I think it’s very common in Norway to have Class Charlie cutting through the ground, I think @LeSving shared one example of the base of TMA going 200ft under terrain?
The minimum in ICAO is 700ft agl but you still have to climb above tall pylons and any obstacles not shown on the map (300ft agl)
Ibra wrote:
It’s likely tower CTR controller don’t have radar while TMA Charlie approach have radars? one of the quirks when bimbling VFR where you get locked around circuit heights (unlike IFR where would you tend to get a higher initial altitudes and quick handovers to approach right before radar altitude)
One thing I didn’t mention that certainly factored into the bust is that it’s not really possible to maintain 1000’ unless you head for the coastline. The terrain is higher than that, and my planned route was not direct to the coast. So part of it is that instinct to climb probably helped me forget my assigned altitude.
Thanks for the Norway pirep, hoping to visit this summer (up to Lofotens) but I will likely kick it down the road for next year !
I received a clearance which included a climb to 1000’ departing 36, but while taxiing was switched to an intersection departure on 29. This change created a bit of a distraction, and I forgot to complete my departure checklist and briefing. I didn’t have the 1000’ limit in my mind, but was just thinking about my planned initial climb to 5000’. Unfortunately in my haste to switch to VFR I also failed to notice the 1500’ floor of the class C TMA around the field. Sola tower didn’t mention anything as I climbed past 1500’, and it wasn’t until they switched me to approach (where I dutifully announced my altitude and intention to climb) that I realised my mistake—and only then after the controller admonished me. He also informed me he’d have to file a report. I filed my own report, so fingers crossed my first ever airspace bust won’t result in any action
It’s likely tower CTR controller don’t have radar while TMA Charlie approach have radars? one of the quirks when bimbling VFR where you get locked around circuit heights (unlike IFR where would you tend to get a higher initial altitudes and quick handovers to approach right before radar altitude)
eurogaguest1980 wrote:
Same for BP I suspect- they sent me one for each – 100LL and UL91.
Yes, same for BP. To confuse things even more, BP only refers to 100LL as “AVGAS”. Or BP cards for 100LL actually says just “AVGAS”.
For Total you need a card for each fuel type. And if you don’t have the right card the pump won’t work. Same for BP I suspect- they sent me one for each – 100LL and UL91.
No idea why these guys don’t just accept regular credit cards.
At least I’ve organized BP and Total cards, but especially BP needs indeed quite some time to process your application.
Is this the same Total card we use in France, that works in Scandinavia as well? As far as I know in Germany the French Total cards are not working for self refueling.
Interesting trip report, thanks! I’m pretty amazed that Esbjerg (EKEB) has lost it’s Avgas availability. I refueled there last year in August on my way back from Norway to Germany. It had a fixed Avgas pump with payment terminal for creditcards. Avgas availability seems to get more and more of an issue in Scandinavia. At least I’ve organized BP and Total cards, but especially BP needs indeed quite some time to process your application.
I’m also sorry for your infringement. It shows how fast such a mistake everyone can make. Personally, I think that Norwegian ATC is one of the best in Europe, but they need to know your intentions of course. If you’ve said “request direct climb 5.000 ft VFR”, they would have handed you over shortly after take-off to approach. But it’s always easy to talk about it afterwards, while beeing in the situation, you don’t “see” or “feel” the error.
And yes, the ways in Stavangar are very long. We were lucky last year to get in and out from the aeroclub side, but we also didn’t need any rental car. Other Norwegian airports might be less time consuming. Especially the smaller ones.
Interesting that you saw us there. Which aircraft were you flying? Good luck with the mag issue. The Norwegian landscape is not the best place to run into issues!
Hi dutch_flyer, we´ve met at ENZV. You came in and we were already at the pump. I was not aware how difficult refuelling in norway really is nowadays. Luckily the members of the Sola Flying club helped us out, as the terminal refuses any card except of Air BP and Total. We ´ve made the application for the AIR BP card, but we had not in our mind that this process last 2 month.
From Sola we proceeded to ENBR, and stayed there for the weekend. We´ve met a friend and took him along for some fjord flying. Great impressions. At ENBR refuelling was even worse. None of the flying club showed up and the guy from avionor told us the refulling procedure is discribed with a Notam…okay. We flew back on monday and refuelled at ENZV again.
On our flight back to germany we were heading from soouth norway to EKTS. Again the wheather in the south of norway was perfect. The wind was within the calculated limits arround 20kts NO.
During the crossing of the skagerrak we experienced deteriorating sights, low clouds and the wind turned into a strom. With passing the small system our engine showed drops of 200 rpm. First we tought this was just a small imballance of the governor. The last 10min to EKTS the engine ran rough. We did a technical landing at EKTS. When switching the mags to left the engine stopped. The Mags where overhauled 20h ago. We advise the local shop to send the mags to the german shop for inspection. Hopefully we will be able to fly her home next weekend.
Fuel prices enroute EDXO 2,4 Eur / lit ENBR between 3,06 – 3,17 Eur/ lit.
Very cool, thanks for writing that one up and nice pictures too. Hope it works out with the infringement.
