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 Aerodrome Chart

2

Direction and distance from city

19 NM NNE of Oslo

3

ELEV/REF TEMP/Mean low TEMP

682 FT / 21.6°C / NIL

4

Geoid undulation at AD ELEV PSN

125 FT

5

MAG VAR / Annual Change

4°E (2020) / 0.21°E

6

Administration

Address

CIV : Avinor Oslo Lufthavn
Oslo Lufthavn, Gardermoen
Postboks 100
2061 Gardermoen
Norge
MIL: Luftforsvaret / Royal Norwegian Airforce
Gardermoen flystasjon
Flystasjonsvegen 1
2060 Gardermoen
Norge

 

Telephone

  (+47) 64 81 20 00 Sentralbord / Switchboard

  (+47) 64 81 90 00 AIS/NOTAM

  (+47) 64 80 33 15 Wing Ops / MIL PPR

 

Fax

NIL

 

E-mail address

  luft.134lv.gardermoen.airbase@mil.no Wing Ops / MIL PPR

 

Web page

NIL

 

AFS/AFTN

  ENGMZTZX

7

Types of traffic permitted (IFR/VFR)

IFR - VFR
8

RMK

AD reference code:

RWY 01L: Code 4E

RWY 19R: Code 4E

RWY 01R: Code 4E

RWY 19L: Code 4E

ENGM AD 2.3  Operational hours

NORSK/ENGLISH
1

AD Administration

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

9

Handling

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

NIL

ENGM AD 2.4  Handling services and facilities

NORSK/ENGLISH
1

Cargo handling facilities

Ja /

Yes

2

Fuel and oil types

JET A-1 , AVGAS 100LL, F-34 /

HYDRAULIC , PISTON, TURBO

3

Fuelling facilities/capacity

Ingen begrensning. Aviation Fuelling Services Norway (AFSN) aksepterer kun Shell carnet og Fuel & Fly-kort. /

No limitations. Aviation Fuelling Services Norway (AFSN) only accepts Shell carnet and Fuel & Fly cards.

4

De-icing facilities

MENZIES AVIATION , SAS GROUND HANDLING, WGH: AVBL

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.

Avtale om avising av luftfartøy skal være etablert med en avisingsoperatør før motoroppstart foretas for avgang. REF AD 2.20 for detaljert informasjon om avising. /

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

An agreement on ACFT de-icing must be established with a de-icing operator prior to engine start-up for departure. REF AD 2.20 for detailed information on de-icing.

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

Sykerom på AD. Legevakt H24 på Jessheim, 7 km øst for AD (Jessheim interkommunale legevakt). /

Medical facilities at AD. Emergency room H24 in Jessheim, 7 km east of AD (Jessheim intermunicipal emergency room).

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

AVBL O/R

4

RMK

FREQ 121,560 will be used, on GND, in emergency situations for COM between RFFS and PIC.

ENGM AD 2.7  Seasonal availability - clearing

NORSK/ENGLISH
1

Types of clearing EQPT

Friksjonsmåler x 3. Feiemaskin x 22. Snøfreser x 10. Hjullaster x 13 /

Surface friction tester x 3. Sweeper x 22. Snow blower x 10. Wheel loader x 13

2

Clearance priorities

REF AD 1.2

3

RMK

Snørydding på en RWY om gangen. Stengetid skal ikke overstige 15 minutter.
Lufthavnen har tillatelse til bruk av materialer for behandling av overflater på ferdselsområdet: KFOR/NAFO/SAND. /

Snow removal at one RWY at a time. Closing period shall not exceed 15 minutes.
The airport has permission to use materials for movement area surface treatment: KFOR/NAFO/SAND.

ENGM AD 2.8  Aprons, taxiways and check locations data

NORSK/ENGLISH
1

Apron surface and strength

CARGO : PCN-75/R/A/W/T

GA CENTRAL : PCN-65/F/B/X/T

GA NORTH : PCN-30/F/B/Y/T

GA SOUTH : PCN-65/F/B/X/T

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

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

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

2

TWY width, surface and strength

TWY A1, A2, A9, B1, B2, B8, B9, WID 23 M, CONC, PCN-75/R/A/W/T

TWY A3, A4, A5, A6, A7, B3, B4, B5, B6, B7, 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 MAIN EAST: ACFT stands 36, 61, 65, 69, 73, 77, 79, 81, 85, 87, 89, 93, 95, 96: PCN-85/R/B/W/T

Apron MAIN WEST: ACFT stands 28, 60, 64, 68, 68, 72, 76, 80: PCN-85/R/B/W/T

TWY C: north of stand 329: Max span 36 M

TWY C3, C4, K1, K2, L BLUE, L ORANGE: Max span 36 M

TWY N: TWY between TWY N and Hangar 9: MAX span 36 M

TWY P, V: A380 MAX weight 560 tons 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 A1, A2, A3, A4, A5, A6, A7, A9, B1, B2, B3, B4, B5, B6, B7, B8, B9, C, C1, C2, C3, C4, D, D1, E, G, G1, H, J, J1, J2, K, K1, K2, L BLUE, L CENTER, L ORANGE, M, N, N5, P, P1, P2, R, R1, S, T, U, U2, U3, V, W, Y, Z: Taxiing guidance signs at all intersections with TWY and RWY, at all holding positions and TWY intersections.

Apron : REF. AD 2.20, para. 4.6 and 4.7 for use of stand ID signs, TWY guide lines and visual docking.

2

RWY/TWY markings and LGT

RWY marking

RWY 01L/19R: THR, designation, TDZ, aiming point, CL and edge.

RWY 01R/19L: 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, B2, B3, B4, B5, B6, B7, B8: CL, edge, HLDG PSN, RWY AHEAD and intermediate HLDG PSN

TWY A9, B1, B9, 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, C, C1, C2, C3, D, D1, E, G, G1, H, J, J1, J2, K, K1, K2, L BLUE, L CENTER, L ORANGE, M, N5, P, P1, P2, Q, R, R1, T, U, U1, U2, U3, V, W, Y, Z: CL

TWY C4: EDGE

TWY N, S: CL, Intermediate HLDG PSN

3

Stop bars and RWY guard lights

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, in use H24

TWY C4, 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 before TWY at exits from de-icing platforms.

RWY guard lights

TWY A1, A2, A3, A4, A5, A6, A7, A9, B1, B2, B3, B4, B5, B6, B7, B8, B9, C1, C2, C3: RWY guard LGT

4

RMK

RWY : LED

TWY A1, A2, A3, A4, A5, A6, A7, A9, B1, B2, B3, B4, B5, B6, B7, B8, B9, C, C1, C2, C3, C4, D, D1, E, G, G1, H, J, J1, J2, K, K1, K2, M, N5, P, P1, P2, Q, R, R1, U, U1, U2, U3, V, W, Y, Z: LED

TWY L BLUE, L CENTER, L ORANGE, T: LED
Routing & Guidance installed at the INT where TWY L Orange, TWY L Center and TWY L Blue cross or join TWY S or TWY T. REF AD 2.20 para 9.2 ENGM and AD 2 ENGM 2-5 Aircraft parking-Docking chart - Civil terminal area East

TWY N: LED Intermediate HLDG PSN LGT at entry/exits to/from hangar areas.

TWY S: LED
Routing & Guidance installed at the INT where TWY L Orange, TWY L Center and TWY L Blue cross or join TWY S or TWY T. REF AD 2.20 para 9.2 ENGM and AD 2 ENGM 2-5 Aircraft parking-Docking chart - Civil terminal area East Intermediate HLDG PSN LGT at entry/exits to/from hangar areas.

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

REF GEN 3.5

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 x 45

ASPH/CONC , Grooved

PCN-75/F/A/W/T

601106.00N 0110425.48E

601257.84N 0110529.99E

601257.84N 0110529.99E

125.7

656.6

REF GEN 3.2.4

19R

196.03°

601257.84N 0110529.99E

601106.00N 0110425.48E

601106.00N 0110425.48E

125.6

676.1

01R

016.04°

2950 x 45

ASPH/CONC , Grooved

PCN-75/F/A/W/T

601032.72N 0110628.02E

601204.35N 0110720.95E

601204.35N 0110720.95E

125.5

670.9

REF GEN 3.2.4

19L

196.06°

601204.35N 0110720.95E

601032.72N 0110628.02E

601032.72N 0110628.02E

125.4

681.9

RWYSWY (M)CWY (M)Strip (M)RESA overrun (M)RESA undershoot (M)RAG DIST FM THR, TypeOFZRMK
1891011121314

01L

-

-

3720 x 280

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.

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

-

-

3070 x 280

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.

19L

-

400 x 150

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.

ENGM AD 2.13  Declared distances

RWY

TORA (M)

ASDA (M)

TODA (M)

LDA (M)

RMK
123456
01L 3600 3600 3600 3600

TORA/ASDA/TODA er beregnet fra RWY start (THR 01L) og krever «backtrack». REF AD 2.22 para 7 for bruk av avkjøringer med kurvatur. /

TORA/ASDA/TODA are calculated from the RWY extremity (THR 01L) and requires "backtrack". REF AD 2.22 para 7 for use of exit TWY with curvature.

19R 3600 3600 3600 3600

REF AD 2.22 para 7 for bruk av avkjøringer med kurvatur. /

REF AD 2.22 para 7 for use of exit TWY with curvature.

01R 2950 2950 2950 2950

REF AD 2.22 para 7 for bruk av avkjøringer med kurvatur. /

REF AD 2.22 para 7 for use of exit TWY with curvature.

19L 2950 2950 3350 2950

REF AD 2.22 para 7 for bruk av avkjøringer med kurvatur. /

REF AD 2.22 para 7 for use of exit TWY with curvature.

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

TORA (M)

ASDA (M)

TODA (M)

RMK
12345
01L TWY A1 3572 3572 3572

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

TWY A2 3496 3496 3496

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

TWY A3 2696 2696 2696

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

TWY A4 2297 2297 2297

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

TWY C1 2145 2145 2145

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

TWY A5 1928 1928 1928

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

TWY C2 1549 1549 1549

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

01R TWY B2 2850 2850 2850

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

TWY B3 2433 2433 2433

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

TWY B4 1970 1970 1970

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

19L TWY B8 2851 2851 3251

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

TWY B7 2410 2410 2810

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

TWY B6 2026 2026 2426

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

19R TWY C3 2570 2570 2570

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

TWY A7 2568 2568 2568

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

TWY A6 2075 2075 2075

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

TWY C2 2075 2075 2075

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

TWY A5 1673 1673 1673

REF AD 2.22 para 4.1 for bruk av innskutt avgangsposisjon. /

REF AD 2.22 para 4.1 for use of intersection departure.

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. LED. Sequenced FLG LGT on CL. LED

PAPI: Angle calibrated for B747.

TDZ: LED

CL: LED

EDGE: LED

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.

TDZ: LED

CL: LED

EDGE: LED

01R

CAT II/III

880 M

LIH

Green

-

PAPI

Left 3°

( 69 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.

TDZ: LED

CL: LED

EDGE: LED

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. LED. Sequenced FLG LGT on CL. LED

PAPI: Angle calibrated for B747.

TDZ: LED

CL: LED

EDGE: LED

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

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

3

TWY edge and CL LGT

Edge:

TWY C4

  

CL:

TWY A1, A2, A3, A4, A5, A6, A7, A9, B1, B2, B3, B4, B5, B6, B7, B8, B9, C, C1, C2, C3, 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

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

FATO: 01/19

FATO THR 01: 601235.92N 0110502.43E

FATO THR 19: 601236.51N 0110502.55E

 

TLOF GA NORTH:

601236.19N 0110502.36E
 

Geoid undulation

FATO: 01/19

FATO THR 01: 126 FT

FATO THR 19: 126 FT

 

TLOF GA NORTH : 125.7 FT

2

TLOF and/or FATO elevation

FATO: 01/19

FATO THR 01: 667.7 FT

FATO THR 19: 667.3 FT

 

TLOF GA NORTH: 667.5 FT

3

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

FATO: 01/19 17 M x 17 M, CONC, PCN-30/F/B/Y/T, Marking/merking: Kant, identifikator og inn- og utflygingsretning merket. Belysning: Inn- og utflygingsretninglys. / Edge, identification and flight path alignment guidance marked. Lighting: Flight path alignment guidance LGT.

 

TLOF GA NORTH: CONC, PCN-30/F/B/Y/T, Marking/merking: TDZ merket / TDZ marked, Belysning/Lighting: Edge

4

True BRG of FATO

FATO: 01/19

FATO THR 01: NIL

FATO THR 19: NIL

5

Declared distance available

NIL

6

APP and FATO lighting

FATO: 01/19

FATO THR 01: Green
EDGE LGT/
EDGE LGT

FATO THR 19: Green
EDGE LGT/
EDGE LGT

7

RMK

FATO 01/19 D-value 17. Helicopter performance class 3. Slope design category B.

TLOF GA NORTH D-value 17

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

NIL

ENGM AD 2.18  ATS communication facilities

Service DesignationCall SignFREQHRRMK
12345

ATIS (ARR)

Gardermoen Arrival Information

126.130 126.125 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

127.155 127.150 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

118.305 118.300 MHZ

H24

CTR W sector including RWY 01L/19R.

  

120.105 120.100 MHZ

H24

CTR E sector including RWY 01R/19L.

  

118.705 118.700 MHZ

HO

AVBL only when 118.305 MHZ U/S. AVBL only when 118.300 MHZ U/S.

  

123.330 123.325 MHZ

HO

AVBL only when 120.105 MHZ U/S. AVBL only when 120.100 MHZ U/S.

  

243.000 MHZ

H24

NIL

  

121.500 MHZ

H24

NIL

  

257.800 MHZ

H24

NIL

APP

Final

128.905 128.900 MHZ

H24

NIL

  

119.980 119.975 MHZ

HO

AVBL only when 128.905/136.405 MHZ U/S AVBL only when 128.900/136.400 MHZ U/S

  

121.500 MHZ

H24

NIL

APP

Oslo Approach

118.480 118.475 MHZ

H24

Oslo TMA sector E

  

129.305 129.300 MHZ

HO

AVBL only when 118.480/120.455 MHZ U/S AVBL only when 118.475/120.450 MHZ U/S

  

121.500 MHZ

H24

NIL

  

243.000 MHZ

H24

NIL

APP

Director

136.405 136.400 MHZ

H24

NIL

  

119.980 119.975 MHZ

HO

AVBL only when 128.905/136.405 MHZ U/S AVBL only when 128.900/136.400 MHZ U/S

  

121.500 MHZ

H24

NIL

APP

Oslo Approach

120.455 120.450 MHZ

H24

Oslo TMA sector W

  

129.305 129.300 MHZ

HO

AVBL only when 118.480/120.455 MHZ U/S AVBL only when 118.475/120.450 MHZ U/S

  

121.500 MHZ

H24

NIL

  

243.000 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

NIL

ILS CAT III, 12.1° MAG

GP RWY 01L

 

335.000 MHZ

H24

601116.01N 0110423.01E

NIL

GP 3.0°, RDH 54 FT

DME RWY 01L

OBW

CH 40X

H24

601115.99N 0110423.17E

682 FT

( Oslo/Gardermoen )

Paired LOC RWY 01L

LOC RWY 19R

(VAR: 4°E/2020)

GSW

111.300 MHZ

H24

601055.57N 0110419.47E

NIL

ILS CAT III, 192.1° MAG

GP RWY 19R

 

332.300 MHZ

H24

601249.55N 0110516.96E

NIL

GP 3.0°, RDH 50 FT

DME RWY 19R

GSW

CH 50X

H24

601249.57N 0110516.80E

701 FT

( Oslo/Gardermoen )

Paired LOC RWY 19R

LOC RWY 01R

(VAR: 4°E/2020)

ONE

111.950 MHZ

H24

601217.89N 0110728.78E

NIL

ILS CAT III, 12.2° MAG

GP RWY 01R

 

330.950 MHZ

H24

601040.57N 0110640.78E

NIL

GP 3.0°, RDH 50 FT

DME RWY 01R

ONE

CH 56Y

H24

601040.56N 0110640.95E

697 FT

( Oslo/Gardermoen )

Paired LOC RWY 01R

LOC RWY 19L

(VAR: 4°E/2020)

GME

110.550 MHZ

H24

601019.19N 0110620.20E

NIL

ILS CAT III, 192.1° MAG

GP RWY 19L

 

329.450 MHZ

H24

601153.30N 0110722.80E

NIL

GP 3.0°, RDH 50 FT

DME RWY 19L

GME

CH 42Y

H24

601153.32N 0110722.63E

703 FT

( Oslo/Gardermoen )

Paired LOC RWY 19L

DME

NLK

CH 103X

H24

602827.89N 0105907.20E

2 383 FT

( Nordliskampen )

DME

BLA

CH 99X

H24

603917.84N 0114343.72E

2 162 FT

( Blåenga )

DME

ERB

CH 109Y

H24

601656.94N 0113250.93E

1 446 FT

( Ertsrudberget )

D VOR/DME

(DECL: 3°E/2020)

SIG

117.700 MHZ/

CH 124X

H24

600054.22N 0093748.20E

2 401 FT

( Sigdal )

FRA (I)

D VOR/DME

(DECL: 4°E/2020)

GRM

115.950 MHZ/

CH 106Y

H24

601130.33N 0110427.91E

683 FT

( Gardermoen )

ENGM AD 2.20  Local aerodrome regulations

1  Airport regulations

At Oslo Airport, Gardermoen a number of local regulations apply. Aerodrome manual is published to give an detailed overview over operations at Oslo airport. Publications relevant for airside operations, including Aerodrome manual, is published on www.avinor.no/engm.

Contact airside_operation@avinor.no for the following subjects:

  1. admittance and movement,

  2. aircraft parking,

  3. use of APU,

  4. ACFT engine testing,

  5. alert and security,

  6. operations with large aircraft (code letter F).

Contact osl-airside@avinor.no for the following subjects:

  1. markings and signs,

  2. winter operations,

  3. LVP,

  4. Aerodrome manual.

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.

More information available at www.airportcoordination.com.

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 business flights
2.5.1 Planned times of departure and/or arrival of all scheduled flights, serialized charter- and business flights 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)
3.1 The airport can be operated by aircraft with wingspan MAX 80 M (code letter F).
3.2 Procedures and chart for Code F operations, REF AD 2 ENGM 2.23 item 4 and Aerodrome Ground Movement Chart - Code F.
4  Allocation and use of aircraft parking stand
4.1 Allocation of aircraft parking stand is compulsory on numbered aircraft stands. REF Aircraft Parking/Docking Chart - Civil terminal area West, Aircraft Parking/Docking Chart - Military terminal and Aircraft Parking/Docking Chart - GA area.
4.2 Scheduled traffic will be allocated aircraft parking stand unless it is known that ACFT does not require such allocation.
4.3 Light ACFT will be parked at the apron in the GA-area and/or as instructed. REF Aircraft Parking/Docking Chart - GA area.
4.4 The Apron Management Section allocates parking stands for all ACFT that are planning to use aircraft stands. REF AD 2.20 para 4.1 and 4.3. Note: when de-ice is needed, the Apron Management allocates de-ice bay. REF AD 2.20 para 11.2.
4.5 Apron Management Section
Post:

Avinor Oslo lufthavn
Apron Management Section
P.O. Box 150
NO-2061 GARDERMOEN

TEL: +47 64 81 30 50

E-mail: osl.apron@avinor.no

4.6 Use of ACFT stand ID signs and TWY guide lines

  1. Oslo Airport operates a variety of stand types and configurations such as Standard apron/stand, Multiple Aircraft Ramp System (MARS) and Multi Choice Stand.

  2. Standard stands will have a single yellow centerline. Each stand has an individual stand number.

  3. MARS stand 52, only for code D, E and F aircraft, has a main centerline painted yellow, and two subsidiary centerlines on either side of the main centerline. These subsidiary centerlines are painted dashed yellow to stand 50 and 54, for code C aircraft.

  4. Multi Choice Stands use multiple centerlines to allow the operation of a variety of different combinations of parked aircraft. Pilots must exercise caution so correct centerline, according to aircraft code, is followed when parking.

    Note: Stand 46R, 79, 87, 188, 208R are only for code D and E. 171L, 201L, 203L are only for code D, E or F.

4.7 Parking

  1. Visual docking/PRKG guidance system on ACFT stands: Safedock T1 at terminal stands, except at stand 79 which has Safedock Flex. REF AD 2 ENGM "Aircraft Parking/Docking Chart - Civil terminal area West" and "Aircraft Parking/Docking Chart - Civil terminal area East". When “Nose-in guidance” (A-VDGS) at ACFT terminal stands is used, except stands 2, 3 and 7, pilots of black or dark nose ACFT need to exercise caution when docking, as such ACFT have increased risk of not getting detected.

  2. Apron MAIN EAST and MAIN WEST: ACFT shall not park at stands with passenger bridges unless the docking guidance system is activated and is displaying the correct ACFT type, or marshaller is present and is guiding the ACFT into the stand.

  3. Apron CARGO: ACFT shall not park at stands unless marshaller is present and is guiding the ACFT into the stand.

  4. Apron GA SOUTH: marshalling is mandatory.

  5. Apron GA CENTRAL: parking on the GA Central apron (stands 320-329) is limited to ACFT with special permission. Marshalling is mandatory.

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 thereafter continuously updated until start-up request. TOBT indicates the time when the completion of all ground handling activities (except de-icing) is expected and ACFT will be ready for push-back/start-up. Aircraft shall always report ready for start-up within the TOBT tolerance limit of +/- 5 MIN. 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 /start-up 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 similar 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 (NMOC)
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 take-off times based on TOBT/TSAT and variable taxi times.


The following messages are used for data exchange:

  • ETFMS flight data message (EFD),

  • 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),

  • Cancel Departure planning information message (C-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 When programming the FMS, 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. REF Aerodrome Ground Movement Chart. Specify stand number at first call. ATC clearance may be requested at the earliest 30 MIN prior to anticipated engine start-up (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 / pushback (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.
8  PUSHBACK
8.1 Gardermoen Ground will issue pushback clearance.
8.2 If ACFT is not ready for pushback / 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.
8.3 Stands are designed for different aircraft types/size. Pushback will be done either straight to defined release pointsdisconnection positions according to aircraft type/size or to defined release pointsstart-up positions on TWY.
8.4 Straight pushback to defined disconnecting positions, unless as specified in para 8.10, will be performed for code C or smaller from stands:
9, 10, 11, 12, 14, 16, 18, 20, 22, 24, 26, 28, 60, 64, 65, 68, 69, 72, 73, 76, 77, 80, 81, 85, 89, 171, 172, 173, 174, 175, 176, 177, 178, 181, 182, 183, 184, 185, 186, 187, 201, 202, 203, 204.

Note: Straight pushback longer than standard may cause conflict with traffic on TWY and must only be done after request to and approval from GND.

8.5 

  1. Turn out on own power shall be performed from stands: 2, 3, 7, 93, 95, 96. Follow the turning lines.

  2. For code B or smaller aircraft turn out on own power shall be done from stand 181-187, and 201-204. Use of reversal thrust is not allowed. Turn direction on own discretion or as instructed by GND.

  3. At the GA area execute turns at pilots discretion.

8.6 From stand 93, 95 and 96 pushback will only be available after incorrect positioning of aircraft during towing/parking in coordination with ATC.
8.7 

  1. After a straight pushback for code C or smaller, the following standard turn directions described in the table shall be used.

  2. If a pilot request a different turn direction other than standard, it will affect safety distances. If such a request is received from the pilot, ATC will use the following RFT: "Caution, safety zones not assured" and the pilot will be responsible for safety distances.

Flyoppstillingsplass /
Aircraft stand		Svingretning / Turn direction
26Høyresving / Right turn
28Høyresving / Right turn
60Venstresving / Left turn
65Høyresving / Right turn
72Høyresving / Right turn
73Venstresving / Left turn
76Høyresving / Right turn
80Venstresving / Left turn
81Venstresving / Left turn
85Høyresving / Right turn
89Venstresving / Left turn
173Venstresving / Left turn
178Høyresving / Right turn
181Venstresving / Left turn
201Venstresving / Left turn
204Høyresving / Right turn
8.8 To reduce and avoid consequences from jet blast/prop wash when turning out from disconnecting position/start-up position on to TWY, as little engine power as possible shall be used.
8.9 Pushback to defined release pointsstart-up positions on TWY is mandatory from the following stands,. REF Aircraft parking-docking chart - Civil terminal area West and Aircraft parking-docking chart - Civil terminal area East.
Flyoppstillingsplass / Aircraft standKodebokstav / Code letterTWY startposisjon / TWY start-up position
13, 15CStartposisjon 52 mot øst / Start-up position 52 facing east
36, 38, 61CStartposisjon 20 mot sør, 15 mot vest eller 14 mot terminal etter anvisning fra GND / Start-up position 20 facing south, 15 facing west or 14 facing terminal as instructed by GND
39, 41CStartposisjon 4 mot vest / Start-up position 4 facing west
40Alle / All ACFTStartposisjon 20 mot sør eller 15 mot vest som instruert av GND / Start-up position 20 facing south or 15 facing west as instructed by GND
43, 45, 47CStartposisjon 3 eller 10 eller 11 vendt mot øst som instruert av GND / Start-up position 3 or 10 or 11 facing east as instructed by GND
44, 46, 46R, 48Alle / All ACFTStartposisjon 15 eller 17 mot vest eller 16 eller 18 mot øst som instruert av GND / Start-up position 15 or 17 facing west or 16 or 18 facing east as instructed by GND
49C, D, EKode C til startposisjon 10 eller 11 mot øst. Kode D og E til startposisjon 9 på LIMA CENTER / Code C to start-up position 10 or 11 facing east. Code D and E to start-up position 9 on LIMA CENTER
50CStartposisjon 15 eller 17 vendt mot vest, eller 16 eller 18 vendt mot øst, eller som instruert av GND / Start-up position 15 or 17 facing west, or 16 or 18 facing east, or as instructed by GND
51C, D, EKode C til startposisjon 11 mot øst. Kode D og E til startposisjon 8 på LIMA CENTER / Code C to start-up position 11 facing east. Code D and E to start-up position 8 on LIMA CENTER
52D, EStartposisjon 16, 18 eller 19 vendt mot øst eller 17 vendt mot vest som instruert av GND / Start-up position 16, 18 or 19 facing east or 17 facing west as instructed by GND
52FStartposisjon 19 vendt mot øst / Start-up position 19 facing east
53C, D, EKode C til startposisjon 12 mot øst. Kode D og E til startposisjon 7 eller 8 på LIMA CENTER / Code C to start-up position 12 facing east. Code D and E to start-up position 7 or 8 on LIMA CENTER
54CStartposisjon 16 vendt mot øst eller 17 vendt mot vest som instruert av GND / Start-up position 16 facing east or 17 facing west as instructed by GND
56Alle / All ACFTStartposisjon 17 vendt mot vest eller 18 eller 19 vendt mot øst som instruert av GND / Start-up position 17 facing west or 18 or 19 facing east as instructed by GND
58Alle / All ACFTStartposisjon 19 mot øst / Start-up position 19 facing east
76D, EStartposisjon 30 mot sør eller 31 mot nord som instruert av GND / Start-up position 30 facing south or 31 facing north as instructed by GND
79D, EStartposisjon 20 mot sør eller 21 mot nord som instruert av GND / Start-up position 20 facing south or 21 facing north as instructed by GND
80D, EStartposisjon 30 mot sør eller 31 mot nord som instruert av GND / Start-up position 30 facing south or 31 facing north as instructed by GND
80FStartposisjon 31 mot nord / Start-up position 31 facing north
87D, EStartposisjon 20 mot sør eller 21 mot nord som instruert av GND / Start-up position 20 facing south or 21 facing north as instructed by GND
171LD, E, FStartposisjon 53 mot vest / Start-up position 53 facing west
188D, EStartposisjon 7 eller 8 mot øst som instruert av GND / Start-up position 7 or 8 facing east as instructed by GND
189CStartposisjon 6 mot øst / Start-up position 6 facing east
201L, 203LD, E, FStartposisjon 63 mot sør eller 64 mot nord som instruert av GND / Start-up position 63 facing south or 64 facing north as instructed by GND
205, 206, 207, 208, 208RAlle / All ACFTStartposisjon 65 eller 67 mot sør eller 66 mot nord som instruert av GND / Start-up position 65 or 67 facing south or 66 facing north as instructed by GND
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 Routing & Guidance is used to ensure that ACFT, at the intersection TWY L/S/T, are guided via the correct TWY into and out of the LIMA area. At the intersection TWY L/S/T, the TWY LGT are normally switched off and the TWY LGT are switched on automatically for the route the ACFT is to follow based on the ACFT code category (wingspan) and cleared route. If Routing & Guidance is not used, FOLLOW ME vehicle shall be used for codes D and E ACFT for in-taxing to LIMA area. Pilots can request FOLLOW ME vehicle from ATC if needed.
9.3 Pilots are to use the minimum power necessary when manoeuvring on the taxiway system. This is of particular importance when manoeuvring after straight push-back where jet blast/prop wash can affect adjacent and rear aircraft stands.

Use minimum power when taxiing from TWY J onto TWY S due short distance to stand 58.

9.4 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.
9.5 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.
9.6 When taxiing to/from stand 2, 3, 7, 93, 95, and 96 ACFT shall follow the lead- and turning lines.
9.7 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 Aerodrome Chart, Aerodrome Ground Movement Chart.
9.8 On initial contact with Gardermoen Delivery or Gardermoen Ground, inform about:

  • engine run-up requirement and duration during taxi, e.g. due icing,

  • engine run-up shall only be performed on straight parts of taxiways or on runway,

  • if engine run-up requirements change, notify ATC.

9.9 All turns made by ACFT with wingspan 36 M or greater must be made with judgemental oversteering on all TWYs.
10  Calculated Take-Off Time (CTOT)
10.1 ACFT shall plan to be ready for take-off at the RWY holding point not later than the CTOT.
10.2 ACFT must be ready for engine start from TOBT to TSAT, and must always report ready for start-up within the TOBT tolerance limit of +/- 5 MIN.

TSAT accounts for time for taxiing and de-icing as necessary, so the CTOT can be met.

10.3 Pilots must inform their handling agent if start-up according to TSAT is not possible. Request for a new CTOT will automatically be made via the revised TOBT set by 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. ACFT code C can be positioned on de-icing pad A-South or B-North. ACFT code D/E must be positioned on TWY,

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

11  Winter operations
11.1 RWY, TWY and aprons may be slippery in winter conditions. Adjust taxi speed accordingly.
11.2 Snow clearing phases

  1. Phase 1: snow clearing of RWY in use with necessary entry/exits, taxiways and emergency roads. The mostly used phase during the day when traffic is high, unless phase 2 is deemed necessary.
    Phase 2: RWY including edge lights, runway shoulders, entry/exits, taxiways, all runway exits and clearing of snow edges. This phase is used during heavy snowfall and when needed, in low traffic and during night to prepare the airport for the coming days.

  2. It depends on the time allowed to sweep RWY, amount of precipitation and traffic demand which RWY entries/exits are available. If an entry/exit is not cleared, information will be provided, if needed, from ATC on radio. The table shows RWY entries/exits that will be cleared in phase 1 and 2.

    RWY directionPhase 1 entry/exit clearedPhase 2
    01LA1, A2, A5, A6, A7, A9All entries/exit cleared
    01RB1, B5, B6, B7, B9All entries/exit cleared
    19LB9, B8, B5, B4, B3, B1All entries/exit cleared
    19RA9, A7, A5, A4, A1All entries/exit cleared

  3. Further information can be found in SNOWPLAN Oslo airport at: https://avinor.no/ais/proffbrukere/snowplan/.

11.3 De-icing of ACFT
11.3.1 General

  1. De-icing shall only be performed on the dedicated de-icing pads. REF Aerodrome Ground Movement Chart and De-icing Areas Chart.

  2. During winter operations that require extensive de-ice activity, ACFT that do not require de-ice might be cleared to holding position A2 (under 01 operations) or to holding position B8 (under 19 operations). Advise ATC if departure from other RWY intersections is desired.

  3. De-icing pads including inbound and outbound taxilanes is apron area. Caution: pilots are reminded to taxi with extreme caution within these areas so as not to endanger personell, vehicles or ACFT. Pilots must avoid using excessive power when taxiing.

  4. Judgemental oversteering should be used at de-ice pads and -bays.

  5. ACFT equipped with Datalink Departure Clearance (DCL) and require de-ice, must enter REQ DEICE in RMK/free text field, when requesting DEP clearance via DCL.

  6. Allocation of de-ice pad is provided by ATC and is normally based on RWY in use. ATC will advise if another pad will be used.

  7. Allocation of de-ice bay will be provided by Apron, callsign APRON on FREQ 121.855 MHZ.

  8. Wingspan limitations on de-icing bays are shown on De-ice Areas Chart.

  9. ACFT code letter D, E and F (wingspan above 36 M) shall be marshalled to stop position at assigned de-icing bay.

  10. ACFT code letter A, B and C (wingspan 36 M or below) shall stop with nosewheel on the red light/yellow crossbar on the allocated deice bay. REF De-ice Areas Chart.

11.3.2 
11.3.2 Communication

  1. On first contact report to Gardermoen Delivery if the ACFT needs de-icing, unless requested via Datalink Departure Clearance (DCL). ATC will forward the request to APRON and the relevant de-ice service provider.

  2. Radio contact with the APRON, on frequency 121.855 MHZ shall only be made when instructed by ATC and may be expected when ACFT is approaching the de-icing pad.

  3. Use full callsign when in contact with APRON.

  4. Pilots shall maintain listening watch on the APRON FREQ during de-ice.

  5. For code D/E/F ACFT, if marshaller is not present or if requested/needed, the APRON will inform the pilot to "hold position" until marshaller is present and reported in sight by the pilot.

  6. APRON will advise pilot when to contact the aircraft operator’s de-ice service provider using callsign ICEMAN and relevant FREQ.

  7. De-icing is completed when the pilot receives a message including the ACFT callsign and details about the de-icing from ICEMAN.

  8. Request for taxi instructions shall be transmitted to ATC on the FREQ specified by ICEMAN. The request shall contain both ACFT callsign and de-ice bay.

  9. Do not move ACFT until both ATC FREQ and "clear signal right/left" is received from ICEMAN/CHECKER and taxi instructions are received from ATC.

11.4 Autonomous snow clearing

  1. For optimized and efficient snow clearing of taxiways and runways, Oslo Airport uses vehicles of the sweeper-/blower type controlled both manually and autonomously.

  2. When clearing snow from taxiways and runways, standardized patterns are used for vehicles operating in snow clearing groups.

  3. During manual operation, each individual vehicle, in a snow clearing group (sweeper-/blower), is driven by an operator, supervised by team leader snow clearing.

  4. When autonomy is used, the snow clearing group will be operated and monitored by an operator located in the front vehicle. The remaining vehicles will be unmanned and electronically connected to the front vehicle through an autonomous steering platform.

  5. Autonomous vehicles will, if required, be driven manually by an operator in accordance with the standardized patterns.

  6. The only difference, between autonomous and manual operation, will be a steady green light on the vehicles cab when autonomous operation is used.

  7. All vehicles in an autonomous snow clearing group can be stopped immediately by the operator. If necessary, for safety reasons, the snow clearing group can be stopped by the relevant air traffic controller or the responsible team leader snow clearing.

12  Handling and Fuelling
12.1 Handling service providers:

Access Oslo Executive Handling
TEL: (+47) 64 82 19 99 / (+47) 912 22 999
E-mail: ops@accessoslo.no
FREQ: 131.910 MHZ

Sundt Air Executive Handling
TEL: (+47) 64 82 02 00
E-mail: handling@sundtair.com
FREQ: 134.175 MHZ

SAS Ground Handling Norway AS
TEL: (+47) 957 14 131
E-mail: sgsosl@sas.no
FREQ: 131.955 MHZ

Menzies Aviation
TEL: (+47) 64 82 08 10
E-mail: osl.ops@menziesaviation.com
FREQ: 131.440 MHZ

Widerøe Ground Handling
TEL: (+47) 64 82 03 00 / (+47) 417 07 020
E-mail: handling.osl@wideroe.no

Scan GSE AS
TEL: (+47) 975 86 423
E-mail: firmapost@scangse.com
FREQ: 131.405 MHZ

Spirit Air Cargo Handling Norway AS
TEL: (+47) 957 16 442
E-mail: spirit.osl-op@sas.no
FREQ: 131.955 MHZ

Red Handling Norway AS
TEL: (+47) 64 82 21 45
E-mail: oslarrival@norwegian.com
FREQ: 131.855 MHZ

12.2 Fuelling service providers:

100 LL:
Within HR of OPS, 1 HR prior notice to Sundt Air Handling:

TEL: (+47) 64 82 02 00
Outside HR of OPS:
TEL: (+47) 906 25 500
E-mail: handling@sundtair.com

JET A1:
H24:
Gardermoen Fuelling Services AS
TEL: (+47) 64 81 08 10
E-mail: dispatch@gfs.no
Shell and Air BP
0430-2230:
Skytanking
TEL: (+47) 64 82 14 30
E-mail: dispatch.osl@skytanking.com
World Fuel Cards accepted

F34:
MIL OPS
TEL: (+47) 64 80 33 35
FREQ: 123.275 MHZ

12.3 Apron GA SOUTH and GA CENTRAL: fuelling only permitted on designated fuelling pads. REF AD 2 ENGM "Aircraft Parking/Docking Chart - GA area".
13  Helicopter traffic
13.1 FATO/TLOF forms a separate part of the manoeuvring area under the responsibility of ATC.

REF Helicopter Route Chart for further information for flying to and from FATO/TLOF.

13.2 RWY AVBL for helicopter operations above D-value 17, and SAR, AMB, MIL and POL after prior coordination with ATC.
13.3 Parking and ground manoeuvring, including hovertaxiing, with helicopter will normally take place west of runway 01L/19R.

Other areas may be used for parking helicopters on rescue- and ambulance missions, and after prior coordination for helicopter on other missions for national authorities.

13.4 MIL helicopters to/from the military terminal shall follow the rules described in Aircraft Parking/ Docking Chart - Military terminal.
13.5 Due to the close proximity to RWY 01L/19R ARR FATO 01 and DEP FATO 19, pilots must monitor turns and flightpath carefully according to Helicopter Route Chart. The proximity to the RWY does not allow independent operations and may cause DLA for helocopter to and from FATO.
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 Apron Management, TEL +47 64 81 30 50.
15.2 Specific regulations apply to Code F aircraft. Prior approval required from Oslo Airport. REF AD 2.20 para 1.
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 8 and the following prerequisite local conditions:

  1. ceiling 4500 FT or higher, and

  2. runway condition code (RWY CC) 3 or better.

16.2 Minimum separation for RWY 01L/19R and 01R/19L:
16.2.1 Between a landing CAT 1, 2 or 3 aircraft and a departing CAT 3 aircraft: 2400 M.
16.2.2 Between a departing CAT 3 aircraft and a preceding departing CAT 3 aircraft: 2400 M.
16.3 Reduced runway separation will not be used when preceding departing traffic is CAT 1 or 2 aircraft.
17  Military Terminal
17.1 The movement area on the military part of the aerodrome, including TWY U, U1, U2 and U3, REF Aircraft Parking/Docking Chart - Military terminal and Aerodrome Ground Movement Chart, may deviate from EASA requirements. Contact Gardermoen MIL OPS for further information about signs, marking and pavement status.

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”.

A complete version of the noise regulation is available in Norwegian at https://lovdata.no/dokument/LF/forskrift/2015-12-17-1857.

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.

4  Noise restrictions for aircraft

This point does not apply to MIL flights.

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 +25°C.

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 (1400 – 0600).

Departures with aircraft having a noise certification exceeding 88 EPNdB at DEP are not permitted between 2300 – 0530 (2200 – 0430).

5  Night time restrictions

Between 2130 – 2300 (2030 – 2200) 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 RWY operation).

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

Between 2300 – 0530 (2200 – 0430) RWY 01L and 19R are to be used (single RWY operation). In special situations segregated RWY operation may be used when this is required for efficient traffic regulation.

When the noise regulations specify that RWY 01L and 19R are to be used, this can be deviated from, when weather conditions require the use of ILS CAT II/III.

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

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 Polaris 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:

    1. Holding fixes are established at the STAR start points as detailed on the appropriate STAR charts: ADOPI, RIPAM, LUNIP, INREX, BELGU, TEKVA.

    2. Holding fix TEKVA established in Sweden for traffic on ESEBA STAR, REF AIP Sweden.

    3. Terminal holding fixes are established on STAR end point (merge point).

  5. ENGM STAR are based on "Point Merge System" (PMS). PMS STAR facilitates Continuous Descent Operations (CDO). Arriving aircraft can expect clearance direct to Merge Point (MP) when traffic permits. The MP equals the IAF for the ILS procedures. When cleared direct to MP, and having received an instrument approach clearance, the aircraft shall follow the transition from MP to final as stated in the relevant instrument approach procedure.
    ENGM MP: VALPU, INSUV, BAVAD, TITLA.

  6. Flight planning and fuel management - Expected approach distance.

    The route/distance specified in the "Expected route/distance (nominal) to MP without lateral holding" column in the tables "Length of STAR with and without lateral holding RWY01 L/R og RWY19 L/R" below may be considered as the expected track from the STAR start point to the start of the instrument approach procedure. Deviation from this track may be regarded as a delaying action (lateral holding). When cleared for STAR, the complete STAR, including lateral holding, shall be executed until other instructions are issued. (The complete STAR must be available in the aircraft navigation database.)

    Between 2330 – 0500 (2230 – 0400), the shortest distance from STAR starting point to the MP may be considered as the expected track to the start of the instrument approach procedure. Deviation from the track may be regarded as a delaying action.

  7. 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.

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

    2. 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.

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

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

  10. Visual IFR approach

    1. Visual approaches are limited to aircraft not subject to "Regulation on noise abatement for Oslo Lufthavn Gardermoen", ref AD 2.21, item 1.

      Note: If ATC deem it necessary, after established on final approach, visual approach may be permitted to parallel RWY.

    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.

    4. ATC may clear flights to maintain own visual separation to preceding arriving ACFT to the same RWY or parallel RWY.

    5. If the pilot is cleared to maintain own separation to arriving ACFT to parallel RWY, this ACFT shall not be passed during approach.

    6. The extended centreline to the cleared RWY shall not be overshot.

Length of STAR with and without lateral holding RWY01 L/R:
STAR Complete STAR distances (nominal) to MP including lateral holding Expected route/distances (nominal) to MP without lateral holding
RIPAM3L69 NMRIPAM to ROXIM to GM410 to MP50 NM
ADOPI3L73 NMADOPI to NIVDU to GM402 to GM405 to MP55 NM
BELGU3L 110 NMBELGU to VANUK to GM456 to GM400 to GM402 to GM405 to MP92 NM
LUNIP4L 64 NMLUNIP to DEVKU to GM416 to MP45 NM
ESEBA4L64 NMESEBA to IDAMO to GM403 to GM411 to MP46 NM
INREX4L 111 NMINREX to SUSIB to GM457 to GM401 to GM403 to GM411 to MP93 NM
Length of STAR with and without lateral holding RWY 19 L/R:
STAR Complete STAR distances (nominal) to MP including lateral holding Expected route/distances (nominal) to MP without lateral holding
BELGU3M 66 NMBELGU to AGNIL to GM432 to MP47 NM
ADOPI3M 76 NMADOPI to EXUDA to GM428 to GM429 to MP58 NM
RIPAM4M 115 NMRIPAM to INGAR to UTEXO to GM451 to GM427 to GM428 to GM429 to MP97 NM
INREX4M 62 NMINREX to IXUMA to GM418 to MP43 NM
ESEBA4M 64 NMESEBA to KEGET to GM422 to GM423 to MP46 NM
LUNIP4M112 NMLUNIP to DIDAX to GM447 to GM426 to GM422 to GM 423 to MP94 NM
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. Due to simultaneous parallel departures, change to APP frequency shall always be initiated by Gardermoen TWR.

  4. Continuous Climb Operations (CCO)
    The design of the SIDs facilitates CCO. The SID structure relative to the STAR structure favors CCO. During traffic peak periods, CCO is normal and will be prioritized over CDO.

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

4  Runway operations
4.1 Intersection departure

  1. Advise ATC as soon as possible once transferred to ENGM TWR, if intersection departure is acceptable/requested.

  2. Only published Reduced (Alternate) Take-off PSN is available for departure. REF ENGM AD 2.13.

  3. 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 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 9.47.2.

4.5 Radio phraseology on and near runways

UHF/VHF ground- and tower-frequencies are coupled. Communication between ground personnel and ATC is transmitted on both frequencies and phraseology used, will be in both English and Norwegian.

5  Low visibility procedures (LVP) - Runway operations
5.1 General

  1. ILS category III is available to RWY 01L, 01R, 19L and RWY 19R.

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

  3. Low Visibility Procedures, operations phase will normally be in use when RVR is less than 550 M or ceiling less than 200 FT and/or take-off operations take place in RVR less than 400 M.

  4. Pilots will be informed by ATIS or RTF when low visibility operations phase is in operation.

  5. Pilots will be informed over RTF when low visibility procedures are cancelled.

  6. Pilots are to delay the call “runway vacated” until the aircraft has completely passed the CAT II/III holding position, which is at the end of the green/yellow colour coded taxiway centreline lights.

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

5.2 Stop bar contingency measures during low visibility

In VIS COND where RVR < 550 M, or RVR < 1200 M if RWY guard lights are also U/S at the same entry:

  1. When the stop bar cannot be illuminated at A1 – A9, or B1 – B9 or C1-C3, the RWY shall not be used for take-off, unless the following measures are provided: take-off may temporarily be allowed, provided that ATC can monitor all ACFT and vehicles in the area by use of A-SMGCS, and initiate that the RWY HLDG point, as soon as possible, shall be closed with lit barriers.

  2. When a stop bar cannot be switched off: the procedure in AD 2.23, para 5 shall be followed.

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.

Not applicable

Not applicable

C3 to A7 and vice versa.
C2 to A6 and vice versa.

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.
6.6 Stop bar contingency measures on TWYs: REF AD 2.23 para 5.
7  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.

8  VFR flights within Gardermoen CTR
8.1 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.

8.2 Geographical positions for VFR ARR and DEP is specified in AD 2 ENGM 6 - 1 Visual Approach Chart.
8.3 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.
8.4 To avoid conflict with TFC using the parallel RWY, the following procedures apply, unless otherwise instructed or cleared by ATC:

  • TFC using RWY 01R, 19R or FATO 19 shall make all turns associated with take-off 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,

  • minor delays, for traffic to/from FATO, may be expected due to wake vortex separation RWY 01L/19R.

8.5 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

8.6 When cleared DCT RWY base leg or final, ARR ACFT shall join final within 1 NM FM RWY THR.

When cleared DCT final FATO, helicopter shall be established on final track parallel to and west of RWY 01L/19R.

8.7 DEP VFR flights shall request start-up from Gardermoen Delivery.
8.8 Standard turn direction after DEP is towards Nannestad when RWY 01L/19R or FATO 01/19 is used, and towards Nordkisa when RWY 01R/19L is used.
8.9 After take-off, commence turn to cleared position/direction at 1200 FT (1700 FT for ACFT with MTOM above 5700 KG), EXC helicopters flying VFR.
8.10 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.
9  Radio communication failure flying under VFR 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.

10  FRA Connecting Routes
10.1 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  General
1.1 Birds
The areas along the RWY and TWY attract birds and may cause birds concentration on the AD.
1.2 RPAS/Drones
Operation of RPAS/drones within 5 KM of all RWY THR requires permission from ATC. For more information, go to https://avinor.no/en/corporate/at-the-airport/drones/.
1.3 Reporting of foreign object debris (FOD)
FOD at airports includes objects found on the manoeuvring area which may cause damage to infrastructure, equipment, personnel and aircraft. Pilots who, during pre-/post flight check, discover lost objects that may originate from aircraft, from birdstrikes, etc must report this to Airport Operational Center Safety on +47 64 81 29 11.
1.4 Hot brakes

  • If pilot experiences, or it is indicated, that the aircraft may have hot brakes, inform ATC.

  • The aircraft shall not taxi to terminal until the aircraft is inspected.

  • ATC will allocate a suitable area for undercarriage inspection.

2  International Health Regulations (IHR)
2.1 The airport is designated as IHR airport, REF GEN 1.3, para 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)
4.1 Large aircraft is considered as code F with wingspan 65- 80 meters.
4.2 Taxiing

  • Available RWY entry/exits and TWY REF Aerodrome Ground Movement Chart - Code F.

  • 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.

  • 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 stand 80:
    TWY N, TWY M, TWY S, TWY T, TWY V, TWY P, TWY H, TWY Y, TWY Z, TWY W and TWY D1.

  • Pushback and engine start from stand 80:

    • The aircraft shall be towed to start-up position 31 after pushback.

    • Only one engine start allowed during pushback. Full engine start when positioned on start-up position 31.

  • Taxiing to stand 52:
    TWY N, TWY M, TWY T, TWY S, TWY V, TWY P, TWY H, TWY Y, TWY Z, TWY W and TWY J1.

  • Pushback and engine start from MARS stand 52:
    The aircraft shall be towed to start-up position 19 after pushback. Only one engine start allowed during pushback. Full engine start when positioned on start-up position 19.

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.

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

  • Marshalling to de-icing stand stop position, see ENGM AD 2.20 para 11.3.1.i.

4.4 A380 Operations

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

  • Max ACFT 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.

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

  • Parking may take place at stand 52, 80, 171L, 201L, 203L .

  • A380 towbar is available at the airport.

  • 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.

  • Pilots are to ensure that the aircraft remains on the taxiway centreline at all times, it is recommended that judgemental oversteering 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.

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

  • Parking may take place at stand 52, 80, 171L, 201L, 203L .

  • Operator shall secure for arrangements with own equipment.

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

5  Malfunction of stopbar
5.1 In case ACFT must cross an illuminated stop bar, the following applies:

  • ATC will request a FOLLOW ME vehicle,

  • ACFT will be transferred to the appropriate TWR controller’s FREQ,

  • the pilot will be informed that a FOLLOW ME vehicle will arrive,

  • the FOLLOW ME vehicle will be positioned in front of ACFT,

  • the pilot will be requested to report the FOLLOW ME vehicle in sight,

  • ATC will issue permission to enter the RWY to both the FOLLOW ME vehicle 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.

5.2 When the stop bar cannot be illuminated:

  • ATC shall provide alternate taxi route, if not possible, taxi may temporarily be allowed, provided ATC can monitor all ACFT and vehicles in the area by use of A-SMGCS,

  • the failed position shall, as soon as possible, be closed with lit barriers.

6  Differences from ICAO Annex 14 SARPS
6.1 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.
6.2 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.
6.3 “RWY AHEAD” is used as mandatory instruction marking, REF para 5.2.16.
6.4  Slope on ACFT stand 11 (>2,1%) exceed requirements. Slopes on ACFT stand 205-208 (1.2%) exceed requirements, REF para 3.13.5.
6.5 The distance between the red safety line and the critical ACFT type is less than 4.5 M for code C and 7.5 M for code D, E and F on all ACFT stands, REF para 3.13.6.
6.6 Distance between passenger bridges and fuselage is less than 4.5 M for code C and 7.5 M for code D, E and F at all ACFT stands, REF para 3.13.6. The table below is indicating distance for the critical ACFT type.
6.7 The spacing of taxiway centre line lights on the straight portion 60 M before the curves on the taxiways to hangar 9 and SAS hangar is greater than 7.5 M and not in accordance with the requirements for RVR conditions of less than 350 M, REF 5.3.17.15.
Flyoppstillingsplass/ACFT standKodebokstav/Code letterAvstand passassjerbro-flykropp/Distance bridge-aircraft
38, 49, 60, 61, 64, 65, 68, 69, 72, 73, 77, 81C1,0M < 1,5M
15C1,5M < 2M
11, 13, 14, 16, 18, 20, 22, 24, 26, 36, 39, 41, 43, 44, 45, 48C2,0M < 2,5M
46C2,5M < 3,0M
50C> 5,0M
54C4,5M < 5,0M
46R, 51E2,5M < 3,0M
53E3,5M < 4,0M
40, 56, 58 E4,0M < 4,5M
76E2,0M < 2,5M
52F4,0M < 4,5M
7  Differences from FOR-2003-11-11-1345 (BSL G 2-1) - Norwegian national directive on the establishment, organisation and operation of air traffic services (not published in English)
7.1 The ATC unit is not equipped with VHF direction finding equipment (VDF). REF BSL G 2-1, chapter 5 § 24 and Appendix 7, para 3 (1) c og (2).

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 West

 AD 2 ENGM 2 - 4

Aircraft Parking/Docking Chart - Civil terminal area East

 AD 2 ENGM 2 - 5

Aircraft Parking/Docking Chart - Coordinates

 AD 2 ENGM 2 - 6

Aircraft Parking/ Docking Chart - Military terminal

 AD 2 ENGM 2 - 7

Aircraft Parking/ Docking Chart - GA area

 AD 2 ENGM 2 - 8

Intersection take-off Chart

 AD 2 ENGM 2 - 9

De-ice Areas Chart

 AD 2 ENGM 2 - 10

Precision Approach Terrain Chart (PATC) RWY 01R

 AD 2 ENGM 3 - 1

Precision Approach Terrain Chart (PATC) RWY 19L

 AD 2 ENGM 3 - 2

Precision Approach Terrain Chart (PATC) RWY 01L

 AD 2 ENGM 3 - 3

Precision Approach Terrain Chart (PATC) RWY 19R

 AD 2 ENGM 3 - 4

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

Standard Departure Routes Instrument (RNAV 1 SID BASED ON GNSS OR DME-DME) - RWY 01L (2)

 AD 2 ENGM 4 - 3

Omni-directional Departure - RWY 01L

 AD 2 ENGM 4 - 4

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 - 12

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

 AD 2 ENGM 4 - 13

Omni-directional Departure - RWY 19R

 AD 2 ENGM 4 - 14

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

 AD 2 ENGM 4 - 15

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

 AD 2 ENGM 4 - 16

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

 AD 2 ENGM 4 - 17

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

 AD 2 ENGM 4 - 18

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

 AD 2 ENGM 4 - 19

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

 AD 2 ENGM 4 - 20

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

 AD 2 ENGM 4 - 21

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

 AD 2 ENGM 4 - 22

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

 AD 2 ENGM 4 - 23

Standard Arrival Routes Instrument (RNAV 1 STAR BASED ON GNSS OR DME-DME) - RWY 01L-R (2)

 AD 2 ENGM 4 - 24

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

 AD 2 ENGM 4 - 25

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

 AD 2 ENGM 4 - 26

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

 AD 2 ENGM 4 - 27

Standard Arrival Routes Instrument (RNAV 1 STAR BASED ON GNSS OR DME-DME) - RWY 19L-R (2)

 AD 2 ENGM 4 - 28

ILS or LOC RWY 01R CAT II & III

 AD 2 ENGM 5 - 1

ILS or LOC RWY 01R CAT II & III Significant points

 AD 2 ENGM 5 - 2

RNP E (AR) RWY 01R

 AD 2 ENGM 5 - 3

RNP E (AR) RWY 01R Recommended coding

 AD 2 ENGM 5 - 4

RNP O (AR) RWY 01R

 AD 2 ENGM 5 - 5

RNP O (AR) RWY 01R Recommended coding

 AD 2 ENGM 5 - 6

RNP S (AR) RWY 01R

 AD 2 ENGM 5 - 7

RNP S (AR) RWY 01R Recommended coding

 AD 2 ENGM 5 - 8

RNP W (AR) RWY 01R

 AD 2 ENGM 5 - 9

RNP W (AR) RWY 01R Recommended coding

 AD 2 ENGM 5 - 10

RNP Z RWY 01R

 AD 2 ENGM 5 - 11

RNP Z RWY 01R Recommended coding

 AD 2 ENGM 5 - 12

ILS or LOC RWY 01L CAT II & III

 AD 2 ENGM 5 - 13

ILS or LOC RWY 01L CAT II & III Significant points

 AD 2 ENGM 5 - 14

RNP E (AR) RWY 01L

 AD 2 ENGM 5 - 15

RNP E (AR) RWY 01L Recommended coding

 AD 2 ENGM 5 - 16

RNP O (AR) RWY 01L

 AD 2 ENGM 5 - 17

RNP O (AR) RWY 01L Recommended coding

 AD 2 ENGM 5 - 18

RNP S (AR) RWY 01L

 AD 2 ENGM 5 - 19

RNP S (AR) RWY 01L Recommended coding

 AD 2 ENGM 5 - 20

RNP W (AR) RWY 01L

 AD 2 ENGM 5 - 21

RNP W (AR) RWY 01L Recommended coding

 AD 2 ENGM 5 - 22

RNP Z RWY 01L

 AD 2 ENGM 5 - 23

RNP Z RWY 01L Recommended coding

 AD 2 ENGM 5 - 24

VOR RWY 01L

 AD 2 ENGM 5 - 25

VOR RWY 01L Significant points

 AD 2 ENGM 5 - 26

ILS or LOC RWY 19R CAT II & III

 AD 2 ENGM 5 - 27

ILS or LOC RWY 19R CAT II & III Significant points

 AD 2 ENGM 5 - 28

RNP E (AR) RWY 19R

 AD 2 ENGM 5 - 29

RNP E (AR) RWY 19R Recommended coding

 AD 2 ENGM 5 - 30

RNP N (AR) RWY 19R

 AD 2 ENGM 5 - 31

RNP N (AR) RWY 19R Recommended coding

 AD 2 ENGM 5 - 32

RNP W (AR) RWY 19R

 AD 2 ENGM 5 - 33

RNP W (AR) RWY 19R Recommended coding

 AD 2 ENGM 5 - 34

RNP Z RWY 19R

 AD 2 ENGM 5 - 35

RNP Z RWY 19R Recommended coding

 AD 2 ENGM 5 - 36

VOR RWY 19R

 AD 2 ENGM 5 - 37

VOR RWY 19R Significant points

 AD 2 ENGM 5 - 38

ILS or LOC RWY 19L CAT II & III

 AD 2 ENGM 5 - 39

ILS or LOC RWY 19L CAT II & III Significant points

 AD 2 ENGM 5 - 40

RNP E (AR) RWY 19L

 AD 2 ENGM 5 - 41

RNP E (AR) RWY 19L Recommended coding

 AD 2 ENGM 5 - 42

RNP N (AR) RWY 19L

 AD 2 ENGM 5 - 43

RNP N (AR) RWY 19L Recommended coding

 AD 2 ENGM 5 - 44

RNP W (AR) RWY 19L

 AD 2 ENGM 5 - 45

RNP W (AR) RWY 19L Recommended coding

 AD 2 ENGM 5 - 46

RNP Z RWY 19L

 AD 2 ENGM 5 - 47

RNP Z RWY 19L Recommended coding

 AD 2 ENGM 5 - 48

Visual Approach Chart - ICAO

 AD 2 ENGM 6 - 1

Helicopter Route Chart

 AD 2 ENGM 6 - 2

TMA chart Oslo/Farris

 AD 2 ENGM 7 - 1

ENGM AD 2.25  Visual segment surface (VSS) penetration

To be issued later.