ID Frequency Callsign Area of responsibility
GMD 121.925 Gardermoen Delivery IFR clearance for departing traffic
GMGW 121.6 Gardermoen Ground Ground movements on western half of aerodrome (east of runway 01L only)
GMGE 121.9 Gardermoen Ground Ground movements on eastern half of aerodrome
GMTW 118.3 Gardermoen Tower Runway 01L/19R and GA area (taxiway C)
GMTE 120.1 Gardermoen Tower Runway 01R/19L

Runway use

The aerodrome has two runways which are parallel. As a rule of thumb, the left runway (19L or 01L) is used for departures while the right runway (19R or 01R) is used for arrivals. The current recommended runway configuration is shown in the box to the left.

IFR clearance

The IFR clearance is issued by GMD. Traffic should be instructed to follow a standard departure (SID), based on the current runway in use. Coordination is required with Oslo Approach for traffic unable to follow SID. When the IFR clearance has been issued, GMD should instruct traffic of the next frequency to use for pushback/taxi (GMGW, GMGE or GMTW).


On the the manoeuvering area between the two main runways, taxi instructions are provided by GMGW and GMGE. The division between the two ground sectors is displayed on the groudn movement chart. Taxi instructions for traffic on the runways is provided by the respective tower sector (GMTW and GMTE). Taxi instructions on the maneouvering west of the western runway is provided by GMTW.

Arriving traffic may be adviced by Gardermoen Tower of the gate assignment when established on final and should plan to vacate the runway via an exit which minimizes taxi. Once turning of the runway arriving traffic should be adviced to contact the appropriate ground frequency.

Aircraft taxiing east to west shall taxi via P and be adviced to hold short of SOMBI.

Aircraft taxiing west to east shall taxi via V and be adviced to hold short of NOLAC.

Transfer of communication to the next controller must be done in due time before the aircraft reaches SOMBI or NOLAC.

Standard taxi routes are displayed on aerodrome charts and should be used whenever practical.

De-icing can take place on one of the designated de-icing platforms by taxiway S or N. Ground is responsible for issuing the instruction to taxi to the de-icing platforms, but taxi instructions from the de-icing platform to the departure runway are issued by tower. For this reason, ground should instruct traffic on de-icing platforms to contact tower on the appropriate frequency when ready for taxi.

When de-icing is not in use, the following transfer points shall be observed. Traffic to 01L shall be transferred to tower when passing taxiway K and traffic to 01R shall be transferred to tower when passing exit B5. Traffic to 19L shall be transferred to tower when passing taxiway V and traffic to 19R shall be transferred to tower when passing exit A7.

Parking positions

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

Gate Usage Example airlines and types
2, 3, 7, 10, 12, 14 Prop, domestic WIF, DTR

9-15, 16-26

Medium jets, domestic SAS, NAX
171-178 Medium jets and props, domestic DTR, SAS - ATR 42/72
76-92 Medium jets and props, domestic  
38-46, 39-45 Medium, Schengen  SAS, NAX
47, 48, 49 Medium, non-Schengen BAW, SAS, NAX
50, 51, 53 Heavy, non-Schengen NAX, UAE, QTR
181-188 Medium jets and props, international  
311-319 General aviation, light and medium  
320-329 General aviation, remote parking including heavies  
330-337 General aviation, light  

Currently, traffic coming from the following airports should be considered Schengen traffic:

BI**, EB**, ED**, EE**, EF**, EH**, EK**, EN**, EP**, ES**, EV**, EY**, LE**, LF**, LG**, LH**, LI**, LJ**, LO'**, LP**, LS**, LZ**


After departure, tower shall inform the departing traffic of which frequency to contact. This needs to be done in a timely manner, preferably around 2000ft.

Reduced departure separation is in effect at Gardermoen. An aircraft may be cleared for takeoff as soon as the preceding departure has passed runway threshold. Reduced departure separation does not apply to departures where wake turbulence separation minima apply, or to subsequent departures following the same departure route. In addition, at least 120 seconds of separation should be provided behind a slow moving departure (prop/turbo prop), if the succeeding departure is a jet.


ID Frequency Callsign Area of responsibility
OW 120.450 Oslo Approach West sector
OE 118.475 Oslo Approach East sector
OF 128.9 Gardermoen Final Final arrival sequencing


In addition to the below agreements, it should normally be coordinated with ACC to route arriving traffic direct to appropriate arrival fixes (VALPU, INSUV, BAVAD, TITLA, NOSLA, OGRAS, ODUDI, OSPAD), depending on runway in use.

Standard arrival routes at ENGM are point-merge arrivals.

Whenever practical, and traffic situation permits, aircrafts should be cleared direct to the applicable merging point or vectored to final. Close coordination is required with OF in situations where parts of, or the entire, delaying leg is to be used. OF decides when the traffic can be released direct the merging point or on a heading for vectoring to final. OE/OW will descend traffic to 5000ft before transferring to OF.

East sector

West sector

Transfer of control and transfer of communication to tower shall take place when aircraft are 6 NM from touchdown

Minimum Radar Vectoring Altitudes for Oslo TMA is as shown in the chart below. 

Backgroundchart used by permission from SkyVector, Aeronautical Charts

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