Pilot briefing ENTC - Tromsø airport, Langnes

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1 Pilot briefing ENTC - Tromsø airport, Langnes NOTE: The content in this briefing will not be updated as frequently as AIP Norway. Make sure you always check relevant information in the latest edition of AIP Norway. General The airport lies on an island surrounded by high mountains in the arctic region of Norway. Especially during the winter climate is harsh and unpredictable. Arctic depressions may cause sudden and persistent snow showers with ceiling and visibility below minima, as well as rapidly changing wind directions and speeds. Being close to the ocean, temperatures are often around zero degrees Celsius causing wet contaminants on the runway. Polar night prevails four months with civil twilight no more than four hours during the darkest days in December. The aforementioned mountains dictate steep approach angles, ILS glideslope and PAPI for both RWY 01 and RWY 19 are 4. Hence, early configuration of the aircraft to control the approach speed is recommended in order to maintain a stabilised approach and conduct a safe landing. As parts of the missed approach procedures are well below the surrounding summits, published speed limits must be adhered to in order to maintain a safe distance to the terrain. Safe operations require thorough preparations and proficient execution of CAA requirements as well as company procedures. Planning A detailed study of the approach procedures and airport information found in the AIP and/or OM-C is required. Pay special attention to present and forecast weather and runway conditions. The braking action / friction values stated in SNOWTAM, ATIS and R/T communication are based on measured friction, weather conditions and the observer s experience. Friction measuring is not an exact science and precise figures are sometimes difficult to obtain. Pilots must therefore also use their own judgement when considering the figures. This is most important during heavy snow because friction values can vary considerably over a short period of time, especially between each time the runway is cleared and/or treated. The time frame is critical and updated information through good communication with ATC paramount to correct calculation of landing and/or take-off performance. Bear in mind your limits regarding operations on contaminated runways. The airport is well equipped to cope with snow and will clear the runway regularly during precipitation in order to achieve acceptable friction values. However, during heavy snow this is not always possible. Make sure to upload enough fuel for prolonged holding if such conditions are forecast and select an alternate with stable conditions. Especially in showery weather at ENTC this is important. Selecting an alternate on the east side of the mountain range (e.g. Sweden) may be a good solution. Remember to check opening hours at the alternate airport, taking into consideration time spent in holding plus time for the diversion. With moderate precipitation, the snow clearing at ENTC takes around 30 min.

2 Descend and approach A stabilised approach is necessary for a safe landing. Assertive speed control during descend and to a greater extent during approach, is crucial to be stabilised in due time. Most jets are designed for approach angles around 3 degrees, so the steep approaches into ENTC require special attention and a detailed flight crew briefing. Intermediate approach configuration and corresponding speed should be established before commencing final descend. Landing configuration and final approach speed should be established minimum 6 NM before the runway threshold. If tailwind is expected or present during approach, landing configuration and final approach speed should be established before commencing final descend. Westerly wind at altitude may cause a substantial tailwind component when turning final RWY 19 from the west. Constant attention to prevailing weather conditions, especially changes in surface wind and precipitation at the airport, should be kept during descend and approach. Margins and thresholdvalues must be addressed during the flight crew briefing. If conditions are unsatisfactory, commencement of approach should be delayed or a missed approach executed. Landing The runway aiming points are lit with three lights flush with the surface on each side of the centre line to assist a precise touchdown. This in turn will keep the landing roll and stopping distance within calculations. If surface conditions are marginal or uncertain, a firm touchdown and maximum braking and reverse thrust is recommended. The RESA (Runway End Safety Area) RWY 19 is 90 M wide and the first part is on a bridge with steep drop-offs to each side. The edges are marked by red lights on both sides. Tailwind landing jet aircraft NOTE: These restrictions only apply to jets landing on a contaminated runway. As a safety precaution CAA Norway has established a maximum tailwind limit for jets landing on contaminated runway at ENTC. The limit is 5 knots within 30 of the runway centre line and 8 knots between 31 and 70 from the centre line. This is based on the average wind reading the last two minutes from the relevant anemometer; south for landing RWY 01, north for landing RWY 19. In this respect, contamination is considered to consist of frost, slush, snow, ice etc. whilst a damp or wet runway is not considered contaminated. As a general rule all jets shall land into the wind, tailwind landings will only occasionally be accepted when the runway is contaminated. When there is a relatively strong headwind at altitude and only feeble tailwind on the surface, tailwind landings may be considered. The difference in LDA between RWY 01 and RWY 19 will also be taken into consideration. If the wind exceed these limits after commencing approach, the approach shall be aborted if the aircraft is outside 5NM. Inside 5NM, wind and other relevant information will be given and the decision whether to continue or execute a missed approach rests with the PIC. If the tailwind exceed the limits for both runways, which can happen from time to time at ENTC, runway in use will be based on a total assessment of the situation. The runway will not be closed for jets. To determine runway in use, wind readings from Kjølen anemometer, located 4 NM NW of the airport at 2600 FT, LDA, pilot reports from preceding aircraft as well as requests and assessment by the PIC will all be taken into consideration.

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