Mandatory Briefing Bardufoss (ENDU) Introduction Norwegian CAA has reconsidered and reclassified Bardufoss aerodrome from Cat C to Cat B with the following requirements to be completed: An aerodrome briefing covering important operational information should be developed and made easily available for all crew planning flights to and from Bardufoss The Aerodrome Briefing is mandatory for all crew unfamiliar to flying in and out of Bardufoss This includes flight crew flying to and from Bardufoss on an irregular basis (6 months or more since last flight). This briefing is also mandatory when planning Bardufoss as an alternate. Previous categorization Cat C was determined due to high obstacles 65 feet below nominal path after alignment with RWY 10. This briefing is developed based on important operational information made available by courtesy from company briefing guides for commercial airlines (Norwegian and SAS) operating regularly at Bardufoss. General Two military helicopter squadrons and two flight schools (one military and one civilian) are located permanently at Bardufoss. In addition, foreign military helicopters units visit Bardufoss annually (january through march) for training. Activity is periodically high (VFR-traffic). Challenging operations Operations to and from Bardufoss is considered quite challenging. The purpose of this briefing is to emphasize important factors, thus contribute to an increased situational awareness for crews planning flights to and from Bardufoss. Optimal situational awareness enhances safety. Terrain Bardufoss aerodrome is located in a valley and surrounded by mountainous terrain with peaks up to 4890 ft within 10NM (Istind, South of AD). The most rugged terrain is located on the southern side of the extended centerlines and in the North East sector. (See Fig 1 and 2). Istind 4890ft Fig 1
Istind Fig 2 Terrain and obstacles are major factors concerning safe flight operations. Careful attention should be paid when planning, with a special attention to aircraft performance. This includes fuel planning, since carrying too much fuel into Bardufoss could result in defueling before takeoff to reduce weight. Commercial airliners operating to and from Bardufoss do have MTOW restrictions, especially on RWY 28 as terrain is rising considerably at the end of the RWY (Andslia). See Fig 3. Fig 3 Raising terrain at the end of RWY 28 - Andslia
Weather Climate is more continental than the geographic location indicates. Extremely low temperatures (below minus 30C) may occur during winter and relatively warm summers. Prevailing upper winds are mostly from SW-W, but normally rather calm on ground. During winter winds from W-NW can lead to long periods of continuous heavy snow, even if the TAF indicates showers of snow. Polar low pressures are normally quite intense, thus producing heavy snow/snow showers with low visibility (300-500 meters). The aerodrome is closed for operation when visibility is 550m or less. Weather conditions during summer time (May-September) rarely cause any challenges. Easterly winds create stable weather. Fog may form over the rivers in close proximity to the aerodrome and sometimes cover the whole RWY or parts of it. For alternate Turbulence Turbulence is rare at low altitudes, but can be expected with winds above 15 knots from any directions. In addition, wind shear/eddies may be expected if wind exceeds 15 kts from 120 0 150 0 Winds exceeding 40 kts from the SW-NW can cause severe turbulence over the mountainous areas S and SE of TIL NDB. Recommendation: When approaching from South to RWY 28, you may expect radar vectors or the STAR LAVNA. Winds exceeding 40 kts from SW NW at initial approach altitude can cause severe turbulence over the mountainous terrain S and E of TIL NDB. In such conditions it is recommended to request vectors for RH downwind to RWY 28, or to proceed KAMPE TIL (LAVNA arrival) to maintain as high altitude as possible until passing TIL for procedure turn on the N side. Altitude correction - CAUTION During winter the temperature is quite often 15C-20C lower than coastal temperatures. It is of utmost importance to observe correct temperatures for minimum altitude corrections. Runway dimensions Runway dimensions 10 28 Landing Distance Available 2001 m 2444 m TORA/ASDA/TODA 2444 m 2444 m TORA/ASDA/TODA from overrun positions 2703 m 2703 m Surface Grooved asphalt Grooved asphalt Takeoff positions RWY 10: It is important to notice that takeoff does not commence from threshold RWY10. Normal TORA/TODA starts at taxiway ALPHA which is located about 450 meters west of threshold. Extended takeoff position RWY 10 starts from overrun position west of taxiway ALPHA.
Use of ALTN TKOF PSN from either RWY 10 or 28 is subject to specific approved FM ATC. ACFT requiring DEP FM overrun shall request this upon start-up. Approaches: Localizer/DME 10: The LOC/DME 10 approach starts from SJA beacon west of BDU at a minimum altitude of 5000 feet. Final descent toward the MDA commences at 10.8 Nm DU with a 3,50 degree angle. The approach is entered via TULDA, ROSKO or ANDOR STAR or via radar vectors. LOC/DME is normally used with the wind in the easterly direction. The MDA is high; 1320 feet MSL for 2.7% approach climb gradient and 1590 feet MSL for 2.5% approach climb gradient. Threshold RWY 10 is located around 700 meters after start of asphalt. The reason for this is high terrain on final RWY 10: Andslia. In darkness and/or low visibility this terrain is difficult to observe. Lighting is very limited. Do not increase rate of descent in order to land early to improve your landing distance. A normal touchdown will be around 900-1150 m after start of asphalt. PAPI angle is 4.00 degree angle. At minima on defined vertical path you will most probably see three (3) red and one (1) white lights. Reduce rate of descent as necessary and continue towards normal touchdown point. Observe that obstacles are penetrating the visual segment surface. When on short final RWY 10 in night conditions, exercise extreme caution if vertical profile takes you below PAPI due to falling terrain towards touchdown point. Obstacles 65 feet below nominal path on final Observe obstacles/high terrain on final RWY10. See chart; Visual Segment Surface Penetrations and pictures for details.
Fig 4 - Picture of Andslia. Towards east - to illustrate high terrain on final RWY10. The picture also illustrates the mountainous terrain surrounding Bardufoss Fig 5 - Picture of new lighting and new position of threshold RWY 10. Threshold RWY 10 is located around 700 meters after start of asphalt.
ILS 28: ILS 28 is normally the runway of choice before, during or after frontal passages; when the wind is from the westerly direction. The approach is started from TIL beacon, either as a teardrop, a STAR (LAVNA, SIRMO, TRO) or via radar vectors. The approach is steep (3,80 degrees). It is often difficult to bleed off speed inside TIL. Decision height is quite high for an ILS (820 MSL, 600 higher than threshold), due to missed approach criteria. The glide path antenna for RWY 28 is located short of threshold RWY 28 (Reference datum height -25 feet) Use vertical guideline from PAPI when visual with the RWY. The Severe turbulence can be expected in the approach sector to runway 28 when aircraft instruments indicate winds in excess of 50 kts below 8000 ft from south and westerly directions. Wind shear/eddies possible when wind 120-250 and above 15 kts. LOC not to be used outside +/- 10 of LOC course. GP not to be used outside LOC course sector. Restrictions & TEM elements Restrictions & TEM elements Restrictions Circling not authorized North of airport and minima > 1000. LOC RWY 28 not to be used outside 15 North and 10 South of front course and outside 22nm from threshold RWY 28. TWY I, J, Q, R and X for military use only. No traffic allowed when RVR less than 550m. TEM elements High terrain in close proximity to the airport in all directions. Highest peak in the area is rising up to 4890ft 10nm S of the aerodrome (Istind). There is also a notable peak rising up to 4530ft 6nm SW of the aerodrome. High terrain rising immediately after RWY 28 ends. Expect wind shear/eddies with wind 120-250 above 15kts. Winds exceeding 40kts from SW NW at initial approach altitude RWY 28 can cause severe turbulence over the mountainous terrain S SE of TIL NDB, consider requesting vectors for RH downwind to RWY 28 instead, or to proceed KAMPE TIL (on LAVNA arrival) to maintain as high altitude as possible until passing TIL for procedure turn on the N side. ILS RWY 28 GP angle steep, requiring appropriate aircraft and crew qualifications. Final approach tracks/loc course is offset up to 2 for both RWYs. Descent gradient VOR approach RWY 28 is steep. Risk of animals on the aerodrome. Unreliable braking action with temperatures around zero, runway may be more slippery than expected.
Suitable alternates: Aerodrome ENTC Tromsø ENEV Evenes ESNQ Kiruna ENBO Bodo GCD (Nm) AD Hrs. Precision approach RFFS Category 39 H24 ILS CAT I Cat 7 H24, Cat 8 O/R 53 ATS MON-FRI 0510-2400, SAT 0530-1240 and 1820-1940, SUN 0820-2240 84 Ref AIP SUP/NOTAM ILS CAT I ILS CAT I Cat 7 MON-FRI 0500-2200, SAT 0530-1300, SUN 0900-2230 Cat 9 and extended HR O/R. Cat 6 for SKED TFC other O/R Comment Customs: O/R PN 1 HR 30 MIN via OPR/handling Customs O/R PN 4 HR TWR ENEV Normally used by Commercial Jet Operators during winter operations, when the weather is marginal along the Norwegian coast. Customs O/R. ESNQ should preferably not be used as an alternate for military charters due to diplomatic consequences in case of diversion. 143 ATS H24 ILS CAT I Cat 7 Customs O/R PN 1 HR 30 MIN TWR ENBO Additional Information: Special requirements for aircraft operators performing commercial transportation into Bardufoss airport. The aircraft operator shall stipulate special crew qualification requirements (Cat B, REF EASA AMC1 ORO.FC.105). Departure procedures, take-off minima, take-off weight limitations shall be documented. The aircraft operator shall document fulfilment of the requirements above to CAA Norway at least 14 days prior to commencing operations. CAA Norway will, after evaluating the documentation and finding it adequate, issue a letter of compliance. A copy of this letter has to be carried by the crew and presented to local airport authorities or representatives of CAA Norway on request. Link to the application form NF 1032