ENOV Ørsta-Volda and other interesting approaches in Norway - some guidance?

[Contacttower]

There have been two threads recently on the Private Flying section of this forum about instrument approaches in Norway. The first one was prompted by someone who had flown into ENOV in a PC12 and claimed that it was impossible to see the runway environment from the MAPt of the localiser approach and that the Jepp chart he had incorrectly plotted a "visual segment" that took one over a dangerously high ridge close to the airport.

Can someone who knows ENOV possibly comment on this? Is it the case that the runway environment is not always in sight in Norway at the MAPt? Will one always at least have the lead in lights visible or are some approaches to be conducted by a "visual segment" like they have in the US where the runway does not have to be in sight, one just needs to be able to see the ground and have the required vis?

Comments from someone who is familiar with flying IFR in Norway into the the more challenging airports would be appreciated...:ok:

[Guttn]

ENOV isn't your standard IFR Airport. To fly IFR there you need to have done propell preflight planning, because at the MAPt you don't have time to second-guess as to your whereabouts:ok: The distance from MAPt to the closest threshold is about 2NM, and in any case it is a circling approach. Winds from the FAF and in can make this approach more rollercoaster-ish than other approaches, as well as tailwinds and winds shifting around the clock without notice (has to do with the topography). Also, if something brown hist the wellknown fan, it is utterly important to know how to get out of Dodge without scrapping the plane:eek:

In Norway a lot of these airports are nonstandard. You fly nonpreciscion approaches in fjords and have to circle to land. The luxury of straight in approaches isn't necessarily there, and preflight planning and local knowledge is crucial to operate safely. So the answer to your Q would be; yes, the runway environment is not always insight at the MAPt in Norway:ok: The approach minimums are thus higher than standard approaches, and there are always visual segments (lights, local checkpoints etc) that need to be followed. It's not a problem If you are well prepared and respect local WX conditions and the aircraft's performance limitations:ok:

[An2]

Contacttower,

As much as I hate saying it, :} .....Mr Guttn is right-on-the-money. Again. ;)

Most short-fields in Norway, if not all, should be be treated with the outmost respect. But, on the other hand, if you do your homework well, and fly the approach to a good standard,....it's about as rewarding as flying gets. :ok:

Especially ENOV, ENBL, ENSG, ENSD, ENRA, ENHK,.......and the list goes on. ;)

[Contacttower]

So the answer to your Q would be; yes, the runway environment is not always insight at the MAPt in Norwayhttp://images.ibsrv.net/ibsrv/res/src:www.pprune.org/get/images/smilies/thumbs.gif The approach minimums are thus higher than standard approaches, and there are always visual segments (lights, local checkpoints etc) that need to be followed. It's not a problem If you are well prepared and respect local WX conditions and the aircraft's performance limitationshttp://images.ibsrv.net/ibsrv/res/src:www.pprune.org/get/images/smilies/thumbs.gif

Thank you for your reply. On the approaches where the runway environment is not visible at the MAPt will there always be at least some lead in/circling lights to lead you to the runway?

[Guttn]

To the best of my knowledge, yes, during the visual portion of the approach there will be some sort of visual guidance, i.e. lead-in lights:ok:

An2, you funny guy!:D

[mad_jock]

As a matter of interest what minimas can the local approved companys go down to. And whats the training overheads for these fields?

[SK-pilot]

It have been quite a few years since I went there, but doesn't all of these airports (except ENOV) have straight in approaches...?

[JohnnyEagle]

ENOV, ENRA, ENSR and ENHV does only have circling approaches.