Procedures Oslo TMA. Scandinavian Virtual Area Control Center (VACCSCA)

Transcription

1 Scandinavian Virtual Area Control Center (VACCSCA) Procedures Oslo TMA Procedures for Gardermoen Delivery, Ground, Tower and Oslo Approach and Director Made by Director of Norway FIR, Anders Henriksen 27/10/ v.1.0 FOR SIMULATION ONLY!

2 Table of Content GENERAL INFORMATION... 4 HISTORY... 4 THE AIRPORT... 4 MAJOR AIRPORT REQUIREMENTS... 6 GLOBAL RATING POLICY... 6 MAJOR AIRPORT ENDORSEMENT... 6 GARDERMOEN AIRPORT - PROCEDURES... 7 GARDERMOEN CLEARANCE DELIVERY (DEL)... 8 Position description... 8 Log-on information... 8 Charts... 8 Runway configuration on departure... 8 VFR departures... 9 Standard instrument departure (SID)... 9 Omni-directional departure (radar vectoring)... 9 Runway 01L west departure (except jet s)... 9 Phraseology GARDERMOEN GROUND (GND) Position description Log-on information Charts Stands and parking at engm Ground area of responsibility Pushback Taxi Coordination and handoff procedures Phraseology GARDERMOEN TOWER (TWR) Position description Log-on information Charts Runway configuration VFR in gardermoen control zone (CTR) Separation Low visibility procedures (LVP) Parallel and visual approaches Tower area of responsibility Coordination Phraseology OSLO TMA PROCEDURES OSLO APPROACH (APP) Position description Log-on information Charts Oslo TMA Farris TMA and Norway CTA Delegated airspace Seperation Transition altitudes and levels Approach system Oslo TMA... 34

3 Descend and speed Normal and low peak operations App sector west and east Coordination Phraseology OSLO DIRECTOR (DIR) Position description Log-on information Charts ILS intercept altitudes and FAP positions Separation Coordination Phraseology... 40

4 GENERAL INFORMATION HISTORY Oslo Airport Gardermoen is the largest airport in Norway and the second largest in Scandinavia, after Copenhagen Kastrup. Gardermoen is also the sixth busiest domestic airport in Europe, serving over 8 million domestic passengers a year. The airport is a hub for Scandinavian Airlines (SAS), Norwegian Air shuttle (NA) and Widerøe (WIF). The Gardermoen area was taken into use by the Norwegian Army in 1740, with the first military airport facilities being built during the 1940s. Gardermoen remained a secondary reserve and charter airport to Oslo Airport, Fornebu until 8 October 1998, when the latter closed and an all-new Gardermoen opened, costing NOK 11.4 billion. THE AIRPORT Oslo Airport Gardermoen (OSL/ENGM) is located 35 kilometers northeast of Oslo in the municipality of Ullensaker. An express train connects the airport with the city centre.

5 TERMINAL Gardermoen has one passenger terminal which is 819 meters long and have square meters space. It can cope with 52 planes simultaneously, where 34 can be reached by jet bridges and 18 with busses to remote stands. The terminal has two piers, one domestic and one international, with a capacity of 17 millions passengers a year. The airport has today over 19 million passengers, therefore is an expansion of the terminal with a third pier scheduled to open in 2013, making it possible to serve over 28 million passengers a year. RUNWAYS Oslo Gardermoen has two parallel runways, 01L/19R and 01R/19L. According to the traffic prognoses a third runway will be needed around year RWY Dimension Course ILS Freq Remark 01L 3600 x CAT I 19R 3600 x CAT II and III C 01R 2950 x CAT II and III C 19L 2950 x CAT I Mainly the left runways are used for departures and right runways for arrivals. In low peak hours it s often that ATC offers 01L/19R for domestic traffic and 01R/19L for international, due to shorter taxi lengths from/to gates. During night, between 23:00 and 06:00 local time, noise abetment procedures are in use, and due to this takeoffs are only permitted north (from 01L or 01R) and landings from north (19R or 19L) if weather permits. CARGO AREA The airport's freight area is more than 20 hectare. It is located close to the terminal for efficient handling of both passenger and cargo aircraft. SAS Cargo and Braathens have built one freight terminal each, and DHL has its own terminal for express cargo. In addition, Oslo Cargo Center has built a combined office and cargo building. The freight terminals are modern terminals with cool and freeze facilities, in addition to areas for building and breaking of containers and pallets. The SAS terminal contains modern equipment for mail sorting. There are available areas for new cargo operators. A number of freight companies operate at the airport and in 2007 they processed 97,311 tones of freight and mail. GA AREA Non-commercial and practice general aviation is not operated at Gardermoen, and is mainly done from Kjeller Airport, Rakkestad Airport and Jarlsberg Airport. The GA area at Gardermoen consists of mainly business and privet jets. MIL AREA The Royal Norwegian Air Force has an air base at Gardermoen, located north of the passenger terminal. The base dates from 1994 and houses the 335-Squadron that operates two Lockheed C-130 Hercules transport planes

6 MAJOR AIRPORT REQUIREMENTS GLOBAL RATING POLICY From 1st Of January 2010 the new Global Rating Policy was enforced on the VATSIM network. In this policy all ratings on VATSIM are listed and described. We have the controller ratings (S1, S2, S3, C1 and C3), administrative ratings (INS1, INS2, INS3, SUP and ADM). On top of these comes the Major Airport and Special Center endorsement. These endorsements are needed to operate on a Major Airport or Special Center positions in some VACC s. An airport is classified as Major Airport by the local VACC, these airports have more complex procedures and do also have more and constant traffic then the normal airports. Usually Major Airports are the capital airports. MAJOR AIRPORT ENDORSEMENT In Norway, a Major Airport endorsement is needed to operate on Oslo Airport Gardermoen regardless of which controller rating you possess. To accomplish Major Airport endorsement for Gardermoen you need to request this through the Training Department, and when given a mentor/instructor you will have training and when all aspect are covered this will be fulfilled with a checkout. When the Major Airport checkout is passed you will be allowed to operate at Gardermoen alone. We have endorsements for Tower and Approach. You need Tower endorsement to begin on Approach. Tower endorsement A tower endorsement is needed to operate on: Gardermoen Delivery Gardermoen Ground Gardermoen Tower Approach endorsement An approach endorsement is needed to operate on: Oslo Approach Oslo Director Oslo Control For more information and requirements on Major Airport endorsements for Oslo Gardermoen, read the OTS Requirements Oslo Gardermoen found in our download section at vaccsca.org or here: The Global Rating Policy is found here:

7 GARDERMOEN AIRPORT - PROCEDURES This section of the operations manual covers the procedures in Gardermoen Control Zone (CTR). In Gardermoen CTR there are established three main positions that can be divided to more, those are: Gardermoen Delivery (handles clearance) Gardermoen Ground (handles movement on ground except runways) Gardermoen Tower (handles runways and Gardermoen CTR)

8 GARDERMOEN CLEARANCE DELIVERY (DEL) POSITION DESCRIPTION Gardermoen Clearance Delivery, herby called DEL, issues departure clearance to all traffic at Oslo airport. On request by pilots, DEL can also issue engine startup, however this is usually done by Gardermoen Ground (GND). DEL is also responsible for sending traffic over to the correct GND frequency when several are online. When GND is divided in west, east and north, traffic on: North side of the terminal (stand 4 50) shall be transferred to ground N Southwest side of the terminal (stand 2 23 & ), Cargo (stands ), MIL and GA parking shall be transferred to ground W Southeast side of the terminal (stand & ) shall be transferred to Ground E Ground N is the main GND position. If ground E and/or W is offline, ground N will then take over their stands. Note! TWR (W) will take over the GA area if ground W is offline, the rest goes to ground N. LOG-ON INFORMATION DEL shall log on as ENGM_DEL and use frequency For more information read Norway Sector Descriptions, found at vacccsca.org CHARTS All charts needed for issuing clearance at Oslo airport are published on IPPC Norway. URL: RUNWAY CONFIGURATION ON DEPARTURE All departure traffic shall whenever possible be cleared on the left runways (01L or 19L). There is however some exceptions: Remember noise abatement procedures during night (23:00-06:00 local time), in this period DEL shall if only issue clearance from 01L or 01R as long as weather permits. In low peak hours it s often that ATC offers 01L/19R for domestic traffic and 01R/19L for international, due to shorter taxi lengths to the runway. When runway 19 is in use, traffic to SOK shall be cleared on SOK 5D departure from 19R Traffic from GA terminal shall depart from 01L/19R Remember that Tower (TWR) are responsible for the runways, if you need to issue a runway which is not in use for that matter you need to coordinate with TWR before any clearance is given. On the next page you will find information on the departures available at Oslo Gardermoen.

9 VFR DEPARTURES Traffic that has a VFR flight plan shall by DEL be given a squawk code and runway in use, after that it s transferred by DEL to the correct GND or TWR frequency. If the flight is scheduled to another airport then Gardermoen, the CTR exit-point shall by DEL be noted in the scratchpad/text field in the aircrafts label. If the flight is scheduled to Oslo airport, the word PATTERN x (where x is the runway the aircraft is cleared for) shall by DEL be noted in the scratchpad/text field in the aircrafts label. STANDARD INSTRUMENT DEPARTURE (SID) There are established several SID s from all runways at Oslo Gardermoen. OPA 3B (from 01R) and TRF 5D (from 19R) has initial climb altitude of 4000 feet, the rest has 7000 feet. The initial climb altitude shall be informed by DEL to the pilot in the clearance, and DEL shall also set altitude in the aircrafts label under temporary cleared altitude. Traffic shall whenever possible be cleared on SID s from the left runways (01L & 19L), only exception should be SOK 5D departure from 19R since 19L doesn t offer any SID s for westbound traffic to SOK. OMNI-DIRECTIONAL DEPARTURE (RADAR VECTORING) IFR traffic unable to follow a SID is given radar vectoring by Approach (APP) after takeoff. Pilots are cleared by DEL to fly runway heading and an initial climb of 4000 feet, unless otherwise coordinated with APP. If using VRC: DEL shall note the word VECT in the scratchpad/text field in the aircrafts label when this departure is used. If using EuroScope: DEL shall insert Vector as an SID in the aircrafts tag. RUNWAY 01L WEST DEPARTURE (ECEPT JET S) IFR traffic unable to follow a SID can also be given this departure when runway 01L is active. Pilots are cleared to climb straight ahead to 1500*/1700** feet, then a left heading to 270 degrees and 4000 feet. *Turn point 1500 feet AMSL = Aircraft at or below 5700kg. **Turn point 1700 feet AMSL = Turboprop or prop above 5700kg. DEL shall insert WEST DEP on the SID field in the aircrafts label.

10 PHRASEOLOGY Pilot should on initial contact with DEL report aircraft type, position (stand or parking number) and the latest information received and QNH. DEL should therefore include this information in the text ATIS that is controller specific (in Euroscope you find it where you type log-in info, VRC under ATIS). Example: Gardermoen Clearance Delivery ATIS on On initial contact report aircraft type, position, latest ATIS received and QNH CLEARANCE WITH SID (callsign), CLEARED TO (destination) VIA (sid) DEPARTURE, RUNWAY (x), INITIAL CLIMB (xxxx feet), SQUAWK (xxxx) [if pilot has not reported correct info you need to give it to him here: INFORMATION () VALID] Example 1: SAS123, cleared to Kjevik via SKIEN 6C departure runway 19L, initial climb 7000 feet, squawk Example 2: NA123, cleared to Kjevik via SKIEN 6C departure runway 19L, initial climb 7000 feet, squawk 4215, information Quebec valid. CLEARANCE WITH OMNI-DIRECTIONAL DEPARTURE (callsign), CLEARED TO (destination), RUNWAY (x) in use, AFTER DEPARTURE FLY RUNWAY HEADING TO 4000 FEET FOR VECTORING TO (waypoint), SQUAWK (xxxx), [if pilot has not reported correct info you need to give it to him here: INFORMATION () VALID] Example: WIF123, Cleared to Sola, runway 01L in use, after departure fly runway heading to 4000 feet for vectoring to SOKNEN, squawk (Information papa valid) CLEARANCE WITH RUNWAY 01L WEST DEPARTURE (callsign) CLEARED TO (destination), RUNWAY 01L WEST DEPARTURE, [climb straight ahead to 1500/1700 feet then turn left heading 270 and climb 4000 feet], SQUAWK (xxxx), [if pilot has not reported correct info you need to give it to him here: INFORMATION () VALID] Example 1: WIF123, cleared to Haukåsen, runway 01L west departure, climb straight ahead to 1700 feet then turn left heading 270 and climb 4000, squawk (Information alpha valid) Example 2: WIF123, cleared to Haukåsen, runway 01L west departure, squawk (Information sierra valid) Runway 01L west departure is not common known on VATSIM, be careful with using example 2 if you are unsure if the pilot is familiar with the procedure! When pilots have readback the clearance correct you send them over to ground. (callsign) READBACK CORRECT, FOR PUSH AND START CONTACT GROUND ON FREQUENCY () DECIMAL (). Example: SAS123, readback correct, for push and start contact ground on 121 decimal 92

11 GARDERMOEN GROUND (GND) POSITION DESCRIPTION Gardermoen Ground, hereby called GND, is responsible for all movements on ground except the runways and GA area*. *If only the main GND position is online, GA area belongs to TWR (W). If GND W is online GA area belongs to him, further information Ground area of responsibility found below. On departure GND gives approval for pushback and startup to parked aircrafts after they have received clearance from DEL. When pushback is completed GND will issue a taxi-clearance to the runway the aircraft is cleared for. Then, in good time before the aircraft approaches the holdingpoint, GND will transfer it to the correct TWR frequency if several are online: TWR West is responsible for runway 01L/19R TWR East is responsible for runway 01R/19L On arrival, TWR will transfer the aircraft to the correct GND frequency for taxi to stands or parking. LOG-ON INFORMATION GND shall log on as ENGM_GND and use frequency In high volume traffic up to three GND positions can be opened on Gardermoen: Gardermoen Ground West, ENGM_W_GND, frequency Gardermoen Ground East, ENGM_E_GND, frequency Gardermoen Ground North, ENGM_N_GND, frequency For more information read Norway Sector Descriptions, found at vacccsca.org CHARTS All charts needed for issuing taxi-clearance at Oslo airport are published on IPPC Norway. URL: STANDS AND PARKING AT ENGM Gardermoen is a very simple airport when it comes to stands for route traffic; it has one terminal with two piers. The western pier is domestic and the eastern is international. Cargo traffic parks at the cargo apron found southwest of the terminal, east of taxiway November. Military aircrafts parks at the MIL area found north of the terminal, east of November. General aviation traffic is parked at the GA Area west of runway 01L/19R. On the next page the terminal and cargo area is illustrated.

12 DOMESTIC STANDS Domestic traffic on Gardermoen is usually operated by Widerøe, Scandinavian SAS and Norwegian. There are no airline-specific stands; all stands can be operated by anyone. The stand assignment is done by stand availability and size of the aircraft. Stands without jet-bridges: CODE CP aircrafts (commuter propeller, max D Q400) Stand: 2, 3, 4, 5, 6 and 7 CODE C aircrafts (max B ) Stand: 172, 173, 174, 175, 176, 177, 178 and 179 CODE D aircrafts (max MD11 / B ) Stand: 171 CODE E aircrafts (max B ) Stand: 171L Stands with jet-bridges: CODE C aircrafts (max B ) Stand: 11, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22 and 30 CODE C aircrafts including B Stand: 23, 24, 26, 28 and 32

13 INTERNATIONAL STANDS International traffic on Gardermoen is operated by several airliners and there is no point of listing them all up. The stand assignment is done by stand availability, size of the aircraft and also schengen vs. non-schengen. Stands without jet-bridges: CODE C aircrafts (max B ) Stand: 181, 182, 183, 184 and 187 CODE D aircrafts (max MD11 / B ) Stand: 185 CODE E aircrafts (max B ) Stand: 186 Stands with jet-bridges - schengen: CODE C aircrafts (max B ) Stand: 38, 39, 40, 41, 42, 43, 44, 45, and 47 CODE C aircrafts including B Stand: 34, and 36 CODE D aircrafts (max MD11 / B ) Stand: 46 and 48 CODE E aircrafts (max B ) Stand: 49 Stands with jet-bridges non-schengen: CODE D aircrafts (max MD11 / B ) Stand: 51 CODE E aircrafts (max B ) Stand: 50 and 53 CARGO STANDS DHL, UPS, FedEx, TNT, Korean Air, SAS, KLM, Lufthansa and many more operates at the cargo facilities at Oslo Gardermoen. Five heavy stands is available at the Cargo apron. CODE D aircrafts (max MD11 / B ) Stand: 205, 206, 207 and 208 CODE E aircrafts (max B ) Stand: 208R GA AND MIL STANDS Traffic is not given specific parking slots, taxi to GA or taxi to MIL is commonly used.

14 GROUND AREA OF RESPONSIBILITY Ground is seldom operated by more than one controller on VATSIM. When one controller operates GND, the following taxiways are under its responsibility (also illustrated on the map below): a) Taxiway N and S b) Taxiway G east of taxiway N and west of taxiway S c) Taxiway H east of taxiway N and west of taxiway S d) Taxiway K east of taxiway N, and also taxiway K1 and K2 e) Taxiway E and F f) Taxiway L west of taxiway S, and also taxiway L1 and L2 g) Taxiway Y, R and Z h) Behind all pushback-areas at the apron Note that TWR is responsible for the GA area, taxiway M and T and also all intersections.

15 When ground is divided in more than one position, the area of responsibility changes as you can see on the map below. Ground takes over the GA area, taxiway M and T and all intersections from TWR. Ground North Taxiways: H, G, Y, R, Z, E (between G and stand 2), F (between G and stand 53),, 1, 2 and 3. Ground North are responsible for issuing pushback and startup approval for stands 4-50 at the main terminal. Ground West Taxiways: C, C1, C2, C3, M, N, K, K1, K2, A1,A2,A3,A4,A5,A6,A7,A8,A9 and E south of stand 4. Ground West are responsible for issuing pushback and startup approval for stands 2 and southwards to 23 at the main terminal, Cargo stands and remote stands Ground East Taxiways: S, T, G (east of S), L, L1, L2, F (south of stand 53), B1, B2, B3, B4, B5, B6, B7, B8 and B9. Ground East are responsible for issuing pushback and startup approval for stands 39 and northwards to 53 at the main terminal and remote stands If GND E is offline: TWR E takes over B1, B2, B3, B4, B5, B6, B7, B8, B9 and TWY Y. GND N takes over TWY S. If GND W is offline: TWR W takes over A1, A2, A3, A4, A5, A6, A7, A8, A9 and TWY C, C1, C2 and C3. GND N takes over TWY N.

16 PUSHBACK When pilots have received clearance from DEL they are sent over to the GND frequency for startup and pushback. Pushback approval shall only be given when the pilot has requested it. If DEL is not online and GND has responsibility over clearance and start/push, GND shall only state readback correct after the pilot has readback the clearance correct and then wait for the pilot to ask for pushback. The reason for this is that many calls for clearance up to 30 minutes before they are ready to leave the stand. Approval for pushback is not considered an ATC clearance. Pushback approved only means that ATC has no objection to the pushback. It is still the responsibility of the pilot (and in real life the ground crew) to ensure that the pushback is performed safely. If needed due to traffic or other reasons, ATC will delay pushback or give the necessary information. Note! Make sure aircrafts parked at the cargo terminal are also ready for taxi immediately after pushback is completed. When an aircraft has pushed from cargo it blocks taxiway N. This is very important if runway 01L is active for departures. Pushback procedures at Gardermoen are published here: TAI Gardermoen has an easy taxiway system compared to many other main airports. Still, controllers operating ground need to follow the taxiway procedures so we can avoid conflicts. General info Taxiway H is eastbound traffic only. Taxiway G is westbound traffic only, except departures to runway 01R/19L these will use taxiway G to enter taxiway H. Taxiway N and S are mainly for departures. Taxiway M and T are mainly for arrivals. Helicopter Parking and ground maneuvering, including hover taxiing, with helicopters are permitted west of runway 01L/19R only. Stand 181/182 may be permitted for helicopter on rescue- or ambulance mission. Standard taxi routes There are established standard taxi routes for Oslo Gardermoen, these are shown on the next two pages. These should be known to any controller that operates at Gardermoen.

17 ACTIVE RUNWAY IS 19R/19L Departure 19L Arrival 19R

18 ACTIVE RUNWAY IS 01L/01R Departure 01L Arrival 01R

19 COORDINATION AND HANDOFF PROCEDURES Coordination between controllers is very important. The way it is done can vary. All controllers online in Norway should be online also at the VACCSCA TeamSpeak server (ts.vaccsca.org), here all controllers can reach each other on voice. We can also use ES/VRC chat or ATC chat when something urgent happens that need the attention of more than one controller, fex runway change or that one sector is overloaded and can t accept more handoffs. Coordination is also done via the aircraft-label with different types of requests. Handoffs are done be the controller that has the pilot in question on his frequency, he will at a certain point tell the pilot to contact the next controller on his frequency. HANDOFFS TO GND Departing traffic contact GND after being assigned the correct frequency by DEL. Landing aircraft contact GND after being instructed by TWR, when leaving the runway. HANDOFF FROM GND GND hands of to TWR before departing aircraft reach the holding position. Which holding position to use (intersection or full runway length) is coordinated between GND and TWR if needed. HANDOFF BETWEEN GND-W & GND-N Westbound traffic on taxiway G will by GND-N be instructed to hold short of taxiway N and then be handed over to GND-W when approaching. Aircrafts on MIL parking will by GND-N be instructed to hold short of taxiway N on or 2. When approaching it will be handed over to GND-W. Arrivals from 19R/01L on taxiway H will by GND-W be instructed to hold short of E and when approaching be handed over to GND-N Arrivals from 19R/01L heading for MIL parking are told by GND-W to hold short of and then be handed over to GND-N when approaching. HANDOFF BETWEEN GND-N & GND-E Eastbound traffic on H will by GND-N be instructed to hold short of taxiway S and then be handed over to GND-E when approaching. Arrivals from 19L/01R on taxiway G will by GND-E be instructed to hold short of F and when approaching be handed over to GND-N.

20 PHRASEOLOGY Pilot should on initial contact with DEL report stand number. GND should therefore include this information in the text ATIS that is controller specific (in Euroscope you find it where you type log-in info, VRC under ATIS). Example: Gardermoen Ground (East/North/West) ATIS on Departures shall on initial contact report stand number. PUSHBACK (callsign), PUSHBACK [and startup] APPROVED, QHN (xxxx) Example: Scandinavian 123, pushback and startup approved, QNH 1013 TAI DEPARTURE If only one ground position is online you can give taxi all the way to the runway. If several are online and the route from stand to the runway also goes through the area of another GND controller you can only give taxi instructions to the holding points mention in the previous chapter coordination and handoff procedures. See also the illustrations under ground area of responsibilities. (callsign) TAI TO HOLDINGPOINT () RUNWAY (x) VIA () () ().. Example: Widerøe 123, taxi to holdingpoint A3 runway 01L via E and K. (callsign) TAI VIA () () () HOLD SHORT OF () Example: Norshuttle 123, taxi via G, R and H, hold short of S. HANDOFF (callsign) MONITOR (ground/tower) ON FREQUENCY (.) Example: Speedbird 123, monitor ground on frequency (callsign) CONTACT (ground/tower) ON FREQUENCY (.), [WITH CALLSIGN ONLY] Example: Lufthansa 123, contact tower on with callsign only. TAI ARRIVAL (callsign) TAI TO STAND () VIA () () () Example: Airberlin 123, taxi to stand 23 via M and K (callsign) TAI VIA () () () HOLD SHORT OF () Example: Scandinavian 123, taxi via T and G hold short of F

21 GARDERMOEN TOWER (TWR) POSITION DESCRIPTION Gardermoen Tower, hereby called TWR, is responsible for all movements on both runways and traffic within Gardermoen CTR (GND to 2500 feet). Tower issue takeoff and landing clearance for all inbound and outbound planes and are also responsible for separations on departures. Director (DIR) is responsible for separation on arrivals until the aircraft has passed the runway threshold. On departure TWR receives handoff from GND in good time before the aircraft reaches the holdingpoint. On arrival TWR will receive handoff from DIR when the aircraft are established on the approach. When the aircraft has vacated runway TWR will immediately instruct to contact GND. For detailed information on ownership on GND check out Ground area of responsibility on page 11. LOG-ON INFORMATION TWR shall log on as ENGM_TWR and use frequency In high volume traffic up to two TWR positions can be opened on Gardermoen: Gardermoen Tower West, ENGM_W_TWR, frequency Gardermoen Tower East, ENGM_E_TWR, frequency For more information read Norway Sector Descriptions, found at vacccsca.org CHARTS All charts needed are published on IPPC Norway. URL: RUNWAY CONFIGURATION Tower decides which runway is in use and have also the responsibility over the voice ATIS at ENGM. Runway 01R and 19R are preferential runways for landings and runway 01L and 19L are preferential runway for take-offs. When capacity demands so require, this preference may be deviated from: Parallel approaches may be necessary in major events and need two runways for arrivals. In low peak hours TWR can decide to use 01L/19R for domestic and 01R/19L for international flights, this due to shorter taxi lengths from runway to parking. When the traffic situation allows, takeoffs from runway 19R are permitted for traffic following departure routes (SID s) turning westbound after departure and continue to the west or northwest. Take-offs from runway 19R is permitted regardless of destination when this is necessary due to aircraft weight, runway friction or other operational reasons. As far as weather and traffic conditions permit, landings shall be executed on runway 19R and takeoffs on runway 01L between Zulu time, due to noise abatement procedures.

22 VFR IN GARDERMOEN CONTROL ZONE (CTR) Training flights making touch-and-go are not permitted on Gardermoen, except for test and training activities necessary to the Royal Norwegian Air Force based at Gardermoen. Instrument training are permitted after prior agreement through Gardermoen TWR. Some procedures: Transit flights through Gardermoen CTR should be avoided and is up to TWR to decide if traffic permits. Pilots can not expect permission to cross overhead the runways or extended centerlines. Pilots shall established two-way radio communication and receive a clearance before entering the control zone. VFR-flights will be suspended under limited visibility or low ceiling. VFR ROUTES Arrival and departure routes for VFR traffic are established as depicted on AD2 ENGM 6-3, VFR ROUTES LIGHT ACFT. Available here: There are established 4 entry/exit points for Gardermoen CTR, those are: Sørum, traffic from south/southeast Eidsvoll, traffic from northeast Rustad, traffic from northwest Nannestad, traffic from west via Råsjøen or Hakadal. Traffic via Rustad and Nannestad will be cleared 2500 feet or below, Eidsvoll and Sørum 2000 feet or below. Traffic cleared from Nannestad or Norkisa/Onsrud direct base/final approach, shall join final approach within 1 NM from runway threshold. VFR holdings are established on Nannestad, Nordkisa and Onsrud. Helicopter Parking and ground maneuvering, including hover taxiing, with helicopters are permitted west of runway 01L/19R only. Stand 181/182 may be permitted for helicopter on rescue- or ambulance mission. Tower will instruct helicopters to land directly at the GA area, where shall be coordinated with GND. KJELLER AIRPORT Kjeller airport is situated 3 NM south of Gardermoen CTR and lies in uncontrolled airspace up to 2500 feet where it meets Oslo TMA. Kjeller is uncontrolled with no AFIS available. Pilots inbound for ENGM from Kjeller will contact Gardermoen Tower prior to entering controllzone. Pilots outbound Kjeller to other destinations shall contact Oslo Approach and should avoid transit through Gardermoen CTR.

23 SEPARATION Gardermoen Control-Zone is airspace class D, which means IFR and VFR flights are permitted and all flights are provided with air traffic control services, IFR flights are separated from other IFR flights and receive traffic information in respect of VFR flights, VFR flights receive traffic information in respect of all other flights. The airspace stretches from ground to 2500 feet. Tower are not responsible for separation of arrivals, this is director/approach s responsibility. Tower is though responsible for the VFR traffic inside Gardermoen CTR, and also responsible for correct separation between departure flights. Separation between departures depends on the aircraft size of the airborne plane and the plane ready for takeoff. Use the table below to determine separation on departures: HEAVY takeoff MEDIUM takeoff LIGHT takeoff HEAVY airborne 1 MIN 1,5 MIN 2 MIN MEDIUM airborne 1,5 MIN 1 MIN 1,5 MIN LIGHT airborne 2 MIN 1,5 MIN 1 MIN Example: Light aircraft is airborne and a heavy aircraft is waiting for takeoff, according to the table the separation should be 2 minutes. LOW VISIBILITY PROCEDURES (LVP) Low Visibility Procedures are prompted by ATC, normally when RVR is less than 1000 M or ceiling is less than 300 FT. Low Visibility Procedures will normally be in operation when RVR is less than 550 M or ceiling less than 200 FT. Tower will add LVP to the voice ATIS when in use. LVP is available on runway 01R and 19R which both are CAT III B certified. Pilots will delay the call runway vacated to TWR until the aircraft has completely passed the end of the green/yellow color coded taxiway centerline lights. When LVP is in use there are some restrictions on which runway intersections that can be used to enter and exit the runway. During visibility condition when RVR < 350 M, available RWY entries/exits are limited to: RWY 01L 01R 19L 19R RWY entry A1, A4, C1, A5, C5 B1 only B9 only A9, C3 or C1 RWY exit C1, C3 or A9 B6, B7 or B9 B1 only C3, A5, C1, A4, A1

24 PARALLEL AND VISUAL APPROACHES On Oslo Gardermoen parallel approaches are available to use when traffic loads makes it necessary. This needs to be coordinated well between TWR and APP before any use of such a configuration. Tower should be split in west and east to allow the controllers fully attention on each runway. Visual approaches are available on Gardermoen if weather permits. Due to noise abatement procedures the pilot are not allowed to descend below the ILS slope or papi signal. TOWER AREA OF RESPONSIBILITY When only one TWR position is online it has responsibility over: Runway 01R/19L Runway 01L/19R GA area* Taxiway T and M* All runway intersections* Gardermoen CTR, GND 2500 feet *depends on GND configuration, if GND West is online TWR loses GA and TWY M, if GND E is online TRW loses TWY M. In normal operations with only one GND position tower is responsible over the above listed areas. When TWR are split, west is responsible over: Runway 01L/19R GA area* Taxiway M* All runway 01L/19R intersections* Gardermoen CTR west of 01L/19R extended centerlines * depends on GND configuration, if GND West is online TWR loses GA, all intersections and TWY M. In normal operations with only one GND position tower is responsible over the above listed areas. When TWR are split, east is responsible over: Runway 01R/19L Taxiway T* All runway 01R/19L intersections* Gardermoen CTR east of 01R/19L extended centerlines * depends on GND configuration, if GND East is online TWR loses TWY T and all intersections. In normal operations with only one GND position tower is responsible over the above listed areas.

25 COORDINATION HANDOFFS TO TWR Departing traffic is handed over by GND before reaching the holding position. Which holding position to use is coordinated between GND and TWR. For arriving IFR traffic radio communications shall be handed over no later than at 4 NM final. However, APP/DIR retains responsibility for separation until the runway threshold has been passed. Arriving VFR traffic should be cleared to a CTR entry point by APP and contact TWR at that point. If needed, the flight will be handed off between the West and East approach. HANDOFF FROM TWR TWR is responsible to check that the departing aircraft are squawking mode C and the assigned code, and correct it if necessary. TWR is responsible to ensure that departures are correctly separated before handoff. If necessary use speed instructions to achieve required separation. All traffic shall be handed over to the correct APP position if several are online, for SID s use these tables: Runway 01L/01R SIDS SID West Approach East Approach OSVIG 3A SOK 5A SOTIR 5A SKI 5A OPA 3B TOMBO 5A OMORO 1A SUTOK 5A GOTUR 5A Runway 19L/19R SIDS SID West Approach SOTIR 6C SKI 6C BBU 6D SOK 7D TRF 5D TOMBO 7C OMORO 1C SUTOK 7C GOTUR 7C East Approach Departing traffic should be handed over to APP as soon as practical Aircraft departing from a runway, other than the current departure runway, must be coordinated with the receiving APP controller. VFR traffic should normally report exiting the control-zone before being instructed to switch frequency. Landing aircraft will be handed off to GND after runway is vacated. MISSED APPROACH HANDOFFS FROM TWR: When a missed approach is performed, TWR will instruct the aircraft to follow the missed approach procedures and give climb up to 4000 feet and then handed over to the correct APP frequency (TOMRA holding is APP east, SONER holding is APP west).

26 PHRASEOLOGY Type in important information in the controller text ATIS, such as which runway you cover if several TWR positions are online. Example: Gardermoen Tower East ATIS on Cover runway 01R/19L and CTR sector E. LINEUP In normal traffic conditions lineup won t be necessary and will only cause more transmissions. The normal way is to give aircrafts takeoff-clearance straight away from holding point. In high peaks however lineup can be used to optimize traffic flow. As soon as the arriving aircraft have passed the holding point the departing plane can lineup, when the arrival has vacated the departure is already lined up and can be given takeoff straight away and will use less time than if it was on holding point. (callsign), BEHIND THE ARRIVING (aircraft type) LINEUP RUNWAY (x) AND WAIT, BEHIND Example: Scandinavian 987, behind the arriving Boeing 737 lineup runway 01L and wait, behind TAKEOFF (callsign), WINDS [CALM] / [ FROM () DEGREES AT () KNOTS RUNWAY (x) CLEARED FOR TAKEOFF Example: Scandinavian 987, winds from 060 degrees at 6 knots,runway 01L, cleared for takeoff HANDOFF APP As soon as the aircraft is airborne and not in conflict with others that TWR is responsible over, TWR will hand it over to APP. Some controllers track the departing aircraft, if you do so remember to hand over the track as well! Many controllers forget this and this leads to frustration when the APP controller constantly must ask TWR to send over the track. Also in high peaks APP may be very busy and have plenty of other tasks to do then reminding TWR of track handoff s. (callsing) CONTACT APPROACH ON FREQUENCY (.) [WITH CALLSIGN ONLY] Example: Norshutle 987 contact approach on with callsign only LANDING If the runway is occupied with either one aircraft on final or has been cleared to land, the next aircraft can be given continue approach and the winds, then when the runway is free TWR will only need to say cleared to land. This can be useful in high peaks. (callsign), WINDS [CALM] / [FROM () DEGREES AT () KNOTS], RUNWAY (x), CLEARED TO LAND Example: Widerøe 567, cleared to land runway 01R, winds are calm (Callsign) CONTINUE APPROACH RUNWAY (x), WINDS [CALM]/[FROM () DEGREES AT () KNOTS] Example: United 2805, continue approach runway 19R, winds calm

27 HANDOFF GND As soon as the aircraft have vacated the runway TWR will instruct it to either contact or monitor ground. Monitor is used when GND has much traffic on his frequency and will contact the plane when appropriate. (callsign) [MONITOR]/ [CONTACT] GND ON FREQUENCY (.) [WITH CALLSIGN ONLY] Example: Scandinavian 123, contact ground on frequency with callsign only Example: Scandinavian 123, monitor ground on frequency Example: Scandinavian 123, contact ground on MISSED APPROACH In bad weather or when other abnormal situations accords, pilots may need to go around and execute missed approach. If not otherwise coordinated with APP, TWR shall send the pilot on the missed approach procedure. (callsign) GO AROUND, I SAY AGAIN GO AROUND After correct readback from the pilot, TWR will instruct him to follow the missed approach procedure. (callsign) EECUTE MISSED APPROACH PROCEDURE RUNWAY (x) After correct readback from the pilot TWR handoffs the plane to the correct APP.

28 OSLO TMA PROCEDURES This section of the operations manual covers the procedures in Oslo TMA (CTR). In Oslo TMA there are established two main positions that can be divided to more, those are: Oslo Approach (handles Oslo TMA) Oslo Director (handles vectoring for final approach) NORSK: PGA av Oslo ASAP som blir introdusert I April 2011 er APP og DIR delen I dette dokumentet noe enklere laget en resten av dokumentet, dette fordi hele Oslo TMA vil bli forandret når point merge kommer, og hele denne delen av dokumentet må lages på nytt. ENGLISH: Due to Oslo ASAP that will be introduced in April 2011 is the APP and DIR part of this document somewhat simpler made then the rest. Point merge will change the hole Oslo TMA and this document will need a complete new TMA part.

29 OSLO APPROACH (APP) POSITION DESCRIPTION Gardermoen Approach, hereby called APP, is responsible for all traffic within Oslo TMA (2500/3500/4500 feet FL195). APP will separate arrivals and guide them down to one of the STAR termination points (which depends on runway configuration), in a safely and efficient way. Departures out of Oslo Gardermoen will by tower be separated and APP will separate them from arrivals, and other departures if necessary. APP will hand over arriving traffic to Director in good time before the STAR exit points. Departing traffic will be handed over to Oslo Control in good time before reaching FL195. LOG-ON INFORMATION APP shall log on as ENGM_APP and use frequency In high volume traffic up to two APP positions can be opened: Oslo Approach East, ENGM_E_APP, frequency Oslo Approach West, ENGM_W_APP, frequency In addition to APP, the position Director can be opened, more information in the next chapter. For more information on frequencies, read Norway Sector Descriptions, found at vacccsca.org CHARTS All charts needed are published on IPPC Norway. URL: OSLO TMA Oslo TMA covers the area above Gardermoen and Kjeller airports. It boarders to Farris TMA in south and Oslo Control to the west, east, north and above. The airspace class is C: IFR and VFR flights are permitted, all flights are provided with air traffic control services and IFR flights are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights. Kjeller airport and all areas below the TMA (except Gardermoen CTR) is uncontrolled airspace, class G.

30 The floor of Oslo TMA sectors varies from 2500 feet to 4500 feet as you can see on the picture below. The roof is FL195 in all sectors. FARRIS TMA AND NORWAY CTA FARRIS TMA Farris TMA, south of Oslo TMA, have a roof of FL95. The floor is the same on both side of the boarder, for example where the blue sector in the illustration above meets Farris TMA, Farris have a floor of 3000 feet same as Oslo. Farris approach may be split in two, where west is the main position if only one sector is online: ENTO_APP Farris west approach - freq ENRY_APP Farris east approach - freq

31 NORWAY CTA (Oslo Control) The area around Oslo TMA (except Farris TMA) is uncontrolled airspace class G from GND to FL95. The area around and above Oslo TMA is controlled by Oslo Control from FL95 and up to FL660. Oslo Control is divided in 5 sectors which 4 of them involves the area around Oslo TMA. It is therefore important to transfer departures to the correct sector. The illustration below shows its sectors. Traffic via SOK and SOTIR shall be transferred by Oslo APP to Oslo Control sector W Traffic via OSVIG, TOMBO and OMORO shall be transferred by Oslo APP to Oslo Control sector N Traffic via SUTOK, GOTUR and OSLOB shall be transferred by Oslo APP to Oslo Control sector E Traffic via SKI shall be transferred by Oslo APP to Oslo Control sector S

32 DELEGATED AIRSPACE Area HURUM Vertical limits: 5500FT FL95 Airspace classification: C Regulations: When using Runway 01 at ENGM, Farris APP can delegate the provision of ATS in Area HURUM to Oslo APP. Farris APP can recall the delegation of the provision of ATS in Area Hurum with 10 minutes prior coordination. When runway 19 is in use at ENGM, Area Hurum will automatically be returned to Farris APP East and West. Unless otherwise coordinated Oslo APP can descend arriving traffic to ENGM to 7000 feet within Area Hurum. Farris APP can climb traffic to 5000 ft below Area Hurum. Unless otherwise coordinated traffic shall be separated from the area by a minimum of 2,5NM.

33 SEPERATION Within Oslo TMA, all traffic shall at least be separated by either 3 NM vertical or 1000 feet horizontal. Two exceptions: During CATII/IIIC operations, minimum separations is 5 NM VFR flights below Transition Altitude may be separated by 500 feet TRANSITION ALTITUDES AND LEVELS Transition Altitude (TA) in Oslo TMA is 7000 feet. Transition Level (TL) varies depending on current QNH. Please use this table to define TL: If using EuroScope with Voice ATIS, ES will automatically set the correct TL.

34 APPROACH SYSTEM OSLO TMA GENERAL INFO Gardermoen has a STAR system that ends in STAR termination points. From these points, aircrafts must be vectored to the ILS. It is therefore vital that all traffic on a STAR inbound Oslo gets information from APP on the intentions in good time before these points. Oslo Director (DIR) is responsible for vectoring aircrafts from the STAR termination points to the ILS. If Director (DIR) is online, then traffic shall be handed over to him in good time before the points. If DIR is not online, traffic shall be informed of a heading to leave the exit point in good time before the point. RUNWAY 01L/01R STAR STAR TERMINATION POINT s The STAR termination points for runway 01L/01R STAR s is SONER and BGU, as seen on the chart below.

35 RUNWAY 19L/19R STAR STAR TERMINATION POINT s The STAR termination points for runway 19L/19R STAR s is TOMRA and SOVIR, as seen on the chart below. DESCEND AND SPEED BY OSLO CONTROL Oslo Control will descend all planes inbound Oslo to FL120. They will also be cleared for STAR for the runway in use. APP controllers shall therefore not reinvent the wheel with clearing the plane a second time for STAR. BY OSLO APP Aircrafts shall be leveled at the termination points at 6000 feet and speed 210 knots, if not otherwise coordinated with DIR. APP may give initial descends between FL120 and 6000 feet if necessary, for example for separation. Director (DIR) will descend and vector the traffic from the termination points, ILS capture height for runways 01L & 01R is 3000 feet, for runways 19 its 4000 feet (via TOMRA 300 ft).

36 NORMAL AND LOW PEAK OPERATIONS ATC should during low peak/normal traffic conditions shorten the arrival routes for traffic inbound Oslo as it is not necessary to use the full STAR procedure and the STAR termination points. Unnecessary long arrival routes costs money and time, and as ATC we should strive to be as efficient as possible, so do remember that the full STAR procedures inbound Oslo is NOT used in low peaks. As you can see below, vectors or directs are commonly used. The information below is only suggestions, you may use vectoring or directs as you wish as long as it s not conflicting with other trafiic. Runway 01R in use Traffic inbound on TOR and SIG arrivals can be given direct GM369. Traffic inbound on MES arrivals should be vectored, no need to use BGU in normal conditions. Traffic inbound on SIG and SUMAK arrivals should also be vectored, SONER and BGU lies far south of the ILS and is unnecessary to use under low peak conditions. If coordinated with APP, Oslo Control may give direct clearance to waypoints closer ENGM instead of using the full STAR. Example s below. For TOR 4L arrival, waypoint SUNI, SONER or GM369 are commonly used by Oslo Control for directs. For SIG 4L arrival, waypoint SONER or SLB are commonly used by Oslo Control for directs. For SORPI 5L arrival, waypoint GM369 are commonly used by Oslo Control for directs. For SUMAK 4L arrival, waypoint SLB are commonly used by Oslo Control for directs. For MES 4L arrival, waypoint MOSAS or GM392 are commonly used by Oslo Control for directs. Runway 19R in use Traffic inbound on TOR, SORPI and SUMAK arrivals can be given direct TOMRA and then be vectored for base/ils in good time before reaching TOMRA. Traffic inbound on MES arrivals can be given direct GM451 Traffic inbound on SIG arrival can be given direct SOVIR and then be vectored for base/ils in good time before reaching SOVIR. If coordinated with APP, Oslo Control may give direct clearance to waypoints closer ENGM instead of using the full STAR. Example s below. For TOR 5M arrival, waypoint KORA are commonly used by Oslo Control for directs. For SIG 5M arrival, waypoint SOVIR are commonly used by Oslo Control for directs. For SORPI 6M arrival, waypoint TOMRA are commonly used by Oslo Control for directs. For SUMAK 5M arrival, waypoint TOMRA are commonly used by Oslo Control for directs. For MES 5M arrival, waypoint KOLAB or GM451 are commonly used by Oslo Control for directs.

37 APP SECTOR WEST AND EAST Oslo Approach can be divided in two, sector W (west) and sector E (east). The tables below shows which sector owns which SID s and STARS for the 01 and 19 runway combinations. Runway 01L/01R SIDS Runway 01L/01R STARS SID West Approach East Approach STAR West Approach East Approach OSVIG 3A SIG 4L SOK 5A TOR 4L SOTIR 5A MES 4L SKI 5A SUMAK 4L OPA 3B SORPI 5L TOMBO 5A OMORO 1A SUTOK 5A GOTUR 5A Runway 19L/19R SIDS Runway 19L/19R STARS SID West Approach East Approach STAR West Approach East Approach SOTIR 6C MES 5M SKI 6C SIG 5M BBU 6D SUMAK 5M SOK 7D SORPI 6M TRF 5D TOR 5M TOMBO 7C OMORO 1C SUTOK 7C GOTUR 7C This part is shortened due to Oslo ASAP coming in April 2011.

38 COORDINATION OSLO CONTROL -> OSLO APP Traffic inbound Oslo Gardermoen will by Oslo Control be cleared for descend to FL120 and also given a STAR which leads to the runway in use. It is not necessary for Oslo APP to give the pilot STAR clearance. Oslo Control will handoff the aircraft in good time before it enters Oslo TMA. OSLO APP -> OSLO DIRECTOR Oslo APP will descend aircrafts to be leveled at the STAR termination-points at 6000 feet and speed 210 knots. Oslo APP will handoff aircrafts to Oslo DIR at least 10 NM prior to these entry points. Use of contact director on 131,35 with callsign only may be used if coordinated. GARDERMOEN TWR -> OSLO APP TWR is responsible to check that the departing aircraft are squawking mode C and the assigned code, and correct it if necessary. TWR is responsible to ensure that departures are correctly separated before handoff. If necessary use speed instructions to achieve required separation. All traffic shall be handed over to the correct APP position if several are online. Departing traffic should be handed over to APP as soon as practical, but no later than 2500 feet. Aircraft departing from a runway, other than the current departure runway, must be coordinated with the receiving APP controller. VFR traffic should normally report exiting the control-zone before being instructed to switch frequency. OSLO APP -> OSLO CONTROL All aircrafts with cruise level of FL190 or higher will by Oslo APP be given climb to FL190. All aircrafts with cruise level lower than FL190 will by Oslo APP be given climb to cruise level. Oslo APP shall avoid that pilots will need to level out at FL190 before given higher by Oslo CTR. A good rule of thumb is that frequency change will be instructed at no later than FL150. PHRASEOLOGY Normal APP phraseology is used in Oslo TMA. Remember that pilots needs to be given ATC s intentions after the STAR termination points if DIR is not online. This part is shortened due to Oslo ASAP coming in April 2011.

39 OSLO DIRECTOR (DIR) POSITION DESCRIPTION DIR is responsible for final sequencing of arriving traffic at Gardermoen ENGM. When the traffic load is light, APP assumes DIR s tasks. DIR does not have any designated airspace, but controls traffic in airspace owned by APP. Since DIR deals with a lot of vectoring, DIR should not control more than 5 aircraft simultaneously, but the actual number of aircraft accepted is at the controller s discretion. Arrivals are handed off from APP inbound the STAR termination points descending to 6000 feet and speed 210 knots, and DIR transfers communication to TWR when the aircraft is established on the ILS and sufficiently separated. LOG-ON INFORMATION DIR shall log on as ENGM_D_APP and use frequency Director should only be used in high volume traffic. For more information on frequencies, read Norway Sector Descriptions, found at vacccsca.org CHARTS All charts needed are published on IPPC Norway. URL: ILS INTERCEPT ALTITUDES AND FAP POSITIONS Runway 01R: Intercept altitude is 3000 feet, FAF located at 7,4 NM from threshold. Runway 19R: Intercept altitude is 4000 feet, FAF located at 10 NM from threshold. Runway 01L: Intercept altitude is 3000 feet, FAF located at 7,4 NM from threshold. Runway 19L: Intercept altitude is 4000 feet (3000 from TOMRA), FAF located at 10,4 NM from threshold. SEPARATION The minimum radar separation in Oslo TMA is 3 NM.

40 COORDINATION OSLO APP -> OSLO DIR Oslo APP will descend aircrafts to be leveled at the STAR exit-points at 6000 feet. Oslo APP will handoff aircrafts to Oslo DIR at least 10 NM or 2 MIN before these entry points. OSLO DIR -> GARDERMOEN TWR Radar control for ILS- and VOR/DME-arrivals is transferred to Gardermoen TWR when passing: a) 8 NM from threshold on final approach, or b) 6 NM from threshold on final approach when distance to preceding aircraft is less than 5 NM. Transfer of radar control for visual approaches and VFR-flights from Oslo TMA in to Gardermoen CTR is transferred to Gardermoen TWR when passing 6 NM trackmiles from threshold. Gardermoen TWR shall keep APP Dir informed regarding the required final approach spacing. Distance on final between succeeding aircraft should, unless otherwise decided by Gardermoen TWR, be as shown below: Visibility condition: RVR >400m 4 RVR m 3 / 4 RVR <200m Distance: 3 NM 4 NM 6 NM 8 NM 12 NM (However, DIR retains responsibility for separation until the runway threshold has been passed) Visibility condition 1. Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at intersections by visual reference, and for personnel of control units to exercise control over all traffic on the basis of visual surveillance. Visibility condition 2. Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at intersections by visual reference, but insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance. Visibility condition 3. Visibility sufficient for the pilot to taxi but insufficient for the pilot to avoid collision with other traffic on taxiways and at intersections by visual reference, and insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance. (LVP with RVR >75M) Visibility condition 4. Visibility insufficient for the pilot to taxi by visual guidance only. (LVP with RVR <75M) PHRASEOLOGY Normal APP phraseology is used in Oslo TMA. This part is shortened due to Oslo ASAP coming in April 2011.