ENVA - Trondheim Værnes
Use of stands
Initial contact is with Clearance Delivery, reporting callsign, stand number, and latest ATIS identification letter and QNH.
Most of the terminal gates requires straight-back pushes, however a few have turn-pushes. If you are parked on a remote stand, or on either end of the pier (Commuter to the west, heavy stands to the east), ask your ground controller how you should execute your push-back.
Taxi instructions at Gardermoen includes the full taxi route, however the runway intersection is not always included. If for example “holding point runway XX” is stated in your instruction, you may call ATC with “CALLSIGN, ready via ” as you approach this intersection, and it may be approved if traffic permits. Make sure to double-check if you are able to use the runway length from the intersection before requesting it.
On runway 01R, always expect to use full length via B1, due to noise abatement and SID procedures.
Given that you’ve parked according to the paragraph describing the Use of stands, usually the eastern runway (19L/01R) is used for international departures/arrivals, and the western (19R/01L) for domestic departures/arrivals. This however is not a set rule, and runways are organized to accommodate high traffic loads.
The western runway (19R/01L) has a TORA of 3600m, the eastern runway (19L/01R) has a TORA of 2950m. Heavy aircraft may request to use the western runway due to its length, make this request as you request your IFR clearance.
All SIDs are individually numbered for each runway. When receiving your clearance, know that the SID stated is only valid for one runway, in case the controller forgets to state the departure runway.
RNAV SIDs at Gardermoen has an initial climb altitude of 7000ft. If you are unable to follow the published SIDs (old AIRAC, default or non-database freeware aircraft, etc.), request an Omni-directional departure. Omni-directional departures climbs on runway track to 1700ft followed by a turn according to ATC clearance. Omni-directional SIDs has an initial climb of 4000ft.
It is important that you NEVER climb above the initial climb without ATC clearance, as STARs and SIDs cross each other at different altitudes.
Oslo airport Gardermoen is one of the first airports in Europe to use a “Point Merge System”, or PMS. This means that all STARs end up in a “fan” made out of waypoints (study the STAR charts for Gardermoen), in which pilots should always be prepared for a direct routing towards the merge waypoint, 4 in total, in order to ease the workload of approach ATC.
All STARs are valid for both parallel runways, 19L/R or 01L/R. Expect Approach ATC to inform you of which runway to expect.
The last fix of the STAR (or Merge Point) is followed by a transition to the ILS approach for each runway. ATC often replace these with vectoring, but always be prepared to fly the transition, and do NOT fly direct from the merge point to the Final Approach Fix. If you have no transitions available, inform ATC and request vectoring.
Study the approach charts, and make sure to always follow altitude and speed restriction, unless otherwise instructed by ATC
The default approach to Værnes is ILS for all runways. RNAV or visual approaches are available on request.
Visual approach is usually flown via MALOV (09) and TUSMO (27)
In Norway, direct routings are often used. Both arriving and departing traffic should be prepared to fly direct the end of SIDs, STAR Merge Points, and airspace border fixes. Make sure you have your filed route and waypoint page available to quickly accommodate direct routings. Pilots unable to fly direct, should make a comment regarding this in their Flight-Plan Remarks section.
ENVA_ATIS – Værnes ATIS – 127.150
ENVA_GND – Værnes Ground – 121.600
ENVA_TWR – Værnes Tower – 119.400
ENVA_APP – Værnes Approach – 118.600
ENVA_D_APP – Værnes Director – 119.150
ENBD_CTR – Polaris Control (Bodø ACC) – 126.450
ENBD_S_CTR – Polaris Control (Oslo ACC south) – 125.700
ENBD_C_CTR – Polaris Control (Bodø ACC central split) – 118.550