LOCAL OPERATING PROCEDURES OSLO TMA

Transcription

1 2019 LOCAL OPERATING PROCEDURES OSLO TMA This document outlines the local operating procedures for both aerodrome and approach control, which includes Gardermoen clearance delivery, Ground and Tower, as well as Oslo Approach, Approach Director and Final.

2 Table of Contents Part 1 - General Chapter 1 General Purpose Credits Contact Information Updates and Amendments... 5 Chapter 2 Operating Available Positions Operating with less than all positions open General Log-on priority... 6 Part 2 - Aerodrome Control Chapter 3 Gardermoen Delivery General Responsibilities Delivery Procedures Standard Instrument Departures Non-Standard Departure Routes Military Traffic Initial Cleared Flight Level... 9 Chapter 4 Gardermoen Ground General Responsibilities Area of Responsibilities GND West/East Ground Procedures Stands Pushback Taxi Chapter 5 Gardermoen Tower General Responsibilities Tower Procedures Coordination between Gardermoen TWR and Norway ACC, Oslo TMA VFR Operations within Gardermoen CTR Missed Approach Procedures Split Procedures Runway Modes Transfer of Departures Page 2 of 33

3 5.3 Separation Standards Departure Separation Wake Turbulence Separation Arrival Separation Special Operating Procedures Night Restrictions Test Flights from Gardermoen Chapter 6 Low Visibility Procedures General Visibility Conditions Separation Standards and Local Restrictions during LVP Start-up Intervals Final Approach Spacing ATC Procedures General TWR ARR Procedures TWR DEP Procedures DEL/GND Procedures Part 3 - Approach Control Chapter 7 Oslo Approach General Responsibilities Sectors and their Responsibility Oslo Approach West (APP West) Oslo Approach East (APP East) Oslo Director (APP DIR) Responsibilities Separation Standards - Oslo TMA Separation Minima Spacing on Final Approach Wake Turbulence Separation Procedures for Outbound IFR Traffic Standard Instrument Departure Departing Flights from Rygge ENRY Omnidirectional Departure Routes Non-Standard Departure Routes Procedures for Inbound IFR Traffic Standard Arrival Route Page 3 of 33

4 7.5.2 Level Allocation Oslo APP Inbound Non P-RNV routes Holding Procedures Final Approach Spacing Type of Approaches Transfer of Aircraft on Final Approach VFR Operations VFR Flights under Oslo TMA VFR Flights Operating Within Oslo TMA Page 4 of 33

5 Part 1. General Chapter 1 General 1.1 Purpose The purpose of this Local Procedure is to define the procedures to be applied between all available controlled sectors within Oslo ATCC to a certain extent when providing Air traffic service to General Air Traffic within Gardermoen CTR and Oslo TMA. 1.2 Credits Thanks to: Sebastian Rekdal (author) Daniel Klepp (author) Martin Jacobsen (reviewer) Bork Johnsen (reviewer) Håvard Halvorsen (reviewer) 1.3 Contact Information If you have any questions, comments, suggestions or complains regarding this manual, please do not hesitate to contact us. Training Assistant Norway: training-norway@vatsim-scandinavia.org Director of Norway FIR: norway@vatsim-scandinavia.org 1.4 Updates and Amendments Amendment Date Changes First Edition 27 th January Second Edition 30 th September 2016 All Third Edition 10 th January Log-on priority, Omnidirectional Departure, 4.1 General Responsibilities, Terminal, Start-up and taxi, Mixed Parallel Operations, Transfer of Radar Control for Departures, Transfer of Control for Arrivals, Low Visibility Procedures, Visibility Conditions, Visual Approach, VOR Approach, RNAV Approach. Fourth Edition 25 th January 2019 Updated AoR Diagrams, Omnidirectional Departures, Transfer of Control Page 5 of 33

6 Chapter 2 Operating Available Positions 2.1 Operating with less than all positions open General On the VATSIM network, we rarely have the heavy traffic conditions seen in real life. As a result, airports such as Oslo Gardermoen have a lower density of traffic. Due to the low/medium flow of traffic, it is not always necessary to open all available positions. It is more common and more efficient having one Ground controller, one Tower controller and one Approach controller. Sometimes, only Tower and Approach, or even just Approach Log-on priority Gardermoen TWR/GND/DEL Gardermoen DEL (ENGM_DEL) may log on at any time. Gardermoen GND West (ENGM_W_GND) may log on at any time. Gardermoen TWR West (ENGM_W_TWR) may log on at any time. In order to open: Gardermoen GND East (ENGM_E_GND), GND West and DEL must be online Gardermoen TWR East (ENGM_E_TWR), TWR West and at least one GND controller must be online Oslo TMA Oslo APP West (ENGM_W_APP) may log on at any time. Oslo APP DIR (ENGM_D_APP) should be the next sector to log on In order to open: Oslo APP East (ENGM_E_APP), Oslo APP West must be online. Oslo FIN (ENGM_F_APP), Oslo APP West and APP East must be online. Note: Oslo FIN may open without Oslo APP DIR, however it is recommended that Oslo APP DIR is opened before FIN. Page 6 of 33

7 Part 2. Aerodrome Control Chapter 3 Gardermoen Delivery 3.1 General Responsibilities Gardermoen Delivery (DEL) is responsible for issuing of IFR clearances to commercial air traffic departing Gardermoen. DEL is responsible for confirming the correct aircraft type and stand number, and to ensure the pilot is in receipt of the correct ATIS information. The flight strip will be amended to ensure the correct flight rules, temporary cleared flight level, SSR code and voice tag are shown. The clearance received flag will be set once all the requirements have been set. 3.2 Delivery Procedures Standard Instrument Departures SID Direction of flight Preferred departure runway ATLAP West 01L and 19R EVTOG Northwest 01L and 19R MASEV East 01R and 19L NUVSA North All OKSAT Southeast 01R and 19L TOR South All Note: there are no restrictions as to which runways can be used for departure. The preferred departure runway is simply to make departures diverge after departure in a safe and expeditious manner, as well as simplifying traffic management for Oslo APP SID Designator Runway SID Designator 01L ATLAP, EVTOG, MASEV, NUVSA, OKSAT, TOR xa 01R ATLAP, EVTOG, MASEV, NUVSA, OKSAT, TOR xb 19L ATLAP, EVTOG, MASEV, NUVSA, OKSAT, TOR xc 19R ATLAP, EVTOG, MASEV, NUVSA, OKSAT, TOR xd Prop-SIDs Gardermoen also operates with Prop-SID based on GNSS or DME. These SIDs are made for propeller aircraft departing Gardermoen. All aircraft with less than four propellers are considered to be Prop. Runway 01L 19L 19R Prop-SID VEMINxA VIBUKxC VEMINxD These SIDs are linked to various transitions, which must to be included in the clearance. The transition is always waypoints based of the P-RNAV SIDs for jet-aircraft. The destination will affect the departure runway, as not all the transitions are available on all runways. Page 7 of 33

8 The following transitions are available: Runway 01L 19R 19L Transitions ATLAP (VEMxAAT) EVTOG (VEMxAEV) TOR (VEMxATO) ATLAP (VEMxDAT) EVTOG (VEMxDEV) NUVSA (VEMxDNU) TOR (VEMxDTO) MASEV (VIBxCMA) OKSAT (VIBxCOK) NUVSA (VIBxCNU) Omnidirectional Departure B-RNAV or Non P-RNAV capable aircraft are to fly the standard omnidirectional departures. These will be issued in accordance with the tables below: Runway 01L: A/C Type SID Departure Procedure Prop preferred NUVSA, TOR, Climb to 4000ft, at 1700ft turn left to track 290 degrees ATLAP, EVTOG Prop alternative OKSAT, MASEV Climb to 4000ft on runway track Jet All Climb to 7000ft, at 2000ft turn left to track 005 degrees Runway 01R: A/C Type SID Departure Procedure Prop preferred NUVSA, TOR, ATLAP, EVTOG Climb to 4000ft, at 1100ft turn right to track 080 degrees Prop alternative OKSAT, MASEV Jet All Climb to 7000ft, at 1100ft turn right to track 080 degrees Runway 19L: A/C Type SID Departure Procedure Prop preferred NUVSA, OKSAT, Climb to 4000ft, at 1700ft turn left to track 100 degrees MASEV, TOR Prop alternative ATLAP, EVTOG Climb to 4000ft on runway track Jet All Climb to 7000ft, at 2000ft turn left to track 185 degrees Runway 19R: A/C Type SID Departure Procedure Prop preferred NUVSA, TOR, Climb to 4000ft, at 1700ft turn right to track 290 degrees ATLAP, EVTOG Prop alternative OKSAT, MASEV Climb to 4000ft, at 1700ft turn right to track 235 degrees Jet All Climb to 7000ft, at 2000ft turn right to track 235 degrees Page 8 of 33

9 The clearances are to be given in accordance with ICAO PANS-ATM doc chapter 12.3 (phraseologies). Examples of standard IFR clearances are: 1. P-RNAV: (Callsign) cleared to (destination) via (SID), runway (rwy), squawk (code). 2. Prop-SID: (Callsign) cleared to (destination) via (SID), (fix) transition, runway (rwy), squawk (code). 3. Omnidirectional: (Callsign) cleared to (destination) via Omni-directional departure. After departure, runway (rwy) climb ( departure procedure ), squawk (code) Non-Standard Departure Routes All non-standard departure routes are subject to coordination with the appropriate Oslo APP sector. Gardermoen TWR must be informed as soon as possible after a clearance has been received and issued in order for TWR to plan a safe and efficient departure plan Military Traffic Gardermoen Delivery will under normal circumstances be responsible for the issuing of clearances to Operational Air Traffic (Military traffic). All Military departures should be coordinated with the appropriate approach and/or area control sector. An agreement is to be made between the two sectors before issuing a clearance. The most common clearances are: 1. Omnidirectional departure (see ); 2. Non-Standard vectoring departure ( after departure instructions ) Initial Cleared Flight Level SID Initial CFL Standard Jet-SID ATLAP, EVTOG, MASEV, NUVSA, OKSAT, TOR 7000ft Standard Prop-SID VEMIN, VIBUK 4000ft Omni-directional SID Omni-directional departure Jet-aircraft 7000ft Omni-directional SID Omni-directional departure Jet-aircraft 4000ft Page 9 of 33

10 Chapter 4 Gardermoen Ground 4.1 General Responsibilities Gardermoen Ground (GND) is responsible for the safe and expeditious movement of aircraft on the aprons and taxiways. Ground provides services to aircraft up to the named holding points where handover to AIR will occur. In the absence of DEL, GND will provide DEL services. When required, the position of GND may be split into two positions, GND West and GND East. A controller must be logged onto DEL before any ground position is split. The correct logon order for GND positions is GND West followed by GND East Area of Responsibilities GND West/East Traffic located west of NOLAC/SOMBI, and on the western side of pier north (e.g. stand 76, 72, etc) are to contact GND West on MHz. Traffic located east of NOLAC/SOMBI, and east of pier north (including stands 96, 95, 93) are to contact GND East on MHz. Page 10 of 33

11 4.2 Ground Procedures Stands Platform Terminal General Aviation Parking Cargo Maintenance Area De-Ice Pegasus Parking restrictions Commercial traffic GA, Business jets, Private Jets, Non-commercial transport Cargo traffic Aircraft under maintenance No traffic should park at de-ice, unless there is special need Helicopters Terminal The stands should be assigned to arriving traffic in accordance with the table below: Pier Stands Section West Pier 2, 3, 7, 9, 10, 11, 12, 13, 14, 15, 16, 18, 20, 22, 24, Domestic 26, 28 South Pier North Pier 60, 61, 64, 65, 68, 69, 72, 73, 76, 77, 79, 81, 85, Combined 87, 89, 93, 95, 96 East Pier , 38, 39, 40, 41, 42, 43, 44, 45 International 46, 48, 49 Non-Schengen/International (flexi) 50, 51, 53 Non-Schengen only General Aviation The General Aviation Parking is located next to taxiway C, west of runways 01L/19R. This area is delegated to Gardermoen Tower (TWR) for taxi and issuing of VFR clearances, however, delivery remains responsible for the issuing of IFR clearances Pushback Aircraft are to contact GND West or GND East for pushback and start. If the pilot in command does not report the local QNH, this is to be included in the pushback instruction. Pushback turns should be issued in accordance with the pushback procedure document found in the AIP Norway EN AD ENGM-2-5, but this is not a requirement Taxi There are no specific taxi routes established at Oslo Gardermoen, but it is recommended that the apron inner taxiways (G and J) are used for outbound traffic, while the outer apron taxiways (H and W) are used for inbound traffic. 3. Intermediate holding positions NOLAC and SOMBI on taxiway V and P indicates the demarcation between Gardermoen Ground West and Gardermoen Ground East. 4. Taxiway P should only be used for traffic trespassing from east to west. This traffic should not be cleared further than SOMBI by GND East. When traffic approaches SOMBI, GND East is to transfer the traffic to GND West. 5. Taxiway V should only be used for traffic trespassing from west to east. This traffic should not be cleared further than NOLAC by GND West. When traffic approaches SOMBI, GND West is to transfer the traffic to GND East. 6. Traffic crossing runway 01L/19R shall be transferred to Gardermoen Tower when holding short of the runway, and remain on tower s frequency after crossing, cf Page 11 of 33

12 Intersection Departures Due noise abatement procedures, jet aircraft may only depart via the intersections outlined in the table below: Runway 01L 19R 01R 19L Permitted Intersections No restrictions No restrictions B1 and B2 B9, B8 and B7 Page 12 of 33

13 Chapter 5 Gardermoen Tower 5.1 General Responsibilities Gardermoen Tower (TWR) controls movement of aircraft on the runway and the runway holding points. TWR is also responsible for movements operating on the GA apron (taxiway C). Departing aircraft will be handed off to the relevant Approach controller and arriving aircraft to the relevant GND controller. When required, Gardermoen TWR may be split into two positions; TWR West and TWR East. TWR is responsible for all VFR traffic operating within the Gardermoen CTR (SFC ft). Separation between traffic shall be followed in accordance with the airspace classification (Class D), cf. PANS-ATM ICAO doc Tower Procedures Coordination between Gardermoen TWR and Norway ACC, Oslo TMA Coordination between Gardermoen TWR and Norway ACC TMA shall be in accordance with the following: Change of runway in use: TWR West Oslo APP West. Change of runway mode: TWR West Oslo APP West. Snow clearance/closing of runway/landings on departure runway: TWR West Oslo APP West. Spacing on final: TWR West Oslo APP West. Change of runway for landing for single flights: TWR West/East - Oslo APP Planner. Change of runway for landing for single flights 15 minutes before ETA or less: TWR West/East - Oslo FIN. Change of runway for departure for single flights: GND/TWR West/East - Oslo APP Planner. Change of climb out clearance/omnidirectional departure: TWR West/East - Oslo APP West/East. Note 1: Gardermoen TWR West is considered to be the Gardermoen Supervisor on the VATSIM Network. Note 2: Oslo APP West is considered to be the Norway ACC TMA (Oslo APP) Supervisor on the VATSIM Network. Note 3: Oslo APP Planner is considered to be all affected APP sectors (APP West/APP East/APP DIR/FIN) VFR Operations within Gardermoen CTR General Procedures The following regulations are in force for VFR flights operating within Gardermoen CTR: a. SSR transponder is mandatory; b. A complete ICAO Flight Plan shall be submitted prior to flight; c. VFR visual circuits are not permitted (however, Gardermoen TWR may grant VFR flights this privilege on VATSIM). d. Transit through Gardermoen CTR should be avoided e. Permission to cross overhead the runways or extended centrelines cannot be expected; f. ATC Clearance shall be obtained from Gardermoen TWR (ENGM_W_TWR), but can be delegated to either GND or DEL if necessary. g. Special VFR flight, VFR night and transit flight in ENGM CTR is generally not permitted. ATC may, under certain circumstances, grant permission for such flights, based on prior approval. Page 13 of 33

14 To avoid conflicts with traffic using the parallel runway, the following procedures apply, unless otherwise instructed or cleared by ATC: 1. VFR traffic using runway 01R or 19R shall make all turns associated with take-off and landing to the right. 2. The airspace between the parallel runway, including the airspace between extended edge lines of runway, must not be penetrated during approach or departure. ARR VFR flight shall establish two-way radio communication with Gardermoen TWR not later than passing the following reporting points: 3. Råsjøen (601230N E) 4. Vormsund (600918N E) VFR flights may not join final closer than 1 NM from the runway threshold Start-up and taxi VFR traffic shall request start-up from Gardermoen DEL. Taxi shall be requested from TWR. VFR traffic located elsewhere than the General Aviation parking shall request taxi with the appropriate GND controller, and be transferred to TWR in accordance with the local transfer regulations. Aircraft may enter or exit the Gardermoen CTR at an appropriate altitude via either general compass-point directions, a published VFR reporting point, or a non-standard/non-published visual route (e.g. Motorway E18 or similar). (Callsign) cleared to enter the Gardermoen Control Zone from the west, (altitude) feet or below. Squawk (code) It is recommended that TWR uses the published references points (e.g. NANNESTAD, RÅSJØEN), see AIP Norway AD 2 ENGM 6 1. The VFR clearance should contain: 1. Aircraft identification; 2. Destination/Clearance limit; 3. Route; 4. Altitude; and 5. Squawk VFR Traffic Circuit VFR visual circuit is permitted on VATSIM VFR Helicopter Traffic In accordance with local and general regulations outlined in AIP and ICAO PANS-ATM doc. 4444, as well as VFR Helikopterfraseologi, which can be found on the VATSIM Scandinavia training department website Separation of VFR Traffic Circuit Traffic from IFR Approaches Controllers should make use of appropriate VFR reporting points to assist in the separation and sequencing of traffic. The use of holding, orbits and other non-published visual references may be used. Page 14 of 33

15 5.2.3 Missed Approach Procedures The standard missed approach procedures are as published on approach charts. The table below outlines only the missed approach procedures for flights conducting an ILS/LOC approach to runways 01L/R and 19L/R. Runway 01L 01R 19L 19R Missed Approach Procedures CLIMB ON TRACK 013 TO EXPECT VECTORING BY OSLO APP CLIMB ON TRACK 013 TO DME 2.5 AFTER ONE. TURN RIGHT AND PROCEED ON TRACK 049 CLIMBING TO EXPECT VECTORING BY OSLO APP. CLIMB ON RWYTRACK 193. AT DME 3.0 GME, TURN LEFT TO TRACK 103, CLIMBTO AT DME 13.0 GME, CLIMB TO EXPECT VECTORING BY OSLO APP. CLIMB ON RWYTRACK 193. AT DME 2.5 GSW, TURN RIGHT TOTRACK 224 CLIMBING TO EXPECT VECTORING BY OSLO APP On becoming aware of, or when initiating a missed approach, the relevant Gardermoen TWR should instruct this traffic to fly the standard missed approach procedure. If this, however, is not safe or possible, vectors may be used. If vectors are used, Gardermoen TWR is to coordinate any action to the relevant Oslo APP sector. Gardermoen TWR shall not transfer any flight to Oslo APP before all flights are separated Split Procedures In the event of a split, TWR West is responsible for the movement of aircraft on the runway and the runway holding point for runway 01L/19R, as well as all movement of aircraft on GA apron (taxiway C). TWR East is responsible for the movement of aircraft on the runway and the runway holding point for runway 01R/19L Runway Modes Mixed Parallel Operations (MPO) In this mode arrivals should preferably be staggered when there are arrivals to both runways. Arrival runway shall be allocated according to the tables below. Unless otherwise instructed by Gardermoen TWR, Oslo APP shall provide distance between arrivals to the same runway as follows: Distance between succeeding arrivals: 3NM Distance between succeeding arrivals with departure gap: 6NM Green Landing runway Blue optional for balancing Landing runway for parking stands 01L 01R 19L 19R , 3-15 South/West Pier (odd numbers) 2 28 West Pier (even numbers) Cargo General Aviation M1 M20 Military 60, 64, 68, 72, 76 North Pier 93, 95, 95 North Pier 61, 65, 69, 73, 77, 79, 81, 85, 87, 89 North Pier East Pier (even numbers) East Pier (odd numbers) East Pier Page 15 of 33

16 Optimized Mixed Parallel Operations (OMPO) In this mode arrivals should preferably be staggered when there are arrivals to both runways. Arrival runway may deviate from allocation rules in regarding preferred runway for arrival when considered necessary by Oslo APP. Arrivals parking north of the terminal should be considered re-allocated first when possible. Oslo APP shall ensure that the distance between succeeding arrivals to the same runway is according to agreed spacing for departure gap Segregated Parallel Operations (SPO) Simultaneous operations on parallel runways where one runway is used for approaches and landings, and one runway is used for departures. Aircraft landing on departure runway is subject to prior coordination. Aircraft departing on landing runway is subject to prior coordination Single runway operations (SRO) Single Runway Operations is where only one runway is used for both approaches and landings, and for departures. Gardermoen TWR shall issue SID clearance according to flightplan. For successive landings, default gap for departures, twice the current arrival spacing, shall be applied Transfer of Departures Prior to transfer of control/radar control of departing aircraft to Oslo APP, at least one of the following separations shall be established by Gardermoen TWR; a. Establish and maintain radar separation between succeeding departing aircraft, b. Establish and maintain vertical separation between succeeding departing aircraft, or c. In accordance with criteria for independent use of parallel runways, ensure that departing aircraft are following departure tracks that are separated. Note: Gardermoen TWR shall ensure that parallel departures are following cleared climb-out tracks prior to transfer of control to Oslo APP Transfer of Radar Control for Departures and Missed Approaches When transfer of radar control and communication is executed prior to the defined point for transfer of communication and radar control, this implies. Oslo APP may clear the aircraft for further climb. Oslo APP may clear the aircraft for turn. Oslo APP sector may reduce aircraft speed. Oslo APP shall not issue instructions that will reduce the separation to succeeding aircraft. Change of clearance below 3000ft AMSL is subject to coordination. Note: Succeeding aircraft includes traffic departing/executing missed approach from the parallel runway. Radar control for Departures shall be transferred as soon as practicable and no later than; DME 6 (GRM) 5000ft or cleared altitude, if this is lower - whichever is the earliest. Radar control for Missed Approaches shall be transferred as soon as practicable and no later than DME 6 (GRM) Page 16 of 33

17 Runway 01L/R SID Runway Handoff order ATLAP 01L APP West 01R APP East EVTOG 01L APP West 01R APP East MASEV 01L/R NUVSA 01L/R APP East OKSAT 01L/R TOR 01L APP West 01R APP East Runway 19L/R SID Runway Handoff order ATLAP 19L/R EVTOG 19L/R APP West MASEV 19L APP East 19R APP West NUVSA 19L APP East 19R APP West OKSAT 19L APP East 19R APP West TOR 19L APP East 19R APP West 5.3 Separation Standards Departure Separation Departing aircraft are to be separated by time according to specified speed groups and departure routings. Prior to transfer of control/radar control of departing aircraft to Oslo APP, at least one of the following separations shall be established by Gardermoen TWR; a) maintain separation between arriving aircraft transferred from Norway ACC TMA; b) establish separation between departing aircraft; c) establish separation between departing and arriving aircraft, including aircraft executing missed approach. d) Ensure that departures are following cleared climb-out tracks prior to transfer of control to Norway ACC TMA Note: Gardermoen TWR shall ensure that parallel departures are following cleared climb-out tracks prior to transfer of control to Oslo APP. Page 17 of 33

18 Route Separation Departing traffic should be separated based on distance in Nautical Miles (NM), and not time. The separation requirements for traffic departing Gardermoen are: 3 NM constant or increasing 5 NM constant or increasing Runway Succeeding departures on different SIDs Succeeding departures on the same SID All Departures on any SID behind TORyB / ATLAPyB / 01R N/A EVTOGyB Succeeding departures on NUVSAyD / MASEVyD / 19R OKSATyD Note 1: Norway ACC Oslo can specify a MDI (minimum departure interval) if necessary. Note 2: VEMINxA, VEMINyD and VIBUKxC shall be considered to be the same SID regardless of transition Wake Turbulence Separation The Standard ICAO Wake Turbulence Separation Requirements are used at Gardermoen Airport. These are specified in PANS-ATM ICAO Doc chapters 4.9 and 5.8. Wake turbulence separation minima shall be based on a grouping of aircraft types into three categories according to the maximum certificated take-off mass as follows: 1. HEAVY (H) all aircraft types of kg or more; 2. MEDIUM (M) aircraft types less than kg but more than kg; and 3. LIGHT (L) aircraft types of kg or less. Helicopters should be kept well clear of light aircraft when hovering or while air taxiing Departing Flights Minimum time separation for departing aircraft which are using: the same runway; or parallel runways separated by 760 m (2500ft) or more, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1000ft) below; is 2 minutes between a LIGHT or MEDIUM aircraft taking off behind a HEAVY aircraft and a LIGHT aircraft taking off behind a MEDIUM aircraft. The following table shows the holding point that are considered by ATC to be the same departure points for the purposes of wake vortex separation: Runway Holding point Runway Holding point 01L A1 and A2 01R B1 and B2 19R Nil 19L B8 and B9 Page 18 of 33

19 Arriving Flights IFR arrivals will be separated in accordance with the table below. It is the responsibility of Oslo APP (Oslo FIN) to assure all arriving IFR flights maintain the wake turbulence separation: Leading Aircraft Following Aircraft Wake Turbulence Minima Distance Heavy 4 NM Heavy Medium 5 NM Light 6 NM Heavy Nil Medium Medium Nil Light 5 NM Heavy Nil Light Medium Nil Light Nil Gardermoen TWR is responsible for issuing relevant traffic information to VFR flights operating within the Gardermoen CTR (IFR/VFR and VFR/VFR). TWR shall inform all arriving VFR flights to caution wake turbulence when instructing such flights are in danger of being affected by wake turbulence Arrival Separation Transfer of Control for Arrivals Radar control for ILS- and VOR/DME-arrivals shall be transferred to Gardermoen TWR as soon as practicable after established on Final Approach track, preferred before 8NM, and no later than 6NM final. Transfer of radar control for visual approaches shall be performed not later than 6 track miles from runway threshold. When transfer of radar control and communication is executed prior to the defined point for transfer of communication and radar control, this implies: Gardermoen TWR may clear the aircraft for further descend. Gardermoen TWR sector may shorten the aircraft track to final. Gardermoen TWR may reduce aircraft speed. Gardermoen TWR shall not issue instructions that will reduce the separation to succeeding flights without coordination with Norway ACC TMA. When using radar separation, distance and speed shall be such that required radar separation is maintained after transfer of radar control. However, the accepting unit (GM TWR) shall if necessary, take action to ensure that separation is maintained. 5.4 Special Operating Procedures Night Restrictions Local time Jet Arr. Jet Dep. Prop Arr. Prop Dep. 22:30-00:00 01R/19R 01L/19L 01L/19R 01L/19R 00:00-06:30 01L/19R 01L/19R 01L/19R 01L/19R Note 1: Prop aircraft with MTOW more than 5700 kg with 4 propellers or more shall be handled as jet aircraft. Page 19 of 33

20 5.4.2 Test Flights from Gardermoen Test flights with aircraft from SAS Norge and Norwegian originating from Gardermoen, shall be carried out according to the following procedure: a. The aircraft operator shall coordinate each flight with Norway ACC TMA. The coordination shall include ETD, SID, Route, RFL and EET. b. Supervisor Norway ACC TMA shall pass this information on to Supervisor Gardermoen TWR. c. The aircraft operator shall file an ICAO FPL. Field 18 shall include RMK/ TEST FLIGHT d. For short flights within Oslo TMA: Routing to/from Gardermoen shall be filed as: NxxxxFxxxx DCT BBU DCT DRA DCT. These flight plans will be modified by FDS to read: DCT BBU DCT DRA DCT ENGM TWR will issue SID or HDG/ALT based on traffic and previous coordination. e. For longer flights within Oslo AoR: These flights should operate in TSA-area OAK3. Routing to/from Gardermoen shall be filed as: NxxxxFxxxx ATLAP DCT O3I STAY O3O DCT ADOPI FDS at Norway ACC TMA will handle the flightplans as multisegment FPLs. Field 18 in the ICAO FPL shall include: a) STAY-information, e.g. requested time and altitude in the TSA-area. b) RMK/TEST FLIGHT Page 20 of 33

21 Chapter 6 Low Visibility Procedures 6.1 General Pilots will be informed when low visibility procedures are in operation via ATIS or voice. Pilots will be informed when low visibility procedures are cancelled via voice. Low visibility procedures are prompted by Gardermoen Tower, normally when RVR is less than 1000m or ceiling is less than 300ft. Low visibility procedure will normally be in operation when RVR is less than 550m and ceiling less than 200ft. Instrument landing systems (ILS approaches) at Oslo Gardermoen has the following approvals: Runway 01L Runway 01R Runway 19L Runway 19R CAT III-B CAT III-B CAT I CAT III-B 6.2 Visibility Conditions Visibility condition 1: Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at intersections by visual reference, and for personnel of control units to exercise control over all traffic on the basis of visual surveillance. Visibility condition 2: Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at intersections by visual reference, but insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance. Visibility condition 3: Visibility sufficient for the pilot to taxi but insufficient for the pilot to avoid collision with other traffic on taxiways and at intersections by visual reference, and insufficient for personnel of control units to exercise control over traffic on the basis of visual surveillance. Equivalent to RVR 400 m or less, but more than 75 m. Visibility condition 4: Visibility insufficient for the pilot to taxi by visual guidance only. Equivalent to RVR 75 m or less. 6.3 Separation Standards and Local Restrictions during LVP During visibility conditions when RVR is less than 350 m, runway entries and exits are available as follows: Runway 01L 01R 19L 19R Entry A1, A2, A4, A5, C1 B1, B2 B6, B7, B8, B9 A9, C3, C1 Exit A9, C1, C3 B6, B7, B8, B9 B1, B2 A5, A4, A2, A1, C1, C3 Crossing point A7 to C3 and vice versa. C1 to A4 and vice versa N/A N/A A7 to C3 and vice versa. C1 to A4 and vice versa Runway crossing point is only relevant for aircraft crossing runway 01L/19R to/from GA (General Aviation) parking. In visibility conditions at or above RVR 400m, intersection entries are available. Taxiway C2 shall not be used during LVP, as this taxiway is not established with centre lights. Page 21 of 33

22 6.3.1 Start-up Intervals RVR Values RWY TDZ RVR 1000 m RWY TDZ RWY 550 m (ILS CAT II/III) RWR Lovest MID m RVR lowest MID < 200 m Departure Start-up interval NIL 1 min 2 mins Prior coordination with GND Final Approach Spacing Gardermoen TWR shall keep Oslo APP informed regarding the required final approach spacing. Distance on final approach between succeeding aircraft to the same runway should, unless otherwise coordinated or decided by Gardermoen TWR, as shown in the table below: Visibility Final Approach Spacing Final Approach Spacing (Snow Clearance) Vis Con 1 3 NM 3 NM Vis Con 2 3 NM 4 NM RVR <1000m (LVP klar) 4 NM 5,5 NM RVR <550m (LVP ops) 6 NM 8 NM 400m<RVR>200m (Vis Con 3) 8 NM 11 NM 200m> RVR 12 NM 18 NM Gardermoen TWR may request distances that deviates from the table above. 6.4 ATC Procedures General If there is a further deterioration of the weather condition, making the RVR value to fall under 550m, or cloud ceiling under 200ft, SUP TWR shall implement the following procedure: 1. Officially enforce LVP; 2. Add LOW VISIBILITY PROCEDURES IN OPERATION and CAT II/III HOLDING POINTS IN USE to the DEP/ARR ATIS. 3. Inform/Coordinate with all other affected ATC Units a. Oslo DEL/GND/TWR b. Norway ACC Oslo TMA (APP/DIR/FIN) 4. Runway mode: Segregated parallel Approaches (SPO); TWR ARR Procedures Inform aircraft on frequency when LVPs are in force. Phraseology (callsign/all stations) LVP in operation. The ILS Sensitive Area shall be free from aircraft and vehicles when aircraft on final approach passes 2 NM from runway threshold. Aircraft on final approach with a distance of more than 1NM from the runway threshold shall be immediately informed of the deterioration of RVR TWR DEP Procedures Inform all departures of the RVR value when issuing line-up clearance DEL/GND Procedures During LVP operation phase, standard IFR flights are encouraged to be cleared via the western runway (01L/19R). Flights requesting to depart on the eastern runway (01R/19L) are subject to coordination with TWR. Page 22 of 33

23 Part 3. Approach Control Chapter 7 Oslo Approach 7.1 General Responsibilities Oslo Approach Control is responsible for the safe and expeditious movement of aircraft operating within Oslo TMA, from the base of controlled airspace up to FL215 inclusive. Norway ACC Oslo TMA is manned by 4 Approach Controllers: Approach West (APP West), Approach East (APP East), Director (APP DIR) and Final Director (FIN). Page 23 of 33

24 7.2 Sectors and their Responsibility Oslo Approach West (APP West) Oslo Approach West (APP West) is responsible for the safe and expeditious movement of general and operational air traffic within the vertical and lateral limits of Oslo TMA West (west of the dividing sector boundary) Responsibilities 1. Oslo APP West shall verify and identify appropriate departing IFR flights flying through Oslo TMA West. 2. Oslo APP West will be responsible for the acceptance of releases and control of inbound flights via ADOPIxL and BELGUxL STARs for runway 01L/R and ADOPIxL and RIPAMxL STARs for runway 19L/R. Note: Norway ACC Oslo will transfer BELGUxL and RIPAMxM directly to Oslo APP DIR. Runway 01L/R Runway 19L/R STAR Flight Level STAR Flight Level ADOPIxL FL 100 ADOPIxM FL 100 BELGUxL FL 90 RIPAMxM FL 90 Page 24 of 33

25 3. Initial sequencing towards the Point Merge Arch. 4. Executive co-ordination with other ATS Units. 5. Control any missed approaches flying within Oslo TMA West 6. Handle VFR operations and requests within the lateral limits of Oslo TMA West. Note: VFR flights operating outside the lateral and below the vertical limits the Oslo TMA West may contact Oslo APP West for traffic information, weather information or similar. Oslo APP West should, if traffic allows, pass necessary details to such flights. 7. Handle overflying traffic as appropriate, unless otherwise agreed or described in LoA between Oslo APP West and Oslo APP East/APP DIR/ FIN and/or Norway ACC. 8. Issue landing runway to pilots on initial contact. 9. Other: a. Oslo APP West will take on the responsibilities of Oslo APP East when closed. b. Oslo APP West will take on the responsibilities of Oslo APP DIR when closed c. Oslo APP West will take on the responsibilities of Oslo FIN when closed Arrivals to Farris TMA from the North (ENTO, ENRY) Norway ACC Oslo will transfer inbound traffic to ENTO and ENRY from the north via PIVAT-BAMIX to Oslo APP West descending FL220, if RFL is above FL215. Oslo APP West will then issue a descent to FL100 followed by the appropriate STAR. ENTO STAR: BAMIXxS (runway 18) BAMIXxT (Runway 36) ENRY STAR: BAMIXxR (Runway 12) BAMIXxQ (Runway 30) All BAMIX-STAR flights are subject to prior coordination with Oslo APP East. Page 25 of 33

26 Area NUVSA Area NUVSA is automatically delegated from Oslo APP West to Oslo APP East when runway 01 is in use, regardless of runway. All flights departing NUVSAxA departure will be directly transferred from Gardermoen TWR to Oslo APP East, regardless of runway mode Transfer of Communication and Transfer of Control Oslo APP East shall transfer inbound flights to Oslo APP DIR no later than: GM402 when landing runway 01L/R GM428 when landing runway 19L/R Page 26 of 33

27 7.2.2 Oslo Approach East (APP East) Oslo Approach East (APP East) is responsible for the safe and expeditious movement of general and operational air traffic within the vertical and lateral limits of Oslo TMA West (west of the dividing sector boundary) Responsibilities 1. Oslo APP West shall verify and identify appropriate departing IFR flights flying through Oslo TMA West. 2. Oslo APP East will be responsible for the acceptance of releases and control of inbound flights via ESEBAxL and INREXxL STARs for runway 01L/R, and ESEBAxM and LUNIPxM STARs for runway 19L/R. Note: Norway ACC Oslo will transfer INREXxM and LUNIPxL directly to Oslo APP DIR. Runway 01L/R Runway 19L/R STAR Flight Level STAR Flight Level ESEBAxL FL 100 ESEBAxM FL 100 INREXxL FL 90 LUNIPxM FL 90 Page 27 of 33

28 3. Initial sequencing towards the Point Merge Arch. 4. Executive co-ordination with other ATS Units. 5. Control any missed approaches flying within Oslo TMA East 6. Handle VFR operations and requests within the lateral limits of Oslo TMA East. 7. Handle overflying traffic as appropriate, unless otherwise agreed or described in LoA between Oslo APP East and Oslo APP West/APP DIR/ FIN and/or Norway ACC. 8. Issue landing runway to pilots on initial contact Area ØRJE 1 and Area ØRJE 2 Area Ørje 1 (6500ft - FL215) and Area Ørje 2 (FL95 - FL215) are both delegated from Malmö ACC to Norway ACC TMA, Oslo APP East Transfer of Communication and Transfer of Control Oslo APP East shall transfer inbound flights to Oslo APP DIR no later than: GM403 when landing runway 01L/R GM422 when landing runway 19L/R Page 28 of 33

29 7.2.3 Oslo Director (APP DIR) Responsibilities Oslo Director (APP DIR) is responsible for sequencing inbound flights through Point Merge and towards the IAF. Oslo APP DIR will work close to Oslo FIN and coordinate sequencing and streaming plans. Oslo APP DIR: 1. Is responsible for the acceptance of releases and control of aircraft inbound Oslo Gardermoen via RIPAMxL and LUNIPxL STARs for runway 01, and BELGUxM and INREXxM STARs for runway Issue landing runway. 3. Once received traffic from Oslo APP West and/or Oslo APP East, vector and/or navigate traffic to a suitable position, speed and level before transferring such traffic to Oslo FIN. 4. Coordinate any non-standard practices with relevant ATS Units. 5. Other: a. Oslo APP DIR will take on the responsibilities of Oslo APP FIN when closed. Oslo APP DIR shall issue the following clearances to inbound flights before transfer to Oslo FIN. 5. Turn to merge point, or heading (subject to prior coordination with Oslo FIN). 6. Descent to altitude 7000ft from western sequencing arch* 7. Descent to altitude 7000ft from eastern sequencing arch* Note: *clearance for descent shall not be given before the turn away from the sequencing arch has been observed. 7.3 Separation Standards - Oslo TMA Separation Minima The minimum horizontal separation for traffic inside Oslo TMA is 3 NM. The minimum vertical separation is 1000ft, except between VFR aircraft below the transition altitude; then the minimum vertical separation reduces to 500ft provided that both aircraft are known and identified Spacing on Final Approach The final approach spacing shall not be less than the standard radar separation minima. However, if the controlled finds it necessary, he or she may coordinate an increased spacing on final (e.g. 4 6 NM). During LVPs, the spacing on final approach should be increased in accordance with the table in Wake Turbulence Separation See section Page 29 of 33

30 7.4 Procedures for Outbound IFR Traffic Standard Instrument Departure Oslo Gardermoen SIDs - Runway 01 SID Clearance Direct Next sector ATLAP xa/yb ATLAP EVTOG xa/yb EVTOG MASEV xa/yb MASEV ENOS North NUVSA xa PESUM NUVSA yb LILBA OKSAT xa/yb OKSAT ENOS South TOR xa NANON ENOS South TOR yb KUBUB * Farris APP West/East * Traffic with RFL lower than FL115/FL155 should contact Farris APP West/East Oslo Gardermoen SIDs Runway 19 SID Clearance Direct Next sector ATLAP xc/yd ATLAP EVTOG xc/yd EVTOG MASEV xc/yd MASEV ENOS North NUVSA xc PESUM NUVSA xc/yd GM443 OKSAT xc OKSAT OKSAT xd GM608 ENOS South TOR xc KUBUB ENOS South TOR xd NANON * Farris APP West/East * Traffic with RFL lower than FL115/FL155 should contact Farris APP West/East Departing Flights from Rygge ENRY **AIP SUP 28/16, 01 NOV 2016** From 01 NOV 2016 Moss airport, Rygge is closed for civil traffic. The operational responsibilities for the airport is at the same time transferred from Rygge Sivile Lufthavn AS (RSL) to the Royal Norwegian Air Force, and the name changed to Rygge Militære Flyplass Rygge TWR will provide ATS service for all traffic in Rygge CTR, and for MIL TFC to and from ENRY, but with reduced HR of OPER. All existing approach and departure procedures will be available, with exception of ILS CAT II approach to RWY 30. Flights departing Rygge via ELVOMxE or ELVOMyF departure should be cleared 7000ft, or RFL if lower, before being transferred from Farris APP East to Oslo APP East. Such traffic is subject to prior coordination. This must take place before departure Omnidirectional Departure Routes Oslo APP should climb flights on standard omnidirectional departure to FL210, or RFL if lower. Oslo APP should navigate the aircraft towards its intentional route until such time the aircraft can safely proceed direct a fix/navaid that is located along his route Non-Standard Departure Routes Oslo APP should climb flights on non-standard departure to FL210, or RFL if lower. Oslo APP should navigate the aircraft towards its intentional route until such time the aircraft can safely proceed direct a fix/navaid that is located along his route. Page 30 of 33

31 7.5 Procedures for Inbound IFR Traffic Standard Arrival Route Oslo Gardermoen STARs Runway 01L/R STAR ACC Sector TMA Sector TMA-entry point ACC Cleared level INREXxL APP East SUSIB ENOS North ESEBAxL APP East ADIMO LUNIPxL APP DIR DEVKU ENOS South FL 120 RIPAMxL APP DIR ROXIM ADOPIxL APP West NIVDU ENOS North BELGUxL APP west VANUK Oslo Gardermoen STARs Runway 19L/R STAR ACC Sector TMA Sector TMA-entry point ACC Cleared level INREXxL DIR IXUMA ENOS North ESEBAxL APP East KEGET LUNIPxL APP East DIDAX ENOS South FL 120 RIPAMxL APP West INGAR ADOPIxL APP West EXUDA ENOS North BELGUxL DIR AGNIL Level Allocation Oslo APP Runway 01 ACC Cleared level Oslo APP Cleared level (until leaving Point Merge) INREXxL FL 90 ESEBAxL FL 100 LUNIPxL FL 110 FL 120 RIPAMxL FL 110 ADOPIxL FL 100 BELGUxL FL Runway 19 ACC Cleared level Oslo APP Cleared level (until leaving Point Merge) INREXxL FL 110 ESEBAxL FL 100 LUNIPxL FL 90 FL 120 RIPAMxL FL 90 ADOPIxL FL100 BELGUxL FL 110 Page 31 of 33

32 7.5.3 Inbound Non P-RNV routes Runway 01L/R STAR start-point ACC Sector TMA Sector TMA-entry point Routing Restrictions INREXxM APP East SUSIB SUSIB GM457 At GM457 FL120 maintain FL120 ENOS North ESEBAxM APP East IDAMO IDAMO GM403 At IDAMO FL120 maintain FL120 LUNIPxM APP DIR DEVKU DEVKU GM416 At DEVKU FL120 maintain FL120 ENOS South RIPAMxM APP DIR ROXIM ROXIM GM410 At ROXIM FL120 maintain FL120 ADOPIxM APP West NIVDU NIVDU GM402 At NIVDU FL120 maintain FL120 ENOS North BELGUxM APP west VANUK VANUK GM456 At GM456 FL120 maintain FL Runway 19L/R STAR start-point ACC Sector TMA Sector TMA-entry point Routing Restrictions INREXxL DIR IXUMA IXUMA GM418 At IXUMA FL120 maintain FL120 ENOS North ESEBAxL APP East KEGET KEGET GM422 At KEGET FL120 maintain FL120 LUNIPxL APP East DIDAX DIDAX GM447 At GM447 FL120 maintain FL120 ENOS South RIPAMxL APP West INGAR INGAR GM451 At GM451 FL120 maintain FL120 ADOPIxL APP West EXUDA EXUDA GM428 At EXUDA FL120 maintain FL120 ENOS North BELGUxL DIR AGNIL AGNIL GM432 At AGNIL FL120 maintain FL Holding Procedures In case of holding, Norway ACC Oslo will be in charge of the holdings at the STAR-entry point (e.g. ADOPI, RIPAM etc.). Oslo APP will be in charge of the established holds inside Oslo TMA in accordance with the table below: Holding point Associated procedure Procedure VALPU Merge point runway 01 WEST Inbound 077, right turn INSUV Merge point runway 01 EAST Inbound 312, left turn BAVAD Merge point runway 19 WEST Inbound 131, left turn TITLA Merge point runway 19 EAST Inbound 256, right turn NIDIM MAP RNAV-approach runway 01R Inbound 228, left turn AKUGA MAP RNAV-approach runway 01L Inbound 187, right turn GOMEK MAP RNAV-approach runway 19R Inbound 041, left turn ARMEV MAP RNAV-approach runway 19L Inbound 235, left turn Final Approach Spacing The final approach spacing should not be less than 3 NM. The controller may increase this separation as appropriate. During LVP, the final approach spacing will have to be increased in accordance with Page 32 of 33

33 7.5.6 Type of Approaches Procedures that require coordination from Oslo APP to Gardermoen TWR; 8. Flights on VOR approach 9. Flights on any type of RNAV approach ILS Approach Aircraft may execute an ILS approach for all runways. There are established four transitions that are used for clearing aircraft flying on own navigation. These are: 10. VALPU (west) for runway 01L/01R 11. INSUV (east) for runway 01L/01R 12. BAVAD (west) for runway 19L/R 13. TITLA (east) for runway 19L/R RNAV Approach Aircraft may execute an RNAV approach for all runways. The same transitions are used for RNAV approaches as for ILS approaches. If the temperature drops below -20 C the RNAV approach is not available VOR Approach VOR approach is only available for aircraft landing on runway 01L or runway 19R. Prior coordination from Oslo APP shall be forwarded to Oslo APP DIR and Oslo FIN, as well as Gardermoen TWR before clearance to a VOR approach is issued. Be aware, missed approach for these approaches are not deemed separated from departures using the parallel runway, and an approval shall only be given when one of the following conditions is met: Potential missed approaches are visually separated from parallel departing traffic by tower controller until radar separation is established. During single runway operations (SROs) Visual Approach Visual approach is not permitted for jet aircraft. Visual approach is allowed in the case of visual transfer to parallel runway after established on the final, if ATC considers it necessary Oslo APP shall clear such flights on visual approach via minimum 6 NM final. Independent visual approaches to parallel runways are subject to prior coordination with TWR. Oslo APP shall not descend an aircraft on visual approach below 500ft above lower limit of Oslo TMA, unless the aircraft is established on final approach. Radar control for an aircraft maintaining own separation to a preceding aircraft in accordance with PANS-ATM ICAO Doc 4444 Chapter 6.1 may be transferred to Gardermoen TWR without prescribed radar or vertical separation. Gardermoen TWR shall be informed when distance to preceding aircraft is less than the appropriate wake turbulence minimum, and Oslo APP has issued a caution of possible wake turbulence. Page 33 of 33

34 7.6 Transfer of Aircraft on Final Approach Unless otherwise instructed by Gardermoen TWR, Oslo APP shall provide agreed distance between arrivals on the same runway, with maximum speed of 160 kts IAS. Note: An aircraft is considered succeeding when the distance to preceding to the same runway is less than 8NM. If distance is greater, transfer of communication shall take place no later than 8NM final. Aircraft on final approach for runway 01L or 19R shall be transferred to Gardermoen TWR West on frequency Aircraft on final approach for runway 01R or 19L shall be transferred to Gardermoen TWR East on frequency In the absence of TWR East, such flights are to be transferred to TWR West. For arriving IFR traffic radio communications shall be handed over as early as practicable after the aircraft is established on final approach, and no later than at 6 NM final. Arriving VFR traffic should be cleared to a CTR entry point by Oslo APP. Tower will give clearance to enter the CTR. If a speed restriction has been issued by Oslo APP, all arrivals shall be instructed to report callsign and speed only when transferred to Gardermoen TWR. 7.7 VFR Operations VFR Flights under Oslo TMA When flying in class G airspace underneath Oslo TMA, VFR flights may tune to Oslo APP West or Oslo APP East respectively for traffic information VFR Flights Operating Within Oslo TMA In order for a VFR flight to enter and operate in Oslo TMA, two-way radio communication shall be established well in advanced. VFR Flight must remain outside controlled airspace until Oslo APP has specifically issued a VFR entry clearance. The clearance should include: 1. Aircraft identification; 2. Route/clearance limit; 3. Altitude (at or below/at or above/at/at or above, but below, etc.); 4. Squawk; and 5. Any additional information. Ones entering the Oslo TMA, Oslo APP should inform the pilot that he or she has entered controlled airspace. Page 34 of 33