Bergen Flesland Airport

Bergen Flesland (ENBR) airport is situated about 7nm southwest of Bergen city and opened in 1955. The airport was built with a large financing from NATO funds. Up intil the 1980s the airport was used for SAS' intercontinental flights to New York. The airport opened new terminals in 1988 and 2017.

Bergen Flesland (ENBR) is the second busiest airport in Norway and is served by SAS, Norwegian Air Shuttle (NAX), Wideroe (WIF), KLM Royal Dutch Airlines (KLM), British Airways (BAW) and Thomas Cook (VKG) to name a few. 

The city of Bergen is famous for its fish marked while the airport itself is known for turbulent approaches when coming over the mountains to the east of the airport. The airport has many nicely created freeware and payware scenery.

Charts & Flight procedures

Click here to download aeronautical charts for Bergen.


The airport has a single runway (17/35), which is 2990x45 meters. Runway in use is primarily decided based on METAR and TAF. The aerodrome may not be used by aircraft with reference code higher than E

Landing Distance Available (LDA) on runway 17 is 2557 meters, LDA on runway 35 is 2525 meters
Take-Off Distance Available (TODA) on runway 17 is 3119 meters, TODA on runway 35 is 3095 meters

The airport has two main taxiways, Y and W. Taxiway Y runs parallel to the runway in the full length of the runway, while taxiway W is the inner taxiway which runs along the entire apron. Expect to use taxiway W to the stands after arrival, and taxiway Y to the runway for when departing. Taxiway A3 to A7 are main exit points from the runway, while taxiway A1, A2, A8 and A9 are main entry points to the runway. Taxiway A3 and A4 may be used as runway entry point for propeller aircraft departing runway 17, while taxiway A6 and A7 may be used as runway entry point for propeller aircraft departing runway 27.

Bergen Flesland has Reduced Visibility Procedures (RAVP) as well as Low Visibility Procedures (LVP). RAVP is activated by Air Traffic Control (ATC) when visibility is Runway Visual Range (RVR) is less than 2000 meters, or the ceiling is below 300ft. This is done usually to prepare for LVP. When RAVP is in effect, reduced movement on the aerodrome must be expected, as ATC will limit this.

LVP will be in effect when the RVR is below 550 meters. ILS Category II approaches to runway 17 will be used if the RVR is between 300 and 550 meters. If RVR below 300 meters, landings are not permitted. If the RVR is below 550 meters and runway 35 must be used for arrivals, no arrivals will be permitted. Departures is allowed on both runways as long as RVR is above 150 meters. If RVR is below 400 meters, A1 & A9 are the only entry points to the runway which is operated. Arrivals on runway 17 arriving on an ILS Category II approach can only use taixiway A9 to vacate the runway. If the RVR is below 150m, no operations are allowed at the airport.


Flight plan clearance should be obtained up to 30 minutes prior to Estimated Off Block Time (EOBT).

All pushback at Flesland is by general straight back. Other pushbacks may be requested by, or from, ATC.

De-icing takes place on the de-icing area between taxiway B and J. De-ice pad 1 is reserved for aircraft with reference code E, except Airbus A330/340, Boeing 747/777/787 and Ilyushin 96 which will be placed on pad 3. De-ice pad is reserved for aircraft with reference code D. 

Light departing will be given a taxi clearance to holding point A2 or A8, while helicopters from the helicopter apron will be given a taxi clearance to A5 or A6. For all other aircrafts, the holding point will not be specified and the pilots are expected to taxi to holding point A1 or A9. If able to depart from other intersections, like stated in the sections above, please request an intersection departure from ATC. 

Reduced runway separation is in use at the airport for aircraft categories 1 and 2.

Flesland has established RNAV Standard Instrument Departures (SID) and Omni-Directional Departures. These departures has an initial climb of 6000ft. When above the Minimum Sector Altitude (MSA), expect the possibility of directs/shortcuts. For aircraft with Maximum Take-Off Mass (MTOM) of less than may expect to turn to the west when passing 1500ft and to the east when passing 2000ft.

Procedures for helicopters are established, please refer to the AIP. Helicopters use both runway and taxiway Y for departure and arrival, and simultaneous use of taxiway and runway will occur. Separation is ensured by ATC. 


The airport has established RNAV Standard Terminal Arrival Routes (STAR) which are RNAV 1. Aircraft unable for RNAV 1 arrivals must advise Norway ACC and Flesland Approach as soon as practical, and can expect radar vectors for approach. Aircraft following a STAR can expect, at any time, to be cleared direct to one of the Initial Approach Fixes (IAF), and subsequently thereafter cleared for the approach as depicted on the charts. Always plan your descent with having a possible direct to the IAFs in mind.

Do not proceed beyond IAF without having received clearance for the approach!

When established on the ILS, it is mandatory to maintain an airspeed of 160kt until 4nm from Threshold (THR). If unable to maintain this speed, ATC must be advised as soon as possible.

Visual approach points ROBIX, SUNOS and UNLEX for runway 17 and GANSO, SUNOS and GITRO for runway 35 are established for IFR traffic. These are applicable for all type of aircraft, and you need to be established on final track no lower than 2000ft, and thereafter follow the PAPI glide slope, unless specifically otherwise approved by ATC. Aircraft with MTOM of less than 7000kgs may fly a closer visual approach. 

When wind is above 12 KT from directions 200-340° wind shear may occur on short final to both runways.

Procedures for helicopters are established, please refer to the AIP. Helicopters use both runway and taxiway Y for departure and arrival, and simultaneous use of taxiway and runway will occur. Separation is ensured by ATC. Helicopters will partly follow the same instrument approach procedures as other aircraft, meaning delays may be encountered.

Parking positions

The below table can be used as a general guideline choosing parking positions at the airport.

Stand Usage Airlines
1-11 Visiting, non-scheduled aircraft and cargo  
15-20 Domestic SAS, NAX, WIF
22-27 International SAS, NAX, KLM, WIF
28-32 International and domestic SAS, NAX, KLM
41-48 General aviation jets and overnight parking WIF
50-57 Helicopters  
GA Apron General aviation single engine prop GA apron is north of the de-ice area

Mandatory reporting and entry points to Flesland Control Zone (CTR) are established northwest, northeast, east, southeast, southwest and west of the aerodrome. Routes to follow inside the CTR are also established, and should be expected to be used. Arriving aircraft may be cleared from the entry points directly to downwind, base or final, without having to fly the VFR routes inside the CTR. The same applies for departing aircraft, being cleared directly to an exit point after departure.

VFR traffic must be aware high raising terrain east of the aerodrome.

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