Avinor is responsible for the administration and operation of the air traffic services in the approach and enroute sectors in Norway. The airports’ tower services are also operated by Avinor, except Kristiansand/Kjevik and Alesund/Vigra which are operated by Saerco, and a few privately owned airports that organize their own information service.

- Annex 2 Rules of the Air
- Annex 10 Aeronautical Telecommunications
- Annex 11 Air Traffic Services
- Doc 4444 Procedures for Air Navigation Services - Air Traffic Management (PANS-ATM)
- Doc 8168 Procedures for Air Navigation Services - Aircraft Operations (PANS-OPS)
- Doc 7030 Regional Supplementary Procedures

Differences to these provisions are detailed in subsection AIP Norway GEN 1.7

Norwegian ATS-units provide air traffic services within the airspace over Norwegian territory, including adjacent international waters. The entire area is divided into the following FIR:

- Polaris FIR
- Bodø OFIR

UK, Sweden and Norway have reached agreements according to which Norway is responsible for the provision of ATS in areas defined in ENR 2.2 para 5.

In general, the air traffic rules and procedures in force and the organization of air traffic services are in conformity with ICAO Standards, Recommended Practices and Procedures.

3.1 Flight Information Regions

Note: Flight information and alerting service within a FIR is normally provided by an ACC. Within the airspace located below the lower limits of terminal control areas the service will be provided by the appropriate TWR/APP within the hours of service of that unit.

Within a Traffic Information Zone (TIZ) and Traffic Information Area (TIA) the service will be provided by the appropriate ATS unit.

3.2 Controlled Airspaces

• Control Areas

Control Areas in Norway comprise upper and lower control areas, Bodo OCA upper and lower airways, and terminal control areas as stated in ENR 2.1 and ENR 3.1.

• Control Zones
Control zones in Norway are described in AIP Norway AD 2.

Note: AIP Norway ENR 2.1, ENR 3 and AD 2 also contain information regarding classification of controlled airspace.

3.3 Traffic Information Zone/Area (TIZ/TIA)

Traffic Information Zone (TIZ) and Traffic Information Area (TIA) are airspace of defined dimensions within which two-way radio communication is required and Flight Information Service and Alerting Service is provided. For lateral/vertical limits of TIA see AIP Norway ENR 2.2 and for TIZ see AIP Norway AD 2.

4.1 Aerodrome Flight Information Service (AFIS)

4.1.1 General Information:

At some Norwegian aerodromes, flight information service and alerting services (AFIS) are only provided to aircraft before departure, on the manoeuvring area, and within a TIZ/TIA. The service within a TIZ is normally provided by an AFIS-unit. The service within a TIA is normally provided by an ACC.

Aerodromes where AFIS-service is provided are not “controlled aerodromes”, and the responsibility for collision avoidance rests with the pilot-in-command.

Note: Where a TIA has not yet been established, the appropriate AFIS unit will provide relevant services to known traffic operating outside the TIZ, limited to those portions of the airspace normally used during approach to or departure from the aerodrome, unless such services are provided by another unit of the air traffic services, e.g. if these parts of the flight are conducted within controlled airspace.

An AFIS-unit may have ATS surveillance equipment available. The service provided by an AFIS- unit and the responsibilities therein are unaltered by the fact that ATS surveillance equipment are available at the unit.

The surveillance equipment at an AFIS-unit will render possible:

- Providing traffic information using the “clock method” to give position of other aircraft that may be constitute a conflict

- Information to identified aircraft regarding observed deviation from expected track*

- Assistance to identified VFR flights which are uncertain of their position

*e.g. deviation between reported and observed position or other unusual circumstances..

A pilot may, when flying at an AFIS airport, make right turns when approaching for a landing or after take-off, provided other aircraft will not be endangered and the AFIS unit has been informed. REF BSL F 1-1 § 8.

4.1.2 The services provided by an AFIS-unit comprise:
4.1.2.1 Relay of ATC clearances.

4.1.2.2 Information, as necessary, concerning the circumstances mentioned below:

4.1.2.2.1 Other known traffic:
a) type of aircraft
b) position
c) altitude or flight level
d) direction of flight
e) estimated time over geographical position, navigational aid or the aerodrome.

4.1.2.2.2 Meteorological conditions:
a) wind-direction and speed
b) ground visibility
c) present weather
d) ceiling (amount, type and height)
e) altimeter setting (QNH)
f) air temperature

4.1.2.2.3 Serviceability of the aerodrome and its facilities:
a) construction or maintenance work on, or immediately adjacent to the movement area,
b) rough or broken surface on a runway, taxiway or an apron, whether marked or not,
c) snow, slush or ice on a runway, a taxiway or an apron,
d) water on a runway, a taxiway or an apron,
e) snow banks or drifts adjacent to a runway, a taxiway or an apron,
f) other temporary hazards, including parked aircraft and birds on the ground or in the air,
g) unserviceability or unreliability of the aerodrome navigational aids,
h) failure or irregular functioning of the aerodrome lighting system.

4.1.2.2.4 Other relevant information of importance to aircraft manoeuvring within the area where the AFIS-unit is providing service.

4.1.2.2.5 QDM when the AFIS-unit is equipped with approved direction-finding equipment.

4.1.3 Radio Communication in TIZ/TIA

4.1.3.1 Aircraft intending to conduct flight within TIZ/TIA shall establish and maintain two-way radio communication with the appropriate ATS unit except when the flight takes place outside the published hours of service, provided the hours of service have not been extended (para 4.1.3.3 refers).

4.1.3.2 Radio communication shall be established with the appropriate ATS unit early enough to permit any traffic information and other relevant information to be received prior to entering a TIZ/TIA. The pilot shall on initial contact, report position, level or altitude and intensions.

Note: Since provision of AFIS does not relieve the pilot-in-command from the responsibility of avoiding collision with other traffic when operating within the TIZ/TIA, the need for vigilance in order to detect potential collision hazards is emphasized.

4.1.3.3 Prior to conducting flights within TIZ/TIA outside the published hours of service for the appropriate ATS unit, the pilot shall attempt to establish whether the hours of service are extended.

4.1.4 Provision of AFIS

4.1.4.1 Exchange of information

The service provided depends on the relevant AFIS unit being provided with relevant information for flights within the area concerned in order for the unit to provide all flights within TIZ/TIA with an adequate flight information service.

The importance of informing the appropriate AFIS unit in case runway in use stated by the unit will not be used for take-off or landing, and when leaving the frequency to continue the flight into airspace where two-way communication with the AFIS unit is not required, is emphasized.

Pilots shall provide the AFIS unit with position reports and pertinent related details considered essential to enable the unit to pass traffic information to all flights which may constitute a conflict to each other.

Information from the pilot as to the intention of the flight is important and should be passed to the AFIS unit early enough to permit appropriate information to be passed to other traffic in due time.

4.1.4.2 Measures to be taken when runway is not available/ only available for line up

When an aircraft has received information that the runway is not available (RUNWAY OCCUPIED), the aircraft is expected to arrange its flight in a manner with respect to other traffic having received information that the runway is available (RUNWAY FREE), that will permit the latter to operate feeling assured that this really is the case.

An aircraft operating on the ground and having received information that the runway is occupied, is consequently expected to remain clear of the runway until such time it is informed by the AFIS unit that the runway is available

When an aircraft has received information that the runway is available only for line up (RUNWAY AVAILABLE FOR LINE UP), the aircraft is expected to line up, in accordance with runway in use, and wait until having received information from the AFIS unit that the runway is available for take-off (RUNWAY FREE).

4.1.5 Phraseology at airports where AFIS is provided

An AFIS unit shall be identified by the name of the aerodrome followed by the word INFORMATION, e.g. VALAN INFORMATION.

At airports where AFIS are established, the AFIS unit shall use relevant phraseology from ICAO Doc 4444, PANS-ATM Chapter 12 and BSL G 8-1. When relaying ATC clearances, the name of the issuing unit shall be included. Requirements for read-back are described in BSL G 8-1, reference is made to AIP GEN 1.7. In addition, the following phraseology is available:

a) RUNWAY IN USE (number)
b) RUNWAY FREE
c) RUNWAY OCCUPIED (reason)
d) (reason why the runway is not free) RUNWAY AVAILABLE FOR LINE-UP (or TAXI or TOWING)
e) REPORT POSITION (or ALTITUDE, or LEVEL)
f) REPORT PASSING (altitude/level)

Information regarding “runway in use” as given by the AFIS-unit, indicates which runway the unit considers most suitable, considering type of aircraft, wind direction and speed, traffic conditions etc. The pilot shall inform the AFIS-unit in case “runway in use” will not be used.

The phrase in b) “RUNWAY FREE” shall only be used for movements on the runway connected to landing and departure.

The phrase in d) “RUNWAY AVAILABLE FOR LINE UP” allows for simultaneous use of the runway, e.g. one aircraft lining up whilst another aircraft rolls out after landing.


4.2 Helicopter Flight Information Services (HFIS)

4.2.1 HFIS-unit

A unit providing flight information and alerting services to helicopters at landing and departure from a helicopter deck, and to aircraft flying within a Traffic Zone (HTZ).

Note 1: The existence of a HTZ does not necessarily imply the provision of ATS from a HFIS unit established at an offshore installation.

Note 2: The existence of a HTZ does not necessarily imply the provision of ATS from a HFIS-unit within the airspace.

ATS from a HFIS-unit is provided within the following Helicopter Traffic Zones (HTZ):

• Ekofisk
• Tampen

The following call signs and frequencies shall be used in communication with the above mentioned units:


- Ekofisk INFORMATION 130.550 MHZ
- Tampen INFORMATION 129.675 MHZ

The below mentioned frequencies are used at FL 85 and below in the North Sea where Norway is responsible for providing ATS:

South of Statfjord CTA and west of Flesland TMA and Sola TMA: 125.875 MHZ
In, below and north of Statfjord CTA and west of Florø TIA and Z10: 125.550 MHZ

Aircraft entering or flying in close proximity to a HTZ, as well as flying close to HMR, are requested to establish radio contact with the appropriate ATS unit (HFIS or ACC), in order that the exchange of flight information will ensure a highest possible level of flight safety.