LOP Oslo - VATSIM Scandinavia

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LOP Oslo - VATSIM Scandinavia
Scandinavian Virtual Area Control Center (VACCSCA)
Procedures
Oslo TMA
Procedures for Gardermoen Delivery, Ground, Tower and Oslo Approach and
Director
Made by Director of Norway FIR, Anders Henriksen
27/10/2010 - v.1.0
FOR SIMULATION ONLY!
Table of Content
GENERAL INFORMATION .................................................................................................................................. 4
HISTORY ................................................................................................................................................................. 4
THE AIRPORT ........................................................................................................................................................... 4
MAJOR AIRPORT REQUIREMENTS .................................................................................................................... 6
GLOBAL RATING POLICY.............................................................................................................................................. 6
MAJOR AIRPORT ENDORSEMENT .................................................................................................................................. 6
GARDERMOEN AIRPORT - PROCEDURES .......................................................................................................... 7
GARDERMOEN CLEARANCE DELIVERY (DEL) ................................................................................................................... 8
Position description ........................................................................................................................................ 8
Log-on information ......................................................................................................................................... 8
Charts .............................................................................................................................................................. 8
Runway configuration on departure.............................................................................................................. 8
VFR departures ............................................................................................................................................... 9
Standard instrument departure (SID) ............................................................................................................ 9
Omni-directional departure (radar vectoring)............................................................................................... 9
Runway 01L west departure (except jet’s) .................................................................................................... 9
Phraseology .................................................................................................................................................. 10
GARDERMOEN GROUND (GND) ................................................................................................................................ 11
Position description ...................................................................................................................................... 11
Log-on information ....................................................................................................................................... 11
Charts ............................................................................................................................................................ 11
Stands and parking at engm ........................................................................................................................ 11
Ground – area of responsibility .................................................................................................................... 14
Pushback ....................................................................................................................................................... 16
Taxi ................................................................................................................................................................ 16
Coordination and handoff procedures ......................................................................................................... 19
Phraseology .................................................................................................................................................. 20
GARDERMOEN TOWER (TWR) .................................................................................................................................. 21
Position description ...................................................................................................................................... 21
Log-on information ....................................................................................................................................... 21
Charts ............................................................................................................................................................ 21
Runway configuration .................................................................................................................................. 21
VFR in gardermoen control zone (CTR) ........................................................................................................ 22
Separation .................................................................................................................................................... 23
Low visibility procedures (LVP)..................................................................................................................... 23
Parallel and visual approaches .................................................................................................................... 24
Tower – area of responsibility ...................................................................................................................... 24
Coordination ................................................................................................................................................. 25
Phraseology .................................................................................................................................................. 26
OSLO TMA – PROCEDURES ............................................................................................................................. 28
OSLO APPROACH (APP) .......................................................................................................................................... 29
Position description ...................................................................................................................................... 29
Log-on information ....................................................................................................................................... 29
Charts ............................................................................................................................................................ 29
Oslo TMA ...................................................................................................................................................... 29
Farris TMA and Norway CTA ........................................................................................................................ 30
Delegated airspace ....................................................................................................................................... 32
Seperation ..................................................................................................................................................... 33
Transition altitudes and levels ..................................................................................................................... 33
Approach system – Oslo TMA ...................................................................................................................... 34
Descend and speed ....................................................................................................................................... 35
Normal and low peak operations ................................................................................................................ 36
App sector west and east ............................................................................................................................. 37
Coordination ................................................................................................................................................. 38
Phraseology .................................................................................................................................................. 38
OSLO DIRECTOR (DIR) ............................................................................................................................................ 39
Position description ...................................................................................................................................... 39
Log-on information ....................................................................................................................................... 39
Charts ............................................................................................................................................................ 39
ILS intercept altitudes and FAP positions ..................................................................................................... 39
Separation .................................................................................................................................................... 39
Coordination ................................................................................................................................................. 40
Phraseology .................................................................................................................................................. 40
GENERAL INFORMATION
HISTORY
Oslo Airport Gardermoen is the largest airport in Norway and the second largest in Scandinavia, after
Copenhagen Kastrup. Gardermoen is also the sixth busiest domestic airport in Europe, serving over 8
million domestic passengers a year.
The airport is a hub for Scandinavian Airlines (SAS), Norwegian Air shuttle (NAX) and Widerøe (WIF).
The Gardermoen area was taken into use by the Norwegian Army in 1740, with the first military
airport facilities being built during the 1940s. Gardermoen remained a secondary reserve and charter
airport to Oslo Airport, Fornebu until 8 October 1998, when the latter closed and an all-new
Gardermoen opened, costing NOK 11.4 billion.
THE AIRPORT
Oslo Airport Gardermoen (OSL/ENGM) is located 35 kilometers northeast of Oslo in the municipality
of Ullensaker. An express train connects the airport with the city centre.
TERMINAL
Gardermoen has one passenger terminal which is 819 meters long and have 148 000 square meters
space. It can cope with 52 planes simultaneously, where 34 can be reached by jet bridges and 18 with
busses to remote stands.
The terminal has two piers, one domestic and one international, with a capacity of 17 millions
passengers a year. The airport has today over 19 million passengers, therefore is an expansion of the
terminal with a third pier scheduled to open in 2013, making it possible to serve over 28 million
passengers a year.
RUNWAYS
Oslo Gardermoen has two parallel runways, 01L/19R and 01R/19L. According to the traffic prognoses
a third runway will be needed around year 2030.
RWY
01L
19R
01R
19L
Dimension
3600 x 45
3600 x 45
2950 x 45
2950 x 45
Course
015
195
015
195
ILS Freq
110.300
111.300
111.950
110.550
Remark
CAT I
CAT II and III C
CAT II and III C
CAT I
Mainly the left runways are used for departures and right runways for arrivals. In low peak hours it’s
often that ATC offers 01L/19R for domestic traffic and 01R/19L for international, due to shorter taxi
lengths from/to gates.
During night, between 23:00 and 06:00 local time, noise abetment procedures are in use, and due to
this takeoffs are only permitted north (from 01L or 01R) and landings from north (19R or 19L) – if
weather permits.
CARGO AREA
The airport's freight area is more than 20 hectare. It is located close to the terminal for efficient
handling of both passenger and cargo aircraft. SAS Cargo and Braathens have built one freight
terminal each, and DHL has its own terminal for express cargo. In addition, Oslo Cargo Center has
built a combined office and cargo building. The freight terminals are modern terminals with cool and
freeze facilities, in addition to areas for building and breaking of containers and pallets. The SAS
terminal contains modern equipment for mail sorting. There are available areas for new cargo
operators.
A number of freight companies operate at the airport and in 2007 they processed 97,311 tones of
freight and mail.
GA AREA
Non-commercial and practice general aviation is not operated at Gardermoen, and is mainly done
from Kjeller Airport, Rakkestad Airport and Jarlsberg Airport. The GA area at Gardermoen consists of
mainly business and privet jets.
MIL AREA
The Royal Norwegian Air Force has an air base at Gardermoen, located north of the passenger
terminal. The base dates from 1994 and houses the 335-Squadron that operates two Lockheed C-130
Hercules transport planes
MAJOR AIRPORT REQUIREMENTS
GLOBAL RATING POLICY
From 1st Of January 2010 the new Global Rating Policy was enforced on the VATSIM network. In this
policy all ratings on VATSIM are listed and described. We have the controller ratings (S1, S2, S3, C1
and C3), administrative ratings (INS1, INS2, INS3, SUP and ADM). On top of these comes the “Major
Airport” and “Special Center” endorsement. These endorsements are needed to operate on a Major
Airport or Special Center positions in some VACC’s.
An airport is classified as “Major Airport” by the local VACC, these airports have more complex
procedures and do also have more and constant traffic then the normal airports.
Usually “Major Airports” are the capital airports.
MAJOR AIRPORT ENDORSEMENT
In Norway, a Major Airport endorsement is needed to operate on Oslo Airport Gardermoen
regardless of which controller rating you possess. To accomplish Major Airport endorsement for
Gardermoen you need to request this through the Training Department, and when given a
mentor/instructor you will have training and when all aspect are covered this will be fulfilled with a
checkout.
When the Major Airport checkout is passed you will be allowed to operate at Gardermoen alone.
We have endorsements for Tower and Approach. You need Tower endorsement to begin on
Approach.
Tower endorsement
A tower endorsement is needed to operate on:



Gardermoen Delivery
Gardermoen Ground
Gardermoen Tower
Approach endorsement
An approach endorsement is needed to operate on:



Oslo Approach
Oslo Director
Oslo Control
For more information and requirements on Major Airport endorsements for Oslo Gardermoen, read
the “OTS Requirements Oslo Gardermoen” found in our download section at vaccsca.org or here:
http://vaccsca.org/component/option,com_docman/Itemid,77/gid,73/task,cat_view/
The “Global Rating Policy” is found here: http://www.vatsim.net/EC/GRP2.pdf
GARDERMOEN AIRPORT - PROCEDURES
This section of the operations manual covers the procedures in Gardermoen Control Zone (CTR). In
Gardermoen CTR there are established three main positions that can be divided to more, those are:

Gardermoen Delivery (handles clearance)

Gardermoen Ground (handles movement on ground except runways)

Gardermoen Tower (handles runways and Gardermoen CTR)
GARDERMOEN CLEARANCE DELIVERY (DEL)
POSITION DESCRIPTION
Gardermoen Clearance Delivery, herby called DEL, issues departure clearance to all traffic at Oslo
airport. On request by pilots, DEL can also issue engine startup, however this is usually done by
Gardermoen Ground (GND).
DEL is also responsible for sending traffic over to the correct GND frequency when several are online.
When GND is divided in west, east and north, traffic on:

North side of the terminal (stand 4 – 50) shall be transferred to ground N

Southwest side of the terminal (stand 2–23 & 171-179), Cargo (stands 205–208), MIL and GA
parking shall be transferred to ground W

Southeast side of the terminal (stand 39-53 & 181-187) shall be transferred to Ground E
Ground N is the main GND position. If ground E and/or W is offline, ground N will then take over their
stands. Note! TWR (W) will take over the GA area if ground W is offline, the rest goes to ground N.
LOG-ON INFORMATION
DEL shall log on as ENGM_DEL and use frequency 121.60
For more information read Norway Sector Descriptions, found at vacccsca.org
CHARTS
All charts needed for issuing clearance at Oslo airport are published on IPPC Norway.

URL: http://www.ippc.no/norway_aip/current/AIP/AD/ENGM/engm.html
RUNWAY CONFIGURATION ON DEPARTURE
All departure traffic shall whenever possible be cleared on the left runways (01L or 19L). There is
however some exceptions:

Remember noise abatement procedures during night (23:00-06:00 local time), in this period
DEL shall if only issue clearance from 01L or 01R as long as weather permits.

In low peak hours it’s often that ATC offers 01L/19R for domestic traffic and 01R/19L for
international, due to shorter taxi lengths to the runway.

When runway 19 is in use, traffic to SOK shall be cleared on SOK 5D departure from 19R

Traffic from GA terminal shall depart from 01L/19R
Remember that Tower (TWR) are responsible for the runways, if you need to issue a runway which is
not in use for that matter you need to coordinate with TWR before any clearance is given.
On the next page you will find information on the departures available at Oslo Gardermoen.
VFR DEPARTURES
Traffic that has a VFR flight plan shall by DEL be given a squawk code and runway in use, after that it’s
transferred by DEL to the correct GND or TWR frequency.
If the flight is scheduled to another airport then Gardermoen, the CTR exit-point shall by DEL be
noted in the scratchpad/text field in the aircrafts label.
If the flight is scheduled to Oslo airport, the word “PATTERN XXx” (where XXx is the runway the
aircraft is cleared for) shall by DEL be noted in the scratchpad/text field in the aircrafts label.
STANDARD INSTRUMENT DEPARTURE (SID)
There are established several SID’s from all runways at Oslo Gardermoen.
OPA 3B (from 01R) and TRF 5D (from 19R) has initial climb altitude of 4000 feet, the rest has 7000
feet. The initial climb altitude shall be informed by DEL to the pilot in the clearance, and DEL shall
also set altitude in the aircrafts label under temporary cleared altitude.
Traffic shall whenever possible be cleared on SID’s from the left runways (01L & 19L), only exception
should be SOK 5D departure from 19R since 19L doesn’t offer any SID’s for westbound traffic to SOK.
OMNI-DIRECTIONAL DEPARTURE (RADAR VECTORING)
IFR traffic unable to follow a SID is given radar vectoring by Approach (APP) after takeoff. Pilots are
cleared by DEL to fly runway heading and an initial climb of 4000 feet, unless otherwise coordinated
with APP.
If using VRC:
DEL shall note the word “VECT” in the scratchpad/text field in the aircrafts label when this departure
is used.
If using EuroScope:
DEL shall insert “Vector” as an SID in the aircrafts tag.
RUNWAY 01L WEST DEPARTURE (EXCEPT JET’S)
IFR traffic unable to follow a SID can also be given this departure when runway 01L is active. Pilots
are cleared to climb straight ahead to 1500*/1700** feet, then a left heading to 270 degrees and
4000 feet.
*Turn point 1500 feet AMSL = Aircraft at or below 5700kg.
**Turn point 1700 feet AMSL = Turboprop or prop above 5700kg.
DEL shall insert “WEST DEP” on the SID field in the aircrafts label.
PHRASEOLOGY
Pilot should on initial contact with DEL report aircraft type, position (stand or parking number) and
the latest information received and QNH. DEL should therefore include this information in the text
ATIS that is controller specific (in Euroscope you find it where you type log-in info, VRC under ATIS).
Example:
Gardermoen Clearance Delivery – ATIS on 127.15
On initial contact report aircraft type, position, latest ATIS received and QNH
CLEARANCE WITH SID
(callsign), CLEARED TO (destination) VIA (sid) DEPARTURE, RUNWAY (XXx), INITIAL CLIMB (xxxx feet),
SQUAWK (xxxx) [if pilot has not reported correct info you need to give it to him here: INFORMATION
(X) VALID]
Example 1: SAS123, cleared to Kjevik via SKIEN 6C departure runway 19L, initial climb 7000 feet,
squawk 4215.
Example 2: NAX123, cleared to Kjevik via SKIEN 6C departure runway 19L, initial climb 7000 feet,
squawk 4215, information Quebec valid.
CLEARANCE WITH OMNI-DIRECTIONAL DEPARTURE
(callsign), CLEARED TO (destination), RUNWAY (XXx) in use, AFTER DEPARTURE FLY RUNWAY
HEADING TO 4000 FEET FOR VECTORING TO (waypoint), SQUAWK (xxxx), [if pilot has not reported
correct info you need to give it to him here: INFORMATION (X) VALID]
Example: WIF123, Cleared to Sola, runway 01L in use, after departure fly runway heading to 4000 feet
for vectoring to SOKNEN, squawk 4215. (Information papa valid)
CLEARANCE WITH RUNWAY 01L WEST DEPARTURE
(callsign) CLEARED TO (destination), RUNWAY 01L WEST DEPARTURE, [climb straight ahead to
1500/1700 feet then turn left heading 270 and climb 4000 feet], SQUAWK (xxxx), [if pilot has not
reported correct info you need to give it to him here: INFORMATION (X) VALID]
Example 1: WIF123, cleared to Haukåsen, runway 01L west departure, climb straight ahead to 1700
feet then turn left heading 270 and climb 4000, squawk 4215. (Information alpha valid)
Example 2: WIF123, cleared to Haukåsen, runway 01L west departure, squawk 4215. (Information
sierra valid)
Runway 01L west departure is not common known on VATSIM, be careful with using example 2 if you
are unsure if the pilot is familiar with the procedure!
When pilots have readback the clearance correct you send them over to ground.
(callsign) READBACK CORRECT, FOR PUSH AND START CONTACT GROUND ON FREQUENCY (XXX)
DECIMAL (XX).
Example: SAS123, readback correct, for push and start contact ground on 121 decimal 92
GARDERMOEN GROUND (GND)
POSITION DESCRIPTION
Gardermoen Ground, hereby called GND, is responsible for all movements on ground except the
runways and GA area*.
*If only the main GND position is online, GA area belongs to TWR (W). If GND W is online GA area
belongs to him, further information “Ground – area of responsibility” found below.
On departure GND gives approval for pushback and startup to parked aircrafts after they have
received clearance from DEL. When pushback is completed GND will issue a taxi-clearance to the
runway the aircraft is cleared for. Then, in good time before the aircraft approaches the
holdingpoint, GND will transfer it to the correct TWR frequency if several are online:

TWR West is responsible for runway 01L/19R

TWR East is responsible for runway 01R/19L
On arrival, TWR will transfer the aircraft to the correct GND frequency for taxi to stands or parking.
LOG-ON INFORMATION
GND shall log on as ENGM_GND and use frequency 121.92
In high volume traffic up to three GND positions can be opened on Gardermoen:
Gardermoen Ground West, ENGM_W_GND, frequency 121.67
Gardermoen Ground East, ENGM_E_GND, frequency 121.72
Gardermoen Ground North, ENGM_N_GND, frequency 121.92
For more information read Norway Sector Descriptions, found at vacccsca.org
CHARTS
All charts needed for issuing taxi-clearance at Oslo airport are published on IPPC Norway.

URL: http://www.ippc.no/norway_aip/current/AIP/AD/ENGM/engm.html
STANDS AND PARKING AT ENGM
Gardermoen is a very simple airport when it comes to stands for route traffic; it has one terminal
with two piers. The western pier is domestic and the eastern is international. Cargo traffic parks at
the cargo apron found southwest of the terminal, east of taxiway November. Military aircrafts parks
at the MIL area found north of the terminal, east of November. General aviation traffic is parked at
the GA Area west of runway 01L/19R.
On the next page the terminal and cargo area is illustrated.
DOMESTIC STANDS
Domestic traffic on Gardermoen is usually operated by Widerøe, Scandinavian SAS and Norwegian.
There are no airline-specific stands; all stands can be operated by anyone. The stand assignment is
done by stand availability and size of the aircraft.
Stands without jet-bridges:
CODE CP aircrafts (commuter propeller, max D Q400)
Stand: 2, 3, 4, 5, 6 and 7
CODE C aircrafts (max B-737-900)
Stand: 172, 173, 174, 175, 176, 177, 178 and 179
CODE D aircrafts (max MD11 / B-767-400)
Stand: 171
CODE E aircrafts (max B 747-400)
Stand: 171L
Stands with jet-bridges:
CODE C aircrafts (max B 737-900)
Stand: 11, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22 and 30
CODE C aircrafts including B 757-200
Stand: 23, 24, 26, 28 and 32
INTERNATIONAL STANDS
International traffic on Gardermoen is operated by several airliners and there is no point of listing
them all up. The stand assignment is done by stand availability, size of the aircraft and also schengen
vs. non-schengen.
Stands without jet-bridges:
CODE C aircrafts (max B-737-900)
Stand: 181, 182, 183, 184 and 187
CODE D aircrafts (max MD11 / B-767-400)
Stand: 185
CODE E aircrafts (max B 747-400)
Stand: 186
Stands with jet-bridges - schengen:
CODE C aircrafts (max B-737-900)
Stand: 38, 39, 40, 41, 42, 43, 44, 45, and 47
CODE C aircrafts including B 757-200
Stand: 34, and 36
CODE D aircrafts (max MD11 / B-767-400)
Stand: 46 and 48
CODE E aircrafts (max B 747-300)
Stand: 49
Stands with jet-bridges – non-schengen:
CODE D aircrafts (max MD11 / B-767-400)
Stand: 51
CODE E aircrafts (max B 747-400)
Stand: 50 and 53
CARGO STANDS
DHL, UPS, FedEx, TNT, Korean Air, SAS, KLM, Lufthansa and many more operates at the cargo
facilities at Oslo Gardermoen. Five heavy stands is available at the Cargo apron.
CODE D aircrafts (max MD11 / B-767-400)
Stand: 205, 206, 207 and 208
CODE E aircrafts (max B 747-400)
Stand: 208R
GA AND MIL STANDS
Traffic is not given specific parking slots, “taxi to GA” or “taxi to MIL” is commonly used.
GROUND – AREA OF RESPONSIBILITY
Ground is seldom operated by more than one controller on VATSIM. When one controller operates GND, the
following taxiways are under its responsibility (also illustrated on the map below):
a) Taxiway N and S
b) Taxiway G east of taxiway N and west of taxiway S
c) Taxiway H east of taxiway N and west of taxiway S
d) Taxiway K east of taxiway N, and also taxiway K1 and K2
e) Taxiway E and F
f) Taxiway L west of taxiway S, and also taxiway L1 and L2
g) Taxiway Y, R and Z
h) Behind all pushback-areas at the apron
Note that TWR is responsible for the GA area, taxiway M and T and also all intersections.
When ground is divided in more than one position, the area of responsibility changes as you can see on the
map below. Ground takes over the GA area, taxiway M and T and all intersections from TWR.
Ground North
Taxiways: H, G, Y, R, Z, E (between G and stand 2), F (between G and stand 53), X, X1, X2 and X3.
Ground North are responsible for issuing pushback and startup approval for stands 4-50 at the main terminal.
Ground West
Taxiways: C, C1, C2, C3, M, N, K, K1, K2, A1,A2,A3,A4,A5,A6,A7,A8,A9 and E south of stand 4.
Ground West are responsible for issuing pushback and startup approval for stands 2 and southwards to 23 at
the main terminal, Cargo stands 205-208 and remote stands 171-179.
Ground East
Taxiways: S, T, G (east of S), L, L1, L2, F (south of stand 53), B1, B2, B3, B4, B5, B6, B7, B8 and B9.
Ground East are responsible for issuing pushback and startup approval for stands 39 and northwards to 53 at
the main terminal and remote stands 181-187.
If GND E is offline: TWR E takes over B1, B2, B3, B4, B5, B6, B7, B8, B9 and TWY Y.
GND N takes over TWY S.
If GND W is offline: TWR W takes over A1, A2, A3, A4, A5, A6, A7, A8, A9 and TWY C, C1, C2 and C3.
GND N takes over TWY N.
PUSHBACK
When pilots have received clearance from DEL they are sent over to the GND frequency for startup
and pushback. Pushback approval shall only be given when the pilot has requested it. If DEL is not
online and GND has responsibility over clearance and start/push, GND shall only state “readback
correct” after the pilot has readback the clearance correct and then wait for the pilot to ask for
pushback. The reason for this is that many calls for clearance up to 30 minutes before they are ready
to leave the stand.
Approval for pushback is not considered an ATC clearance. “Pushback approved” only means that
ATC has no objection to the pushback. It is still the responsibility of the pilot (and in real life the
ground crew) to ensure that the pushback is performed safely. If needed due to traffic or other
reasons, ATC will delay pushback or give the necessary information.
Note! Make sure aircrafts parked at the cargo terminal are also ready for taxi immediately after
pushback is completed. When an aircraft has pushed from cargo it blocks taxiway N. This is very
important if runway 01L is active for departures.
Pushback procedures at Gardermoen are published here:
http://www.ippc.no/norway_aip/current/AIP/AD/ENGM/EN_AD_2_ENGM_2-5_en.pdf
TAXI
Gardermoen has an easy taxiway system compared to many other main airports. Still, controllers
operating ground need to follow the taxiway procedures so we can avoid conflicts.
General info

Taxiway H is eastbound traffic only.

Taxiway G is westbound traffic only, except departures to runway 01R/19L – these will use
taxiway G to enter taxiway H.

Taxiway N and S are mainly for departures.

Taxiway M and T are mainly for arrivals.
Helicopter
Parking and ground maneuvering, including hover taxiing, with helicopters are permitted west of
runway 01L/19R only. Stand 181/182 may be permitted for helicopter on rescue- or ambulance
mission.
Standard taxi routes
There are established standard taxi routes for Oslo Gardermoen, these are shown on the next two
pages. These should be known to any controller that operates at Gardermoen.
ACTIVE RUNWAY IS 19R/19L
Departure 19L
Arrival 19R
ACTIVE RUNWAY IS 01L/01R
Departure 01L
Arrival 01R
COORDINATION AND HANDOFF PROCEDURES
Coordination between controllers is very important. The way it is done can vary. All controllers online
in Norway should be online also at the VACCSCA TeamSpeak server (ts.vaccsca.org), here all
controllers can reach each other on voice. We can also use ES/VRC chat or ATC chat when something
urgent happens that need the attention of more than one controller, fex runway change or that one
sector is overloaded and can’t accept more handoffs. Coordination is also done via the aircraft-label
with different types of requests.
Handoffs are done be the controller that has the pilot in question on his frequency, he will at a
certain point tell the pilot to contact the next controller on his frequency.
HANDOFFS TO GND

Departing traffic contact GND after being assigned the correct frequency by DEL.

Landing aircraft contact GND after being instructed by TWR, when leaving the runway.
HANDOFF FROM GND

GND hands of to TWR before departing aircraft reach the holding position. Which holding
position to use (intersection or full runway length) is coordinated between GND and TWR if
needed.
HANDOFF BETWEEN GND-W & GND-N

Westbound traffic on taxiway G will by GND-N be instructed to hold short of taxiway N and
then be handed over to GND-W when approaching.

Aircrafts on MIL parking will by GND-N be instructed to hold short of taxiway N on X or X2.
When approaching it will be handed over to GND-W.

Arrivals from 19R/01L on taxiway H will by GND-W be instructed to hold short of E and when
approaching be handed over to GND-N

Arrivals from 19R/01L heading for MIL parking are told by GND-W to hold short of X and
then be handed over to GND-N when approaching.
HANDOFF BETWEEN GND-N & GND-E

Eastbound traffic on H will by GND-N be instructed to hold short of taxiway S and then be
handed over to GND-E when approaching.

Arrivals from 19L/01R on taxiway G will by GND-E be instructed to hold short of F and when
approaching be handed over to GND-N.
PHRASEOLOGY
Pilot should on initial contact with DEL report stand number. GND should therefore include this
information in the text ATIS that is controller specific (in Euroscope you find it where you type log-in
info, VRC under ATIS).
Example:
Gardermoen Ground (East/North/West) – ATIS on 127.15
Departures shall on initial contact report stand number.
PUSHBACK
(callsign), PUSHBACK [and startup] APPROVED, QHN (xxxx)
Example: Scandinavian 123, pushback and startup approved, QNH 1013
TAXI DEPARTURE
If only one ground position is online you can give taxi all the way to the runway. If several are online
and the route from stand to the runway also goes through the area of another GND controller you
can only give taxi instructions to the holding points mention in the previous chapter
“coordination and handoff procedures”. See also the illustrations under “ground – area of
responsibilities”.
(callsign) TAXI TO HOLDINGPOINT (XX) RUNWAY (XXx) VIA (X) (X) (X)…..
Example: Widerøe 123, taxi to holdingpoint A3 runway 01L via E and K.
(callsign) TAXI VIA (X) (X) (X)… HOLD SHORT OF (X)
Example: Norshuttle 123, taxi via G, R and H, hold short of S.
HANDOFF
(callsign) MONITOR (ground/tower) ON FREQUENCY (XXX.XX)
Example: Speedbird 123, monitor ground on frequency 121.92
(callsign) CONTACT (ground/tower) ON FREQUENCY (XXX.XX), [WITH CALLSIGN ONLY]
Example: Lufthansa 123, contact tower on 118.3 with callsign only.
TAXI ARRIVAL
(callsign) TAXI TO STAND (XX) VIA (X) (X) (X)…
Example: Airberlin 123, taxi to stand 23 via M and K
(callsign) TAXI VIA (X) (X) (X)… HOLD SHORT OF (X)
Example: Scandinavian 123, taxi via T and G hold short of F
GARDERMOEN TOWER (TWR)
POSITION DESCRIPTION
Gardermoen Tower, hereby called TWR, is responsible for all movements on both runways and traffic
within Gardermoen CTR (GND to 2500 feet).
Tower issue takeoff and landing clearance for all inbound and outbound planes and are also
responsible for separations on departures. Director (DIR) is responsible for separation on arrivals
until the aircraft has passed the runway threshold.
On departure TWR receives handoff from GND in good time before the aircraft reaches the
holdingpoint. On arrival TWR will receive handoff from DIR when the aircraft are established on the
approach. When the aircraft has vacated runway TWR will immediately instruct to contact GND. For
detailed information on ownership on GND check out “Ground – area of responsibility” on page 11.
LOG-ON INFORMATION
TWR shall log on as ENGM_TWR and use frequency 118.30
In high volume traffic up to two TWR positions can be opened on Gardermoen:
Gardermoen Tower West, ENGM_W_TWR, frequency 118.30
Gardermoen Tower East, ENGM_E_TWR, frequency 120.10
For more information read Norway Sector Descriptions, found at vacccsca.org
CHARTS
All charts needed are published on IPPC Norway.

URL: http://www.ippc.no/norway_aip/current/AIP/AD/ENGM/engm.html
RUNWAY CONFIGURATION
Tower decides which runway is in use and have also the responsibility over the voice ATIS at ENGM.
Runway 01R and 19R are preferential runways for landings and runway 01L and 19L are preferential
runway for take-offs. When capacity demands so require, this preference may be deviated from:

Parallel approaches may be necessary in major events and need two runways for arrivals.

In low peak hours TWR can decide to use 01L/19R for domestic and 01R/19L for
international flights, this due to shorter taxi lengths from runway to parking.
When the traffic situation allows, takeoffs from runway 19R are permitted for traffic following
departure routes (SID’s) turning westbound after departure and continue to the west or northwest.
Take-offs from runway 19R is permitted regardless of destination when this is necessary due to
aircraft weight, runway friction or other operational reasons.
As far as weather and traffic conditions permit, landings shall be executed on runway 19R and takeoffs on runway 01L between 2200-0530 Zulu time, due to noise abatement procedures.
VFR IN GARDERMOEN CONTROL ZONE (CTR)
Training flights making touch-and-go are not permitted on Gardermoen, except for test and training
activities necessary to the Royal Norwegian Air Force based at Gardermoen. Instrument training are
permitted after prior agreement through Gardermoen TWR.
Some procedures:

Transit flights through Gardermoen CTR should be avoided and is up to TWR to decide if
traffic permits.

Pilots can not expect permission to cross overhead the runways or extended centerlines.

Pilots shall established two-way radio communication and receive a clearance before
entering the control zone.

VFR-flights will be suspended under limited visibility or low ceiling.
VFR ROUTES
Arrival and departure routes for VFR traffic are established as depicted on AD2 ENGM 6-3, VFR –
ROUTES LIGHT ACFT. Available here:
http://www.ippc.no/norway_aip/current/AIP/AD/ENGM/EN_AD_2_ENGM_6-3_en.pdf
There are established 4 entry/exit points for Gardermoen CTR, those are:

Sørum, traffic from south/southeast

Eidsvoll, traffic from northeast

Rustad, traffic from northwest

Nannestad, traffic from west via Råsjøen or Hakadal.
Traffic via Rustad and Nannestad will be cleared 2500 feet or below, Eidsvoll and Sørum 2000 feet or
below.
Traffic cleared from Nannestad or Norkisa/Onsrud direct base/final approach, shall join final
approach within 1 NM from runway threshold.
VFR holdings are established on Nannestad, Nordkisa and Onsrud.
Helicopter
Parking and ground maneuvering, including hover taxiing, with helicopters are permitted west of
runway 01L/19R only. Stand 181/182 may be permitted for helicopter on rescue- or ambulance
mission. Tower will instruct helicopters to land directly at the GA area, where shall be coordinated
with GND.
KJELLER AIRPORT
Kjeller airport is situated 3 NM south of Gardermoen CTR and lies in uncontrolled airspace up to 2500
feet where it meets Oslo TMA. Kjeller is uncontrolled with no AFIS available. Pilots inbound for ENGM
from Kjeller will contact Gardermoen Tower prior to entering controllzone. Pilots outbound Kjeller to
other destinations shall contact Oslo Approach and should avoid transit through Gardermoen CTR.
SEPARATION
Gardermoen Control-Zone is airspace class D, which means IFR and VFR flights are permitted and all
flights are provided with air traffic control services, IFR flights are separated from other IFR flights
and receive traffic information in respect of VFR flights, VFR flights receive traffic information in
respect of all other flights.
The airspace stretches from ground to 2500 feet.
Tower are not responsible for separation of arrivals, this is director/approach’s responsibility. Tower
is though responsible for the VFR traffic inside Gardermoen CTR, and also responsible for correct
separation between departure flights.
Separation between departures depends on the aircraft size of the airborne plane and the plane
ready for takeoff. Use the table below to determine separation on departures:
HEAVY takeoff
MEDIUM takeoff
LIGHT takeoff
1 MIN
1,5 MIN
2 MIN
1,5 MIN
1 MIN
1,5 MIN
2 MIN
1,5 MIN
1 MIN
HEAVY airborne
MEDIUM airborne
LIGHT airborne
Example: Light aircraft is airborne and a heavy aircraft is waiting for takeoff, according to the table
the separation should be 2 minutes.
LOW VISIBILITY PROCEDURES (LVP)
Low Visibility Procedures are prompted by ATC, normally when RVR is less than 1000 M or ceiling is
less than 300 FT. Low Visibility Procedures will normally be in operation when RVR is less than 550 M
or ceiling less than 200 FT. Tower will add LVP to the voice ATIS when in use.
LVP is available on runway 01R and 19R which both are CAT III B certified.
Pilots will delay the call ”runway vacated” to TWR until the aircraft has completely passed the end of
the green/yellow color coded taxiway centerline lights.
When LVP is in use there are some restrictions on which runway intersections that can be used to
enter and exit the runway. During visibility condition when RVR < 350 M, available RWY entries/exits
are limited to:
RWY
01L
01R
19L
19R
RWY entry
A1, A4, C1, A5, C5
B1 only
B9 only
A9, C3 or C1
RWY exit
C1, C3 or A9
B6, B7 or B9
B1 only
C3, A5, C1, A4, A1
PARALLEL AND VISUAL APPROACHES
On Oslo Gardermoen parallel approaches are available to use when traffic loads makes it necessary.
This needs to be coordinated well between TWR and APP before any use of such a configuration.
Tower should be split in west and east to allow the controllers fully attention on each runway.
Visual approaches are available on Gardermoen if weather permits. Due to noise abatement
procedures the pilot are not allowed to descend below the ILS slope or papi signal.
TOWER – AREA OF RESPONSIBILITY
When only one TWR position is online it has responsibility over:






Runway 01R/19L
Runway 01L/19R
GA area*
Taxiway T and M*
All runway intersections*
Gardermoen CTR, GND – 2500 feet
*depends on GND configuration, if GND West is online TWR loses GA and TWY M, if GND E is online
TRW loses TWY M. In normal operations with only one GND position tower is responsible over the
above listed areas.
When TWR are split, west is responsible over:





Runway 01L/19R
GA area*
Taxiway M*
All runway 01L/19R intersections*
Gardermoen CTR west of 01L/19R extended centerlines
* depends on GND configuration, if GND West is online TWR loses GA, all intersections and TWY M.
In normal operations with only one GND position tower is responsible over the above listed areas.
When TWR are split, east is responsible over:




Runway 01R/19L
Taxiway T*
All runway 01R/19L intersections*
Gardermoen CTR east of 01R/19L extended centerlines
* depends on GND configuration, if GND East is online TWR loses TWY T and all intersections. In
normal operations with only one GND position tower is responsible over the above listed areas.
COORDINATION
HANDOFFS TO TWR

Departing traffic is handed over by GND before reaching the holding position. Which holding
position to use is coordinated between GND and TWR.

For arriving IFR traffic radio communications shall be handed over no later than at 4 NM
final. However, APP/DIR retains responsibility for separation until the runway threshold has
been passed.

Arriving VFR traffic should be cleared to a CTR entry point by APP and contact TWR at that
point. If needed, the flight will be handed off between the West and East approach.
HANDOFF FROM TWR

TWR is responsible to check that the departing aircraft are squawking mode C and the
assigned code, and correct it if necessary.

TWR is responsible to ensure that departures are correctly separated before handoff. If
necessary use speed instructions to achieve required separation.

All traffic shall be handed over to the correct APP position if several are online, for SID’s use
these tables:
Runway 01L/01R SIDS
SID
West Approach East Approach
OSVIG 3A
X
SOK 5A
X
SOTIR 5A
X
SKI 5A
X
OPA 3B
X
TOMBO 5A
X
OMORO 1A
X
SUTOK 5A
X
GOTUR 5A
X




Runway 19L/19R SIDS
SID
West
Approach
SOTIR 6C
X
SKI 6C
X
BBU 6D
X
SOK 7D
X
TRF 5D
X
TOMBO 7C
OMORO 1C
SUTOK 7C
GOTUR 7C
East Approach
X
X
X
X
Departing traffic should be handed over to APP as soon as practical
Aircraft departing from a runway, other than the current departure runway, must be
coordinated with the receiving APP controller.
VFR traffic should normally report exiting the control-zone before being instructed to switch
frequency.
Landing aircraft will be handed off to GND after runway is vacated.
MISSED APPROACH HANDOFFS FROM TWR:

When a missed approach is performed, TWR will instruct the aircraft to follow the missed
approach procedures and give climb up to 4000 feet and then handed over to the correct
APP frequency (TOMRA holding is APP east, SONER holding is APP west).
PHRASEOLOGY
Type in important information in the controller text ATIS, such as which runway you cover if several
TWR positions are online.
Example:
Gardermoen Tower East – ATIS on 127.15
Cover runway 01R/19L and CTR sector E.
LINEUP
In normal traffic conditions lineup won’t be necessary and will only cause more transmissions. The
normal way is to give aircrafts takeoff-clearance straight away from holding point.
In high peaks however lineup can be used to optimize traffic flow. As soon as the arriving aircraft
have passed the holding point the departing plane can lineup, when the arrival has vacated the
departure is already lined up and can be given takeoff straight away and will use less time than if it
was on holding point.
(callsign), BEHIND THE ARRIVING (aircraft type) LINEUP RUNWAY (XXx) AND WAIT, BEHIND
Example: Scandinavian 987, behind the arriving Boeing 737 lineup runway 01L and wait, behind
TAKEOFF
(callsign), WINDS [CALM] / [ FROM (XXX) DEGREES AT (XX) KNOTS RUNWAY (XXx) CLEARED FOR
TAKEOFF
Example: Scandinavian 987, winds from 060 degrees at 6 knots ,runway 01L, cleared for takeoff
HANDOFF APP
As soon as the aircraft is airborne and not in conflict with others that TWR is responsible over, TWR
will hand it over to APP. Some controllers track the departing aircraft, if you do so remember to hand
over the track as well! Many controllers forget this and this leads to frustration when the APP
controller constantly must ask TWR to send over the track. Also in high peaks APP may be very busy
and have plenty of other tasks to do then reminding TWR of track handoff’s.
(callsing) CONTACT APPROACH ON FREQUENCY (XXX.XX) [WITH CALLSIGN ONLY]
Example: Norshutle 987 contact approach on 118.470 with callsign only
LANDING
If the runway is occupied with either one aircraft on final or has been cleared to land, the next
aircraft can be given continue approach and the winds, then when the runway is free TWR will only
need to say cleared to land. This can be useful in high peaks.
(callsign), WINDS [CALM] / [FROM (XXX) DEGREES AT (XX) KNOTS], RUNWAY (XXx), CLEARED TO LAND
Example: Widerøe 567, cleared to land runway 01R, winds are calm
(Callsign) CONTINUE APPROACH RUNWAY (XXx), WINDS [CALM]/[FROM (XXX) DEGREES AT (XX)
KNOTS]
Example: United 2805, continue approach runway 19R, winds calm
HANDOFF GND
As soon as the aircraft have vacated the runway TWR will instruct it to either contact or monitor
ground. Monitor is used when GND has much traffic on his frequency and will contact the plane
when appropriate.
(callsign) [MONITOR]/ [CONTACT] GND ON FREQUENCY (XXX.XX) [WITH CALLSIGN ONLY]
Example: Scandinavian 123, contact ground on frequency 121.72 with callsign only
Example: Scandinavian 123, monitor ground on frequency 121.67
Example: Scandinavian 123, contact ground on 121.92
MISSED APPROACH
In bad weather or when other abnormal situations accords, pilots may need to go around and
execute missed approach. If not otherwise coordinated with APP, TWR shall send the pilot on the
missed approach procedure.
(callsign) GO AROUND, I SAY AGAIN GO AROUND
After correct readback from the pilot, TWR will instruct him to follow the missed approach
procedure.
(callsign) EXECUTE MISSED APPROACH PROCEDURE RUNWAY (XXx)
After correct readback from the pilot TWR handoffs the plane to the correct APP.
OSLO TMA – PROCEDURES
This section of the operations manual covers the procedures in Oslo TMA (CTR). In Oslo TMA there
are established two main positions that can be divided to more, those are:

Oslo Approach (handles Oslo TMA)

Oslo Director (handles vectoring for final approach)
NORSK:
PGA av Oslo ASAP som blir introdusert I April 2011 er APP og DIR delen I dette dokumentet noe
enklere laget en resten av dokumentet, dette fordi hele Oslo TMA vil bli forandret når point merge
kommer, og hele denne delen av dokumentet må lages på nytt.
ENGLISH:
Due to Oslo ASAP that will be introduced in April 2011 is the APP and DIR part of this document
somewhat simpler made then the rest. Point merge will change the hole Oslo TMA and this
document will need a complete new TMA part.
OSLO APPROACH (APP)
POSITION DESCRIPTION
Gardermoen Approach, hereby called APP, is responsible for all traffic within Oslo TMA
(2500/3500/4500 feet – FL195).
APP will separate arrivals and “guide” them down to one of the STAR termination points (which
depends on runway configuration), in a safely and efficient way. Departures out of Oslo Gardermoen
will by tower be separated and APP will separate them from arrivals, and other departures if
necessary.
APP will hand over arriving traffic to Director in good time before the STAR exit points. Departing
traffic will be handed over to Oslo Control in good time before reaching FL195.
LOG-ON INFORMATION
APP shall log on as ENGM_APP and use frequency 118.47
In high volume traffic up to two APP positions can be opened:
Oslo Approach East, ENGM_E_APP, frequency 118.47
Oslo Approach West, ENGM_W_APP, frequency 120.45
In addition to APP, the position “Director” can be opened, more information in the next chapter.
For more information on frequencies, read Norway Sector Descriptions, found at vacccsca.org
CHARTS
All charts needed are published on IPPC Norway.

URL: http://www.ippc.no/norway_aip/current/AIP/AD/ENGM/engm.html
OSLO TMA
Oslo TMA covers the area above Gardermoen and Kjeller airports. It boarders to Farris TMA in south
and Oslo Control to the west, east, north and above.
The airspace class is C:
IFR and VFR flights are permitted, all flights are provided with air traffic control services and IFR
flights are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR
flights and receive traffic information in respect of other VFR flights.
Kjeller airport and all areas below the TMA (except Gardermoen CTR) is uncontrolled airspace, class
G.
The floor of Oslo TMA sectors varies from 2500 feet to 4500 feet as you can see on the picture
below. The roof is FL195 in all sectors.
FARRIS TMA AND NORWAY CTA
FARRIS TMA
Farris TMA, south of Oslo TMA, have a roof of FL95. The floor is the same on both side of the
boarder, for example where the blue sector in the illustration above meets Farris TMA, Farris have a
floor of 3000 feet – same as Oslo.
Farris approach may be split in two, where west is the main position if only one sector is online:
ENTO_APP – Farris west approach - freq. 134.05
ENRY_APP – Farris east approach - freq. 124.35
NORWAY CTA (Oslo Control)
The area around Oslo TMA (except Farris TMA) is uncontrolled airspace class G from GND to FL95.
The area around and above Oslo TMA is controlled by Oslo Control from FL95 and up to FL660.
Oslo Control is divided in 5 sectors which 4 of them involves the area around Oslo TMA. It is
therefore important to transfer departures to the correct sector. The illustration below shows its
sectors.




Traffic via SOK and SOTIR shall be transferred by Oslo APP to Oslo Control sector W
Traffic via OSVIG, TOMBO and OMORO shall be transferred by Oslo APP to Oslo Control
sector N
Traffic via SUTOK, GOTUR and OSLOB shall be transferred by Oslo APP to Oslo Control sector
E
Traffic via SKI shall be transferred by Oslo APP to Oslo Control sector S
DELEGATED AIRSPACE
Area HURUM
Vertical limits: 5500FT – FL95
Airspace classification: C
Regulations: When using Runway 01 at ENGM, Farris APP can delegate the provision of ATS in Area
HURUM to Oslo APP. Farris APP can recall the delegation of the provision of ATS in Area Hurum with
10 minutes prior coordination. When runway 19 is in use at ENGM, Area Hurum will automatically be
returned to Farris APP East and West. Unless otherwise coordinated Oslo APP can descend arriving
traffic to ENGM to 7000 feet within Area Hurum. Farris APP can climb traffic to 5000 ft below Area
Hurum. Unless otherwise coordinated traffic shall be separated from the area by a minimum of
2,5NM.
SEPERATION
Within Oslo TMA, all traffic shall at least be separated by either 3 NM vertical or 1000 feet horizontal.
Two exceptions:


During CATII/IIIC operations, minimum separations is 5 NM
VFR flights below Transition Altitude may be separated by 500 feet
TRANSITION ALTITUDES AND LEVELS
Transition Altitude (TA) in Oslo TMA is 7000 feet. Transition Level (TL) varies depending on current
QNH. Please use this table to define TL:
If using EuroScope with Voice ATIS, ES will automatically set the correct TL.
APPROACH SYSTEM – OSLO TMA
GENERAL INFO
Gardermoen has a STAR system that ends in “STAR termination points”. From these points, aircrafts
must be vectored to the ILS. It is therefore vital that all traffic on a STAR inbound Oslo gets
information from APP on the intentions in good time before these points.
Oslo Director (DIR) is responsible for vectoring aircrafts from the STAR termination points to the ILS.


If Director (DIR) is online, then traffic shall be handed over to him in good time before the
points.
If DIR is not online, traffic shall be informed of a heading to leave the exit point in good time
before the point.
RUNWAY 01L/01R STAR – STAR TERMINATION POINT’s
The STAR termination points for runway 01L/01R STAR’s is SONER and BGU, as seen on the chart
below.
RUNWAY 19L/19R STAR – STAR TERMINATION POINT’s
The STAR termination points for runway 19L/19R STAR’s is TOMRA and SOVIR, as seen on the chart
below.
DESCEND AND SPEED
BY OSLO CONTROL
Oslo Control will descend all planes inbound Oslo to FL120. They will also be cleared for STAR for the
runway in use. APP controllers shall therefore not “reinvent the wheel” with clearing the plane a
second time for STAR.
BY OSLO APP
Aircrafts shall be leveled at the termination points at 6000 feet and speed 210 knots, if not otherwise
coordinated with DIR. APP may give initial descends between FL120 and 6000 feet if necessary, for
example for separation.
Director (DIR) will descend and vector the traffic from the termination points, ILS capture height for
runways 01L & 01R is 3000 feet, for runways 19 its 4000 feet (via TOMRA 300 ft).
NORMAL AND LOW PEAK OPERATIONS
ATC should during low peak/normal traffic conditions shorten the arrival routes for traffic inbound
Oslo as it is not necessary to use the full STAR procedure and the STAR termination points.
Unnecessary long arrival routes costs money and time, and as ATC we should strive to be as efficient
as possible, so do remember that the full STAR procedures inbound Oslo is NOT used in low peaks. As
you can see below, vectors or directs are commonly used. The information below is only suggestions,
you may use vectoring or directs as you wish as long as it’s not conflicting with other trafiic.
Runway 01R in use



Traffic inbound on TOR and SIG arrivals can be given direct GM369.
Traffic inbound on MES arrivals should be vectored, no need to use BGU in normal
conditions.
Traffic inbound on SIG and SUMAK arrivals should also be vectored, SONER and BGU lies far
south of the ILS and is unnecessary to use under low peak conditions.
If coordinated with APP, Oslo Control may give direct clearance to waypoints closer ENGM instead of
using the full STAR. Example’s below.





For TOR 4L arrival, waypoint SUNIX, SONER or GM369 are commonly used by Oslo Control for
directs.
For SIG 4L arrival, waypoint SONER or SLB are commonly used by Oslo Control for directs.
For SORPI 5L arrival, waypoint GM369 are commonly used by Oslo Control for directs.
For SUMAK 4L arrival, waypoint SLB are commonly used by Oslo Control for directs.
For MES 4L arrival, waypoint MOSAS or GM392 are commonly used by Oslo Control for
directs.
Runway 19R in use



Traffic inbound on TOR, SORPI and SUMAK arrivals can be given direct TOMRA and then be
vectored for base/ILS in good time before reaching TOMRA.
Traffic inbound on MES arrivals can be given direct GM451
Traffic inbound on SIG arrival can be given direct SOVIR and then be vectored for base/ILS in
good time before reaching SOVIR.
If coordinated with APP, Oslo Control may give direct clearance to waypoints closer ENGM instead of
using the full STAR. Example’s below.





For TOR 5M arrival, waypoint KORAX are commonly used by Oslo Control for directs.
For SIG 5M arrival, waypoint SOVIR are commonly used by Oslo Control for directs.
For SORPI 6M arrival, waypoint TOMRA are commonly used by Oslo Control for directs.
For SUMAK 5M arrival, waypoint TOMRA are commonly used by Oslo Control for directs.
For MES 5M arrival, waypoint KOLAB or GM451 are commonly used by Oslo Control for
directs.
APP SECTOR WEST AND EAST
Oslo Approach can be divided in two, sector W (west) and sector E (east).
The tables below shows which sector owns which SID’s and STARS for the 01 and 19 runway
combinations.
Runway 01L/01R SIDS
SID
West Approach
OSVIG 3A
X
SOK 5A
X
SOTIR 5A
X
SKI 5A
X
OPA 3B
TOMBO 5A
OMORO 1A
SUTOK 5A
GOTUR 5A
Runway 19L/19R SIDS
SID
West Approach
SOTIR 6C
X
SKI 6C
X
BBU 6D
X
SOK 7D
X
TRF 5D
X
TOMBO 7C
OMORO 1C
SUTOK 7C
GOTUR 7C
East Approach
X
X
X
X
X
East Approach
Runway 01L/01R STARS
STAR
West Approach
SIG 4L
X
TOR 4L
X
MES 4L
SUMAK 4L
SORPI 5L
Runway 19L/19R STARS
STAR
West Approach
MES 5M
X
SIG 5M
X
SUMAK 5M
SORPI 6M
TOR 5M
X
X
X
X
This part is shortened due to Oslo ASAP coming in April 2011.
East Approach
X
X
X
East Approach
X
X
X
COORDINATION
OSLO CONTROL -> OSLO APP
Traffic inbound Oslo Gardermoen will by Oslo Control be cleared for descend to FL120 and also given
a STAR which leads to the runway in use. It is not necessary for Oslo APP to give the pilot STAR
clearance.
Oslo Control will handoff the aircraft in good time before it enters Oslo TMA.
OSLO APP -> OSLO DIRECTOR
Oslo APP will descend aircrafts to be leveled at the STAR termination-points at 6000 feet and speed
210 knots. Oslo APP will handoff aircrafts to Oslo DIR at least 10 NM prior to these entry points.
Use of “contact director on 131,35 with callsign only” may be used if coordinated.
GARDERMOEN TWR -> OSLO APP

TWR is responsible to check that the departing aircraft are squawking mode C and the
assigned code, and correct it if necessary.

TWR is responsible to ensure that departures are correctly separated before handoff. If
necessary use speed instructions to achieve required separation.

All traffic shall be handed over to the correct APP position if several are online.

Departing traffic should be handed over to APP as soon as practical, but no later than 2500
feet.

Aircraft departing from a runway, other than the current departure runway, must be
coordinated with the receiving APP controller.

VFR traffic should normally report exiting the control-zone before being instructed to switch
frequency.
OSLO APP -> OSLO CONTROL


All aircrafts with cruise level of FL190 or higher will by Oslo APP be given climb to FL190.
All aircrafts with cruise level lower than FL190 will by Oslo APP be given climb to cruise level.
Oslo APP shall avoid that pilots will need to level out at FL190 before given higher by Oslo CTR. A
good rule of thumb is that frequency change will be instructed at no later than FL150.
PHRASEOLOGY
Normal APP phraseology is used in Oslo TMA. Remember that pilots needs to be given ATC’s
intentions after the STAR termination points if DIR is not online.
This part is shortened due to Oslo ASAP coming in April 2011.
OSLO DIRECTOR (DIR)
POSITION DESCRIPTION
DIR is responsible for final sequencing of arriving traffic at Gardermoen ENGM. When the traffic load
is light, APP assumes DIR’s tasks. DIR does not have any designated airspace, but controls traffic in
airspace “owned” by APP. Since DIR deals with a lot of vectoring, DIR should not control more than 5
aircraft simultaneously, but the actual number of aircraft accepted is at the controller’s discretion.
Arrivals are handed off from APP inbound the STAR termination points descending to 6000 feet and
speed 210 knots, and DIR transfers communication to TWR when the aircraft is established on the ILS
and sufficiently separated.
LOG-ON INFORMATION
DIR shall log on as ENGM_D_APP and use frequency 131.35
Director should only be used in high volume traffic.
For more information on frequencies, read Norway Sector Descriptions, found at vacccsca.org
CHARTS
All charts needed are published on IPPC Norway.

URL: http://www.ippc.no/norway_aip/current/AIP/AD/ENGM/engm.html
ILS INTERCEPT ALTITUDES AND FAP POSITIONS
Runway 01R:
Intercept altitude is 3000 feet, FAF located at 7,4 NM from threshold.
Runway 19R:
Intercept altitude is 4000 feet, FAF located at 10 NM from threshold.
Runway 01L:
Intercept altitude is 3000 feet, FAF located at 7,4 NM from threshold.
Runway 19L:
Intercept altitude is 4000 feet (3000 from TOMRA), FAF located at 10,4 NM from threshold.
SEPARATION
The minimum radar separation in Oslo TMA is 3 NM.
COORDINATION
OSLO APP -> OSLO DIR
Oslo APP will descend aircrafts to be leveled at the STAR exit-points at 6000 feet. Oslo APP will
handoff aircrafts to Oslo DIR at least 10 NM or 2 MIN before these entry points.
OSLO DIR -> GARDERMOEN TWR
Radar control for ILS- and VOR/DME-arrivals is transferred to Gardermoen TWR when passing:
a) 8 NM from threshold on final approach, or
b) 6 NM from threshold on final approach when distance to preceding aircraft is less than 5 NM.
Transfer of radar control for visual approaches and VFR-flights from Oslo TMA in to Gardermoen CTR
is transferred to Gardermoen TWR when passing 6 NM ”trackmiles” from threshold.
Gardermoen TWR shall keep APP Dir informed regarding the required final approach spacing.
Distance on final between succeeding aircraft should, unless otherwise decided by Gardermoen TWR,
be as shown below:
Visibility
condition:
1
2
3
RVR >400m
4
RVR 400-200m
3/4
RVR <200m
Distance:
3 NM
4 NM
6 NM
8 NM
12 NM
(However, DIR retains responsibility for separation until the runway threshold has been passed)
Visibility condition 1.
Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at
intersections by visual reference, and for personnel of control units to exercise control over all traffic
on the basis of visual surveillance.
Visibility condition 2.
Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at
intersections by visual reference, but insufficient for personnel of control units to exercise control
over all traffic on the basis of visual surveillance.
Visibility condition 3.
Visibility sufficient for the pilot to taxi but insufficient for the pilot to avoid collision with other traffic
on taxiways and at intersections by visual reference, and insufficient for personnel of control units to
exercise control over all traffic on the basis of visual surveillance. (LVP with RVR >75M)
Visibility condition 4.
Visibility insufficient for the pilot to taxi by visual guidance only. (LVP with RVR <75M)
PHRASEOLOGY
Normal APP phraseology is used in Oslo TMA.
This part is shortened due to Oslo ASAP coming in April 2011.

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