Oslo TMA LOP - Vatsim...

2016

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.

Local Operating Procedures – Oslo TMA

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Table of Contents

Part 1 - General

Chapter 1 General ....................................................................................................................................... 4

1.1 Purpose ................................................................................................................................................. 4

1.2 Credits ................................................................................................................................................... 4

1.3 Contact Information .............................................................................................................................. 4

1.4 Updates and Amendments ................................................................................................................... 4

Chapter 2 Operating Available Positions ..................................................................................................... 5

2.1 Operating with less than all positions open .......................................................................................... 5

2.1.1 General ............................................................................................................................................. 5

2.1.2 Log-on priority .................................................................................................................................. 5

Part 2 - Aerodrome Control

Chapter 3 Gardermoen Delivery.................................................................................................................. 6

3.1 General Responsibilities ........................................................................................................................ 6

3.2 Delivery Procedures .............................................................................................................................. 6

3.2.1 Standard Instrument Departures ...................................................................................................... 6

3.2.2 Non-Standard Departure Routes ...................................................................................................... 7

3.2.3 Military Traffic .................................................................................................................................. 7

Chapter 4 Gardermoen Ground ................................................................................................................... 8

4.1 General Responsibilities ........................................................................................................................ 8

4.2 Ground Procedures ............................................................................................................................... 8

4.2.1 Stands ............................................................................................................................................... 8

4.2.2 Pushback ........................................................................................................................................... 9

4.2.3 Taxi .................................................................................................................................................... 9

Chapter 5 Gardermoen Tower................................................................................................................... 10

5.1 General Responsibilities ...................................................................................................................... 10

5.2 Tower Procedures ............................................................................................................................... 10

5.2.1 Coordination between Gardermoen TWR and Norway ACC, Oslo TMA ........................................ 10

5.2.2 VFR Operations within Gardermoen CTR ....................................................................................... 10

5.2.3 Missed Approach Procedures ......................................................................................................... 12

5.2.4 Split Procedures .............................................................................................................................. 12

5.2.5 Runway Modes ............................................................................................................................... 12

5.2.6 Transfer of Departures.................................................................................................................... 13

5.3 Separation Standards .......................................................................................................................... 14

5.3.1 Departure Separation ..................................................................................................................... 14


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5.3.2 Wake Turbulence Separation ......................................................................................................... 14

5.4 Special Procedures .............................................................................................................................. 15

5.4.1 Low Visibility Procedures ................................................................................................................ 15

5.4.2 Night Restrictions............................................................................................................................ 16

5.4.3 Test Flights from Gardermoen ........................................................................................................ 17

Part 2 - Approach Control

Chapter 6 Oslo Approach .......................................................................................................................... 18

6.1 General Responsibilities ...................................................................................................................... 18

6.2 Sectors and their Responsibility .......................................................................................................... 19

6.2.1 Oslo Approach West (APP West) Responsibilities .......................................................................... 19

6.2.2 Oslo Approach East (APP East) Responsibilities .............................................................................. 22

6.2.3 Oslo Director (APP DIR) Responsibilities ......................................................................................... 24

6.3 Separation Standards - Oslo TMA ....................................................................................................... 24

6.3.1 Separation Minima ......................................................................................................................... 24

6.3.2 Spacing on Final Approach .............................................................................................................. 24

6.3.3 Wake Turbulence Separation ......................................................................................................... 24

6.4 Procedures for Outbound IFR Traffic .................................................................................................. 25

6.4.1 Standard Instrument Departure ..................................................................................................... 25

6.4.2 Departing Flights from Rygge – ENRY ............................................................................................. 25

6.4.3 Omnidirectional Departure Routes................................................................................................. 25

6.4.4 Non-Standard Departure Routes .................................................................................................... 25

6.4.5 Vectoring ......................................................................................................................................... 25

6.5 Procedures for Inbound IFR Traffic ..................................................................................................... 26

6.5.1 Standard Arrival Route.................................................................................................................... 26

6.5.2 Inbound traffic on Non P-RNV routes ............................................................................................. 26

6.5.3 Holding Procedures ......................................................................................................................... 27

6.5.4 Final Approach Spacing ................................................................................................................... 27

6.5.5 Type of Approaches ........................................................................................................................ 27

6.6 Transfer of Aircraft on Final Approach ................................................................................................ 28

6.7 VFR Operations ................................................................................................................................... 28

6.7.1 VFR Flights under Oslo TMA ........................................................................................................... 28

6.7.2 VFR Flights Operating Within Oslo TMA ......................................................................................... 28


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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)

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 (Håvard Halvorsen): [email protected]

Director of Norway FIR (Daniel Klepp): [email protected]

Discussion forum (need forum-account): http://forum.vatsim-scandinavia.org/

1.4 Updates and Amendments Amendment Date Changes

First Edition 27th

January 2015

Second Edition 30th

September 2016 All

Third Edition Amended section 2.1.2.2, 4.2.3.1.

mailto:[email protected]

mailto:[email protected]

http://forum.vatsim-scandinavia.org/


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Chapter 2 Operating Available Positions

2.1 Operating with less than all positions open

2.1.1 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 should not be

necessarily to open all available positions at Oslo Gardermoen. 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.

2.1.2 Log-on priority

2.1.2.1 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

2.1.2.2 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 DIR and/or Oslo APP FIN must be online

Oslo FIN (ENGM_F_APP), at least one Oslo APP position must be online.


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Part 2. Aerodrome Control

Chapter 3 Gardermoen Delivery

3.1 General Responsibilities Gardermoen Delivery (DEL) is responsible for the IFR clearances given to aircraft departing Gardermoen. DEL is

responsible for confirming the correct aircraft type and stand number and for ensuring the pilot is in receipt of

the correct ATIS. The flight strip will be amended to ensure the correct flight rules, temporary altitude, 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

3.2.1 Standard Instrument Departures

The SID will depend on the planned flight route. The first waypoint should be the assigned SID, however, the

appropriate departure runway is to be selected manually in EuroScope accordingly. DEL should assign SIDs to

all P-RNAV capable aircraft in accordance with the table below:

SID Direction of flight

ATLAP West

EVTOG Northwest

MASEV East

NUVSA North

OKSAT Southeast

TOR South

3.2.1.1 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

3.2.1.2 Prop-SIDs

Gardermoen also operates with Prop-SID based on GNSS or DME. These SIDs are made for propeller aircraft

departing Gardermoen via runways 01L, 19R and 19L. All aircraft with less than four propellers are considered

to be Prop.

Runway Prop-SID

01L VEMINxA

19R VEMINxD

19L VIBUKxC

The x shall be replaced with the appropriate number (e.g. VEMIN8D). These SIDs are linked to various

transitions which will have to be included in the clearance. In EuroScope, the SID and the transition are

connected and abbreviated into one word (e.g. VEMIN8D EVTOG transition = VEM8DEV). The transitions are

always waypoints based of the P-RNAV SIDs for jet-aircraft. The destination will affect the departure runway,

as not all of the transitions are available on all runways.


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The Delivery Controller is to decide which Prop-SID, runway and transition the aircraft is to fly, before issuing

the clearance. When doing so, the controller is to take the table above and below into consideration.

The following transitions are available:

Runway Transitions

01L ATLAP (VEMxAAT) EVTOG (VEMxAEV) TOR (VEMxATO)

19R ATLAP (VEMxDAT) EVTOG (VEMxDEV) NUVSA (VEMxDNU) TOR (VEMxDTO)

19L MASEV (VIBxCMA) OKSAT (VIBxCOK) NUVSA (VIBxCNU)

3.2.1.3 Omnidirectional Departure

B-RNAV or Non P-RNAV capable aircraft are to fly the so-called “Omnidirectional” departure. These will be

issued in accordance with the table below:

Runway Omni-Directional Departure instruction

01L Climb to 4000ft, at 1700ft turn left to track 340 degrees

01R Climb to 4000ft, at 1700ft turn right to track 070 degrees

19L Climb to 4000ft, at 1700ft turn left to track 160 degrees

19R Climb to 4000ft, at 1700ft turn right to track 240 degrees

The clearances are to be given in accordance with ICAO PANS/ATM doc. 444 chapter 12.3 (phraseologies).

Examples of standard IFR clearances are:

P-RNAV: “(Callsign) cleared to (destination) via (SID), runway (rwy), squawk (code).”

Prop-SID: “(Callsign) cleared to (destination) via (SID), (fix) transition, runway (rwy), squawk (code).”

Omnidirectional: “(Callsign) cleared to (destination) via Omni-directional departure runway (rwy),

after departure, climb to 4000ft, at 1700ft turn left/right to track (track/hdg) degrees.”

3.2.2 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.

3.2.3 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 1.2.1.3)

2. Non-Standard vectoring departure (“after departure instructions”)


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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.

GND West is responsible for the safe and expeditious movement of aircraft on the western side of T1 and T2,

as well as all taxiways west of SOMBI/NOLAC. GND East is responsible for the safe and expeditious movement

of aircraft east side of SOMBI/NOLAC.

4.2 Ground Procedures

4.2.1 Stands

Gardermoen is currently in the use of only one terminal - T1; however, a new terminal is estimated to be

operational in 2017. Until such time, the stand allocation should be as described in the table below:

Platform Parking restrictions

Terminal Commercial traffic

General Aviation Parking GA, Business jets, Private Jets, Non-commercial transport

Cargo Cargo traffic

Maintenance Area Aircraft under maintenance

De-Ice No traffic should park at de-ice, unless there is special need

Pegasus Helicopters

4.2.1.1 Terminal

The terminal is divided into two sections: one domestic and one international section. The domestic section is

located in the West and South Piers, while the international section is located in the East Pier. 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

South Pier 171 - 178

North Pier 61, 65, 69, 76, 77, 80, 81, 84, 85, 87, 89, 92, 93, 95, 96

Combined

East Pier 181 - 188

38, 39, 40, 41, 42, 43, 44, 45 International

46, 47, 48, 49 Non-Schengen/International (flexi)

50, 51, 53 Non-Schengen only

4.2.1.2 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.


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4.2.2 Pushback

Aircraft are to contact GND West or GND East for pushback and start. Stand number should be announced

when requesting pushback, and GND is to confirm the stand number.

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.

4.2.3 Taxi

There are no specific taxi routes established at Oslo Gardermoen, but it is recommend 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.

Taxiway P should only be used for traffic taxiing 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.

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.

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. 2.2.1.2.

4.2.3.1 Intersection Departures

Due noise abatement procedures, aircraft may only depart via the intersections outlined in the table below:

Runway Permitted Intersections

01L No restrictions

19R No restrictions

01R B1 and B2

19L B9, B8 and B7


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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), as well as Pegasus. Departing

aircraft will be handed off to the relevant Approach controller and arriving aircraft to the relevant GND

controller. When required, the position of 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 - 2500ft). Separation between

traffic shall be followed in accordance with the airspace classification (Class D), cf. ICAO PANS/ATM doc 4444.

5.2 Tower Procedures

5.2.1 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 - Affected APP sector.

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 - Affected APP sector

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.

5.2.2 VFR Operations within Gardermoen CTR

5.2.2.1 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.


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To avoid conflicts with traffic using the parallel runway, the following procedures apply, unless otherwise

instructed or cleared by ATC:

VFR traffic using runway 01R or 19R shall make all turns associated with take-off and landing to the

right.

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:

Råsjøen (601230N 0104810E)

Vormsund (600918N 0112505E)

VFR flights may not join final closer than 1 NM from the runway threshold.

5.2.2.2 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 (four digits)”

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.

5.2.2.3 VFR Traffic Circuit

VFR visual circuit is permitted on VATSIM.

5.2.2.4 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.

5.2.2.5 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.

http://vatsim-scandinavia.org/wp-content/uploads/2012/12/VFR-Helikopter-fraseologi.pdf


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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 Missed Approach Procedures

01L CLIMB ONTRACK 013° TO 5000. EXPECT VECTORING BY OSLO APP

01R CLIMB ON TRACK 013 TO DME 2.5 AFTER ONE. TURN RIGHT AND PROCEED ON TRACK 049 CLIMBING TO 4000. EXPECT VECTORING BY OSLO APP.

19L CLIMB ON RWYTRACK 193°. AT DME 3.0 GME, TURN LEFT TO TRACK 103°, CLIMBTO 3000. AT DME 13.0 GME, CLIMB TO 5000. EXPECT VECTORING BY OSLO APP.

19R CLIMB ON RWYTRACK 193°. AT DME 2.5 GSW, TURN RIGHT TOTRACK 224° CLIMBING TO 5000. 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.

5.2.4 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.

5.2.5 Runway Modes

5.2.5.1 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

Oslo APP shall ensure gaps for departure, before and after each pair of arrivals with distance less than agreed

distance for departure gap. See figure

Preferred RWY for arrivals, 01L/R

Runway 19L Runway 19R

Aircraft parking on 171-179 All other aircraft*

Aircraft parking on 201-208 (Cargo)

Aircraft parking on 311-338 (GA)

Aircraft parking on stand 2-26

Aircraft parking on M1-20 (MIL)

Note: Change of runway for landing shall be coordinated as soon as possible. For flights with more than 15

minutes to ETA such coordination shall be made to APP West/East and APP DIR, otherwise to FIN.


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Preferred runway for arrivals, 19L/R

Runway 19L Runway 19R

Aircraft parking on stands 38 - 53 All other aircraft*

Aircraft parking on stands 181 - 188

Note: Change of runway for landing shall be coordinated as soon as possible. For flights with more than 15

minutes to ETA such coordination shall be made to APP West/East and APP DIR, otherwise to FIN.

5.2.5.2 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 3.2.2.1 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.

5.2.5.3 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 RWY is subject to prior coordination.

Aircraft departing on landing RWY is subject to prior coordination.

5.2.5.4 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.

5.2.6 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.

5.2.6.1 Runway 01L/R

SID Runway Handoff order

ATLAP 01L APP West

01R APP East

EVTOG 01L APP West

01R APP East

MASEV 01L/R

APP East NUVSA 01L/R

OKSAT 01L/R

TOR 01L APP West

01R APP East


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SID Runway Handoff order

ATLAP 19L/R APP West

EVTOG 19L/R

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

5.3.1 Departure Separation

Departing aircraft are to be separated by time according to specified speed groups and departure routings.

5.3.1.1 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 01L/R 19L/R

N/A

Departures on any SID behind TORyB / ATLAPyB / EVTOGyB

01R

Succeeding departures on NUVSAyD / MASEVyD / OKSATyD

19R

5.3.2 Wake Turbulence Separation

The Standard ICAO Wake Turbulence Separation Requirements are used at Gardermoen Airport. These are as

specified in the PANS-ATM ICAO Doc. 4444 chapter 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 136 000 kg or more;

2. MEDIUM (M) — aircraft types less than 136 000 kg but more than 7 000 kg; and

3. LIGHT (L) — aircraft types of 7 000 kg or less.

Helicopters should be kept well clear of light aircraft when hovering or while air taxiing.


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5.3.2.1 Departing Flights

Minimum time separation for departing aircraft which are using:

the same runway; or

parallel runways separated by less than 760 m (2 500 ft); or

crossing runways 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 (1 000 ft) below; or

parallel runways separated by 760 m (2 500 ft) 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

(1 000 ft) 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 holdingpoint that are considered by ATC to be the same departure points for the

purposes of wake vortex separation:

Runway Holdingpoint Runway Holdingpoint

01L A1 and A2 01R B1 and B2

19R Nil 19L B8 and B9

5.3.2.2 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 Heavy 4 NM

Medium 5 NM

Light 6 NM

Medium Heavy Nil

Medium Nil

Light 5 NM

Light Heavy Nil

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.

5.4 Special Procedures

5.4.1 Low Visibility Procedures

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 I CAT III-B CAT I CAT III-B


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During CAT I operations; runway 01L/R and runway 19L/R can be used.

During CAT II operations; runway 01R and runway 19R can be used

During CAT III operations; runway 01R and runway 19R can be used.

RVR Values Arrival spacing in NM Departure Start-up interval

RWY TDZ RVR ≤ 1000 m 4 NM NIL

RWY TDZ RWY ≤ 550 m (ILS CAT II/III) 6 NM 1 min

RWR Lovest MID 350 – 200 m 8 NM 2 mins

RVR lowest MID < 200 m 12 NM Max. 160 kt to DME 4.0

Prior coordination with GND

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.

5.4.1.1 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:

Minimum distance in NM Visibility

3 NM Visibility condition 1 (c.f. LVP document, VACCSCA)

4 NM RVR ≤ 1000 m

6 NM RVR ≤ 550 m (CAT II / III)

8 NM 350 < RVR > 200 m (visibility condition 3)

12 NM 200 m ≥ RVR

5.4.2 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.


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5.4.3 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:

• STAY-information, e.g. requested time and altitude in the TSA-area.

• RMK/TEST FLIGHT


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Part 3. Approach Control

Chapter 6 Oslo Approach

6.1 General Responsibilities The area of responsibilities for Oslo Approach control is the Oslo TMA from base of controlled airspace up to

and including FL215.

Oslo TMA is manned by 4 Approach Controllers, designated Approach West (APP West), Approach East (APP

East), Director (APP DIR) and Final Director (FIN).


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6.2 Sectors and their Responsibility

6.2.1 Oslo Approach West (APP West) Responsibilities

Oslo Approach sector West (APP West) is responsible for the performance of Air Traffic Service to both IFR and

VFR flights within the lateral limits of Oslo TMA West (west of the dividing sector boundary), as well as the

uncontrolled airspace lying underneath.

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 will transfer inbound flights routing via BELGUxM 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


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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 CFL 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.


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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



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6.2.2 Oslo Approach East (APP East) Responsibilities

Oslo Approach sector East (APP East) is responsible for the performance of Air Traffic Service to both IFR and

VFR flights within the lateral limits of Oslo TMA East (east of the dividing sector boundary), as well as the

uncontrolled airspace lying underneath.

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 will transfer inbound flights routing via 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

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.


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Area ØRJE 1 and Area ØRJE 2

Area Ørje 1 (6500ft - FL215) and Area Ørje 2 (FL95 - FL215) are 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:




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6.2.3 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 plans.

Oslo APP DIR:

1. Is responsible for the acceptance of releases and control of aircraft inbound Oslo Gardermoen Airport

via RIPAMxL and LUNIPxL STARs for runway 01, and BELGUxM and INREXxM STARs for runway 19.

2. 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.

Turn to merge point, or heading (subject to prior coordination with Oslo FIN).

Descent to altitude 7000ft from western sequencing arch*

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.

6.3 Separation Standards - Oslo TMA

6.3.1 Separation Minima

The minimum horizontal separation for traffic inside Oslo TMA is 3 NM.

The minimum vertical separation is 1,00 ft, except between VFR aircraft below the transition altitude; then the

minimum vertical separation reduces to 500ft provided that both aircraft are known and identified.

6.3.2 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 2.1.2.2.

6.3.3 Wake Turbulence Separation

See section 5.3.2.


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6.4 Procedures for Outbound IFR Traffic

6.4.1 Standard Instrument Departure

6.4.1.1 Oslo Gardermoen SIDs - Runway 01L/R

SID Clearance Direct Next sector

ATLAP xA/yB ATLAP ENOS North

EVTOG xA/yB EVTOG

MASEV xA/yB MASEV

NUVSA xA PESUM

NUVSA yB LILBA

OKSAT xA/yB OKSAT ENOS South

TOR xA NANON ENOS South * Farris APP West/East TOR yB KUBUB

* Traffic with RFL lower than FL115/FL155 should contact Farris APP West/East.

6.4.1.2 Oslo Gardermoen SIDs – Runway 19L/R

SID Clearance Direct Next sector

ATLAP xC/yD ATLAP ENOS North

EVTOG xC/yD EVTOG

MASEV xC/yD MASEV

NUVSA xC PESUM

NUVSA xC/yD GM443

OKSAT xC OKSAT ENOS South

OKSAT xD GM608

TOR xC KUBUB ENOS South * Farris APP West/East TOR xD NANON

* Traffic with RFL lower than FL115/FL155 should contact Farris APP West/East.

6.4.2 Departing Flights from Rygge – ENRY

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.

6.4.3 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.

6.4.4 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.

6.4.5 Vectoring

Oslo APP may, if he or she finds it necessary, use vector to separate flights against each other inside Oslo TMA.


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6.5 Procedures for Inbound IFR Traffic

6.5.1 Standard Arrival Route

6.5.1.1 Oslo Gardermoen STARs – Runway 01L/R

STAR ACC Sector TMA Sector TMA-entry point ACC Cleared level

INREXxL ENOS North

APP East SUSIB

FL 120

ESEBAxL APP East ADIMO

LUNIPxL ENOS South

APP DIR DEVKU

RIPAMxL APP DIR ROXIM

ADOPIxL ENOS North

APP West NIVDU

BELGUxL APP west VANUK

6.5.1.2 Oslo Gardermoen STARs – Runway 19L/R

STAR ACC Sector TMA Sector TMA-entry point ACC Cleared level

INREXxL ENOS North

DIR IXUMA

FL 120

ESEBAxL APP East KEGET

LUNIPxL ENOS South

APP East DIDAX

RIPAMxL APP West INGAR

ADOPIxL ENOS North

APP West EXUDA

BELGUxL DIR AGNIL

6.5.2 Inbound traffic on Non P-RNV routes


STAR start-point ACC Sector TMA Sector TMA-entry point Routing Restrictions

INREXxM

ENOS North

APP East SUSIB SUSIB GM457 FL120

At GM457 maintain FL120

ESEBAxM APP East IDAMO IDAMO GM403 FL120

At IDAMO maintain FL120

LUNIPxM

ENOS South

APP DIR DEVKU DEVKU GM416 FL120

At DEVKU maintain FL120

RIPAMxM APP DIR ROXIM ROXIM GM410 FL120

At ROXIM maintain FL120

ADOPIxM

ENOS North

APP West NIVDU NIVDU GM402 FL120

At NIVDU maintain FL120

BELGUxM APP west VANUK VANUK GM456 FL120



STAR start-point ACC Sector TMA Sector TMA-entry point Routing Restrictions

INREXxL

ENOS North

DIR IXUMA IXUMA GM418 FL120

At IXUMA maintain FL120

ESEBAxL APP East KEGET KEGET GM422 FL120

At KEGET maintain FL120

LUNIPxL

ENOS South

APP East DIDAX DIDAX GM447 FL120


RIPAMxL APP West INGAR INGAR GM451 FL120


ADOPIxL

ENOS North

APP West EXUDA EXUDA GM428 FL120

At EXUDA maintain FL120

BELGUxL DIR AGNIL AGNIL GM432 FL120

At AGNIL maintain FL120


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6.5.3 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

6.5.4 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 5.3.1.

6.5.5 Type of Approaches

6.5.5.1 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:

VALPU (west) for runway 01L/01R

INSUV (east) for runway 01L/01R

BAVAD (west) for runway 19L/R

TITLA (east) for runway 19L/R

6.5.5.2 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.

6.5.5.3 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).

6.5.5.4 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.

https://no.wikipedia.org/wiki/%C2%B0








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Independent visual approaches to parallel runways are subject to prior coordination with TWR.

Oslo APP shall not descend an aircraft on visual approach below 500 ft 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

6.6 Transfer of Aircraft on Final Approach Aircraft on final approach for runway 01L or 19R shall be transferred to Gardermoen TWR West on frequency

118.30.

Aircraft on final approach for runway 01R or 19L shall be transferred to Gardermoen TWR East on frequency

120.10. 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.

6.7 VFR Operations

6.7.1 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.

6.7.2 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.

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