, even a direct to the IAF (Initial Approach Fix) or waypoint on the expected star is not unusual. If you have a short flight time, we recommend to pre-plan and pre-program the expected arrival and approach before departing from the departure field.

Note: Also make sure to report your altitude also when you are in contact with top/down ATC (ATC covers both the aerodrome and approach sector).

IFR Arrival

An arrival clearance will be given before the end of your routing. A STAR and expected approach will be issued. A confirmation of what approach you can expect will be issued by approach on initial contact. If your destination does not have a STAR, expect vectors or direct to the respective points on the approach.

Some do and don't on arrival:

Descend

Do not descend without clearance, a STAR clearance is not a descend clearance
If you are ready to descend, but haven't received clearance, report ready for descent shortly before reaching the Top of Descend (T/D).

Directs and vectoring

Do not ask for a direct, we always try to give the best direct we can when there is room for it. If you have not been given a direct that's most likely due traffic ahead.
Expect also directs to waypoints along the STAR or on the approach procedures. We will give it to you when there is room for it.

Speed control

If no ATC speed restriction have been given, follow speeds according to the STAR. Also remember to maintain speed 250kt IAS below FL100.

Cleared for approach?

When cleared for approach via a transition point/IAF, you are also cleared to descend according to the procedure.

Flying aircraft with CODE F

Norway has a handful of airports serving different types of aircrafts. But when it comes to CODE F aircraft (for example A380 & B747-8), there are limitations on most of our airfields. The only airfield with documented CODE F procedures is Oslo Airport (ENGM). All pilots are highly encouraged to follow published charts and procedures on AIP, witch is also in accordance with VATSIM Code of Conduct (CoC). If there are no published CODE F procedures to intended airport, the aerodrome is likely to not be capable to handle your aircraft. ATC will always advise if you are uncertain about this when it comes to different airport's capabilites.

Flying into AFIS Aerodromes

In Norway we have smaller airports with Traffic Information Areas (TIA) and Traffic Information Zones (TIZ). These are uncontrolled airspaces (class G) due to them being less busy. Hence, only AFIS is provided and it's the pilots responsibility to avoid collisions within these airspaces.

Two-way radio contact with AFIS is mandatory. The AFIS unit will provide runway in use, weather conditions and traffic information.

Simplified summary for pilots

Note: The below is only applicable to airports on land, not offshore (HTZ).

More in-depth information and examples of procedures are available in the AFIS Guide for ATC.

Report broken or outdated content

If you find any broken or outdated links, pages, documentation and similar. Do not hesitate to report it to norway@vatsim-scandinavia.org.

Airports

Airport specified briefings for aerodromes within ENOR/ENOB FIR

Airports

Airport Sceneries

ENBR | Bergen Flesland

Simulator Freeware/Payware Scenery Remark
Microsoft Flight Simulator (MSFS) Freeware WombiiActual (Flightsim.to) Our recommendation
Payware Bergen Airport (RDdesign) Incorrect runway slope
ENBR Bergen Flesland Airport (Salvuz)
X-Plane
(XP11+XP12)		 Freeware Default Gateway
Payware Bergen Airport XP (Aerosoft)
Prepar3D (P3D)
Flight Simulator X (FSX)		 Freeware Airports of Norway (AoN)
Payware Bergen Airport X (Aerosoft)

ENGM | Oslo Gardermoen

Simulator Freeware/Payware Scenery Remark
Microsoft Flight Simulator (MSFS) Freeware Oslo Airport (Flightsim.to) Our recommendation
Payware ORBX Oslo
Mega Airport Oslo-Gardemoen (Aerosoft)
X-Plane
(XP11+XP12)		 Freeware Default Gateway
Payware Airport Oslo XP (Aerosoft) Not recommended due geo offset
ENGM - Oslo Airport Gardemoen (Taimodels)
Prepar3D (P3D)
Flight Simulator X (FSX)		 Freeware Airports of Norway (AoN)
Payware Mega Airport Oslo X (Aerosoft) Not recommended due geo offset

ENTC | Tromsø Langnes

Simulator Freeware/Payware Scenery Remark
Microsoft Flight Simulator (MSFS) Freeware donutsdemise (Flightsim.to) Old layout/terminal
artogsta (Flightsim.to)
Payware M'M Simulations (Flightsim.to)
X-Plane
(XP11+XP12)		 Freeware Default Gateway
Payware Tromsø Airport XP (Aerosoft)
Prepar3D (P3D)
Flight Simulator X (FSX)		 Freeware Airports of Norway (AoN)
Payware Tromsø Airport X (Aerosoft)

ENVA | Trondheim Værnes

Simulator Freeware/Payware Scenery Remark
Microsoft Flight Simulator (MSFS) Freeware ENVA Trondheim Værnes (Flightsim.to)
Payware Aerosoft Værnes
X-Plane
(XP11+XP12)		 Freeware Default Gateway
Prepar3D (P3D)
Flight Simulator X (FSX)		 Freeware Airports of Norway (AoN)
Payware Aerosoft Vaernes
Airports

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 shal use BEGOD as first (and only waypoint) in the route on FPL

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)

ENBR Pushback Terminal.png

Apron South (Stand 1-11)

ENBR Pushback Apron South.png

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):

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

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.

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

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:

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 are only to be considered to be used at a low-traffic level. RNP Z is available on request.
2. Visual approaches are also available and shall not fly below 2000 feet until established on final. Expect direct to respective points in the visual approach chart when planning for 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

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

Note: Other sectors and frequencies could be used during major events for a more sufficient sector splits in Polaris ACC
Airports

ENCN - Kristiansand Kjevik

Overview

Welcome to Kristiansand! The airport is located just south of Oslo Gardermoen together with Torp on the south easterly coast of Norway. Kjevik has several flights to the nordic and European destinations.

Stands

 

Apron Suggested Parking
Stand 10International (ARC D)
Stand 12-11International (ARC C)
Stand 17-13Domestic Flights (ARC C)
Stand 18Business jets
Stand 19Business jets / Cargo (ARC D - Max wingspan 42 M)
Apron S
(31-38)		GA
Apron O
(42-48)		GA

De-Ice

There is only one de-icing platform at Kjevik. The de-icing platform is outside of the manoeuvring area. Pilots are reminded to exercise special caution when taxiing.

PlatformRestriction
De-IceOne ARC C or D ACFT
Engine Testing Area is the same area as de-icing. Business jets may use De-ice East for parking.

IFR clearance

Initial contact is with Kjevik 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 Kjevik are given by Tower. When runway 03 is in use, you will get taxi to A. If runway 21 is in use taxi will be given to B and then back-track.

TWY C and G are only to be used during day light, as these taxiways do not have taxiway lighting. Also not that these are ARC B categorised.

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)

Approach

Torp has and 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
ENCN_ATIS 124.475 Kjevik ATIS
ENCN_TWR 118.100 Kjevik Tower
ENCN_APP 119.950 Kjevik Approach
ENOS_CTR 127.250 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)
Airports

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.

CODE F / A380

All procedures are also well shown on AD 2 ENGM 2-3 (Aerodrome Ground Movement Chart - Code F)

Runway 01L/19R will normally be used for departure and arrivals.

Following stands can be used for CODE F operations.

Stand Restrictions taxi Pushback procedures
52 Shall taxi via TWY W and J1 to stand Towing/Pushback is accepted on J between J1 and S to postion 19.
80 Shall taxi via TWY Y and D1 Towing/Pushback is accepted on D between D1 and P to position 31.
171L Shall taxi via TWY K Push back to startposition 53 facing West.
201L TWY N can be used for CODE F Start-up position 63 facing south or 64 facing north as instructed by GND.
203L TWY N can be used for CODE F Start-up position 63 facing south or 64 facing north as instructed by GND.

Stands

image-1723993277566.png

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.

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

Stand 1-28 | Pier West

ENGM pier west.jpg

Stand 36-58 | Pier East

ENGM pier east.jpg

Stand 60-96 | Pier North

ENGM pier north.jpg

Stand 171-178

ENGM stand 170s.jpg

Stand 181-189

ENGM stand 180s.jpg

Overview

ENGM Overview.jpg


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 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.

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, 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

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 118.300 Gardermoen Tower West (01L/19R)
ENGM_E_TWR 120.100 Gardermoen Tower East (01R/19L)
ENGM_W_APP 120.450 Oslo Approach West
ENGM_E_APP 118.475 Oslo Approach East
ENGM_D_APP 136.400 Oslo Director
ENGM_F_APP 128.900 Oslo Final
ENOS_CTR 127.250 Polaris Control (Oslo ACC South)
ENOS_N_CTR 120.375 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 splits in Polaris ACC
Airports

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.

Airports

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 119.075 Torp ATIS
ENTO_GND 126.175 Torp Ground
ENTO_TWR 118.650 Torp Tower
ENTO_APP 134.050 Farris Approach
ENTO_D_APP 124.350 Farris Director/VFR
ENOS_CTR 127.250 Polaris Control (Oslo ACC South)
ENOS_N_CTR 120.375 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)
Airports

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
23-29 Commuter Domestic
30-37 Domestic flights
40-44 International flights
Apron Assigned to
M1 De-Ice Pad
M2 GA
M3 GA
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

ENVA RWY09.jpg

Runway 27 in use

ENVA RWY27.jpg *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. 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

Airports

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.

PlatformRestriction
TWY PNot available for ARC D or E
TWY QOne 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:

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 126.000 Sola ATIS
ENZV_TWR 121.750 Sola Ground
ENZV_TWR 118.350 Sola Tower
ENZV_APP 119.400 Sola Approach
ENZV_A_APP 119.950 Sola Arrival
ENSV_CTR 120.650 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)