ENEV Narvik
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Joined: Feb 1999
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From: South East England
ENEV Narvik
Flying into ENEV Eneves in a couple of weeks on acharter,any local knowledge/hints/tips appreciated.Is the local radar good can i expect vectoring onto the final approach as the normal.;Thanks for your help.Looking forward to being back in your lovely country. 
Joined: Apr 2001
Posts: 174
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From: Scandinavia
Radar is fine above the sector altitudes, coming from the south you have the option of VOR/DME rwy 35, usually joining from intersection STETI. Watch out for possible tailwinds combined with heavy acft, as the gradient steepens considerably during the last part of the approach. Always a good idea to get configured early here. The approach course is also offset from the rwy c/l.
The other option is ILS rwy 17, either radar vectored or joining the procedure from EVD VOR, which is located just south of the rwy. This usually saves a few minutes compared to the vectors. Just watch the speed restriction in the final turn inbound.
On final approach, turbulence can be moderate/severe with strong winds, due to terrain in the vicinity of the field. Gusts, wind shear and considerable variations in wind directions can be experienced all the way to touchdown. Wind direction down the runway can vary greatly, especially on rwy 17 with winds at touchdown around S-SW, winds at midfield are often due W, and stronger. So watch out in case of slippery rwy. (I speak from personal experience here.)
Weather can change quite rapidly, and snow showers combined with westerly winds are common this time of year. So it might be a good idea to load up with some extra fuel, as minima on both rwys are relatively high, and to allow for possible sweeping, etc. And of course, it's the dark and cold season now, so don't expect to wear your sunglasses, and don't forget to correct altitudes for low temp!
The other option is ILS rwy 17, either radar vectored or joining the procedure from EVD VOR, which is located just south of the rwy. This usually saves a few minutes compared to the vectors. Just watch the speed restriction in the final turn inbound.
On final approach, turbulence can be moderate/severe with strong winds, due to terrain in the vicinity of the field. Gusts, wind shear and considerable variations in wind directions can be experienced all the way to touchdown. Wind direction down the runway can vary greatly, especially on rwy 17 with winds at touchdown around S-SW, winds at midfield are often due W, and stronger. So watch out in case of slippery rwy. (I speak from personal experience here.)
Weather can change quite rapidly, and snow showers combined with westerly winds are common this time of year. So it might be a good idea to load up with some extra fuel, as minima on both rwys are relatively high, and to allow for possible sweeping, etc. And of course, it's the dark and cold season now, so don't expect to wear your sunglasses, and don't forget to correct altitudes for low temp!
Thread Starter
Joined: Feb 1999
Posts: 586
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From: South East England
Thanks Props all useful stuff and much as I expected I,ve only operated as far as Trondheim before.Heres hoping the wx is good and the whales are in an exhibitionist mood for my pax!!.Seems a long way to go for that.Thanks again
Joined: May 2000
Posts: 158
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From: Norway
Configuring a focker early....
And I thought BETAK was copyrighted....
...they never get around to snow-clearing all the taxiways, so keep an eye on the NOTAM to avoid the embarassment of asking for pushback from the Delta turnoff....
...they never get around to snow-clearing all the taxiways, so keep an eye on the NOTAM to avoid the embarassment of asking for pushback from the Delta turnoff....
