ENGM —  OSLO / Gardermoen

ENGM AD 2.1  Aerodrome location indicator and name

ENGM —  OSLO / Gardermoen

ENGM AD 2.2  Aerodrome geographical and administrative data

NORSK/ENGLISH
1

ARP coordinates and site at AD

601210N 0110502E

REF AD 2 ENGM 2-1

2

Direction and distance from city

19 NM NNE of Oslo

3

ELEV/REF TEMP

681 FT / 21.6°C

4

Geoid undulation at AD ELEV PSN

126 FT

5

MAG VAR / Annual Change

3.9°E (2020) / 0.2°E

6

Administration

Address

Avinor Oslo Lufthavn
Oslo Lufthavn, Gardermoen
Postboks 100

2061 Gardermoen
Norge

 

Telephone

(+47) 64 81 20 00 Sentralbord / Switchboard

(+47) 64 81 90 00 AIS/NOTAM

 

Fax

NIL

 

E-mail address

NIL

 

Web page

NIL

 

AFS/AFTN

ENGMZTZX

7

Types of traffic permitted (IFR/VFR)

IFR - VFR
8

RMK

AD reference code:

RWY 01L: Code 4E, precision CAT IIIB

RWY 19R: Code 4E, precision CAT IIIB

RWY 01R: Code 4E, precision CAT IIIB

RWY 19L: Code 4E, precision CAT IIIB

ENGM AD 2.3  Operational hours

NORSK/ENGLISH
1

AD Administration

REF AIS Portal www.avinor.no/ais

REF AIS Portal www.avinor.no/ais

2

Customs and immigration

REF AIS Portal www.avinor.no/ais

3

Health and sanitation

NIL

4

AIS briefing office

CENTRAL AIS AT ENGM

H24

TEL: +47 64 81 90 00, E-mail: ais@avinor.no

5

ATS reporting office (ARO)

REF AIS Portal www.avinor.no/ais

6

MET briefing office

NIL

7

ATS

REF AIS Portal www.avinor.no/ais

8

Fuelling

REF AIS Portal www.avinor.no/ais

REF AIS Portal www.avinor.no/ais

REF AIS Portal www.avinor.no/ais

9

Handling

REF AIS Portal www.avinor.no/ais

REF AIS Portal www.avinor.no/ais

10

Security

REF AIS Portal www.avinor.no/ais

11

De-icing

REF AIS Portal www.avinor.no/ais

12

RMK

AIS briefing-kontoret har også ansvar for luftfartsavgifter. /

AIS main briefing office also serves as air charge office.

ENGM AD 2.4  Handling services and facilities

NORSK/ENGLISH
1

Cargo handling facilities

Ja /

Yes

2

Fuel and oil types

Jet A1 , AVGAS 100 LL, F34 /

HYDRAULIC , PISTON, TURBO

3

Fuelling facilities/capacity

Ingen begrensning /

No limitations

4

De-icing facilities

AVBL. FREQ de-ice coordinator 121.855 MHZ. REF ENGM AD 2.20.

5

Hangar space for visiting aircraft

Begrenset /

LTD

6

Repair facilities for visiting aircraft

Begrenset. Kontakt handlingselskap. /

Limited. Check with handling agent.

7

RMK

Det er tvungen ground handling på ENGM.
REF AD 2.20 for detaljert informasjon vedrørende handlingtjenester
/

Ground handling is compulsory at ENGM.
REF AD 2.20 for detailed information pertaining handling services.

ENGM AD 2.5  Passenger facilities

NORSK/ENGLISH
1

Hotels

På AD /

At AD

2

Restaurants

På AD /

At AD

3

Transportation

Tog, buss og taxi. /

Train, Bus and Taxi.

4

Medical facilities

På Jessheim 3 NM SE.
Legekontor på AD.
/

At Jessheim 3 NM SE.
Medical office at AD.

5

Bank/Post

På AD /

At AD

6

Tourist Office

Begrenset. Informasjonsskranke på AD. /

Limited. Information desk at AD

7

RMK

NIL

ENGM AD 2.6  Rescue and fire fighting services

NORSK/ENGLISH
1

AD category for rescue and fire fighting services

CAT 9 : REF AIS Portal www.avinor.no/ais

2

Rescue EQPT

I henhold til publisert kategori. /

In accordance with published CAT.

3

Capability for removal of disabled ACFT

Tilgjengelig for "Light" og "Medium" luftfartøy. /

AVBL for "Light" and "Medium" Aircraft.

4

RMK

NIL

ENGM AD 2.7  Seasonal availability - clearing

NORSK/ENGLISH
1

Types of clearing EQPT

Friksjonsmåler x 3. Feiemaskin x 30. Snøfreser x 9. Hjullaster x11 /

Surface friction tester x 3. Sweeper x 30. Snow blower x 9. Wheel loader x 11

2

Clearance priorities

REF AD 1.2 1) RWY and associated TWY. 2) Other TWY and ACFT stands.

3

RMK

Snørydding på en RWY om gangen. Stengetid skal ikke overstige 15 minutter /

Snow removal at one RWY at a time. Closing period shall not exceed 15 minutes

ENGM AD 2.8  Aprons, taxiways and check locations data

NORSK/ENGLISH
1

Apron surface and strength

GARDERMOEN GA AREA N : PCN-30/F/B/Y/T

GARDERMOEN GA AREA S : PCN-65/F/B/X/T

GARDERMOEN MAIN : PCN-75/R/A/W/T

MILITARY TERMINAL : PCN-75/R/A/W/U

2

TWY width, surface and strength

TWY A1, A2, A3, A4, A5, A6, A7, A9, B1, B2, B3, B4, B5, B6, B7, B8, B9, D, D1, E, G, G1, H, J, J1, J2, K, K1, K2, L BLUE, L CENTER, L ORANGE, M, N, N5, P, P1, P2, Q, R, R1, S, T, U, U1, U2, U3, V, W, Y, Z, WID 23 M, ASPH, PCN-75/F/A/W/T

TWY C, C1, C2, C3, WID 23 M, ASPH, PCN-65/F/B/X/U

TWY C4, WID 18 M, ASPH, PCN-30/F/B/Y/U

3

ACL, location and ELEV

REF AD 2 ENGM 2-3

4

INS checkpoint, location and ELEV

REF ACFT Stands

5

RMK

Apron GARDERMOEN MAIN: EXC ACFT stands 28, 36, 60, 61, 64, 65, 68, 69, 72, 73, 76, 77, 79, 81, 85, 87, 89, 93, 95, 96: PCN-85/R/B/W/T

TWY L BLUE, L ORANGE: Max span 36 M

TWY P, V: A380 MAX weight 560 t between TWY D and NOLAC / SOMBI

REF AD 2 ENGM 2-3

ENGM AD 2.9  Surface movement guidance and control system and markings

NORSK/ENGLISH
1

Use of ACFT stand ID signs, TWY guide lines and visual docking/PRKG guidance system of ACFT stands

TWY : Ledeskilt for taksing ved alle kryss mellom TWY og RWY, ved alle venteposisjoner og TWY kryss. /
Taxiing guidance signs at all intersections with TWY and RWY, at all holding positions and TWY intersections.

Apron : Nose-in guidance at ACFT terminal stands, EXC stands 2, 3 and 7. Pilots of black or dark nose ACFT need to exercise caution when docking, as such ACFT has increased risk of not getting detected by nose-in guidance system (A-VDGS). Safedock T2 at stands 11, 13, 15, 16 and 39. Safedock T1 at all other terminal stands.

2

RWY/TWY markings and LGT

RWY marking
RWY 01L/19R: THR, designator, TDZ, siktepunkt, CL og kant. /
THR, designation, TDZ, aiming point, CL and edge.
RWY 01R/19L: THR, designator, TDZ, siktepunkt, CL og kant. /
THR, designation, TDZ, aiming point, CL and edge.

RWY LGT
RWY: THR, CL, EDGE, END, TDZ

TWY marking
TWY A1, A2, A3, A4, A5, A6, A7, A9, B2, B3, B4, B5, B6, B7, B8, B9: CL, edge, HLDG PSN, RWY AHEAD and intermediate HLDG PSN
TWY B1, C1, C2, C3: CL, edge, HLDG PSN and RWY AHEAD
TWY C, C4, D, E, G, H, J, K, M, N, P, R, S, T, U, U2, U3, V, W, Y, Z: CL, edge and intermediate HLDG PSN
TWY D1, G1, J1, J2, N5, P1, P2, R1, U1: CL and edge
TWY K1, L BLUE, L CENTER, L ORANGE: CL and intermediate HLDG PSN
TWY K2, Q: CL

TWY LGT
TWY A1, A2, A3, A4, A5, A6, A7, A9, B1, B2, B3, B4, B5, B6, B7, B8, B9, C1, C3: CL, RWY guard LGT
TWY C, D, D1, E, G, G1, H, J, J1, J2, K, K1, K2, L BLUE, L CENTER, L ORANGE, M, N, N5, P, P1, P2, Q, R, R1, S, T, U, U1, U2, U3, V, W, Y, Z: CL
TWY C2: CL, EDGE, RWY guard LGT

3

Stop bars

TWY A1, A2, A3, A4, A5, A6, A7, A9, B1, B2, B3, B4, B5, B6, B7, B8, B9, C1, C2, C3: Stop bars at RWY HLDG PSN
TWY D, E, G, H, J, K, L BLUE, L CENTER, L ORANGE, P, R, T, U, U2, U3, V, W, Y, Z: Stop bars at some intermediate HLDG PSN
TWY N, S: Stop bars at some intermediate HLDG PSN. Stop bars at de-icing platform

4

RMK

TWY : Edge LGT BTN HLDG PSN and RWY

ENGM AD 2.10  Aerodrome obstacles

Obstacle data AVBL at www.avinor.no/ais

ENGM AD 2.11  Meteorological information provided

NORSK/ENGLISH
1

Responsible unit

Meteorologisk Institutt / MWO Oslo TEL (+47) 22 69 25 62

2

Hours of service

H24

3

Office responsible for TAF preparation, Periods of validity

MWO Oslo, 24 HR

4

Type of landing forecast

TREND 0450-2250

5

Briefing

TEL MWO Oslo

6

Flight documentation, Language(s) used

Charts, abbreviated plain language, Norwegian/English.

7

Charts and other INFO AVBL

REF GEN 3.1 and GEN 3.5

8

Supplementary EQPT AVBL for INFO

REF GEN 3.5

9

ATS units provided with INFO

Gardermoen TWR

10

Additional INFO

When issuing clearance for take-off and landing ATC gives information regarding 2 min mean wind

ENGM AD 2.12  Runway physical characteristics

RWYBRG GEODMN
(M)
SFC - RWYTHR COORDRWY end COORDRWY SFC end COORDTHR GUND (FT)THR ELEV (FT)RWY/RESA Slope
Strength
1234567

01L

016.01°

3600 3601 x 45

ASPH/CONC , Grooved

PCN- 75 / F / A / W / T

601106.00N 0110425.48E

601257.84N 0110529.99E

601257.84N 0110529.99E

126.3

656.0

REF ENGM AOC-A

19R

196.03°

601257.84N 0110529.99E

601106.00N 0110425.48E

601106.00N 0110425.48E

126.2

675.5

01R

016.04°

2950 2951 x 45

ASPH/CONC , Grooved

PCN- 75 / F / A / W / T

601032.72N 0110628.02E

601204.35N 0110720.95E

601204.35N 0110720.95E

126.1

670.3

REF ENGM AOC-A

19L

196.06°

601204.35N 0110720.95E

601032.72N 0110628.02E

601032.72N 0110628.02E

126.0

681.3

RWYRESA overrun (M)RESA undershoot (M)CWY (M)Strip (M)OFZRMK
189101112

01L

240 x 150

240 x 150

-

3721 x 280

-

RWY CONC 300 M innenfor THR. PCN-75 R/B/W/T. /

RWY CONC 300 M inside THR. PCN-75 R/B/W/T.

19R

240 x 150

240 x 150

-

-

RWY CONC 300 M innenfor THR. PCN -75 R/B/W/T. /

RWY CONC 300 M inside THR. PCN-75 R/B/W/T.

01R

240 x 150

240 x 150

-

3071 x 280

-

RWY CONC 300 M innenfor THR. PCN-75 R/B/W/T. /

RWY CONC 300 M inside THR. PCN-75 R/B/W/T.

19L

240 x 150

240 x 150

400 x 150

-

RWY CONC 300 M innenfor THR. PCN-75 R/B/W/T. /

RWY CONC 300 M inside THR. PCN-75 R/B/W/T.

ENGM AD 2.13  Declared distances

RWY

TORA (M)

ASDA (M)

TODA (M)

LDA (M)

RMK
123456
01L 3600 3600 3600 3600

REF AD 2.22 paragraph 8 for use of exit TWY. /

REF AD 2.22 paragraph 8 for use of exit TWY.

19R 3600 3600 3600 3600

REF AD 2.22 paragraph 8 for use of exit TWY. /

REF AD 2.22 paragraph 8 for use of exit TWY.

01R 2950 2950 2950 2950

REF AD 2.22 paragraph 8 for use of exit TWY. /

REF AD 2.22 paragraph 8 for use of exit TWY.

19L 2950 2950 3350 2950

REF AD 2.22 paragraph 8 for use of exit TWY. /

REF AD 2.22 paragraph 8 for use of exit TWY.

Reduced (Alternate) Take-off PSN
RWYTKOF PSN
(Intersection)

TORA (M)

ASDA (M)

TODA (M)

RMK
12345
01L TWY A2 3496 3496 3496

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY A3 2696 2696 2696

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY A4 2297 2297 2297

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY C1 2145 2145 2145

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY A5 1928 1928 1928

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY A6 1549 1549 1549

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY C2 1549 1549 1549

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

01R TWY B2 2850 2850 2850

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY B3 2433 2433 2433

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY B4 1970 1970 1970

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY B5 1462 1462 1462

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

19L TWY B8 2851 2851 3251

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY B7 2410 2410 2810

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY B6 2026 2026 2426

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

19R TWY C3 2570 2570 2570

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY A7 2568 2568 2568

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY A6 2075 2075 2075

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY C2 2075 2075 2075

REF AD 2.22 for bruk av innskutt avgangsposisjon /

REF AD 2.22 for use of intersection departure

TWY A5 1673 1673 1673

NIL

ENGM AD 2.14  Approach and runway lighting

RWYAPCH LGT
type/
LEN INTST
THR LGT
colour
WBAR
VASIS
PAPI
(MEHT)
TDZ
LGT
LEN
RWY CL LGT
LEN, spacing,
colour, INTST
RWY edge LGT
LEN, spacing,
colour, INTST
RWY end LGT colour
WBAR
RESA
LGT
LEN,
colour
RMK
12345678910

01L

CAT II/III

670 M

LIH

Green

-

PAPI

Left 3°

( 71 FT)

900 M

2700 M, 15 M White,
600 M, 15 M Red/White,
300 M, 15 M Red

LIH

3000 M, 60 M White,
600 M, 60 M Yellow

LIH

Red

-

NIL

APCH: LGT at 30 M intervals. Sequenced FLG LGT on CL.

PAPI: Angle calibrated for B747.

19R

CAT II/III

900 M

LIH

Green

-

PAPI

Left 3°

( 71 FT)

900 M

2700 M, 15 M White,
600 M, 15 M Red/White,
300 M, 15 M Red

LIH

3000 M, 60 M White,
600 M, 60 M Yellow

LIH

Red

-

NIL

APCH: LGT at 30 M intervals. Sequenced FLG LGT on CL.

PAPI: Angle calibrated for B747.

01R

CAT II/III

880 M

LIH

Green

-

PAPI

Left 3°

( 69 FT)

880 M

2050 M, 15 M White,
600 M, 15 M Red/White,
300 M, 15 M Red

LIH

2350 M, 60 M White,
600 M, 60 M Yellow

LIH

Red

-

NIL

APCH: LGT at 30 M intervals. Sequenced FLG LGT on CL.

PAPI: Angle calibrated for B747.

19L

CAT II/III

900 M

LIH

Green

-

PAPI

Left 3°

( 72 FT)

900 M

2050 M, 15 M White,
600 M, 15 M Red/White,
300 M, 15 M Red

LIH

2350 M,60 M White,
600 M, 60 M Yellow

LIH

Red

-

NIL

APCH: LGT at 30 M intervals. Sequenced FLG LGT on CL.

PAPI: Angle calibrated for B747.

ENGM AD 2.15  Other lighting, secondary power supply

ENGLISH
1

ABN/IBN location, characteristics and HR of OPER

NIL

2

LDI/Anemometer location and LGT

LDI: NIL

Anemometer: Skålkorsanemometer 355 M NE for THR RWY 01R
Skålkorsanemometer 380 M SE for THR RWY 19L
Skålkorsanemometer 350 M NW for THR RWY 01L
Skålkorsanemometer 365 M SW for THR RWY 19R
/

Cupanemometer 355 M NE of THR RWY 01R
Cupanemometer 380 M SE of THR RWY 19L
Cupanemometer 350 M NW of THR RWY 01L
Cupanemometer 365 M SW of THR RWY 19R

3

TWY edge and CL LGT

Edge:

TWY C2

  

CL:

All TWY

4

Secondary PWR supply / Switch over time

UPS for alle APCH, RWY og TWY LGT. /

UPS for all APCH, RWY and TWY LGT.

5

RMK

NIL

ENGM AD 2.16  Helicopter landing area

ENGLISH
1

Coordinates TLOF or THR of FATO

NIL

 

Geoid undulation

NIL

2

TLOF and/or FATO elevation

NIL

3

TLOF and FATO area dimensions, surface, strength, marking, lighting

NIL

4

True BRG of FATO

NIL

5

Declared distance available

NIL

6

APP and FATO lighting

NIL

7

RMK

NIL

ENGM AD 2.17  ATS airspace

NORSK/ENGLISH
1

Designation and lateral limits

Gardermoen CTR

601525N 0105207E - 602000N 0110000E - 602310N 0110917E - 602216N 0111525E - 601800N 0111700E - 601218N 0111731E - 600047N 0110804E - 600240N 0105453E - 600400N 0105400E - (601525N 0105207E)

2

Vertical limits

GND to 2500 FT AMSL

3

Airspace classification

D

4

ATS unit call sign, language(s)

Gardermoen Tower

English

5

Transition altitude

7000 FT

6

Hours of applicability

REF AIS Portal www.avinor.no/ais

7

RMK

SSR transponder compulsory for all IFR/VFR traffic WI CTR

ENGM AD 2.18  ATS communication facilities

Service DesignationCall SignFREQHRRMK
12345

ATIS (ARR)

Gardermoen Arrival Information

126.125 MHZ

H24

AVBL via TEL +47 64 81 36 66
D-ATIS SVC AVBL by ACARS for ACFT EQPD with ACARS-MU

ATIS (DEP)

Gardermoen Departure Information

127.150 MHZ

H24

AVBL via TEL +47 64 81 36 66
D-ATIS SVC AVBL by ACARS for ACFT EQPD with ACARS-MU

CLR

Gardermoen Delivery

121.680 MHZ

H24

Delivery West

  

121.930 MHZ

H24

Delivery East
Datalink Departure Clearance (DCL) AVBL by SITA or ARINC

SMC

Gardermoen Ground

121.605 MHZ

H24

Ground West

  

121.905 MHZ

H24

Ground East

  

121.730 MHZ

HO

DEP sequencer

TWR

Gardermoen Tower

118.300 MHZ

H24

CTR W sector including RWY 01L/19R.

  

120.100 MHZ

H24

CTR E sector including RWY 01R/19L.

  

118.700 MHZ

HO

AVBL only when 118.300 MHZ U/S.

  

123.325 MHZ

HO

AVBL only when 120.100 MHZ U/S.

  

243.000 MHZ

H24

NIL

  

121.500 MHZ

H24

NIL

  

257.800 MHZ

H24

NIL

ENGM AD 2.19  Radio navigation and landing aids

Type, CAT (VAR)IDFREQHRPSNDME
ELEV
RMK
1234567

LOC RWY 01L

(VAR: 4°E/2020)

OBW

110.300 MHZ

H24

601311.37N 0110537.80E

 

ILS CAT III B, 12.1° MAG

GP RWY 01L

 

335.000 MHZ

H24

601116.01N 0110423.01E

 

GP 3.0°

DME RWY 01L

OBW

CH 40X

H24

601115.99N 0110423.17E

681 FT

( Oslo/Gardermoen )

Paired LOC RWY 01L

LOC RWY 19R

(VAR: 4°E/2020)

GSW

111.300 MHZ

H24

601055.57N 0110419.47E

 

ILS CAT III B, 192.1° MAG

GP RWY 19R

 

332.300 MHZ

H24

601249.55N 0110516.96E

 

GP 3.0°

DME RWY 19R

GSW

CH 50X

H24

601249.57N 0110516.80E

700 FT

( Oslo/Gardermoen )

Paired LOC RWY 19R

LOC RWY 01R

(VAR: 4°E/2020)

ONE

111.950 MHZ

H24

601217.89N 0110728.78E

 

ILS CAT III B, 12.2° MAG

GP RWY 01R

 

330.950 MHZ

H24

601040.57N 0110640.78E

 

GP 3.0°

DME RWY 01R

ONE

CH 56Y

H24

601040.56N 0110640.95E

696 FT

( Oslo/Gardermoen )

Paired LOC RWY 01R

LOC RWY 19L

(VAR: 4°E/2020)

GME

110.550 MHZ

H24

601019.19N 0110620.20E

 

ILS CAT III B, 192.1° MAG

GP RWY 19L

 

329.450 MHZ

H24

601153.30N 0110722.80E

 

GP 3.0°

DME RWY 19L

GME

CH 42Y

H24

601153.32N 0110722.63E

702 FT

( Oslo/Gardermoen )

Paired LOC RWY 19L

DME

NLK

CH 103X

H24

602827.89N 0105907.20E

2 382 FT

( Nordliskampen )

DME

BLA

CH 99X

H24

603917.84N 0114343.72E

2 161 FT

( Blåenga )

DME

ERB

CH 109Y

H24

601656.94N 0113250.93E

1 446 FT

( Ertsrudberget )

D VOR/DME

(DECL: 2°E/2015)

SIG

117.700 MHZ/

CH 124X

H24

600054.22N 0093748.20E

2 401 FT

( Sigdal )

FRA (I)

D VOR/DME

(DECL: 4°E3°E/20202015)

GRM

115.950 MHZ/

CH 106Y

H24

601130.33N 0110427.91E

682 FT

( Gardermoen )

ENGM AD 2.20  Local aerodrome regulations

1  Airport regulations

At Oslo Airport, Gardermoen a number of local regulations apply. Contact airside_operations@avinor.no for following subjects:

  1. Admittance and movement

  2. Markings and signs

  3. Aircraft parking

  4. Use of APU

  5. ACFT engine testing

  6. Winter operations

  7. Alert and security

  8. LVP

  9. Operations with large aircraft (code letter F) and AN-225.

2  Allocation of departure and arrival times
2.1 Allocation of departure and arrival times is compulsory for all flights at Oslo airport, Gardermoen.
2.2 Departure and arrival of following aircraft are exempt from the rule of allocation of departure and arrival times.
  • aircraft approaching Oslo airport, Gardermoen as an alternate for provable meteorological, technical or other safety reasons.

  • aircraft participating in search- and rescue missions.

  • aircraft operating on behalf of the Coast guard and/or the
    Norwegian Coastal Administration.

  • aircraft operating on behalf of Avinor in connection with calibration of airports and navigational aids.

  • helicopters not using the runways at the aerodrome.

2.3 The Scheduling Coordinator coordinates the planned times of departure and/or arrival of all flights at Oslo airport, Gardermoen.
2.4  Scheduling coordinator
2.4.1 Application for slot time for scheduled, serial charter and business flights, shall be submitted to Avinor Scheduling Coordinator:
Post:

Airport Coordination Norway AS
Henrik Ibsens veg
NO-2060 Gardermoen

TEL: +47 64 81 90 50

E-mail: scr@airportcoordination.com

2.4.2 Application for “slot-time” for AD Hoc business, MIL and general aviation flights, shall be submitted to Avinor Scheduling Coordinator:
Post:

AIS/NOTAM
P.O. Box 150
NO-2061 Gardermoen

TEL: +47 64 81 90 00

E-mail: ais@avinor.no

All flight plans delivered by phone, fax, IPPC or by other means, must have a confirmed slot before DEP to/from ENGM.

2.5  Scheduled flights, serialized charter- and businessflights
2.5.1 Planned times of departure and/or arrival of all scheduled flights, serialized charter- and businessflights shall be notified to the Scheduling Coordinator for coordinating purposes.
2.5.2 Advance notification may be submitted at any time, however, for pre-planning purposes all necessary data should be available in due time. Notification shall be submitted in SSIM-format.
2.5.3 Alterations or cancellations of previously coordinated flights shall be reported without delay
2.5.4 Flights with previously coordinated times of departure and/or arrival have priority over flights notified or altered recently.
2.5.5 The times of departure and/or arrival from Oslo airport, Gardermoen require confirmation by the Scheduling Coordinator before their publication by the aircraft operating agencies.
2.5.6 Traffic rights, granted by Norwegian CAA, do not include a confirmation of the estimated times of departure and/or arrival at Oslo airport, Gardermoen.
2.5.7 The times used for the flight scheduling coordination and flight planning (FPL/RPL) shall be as follows:
  • STD (Scheduled Time of Departure: scheduled off block time)

  • STA (Scheduled Time of Arrival: scheduled on block time)

At Oslo airport, Gardermoen allowances shall be made for 10 min taxiing time (STA = ETA + 10 MIN).

2.5.8 Notification does not constitute a handling request. Such a request must be made directly to the handling-agency.
2.6  Other flights
2.6.1 For other flights the estimated times of departure and/or arrival at Oslo airport, Gardermoen shall be notified to the Scheduling Coordinator at least 3 hours prior to the planned times. Non-observance of this minimum period is admissible in exceptional cases which shall be substantiated.
2.6.2 Traffic rights, granted by Avinor, do not include a confirmation of the estimated times of departure and/or arrival at Oslo airport, Gardermoen.
2.6.3 Slot-request shall be submitted directly to the Scheduling Coordinator.
2.6.4 Contents of all slot-requests including those passed by telephone shall comprise at least the following data:
  • date of flight

  • type of flight

  • aircraft identification

  • type of aircraft

  • estimated time of departure (EOBT) and/or arrival (ETA) at Oslo airport, Gardermoen in UTC.

2.6.5 Cancellation of previously coordinated flights shall be notified without delay to the Scheduling Coordinator. Alterations of previously coordinated and approved times of departure and/or arrival require re-coordination.
2.6.6 If requested slot-time is not available, an alternative slot-time will be offered. Such alternative slot-time must be confirmed within 3 days.
2.6.7 In case of short-term notifications of flights, priority handling of previously coordinated flights must be expected.
2.6.8 Notification does not constitute a handling request. Such a request must be made directly to the handling agency.
3  Operations with large aircraft (code letter F) and AN-225
3.1 The airport can be operated by aircraft with wingspan MAX 80 M (code letter F).
3.2 AN-225 operations require prior approval by Oslo airport, Gardermoen.
3.3 Procedures and chart for Code F operations, REF AD 2 ENGM 2.23 item 4 Additional Information and AD 2 ENGM Aerodrome Ground Movement Chart Code F (MAX wingspan 80 M).
4  Allocation of aircraft parking stand
4.1 Allocation of aircraft parking stand at Oslo airport, Gardermoen is compulsory concerning stands which are specified by a number on AD 2 ENGM 2-2 “AD ground movement chart” and AD 2 ENGM 2-3 “Aircraft parking/docking chart terminal area”
4.2 Scheduled traffic will be allocated parking stand unless it is known that an aircraft does not require such allocation.
4.3 Light ACFT will be parked at the apron in the GA-area and/or as instructed.
4.4 The Stand Allocation Office allocates parking stands for all aircraft which are planning to use stands specified in AD 2 ENGM 2 - 3. “Aircraft parking/docking chart - civil terminal area”.
4.5 Stand Allocation Office
Post:

Avinor Oslo Lufthavn
Stand Allocation Office
P.O. Box 100
NO-2061 GARDERMOEN

TEL: +47 64 81 30 50

FAX: +47 64 81 30 51

E-mail: flypark.osl@avinor.no

5  Airport Collaborative Decision Making (A-CDM)
5.1 Target Off Block Time (TOBT)
Verified by ground handling company at the latest 30 MIN before planned TOBT, and indicates the time when the completion of all ground handling activities (except de-icing) is expected and ACFT will be ready for push back / startup. TOBT updates are necessary to ensure foreseeable DEP times, and as means for ATC to issue the correct TSAT.
5.2 Target Start-up Approval Time (TSAT)
Set by ATC and indicates the time when clearance for pushback /
startup may be expected, to ensure correct DEP sequence according to AD DEP capacity. TSAT takes into account variable taxi time, de-icing (if necessary) and CTOT. TSAT is normally close to TOBT, but delays may occur when AD DEP capacity is exceeded. The DEP capacity is determined by MET conditions,
de-icing capacity, RWY capacity and airspace capacity.
5.3 Coordination with Network Operations
A permanent and fully automatic data exchange with the Eurocontrol Network Operations is established. This data transfer enables highly accurate early predictions of landing and departure times. Furthermore, this allows for more accurate and efficient calculation of the CTOT (when applicable) due to the use of local target takeoff times based on TOBT and variable taxi times.


The following messages are used for data exchange:
  • Flight Update Message (FUM)

  • Early Departure Planning Information Message (E-DPI)

  • Target Departure Planning Information Message (T-DPI)

  • ATC Departure Planning Information Message (A-DPI)

6  Datalink Departure Clearance (DCL)
6.1 Datalink Departure Clearance is available by SITA or ARINC. DCL is not available for NON RNAV 1 equipped ACFT.
6.2 The use of DCL is compulsory for ACFT with DCL capability.
6.3 DCL is available 30 MIN before TOBT until TOBT. For flights not assigned TOBT, DCL is available 30 MIN before EOBT.
6.4 Jet aircraft receiving a PROP-SID shall verify this at first call to Gardermoen GND.
6.5 Pilots shall ensure that SID and runway for departure are in accordance with received clearance. In the event of doubts or system related problems, procedures according to AD 2.20 item 7 shall be followed.
6.6 If two clearances on the same flight are received via DCL, procedures according to AD 2.20 item 7 shall be followed.
6.7 “Revert to voice” should be expected:
  1. If clearance via DCL is not accepted within 5 MIN

  2. In case of major delay

  3. In case of technical failure

  4. In case ATC, for some reason, decide to use VHF communication for clearance delivery

6.8 When receiving “Revert to voice”, clearance shall be obtained by Gardermoen Delivery, REF AD 2.20 item 7.
6.9 A clearance received by VHF communication always overrides
a clearance received by DCL.
7  Clearance obtained by VHF
7.1 Departing IFR flights unable to utilize DCL shall contact Gardermoen Delivery to obtain ATC clearance. Calls shall be addressed to CLR East or CLR West according to stand. CLR East is operating on the responsibility area of GND East, and CLR West is operating on the responsibility area of GND West. See AD 2 ENGM 2 - 2. Specify stand number at first call. ATC clearance may be requested at the earliest 30 MIN prior to anticipated engine startup (TOBT). Listening watch shall be maintained on current delivery FREQ, if no instruction of FREQ change has been given by Gardermoen Delivery.
7.2 Request for start-up shall be made to Gardermoen Delivery when ACFT is ready for start-up / push back (doors CLSD and tug connected) within TOBT +/- 5 MIN. Listening watch shall thereafter be maintained on Gardermoen Delivery.
7.3 Gardermoen Delivery sequences DEP ACFT and will advise
TSAT in case of delay.
7.4 Gardermoen Delivery will transfer ACFT ready for
pushback / startup to Gardermoen Ground according to TSAT.
8  Push Back
8.1 Gardermoen Ground will issue push back clearance.
8.2 If ACFT is not ready for push back / start-up within TOBT +/- 5 MIN, TOBT must be updated by the GND handling agent and ATC will set a new TSAT. This may cause (further) delays.
9  Taxiing to and from apron
9.1 During taxiing, marked TWY CL or TWY CL LGT shall be adhered to. Deviations or shortcuts are not allowed, except after instruction from Gardermoen Ground or Gardermoen Tower.
9.2 If an ACFT after landing, due to RTF congestion or other reasons, cannot obtain contact with Gardermoen Ground, the pilot should completely vacate the landing RWY and hold position until contact with Gardermoen Ground can be established.
The ACFT is regarded to be clear of the RWY when the whole ACFT has passed the holding point on the TWY used when vacating they RWY in use.
9.3 Arriving ACFT will normally be informed about stand number by Gardermoen Tower or Gardermoen Ground after landing. Assistance from the “FOLLOW ME” vehicle can be requested via Gardermoen Tower or Gardermoen Ground.
9.4 When taxiing to and from stand 93, 95, and 96 ACFT shall follow the lead- and turning lines.
9.5 Intermediate holding positions NOLAC and SOMBI on TWY V and P indicate the demarcation between Gardermoen Ground West and Gardermoen Ground East. REF ENGM AD 2.18 and
ENGM AD 2 - 2 “AD ground movement chart”.
10  Calculated Take-Off Time (CTOT)
10.1 ACFT shall be ready for take-off at the RWY holding point not later than the CTOT.
10.2 ACFT must be ready for engine start on TSAT.
TSAT accounts for time for taxiing and de-icing as necessary, so the CTOT can be met.
10.3 Pilots must inform Gardermoen Delivery if startup according to TSAT is not possible. Request for a new CTOT shall be made via the airline operator or the handling agent.
10.4 ACFT waiting for CTOT, with a wish to leave the parking stand, may request “Push and hold” to Gardermoen Delivery. “Push and hold” implies waiting at a different location at the AD, and is subject to approval from ATC based on availability.

ACFT with CTOT that implies less than one hour delay, are encouraged to perform “Push and hold” to release the ground personnel and the stand for other ACFT.

Push and hold is performed in one of the following ways:

  • Pushback without engine start, so the engines can be started without delay upon request from Gardermoen GND, when suitable to meet the CTOT or when the stand is needed for other ACFT

  • Normal pushback and taxi to a position suitable for holding closer to the RWY.

  • Normal pushback and taxi with reduced number of engines and/or engine shut down at a holding position closer to the RWY.

11  De-icing of aircraft
11.1 De-icing of aircraft may only be performed on the dedicated platforms, see AD 2 ENGM 2-2 Aerodrome Ground Movement Chart and AD 2 ENGM 2-10 De-icing areas.
11.2 On first contact report to Gardermoen Delivery, if the ACFT needs de-icing. ATC will forward the request to the de-icing coordinator. No call shall be made to the de-icing coordinator unless instructed by Gardermoen GND when ACFT is approaching the de-icing platform.
ACFT equipped for Datalink Departure Clearance (DCL) and requiring de-icing, must enter REQ DEICE into the REMARKS / free text field, when requesting DEP clearance via DCL.
11.3 De-icing stand is assigned by the de-icing coordinator. Use full call sign when in contact with the de-icing coordinator, REF AD 2 ENGM DE-ICE AREAS for wingspan limitations on de-icing stand.
11.4 The de-icing platform, including inbound and outbound lanes, are outside of the manoeuvring area. Pilots are reminded to exercise particular caution to avoid danger to vehicles and persons involved in aircraft de-icing. Listening watch on last assigned ATC frequency is to be maintained during de-icing.
11.5 De-icing is completed when a message including the aircraft callsign, details about the de-icing and the phrase “Equipment removed” is received from the de-ice coordinator via RTF. Do not move the aircraft until “all clear signal” (thumbs up) is given from ground crew and taxi instructions are received from ATC.
11.6 Listening watch on last assigned ATC frequency is to be maintained during de-icing. Pilots are requested to maintain listening watch on the de-ice coordinator frequency until the aircraft is leaving the de-icing plattform. Request for taxi instructions shall be forwarded to ATC. Specify RTF callsign and de-ice stand on which the aircraft is parked.
12  Handling
12.1  Service Providers:

Access Oslo Executive Handling
TEL: (+47) 64 82 19 99
Email: ops@accessolso.no
FREQ: 131.910 MHZ

Sundt Air Executive Handling
TEL: (+47) 64 82 02 00
Email: handling@sundtair.no
FREQ: 134.175 MHZ

13  Helicopter traffic - limitations
13.1 Parking and ground manoeuvring, 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, and after pre flight coordination for helicopter on other assignments for the authorities.
14  Unserviceable or non-airworthy aircraft
14.1 Aircraft operators must possess information about where and how to get necessary equipment to remove unserviceable or non-airworthy aircraft from the movement area.
15  Engine testing area
15.1 All engine testing beyond idle power, shall be done at the airport engine testing site. Time booking for use of the test site should be addressed to Stand Allocation Office, TEL +47 64 81 30 50.
16  Reduced runway separation
16.1 Reduced runway separation may be applied between CAT 1, 2 and 3 aircraft in accordance with AIP AD 1.1 para 5.6 and the following prerequisite local conditions:
16.2 a) Cloud base 4500 FT or higher, and
b) Breaking action “Medium” or better.
16.3 Minimum separation for RWY 01L/19R and 01R/19L:
16.3.1 Between a landing CAT 1, 2 or 3 aircraft and a departing
CAT 3 aircraft: 2400 M.
16.3.2 Between a departing CAT 3 aircraft and a preceding departing
CAT 3 aircraft: 2400 M.
16.4 Reduced runway separation will not be used when preceding departing traffic is CAT 1 or 2 aircraft.

ENGM AD 2.21  Noise abatement procedures

The following text contains only information relevant to AIP. For further information or to access a complete version of the regulation, go to www.avinor.no, english version, and search for “noise”
.

1  Scope and extent

This regulation applies at Oslo Airport, Gardermoen, and in the airspace within Gardermoen CTR as well as within the outer limits of the Oslo TMA from ground level up to 10 000 FT AMSL when departing from or landing at Oslo Airport Gardermoen.

This regulation does not apply to:

  1. propeller aircraft with MTOW of 5,700 kg or less

  2. helicopters operated according to visual flight rules (VFR)

  3. calibration flights

  4. ambulance flights

  5. the Norwegian Police Helicopter Service

  6. in-flight emergencies

  7. flights in connection with fire fighting, search and/or rescue operations.

  8. missed approaches

  9. MIL flights

2  Noise abatement at departure

Departures from Oslo Airport, Gardermoen, must follow the rules given in SID-charts published in AIP AD 2 ENGM 4-series.

Intersection departure RWY 01R is not permitted with jet aircraft from B3 and north of B3. On RWY 19L intersection departure with jet aircraft is not permitted from B6 and south of B6.

3  Noise abatement during approach

Arrivals at Oslo Airport, Gardermoen, must follow the rules given in STAR- and Instrument Approach Charts published in AIP AD 2
ENGM 4- and 5 -series.

The following applies for jet aircraft: Approach and landing shall be carried out in a way that reduces noise as much as possible by using procedures for continuous descend, low power and low drag.

Visual approach is not permitted. Visual approach is nonetheless permitted for visual step-over to a parallel runway after joining final approach, if it is considered necessary by the air traffic services. CAA Norway may, on application, authorise visual curved approaches under RNAV guidance.

4  Noise restrictions for aircraft

This point does not apply to MIL flights.

Departures with aircraft not complying with noise regulations of ICAO Annex 16, Vol 1, 5th edition July 2008, chapter 3 are not permitted in the period 1500 - 0700 (1600 - 0800 local time).

Departures with aircraft having a noise certification exceeding 88 EPNdB at DEP are not permitted between 2300 - 0530 (2400 - 0630 local time).

5  Night time restrictions

Between 2130 - 2300 (2230 - 2400 local time) the following rules apply:

  1. For jet and propeller aircraft with MTOW exceeding 5700 kg and four propellers or more, RWY 01R and RWY 19R are to be used for landing and RWY 01L and 19L for departure (segregated runway operation).

  2. For other traffic, RWY 01L and 19R must be used
    (single runway operation), except in cases of runway closure or limited use for reasons of snow removal, maintenance, accidents, incidents etc.

Between 2300 - 0530 (2400 - 0630 local time) RWY 01L and 19R are to be used (single runway operation). In special situations segregated runway operation may be used when this is required for efficient traffic regulation.

When weather conditions require the use of ILS CAT II/III-approach,
RWY 01R may be used for arrivals.

During the night period, jet engine reversal beyond idle reverse is not permitted after landing.

The use of APU after arrival at, or before departure from, a parking stand supplied with a ground power unit and air conditioning, must not exceed five minutes. This limitation does not apply when the ambient air temperature at the parking stands is below - 15°C or above + 20°C.

ENGM AD 2.22  Flight Procedures

1  General procedures
1.1 The following regulations are in force for both IFR and VFR flights within ENGM CTR:
  1. SSR transponder is mandatory

  2. A complete ICAO FPL shall be submitted prior to flight

  3. Touch-and-go training as part of a school flight is not permitted

  4. Before flying with student license, prior permission from ATC shall be obtained

1.2 Annual charge certificate and weekly season cards are not valid at Oslo airport, Gardermoen.
2  Procedures for arriving IFR flights
  1. Standard instrument arrival procedures (STAR) to Oslo/Gardermoen are based on RNAV 1.

  2. Aircraft without RNAV 1 -approval will be radar vectored to final, or cleared/vectored to a point from where approach can be made.
    Inform Oslo Control on initial contact if unable to perform
    RNAV 1 -approach.

  3. Fly at MNM 160 KT IAS to DME 4 GP on ILS approach or DME 5 GRM on VOR/DME approach, unless a different speed is instructed by ATC.

  4. Holding Fixes are established at the STAR start points as detailed on the appropriate STAR charts.

  5. ADOPI, RIPAM, LUNIP, INREX, BELGU, TEKVA

  6. Holding Fix TEKVA established in Sweden for traffic on ESEBA STAR, REF AIP Sweden.

  7. Terminal Holding Fixes are established on STAR.

  8. ENGM STAR is based on Point Merge System (PMS) and accommodates Basic Continuous Descent Operations
    (B-CDO). Each STAR contains segments forming a curved sequencing leg equidistant from the Merge Point (MP). The sequencing leg shall be regarded as a delay manoeuvre for use during periods with heavy traffic. All STAR procedures are described from the start point via intermediate waypoints to the MP, from where an instrument approach procedure commences. Arriving aircraft established on the STAR can expect clearance direct to MP when traffic permits. Succeeding aircraft will subsequently be cleared direct to MP when sufficient spacing to preceding aircraft is obtained.
    Hence, a precise sequencing can be achieved whilst the aircraft maintain own navigation (LNAV).
    When cleared direct to MP and also having received an instrument approach clearance, the aircraft shall follow the transition from MP to final as stated in the relevant instrument approach procedure

    Between 2330 - 0500 (0030 - 0600 local time) the shortest distance from STAR starting point to the MP may be seen as the expected track to the start of the instrument approach procedure. Deviation from the track may be regarded as a delaying action.

  9. ENGM Merge Points (MP):

    VALPU, INSUV, BAVAD, TITLA

  10. When planning descent energy management aircrew should make allowance for ATC speed restrictions lower than described on STAR procedure.

  11. Speed restrictions before entering the TMA can be expected. Plan descent so that level restrictions in the TMA are not exceeded when ATC speed restrictions are imposed.

  12. It is imperative that speed and level restrictions described in the STAR or assigned by ATC are complied with. ATC must be informed of any deviation from assigned speed or level.

  13. Descend instructions will be issued by ATC once the aircraft turns inbound to the MP.

  14. Aircrew must expect further speed reductions assigned by ATC after being cleared for approach by ATC.

  15. Vectoring will normally not be used for aircraft with
    RNAV 1 approval. Aircrew are expected to navigate along the RNAV track (LNAV) until established on final approach track.

  16. Visual IFR approach

    1. Visual approach is not permitted for JET aircraft.

      Note: Visual approach is allowed in the case of visual transfer to parallel RWY after established on the final, if ATC considers it necessary.

    2. Unless otherwise instructed by ATC, visual IFR arrival flights shall be established on final approach track at MIN 2500 FT AMSL.

    3. Decent from 2500 FT AMSL shall be executed at or above ILS GP / PAPI approach gradient.

3  Procedures for departing IFR flights
  1. Departure instructions are issued in the form of RNAV 1 SID. Omnidirectional departure available for NON RNAV 1 ACFT.

  2. Simultaneous parallel departures are applied. ACFT must proceed exactly on extended RWY centre line until starting turn as published in SID or as instructed by ATC.

  3. Radar vectoring involving deviation from SID may be used by ATC. Gardermoen TWR may provide radar service to identified flights without informing ACFT that the flight is identified.

  4. Due to simultaneous parallel departures, change to APP frequency shall always be initiated by Gardermoen TWR.

  5. En-route cruising level will be issued after take off by Oslo Approach or Polaris Control.

4  Runway operations
4.1 Intersection departure

Advise ATC as soon as possible once transferred to ENGM TWR, if intersection departure is acceptable/requested. Jet ACFT and propeller ACFT with MTOW above 5700 kg and four (or more) propellers: Intersection departure RWY 01R not permitted from B3 and N of B3. Intersection departure RWY 19L not permitted from B6 and S of B6

4.2 Vortex separation
  1. When in receipt of line-up clearance the pilot must inform ATC, prior to entering the RWY, if greater wake vortex separation than described in ICAO Doc 4444, is required.

  2. Departures from A2 on RWY 01L, B2 on RWY 01R and B8 on RWY 19L are not, for the purposes of wake vortex separation, considered by ATC to be intersection departures.

4.3 Departures - Minimum RWY Occupancy Time
  1. On receipt of clearance to line-up, pilots should taxi into the correct position and line up on the RWY without delay.
    Line-up must be done in an angle of not more than 90 DEG relative to CL on the active RWY.

  2. Pilots should be able to commence the TKOF roll immediately when TKOF CLR is issued.

  3. Pilots whom are unable to comply with these requirements shall notify ATC when transferred to Gardermoen TWR.

4.4 Arrivals - Minimum RWY Occupancy Time
  1. Pilots are reminded that rapid exit from the landing RWY enables ATC to apply minimum spacing on final approach. That will achieve maximum RWY utilisation and will minimise the occurrence of go-around.

  2. If unable to establish contact with “Gardermoen Ground” after landing, follow the rules in ENGM AD 2.20, section 7.2.

5  Low visibility procedures (LVP) - Runway operations
5.1 General
  1. ILS category III B is available to RWY 01L, 01R, 19L and RWY 19R, subject to serviceability of the required facilities.

  2. Low Visibility Procedures are prompted by ATC, normally when RVR is less than 1000 M or ceiling is less than 300 FT.

  3. Low Visibility Procedures will normally be in operation when RVR is less than 550 M or ceiling less than 200 FT. The stop bars at the RWY holding points will then be in use.

  4. Pilots will be informed when low visibility procedures are in operation by ATIS or RTF.
    Pilots will be informed over RTF when low visibility procedures are cancelled.

  5. Pilots are to delay the call “runway vacated” until the aircraft has completely passed the end of the green/yellow colour coded taxiway centerline lights.

  6. LOC assisted TKOF is available on RWY 01L, 01R, 19L and 19R when RVR is more than 75 M, and ILS CAT III B is operational, subject to density of landing traffic.

5.2 Stop bar contingency measures
  1. In VIS COND where RVR < 550 M, or RVR < 1200 M if RWY guard lights are also U/S at the same intersection, the following applies when the stop bar can not be illuminated:

    Malfunction of stop bars at C1, C2 or C3 means that TWY C, C1, C2, C3 and C4 will not be used when:

    1. RWY 19R/01L used for landing and take-off.

    2. In all visibility conditions, when RWY 19R/01L is used for CAT II/III operations.

    Malfunction of stop bars at A1 – A9 or B1 – B9 means that the RWY will not be used for take-off, unless the following measures are provided:

    1. Take-off may be temporarily allowed, provided ATC can monitor all aircraft and vehicles in the area by use of A-SMGCS, and that further measures as described in
      ii) are immediately initiated:

    2. The holding point shall as soon as possible be equipped with barriers.

  2. In case an aircraft has to cross an illuminated stop bar, the following applies:

    • ATC will request a Follow-Me car.

    • The aircraft will be transferred to the appropriate tower controller’s frequency.

    • The pilot will be informed that a Follow-Me car will arrive.

    • The Follow-Me car will be positioned in front of the aircraft.

    • The pilot will be requested to report the Follow-Me car in sight.

    • ATC will issue permission to enter the RWY to both the Follow-Me driver and the pilot.

    • Requests for confirmation that the illuminated stop bar may be crossed, will be answered with “AFFIRM”, not a clearance to do so.

6  Low visibility procedures (LVP) - Taxiing
6.1 Low Visibility Procedures (LVP) established.
6.2 During visibility condition when RVR < 400 M, available RWY entries/exits are limited to:

RWY

01L

01R

19L

19R

RWY entry

A1, A2, A4, A5, C1

B1,B2

B6, B7, B8, B9

A5, A6, A7, A9, C3, C1

RWY exit

A5, A6, A7, A9, C1, C3

B6, B7, B8, B9

B1, B2, B3, B4, B5

A5, A4, A2, A1, C3, C1

RWY crossing points

C3 to A7 and vice versa.
C2 to A6 and vice versa.
C1 to A4 and vice versa
(RMK: published Hot Spot).

Not applicable

Not applicable

C3 to A7 and vice versa.
C2 to A6 and vice versa.
C1 to A4 and vice versa (RMK: published Hot Spot).

TWY LGT on other RWY entries/exits will be switched off.

6.3 In visibility condition 3, when RVR < 400 M selected stop bars are operated at intermediate holding positions.
6.4 Category II/III holding points at all RWY entries are equipped with internally illuminated boards, runway guard lights and red stop bars. Aircraft are to stop and wait short of an illuminated stop bar until the stop bar is switched off and clearance to continue is received by RTF from ATC.
6.5 Surface movement radar is normally available to ATC
7  Operation of Mode S transponder when the aircraft is on the ground
7.1 Oslo airport, Gardermoen has installed an advanced surface surveillance system, using Mode-S Multilateration.
7.2 Aircraft operators intending to use Oslo airport, Gardermoen shall ensure that the Mode S transponder is able to operate when the aircraft is on the ground.
7.3 Pilots shall select AUTO mode and assigned Mode A code. If AUTO mode is not available, select ON (e.g. XPDR) and assigned Mode A code:
  • From the request for push back or taxi, whichever is the earlier

  • After landing, until the aircraft is parked

  • When parked, set Mode A code 2000 before selecting OFF or STBY

7.4 Pilots of aircraft equipped with a Mode S transponder with an aircraft identification function, shall set the aircraft identification from the request for push back or taxi, whichever is the earlier. The aircraft identification to be used shall be the ICAO defined format as specified in item 7 of the ICAO flight plan.
7.5 To ensure that the performance of systems based on SSR frequencies (including airborne TCAS units and SSR radars) is not compromised, TCAS shall not be selected before receiving the clearance to line up. TCAS shall be turned off after vacating the runway.
7.6 Aircraft not equipped with Mode S transponder shall select Mode A/C and the assigned Mode A code. If no code has been assigned, select Mode A/C and a non-discrete code according to Norway AIP ENR 1.6, section 2.1.2. letter c.
8  Use of exit taxiways with curvature at ENGM

Important: Please note, when exiting at A4, A5, A6, B3, B4, B6 or B7, exit speed must be adjusted to allow for a gradually increasing curvature. Excessive speed through the curve may incur a risk of TWY excursion during low friction conditions.

Exit taxiways with curved exit from RWY are provided at the following positions (distance from RWY THR to turn-off point on RWY CL are indicated in brackets):

RWY 01L A6 (1769M)
RWY 01R B6 (1749M)
RWY 01R B7 (2133M)
RWY 19L B4 (1693M)
RWY 19L B3 (2156M)
RWY 19R A5 (1651M)
RWY 19R A4 (2020M)

The exit taxiways are starting with a wide curve and are continuously tightening to a sharper curve and do not contain any straight segment.

9  VFR flights within Gardermoen CTR
9.1 Procedures for VFR flights within Gardermoen CTR
  1. Transit through Gardermoen CTR should be avoided

  2. Permission to cross overhead the runways or extended centerlines can not be expected.

  3. ATC clearance shall be obtained from Gardermoen TWR.

  4. Two-way radio communication shall be established before flight takes place in CTR. REF ENGM AD 2.18.

  5. Suspension of VFR-flights may be expected under limited visibility or low ceiling.

9.2 Geographical positions for VFR ARR and DEP is specified in
AD 2 ENGM 6 - 1 Visual Approach Chart.
9.3 Special VFR flight, VFR night and transit flight in ENGM CTR are generally not permitted. ATC may, under certain circumstances, grant permission for such flights, based on prior approval.
9.4 To avoid conflict with TFC using the parallel RWY, the following procedures apply, unless otherwise instructed or cleared by ATC:
  • TFC using RWY 01R or 19R shall make all turns associated with takeoff and landing to the right.

  • The airspace between the parallel RWY, including the airspace between extended edge lines of RWY, must not be penetrated during APP or DEP.

  • Permission to cross overhead the RWY or extended CL may not be expected.

9.5 ARR VFR flight shall establish two-way radio communication with Gardermoen TWR no later than passing the following reporting points:
  • Råsjøen, 601230N 0104810E

  • Vormsund, 600918N 0112505E

9.6 When cleared DCT base leg or final, ARR ACFT shall join final within 1 NM FM RWY THR.
9.7 DEP VFR flights shall request start up from Gardermoen Delivery.
9.8 Standard turn direction after DEP is towards Nannestad when RWY 19R/01L is used, and towards Nordkisa when RWY 01R/19L is used.
9.9 After takeoff, commence turn to cleared position / direction at
1200 FT (1700 FT for ACFT with MTOM above 5700 KG).
9.10 SAR services and ACFT on a police or MIL mission are exempted from the provisions regarding Special VFR, VFR night and transit flights; but shall at all times adhere to the instructions and clearances given by ATC.
10  Radio communication failure during VFR-flight in Gardermoen CTR
  1. Squawk 7600

  2. Leave CTR and proceed to another AD

  3. If the pilot consider flying to a different AD to be unsafe, proceed via VFR reporting points shown on the chart AD 2 ENGM 6 - 1, Visual Approach Chart, without crossing overhead the AD or extended RCL, to a position 2 NM E or W of AD

  4. Watch TWR for light signals.

  5. If possible, call TWR on TEL (+47) 64 81 30 62

11  FRA Connecting Routes
11.1 FRA Connecting Routes are established between SID final waypoint and FRA Departure Connecting Point, and between FRA Arrival Connecting Point and STAR initial waypoint,
REF ENR 3.5 - 3 and ENR 6.3 - 29.

ENGM AD 2.23  Additional Information

1  Additional Information
1.1 Concentration of birds on and in the vicinity of AD.
1.2 Operation of RPAS/drones is prohibited within 5 KM of all RWY THR. For local procedures (in Norwegian only), go to www.avinor.no and search for “RPAS”.
2  International Health Regulations (IHR)
2.1 The airport is designated as IHR airport, REF GEN 1.3, item 4.
3  Approach and runway lights
3.1 The light intensity for sequenced flashing LGT, APCH, THR and TDZ LGT, and PAPI is adjustable in 7 stages,
intensity 0,03 - 0,1 - 1 - 3 - 10 - 30 - 100%, REF AD 1.1.
3.2 The light intensity for RWY CL, RWY edge and RWY end LGT is adjustable in 7 stages, intensity 0,03 - 0,1 - 1 - 3 - 10 - 30 - 100%, REF AD 1.1.
4  Operations with large aircraft (code letter F) and AN-225
4.1 Large aircraft is considered as code F with wingspan 65- 80 meters.

All taxiing shall be done with "FOLLOW ME" vehicles.

If "Stop" is displayed in the lightbar of the “FOLLOW ME”, the pilot shall resolutely and firmly bring the aircraft to full stop. Contact ATC for further instructions.

4.2 Available RWY entry/exits and TWY, REF AD 2 ENGM Aerodrome Ground Movement Chart - Code F.

It is not allowed to use TWY C1, C2, C3 and TWY C for entry on/exit from RWY.

Taxiing on TWY S approved north of TWY W and south of B4.

Taxiing to/from stand 171L:

TWY N, TWY M, TWY T, TWY V, TWY P, TWY K, TWY H, TWY Y, TWY Z, TWY W

Taxiing to/from stand 201L and 203L:

TWY N, TWY M, TWY T, TWY V, TWY P, TWY H, TWY Y, TWY Z, TWY W

Taxiing to/from stand 80:

TWY N, TWY M, TWY T, TWY V, TWY P, TWY H, TWY Y, TWY Z, TWY W and TWY D north of TWY D1.

4.3 De-icing
  • De-ice will normally take place on De-ice platform A-South when RWY 01L is used for departure

  • De-ice platform B-North will normally be used for de-icing when RWY 19L is used for departure

  • Pilot may expect de-ice at De-ice platform A-North when AC performance does not allow departure on RWY 19L, and departure must be planned for RWY 19R

4.4 A380 Operations
  • RWY 01L/19R will normally be used for landing and take-off

  • Max AC weight on TWY V and TWY P BTN TWY D and NOLAC/SOMBI is 560 ton

  • Idle thrust shall be used on outer engines when taxiing

  • Pilot are to ensure that the aircraft remains on the taxiway centreline at all times, it is recommended that judgemental steering is used at all times when manoeuvring on the taxiways.

  • Parking may take place at stand 80, 171L, 201L, 203L

  • A380 towbar is available at the airport

  • All taxiing from de-ice platform A-North RWY 01L will be via TWY N, TWY A7, TWY M

  • Operator shall secure for arrangements with own equipment

  • A380 operator is responsible for contracting handling company before using the airport.

4.5 AN-124 operations
  • RWY 01L/19R will normally be used for landing and take-off

  • RWY 01R/19L may be used if traffic permits

  • Pilot are to ensure that the aircraft remains on the taxiway centreline at all times, it is recommended that judgemental steering is used at all times when manoeuvring on the taxiways.

  • Parking may take place at stand, 201L, 203L or at military apron after prior arrangement

  • Operator shall secure for arrangements with own equipment

  • Operator is responsible for contracting handling company before using the airport

4.6 B747-8 operations
  • RWY 01L/19R will normally be used for landing and take-off

  • RWY 01R/19L may be used if traffic permits

  • Pilot are to ensure that the aircraft remains on the taxiway centreline at all times, it is recommended that judgemental steering is used at all times when manoeuvring on the taxiways.

  • Parking may take place at stand 80, 171L, 201L, 203L

  • Operator shall secure for arrangements with own equipment

  • Operator is responsible for contracting handling company before using the airport

4.7 AN-225 Operations
  • Prior approval required

  • RWY 01L/19R will be used for landing and take -off

  • Pilot are to ensure that the aircraft remains on the taxiway centreline at all times, it is recommended that judgemental steering is used at all times when manoeuvring on the taxiways.

  • Parking may take place at de-ice platform A-North

  • All taxing from de-ice platform A-North to RWY 01L will be via TWY N, TWY A7, TWY M

  • TWY N is not to be used between southern and northern entrance to de-ice platform A-North

  • Operator shall secure for arrangements with own equipment

  • Operator is responsible for contracting handling company before using the airport.

5  Differences from ICAO Annex 14 SARPS
5.1 Centreline marking on TWY LIMA ORANGE is orange. Centreline marking on TWY LIMA BLUE is blue, REF AD 2 ENGM Aircraft Parking/Docking Chart TWY LIMA Blue/Orange/Centre
5.2 Centreline lights on TWY LIMA ORANGE are orange and green. Centreline lights on TWY LIMA BLUE are blue and green, REF AD 2 ENGM Aircraft Parking/Docking Chart TWY LIMA Blue/Orange/Centre.
5.3 “RWY AHEAD” is used as mandatory instruction marking, REF para 5.2.16

ENGM AD 2.24  Charts related to an aerodrome

Chart NameSide/Page

Aerodrome Chart

AD 2 ENGM 2 - 1

Aerodrome Ground Movement Chart

AD 2 ENGM 2 - 2

Aerodrome Ground Movement Chart - Code F

AD 2 ENGM 2 - 3

Aircraft parking-Docking Chart - Civil terminal area

AD 2 ENGM 2 - 4

Aircraft parking-Docking Chart - Civil terminal area - GEO coordinates

AD 2 ENGM 2 - 5

Push Back Procedures

AD 2 ENGM 2 - 6

Aircraft parking-Docking chart - GA area - Military terminal

AD 2 ENGM 2 - 7

Aircraft parking-Docking chart - GA area

AD 2 ENGM 2 - 8

Aircraft parking-Docking chart - GA area - GEO coordinates

AD 2 ENGM 2 - 9

Aircraft parking-Docking chart - TWY Lima Blue/Orange/Centre

AD 2 ENGM 2 - 10

Intersection take-off

AD 2 ENGM 2 - 11

De-ice Areas

AD 2 ENGM 2 - 12

Precision Approach Terrain Chart (PATC) RWY 01R

AD 2 ENGM 3 - 1

Precision Approach Terrain Chart (PATC) RWY 19L

AD 2 ENGM 3 - 3

Precision Approach Terrain Chart (PATC) RWY 01L

AD 2 ENGM 3 - 4

Precision Approach Terrain Chart (PATC) RWY 19R

AD 2 ENGM 3 - 5

Aerodrome Obstacle Chart - ICAO Type A - RWY 01R

AD 2 ENGM 3 - 7

Aerodrome Obstacle Chart - ICAO Type A - RWY 19L

AD 2 ENGM 3 - 9

Aerodrome Obstacle Chart - ICAO Type A - RWY 01L

AD 2 ENGM 3 - 11

Aerodrome Obstacle Chart - ICAO Type A - RWY 19R

AD 2 ENGM 3 - 13

Aerodrome Obstacle Chart - ICAO Type B - RWY 01R-19L

AD 2 ENGM 3 - 15

Aerodrome Obstacle Chart - ICAO Type B - RWY 01L-19R

AD 2 ENGM 3 - 16

Standard Departure Chart Instrument (RNAV 1 SID BASED ON GNSS OR DME-DME) - RWY 01L

AD 2 ENGM 4 - 1

Standard Departure Routes Instrument (RNAV 1 SID BASED ON GNSS OR DME-DME) - RWY 01L

AD 2 ENGM 4 - 2

Omni-directional Departure - RWY 01L

AD 2 ENGM 4 - 3

Standard Departure Chart Instrument (RNAV) - RWY 01R

AD 2 ENGM 4 - 5

Standard Departure Routes Instrument (RNAV) - RWY 01R

AD 2 ENGM 4 - 6

Standard Departure Routes Instrument (RNAV) - RWY 01R (2)

AD 2 ENGM 4 - 7

Omni-directional Departure - RWY 01R

AD 2 ENGM 4 - 8

Standard Departure Chart Instrument (RNAV 1 SID BASED ON GNSS OR DME-DME) - RWY 19L

AD 2 ENGM 4 - 9

Standard Departure Routes Instrument (RNAV 1 SID BASED ON GNSS OR DME-DME) - RWY 19L

AD 2 ENGM 4 - 10

Omni-directional Departure - RWY 19L

AD 2 ENGM 4 - 11

Standard Departure Chart Instrument (RNAV 1 SID BASED ON GNSS OR DME-DME) - RWY 19R

AD 2 ENGM 4 - 13

Standard Departure Routes Instrument (RNAV 1 SID BASED ON GNSS OR DME-DME) - RWY 19R

AD 2 ENGM 4 - 14

Omni-directional Departure - RWY 19R

AD 2 ENGM 4 - 15

Standard Departure Chart Instrument PROP (RNAV 1 SID BASED ON GNSS OR DME-DME) - RWY 01L

AD 2 ENGM 4 - 16

Standard Departure Routes Instrument PROP (RNAV 1 SID BASED ON GNSS OR DME-DME) - RWY 01L

AD 2 ENGM 4 - 17

Standard Departure Chart Instrument PROP (RNAV 1 SID BASED ON GNSS OR DME-DME) - RWY 19L

AD 2 ENGM 4 - 18

Standard Departure Routes Instrument PROP (RNAV 1 SID BASED ON GNSS OR DME-DME) - RWY 19L

AD 2 ENGM 4 - 19

Standard Departure Chart Instrument PROP (RNAV 1 SID BASED ON GNSS OR DME-DME) - RWY 19R

AD 2 ENGM 4 - 20

Standard Departure Routes Instrument PROP (RNAV 1 SID BASED ON GNSS OR DME-DME) - RWY 19R

AD 2 ENGM 4 - 21

Standard Arrival Chart Instrument (RNAV 1 STAR BASED ON GNSS OR DME-DME) - RWY 01L-R W

AD 2 ENGM 4 - 22

Standard Arrival Chart Instrument (RNAV 1 STAR BASED ON GNSS OR DME-DME) - RWY 01L-R E

AD 2 ENGM 4 - 23

Standard Arrival Routes Instrument (RNAV 1 STAR BASED ON GNSS OR DME-DME) - RWY 01L-R

AD 2 ENGM 4 - 24

Standard Arrival Routes Instrument (RNAV 1 STAR BASED ON GNSS OR DME-DME) - RWY 01L-R

AD 2 ENGM 4 - 25

Standard Arrival Chart Instrument (RNAV 1 STAR BASED ON GNSS OR DME-DME) - RWY 19L-R W

AD 2 ENGM 4 - 27

Standard Arrival Chart Instrument (RNAV 1 STAR BASED ON GNSS OR DME-DME) - RWY 19L-R E

AD 2 ENGM 4 - 28

Standard Arrival Routes Instrument (RNAV 1 STAR BASED ON GNSS OR DME-DME) - RWY 19L-R

AD 2 ENGM 4 - 29

Standard Arrival Routes Instrument (RNAV 1 STAR BASED ON GNSS OR DME-DME) - RWY 19L-R

AD 2 ENGM 4 - 30

ILS or LOC RWY 01R CAT II & III

AD 2 ENGM 5 - 1

RNP W RWY 01R (AR)

AD 2 ENGM 5 - 3

RNP W RWY 01R (AR) Recommended coding

AD 2 ENGM 5 - 4

RNP X RWY 01R (AR)

AD 2 ENGM 5 - 5

RNP X RWY 01R (AR) Recommended coding

AD 2 ENGM 5 - 6

RNP Z RWY 01R

AD 2 ENGM 5 - 7

RNP Z RWY 01R Recommended coding

AD 2 ENGM 5 - 8

ILS or LOC RWY 01L CAT II & III

AD 2 ENGM 5 - 9

RNP X RWY 01L (AR)

AD 2 ENGM 5 - 11

RNP X RWY 01L (AR) Recommended coding

AD 2 ENGM 5 - 12

RNP Z RWY 01L

AD 2 ENGM 5 - 13

RNP Z RWY 01L Recommended coding

AD 2 ENGM 5 - 14

VOR RWY 01L

AD 2 ENGM 5 - 15

ILS or LOC RWY 19R CAT II & III

AD 2 ENGM 5 - 17

RNP X RWY 19R (AR)

AD 2 ENGM 5 - 19

RNP X RWY 19R (AR) Recommended coding

AD 2 ENGM 5 - 20

RNP Z RWY 19R

AD 2 ENGM 5 - 21

RNP Z RWY 19R Recommended coding

AD 2 ENGM 5 - 22

VOR RWY 19R

AD 2 ENGM 5 - 23

ILS or LOC RWY 19L CAT II & III

AD 2 ENGM 5 - 25

RNP X RWY 19L (AR)

AD 2 ENGM 5 - 27

RNP X RWY 19L (AR) Recommended coding

AD 2 ENGM 5 - 28

RNP Z RWY 19L

AD 2 ENGM 5 - 29

RNP Z RWY 19L Recommended coding

AD 2 ENGM 5 - 30

Visual Approach Chart - ICAO

AD 2 ENGM 6 - 1

TMA-TIA CHART OSLO/FARRIS TMA

AD 2 ENGM 7 - 1

RNAV and SIG points used in SID/STAR/IAP are listed under ENR 4.4.2