CIVIL AVIATION AUTHORITY - 2014 VFR GUIDE

1 INTRODUCTION

Welcome to Norway and Norwegian Airspace!

The vast majority of the Norwegian land masses consist of mountainous This booklet is made for the purpose terrain with countless valleys and deep of assisting you, as a VFR pilot, in your fjords. You will enjoy a spectacular planning and conduct of flight within scenery and great fun while flying in Norwegian Airspace. these areas, but you should also bear The information relates, in general to in mind that the environment may Lower Airspace. Lower Airspace is de- suddenly “bite” you during unfavora- fined as that airspace up to ble flight conditions. During low level 195 (FL195). flight, obstacles like power spans and masts, some of them not or only partly Pilots of VFR flights within Norwegian marked, will also pose a significant Airspace below FL 195 are invited to threat to you and your aircraft. consult this guidance material on the understanding that it does not repre- This booklet tries to raise the aware- sent a substitute for the more compre- ness of such unfavorable flight condi- hensive information contained in the tions. Relevant rules and regulations AIP. applicable to VFR flights within Norway In the event of conflicting information are covered and so is other information in this guide, information in the AIP necessary for safe planning and con- should be regarded as the authoritative duct of flight. Set your own limitations source. Please note that the Norway and prepare for the expected so you do AIP can be viewed at: not have to recover from the www.ippc.no unexpected!

2 TABLE OF CONTENTS

INTRODUCTION 2 Phraseology at airports where AFIS is provided 16 TABLE OF CONTENTS 3 VFR routes inside CTR/TMA 16 AIRCRAFT ENTERING NORWAY 4 Prohibited, restricted and danger areas 16 Aircraft without standard certificate of Cruising levels 18 airworthiness 5 Language requirements 18 Microlight entering/flying in Norway 5 SSR Transponder 18 ICAO 5 VFR-flights under Oslo TMA 19 Mandatory flightplan for ENGM and ENBR 5 Use of frequency 123.500 19 Slot requirements 6 Airspace Infringement 19 Parking charges 6 Reporting of airspace infringement (AI) 20 Flights to Svalbard/Spitsbergen 7 Mandatory Occurrence Reporting FLIGHTPLANNING 8 in Norway 20 Take Charge of Flight Safety 8 Aeronautical information 21 Some risk factors 8 EMERGENCIES 22 Types of Manuals and Charts Search and Rescue Services (SAR) 22 Available for Norway FIR 9 SAR helicopters 22 Electronic flight bag 10 Use of ELT and Personal Locator Go/ No-go weather criteria 10 Beacon ( PLB) 22 Chart updates 10 FLIGHTS IN MOUNTAIN AND VISUAL METEOROLOGICAL REMOTES AREAS 23 CONDITIONS (VMC) 11 Short field operations 23 Weather minima for Special VFR Flights 11 Mountain Flying 23 VFR night 11 Balked Landing lights (Illustration) 24 VFR on top 11 Takeoff 24 Pre-flight Met Briefing 12 Downdrafts 25 Autometar 12 Windshear (Diagram) 25 Operative Flight Plan 12 Wind 26 Fuel Planning 12 Icing 26 ICAO Flight plan 13 Enroute 26 Taking off or landing on airstrips without a A few points on mountain four letter ICAO designator; flying techniques 26 field 13 and/or 16 13 Landing 27 Changing the EOBT 14 Wires 28 Departure message 14 Automatic obstacle warning systems 28 Arrival report 14 Whiteout and Brightout 29 AIRSPACE AND OTHER INFORMATION 29 COMMUNICATION 15 Bird Hazards 29 Airspace 15 Protection of Reindeer against noise Operations in class D Airspace outside ATC from low flying aircraft 30 operational hours 15 Photographing 30 Class G* - airspace 15 Use of Intoxicating Liquor, Aerodrome Flight Information Narcotics or Drugs 30 Service (AFIS) 16 USEFUL TELEPHONE NUMBERS 31

3 AIRCRAFT ENTERING NORWAY

Aircraft entering Norway

First landing in Norway shall be done at hours prior entering Norwegian territory. airports where custom services are AIS/ NOTAM may help you to forward a available. copy of your flight plan to the Directorate of Norwegian International Aerodromes Customs and Excise upon request. • BERGEN/Flesland If stated arrival/departure times has to be • FAGERNES/Leirin changed, the Directorate of Customs and • HARSTAD/NARVIK/Evenes Excise shall be notified ASAP. • HAUGESUND/Karmøy (Fax: +47 22 86 08 00), • KIRKENES/Høybuktmoen or [email protected]) • MOLDE/Årø • MOSS/Rygge Arriving aircraft shall not leave the airport • NARVIK/Framnes or parking area prior to the time stated in • OSLO/Gardermoen the FPL without prior permission from the • RØROS Customs service. • SANDEFJORD/Torp • STAVANGER/Sola Persons who arrive with the aircraft shall • TROMSØ/Langnes not leave the aircraft prior to the arrival • TRONDHEIM/Værnes time stated in the FPL. • ÅLESUND/Vigra Goods carried on board shall not be • BODØ removed from arrived aircraft prior to the • KRISTIANSAND/Kjevik arrival time stated in the FPL. • SVALBARD/Longyear Aircraft shall only carry goods which: Private operated aircraft with MTOW 5700 • Can be imported/exported free of tax kg and a maximum of 10 passengers may and toll according to existing rules of also use other airfields. A complete ICAO exceptions from these Regulations, flight plan shall be sent to the Directorate • Are not included in the import/export of Customs and Excise at the latest 4

4 ICAO FLIGHT PLAN

The application shall contain the following restrictions, and not require clearance. information: • Name/address/phone/telefax/e-mail Aircraft without standard certificate of of the Operator airworthiness • Purpose of the flight In accordance with European Civil Avi- • Area of planned operations ation Council (ECAC) recommendation • Timeframe of operations • Certificate of registration INT.S/11-1 Norway accepts flights over • Certificate of Airworthiness Norwegian territory by homebuilt aircraft • Valid maintenance documentation with a Non Standard Certificate of Airwor- • Certificate of Insurance thiness or a “permit to fly” issued by the • Pilot license Civil Aviation Authority of another ECAC • Medical certificate member state. The flight test program must • Radio license+ documentation for English be completed. Aircraft from other than language proficiency ECAC member states not holding a stand- ICAO Flight plan ard certificate of airworthiness or operated Aircraft entering Norway has to file a flight- on a “permit to fly must apply for a prior plan at least 60 minutes before the aircraft permission to operate within Norwegian enters Norwegian territory. airspace. Permission may be obtained For your own safety, you should always file from Civil Aviation Authority - Norway by a flight plan with ATS. This can be done via ordinary mail or e-mail to postmottak@caa. www.ippc.no no A flight plan may also be filed by phone to The application shall contain the following the national AIS/NOTAM office located at information: ENGM, tel. +47 64 81 90 00. • Name/address/phone/telefax/e-mail When calling, be sure to have your com- of the Operator pleted FPL handy and ready to read to the • Purpose of the flight AIS-operator. The FPL should be delivered • Area of planned operations Within Norway: 30 minutes prior to ETD. • Timeframe of operations Mandatory flightplan for ENGM and • Documentation of airworthiness (copy ENBR of permit to fly with flight restrictions and flight conditions) Bergen Flesland ( ENBR) • Certificate of registration A complete ICAO FPL is mandatory for all • Valid maintenance documentation flights (IFR and VFR) to/from the aero- • Relevant pages of flight manual drome. ATC is authorized to make exemp- (Information which verify flight manual tions from this requirement. for this particular aircraft) • Certificate of Insurance Oslo Gardermoen (ENGM) The following regulations are in force for Microlight entering/flying in Norway both IFR and VFR flights In order to cross the border and fly microl- within ENGM CTR: ight in Norway, you will need a permission a. Carriage and use of SSR transponder is from from Civil Aviation Authority – Norway. mandatory b. A complete ICAO FPL shall be submitted Permission may be obtained from Civil Avi- prior to flight ation Authority - Norway by ordinary mail or c. School flights/training flights are not e-mail to [email protected] permitted 5 SLOIS REQUIREMENTS

Slot requirements Allocation of departure and arrival times is compulsory for all flights at Oslo airport, Gardermoen At Bergen airport, Flesland, Prior approval (”slot-time”) is mandatory for all flights, except: - aircraft using the aerodrome as alternate due to meteorological, - technical or safety reasons - aircraft on ambulance-, search- or rescue mission - helicopters - VFR-flights At Oslo airport, Gardermoen, application for “slot-time” shall be submitted to the centralized AIS/NOF, TEL (+47)64 81 90 00, FAX + 47 64 81 90 01, e-mail: [email protected] At Bergen airport, Flesland, application for “slot-time” shall be submitted to Aircraft Parking Office, preferably via e-mail: flyparkering.bergen@.no , TEL: (+47) 67 03 15 70

Parking charges All aircraft parking on Avinor airports are subject to parking charges, except aircraft operated by flight schools and flying club members ( AOPA/ IAOPA members includ- ed). These aircraft are exempted provided they are operated on a non-commercial basis and have MTOM 2730 Kg or less.

6 FLIGHTS TO SVALBARD/SPITSBERGEN

Flights to Svalbard/Spitsbergen If you are planning to fly to Svalbard/Spits- You have to be familiar with Polar Region bergen, an application has to be submit- navigation when flying in Svalbard and its ted to reach the Civil Aviation Authorities surroundings. (CAA-Norway) at least two working days prior to the planned arrival at the islands. According to the Norwegian Operational Please observe that flights for sightseeing Regulations (BSL D), aircraft operating in purposes are prohibited on Svalbard, and Svalbard and its surroundings shall be of private flights may require special such colour that it will give good contrast permission from the Governor of to over-flown terrain. Otherwise the aircraft Svalbard (Sysselmannen). Fuel and oil shall be marked with fluorescing paint or may only be available if arranged specifi- adhesive folio in colour of red, yellow or cally. You shall, when flying over the high orange. On airplanes, these markings seas, carry a minimum of one portable shall be placed on both sides of the wings, ELT, life raft(s) able to carry all occupants, airframe or tail section. Total marked area survival suits, emergency rations, first aid shall not be less than 2 m². kits and blankets. An application to use the Svalbard/Long- Weather conditions at Svalbard can be year (ENSB) airport must be submitted very unstable and local variations Civil Aviation Authority at least 2 - two - prominent. Reliable weather reports/info working days prior to planned landing at may sometimes be hard to obtain, which Svalbard/Spitsbergen. Same information calls for considerable attention while required as described on page 4 of this assessing flight conditions in these areas. document. Larger fjords are often ice-free, even during winter, due to strong currents. This Flying with Ultra-light aircraft to/from often results in frost mist and/or low dense Svalbard is prohibited. fog. During winter, winds of more than 20 Animals and pets kts will always result in drifting snow, due No animal may be brought into Norway to the fine-grained and dry snow. without an import license from: Norwegian Animal Health Authorities The danger of whiteout is always present. Tel: +47 23 21 68 00 mail:[email protected]

7 FLIGHTPLANNING

FLIGHTPLANNING

Every flight must be preceded by a certain amount of planning. This could begin with determination if you are fit to fly. Weather considerations, selection of route to fly, aircraft performance calculations and pre-flight inspections of the aircraft and its systems follows. Always check and if planning to use private airfields, remember to call the own- er for permission to land and to obtain airfield conditions.

Take Charge of Flight Safety Below is a checklist, developed by the FAA, to consider for your condition prior to flight. Ask yourself; Am I safe to fly?

I'M SAFE

Some risk factors: Environment Aircraft How is the weather? Day or Night opera- Equipment and maintenance? Any mainte- tions? What type of terrain and airfields are nance problems that should be taken care involved? of? External pressure Performance Why are you making the trip? Limited on Fuel Consumption, weight and balance, time or demanding passengers? Have field elevation and runway length available an alternative travel plan been discussed before the trip started?

8 MANUALS AND CHARTS

Visual Approach, Landing and Area Charts Types of Manuals and Charts Available for all (with a few exceptions) Norwegian for Norway FIR airports, airfields and military aerodromes Aeronautical Information Publication (AIP) authorized for joint civil use. Norway in English is available at https://www.ippc.no/norway_aip/current/ www.norskeflyplasser.no AD_eng.html This is an unofficial website in Norwegian covering both the major airfields as well This document covers all information as most of the small dirt and grass fields regarding Norwegian Airspace and around. Aerodromes and includes charts for VFR Warning: This is a private web-page and Routes Light Aircraft. It may be purchased data published here is NOT verified and/ as a single edition (no revisions) through or checked by the Norwegian authorities. Norsk Aero A/S. Norwegian language only.

IPPC – Internet Pilot Planning Center: Aeronautical Chart ICAO, 1:500 000 https://www.ippc.no is the internet address These charts are often preferred by pilots for Avinor’s web-based information and for VFR cross-country flights. flightplanning tool. The site is linked to 3 charts covering Norway: NAIS, Norwegian Aeronautical Information • Southern Norway System. • Central Norway Here you can obtain briefings, weather • Northern Norway reports and forecasts, map-updates and M517 Air Aeronautical Charts, 1:250 000. also check AIP-Norway online. Provides higher detail level.

Jeppesen Bottlang Airfield Manual, 16 charts covering Norway: Scandinavia • Kristiansand The Manual contains a general section • Bergen and country related parts with Com- • Rjukan munications, Meteorology, Regulations, • Oslo Aerodrome Directory as well as Visual • Førde Approach, Landing and Area Charts. • Otta Updated by a monthly revision service. • Molde • Trondheim VFR Trip-kit Norway The Jeppesen Bottlang Airfield Manual • Namsos covering Norway only. No revision service. • Mosjøen • Bodø Airfield Manual Norway • Narvik This is an annual subscription with 12 • Tromsø revisions. The Manual include the following • sections; Special notes, General, Commu- • Hammerfest nications, Meteorology, Regulations, Emer- • Kirkenes gency, Aerodrome Directory as well as

9 ELECTRONIC FLIGHTBAG

Electronic flight bag are more vulnerable than permanent solu- The technological evolution has introduced tions and updated paper maps. It is good several types of electronic equipment for airmanship to come prepared, and paper aiding the pilot during flight. maps should be available covering the planned route. Most aircraft today are equipped with some type of GPS for aiding in navigation, and CAUTION: several types of situational awareness Please beware of obstacles that might not systems are being introduced in even the be shown on your map. Masts and high- smallest of aircraft. tension power lines are constantly being build and caution is especially advised For permanently installed equipment, when flying along fjords, valleys an in the updating procedures are usually in place, vicinity of islands along the coast. Espe- while that may not be the case for non-per- cially power lines are almost impossible to manent equipment. see, and they frequently cross fjords and Several types of handheld pads are availa- inlets. ble with more or less professional software Chart updates and apps, that the pilot himself need to At www.ippc.no , under AIS publications update. – CHAD NOR, you will find the latest chart Although these “low-cost” solutions may updates for 1:500 000, and 1:250 000 work excellently for most situations, they series.

Go/No-go weather criteria

VFR flight may only be conducted:

Weather criteria Planned Cloud Visibility Remarks route ceiling 5 km VMC More than 1000 feet 50 nm VMC More 2000 10 km PPR necessary for VFR-night in controlled Night than feet airspace. 50 nm

If the present weather situation does not meet these criteria, you can’t go.

10 VISUAL METEOROLOGICAL CONDITIONS (VMC)

VFR night During the period between the end of Visual Meteorological Conditions evening civil twilight and the beginning (VMC) of morning civil twilight all flights within controlled airspace shall be conducted in Weather minima for Special VFR accordance with the . Flights Special authorization to operate in accord- Upon request to TWR, a clearance to fly ance with the visual flight rules by night special-VFR within the CTR may be ob- may be obtained from the appropriate tained, provided: ATC-unit. Civil twilight summary for Nor- • Daylight conditions wegian airports may be generated at www. • the ground and flight visibility is not civiltwilight.me less than 3 km (1,5 km with the airfield in sight) VFR on top • the speed does not exceed 140 kts IAS Due to the possibility of an engine failure • intention is to conduct the whole flight while flying VFR on top in a single engine within the control zone aircraft, you should always be certain that • intention is to enter the control zone the cloud base is equal to or higher than and land at the aerodrome within the Minimum Safe (MSA), 10 nm either control zone side of your planned route.

11 PRE-FLIGHT MET BRIEFING

To calculate your MSA on the ICAO 1:500 In non-significant weather conditions there 000 chart, you should add 1000 ft to the are normally not any difference between published Maximum Elevation height (print- Autometar and manual Metar. ed in each quadrangle) along your route. In significant weather conditions there are This will give you a safety margin of 1000 quite often differences between the meas- ft above the highest obstacle including any ured and actual visibility, both horizontal unmarked obstacles. and vertical, and in the present of the weather phenomena. Pre-flight Met Briefing Met briefings can be obtained from the The following codes are used following three MWO's: exclusively by Autometar and will not Oslo - phone (+47) 22 69 25 62 occur on the official Metar: Bergen - phone (+47) 55 23 66 50 The suffix /// is used after all clouds, i.e: Tromsø - phone (+47) 77 62 13 00 FEW040/// NCD – No Clouds Detected In addition the following local MET offices NDV – No Directional Variations are available H24: UP – Unidentified Precipitation Andøya - ENAN (+47) 76 14 27 41 An Autometar will always be identified Bardufoss - ENDU (+47) 67 03 44 85 by the term AUTO, i.e: ENAL 060250Z Bodø - ENBO (+47) 75 53 72 80 AUTO 24010KT 9999…….

METAR, TAF,SIG-WX, SIGMET, ICE Operative Flight Plan AIRMET, IGA-prognosis and NOTAMS can You have to prepare and use an be obtained from all ATS-units. Operative Flight Plan for VFR flights extending more than 50 nm from your Remark: IGA-prog, a special forecast pro- origin. vided mainly for VFR-flights below FL100, are available for most areas of Norway. Fuel Planning An operator of an aircraft must take all nec- ATS units are connected to the Norwegian essary steps to ensure that the aircraft is Aeronautical Information System (NAIS), carrying sufficient fuel and oil to enable the which means that NOTAMs and various proposed flight to be undertaken in safety. AIS and MET bulletins, including the The regulations require that you have special area forecasts for lowland, coast enough fuel onboard to fly to your desti- and fjord districts of Norway (IGA-forecast), nation and then for 45 minutes. CAA-Nor- are provided by all ATS units. Planning way recomends the following practice to information is also available via internet: achieve safe fuel planning: www.ippc.no • Make sure you know the aircrafts total Autometar fuel capacity and usable fuel. The use of Autometar is approved by • Check weight and balance, you might CAA-Norway on airports where the AWOS not be able to depart with full tanks. - Automatic Weather Observation System • Determine fuel consumption and make is currently used. This is an automatic sure you take any headwind component weather report based on the AWOS ob- into consideration as well. servations, and used outside the ATS-unit • Check Notams to make sure you opening hours. know the status of fuel supply on

12 FLIGHT PLAN

aerodromes along your route. Note that opening hours for fueling may vary from ATS opening hours. Also note that 100LL might not be available on all aerodromes. • Always plan to arrive with your fuel reserve intact, never plan to use any reserve to get to your destination. • Keep the weather in mind, sudden changes are common in Norway. Holding or diversion might become necessary. Make sure you are prepared for this eventuality.

ICAO Flight plan For your own safety, you should always file a flight plan with ATS. This can be done via www.ippc.no A flight plan may also be filed by phone to the national AIS/NOTAM office located at ENGM, tel. +47 64 81 90 00. When calling, be sure to have your completed FPL handy Taking off or landing on airstrips with- and ready to read to the AIS-operator. out a four letter ICAO designator; field The FPL should be delivered Within 13 and/ or 16. Norway: 30 mins. prior to EOBT for VFR- With effect 18 OCT 2012 departure and/or flights, International: 60 mins. before arrival aerodromes without an ICAO 4-let- crossing the border. ter code shall be filed in a FPL as follows: • If the flight departs from an aerodrome Filing a flightplan via ippc.no: without an ICAO 4-letter code, ZZZZ shall For access to the tool you be entered infield 13 in the FPL. Enter DEP/ followed by geographical name and lat/long need a username and password. You position in field 18 of the FPL. choose the username and password • If the flight arrives at an aerodrome without yourself and apply for access by complet- an ICAO 4-letter code, ZZZZ shall be entered ing and submitting the form under “Logon in field 16 of the FPL. to Flightplanning – New User” window at Enter ARR/ followed by geographical name IPPC. This is subsequently authorized by and lat/long position in field 18 of the FPL. the AIS-office located at Oslo-Gardermoen • If alternate aerodrome(s) without an ICAO airport. 4-letter code are filed, ZZZZ shall be entered in field 16 of the FPL. Due to capacity limitations in the flight plan Enter ALTN/ followed by geographical name processing, foreign users will be granted and lat/long position in field 18 of the FPL. If access for a limited time, and only flight more then one alternate is filed in the FPL, plans into, out of or within Norway will be use ALTN1/ and /or ALTN2/ respectively. accepted.

13 ROUTING; FIELD 15

Departure message Routing; field 15. Departing from an airfield where ATS is Although legal, the use of DCT in the route- not provided, the pilot must transmit a field is not recommended. ATC prefers departure message by one of the following to have a reasonable clue to where you means: intend to fly and i.e an approach controller • Telephone from a person on the will not necessarily know exactly where ground as arranged between the pilot- you will enter a TMA if you are on a long in-command and the person involved. DCT route between two other airports and • A statement by the pilot-in-command happens to transit a TMA in between. Of that EOBT (Estimated Off-block Time) course, you may still fly on a direct track, in the flight plan shall be considered as but please file a point on the route for at ATD. least every 30 mins. flight time. • By giving the time, considered to This can be filed either a geographical be ATD, to AIS/ NOTAM by phone name, a lat/long position, a Navaid, a immediately prior to departure. five-letter Sigpoint or a fix given as a VOR (+47 64 81 90 00) radial and DME. (I.e. FLO065040 –a point • By radiotelephony to ATS after on FLO radial 065 at DME 40 from FLO.) departure. NOTE: The flight plan will not be activated unless DO NOT use the four-letter ICAO designa- one of the above procedures has been tor for airports you overfly along the route complied with. as a point in the in the routing filed under item 15 in the flightplan. This is to avoid Delays and/ or changes to flightplan confusion as to whether you will be landing If a delay of more than 30 mins. occur or at these airports. Please use a Navaid at you have to make a planned change to the airport or the airport name instead in your FPL, notify the local ATS-unit or AIS/ the routing. NOTAM in order to send a DLA or CHG message. The term “coastwise” will sometimes be used by both ATC and pilots to describe Arrival report a routing along the coast. In some places Arrival report and closure of the flight plan this may be very accurate, but due to the must be made within 30minutes after ETA, amount of fjords, inlets and islands along or else SAR procedures will be initiated. If Norway’s coastline we would like you to an arrival report is not expected to reach file a few points along the route instead. the appropriate ATS unit within 30 minutes Thereby we avoid confusion about your after ETA, item 18 in the flight plan shall intended route. contain the latest time at which an arrival report can be expected. Changing the EOBT If you like to bring your EOBT forward or The pilot or the operator may be charged delay your flightplan, this is not a problem. for the total costs of SAR operations if the Notify ATC or call AIS (64 81 90 00 (H24)) pilot has failed to comply with the appropri- if you change the EOBT more than 30 ate rules for notification to ATC of: mins. either way. Please bear in mind that • Deviations from the flight plan, or some airports are slot-restricted and make • Not closing the flight plan, resulting in sure your slot time is adjusted accordingly. initiation of SAR operations.

14 AIRSPACE AND COMMUNICATION

Note: If you are planning to use Oslo air- port, Gardermoen, allocation of departure Always check before flying into the next and arrival times (Slot time) are compul- area. sory. For slot time, contact the Scheduling Coordinator at Oslo airport, Gardermoen Note: Prior to departure, TWR will issue on: a clearance to leave the CTR. This will TEL + 47 64 81 90 00 normally contain a routing, altitude limit FAX: + 47 64 81 90 01 and a transponder code. This is NOT a E-mail: [email protected] departure clearance or clearance to enter any taxiways or runways! A complete flight plan is mandatory for: • All flights when a national border Operations in class D Airspace outside crossing is required. ATC operational hours • All flights within EN-R402 (Finnmark). Established as Control Zone (CTR) • All flights where Search and Rescue No clearance is required to operate as a (SAR) is requested. VFR flight in class D airspace, established as a CTR outside the published hours of If a complete flight plan has not been filed, service of the unit responsible for providing an abbreviated flight plan should be for- service in the CTR. Flights are, however, in warded to ATC by radiotelephony in order such period required to maintain listening to obtain clearance to operate in airspace watch on the control frequency and blind class C and D. Clearance request to oper- transmitting of position and intention is ate in controlled airspace shall be forward- recommended. ed not later than 5 min or 10 NM outside Flights are, however, not permitted to take the boundary of controlled airspace. off or land at state owned controlled aer- odromes unless ATC is provided, and not AIRSPACE AND COMMUNICATION to operate within a CTR between the end Airspace of evening civil twilight and the beginning In Norway we have standard class C, D, of morning civil twilight unless a clearance and G airspace. In general has been obtained from an appropriate standards are not applied by ATC to or be- ATS unit. tween VFR flights and therefore separation Established as Terminal Control Area from other aircraft remains the responsibil- (TMA) ity of the pilot in command of a VFR flight. A clearance to operate in class D airspace, The exception to this applies in Class C established as a TMA, outside the pub- Airspace – where ATC will separate VFR lished hours of service of the ATC unit nor- from IFR but not VFR from VFR mally providing service within the airspace, When flying through class C and D may be obtained from the ap¬propriate airspace it is mandatory to obtain an ACC which may specify conditions to be ATC-clearance. complied with. When flying through class C and/or D airspace you will be given a clearance from Class G* - airspace the appropriate ATS-unit. Please note that One special feature in Norway’s airspace a clearance given by one ATS-unit is not is the G* -airspace. You will find this at and automatically a clearance to continue into a around most of the short-field airports, in neighboring ATS- unit’s area. TIZ and TIA.

15 AIRSPACE AND COMMUNICATION

Phraseologies used exclusively while flying This airspace is classified as G, but has a at an AFIS aerodrome: “RUNWAY FREE” requirement to establish two-way commu- means that the runway is clear of other nication with the AFIS-unit during opening traffic and usable for taxiing, takeoff or hours. landing. “RUNWAY OCCUPIED” means Aerodrome Flight Information Service (AFIS) that the runway is occupied by other Traffic Information Areas (TIA) and Traffic traffic and not usable for taxiing, takeoff or Information Zones (TIZ), both G - class landing. “INFORM (ME)…..” is a request airspace, are established at airports where to the pilot to inform AFIS of PASSING (or the traffic is relatively light and therefore PASSING OVER or ON or AT), POSITION only AFIS is provided and/or ALTITUDE. (call sign + INFORMATION). Hence, the Pilots report their whereabouts, intentions, responsibility for avoiding collisions solely position in the circuit, AIRBORNE (time) rests with the pilots when flying in to or out and LANDED (time). from these airports. Two-way radio contact with AFIS is man- VFR routes inside CTR/TMA datory, while flying within TIA and TIZ. The These published VFR-routes are to be AFIS unit will state runway in use, weather used for flight planning purposes and the conditions,time and traffic information. clearances issued will state the reporting points to identify the route. The cleared Phraseology at airports where AFIS is route with specified altitude limitations and provided related procedures shall be complied with An AFIS unit shall be identified by the unless weather conditions necessitate to name of the aerodrome followed by the divert from the clearance. The diversion word INFORMATION, e.g. VALAN INFOR- or need for a diversion from the clearance MATION. shall be transmitted to ATC as soon as At airports where AFIS are established, the possible. AFIS unit shall use relevant phraseology from ICAO Doc 4444, PANS-ATM Chapter Prohibited, restricted and danger 12 and BSL G 8-1. When AFIS relays ATC areas clearances the name of the ATC unit shall be included. Requirements for read-back Prohibited Areas to an AFIS unit are described in BSL G Prohibited areas are not established in 8-1, reference is made to AIP GEN 1.7. In Norwegian airspace. addition the following phraseologies are Restricted Areas available: Restricted areas and restricted areas • RUNWAY IN USE (number) which are active only as notified by NO- • RUNWAY FREE TAM are promulgated in AIP Norway. • RUNWAY OCCUPIED (reason) • (reason for why the runway is not Restrictions concerning EN R402 - free) RUNWAY AVAILABLE FOR Finnmark County LINE UP (or TAXI, or TOWING) Non-scheduled and private flights may • REPORT POSITION (or only take place within the area provided a ALTITUDE, or LEVEL) complete flight plan has been filed prior to • REPORT PASSING (altitude) departure.

16 AIRSPACE AND COMMUNICATION

By promulgation of the upper limits as a The route to be flown must be specified. flight level (see para b above) due regard For VFR-flights entirely within the CTR or is taken to possible deviations from the TIZ only, it is sufficient to give the ATS-unit standard atmosphere. The promulgated information regarding the flight prior to upper limit of a danger area can always be departure. considered as safe. In addition to the upper VFR-flights operating entirely within the limit of the activity, a “buffer” of 1000 FT TIZ outside ATS opening hours may do so, (2000 FT above 25000 FT) is included. given certain criterias have been fulfilled It is the pilots responsibility to avoid all and prior permission has been arranged danger areas, however ATC can give ad- with Bodø ATCC. (+47) 75 58 29 57 vise and guidance regarding the circumnavigation of these. ATC will also Danger Areas order a stop in the activity if a controlled Danger areas which are continuously active, flight has to be cleared closer to a danger and danger areas which are active only as area than the prescribed minimum. notified by NOTAM, - are promulgated in AIP Norway. In other cases danger areas are Real time activation promulgated by NOTAM only. Based on infor- For a few of the danger areas - promul- mation given by the agency responsible for gated as continuously active - a real time the activity, the upper limits of danger areas activation is practiced. Hence all activity in are promulgated as: the danger area concerned is coordinated • an altitude (FT AMSL), when the upper between ATC and the agency responsible limit is at 10000 FT or below, - or for the activity. The agency responsible • a flight level (FL), when the upper limit for the activity will inform ATC prior to the is above 10000 FT. activation.

17 CRUSING LEVELS

• Operate the transponder and select codes as individually directed by the ATS unit with which contact is being made. Based on this information, ATC will always • Unless otherwise directed by ATS, be able to inform the pilot in command operate the transponder on the last regarding the status of a real time activat- assigned code, until aircraft has landed. ed area, whether it is active or non-active. • In the absence of any ATS directions, Information regarding a non-active area is select code as follows: - VFR-flights: valid for a limited period of time only, nor- Code 7000. mally 30 MIN. Unless the pilot in command When the aircraft carries serviceable Mode has obtained information on a danger area C equipment, the pilot shall continuously being non-active, the area shall be consid- operate this mode, unless otherwise direct- ered as continuously active within the prom- ed by ATS. If you are flying in a formation, ulgated time period. Danger Areas - Contin- only the formation leader shall operate the uously active. See AIP Norway ENR 5-1. transponder, unless otherwise directed Language requirements by ATS.Pilots shall not SQUAWK IDENT Use of standard phrases for radio telephony unless requested by ATS. communication between aircraft and ground Emergency procedures stations is essential to avoid misunder- The pilot of an aircraft encountering a state standing the intent of messages and to of emergency shall set the transponder to reduce the time required for communication. Code 7700 except when previously direct- Users of air band radios are required to hold a valid Radio Telephone license. These ed by ATS to operate the transponder on a documents shall confirm language proficien- specified code. In the latter case the pilot cy level equal to ICAO standards. Primary shall maintain the specified code unless language for aviation communication is otherwise instructed. English, but Norwegian may of course also Notwithstanding the procedures above, be used. a pilot may select Code 7700 whenever there is a specific reason to believe that SSR Transponder this would be the best course of action. Transponder equipped VFR-flights shall select code 7000, unless otherwise Communication failure procedures instructed by the appropriate air traffic ser- The pilot of an aircraft losing two-way vices unit. SSR transponder mode S is not communications shall set the transponder mandatory in Norway. Always use Mode C to Code 7600. for vertical separation purposes. Note: A controller observing a response on the communications failure code 7600 Transponder operating procedures will ascertain the extent of the failure by in- When an aircraft carries a serviceable structing the pilot to SQUAWK IDENT or to transponder, the pilot shall operate the change code. Where it is determined that transponder at all times during flight, the aircraft receiver is functioning, further regardless of whether the aircraft is within control of the aircraft will be continued us- or outside airspace where SSR is used ing code changes or IDENT transmission for ATS purposes. Except emergency or to acknowledge the receipt of clearances communication failure, the pilot shall: issued.

18 AIRSPACE INFRINGEMENT

Airspace Infringement Unknown aircraft stray into some of the busiest areas of Europe’s airspace at least once a day. This happens mostly in airport control zones and TMAs. To avoid that you cause airspace infringement, the following recommendations, based on good air- manship and common sense, should be considered:

Planning • Plan your flight! Where possible, avoid flying close to controlled airspace boundaries. A small navigational error or distraction of any sort may lead to an infringement. • Read NOTAMs and check weather charts closely. The weather changes rapidly in Norway, and pilot workload VFR-flights under Oslo TMA rises rapidly in bad weather. When flying in the G-class airspace • File a flight plan – an opened FPL is underneath Oslo TMA close to Oslo city mandatory to receive SAR services. you should tune in frequency 122.000 and • If your aircraft carries a GPS, be sure transmit call sign, position, altitude and in- to have current electronic maps and tensions blind on that frequency. For more latest update available. information ( in Norwegian only) AIC-N Communication 21/13. • You are more than welcome to contact 122.000 is a Unicom pilot-to-pilot frequen- Air Traffic Services, even in uncontrolled cy and there is no ATS service provided. airspace. If communication is Beware of the restriction area R 102 over established, you’ll get flight information the city center. Tune to the appropriate and may request to be transferred to the local frequency when approaching local next ATS-unit when approaching sector airfields boundaries. • Communication established well in Use of frequency 123.500 advance facilitates a request to enter Pilots flying in G-class airspace may use controlled airspace as well as makes it 123.500 for blind reporting. This frequency easier to get assistance for example, if is a general pilot to pilot chit-chat frequen- the weather deteriorates. cy used all over Norway outside controlled • Remember that communication with airspace. relevant ATS-unit is mandatory before Always make sure you tune to the ap- entering air space class G+ or G* propriate ATS-frequency before entering (Traffic Information Zones, TIZ /Traffic controlled airspace or TIA/TIZ. information area, TIA)

19 AIRSPACE INFRINGEMENT

Phraseology • Use standard phraseology. improve the air safety, not to state criminal • Your first transmission should be liability and blame. e.g.:”Kjevik Tower – D-EEMH – on VFR For further information on AI see “Eurocon- flight plan.” trol Airspace Infringement Initiative Action Plan” This gives ATS time to find your flight plan in the system and generate an SSR code Mandatory Occurrence Reporting in for your flight. Norway In Norway, you are required to file a report Clearance to the Norwegian Civil Aviation Authority • If there is any doubt whether you have about any occurrence you are involved received a clearance to enter controlled with. airspace or not – ask for confirmation. The requirement to report is personal and • If you need to deviate from your mandatory. clearance to remain VMC –Take Please read this chapter carefully, to un- necessary action immediately, but derstand why it is completely harmless to advise ATC as early as possible. STAND report, to learn why it is essential that you BY is not a clearance to enter controlled actually take your time to file a report and airspace. to better understand the importance of your Be aware that a clearance through con- contribution. trolled airspace may take you away from your planned route, due to traffic patterns What rights do I have? and other traffic. Norway is a country with established "Just Culture" in aviation. Defined by ICAO and Transponder adopted by its members, Just Culture is: “A Use the transponder, it will help ATC iden- culture where front line operators are not tify you in case you need assistance and punished for actions, omissions or deci- may also prevent an infringement. sions taken by them that are commensu- Reporting of airspace infringement (AI) rate with their experience and training, but CAA Norway has been focusing on AI for where gross negligence, willful violations some years and how to avoid this poten- and destructive acts are not tolerated.” tial safety hazard. AI is basically to enter The Norwegian Aviation Act states protec- controlled airspace unauthorized (without tion rules related to occurrence reporting, an ATC clearance). ATC will normally re- including confidentiality and banning of port these incidents according information sanctions. below (Form NF-2007). When a pilot is What does this really mean? told that an AI incident will be reported by There will be taken no sanctions against ATC he/she should always report his ver- anyone involved in an occurrence. The sion of the AI. Pilot reports are essential to exception is if someone harms anyone on understand why AI happens. These reports purpose, damages anything on purpose or will only be used to improve the knowledge intentionally creates a dangerous situation. of why an AI happens and find ways to reduce the number of AI incidents. Why should I report? The objective of this reporting is the There is a need to learn from accidents prevention of accidents/incidents and to and incidents so as to take appropriate

20 AERONAUTICAL INFORMATION

action to prevent the repetition of such this, please visit www.caa.no and browse events. In addition, it is important that even the "Mandatory occurrence reporting" apparently minor occurrences are reported article. There you will also find the backup to the local authorities, in order to prevent Word and PDF versions of the NF-2007 catalysts for major accidents. Analysis and form. Please give all relevant information investigation are necessary and effective regarding the occurrence when you file a means of improving safety, by learning the report. appropriate lessons from occurrences and adopting preventative actions. "Until you have an open reporting culture, you will never have a true idea of what is What shall be reported? actually happening, and until you have an All occurrences, also seemingly insig- idea of what is happening, there is not a lot nificant incidents, shall be reported. The you can do about it". Norwegian Civil Aviation Regulation A Paul Wilson - Head of the 1-3 Attachment 1, 2 and 3 are example EUROCONTROL Airport Business Unit. lists of reportable occurrences. Note that these are lists of examples witch serve as Aeronautical information a guideline, and only cover a part of what Where to find information: operators and individuals are obligated to Norway Aeronautical Information Publica- report. tion (Norway AIP) Static information, updat- ed every 28 days, containing information of How will my reported information be lasting (permanent) character essential to used? air navigation. www.ippc.no Your and others' contributions are essen- tial in our work to improve aviation safety. GEN – General operational, legal and Filed reports are subject to confidentiality, administrative information. and are not available to the media or other ENR – En-route airspace information, parties in aviation (or elsewhere). Reported including airspace classifications occurrences will be made anonymous and and types of airspace or airspace filed in the Norwegian national database, restrictions, operation of equipment, etc. where they will be included in different AD – Information pertaining to Norway statistics and summaries used to improve licensed aerodromes. aviation safety. Some of these statistics AIP Supplements will be published on our website (www.caa. Temporary changes to the AIP, no). Accidents and serious incidents will usually of long duration, containing investigated by the Norwegian Accident comprehensive text and/or graphics. Investigation Board. Aeronautical Information Circulars (AICs) Where/How can I file a report? AICs are notices relating to safety, We have an electronic reporting form navigation, technical, administrative called "NF-2007". This form is found on or legal matters. These are issued the state portal at www.altinn.no. Here it is whenever it is necessary to promulgate easy for foreign operators and individuals information that does not qualify for to sign up and report, even without Norwe- inclusion in the AIP or as an AIP gian Social Security Number. supplement. Circulars are published on For an English user guide on how to do Thursdays every 28 days.

21 EMERGENCIES

EMERGENCIES this frequency on these specific times as an additional aid to locate you. If a mobile Search and Rescue Services (SAR) telephone is available, you should try to The services are provided by two Rescue make contact with ATS. Co-ordination Centres. In addition 16 Res- cue Sub-centres, associated to air traffic Remember to first aviate, navigate, services units, have been established, then communicate! being responsible for initiating search and Use of ELT and Personal Locator Bea- rescue actions. con ( PLB) Rescue Coordination Centres are: An ELT or a PLB is a valuable search aid if Stavanger Rescue Co-ordination your aircraft is forced down and is man- Centre, Sola (South of 65N): datory while flying in Norwegian airspace. Tel: (+47) 51 51 70 00 Proper use and activation of your ELT/ Fax: (+47 )51 65 23 34 PLB can be paramount for your survival. Hours of services: 24H. It might be advisable to activate the ELT/ PLB as early as possible to make use of Bodø Rescue Co-ordination Centre, the longer range at higher altitude. Early Bodø (North of 65N): activation may be the only chance you’ll Tel: (+47) 75 55 90 00 have to alert anyone before the mountains Fax: (+47) 75 52 42 00 block your distress signal. Hours of service: 24H. This is also advisable for the radio distress call for the same reason. An ELT/ PLB SAR helicopters transmitting on both 406 MHz and 121,5 SAR Helicopters are stationed at the fol- MHz is mandatory. lowing aerodromes: Banak (ENNA), Bodø (ENBO), Ørland (ENOL), Stavanger/Sola A few guidelines: (ENZV),Florø(ENFL) and Rygge/Moss • If you are forced down: Ensure that the ELT/ (ENRY). PLB is activated. These are able to reach any destination • If in water and the beacon is floating, the within mainland Norway within 90 min di- ELT/ PLB should be activated in the water and allowed to float to the end of the lanyard rect flight from its home bases. In addition, with the aerial vertical. Do not hoist the ELT/ several emergency medical helicopters as PLB up a mast. well as offshore SAR helicopters are based • Always position the PLB so that the antenna at locations both off – and onshore all stands vertical. Tree canopy degrades over Norway. Emergency frequencies are: performance. Find a clearing with as much 121.50 MHz and 243.0 MHz. sky view as possible. Ravines, canyons, caves and overhangs should be avoided if at If an emergency landing becomes all possible. necessary and there are no means • If on land and your ELT is portable, place available to contact ATS, the following the ELT on the ground on an earth mat. If procedure is recommended: an earth mat is not available, place the ELT on the wing of the aircraft or another metal By the use of any available aircraft radio, reflective surface. call and listen out on 121.5 MHz for the • Make sure the ELT remains vertical by first 5 minutes after full and half hours. securing it with rocks, tape etc. ATC will be requesting other aircraft along • Do not deactivate the ELT/ PLB even if it is your planned route to call and listen out on damaged.

22 MOUNTAIN FLYING

FLIGHTS IN MOUNTAIN AND REMOTES AREAS conditions, making the aircraft difficult to Norway mainly consists of mountainous control. Therefore you should seek infor- terrain, deep fjords often encircled by mation on local conditions for all of these sharply rising terrain and remote areas. airports. Adding Norwegian weather conditions, A few of these airports to mention is Ham- which often change rapidly from good to merfest, Honningsvaag and Stokka/Sand- worse resulting in conditions such as fog, nessjøen where certain wind conditions low cloud base, precipitation, icing and can make a flight an extremely unpleasant strong winds, will necessitate for special experience. planning considerations, safety/survival We advise you to contact the AIS/NOTAM equipment and flying skills. Office (Tel. +47 64 81 90 00) before depar- You should always plan for alternatives ture when operating on the AFIS network while flying in such areas. Because of Nor- of airports. They will transfer your call to wegian topography and settlement, remote the local AFIS unit . They will be able to areas are not easily defined, but good ex- give you the latest weather updates and amples are Hardangervidda, Jotunheimen, how this affects local flight conditions. Finnmarksvidda and of course Svalbard. On most short field airports there are Short field operations balked landing lights, or "Go-around" lights. Norway has a unique system of short They consist of a group of two lights on airfields operated by scheduled services. each side of the runway, normally around These airfields are mainly located along 300 M from THR. Their purpose is to give the coast from the west coast north of the pilot a reminder that more than 1/3 of Stavanger to the Russian/Norwegian the runway has been used. Unless the border in the extreme northeast part of A/C is firmly on the ground a go-around is the country. On average these airports advised. have a runway length of 800 m. They are Mountain Flying fully equipped for IFR operations (CAT I The purpose of this section is not to give landings). you a comprehensive lecture on how to Pilots should be aware that these airports fly in the mountains. The purpose is rather often had to be constructed in a non-stand- to give you some appreciations on what ard way due to limitations given by sur- is involved, and to raise your alertness of rounding terrain, obstacles and available unsafe conditions. Deteriorating weather land area. Safety zones surrounding the conditions and winds above 15 knots will runways are often limited. Many of these have a greater effect on you and your airports are very close to the sea. For aircraft in the mountains than over flat land. some of these airports wind from certain di- Seek local knowledge and by all means, rections cause turbulence and downdrafts get some mountain flying instructions if that can make a flight impossible or very possible. hazardous. Especially for small aircraft with If you are inexperienced in mountain flying low performance. and prevailing and/or forecast weather is Even light wind you would consider no marginal or winds are 20 knots or more, problem at airports located at flat terrain please consider another time or route to fly. you may experience hazardous Even though there are mountainous terrain

23 BALKED LANDING LIGHTS

with “Galdhøpiggen” as the highest (8100 summer day of 25ºC, give a density alti- ft), the vast majority of airfields listed in tude of 4840 ft. This will undoubtedly have “Airfield Manual Norway”, are situated in an impact on your aircraft performance. the valleys and fjords. Not many airfields For example, a normally aspirated engine are above 2000 ft with “Wadahl” as the will lose about 3% of its power per thou- highest (at 3150 ft). What is of concern sand feet of density altitude increase. is that many of these airfields have high and sharply rising terrain close by, which Takeoff could create turbulence, downdrafts and Starting and taxi at high density wind shear in windy conditions. Especially are performed as you would at , during low visibility and low cloud base, except you must lean the mixture signif- extra care should be taken while approach- icantly to avoid fouling the spark plugs. ing and departing such airfields. Study the Run-up is also normal except a full power Approach and Landing Chart for the airfield run-up of non-turbocharged engines should carefully and pay extra attention to Caution be used to set mixture for takeoff pow- notes. Even though the vast majority of er. If you are planning to take off heavy, airfields are situated at lower elevations remember where density altitude will not normally be that 10 % increase in weight, increases the of major concern (depending on the nature stall speed by 5 %, since lift-off speed is of the surrounding terrain), attention to high generally about 15% above the stall speed, altitude techniques is important to consid- this increase in weight will result in a higher er when operating at landings sites such lift-off speed. Since your true airspeed in- as small private airfields, lakes and snow creases with increasing density altitude for airfields. Even “Wadahl” airfield (3150 ft) a given indicated airspeed (add 2% to TAS with its 500m gravel runway, will on a hot per 1000 feet of altitude), the visual cues

24 WIND PHRASEOLOGIES of higher ground speed on takeoff at a high especially at higher density altitudes. This density airport can make a pilot to rotate is especially important to have in mind too early. You should also be aware of the before takeoff where you have a head wind temptation to over-rotate to try to compen- blowing over rising terrain in front of you. sate for the reduced climb performance resulting from higher density altitude. Most of the windshear that occur in Norway As a rule of thumb, you should achieve during winter are caused by temperature- lift-off speed by half runway length. This inversions at ground level. These wind- will give you the option to abort the takeoff shears are usually long lasting and may be at lift-off speed if necessary and also give detected by measuring the wind at higher you an adequate airborne distance after levels (mountain peaks) above the runway rotation to climb clear of obstacles in front level. of you. You should also bear in mind that Wind gauges for this purpose are installed several Norwegian airfields have sharply at the following aerodromes: rising terrain close by, which during windy • ALTA (ENAT) conditions could call for a spiral climb • BANAK (ENNA) above the airfield instead of a straight • BERGEN/Flesland (ENBR) • HARSTAD/NARVIK/Evenes (ENEV) climbing departure towards rising terrain. • KIRKENES/Høybuktmoen (ENKR) • MOSJØEN/Kjærstad (ENMS) Downdrafts • HAMMERFEST (ENFH) Downdrafts affect the climbing capability of • SVALBARD/Longyear (ENSB) your aircraft. To demonstrate this, let’s say a wind of 25 kts is blowing down a moun- In windshear situations these wind obser- tain side of 20 degrees. The vertical com- vations will be included in the ponent will equal 9kts. 1 kts is 1nm/hrs, from the aerodromes. which again equal 6080 ft/hrs or approx. Information on forecast/reported wind 100 ft/min. This means that your aircraft shear will be passed on radiotelephony by under these conditions are subject to a ver- use of the phraseologies listed below, hav- tical force pushing your aircraft down with ing the meaning stated. The information is a speed of 900 ft/min. This force can easily included in ATIS broadcasts at aerodromes overcome your aircraft climb performance, where this service has been established.

25 WIND

what makes mountain flying so challenging Wind and sometimes dangerous. Wind and turbulence forecast are pub- If you start to feel uncomfortable due to lished for 20 airports in Norway, maps with uncertainty of where you are, clouds forc- both horizontal and vertical view. ing you down, reduced visibility, increasing www.ippc.no turbulence or downdrafts, take action and make precautionary measures. You may Icing turn around and go back or choose an An aircraft shall not take-off for the purpose alternate route, but most importantly, do it of making a flight into known or expect- in time! ed icing conditions unless the aircraft is adequately equipped with de-icing or A few points on mountain flying anti-icing equipment of the type and quanti- techniques ties required to handle such conditions. Air will in many ways flow like water. So Please note that in some areas, like over when air moves along, it will change or nearby larger glaciers as Svartisen or directions, decelerate or accelerate, move Folgefonna, severe carburettor icing may up and down like waves or tumble around occur. This is due to the local temperature when it hits obstructions or being squeezed drop the glaciers will induce. through mountain passes. In windy condi- tions (in this context, meaning more than Enroute 15 knots at ground level and increasing Route selection over mountainous terrain with altitude), turbulence, updrafts and does often involve more than drawing downdrafts will start to have an impact a straight line between your origin and on flight conditions. If you decide to fly at the destination. Wind conditions, cloud high altitudes under such conditions, add base and proper emergency landing sites a safety margin of at least 1000 feet above along your route, often dictate your route the peaks along the route to stay away selection. For some areas in Norway, the from mountain waves. only suitable emergency landing sites may be to ditch along the shore in the fjords. If you decide, under such conditions, to Therefore, a map study with emergencies follow the valleys or fjords below the ridge- in mind, choosing an alternative plan goes lines, you should be proficient in assessing hand in hand with the selection of the main wind direction and speed, and where to route. position yourself in the valley. Before en- tering a valley, be sure it is the right valley Weather conditions along your route must by referring to the map and navigation be checked before take off and monitored instruments. Too many pilots have ended constantly to detect deteriorating weather up dead in a dead-end valley. as soon as possible. Especially during If weather permits, preferably fly on the winter, the weather conditions may change right hand side of a valley as this is a com- extremely quickly, from a nice sunny day mon procedure to avoid opposite traffic. In to dense snow showers in a matter of windy conditions, fly on the windward/up- minutes. Some of these extreme weather draft side of the valley to avoid turbulence conditions, like the Polar Lows, are intense from rotors and downdrafts on the leeward/ and very hard to forecast. Rapidly dete- downdraft side, and to gain a lift advantage riorating weather and windy conditions is from the updrafts.

26 LANDING

Flying on the windward/updraft side also 1000 feet for safety in windy conditions. helps you, if you have to turn back in a Approach and cross the ridge at 45º to the narrow valley. You will have more space ridge preferably with the ridge on your left available and you will turn into wind, which side for better view. This will give you a will tighten your radius of turn. less angle to turn to steer away from the ridge if necessary, and make sure your You should bear in mind that for a given escape will be downhill and downstream. rate of turn, an increase of only 10% TAS will increase your turn radius by 20%. A Landing controlled climbing or descending turn If you are intending to land at an airfield may reduce your turn radius significantly. you are unfamiliar with, you should make a Get familiar with your aircrafts turn radius pass and have a closer look at the airfield before you fly into a narrow valley. and its surroundings. When crossing a ridge, you should first of Make an assessment of the airfield length all be certain that you will be able to pass and surface, wind, terrain and check for over it with adequate terrain clearance. On wires. climb from lower terrain in windy condi- Plan your departure track and look for es- tions, you should plan to reach safe alti- cape routes and emergency landing sites tude in good distance before the crossing in the event of an engine failure shortly point. Don’t try to out climb the mountain after takeoff. wall. This may be very dangerous due to In windy and gusty conditions and unexpected downdrafts and uncertainty if there is a chance of downdrafts, aim of the steepness of the wall. Add at least for a touchdown one quarter down the

27 WIRES

Wires runway, which will ensure some extra When you fly along valleys or fjords and height above the threshold. Keep some during takeoffs and landings, you should power in and use full flaps. If the effective pay extra attention to the most likely pres- length is limited but adequate, you should ence of obstacles, like power lines (wires) make a normal approach to your selected masts and a variety of other man-made touchdown point, but during this phase do obstacles. Wires often run across valleys not look at the strip length. Doing so will and fjords between poles situated on the almost certainly cause you to overshoot. ridgelines. The lowest part of the span may An airfield looks shorter on approach com- be several hundred feet above ground pared to when flying over it, so concentrate depending on the steepness and height of on getting the aircraft down where you the mountains and the width of the valley. want it and then concentrate on the landing Some wires are crossing valleys and fjords ground roll after touchdown. with a height of up to 1600 feet above the terrain or water. Some of the wires are NOT, or only PARTLY marked. Low level flying therefore pose a significant threat to you, your passengers and your aircraft.

28 WHITEOUT AND BRIGHTOUT

Wires are often almost impossible to see in time, so in your search for wires you should look for the poles. The firebreak along the path of high voltage wires is also a good indication of the presence of wires. If you encounter wires, you should try to Fully or partly unmarked power spans cross at a height equal to or above the present a significant risk to pilots flying low height of the poles, or even better above level. Civil Aviation Authority Norway highly the poles themselves. recommend pilots not familiar with the High voltage spans, which can be easier to location of power spans in Norway to refrain see, often have much thinner earth wires from low flying in Norway. running from the top of the poles, which Whiteout and Brightout are not that easy to spot. If you are going to fly over areas covered At http://nrl.statkart.no/ you will find a by snow or ice you may be exposed to the national register of aviation obstacles (In phenomenon called whiteout. Whiteout is Norwegian only). a situation where you loose the ability to see surface texture, shadows and hollows. Note: Not all wires are depicted on the In conditions where the light is reduced charts, so to be safe, you should not fly by an overcast sky, the result may be that below the ridgeline or minimum altitude of everything turns into a flattened white sur- 1500 feet if you are not absolutely certain face. You can easily loose your horizon un- about wire locations. In order for you to der such conditions and the ability to judge have a safe flight over Norwegian territory, height and distance become impossible. Patches of clouds beneath the overcast STAY HIGH – WIRES KILL sky may also blend in with the background and become invisible. This may result in Automatic obstacle warning systems inadvertently entering IMC conditions, and Some wires are equipped with an obstacle may be a very dangerous situation during warning system. The radar based warning low level flying. This is one reason why you system is designed to reduce the likelihood should not try to climb up a snow covered of collisions between aircraft and wires or mountain hill or glacier head on. Brightout obstacles by trigging flashing obstacle lights when an aircraft approach the obstacle. The will give the same flattening white surface system is used on wires and presently also appearance with no visible definitions, and on one Wind Farm. happens often when bright sunlight from a clear sky shines on a white unmarked All OCAS - Units are, as of April 2014, surface. suspended. Power lines marked with OCAS If you feel you loose your outside referenc- are therefore fully or partly without any es, immediately initiate a climb, using your obstacle marking, and therefore very difficult flight instruments to verify a positive climb to locate. attitude!

29 REINDEER

OTHER INFORMATION Protection of Reindeer against Noise Bird Hazards from low flying aircraft The risk of strikes between aircraft and Observation of reactions amongst birds should be taken into concern. The reindeer being exposed to noise from risk for bird-strikes is higher during migra- aircraft operating at low altitudes - also at tion where the autumn migration, peaking altitudes above the minimum prescribed from mid-August until mid October, in- altitude - has shown that the effects are volves a high number of birds where many unwanted and may be harmful whether the are young and inexperienced as regards flying takes place over herds of reindeer or to aircraft encounter. Spring migration in- over a single animal. During the calving-, volves less numbers of birds and the peak mating- and hunting season, which normal- period is from mid-April to the end of May. ly occurs from approximately 15th of April Migration altitude during daytime varies to 15th of June and from approximately from 500 feet to 3000 feet, and during night 25 August to 31 October, the effects are varies from 2000 feet to 5000 feet. particularly noticeable. During the peri- Bird concentration areas are often located ods mentioned above, operations should on or close to airfields and during local be conducted at altitudes no lower than movements birds may fly as high as 3000 1000 feet above ground or water. Chasing feet. Remember that birds have a tendency reindeer or any other animal by aircraft to dive when disturbed in flight, so if on a is considered a very cruel act and is a collision course, try to pass over them if violation of the provisions in the Norwegian time and circumstances permit. Rules of the Air.

30 USE OF DRUGS

Photographing There are in general no restrictions regard- When there is reason to believe that the ing non-commercial photographing from regulations above have been violated, the the air when the purpose is of a strictly police authorities may order a medical ex- private nature. It is not allowed to take amination, which may include a blood test pictures of military installations or facili- of the person responsible for the violation. ties without permission from Headquarter Defence Command. The appropriate department will issue You may contact Headquarters Defence detailed regulations dealing with such ex- Command by calling +47 23 09 80 00, amination and matters related thereto. if you have any enquiries regarding the limitations mentioned.

Use of Intoxicating Liquor, Narcotics or Drugs The Norwegian Aviation Act contains the following provision: No person shall serve as a crew member when under the influence of intoxicating liquor or other stimuli or narcotics or when he or she, as a result of illness or fatigue or for other reason, is unable to perform his duties safely. In any event a person is considered to be under influence of alcohol as far as the law is concerned, when the alcohol concen- tration in the blood is in excess of 0.2 per mill or the amount of alcohol in the body is large enough to lead to 0.2 per mill.

Error regarding the extent of alcohol con- centration in the blood shall not exclude liability for punishment.

A person having served as a crew member shall not during the first 6 hours after com- pleting a tour of duty consume alcohol or other stimuli if he or she knows or suspects that police investigation concerning his or her duties as a crew member is pendent; except if a blood test already has been tak- en or the police authorities have decided that such test is unnecessary.

31 USEFUL TELEPHONE NUMBERS

Useful telephone numbers

Civil Aviation Authority - Luftfartstilsynet Air Traffic Map Svalbard P.O.Box 243 This chart may be purchased from: N-8003 BODØ Norsk Polarinstitutt NORWAY NO-9170 Longyearbyen TEL (+47) 75 58 50 00 Norway FAX (+47) 75 58 50 05 TEL (+47) 79 02 26 00 E-mail: [email protected] FAX (+47) 79 02 26 04

AVINOR (AIS/NOTAM) Norway Directorate of Customs and Excise PO. Box. 150 P.O.Box 8122 Dep. NO-2061 Gardermoen NO-0032 Oslo, TEL (+47) 64 81 90 00 Norway FAX (+47) 64 81 90 01 TEL (+47) 22 86 03 00 E-mail: [email protected] FAX (+47) 22 17 54 85 E-mail: [email protected] Accident Investigation Board Norway (AIBN) P.O. Box 213 OSL Customs (Gardermoen) NO-2001 LILLESTRØM, Norway TEL (+47) 64 82 10 00 TEL: (+47) 63 89 63 00 (Switch board) FAX (+47) 64 82 10 01 FAX: (+47) 63 89 63 01 E-mail: [email protected] Directorate of Immigration Web: www.aibn.no P.O. Box 8108 Dep. Notification of aircraft accident or serious N-0102 Oslo, Norway incident (H24): TEL (+47) 23 35 15 00 TEL: (+47) 63 89 63 20 FAX (+47) 23 35 15 04 E-mail: [email protected] OSL Slot (Gardermoen) TEL (+ 47) 64 81 90 19 AVINOR FAX (+ 47) 64 81 90 01 TEL (+47) 81 53 05 50 E-mail: [email protected] FAX (+47) 64 81 20 01 E-mail: [email protected] Met: Tromsø: TEL (+47) 77 62 13 00 Norwegian Airsport federation (NLF) Bergen: TEL (+47) 55 23 66 50 Postboks 383 Sentrum Oslo: TEL (+47) 22 69 25 62 0102 Oslo TEL (+47) 23 01 04 50 Norsk Aero AS, Pilotshop FAX (+47) 23 01 04 51 P.O. Box 826 Sentrum NO-0104 Oslo, Norway Office: Wergelandsveien 1 TEL (+47) 23 10 29 03 FAX (+47) 23 10 29 02 E-mail: [email protected] Web: www.nakshop.no

32 NOTES

33 NOTES

34 NOTES

35 Produced by The Norwegian Civil Aviation Authority (CAA-Norway ) and Avinor ©2014

Photos by; colourbox.com, Thomas Hytten, Avisa Nordlys, Ole Åsheim, Trond Markussen.

Frontpage photo: Kjell Hakkebo

Inqueries about this publication may be directed to:

Luftfartstilsynet/ Norwegian Civil Aviation Auhority Allmennflyseksjon / General Aviation Section P.O.Box 243 N-8001 BODØ NORWAY

Tel. +47 75 58 50 00 Fax. +47 75 58 50 05 e- mail: [email protected]

Be aware that the information given is for guidance only and that there may have been updates since this guide was published.

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