1.1 Surveillance service will usually be provided as an integrated part of the service by a controlled air traffic service unit. Many factors, such as surveillance coverage, controller workload and equipment capabilities may affect this service. The air traffic controller will, on a case to case basis, determine if surveillance service shall be provided.

1.2 The surveillance equipment used in Norwegian airspace is: PSR (Primary Surveillance Radar), SSR (Secondary Surveillance Radar), ADS-B (Automatic Dependent Surveillance - Broadcast), WAM (Wide Area Multilateration) and M-LAT (Local Multilateration).

1.3. All ACC sectors, APP and controlled TWR, except Andøya TWR/APP, provide surveillance service during the published opening hours.

1.3.1 For practical reasons surveillance service provided by TWR may be limited.

1.3.2 The following units provide flight information service within their TIZ based on surveillance data:

1.3.3 Ekofisk HFIS and Tampen HFIS provide flight information service within their HTZ based on surveillance data.

1.4 Identification of aircraft for surveillance service is achieved according to provisions in BSL G 8-1 (implementing ICAO Doc 4444 (PANS-ATM)). Phraseology used will be according to ICAO Doc 4444. The phrase “IDENTIFIED” will be used for all types of surveillance service, and “RADAR CONTACT” will be used only for surveillance service based on radar.

1.5 Automatic termination of surveillance service
Surveillance service is automatically terminated in cases listed under a) and b) below. The phraseology “RADAR SERVICE (or IDENTIFICATION) TERMINATED” will normally not be used in these circumstances.

a) When an aircraft, which had been vectored on to final approach for an instrument approach, has landed.
b) When the control of an aircraft conducting a visual approach is transferred to the control tower.

2.1 Transponder operating procedures

2.1.1 When an aircraft carries a serviceable transponder, the pilot shall operate the transponder at all times, regardless of whether the aircraft is within or outside airspace where surveillance is used for ATS purposes.

2.1.2 Except as specified in para 4.1, 4.2, and 4.3 in respect of emergency, communication failure or unlawful interference, the pilot shall:

a) operate the transponder and select codes as individually directed by the ATS unit with which contact is being made; or

b) unless otherwise directed by ATS, operate the transponder on the last assigned code; or

c) in the absence of any ATS directions, select SSR-code as follows:

• IFR-flights code 2000
• VFR-flights code 7000
• Gliders code 7100
• Unmanned aircraft code 7200 (UAV/UAS, RPAS)
• Helicopter ambulance flights code 5200
• Helicopter police service code 5300

2.1.3 When the aircraft carries serviceable mode C equipment, the pilot shall continuously operate this mode, unless otherwise directed by ATS.

2.1.4 When flying in a formation, only the formation leader shall operate the transponder, unless otherwise directed by ATS.

2.1.5 When requested by ATS to specify the type of transponder carried aboard the aircraft, pilots shall indicate this by inserting the specified characters under item 10 in the flight plan formula;

• E, H, I, L, P, S, X in use for mode S transponder
• B1, B2, (U1, U2, V1, V2) for ADS-B-transponder
• D1, G1 for ADS-C transponder

2.1.6 When requested by ATS to “CONFIRM SQUAWK (code)”, the pilot shall verify the code setting on the transponder, reselect the assigned code if necessary, and confirm the setting displayed on the controls of the transponder.
Note: For action in case of unlawful interferences, REF para 4.3.2

2.1.7 When mode C is in use, and report of level information is required, level information shall be given to the nearest 100 FT (30 M) as indicated on the altimeter.

2.1.8 Pilots shall not SQUAWK IDENT unless requested by ATS.

2.1.9 Position reports
Flights operating along ATS-routes with compulsory reporting points, shall omit position reports when the pilot is informed that the aircraft is provided with surveillance service REF GEN 1.8

2.2 Use of Mode A/C and Mode S transponders on ground

2.2.1 Select AUTO-mode for aircraft equipped with Mode S or Mode A/C transponder. Select ON if AUTO-mode is not available (e.g. XPDR).

2.2.2 Before departure:
Before push back or taxi, whichever is earliest, the flight crew shall:
- select a discrete SSR code and, if possible, ICAO call sign for aircraft with Mode S transponder.
- select discrete SSR code for aircraft with Mode A/C transponder.

2.2.3 If a discrete SSR code has not been assigned, select SSR code 2000 (or another non-discrete SSR code in accordance with para 2.1.2.c).

2.2.4 After landing:
Assigned SSR code and indicated mode shall be kept until the aircraft has parked. The SSR code shall then be changed to 2000 (or another non-discrete SSR code in accordance with para 2.1.2.c) and the transponder set to OFF or STBY.

2.3 Use of TCAS on ground
TCAS shall only be used on the RWY, i.e. turned on when entering the RWY and turned off when exiting the RWY.

3.1 Introduction 
ADS-B OUT is a function on-board an aircraft that periodically transmits data such as identification, position, velocity and other information. The data link used to transmit ADS-B messages in Europe is 1090 MHz Extended Squitter. The aircraft ADS-B position is derived from onboard GNSS-based systems.

3.2 ADS-B equipage and ADS-B data usage

3.2.1 The requirements for ADS-B OUT equipage can be found in the European Commission Implementing Regulation (EU) No 1207/2011 and subsequent amendments. All data items provided, even those over and above what is specified by the regulation, shall be verified.

3.2.2 The broadcasted ADS-B messages are processed by ADS-B receivers and Surveillance systems, sent to the ATM systems and presented on the Situation Data Display used by ATS providers or can be used by other aircraft with ADS-B IN and/or ACAS functionality.

3.2.3 Aircraft transmitting ADS-B data may be provided with surveillance-based Air Traffic Services based on the ADS-B data, if the provided data quality is in compliance with the ATS service data quality requirements.
Note: Both ADS-B equipped and non-equipped state aircraft will be provided with surveillance-based Air Traffic Services via a combination of SSR/MLAT/LAM-sources.

3.3 ADS-B system requirements
3.3.1 For aircraft required to equip with ADS-B OUT per European Commission Implementing Regulation (EU) No 1207/2011 and subsequent amendments the applicable requirements are European Aviation Safety Agency (EASA) CS ACNS Subpart D,1090 MHZ EXTENDED SQUITTER ADS-B.

3.3.2 For aircraft not required to equip with ADS-B OUT per European Commission Implementing Regulation (EU) No 1207/2011 and subsequent amendments the ADS-B OUT systems shall comply with one of the standards below:

i. European Aviation Safety Agency (EASA) CS ACNS Subpart D,1090 MHZ EXTENDED SQUITTER ADS-B ; or
ii. Federal Aviation Administration (FAA) Title 14 Code of Federal Regulations (14 CFR) section 91.227 or AC No. 20-165B (or replacement) – Airworthiness Approval of ADS-B; or
iii. European Aviation Safety Agency (EASA) CS-STAN

3.3.3 ADS-B Out systems that are unable to meet the requirements above, must
i. ensure that the aircraft always transmits a value of 0 (zero) for one or more of the following position quality indicators: NUCp (only for ADS-B version 0 units), NIC and/or SIL, or
ii. disable ADS-B transmission.


3.3.4 The ADS-B Out Airworthiness Approval/Compliance shall be added in field 18 of the ICAO Flight Plan:
i. SUR/A0 if the capacity of the ADS-B equipment meets the specifications of EASA AMC20-24 or CASA CAO20.18 [ADS-B version 0 or 1 systems]
ii. SUR/A2 if the capacity of the ADS-B equipment meets the specifications of USA 14 CFR 91.227 / FAA AC 20-165 (all versions) or EASA CS-ACNS.D.ADSB or EASA CS-STAN 005 configuration 1 or CASA CAO20.18 [ADS-B version 2 systems (ED-102A/DO-260B/DO-282B) supporting air traffic services]

3.4 Emergency procedures
REF para 4.1

3.5 Communication failure
REF para 4.2

3.6 Unlawful interference procedures
REF para 4.3

3.7 Voice and position reporting
REF para 2.1.9

4.1 Emergency procedures

4.1.1 The pilot of an aircraft encountering a state of emergency shall set the transponder to code 7700 except when previously directed by ATS to operate the transponder on a specified code. In the latter case the pilot shall maintain the specified code unless otherwise instructed.

4.1.2 Notwithstanding the procedures in para 4.2.1, a pilot may select code 7700 whenever there is a specific reason to believe that this would be the best course of action.

4.2 Communication failure procedures

4.2.1 The pilot of an aircraft losing two-way communications shall set the transponder to code 7600.

Note: A controller observing a response on the communications failure code 7600 will ascertain the extent of the failure by instructing the pilot to SQUAWK IDENT or to change code. Where it is determined that the aircraft receiver is functioning, further control of the aircraft will be continued using code changes or IDENT transmission to acknowledge the receipt of clearances issued.

4.3 Unlawful interference with aircraft in flight

4.3.1 Should an aircraft in flight be subject to unlawful interference, the pilot-in-command shall endeavour to set the transponder to code 7500 to give indication of the situation unless circumstances warrant the use of code 7700.

4.3.2 A pilot, having selected code 7500 and subsequently requested to confirm this code by ATS in accordance with 2.1.6, shall, according to circumstances, either confirm this or not reply at all.

Note: The absence of a reply from a pilot will be taken by ATS as an indication that the use of code 7500 is not due to an inadvertent false code selection. 

For air traffic operating ion the Norwegian Continental Shelf, QNH setting areas are established. When flying within these areas, altimeter setting is based on observed local QNH from a METAR station in the area.

ATS will state the QNH for the areas via radio transmission. When crossing a border between QNH areas, the altimeter setting shall be changed when informed by ATS.

A QNH-region is established at Bjørnøya. When flying within this region, altimeter settings is based on the forecasted minimum QNH in the QNH region.

4.1 QNH setting areas, North Sea

4.1.1 Division of QNH setting areas
The part of Polaris FIR described in AIP NOrway ENR 2.2 that includes the North Sea Area south, west and north of the horizontal limits of Sola TMA and Flesland TMA, and in Polaris CTA west of Møre TMA, is divided into six QNH setting areas where observed QNH shall be used for flights at or below 7000 FT, REF ENR chart QNH Setting Areas, Southwest Norway:

• Ekofisk QNH setting area
• Flesland QNH setting area
• Florø QNH setting area
• Gullfaks QNH setting area
• Sverdrup QNH setting area
• Sola QNH setting area

4.1.2 Determination of Transition Level in Ekofisk, Balder and Statford CTA

Ekofisk CTA includes:
• Sola QNH setting area
• Ekofisk QNH setting area

Balder CTA includes:
• Sola QNH setting area
• Sverdrup QNH setting area
• Flesland QNH setting area

Statfjord CTA includes:
• Flesland QNH setting area
• Florø QNH setting area
• Gullfaks QNH setting area.

Transition Altitude is 7000 FT. Transition Level in Ekofisk, Balder and Statfjord CTA is determined by the lowest observed QNH within the three QNH setting areas.
Actual QNH for Ekofisk, Sola, Sverdrup, Flesland, Gullfaks and Florø QNH setting areas are available from:

Ekofisk HFIS
Polaris ACC
Sola APP
Flesland APP
Tampen HFIS
Florø AFIS 

4.2  QNH setting areas, Haltenbanken

4.2.1 Division of QNH setting areas
The part of Polaris FIR described in AIP Norway ENR 2.2 that includes the Norwegian Sea north and west of the horizontal borders for Møre TMA, Ørland TMA and Helgeland TMA is divided into four QNH areas where observed QNH shall be used for air traffic at or below 7000 FT, REF ENR chart QNH Setting Areas, Haltenbanken:

• Kvernberget QNH setting area
• Heidrun QNH setting area
• Brønnøysund QNH setting area
• Aasta Hansteen QNH setting area


4.2.2 Determination of Transition Level in Heidrun CTA

Heidrun CTA includes:
• Kvernberget QNH setting area
• Heidrun QNH setting area

Transition Altitude is 7000 FT. Transition Level in Heidrun CTA is determined by the lowest observed QNH within the two QNH setting areas.

Polaris ACC
Møre APP
Ørland APP
Brønnøy AFIS

4.3 Tromsøflaket and Bjørnøya QNH Setting Areas and Altimeter Setting Region (ASR

4.3.1 Division of QNH Setting Areas
The part of Polaris FIR described in AIP Norway ENR 2.2, that includes areas in the Barents Sea north and west of the horizontal limits of Polaris CTA, Hammerfest TMA and Tromsø TMA, are divided into five QNH Setting Areas where observer QNH shall be used for flying at 7000 FT or lower, REF ENR chart ENR - QNH Setting Areas Barents:

- Tromso QNH setting area
- Hammerfest QNH setting area
- Mehamn QNH setting area
- Vardo QNH setting area
- Bjornoya QNH setting area

Actual QNH for Tromso, Hammerfest, Mehamn, Vardo and Bjornoya QNH Setting Areas is available from:

- Polaris ACC
- Tromsø APP
- Hammerfest AFIS
- Mehamn AFIS
- Vardo AFIS

4.3.2 Division of ASR (Altimeter Setting Region)
The part of Polaris FIR described in AIP Norway ENR 2.2 which covers areas of the Barents Sea north of Tromsø, Hammerfest, Mehamn and Vardø QNH Setting Areas, and south of Bjørnøya QNH Setting Area is defined as an Altimeter Setting region (ASR) where a forecast minimum QNH shall be used for flying at 7000 FT or lower, REF ENR-chart ENR - QNH Setting Areas Barents

An estimate of the lowest QNH value for a longer period will be made for the Altimeter Setting Region and is available from ATS provider or Met Office.

Forecast minimum QNH for Altimeter Setting Regions (ASR) Tromsoflaket and Bjornoya is available from:

Polaris ACC

Norwegian Meteorological Institute

The ADS areas are established to encompass the helicopter routes (HR) on the Norwegian Continental Shelf between the land bases Sola, Flesland, Florø, Kvernberget and Brønnøysund and the oil fields Ekofisk, Sleipner, Heimdal, Statfjord, Heidrun and Norne. Within the ADS areas Flight Information Service and Alerting Service are provided based on ADS and radar surveillance. All ADS equipped aircraft within an ADS area will normally proceed on direct track from the land base to the destination under continuous surveillance by ATS. Aircraft exempted from the ADS requirement shall within an ADS area proceed on the HR. None-ADS equipped aircraft planning to enter an ADS area are requested to establish two-way communication with the appropriate ATS unit before entering the area, to receive Flight Information within the ADS area.

A HTZ is established at all permanent offshore installations with landing pad on the Norwegian continental shelf, in order to indicate the performance of frequent helicopter approaches and departures and the provision of flight information and alerting service. The services may be provided by a HFIS unit if such unit is established.

A HTZ is established within a radius of 5 NM from the landing pad and comprises the airspace between sea level and 2000 FT AMSL, or to the lower limit of a CTA. Around groups of two or more installations with landing pad, and with distance of less than 10 NM from each other, a common HTZ is established with the border tangential to a 5 NM radius from the landing pads.

REF The Framework Regulations of the Petroleum Act §6 Definitions.

A geographically delimited area surrounding an offshore facility where unauthorised vessels are forbidden to wait, pass through or conduct operations, i.e. vessels that play no part in the licensees' petroleum activities or that have not been given full or restricted access by authorities or licensees, also including aircraft. Unless otherwise stipulated by the King in Council, the zone extends from the seabed to maximum 500 metres above the highest vertical point of a facility.

Horizontally, the zone extends 500 metres from the extreme points of the facility, wherever they may be. The zone does not limit activities which are specifically permitted in accordance with the Petroleum Act or which constitute official business.