CIVIL AVIATION AUTHORITY -

VFR GUIDE FOR NORWAY / MAY 2017 1. INTRODUCTION

Welcome to Norway and Norwegian ! This booklet is made for the purpose of assisting you, as a VFR pilot, in your planning and conduct of flight within Norwegian Airspace. The information relates, in general to Lower Airspace. Lower Airspace is defined as that airspace up to 195 (FL195).

Pilots of VFR flights within Norwegian you should also bear in mind that the Airspace below FL 195 are invited to environment may suddenly “bite” you consult this guidance material on the during unfavorable flight conditions. understanding that it does not represent During low level flight, obstacles like a substitute for the more comprehensive power spans and masts, some of them information contained in the AIP. In the not or only partly marked, will also pose event of conflicting information in this a significant threat to you and your air- guide, information in the AIP should be craft. regarded as the authoritative source. This booklet tries to raise the awareness Please note that the Norway AIP can be of such unfavorable flight conditions. > viewed at: www.ippc.no Relevant rules and regulations applicable to VFR flights within Norway are covered The vast majority of the Norwegian land and so is other information necessary masses consist of mountainous terrain for safe planning and conduct of flight. with countless valleys and deep fjords. You will enjoy a spectacular scenery and Set your own limitations and prepare for great fun while flying in these areas, but the expected so you do not have to >>> recover from the unexpected! 1 2. TABLE OF CONTENTS

INTRODUCTION______1 VFR-flights under Oslo TMA______26 TABLE OF CONTENTS______2 Use of frequency 123.500______26 AIRCRAFT ENTERING NORWAY______3 Airspace Infringement______27 Aircraft without standard Mandatory Occurrence reporting______28 certificate of airworthiness______4 The new regulation______28 Microlight entering Who – is required to report______28 /flying in Norway______5 What – shall be reported______28 ICAO Flight plan______5 How – to file a report______28 Mandatory flightplan for ENGM and ENBR____ 5 How soon – the report must be filed______29 Slot requirements______6 Why – occurrence reporting______29 Parking charges______6 Just Culture______29 Animals and pets______6 What will the information be used for______29 Flights to Svalbard/Spitsbergen______8 Aeronautical information______29 FLIGHTPLANNING______9 EMERGENCIES______31 Some risk factors______9 Search and Rescue Services (SAR)______31 Types of Manuals and Charts SAR helicopters______31 Available for Norway FIR______10 Use of ELT and Personal Chart updates______11 Locator Beacon ( PLB)______32 Electronic flight bag______11 Go/ No-go weather criteria______12 FLIGHTS IN MOUNTAIN AND Visual Meteorological Conditions (VMC) ______13 REMOTES AREAS______33 Weather minima for Short field operations______35 Special VFR Flights______13 Balked Landing lights______35 VFR night______13 Takeoff______36 VFR on top______13 Downdrafts______36 Pre-flight Met Briefing______14 Windshear______37 Autometar______14 Wind______38 Fuel Planning______15 Icing______38 ICAO Flight plan______15 Enroute______38 A few points on mountain flying techniques__39 AIRSPACE AND COMMUNICATION______19 Landing______39 Airspace______20 Wires______40 Operations in class D Airspace Automatic obstacle warning systems______41 outside ATC operational hours______21 Whiteout and Brightout______41 Radio mandatory zone( RMZ)______22 Aerodrome Flight Information OTHER INFORMATION______43 Service (AFIS)______22 Bird Hazards______43 Phraseology at Protection of Reindeer against where AFIS is provided______22 Noise from low flying aircraft______44 VFR routes inside CTR/TMA______23 Drones______44 Cruising levels______23 Photographing______45 Prohibited, restricted and danger areas______24 Use of Intoxicating Liquor, Language requirements______25 Narcotics or Drugs______45 SSR Transponder______25 Useful telephone numbers______46 2 3. AIRCRAFT ENTERING NORWAY

Aircraft entering or leaving Norway First landing in Norway shall be done at airports where custom services are available.

Aircraft entering Norway has to file flightplan at Norwegian least 60 minutes before departure. Private operated International aircraft with MTOW 5700 kg and a maximum of 10 Aerodromes passengers may also use other airfields, it that case, BERGEN/Flesland a complete ICAO shall be sent to the FAGERNES/Leirin Directorate of Customs and Excise at the latest 4 HARSTAD// hours prior entering or leaving Norwegian territory. HAUGESUND/Karmøy AIS/NOTAM may help you to forward a copy of your KIRKENES/Høybuktmoen flight plan to the Directorate of Customs and Excise /Årø upon request. MOSS/Rygge NARVIK/Framnes If stated arrival/departure times has to be changed, OSLO/Gardermoen the Directorate of Customs and Excise shall be notified RØROS ASAP: Fax: (+47) 22 86 08 00 or [email protected] SANDEFJORD/Torp STAVANGER/Sola Aircraft shall not depart before the time stated in the TROMSØ/Langnes FPL without prior permission from the Customs service. TRONDHEIM/Værnes Persons who arrive with the aircraft shall not leave ÅLESUND/ the aircraft prior to the arrival time stated in the FPL. BODØ KRISTIANSAND/Kjevik Goods carried on board shall not be removed from SVALBARD/Longyear arrived aircraft prior to the arrival time stated in the FPL.

Aircraft shall only carry goods which: 1. Can be imported/exported free of tax and toll according to existing rules of exceptions from these Regulations, 2. Are not included in the import/export restrictions, and not require clearance.

3 3.1 Aircraft without standard certificate of airworthiness In accordance with European Civil Avia- The application shall contain the follow- tion Council (ECAC) recommendation ing information: INT.S/11-1 Norway accepts flights over 1. Name, address, phone/telefax and Norwegian territory by homebuilt aircraft e-mail of the Operator with a Non Standard Certificate of Air- 2. Purpose of the flight worthiness or a “permit to fly” issued by 3. Area of planned operations the Civil Aviation Authority of another 4. Timeframe of operations ECAC member state. 5. Documentation of airworthiness (copy of permit to fly with flight The flight test program must be com- restrictions and flight conditions) pleted. Aircraft from other than ECAC member states not holding a stand- 6. Certificate of registration ard certificate of airworthiness or oper- 7. Valid maintenance documentation ated on a “permit to fly must apply for a 8. Relevant pages of flight manual prior permission to operate within (Information which verify flight Norwegian airspace. manual for this particular aircraft) 9. Certificate of Insurance Permission may be obtained from Civil > Aviation Authority - Norway by ordinary mail or e-mail to [email protected] 4 3.2 microlight entering done via www.ippc.no / flying in Norway > A flight plan may also be filed by phone to the national AIS/NOTAM office located In order to cross the border and fly mi- at ENGM, tel. (+47) 64 81 90 00. crolight in Norway, you will need a permis- sion from from Civil Aviation Authority – When calling, be sure to have your com- Norway. pleted FPL handy and ready to read to the AIS-operator. The FPL should be Permission may be obtained from Civil delivered within Norway: 60 minutes > Aviation Authority - Norway by ordinary prior to ETD. mail or e-mail to [email protected] A complete flight plan is mandatory for: The application shall contain the follow- • All flights when a national border ing information: crossing is required. 1. Name, address, phone/telefax and • All flights within EN-R402 e-mail of the Operator (Finnmark). 2. Purpose of the flight • All flights where Search and Rescue 3. Area of planned operations (SAR) is requested. 4. Timeframe of operations 5. Certificate of registration 3.4 mandatory flightplan 6. Certificate of Airworthiness for ENGM and ENBR 7. Valid maintenance documentation Bergen Flesland ( ENBR) 8. Certificate of Insurance A complete ICAO FPL is mandatory for 9. Pilot license all flights (IFR and VFR) to/from the 10. Medical certificate aerodrome. ATC is authorized to make 11. Radio license+ documentation for exemptions from this requirement. English language proficiency Oslo Gardermoen (ENGM) The following regulations are in force for 3.3 ICAO Flight plan both IFR and VFR flights within ENGM Aircraft entering Norway has to file a CTR: flightplan at least 60 minutes before the a. Carriage and use of SSR transpond- departure. See page 3 for information er is mandatory regarding flightplans and customs. b. A complete ICAO FPL shall be sub- mitted prior to flight > For your own safety, you should always c. School flights/training flights are file a flight plan with ATS. This can be not permitted 5 for “slot-time” shall be submitted to Air- 3.5 slot requirements > craft Parking Office, preferably via e-mail: flyparkering.bergen@.no Allocation of departure and arrival Tel. (+47) 67 03 15 70 times is compulsory for all flights at Oslo , Gardermoen. 3.6 Parking charges At Oslo airport, Gardermoen, applica- tion for “slot-time” shall be submitted All aircraft parking on Avinor airports are to Avinor scheduling coordinator: subject to parking charges, except air- Tel. (+47) 64 81 90 00 craft operated by flight schools and flying E-mail: [email protected]. club members ( AOPA/ IAOPA members included). At Bergen airport, Flesland, Prior approv- al (”slot-time”) is mandatory for all flights, These aircraft are exempted provided except: they are operated on a non-commercial • aircraft using the aerodrome as basis and have MTOM 2730 Kg or less. alternate due to meteorological, • technical or safety reasons > • aircraft on ambulance-, search- or 3.7 Animals and pets rescue mission • helicopters No animal may be brought into Norway • VFR-flights > without an import license from the At Bergen airport, Flesland, application Norwegian Animal Health Authorities: Tel: +47 23216800 >>> [email protected]

6 7 3.8 Flights to Svalbard/Spitsbergen If you are planning to fly to Svalbard/ danger of whiteout is always present. Spitsbergen, an application has to be You have to be familiar with Polar Region submitted to reach the Civil Aviation navigation when flying in Svalbard and Authorities (CAA-Norway) at least two its surroundings. working days prior to the planned arrival at the islands. Same information recuired According to the Norwegian Operational as described in 3.1. Regulations (BSL D), aircraft operating in Svalbard and its surroundings shall be Please observe that flights for sight-see- of such colour that it will give good con- ing purposes are prohibited on Svalbard, trast to over-flown terrain. and private flights may require special permission from the Governor of Svalbard Otherwise the aircraft shall be marked (Sysselmannen). Fuel and oil may only be with fluorescing paint or adhesive folio available if arranged specifically. in colour of red, yellow or orange.

You shall, when flying over the high seas, On airplanes, these markings shall be carry a minimum of one portable ELT, life placed on both sides of the wings, air- raft(s) able to carry all occupants, sur- frame or tail section. Total marked area vival suits, emergency rations, first aid shall not be less than 2 m². kits and blankets.

Weather conditions at Svalbard can be very unstable and local variations prom- Flying with Ultra-light aircraft to/from inent. Reliable weather reports/info may Svalbard is prohibited. sometimes be hard to obtain, which calls > for considerable attention while assess- ing flight conditions in these areas.

Larger fjords are often ice-free, even during winter, due to strong currents. This often results in frost mist and/or low dense fog.

During winter, winds of more than 20 kts will always result in drifting snow, due to the fine-grained and dry snow. The 8 4. FLIGHTPLANNING

Flightplanning Every flight must be preceded by a certain amount of plan- ning. 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 owner for permission to land and to obtain airfield conditions.

4.1 some risk factors Aircraft Environment Equipment and maintenance? Any main- How is the weather? Day or Night oper- tenance problems that should be taken ations? What type of terrain and airfields care of? are involved?

Performance External pressure Fuel Consumption, weight and balance, Why are you making the trip? Limited on field elevation and runway length avail- time or demanding passengers? Have an able. alternative travel plan been discussed before the trip started? 9 4.2 types of Manuals and Charts Available for Norway FIR Aeronautical Information Publication www.norskeflyplasser.no > (AIP) Norway in English is available at: This is an unofficial website in Norwegian https://avinor.no/en/ais/aipnorway covering both the major airfields as well as most of the small dirt and grass fields IPPC – Internet Pilot Planning Center: around. www.ippc.no is the internet address for > Avinor’s web-based information and Warning: This is a private web-page and flightplanning tool. data published here is NOT verified and/ or checked by the Norwegian authorities. The site is linked to NAIS, Norwegian Norwegian language only. Aeronautical Information System. Here you can obtain briefings, weather reports Aeronautical Chart ICAO, 1:500 000 and forecasts, map-updates and also These charts are often preferred by pilots check AIP-Norway online. for VFR cross-country flights. 3 charts covering Norway: Jeppesen Bottlang Airfield Manual, Scandinavia • Southern Norway The Manual contains a general section • Central Norway and country related parts with Commu- • nications, Meteorology, Regulations, Aerodrome Directory as well as Visual Approach, Landing and Area Charts. Updated by a monthly revision >>> service.

VFR Trip-kit Norway The Jeppesen Bottlang Airfield Manual covering Norway only. No revision service.

10 M517 Air Aeronautical Charts, 1:250 000 Provides higher detail level. 16 charts covering Norway: • Kristiansand • Bergen • Rjukan • Oslo • Førde • Otta • Molde • Trondheim • Namsos • Mosjøen • Bodø • Narvik • Tromsø • • Hammerfest • Kirkenes

4.3 Chart updates of handheld pads are available with more > At www.ippc.no, under AIS publications or less professional software and apps, –CHAD NOR, you will find the latest chart that the pilot himself need to update. updates for 1:500 000, and 1:250 000 series. Although these “low-cost” solutions may work excellently for most situations, they are more vulnerable than permanent 4.4 Electronic flight bag solutions and updated paper maps.

The technological evolution has intro- It is good airmanship to come prepared, duced several types of electronic equip- and paper maps should be available cov- ment for aiding the pilot during flight. ering the planned route. Most aircraft today are equipped with some type of GPS for aiding in navigation, CAUTION: and several types of situational aware- Please beware of obstacles that might ness systems are being introduced in not be shown on your map. Masts and even the smallest of aircraft. high- tension power lines are constant- ly being build and caution is especially For permanently installed equipment, advised when flying along fjords, valleys updating procedures are usually in place, and in the vicinity of islands along the while that may not be the case for coast. Especially power lines are almost non-permanent equipment. Several types impossible to see, and they frequently >>> cross fjords and inlets. 11 4.5 Go/ No-go weather criteria

Altitude band Airspace Flight Distance class visibility from cloud At and above 3050 m (10000 ft) AMSL B C D E F G 8 km 1 500 m horizontally, 300 m (1000 ft) vertically

Below 3050 m (10000 ft) AMSL and B C D E F G 5 km 1 500 m above 900 m (3000 ft) AMSL, or horizontally, above 300 m (1000 ft) above terrain, 300 m (1000 ft) whichever is the higher vertically

At and belov 900 m (3000 ft) AMSL, or B C D E 5 km 1 500 m 300 m (1000 ft) above terrain, which- horizontally, ever is the higher 300 m (1000 ft) vertically

F G 5 km(***) Clear of cloud and with the surface in sight

(***) Flight visibilities reduced to not c. Helicopter can operate in less than less than 1500 m may be permitted for 1500 m but not less than 800 m flights operating: flight visibility, if maneuvered at a a. At speed of 140 kts IAS or less to speed that will give adequate op- give adequate opportunity to portunity to observe other traffic observe other traffic or any obsta- or any obstacles in time to avoid cles in time to avoid collision; collision. Flight visibilities lower b. Or, in circumstances in which the than 800 m may be permitted for probability of encounters with other special cases, such as medical traffic would normally be low, e.g in flights search and rescue operations areas of low volume traffic and for and firefighting. aerial work at low levels; 12 4.6 Visual Meteorological Conditions (VMC)

4.7 Weather minima for 4.8 VFR night special VFR Flights During the period between the end of Upon request to TWR, a clearance to fly evening civil twilight and the beginning special-VFR within the CTR may be ob- of morning civil twilight, VFR night can tained, provided: be done according to SERA 5005 c.

• Day or night conditions Civil twilight summary for Norwegian • the ground and flight visibility is not > airports may be generated at less than 3 km (1,5 km with the air- www.civiltwilight.me field in sight) • the speed does not exceed 140 kts IAS 4.9 VFR on top • intention is to conduct the whole flight within the control zone Due to the possibility of an engine failure • intention is to enter the control while flying VFR on top in a single engine zone and land at the aerodrome aircraft, you should always be certain within the control zone. >>> 13 that the cloud base is equal to or higher METAR, TAF,SIG-WX, SIGMET, ICE than Minimum Safe (MSA), 10 AIRMET, IGA-prognosis and NOTAMS can nm either side of your planned route. be obtained from all ATS-units.

To calculate your MSA on the ICAO 1:500 RMK: IGA-prog, a special forecast pro- 000 chart, you should add 1000 ft to the vided mainly for VFR-flights below FL100, published Maximum Elevation height are available for most areas of Norway. (printed in each quadrangle) along your route. ATS units are connected to the Norwe- gian Aeronautical Information System This will give you a safety margin of 1000 (NAIS), which means that NOTAMs and ft above the highest obstacle including various AIS and MET bulletins, including any unmarked obstacles. the special area forecasts for lowland, coast and (IGA-forecast), are provided by all ATS units.

Planning information is also available > via internet: www.ippc.no

4.11 Autometar The use of Autometar is approved by CAA-Norway on airports where the AWOS - Automatic Weather Observation System 4.10 Pre-flight Met Briefing is currently used. This is an automatic weather report based on the AWOS Met briefings can be obtained from the observations, and used outside the ATS- following three MWO’s: unit opening hours. > Oslo tel. (+47) 22 69 25 62 Bergen tel. (+47) 55 23 66 50 In non-significant weather conditions Tromsø tel. (+47) 77 62 13 00 there are normally not any difference between Autometar and manual Metar. In addition the following local MET offices are available: In significant weather conditions there > Bardufoss - ENDU (+47) 67 03 44 85 are quite often differences between Bodø - ENBO (+47) 75 53 72 80 measured and actual visibility, both >>> >>> 14 horizontal and vertical, and in the make sure you take any headwind present of the weather phenomena. component into consideration as well. The following codes are used exclusively • Check Notams to make sure you by Autometar and will not occur on the know the status of fuel supply on official Metar: aerodromes along your route. Note that opening hours for fueling The suffix /// is used after all clouds, may vary from ATS opening hours. i.e: FEW040/// Also note that 100LL might not be NCD – No Clouds Detected available on all aerodromes. NDV – No Directional Variations • Always plan to arrive with your fuel UP – Unidentified Precipitation reserve intact, never plan to use any reserve to get to your destination. An Autometar will always be identified • Keep the weather in mind, sudden by the term AUTO, i.e: changes are common in Norway. ENAL 060250Z AUTO 24010KT 9999... Holding or diversion might become necessary. Make sure you are pre- pared for this eventuality. 4.12 Fuel Planning An operator of an aircraft must take all 4.13 ICAO Flight plan necessary steps to ensure that the air- craft is carrying sufficient fuel and oil to enable the proposed flight to be under- taken in safety. The regulations require that you have enough fuel onboard to fly to your destination and then for 30 minutes.

CAA-Norway recomends the following practice to achieve safe fuel planning: For your own safety, you should always • Make sure you know the aircrafts > file a flight plan with ATS. This can be total fuel capacity and usable fuel. done via www.ippc.no • Check weight and balance, you might not be able to depart with full A flight plan may also be filed by phone tanks. > to the national AIS/NOTAM office located • Determine fuel consumption and at ENGM, tel. (+47) 64 81 90 00. >>> >>> 15 When calling, be sure to have your com- • position in field 18 of the FPL. pleted FPL handy and ready to read to • If the flight arrives at an aerodrome the AIS-operator. without an ICAO 4-letter code, ZZZZ shall be entered in field 16 of the The FPL should be delivered no later than FPL. Enter ARR/ followed by geo- 60 minutes before EOBT. graphical name and lat/long position in field 18 of the FPL. Filing a flightplan via ippc.no: • If alternate aerodrome(s) without For access to the tool you an ICAO 4-letter code are filed, ZZZZ need a username and password. shall be entered in field 16 of the FPL. Enter ALTN/ followed by geo- You choose the username and password graphical name and lat/long position yourself and apply for access by complet- in field 18 of the FPL. If more than ing and submitting the form under one alternate is filed in the FPL, use “Logon to Flightplanning – New User” ALTN1/ and/or ALTN2/ respectively. window at IPPC. This is subsequently authorized by the AIS-office located at Routing; field 15. Oslo-Gardermoen airport. Although legal, the use of DCT in the route-field is not recommended. Due to capacity limitations in the flight plan processing, foreign users will be ATC prefers to have a reasonable clue to granted access for a limited time, and where you intend to fly and i.e an ap- only flight plans into, out of or within proach controller will not necessarily Norway will be accepted. know exactly where you will enter a TMA if you are on a long DCT route between Taking off or landing on airstrips two other airports and happens to transit without a four letter ICAO designator; a TMA in between. field 13 and/ or 16. With effect 18 OCT 2012 departure and/ Of course, you may still fly on a direct or arrival aerodromes without an ICAO track, but please file a point on the route 4-letter code shall be filed in a FPL as for at least every 30 mins. flight time. follows: This can be filed either a geographical • If the flight departs from an aero- name, a lat/long position, a Navaid, a drome without an ICAO 4-letter five-letter Sigpoint or a fix given as a code, ZZZZ shall be entered infield VOR radial and DME. (I.e. FLO065040 –a 13 in the FPL. Enter DEP/ followed point on FLO radial 065 at DME 40 from by geographical name and lat/long FLO.) >>> >>> 16 NOTE: • Telephone from a person on the DO NOT use the four-letter ICAO desig- ground as arranged between the nator for airports you overfly along the pilot-in-command and the person route as a point in the in the routing filed involved. under item 15 in the flightplan. This is • A statement by the pilot-in-com- to avoid confusion as to whether you will mand that EOBT (Estimated Off- be landing at these airports. Please use block Time) in the flight plan shall a Navaid at the airport or the airport be considered as ATD. name instead in the routing. • By giving the time, considered to be ATD, to AIS/ NOTAM by phone The term “coastwise” will sometimes be immediately prior to departure. used by both ATC and pilots to describe (tel. (+47) 64 81 90 00) a routing along the coast. In some places • By radiotelephony to ATS after de- this may be very accurate, but due to the parture. amount of fjords, inlets and islands along • The flight plan will not be activated Norway’s coastline we would like you to unless one of the above procedures file a few points along the route instead. has been complied with. Thereby we avoid confusion about your intended route. Delays and/or changes to flightplan If a delay of more than 30 mins. occur Changing the EOBT. or you have to make a planned change If you like to bring your EOBT forward or to your FPL, notify the local ATS-unit or delay your flightplan, this is not a AIS/NOTAM in order to send a DLA or problem. CHG message.

Notify ATC or call AIS (tel. (+47) 64 81 Arrival report 90 00 (H24)) if you change the EOBT Arrival report and closure of the flight more than 30 mins. either way. plan must be made within 30 minutes after ETA, or else SAR procedures will be Please bear in mind that some airports initiated. are slot-restricted and make sure your slot time is adjusted accordingly. If an arrival report is not expected to reach the appropriate ATS unit within 30 Departure message minutes after ETA, item 18 in the flight Departing from an airfield where ATS is plan shall contain the latest time at which not provided, the pilot must transmit a an arrival report can be expected. departure message by one of the follow- ing means: The pilot or the operator may be charged >>> >>> 17 for the total costs of SAR operations if the pilot has failed to comply with the appropriate rules for notification to ATC of:

• Deviations from the flight plan, or • Not closing the flight plan, resulting in initiation of SAR operations.

Note: If you are planning to use Oslo airport, Gardermoen, allocation of departure and arrival times (Slot time) are compulsory.

Application for slot time for AD Hoc busi- ness, MIL and flights, > shall be submitted to Avinor scheduling coordinator: Tel: (+47) 64 81 90 00 E-mail: [email protected]

18 5. AIRSPACE AND COMMUNICATION

AIRSPACE AND COMMUNICATION

19 5.1 Airspace In Norway we have standard class C, D, Please note that a clearance given by and G airspace. Class E and F not in use. one ATS-unit is not automatically a clear- In general standards are not ance to continue into a neighboring applied by ATC to or between VFR flights ATS- unit’s area. Always check before and therefore separation from other flying into the next area. aircraft remains the responsibility of the pilot in command of a VFR flight. NOTE: Prior to departure, TWR will issue a clear- The exception to this applies in Class C ance to leave the CTR. This will normally Airspace – where ATC will separate VFR contain a routing, altitude limit and a from IFR but not VFR from VFR. transponder code. This is NOT a depar- ture clearance or clearance to enter any When flying through class C and D air- taxiways or runways! space it is mandatory to obtain an ATC-clearance.

When flying through class C and/or D airspace you will be given a clearance from the appropriate ATS-unit. 20 5.2 Operations in class D Airspace outside ATC operational hours Established as Control Zone (CTR) Avinor allows use of most of their No clearance is required to operate as a aerodromes outside published opening VFR flight in class D airspace, established hours for non-commercial flights, in as a CTR outside the published hours of accordance with specific terms and con- service of the unit responsible for pro- ditions, except ultralight aircraft. viding service in the CTR. The PIC must hold a valid Avinor ID-card Flights are, however, in such period re- and submit a flight plan. The flight must quired to maintain listening watch on the be in accordance with VFR during the control frequency and blind transmitting period of 0600 – 2200UTC.MTOM of the of position and intention is recommend- aircraft must not exceed 2730 KG. ed. The aerodrome will not be manned Flights are, however, not permitted to outside published opening hours, and it take off or land at state owned controlled is the PIC’s responsibility that the flight aerodromes unless ATC is provided, and is conducted in a safe manner, cfr. BSL not to operate within a CTR between the D 1-2 4-1. The permission only allows for end of evening civil twilight and the be- take off and landing, alternatively touch ginning of morning civil twilight unless and go. a clearance has been obtained from an appropriate ATS unit. Use of an aerodrome as destination must be conducted during published opening Established as Terminal hours and aircraft parking must be ar- Control Area (TMA) ranged prior to arrival at most airports. A clearance to operate in class D airspace, ENGM, ENZV, ENBR, ENVA, ENTC, ENSB established as a TMA, outside the pub- and ENVR is excepted from the general lished hours of service of the ATC unit permission to use Avinor aerodromes normally providing service within the outside published opening hours. Pre- airspace, may be obtained from the ap- flight procedures by the PIC, by obtain- propriate ACC which may specify condi- ing a Avinor ID-card and submitting a tions to be complied with. flight plan is required.

Use of aerodromes outside published In case of questions, please contact the opening hours > AD in question, or use [email protected] >>> and the subject “Outside HR of OPR” 21 5.3 Radio mandatory zone The AFIS unit will state runway in use, ( RMZ) weather conditions, time and traffic in- formation. TIA and TIZ, and CTR outside the opening hours of the ATC unit, are classified as RMZ. Pilots shall maintain continuous 5.5 Phraseology at airports air-ground voice communication watch where AFIS is provided and establish two-way communication, as necessary, on the appropriate com- An AFIS unit shall be identified by the munication channel in RMZ. name of the aerodrome followed by the word INFORMATION, e.g. VALAN INFOR- Before entering a radio mandatory zone, MATION. an initial call containing the designation of the station being called, call sign, type At airports where AFIS is established, of aircraft, position, level, the intentions the AFIS unit shall use relevant phrase- of the flight and other information as ology from ICAO Doc 4444, PANS-ATM prescribed by the competent authority, Chapter 12 and BSL G 8-1. When AFIS shall be made by pilots on the appropri- relays ATC clearances the name of the ate communication channel. ATC unit shall be included.

Requirements for read-back to an AFIS 5.4 Aerodrome Flight unit are described in BSL G 8-1, refer- Information Service ence is made to AIP GEN 1.7. In addition (AFIS) the following phraseologies are available: Traffic Information Areas (TIA) and • RUNWAY IN USE (number) Traffic Information Zones (TIZ), both • RUNWAY FREE G-class airspace, are established at air- • RUNWAY OCCUPIED (reason) ports where the traffic is relatively light • (reason for why the runway is not and therefore only AFIS is provided (call free) RUNWAY AVAILABLE FOR LINE sign + INFORMATION). UP (or TAXI, or TOWING) • REPORT POSITION (or ALTITUDE, Hence, the responsibility for avoiding or LEVEL) collisions solely rests with the pilots when • REPORT PASSING (altitude) flying in to or out from these airports. Phraseologies used exclusively while Two-way radio contact with AFIS is man- flying at an AFIS aerodrome: datory, while flying within TIA and TIZ. “RUNWAY FREE” means that the runway >>> >>> 22 is clear of other traffic and usable for 5.6 VFR routes inside taxiing, takeoff or landing. CTR/TMA

“RUNWAY OCCUPIED” means that the These published VFR-routes are to be used runway is occupied by other traffic and for flight planning purposes and the clear- not usable for taxiing, takeoff or landing. ances issued will state the reporting points to identify the route. “INFORM (ME)…..” is a request to the pilot to inform AFIS of PASSING (or PASSING The cleared route with specified altitude OVER or ON or AT), POSITION and/or limitations and related procedures shall ALTITUDE. be complied with unless weather conditions necessitate to divert from the clearance. Pilots report their whereabouts, intentions, position in the circuit, AIR- The diversion or need for a diversion from BORNE (time) and LANDED (time). the clearance shall be transmitted to ATC as soon as possible.

5.7 Cruising levels

23 5.8 Prohibited, restricted and danger areas Prohibited Areas Based on information given by the agency Prohibited areas are not established in responsible for the activity, the upper Norwegian airspace. limits of danger areas are promulgated as: Restricted Areas Restricted areas and restricted areas • an altitude (FT AMSL), when the which are active only as notified by upper limit is at 10000 FT or below, NOTAM are promulgated in AIP Norway. or • a flight level (FL), when the upper Restrictions concerning EN R402 - Fin- limit is above 10000 FT. nmark County Non-scheduled and private flights may By promulgation of the upper limits as a only take place within the area provided flight level (see para b above) due regard a complete flight plan has been filed prior is taken to possible deviations from the to departure. The route to be flown must standard atmosphere. The promulgated be specified. upper limit of a danger area can always be considered as safe. For VFR-flights entirely within the CTR or TIZ only, it is sufficient to give the In addition to the upper limit of the ac- ATS-unit information regarding the flight tivity, a “buffer” of 1000 FT (2000 FT prior to departure. above 25000 FT) is included. It is the pilots responsibility to avoid all danger VFR-flights operating entirely within the areas, however ATC can give advise and TIZ outside ATS opening hours may do guidance regarding the circumnavigation > so, given certain criterias have been of these. fulfilled and prior permission has been arranged with Bodø ATCC: ATC will also order a stop in the activity (+47) 75 58 29 57 if a controlled flight has to be cleared closer to a danger area than the pre- Danger Areas scribed minimum. Danger areas which are continuously active, and danger areas which are active Real time activation only as notified by NOTAM - are promul- For a few of the danger areas - promul- gated in AIP Norway. In other cases gated as continuously active - a real time danger areas are promulgated by NOTAM activation is practiced. only. >>> 24 Hence all activity in the danger area con- proficiency level equal to ICAO standards. cerned is coordinated between ATC and Primary language for aviation communi- the agency responsible for the activity. cation is English, but Norwegian may of course also be used. The agency responsible for the activity will inform ATC prior to the activation. Based on this information, ATC will always 5.10 ssR Transponder be able to inform the pilot in command regarding the status of a real time acti- Transponder equipped VFR-flights shall vated area, whether it is active or non-ac- select code 7000, unless otherwise in- tive. structed by the appropriate air traffic services unit. SSR transponder mode S Information regarding a non-active area is not manda¬tory in Norway. Always use is valid for a limited period of time only, Mode C for vertical separation purposes. normally 30 MIN. Transponder operating procedures Unless the pilot in command has obtained When an aircraft carries a serviceable information on a danger area being transponder, the pilot shall operate the non-active, the area shall be considered transponder at all times during flight, as continuously active within the prom- regardless of whether the aircraft is ulgated time period. within or outside airspace where SSR is used for ATS purposes. Danger Areas - Continuously active > See AIP Norway ENR 5-1. Except emergency or communication failure, the pilot shall:

5.9 language requirements • Operate the transponder and select codes as individually directed by the Use of standard phrases for radio teleph- ATS unit with which contact is being ony communication between aircraft and made. ground stations is essential to avoid • Unless otherwise directed by ATS, misunderstanding the intent of messag- operate the transponder on the last es and to reduce the time required for assigned code, until aircraft has communication. landed. • In the absence of any ATS direc- Users of air band radios are required to tions, select code as follows: VFR- hold a valid Radio Telephone license. flights: Code 7000. These documents shall confirm language >>> >>> 25 When the aircraft carries serviceable instructing the pilot to SQUAWK IDENT Mode C equipment, the pilot shall con- or to change code. tinuously operate this mode, unless otherwise directed by ATS. Where it is determined that the aircraft receiver is functioning, further control If you are flying in a formation, only the of the aircraft will be continued using formation leader shall operate the tran- code changes or IDENT transmission to sponder, unless otherwise directed by acknowledge the receipt of clearances ATS. issued.

Pilots shall not SQUAWK IDENT unless requested by ATS. 5.11 VFR-flights under Oslo TMA Emergency procedures The pilot of an aircraft encountering a When flying in the G-class airspace un- state of emergency shall set the tran- derneath Oslo TMA close to Oslo city you sponder to Code 7700 except when should tune in frequency 122.000 and previously directed by ATS to operate transmit call sign, position, altitude and the transponder on a specified code. intensions blind on that frequency. For more information (in Norwegian only) In the latter case the pilot shall maintain AIC-N 21/13 the specified code unless otherwise in- structed. 122.000 is a Unicom pilot-to-pilot fre- quency and there is no ATS service Notwithstanding the procedures above, provided. Beware of the restriction a pilot may select Code 7700 whenever area R 102 over the city center. Tune there is a specific reason to believe that to the appropriate local frequency when this would be the best course of action. approaching local airfields.

Communication failure procedures The pilot of an aircraft losing two-way 5.12 Use of frequency communications shall set the transpond- 123.500 er to Code 7600. Pilots flying in G-class airspace may use 123.500 for blind reporting. This fre- Note: A controller observing a response quency is a general pilot to pilot frequen- on the communications failure code 7600 cy used all over Norway outside con- will ascertain the extent of the failure by trolled airspace. >>> >>> 26 Always make sure you tune to the appro- >>> priate ATS-frequency before entering information and may request to be or TIA/TIZ. transferred to the next ATS unit when approaching sector bounda- ries. 5.13 Airspace Infringement • Communication established well in advance facilitates a request to Unknown aircraft stray into some of the enter controlled airspace as well as busiest areas of Europe’s airspace at makes it easier to get assistance least once a day. for example, if the weather deteri- orates. To avoid that you cause airspace infringe- • Remember that communication with ment, the following recommendations, relevant ATS-unit is mandatory based on good airmanship and common before entering air space class G. sense, should be considered: Phraseology Planning • Use standard phraseology. • Plan your flight! Where possible, • Your first transmission should be avoid flying close to controlled air- e.g.: ”Kjevik Tower – D-EEMH – on VFR space boundaries. A small naviga- flight plan.” This gives ATS time to tional error or distraction of any find your flight plan in the system sort may lead to an infringement. and generate an SSR code for your • Read NOTAMs and check weather flight. charts closely. The weather changes rapidly in Norway, and pilot workload Clearance rises rapidly in bad weather. • If there is any doubt whether you • File a flight plan – an opened FPL is have received a clearance to enter mandatory to receive SAR services. controlled airspace or not – ask for • If your aircraft carries a GPS, be confirmation. sure to have current electronic • If you need to deviate from your maps and latest update available. clearance to remain VMC – Take • Have updated charts available for necessary action immediately, but the planned flight. advise ATC as early as possible. STAND BY is not a clearance to enter Communication controlled airspace. Be aware that • You are more than welcome to a clearance through controlled air- contact Air Traffic Services, even in space may take you away from . If communi- >>> cation is established, you’ll get flight 27 • your planned route, due to traffic Occurrences that are important in this patterns and other traffic. context are especially matters regarding traffic conflicts and deviations from Transponder clearances and/or procedures. Also, we • Use the transponder, it will help ATC appreciate reports on occurrences in- identify you in case you need assis- volving Norwegian aircraft (your own or tance and may also prevent an in- other’s). fringement. What – shall be reported Occurrence Reporting is considered in 5.14 mandatory Occurrence two categories: MOR, mandatory, and reporting VOR, voluntary. These are only differen- tiated when deciding if you are required The new regulation to submit a report. REGULATION (EU) No 376/2014 covers everything regarding occurrence report- If your occurrence is covered in the ing, and is now in effect in the European mandatory list, you shall report it. Union, Norway and some other countries General aviation is covered in Annex 5 as well. (starts at page 14) of the Regulation. Who, What, When and How is clearly For manual lookup, the document name stated in the regulation. Here we focus is: “IMPLEMENTING REGULATION (EU) on the key content that applies to General 2015/1018.” Sanctions are available if Aviation. the reporting requirements are not met.

Who – is required to report If your occurrence is not covered by the All occurrences during non-pleasure type mandatory list, but you consider it to be of operation shall be reported via your a hazard or to have had an impact on organization. safety, you should also file a report.

But as a private pilot, you shall report How – to file a report occurrences directly to the state of > http://www.aviationreporting.eu/ is your pilot’s license. However, in some normally a good start if you are new to cases, the country in which the occur- reporting. rence took place would appreciate a copy of the report. This portal will guide you to the appro- priate reporting destination for your In Norway, please send a copy to > [email protected]. >>> 28 state of license. You can always go di- Just Culture as the mentality regarding rectly if you know where to file the report. information in reported occurrences. This means that you are protected from > In Norway, for example, it links to the sanctions and repercussions by filing a state portal www.altinn.no form: “NF- report. Note that this does not apply, and 2007”. Other countries link to their sanctions are available, if occurrences method of reporting. are unreported.

How soon – the report must be filed Read more about just culture on the From the time of the occurrence, you > webpage: www.aviationreporting.eu. have 72 hours to file the report to the appropriate authority. What will the information be used for Occurrence reporting is essential in the It is highly recommended that you im- work to improve aviation safety. Filed mediately write down a description of reports are subject to confidentiality, the occurrence to not forget the details. and are not available to the media or The human memory about details fades other parties in aviation (or elsewhere). quickly. Reported occurrences will be made anon- Why – occurrence reporting ymous and filed in the national databas- First of all, it is the law. es, where they will be included in statis- But more importantly, there is a need to tics and summaries to improve aviation learn from accidents and incidents so as safety. Accidents and serious incidents to take appropriate action to prevent the will be investigated by the Accident In- repetition of such events. vestigation Board in the country of oc- currence. Apparently minor occurrences are also important, in order to prevent catalysts for major accidents. 5.15 Aeronautical information Analysis and investigations are necessary and effective means of improving safety, Where to find information: by learning the appropriate lessons from Norway Aeronautical Information Publi- occurrences and adopting preventative cation (Norway AIP) Static information, actions. updated every 28 days, containing infor- mation of lasting (permanent) character Just Culture essential to air navigation: The new regulation specifically requires > www.ippc.no >>> >>> 29 GEN - General operational, legal and administrative information. ENR - En-route airspace information, including airspace classifications and types of airspace or airspace restrictions, operation of equipment, etc. AD - Information pertaining to Norway licensed aerodromes.

AIP Supplements Temporary changes to the AIP, usually of long duration, containing comprehen- sive text and/or graphics.

Aeronautical Information Circulars (AICs) AICs are notices relating to safety, nav- igation, technical, administrative or legal matters. These are issued whenever it is necessary to promulgate information that does not qualify for inclusion in the AIP or as an AIP supplement.

Circulars are published on Thursdays every 28 days.

30 6. EMERGENCIES

EMERGENCIES Search and Rescue Services (SAR) The services are provided by two Rescue Co-ordination Centres. In addition 16 Rescue Sub-centres, associated to air traffic services units, have been established, being re- sponsible for initiating search and rescue actions.

Rescue Coordination Centres are: Stavanger Rescue Co-ordination Centre, Bodø Rescue Co-ordination Centre, Sola (South of 65N): Bodø (North of 65N): Tel. (+47) 51 51 70 00 Tel. (+47) 75 55 90 00 > Fax. (+47) 51 65 23 34 > Fax. (+47) 75 52 42 00 Hours of services: 24H. Hours of service: 24H.

6.1 sAR helicopters SAR Helicopters are stationed at the If an emergency landing becomes nec- following aerodromes: Banak (ENNA), essary and there are no means available Bodø (ENBO), Ørland (ENOL), Stavanger/ to contact ATS, the following procedure Sola (ENZV), Florø (ENFL) and Rygge/ is recommended: By the use of any avail- Moss (ENRY). These are able to reach any able aircraft radio, call and listen out on destination within mainland Norway 121.5 MHz for the first 5 minutes after within 90 min direct flight from its home full and half hours. bases. ATC will be requesting other aircraft In addition, several emergency medical along your planned route to call and helicopters as well as offshore SAR hel- listen out on this frequency on these icopters are based at locations both off specific times as an additional aid to – and onshore all over Norway. locate you.

Emergency frequencies are: If a mobile telephone is available, you > 121.50 MHz and 243.500 MHz. should try to make contact with ATS. 31 Remember to first aviate, navigate, A few guidelines: > then communicate • If you are forced down: Ensure that the ELT/ PLB is activated. Use of ELT and Personal • If in water and the beacon is float- Locator Beacon ( PLB) ing, the ELT/ PLB should be activat- An ELT or a PLB is a valuable search aid ed in the water and allowed to float if your aircraft is forced down and is to the end of the lanyard with the mandatory, except for ultralights while aerial vertical. Do not hoist the ELT/ flying in Norwegian airspace. PLB up a mast. • Always position the PLB so that the Proper use and activation of your ELT/ antenna stands vertical Tree canopy PLB can be paramount for your survival. degrades performance. Find a clear- It might be advisable to activate the ELT/ ing with as much sky view as possi- PLB as early as possible to make use of ble. Ravines, canyons, caves and the longer range at higher altitude. overhangs should be avoided if at all possible. Early activation may be the only chance • If on land and your ELT is portable, you’ll have to alert anyone before the place the ELT on the ground on an mountains block your distress signal. earth mat. If an earth mat is not available, place the ELT on the wing This is also advisable for the radio dis- of the aircraft or another metal tress call for the same reason. An ELT/ reflective surface. PLB transmitting on both 406 MHz and • Make sure the ELT remains vertical 121,5 MHz is mandatory. by securing it with rocks, tape etc. • Do not deactivate the ELT/ PLB even >>> if it is damaged. 32 7. FLIGHTS IN MOUNTAIN AND REMOTES AREAS

FLIGHTS IN MOUNTAIN AND REMOTES AREAS The purpose of this section is not to give you a comprehen- sive lecture on how to fly in the mountains. The purpose is rather to give you some appreciations on what is involved, and to raise your alertness of unsafe conditions.

Deteriorating weather conditions and Norway”, are situated in the valleys and winds above 15 knots will have a greater fjords. Not many airfields are above 2000 effect on you and your aircraft in the ft with “Wadahl” as the highest (at 3150 mountains than over flat land. ft).

Seek local knowledge and by all means, What is of concern is that many of these get some mountain flying instructions if airfields have high and sharply rising possible. terrain close by, which could create tur- bulence, downdrafts and wind shear in If you are inexperienced in mountain windy conditions. flying and prevailing and/or forecast weather is marginal or winds are 20 knots Especially during low visibility and low or more, please consider another time cloud base, extra care should be taken or route to fly. while approaching and departing such airfields. Study the Approach and Landing Even though there are mountainous Chart for the airfield carefully and pay terrain with “Galdhøpiggen” as the extra attention to Caution notes. highest (8100 ft), the vast majority of airfields listed in “Airfield Manual Even though the vast majority of airfields >>> >>> 33 are situated at lower elevations where terrain, deep fjords often encircled by density altitude will not normally be of sharply rising terrain and remote areas. major concern (depending on the nature of the surrounding terrain), attention to Adding Norwegian weather conditions, high altitude techniques is important to which often change rapidly from good to consider when operating at landings sites worse resulting in conditions such as fog, such as small private airfields, lakes and low cloud base, precipitation, icing and snow airfields. Even “Wadahl” airfield strong winds, will necessitate for special (3150 ft) with its 500m gravel runway, planning considerations, safety/survival will on a hot summer day of 25ºC, give a equipment and flying skills. density altitude of 4840 ft. You should always plan for alternatives This will undoubtedly have an impact on while flying in such areas. your aircraft performance. For example, a normally aspirated engine will lose Because of Norwegian topography about 3% of its power per thousand feet and settlement, remote areas are not of density altitude increase. easily defined, but good examples are Hardangervidda, Jotunheimen, Finn- Norway mainly consists of mountainous marksvidda and of course Svalbard. >>> 34 7.1 short field operations Even light wind you would consider no problem at airports located at flat terrain Norway has a unique system of short you may experience hazardous condi- airfields operated by scheduled services. tions, making the aircraft difficult to control. Therefore you should seek infor- These airfields are mainly located along mation on local conditions for all of these the coast from the west coast north of airports. Stavanger to the Russian/Norwegian border in the extreme northeast part of A few of these airports to mention is the country. On average these airports Hammerfest, Honningsvaag and Stokka/ have a runway length of 800 m. They are Sandnessjøen where certain wind con- fully equipped for IFR operations (CAT I ditions can make a flight an extremely landings). unpleasant experience.

Pilots should be aware that these air- We advise you to contact the AIS/NOTAM ports often had to be constructed in a > Office (Tel. (+47) 64 81 90 00) before non-standard way due to limitations departure when operating on the AFIS given by surrounding terrain, obstacles network of airports. They will transfer and available land area. Safety zones your call to the local AFIS unit . They will surrounding the runways are often be able to give you the latest weather limited. updates and how this affects local flight conditions. Many of these airports are very close to the sea. For some of these airports wind from certain directions cause turbulence 7.2 Balked Landing lights and downdrafts that can make a flight impossible or very hazardous. Especial- On most short field airports there are ly for small aircraft with low performance. balked landing lights, or “Go-around” >>> 35 lights. They consist of a group of two performance resulting from higher lights on each side of the runway, nor- density altitude. As a rule of thumb, you mally around 300 M from THR. should achieve lift-off speed by half runway length. Their purpose is to give the pilot a re- minder that more than 1/3 of the runway This will give you the option to abort the has been used. Unless the A/C is firmly takeoff at lift-off speed if necessary and on the ground a go-around is advised. also give you an adequate airborne distance after rotation to climb clear of obstacles in front of you. 7.3 Takeoff You should also bear in mind that several Starting and taxi at high density Norwegian airfields have sharply rising are performed as you would at , terrain close by, which during windy con- except you must lean the mixture signif- ditions could call for a spiral climb above icantly to avoid fouling the spark plugs. the airfield instead of a straight climbing Run-up is also normal except a full power departure towards rising terrain. run-up of non-turbocharged engines should be used to set mixture for takeoff power. 7.4 Downdrafts

If you are planning to take off heavy, Downdrafts affect the climbing capabil- remember that 10 % increase in weight, ity of your aircraft. To demonstrate this, increases the stall speed by 5 %, since let’s say a wind of 25 kts is blowing down lift-off speed is generally about 15% a mountain side of 20 degrees. The ver- above the stall speed, this increase in tical component will equal 9kts. 1 kts is weight will result in a higher lift-off 1nm/hrs, which again equal 6080 ft/hrs speed. or approx. 100 ft/min. This means that your aircraft under these conditions are Since your true airspeed increases with subject to a vertical force pushing your increasing density altitude for a given aircraft down with a speed of 900 ft/min. indicated airspeed (add 2% to TAS per 1000 feet of altitude), the visual cues of This force can easily overcome your air- higher ground speed on takeoff at a high craft climb performance, especially at density airport can make a pilot to rotate higher density altitudes. This is especial- too early. You should also be aware of ly important to have in mind before the temptation to over-rotate to try to takeoff where you have a head wind compensate for the reduced climb blowing over rising terrain in front of >>> you. 36 7.5 Windshear Most of the windshear that occur in In windshear situations these wind ob- Norway during winter are caused by servations will be included in the temperature-inversions at ground level. from the aerodromes. These windshears are usually long lasting and may be detected by measuring the Information on forecast/reported wind wind at higher levels (mountain peaks) shear will be passed on radiotelephony above the runway level. by use of the phraseologies listed below, having the meaning stated. Wind gauges for this purpose are in- stalled at the following aerodromes: The information is included in ATIS broadcasts at aerodromes where this • ALTA (ENAT) service has been established. • BANAK (ENNA) • BERGEN/Flesland (ENBR) • HARSTAD/NARVIK/Evenes (ENEV) • KIRKENES/Høybuktmoen (ENKR) • MOSJØEN/Kjærstad (ENMS) • HAMMERFEST (ENFH) • SVALBARD/Longyear (ENS

PHRASEOLOGY MEANING WINDSHEAR FORECAST THE WEATHER SITUATION INDICATES THAT WINDSHEAR MAY BE PRESENT BELOW 3000 FT AAL.

WINDSHEAR FORECAST THE WEATHER SITUATION INDICATES THAT AND REPORTED WINDSHEAR MAY BE PRESENT BELOW 3000 FT AAL, AND THAT AT LEAST ONE AIRCRAFT, WITHIN THE LAST 30 MINUTES, HAS REPORTED WINDSHEAR DURING APPROACH OR DEPARTURE. WINDSHEAR REPORTED AT LEAST ONE AIRCRAFT HAS, WITHIN THE LAST 30 MINUTES, REPORTED WINDSHEAR DURING APPROACH OR DEPARTURE, BUT THE BASIS FOR FORECASTING WINDSHEAR IS NOT PRESENT.

37 7.6 Wind Therefore, a map study with emergencies in mind, choosing an alternative plan Wind and turbulence forecast are pub- goes hand in hand with the selection of lished for 20 airports in Norway, maps the main route. > with both horizontal and vertical view. www.ippc.no Weather conditions along your route must be checked before take off and monitored constantly to detect deterio- 7.7 Icing rating weather as soon as possible. An aircraft shall not take-off for the Especially during winter, the weather purpose of making a flight into known or conditions may change extremely quickly, expected icing conditions unless the from a nice sunny day to dense snow aircraft is adequately equipped with showers in a matter of minutes. de-icing or anti-icing equipment of the type and quantities required to handle Some of these extreme weather condi- such conditions. tions, like the Polar Lows, are intense and very hard to forecast. Please note that in some areas, like over or nearby larger glaciers as Svartisen or Rapidly deteriorating weather and windy Folgefonna, severe carburettor icing may conditions is what makes mountain flying occur. so challenging and sometimes danger- ous.

If you start to feel uncomfortable due to 7.8 Enroute uncertainty of where you are, clouds forcing you down, reduced visibility, in- Route selection over mountainous terrain creasing turbulence or downdrafts, take does often involve more than drawing a action and make precautionary measures. straight line between your origin and the destination. Wind conditions, cloud base You may turn around and go back or and proper emergency landing sites choose an alternate route, but most along your route, often dictate your route importantly, do it in time! selection.

For some areas in Norway, the only suit- able emergency landing sites may be to >>> ditch along the shore in the fjords. 38 7.9 A few points on mountain flying techniques Air will in many ways flow like water. If you decide, under such conditions, to So when air moves along, it will change follow the valleys or fjords below the directions, decelerate or accelerate, ridgelines, you should be proficient in move up and down like waves or tumble assessing wind direction and speed, and around when it hits obstructions or being where to position yourself in the valley. squeezed through mountain passes. Before entering a valley, be sure it is the In windy conditions (in this context, right valley by referring to the map and meaning more than 15 knots at ground navigation instruments. Too many pilots level and increasing with altitude), tur- have ended up dead in a dead-end valley. bulence, updrafts and downdrafts will start to have an impact on flight condi- If weather permits, preferably fly on the tions. right hand side of a valley as this is a common procedure to avoid opposite If you decide to fly at high altitudes traffic. under such conditions, add a safety margin of at least 1000 feet above the In windy conditions, fly on the windward/ peaks along the route to stay away from updraft side of the valley to avoid mountain waves. >>>

39 turbulence from rotors and downdrafts from the ridge if necessary, and make on the leeward/downdraft side, and to sure your escape will be downhill and gain a lift advantage from the updrafts. downstream.

Flying on the windward/updraft side also helps you, if you have to turn back in a 7.10 Landing narrow valley. You will have more space available and you will turn into wind, If you are intending to land at an airfield which will tighten your radius of turn. you are unfamiliar with, you should make See illustration on page 39. a pass and have a closer look at the air- field and its surroundings. Make an You should bear in mind that for a given assessment of the airfield length and rate of turn, an increase of only 10% TAS surface, wind, terrain and check for wires. will increase your turn radius by 20%. Plan your departure track and look for A controlled climbing or descending turn escape routes and emergency landing may reduce your turn radius significantly. sites in the event of an engine failure shortly after takeoff. Get familiar with your aircrafts turn radius before you fly into a narrow valley. In windy and gusty conditions and if there is a chance of downdrafts, aim for When crossing a ridge, you should first a touchdown one quarter down the of all be certain that you will be able to runway, which will ensure some extra pass over it with adequate terrain clear- height above the threshold. Keep some ance. On climb from lower terrain in windy power in and use full flaps. conditions, you should plan to reach safe altitude in good distance before the If the effective length is limited but crossing point. adequate, you should make a normal approach to your selected touchdown Don’t try to out climb the mountain wall. point, but during this phase do not look This may be very dangerous due to un- at the strip length. Doing so will almost expected downdrafts and uncertainty of certainly cause you to overshoot. the steepness of the wall. Add at least 1000 feet for safety in windy conditions. An airfield looks shorter on approach compared to when flying over it, so con- Approach and cross the ridge at 45º to centrate on getting the aircraft down the ridge preferably with the ridge on where you want it and then concentrate your left side for better view. This will on the landing ground roll after touch- give you a less angle to turn to steer away down. >>> 40 7.11 Wires > At norgeskart.no you will find a nation- When you fly along valleys or fjords and al register of aviation obstacles (In during takeoffs and landings, you should Norwegian only) pay extra attention to the most likely presence of obstacles, like power lines Note: Not all wires are depicted on the (wires) masts and a variety of other man- charts, so to be safe, you should not fly made obstacles. below the ridgeline or minimum altitude of 1500 feet if you are not absolutely Wires often run across valleys and fjords certain about wire locations. between poles situated on the ridgelines. The lowest part of the span may be In order for you to have a safe flight over several hundred feet above ground de- Norwegian territory: pending on the steepness and height of STAY HIGH – WIRES KILL the mountains and the width of the valley. Facts: There are approximately 73000 Some wires are crossing valleys and wires in Norway which are 15 meters or fjords with a height of up to 1600 feet higher. Only 1-2% of these are marked above the terrain or water. Some of the with high intensity lights, fluorescent wires are NOT, or only PARTLY marked. paint, wire markers or a combination of Low level flying therefore pose a signif- these measures. icant threat to you, your passengers and your aircraft. Wires are often almost impossible to see in time, so in your 7.12 Automatic obstacle search for wires you should look for the warning systems poles. Obstacle Collision Avoidance System The firebreak along the path of high (OCAS) is established for some obstacles voltage wires is also a good indication of en-route. This is a ground based noise the presence of wires. If you encounter and/or light warning system, including wires, you should try to cross at a height radar detection, used for marking of en- equal to or above the height of the poles, route obstacles. or even better above the poles them- selves. The radar detection works from GND up to the elevation stated for each obstacle High voltage spans, which can be easier in the RMK column. OCAS transmits on VHF to see, often have much thinner earth 122.500, 123.250, 123.450, 123.500, wires running from the top of the poles, 123.650 and 130.750 MHZ. which are not that easy to spot. >>> 41 If the radar unit fails, the warning light(s) bright sunlight from a clear sky shines will flash continuously for 24 hours on a white unmarked surface. (40-60 times/second). NOTAM will be issued if an installation is U/S. If you feel you loose your outside ref- erences, immediately initiate a climb, using your flight instruments to verify a positive climb attitude! 7.13 Whiteout and Brightout If you are going to fly over areas covered by snow or ice you may be exposed to the phenomenon called whiteout.

Whiteout is a situation where you loose the ability to see surface texture, shadows and hollows.

In conditions where the light is reduced by an overcast sky, the result may be that everything turns into a flattened white surface. You can easily loose your horizon under such conditions and the ability to judge height and distance become im- possible. Patches of clouds beneath the overcast sky may also blend in with the background and become invisible.

This may result in in advertently entering IMC conditions, and may be a very dan- gerous situation during low level flying. This is one reason why you should not try to climb up a snow covered mountain hill or glacier head on.

Brightout will give the same flattening >>> white surface appearance with no visible definitions, and happens often when 42 8. OTHER INFORMATION OTHER INFORMATION

8.1 Bird Hazards The risk of strikes between aircraft and during daytime varies from 500 feet to birds should be taken into concern. 3000 feet, and during night varies from 2000 feet to 5000 feet. The risk for bird-strikes is higher during migration where the autumn migration, Bird concentration areas are often peaking from mid-August until mid- located on or close to airfields and during October, involves a high number of birds local movements birds may fly as high as where many are young and inexperienced 3000 feet. Remember that birds have a as regards to aircraft encounter. tendency to dive when disturbed in flight, so if on a collision course, try to pass over Spring migration involves less numbers them if time and circumstances permit. of birds and the peak period is from mid- April to the end of May. Migration altitude Bird migration routes and >>> > concentration areas:

43 8.2 Protection of Reindeer against noise from low flying aircraft Observation of reactions amongst rein- deer being exposed to noise from aircraft filming of various kinds. In addition, operating at low altitudes - also at alti- flying drones where the vessel serves as tudes above the minimum prescribed a real-time simulator with image transfer altitude - has shown that the effects are to the ground is increasingly popular, unwanted and may be harmful whether called First Person View (FPV). These may the flying takes place over herds of rein- be flown far from the operator at differ- deer or over a single animal. ent heights, but by law are supposed to be flown under 400 feet and within line During the calving-, mating- and hunting of sight. season, which normally occurs from ap- proximately 15th of April to 15th of June Generally, there is a relatively high model and from approximately 25 August to 31 airplane activity in Norway, but please October, the effects are particularly no- note that it is not only the established ticeable. During the periods mentioned model airfields that are used for these above, operations should be conducted activities. The models can be quite large, at altitudes no lower than 1000 feet with the corresponding size of employed above ground or water. airspace.

Chasing reindeer or any other animal by At some locations towing of model sail- aircraft is considered a very cruel act planes is quite popular, where gliders and is a violation of the provisions in the from 4 to 9 meter wingspan are operat- Norwegian Rules of the Air. ed, with weights up to 30 kilograms.

8.3 Drones Flights of this kind might be executed at high altitudes, sometimes up to 2 or Operations of drones in Norway have 3,000 feet, and these operations are expanded dramatically in recent years. usually done from established grass airfields or frozen lakes. There are both commercial operators, but most private operators that use Such special activities should be notified these for various purposes, primarily for to the closest ATC or by NOTAM. >>>

44 8.4 Photographing concentration in the blood shall not There are in general no restrictions re- exclude liability for punishment. garding non-commercial photographing from the air when the purpose is of a A person having served as a crew member strictly private nature. shall not during the first 6 hours after completing a tour of duty consume It is not allowed to take pictures of mil- alcohol or other stimuli if he or she knows itary installations or facilities without or suspects that police investigation permission from the Norwegian concerning his or her duties as a crew National Security Authority (NSM). member is pendent; except if a blood test already has been taken or the police > You may contact Headquarters Defence authorities have decided that such test Command by calling (+47) 23 09 80 00, is unnecessary. if you have any enquiries regarding the limitations mentioned. When there is reason to believe that the regulations above have been violated, the police authorities may order a medical 8.5 Use of Intoxicating examination, which may include a blood liquor, Narcotics or test of the person responsible for the Drugs violation. The Norwegian Aviation Act contains the The appropriate department will issue following provision: No person shall serve detailed regulations dealing with such as a crew member when under the influ- examination and matters related thereto. ence 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 concentration 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 not knowing the extent of alcohol

45 8.6 Useful telephone numbers Civil Aviation Authorities / Pilotbutikken AS Luftfartstilsynet: Dyrløkkeveien 27 P.O.Box 243 1448 Drøbak N-8003 BODØ, Norway Tel. (+47) 23 10 29 30 Tel. +(47) 75 58 50 00 E-mail: [email protected] E-mail: [email protected] Web: www.pilotbutikken.no

AVINOR (AIS/NOTAM): Norway Directorate of PO. Box. 150 Customs and Excise: NO-2061 Gardermoen P.O.Box 8122 Dep. Tel. (+47) 64 81 90 00 NO-0032 Oslo, 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): OSL Customs (Gardermoen): P.O. Box 213 Tel. (+47) 64 82 10 00 NO-2001 LILLESTRØM, Norway Fax. (+47) 64 82 10 01 Tel. (+47) 63 89 63 00 (Switch board) Directorate of Immigration: Fax. (+47) 63 89 63 01 P.O. Box 8108 Dep. E-mail: [email protected] N-0102 Oslo, Norway Web: www.aibn.no Tel. (+47) 23 35 15 00 E-mail: [email protected] Notification of aircraft accident or serious incident (H24): AVINOR: Tel. (+47) 63 89 63 20 Tel. (+47) 81 53 05 50 Fax. (+47) 64 81 20 01 OSL Slot (Gardermoen): E-mail: [email protected] Tel. (+47) 64 81 90 19 Fax. (+47) 64 81 90 01 Norwegian Airsport E-mail: [email protected] federation (NLF): Møllergata 39, 0179 Oslo Met: E.mail: [email protected] Tromsø: (+47) 77 62 13 00 Fax (+47) 23 01 04 51 Bergen: (+47) 55 23 66 50 Produced by The Norwegian Civil Aviation Oslo: (+47) 22 69 25 62 46 Notes

47 48 Notes

49 Authority( CAA-Norway) © 2017

Photos by: Coulorbox.com, Thomas Hytten, Avinor/Bernt Olsen-Hagen, Ole Åsheim, Trond Markussen, Flynytt/Torkell Sætervadet Frontpage photo: Thomas Hytten

Inqueries about this publication may be directed to: Luftfartstilsynet/Norwegian Civil Aviation Authority Allmennflyseksjon/General Aviation Section P.O.Box 243 N-8001 BODØ NORWAY Tel. (+47) 75 58 50 00 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.