Regulations of drones

Regulations concerning aircraft without a pilot on board etc. This is an English courtesy translation of the Norwegian text.

Legal authority: Act of 11 June 1993 No 101 on aviation Section 15-1 first paragraph; cf. Sections 4-1, 5-1, 5-3, 7-4 second paragraph, 9-1, 9-5, 9-7, 15-4; cf. Section 15-1 second paragraph; cf. Royal Decree of 10 December 1999 No 1265; cf. the Ministry of Transport and Communications' Delegation Decision of 10 December 1999 No 1273.

Revisions: Revised by Act of 20 May 2016, No 510, 17 September 2018 No 1337.

Chapter 1. Introductory provisions

Section 1. Purpose

Pursuant to the Aviation Act, all the requirements of the Act, including of regulations pertaining to the Act, shall apply to aircraft without a pilot on board. The purpose of these Regulations is to set out certain special provisions for aircraft without a pilot on board on the basis of the special type of aviation this constitutes and certain provisions for flying model aircraft.

Section 2. Area of application

The Regulations apply to all flying of model aircraft or aircraft without a pilot on board in Norway, including Svalbard, and in the airspace above the Norwegian continental shelf and the Norwegian economic zone.

Section 3. Military aviation

The Regulations do not apply to the Norwegian Armed Forces' use of aircraft without a pilot on board. Nor do the Regulations apply to temporary use by the Armed Forces of civil aircraft without a pilot on board for military aviation within a danger area or restricted area.

Section 4. Definitions and abbreviations

For the purpose of these Regulations, the term

  • aircraft without a pilot on board means a device without a pilot on board that moves through the air and where the purpose of the flying is something other than recreation, sport or competition;
  • model aircraft means a device without a pilot on board that moves through the air and where the sole purpose of the flying is recreation, sport or competition;
  • pilot means the person who operates the aircraft's control systems and is responsible for navigation and safety during the flight;
  • pilot in command means the pilot who has been appointed to be in charge of navigating the aircraft and of safety during the flight;
  • NOTAM (Notice to Airmen) means a notice that is distributed by means of telecommunication and that contains information concerning the establishment, conditions or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight planning and operations.


For the purpose of these Regulations, the abbreviation

  • VLOS (Visual Line Of Sight) means that an aircraft without a pilot on board is flown in such a way that the aircraft can be observed at all times without aids like binoculars, camera or other aids, other than ordinary eyeglasses;
  • EVLOS (Extended Visual Line Of Sight) means that an aircraft without a pilot on board is flown beyond the visual line of sight of the pilot or pilot in command, where visual control is maintained by using one or more observers;
  • BLOS (Beyond Visual Line Of Sight) means that an aircraft without a pilot on board is flown beyond the visual line of sight of the pilot, pilot in command or the observer(s);
  • RO means an RPAS (Remotely Piloted Aircraft Systems) operator
  • MTOM means maximum take-off mass

Section 5. Supervision etc.

The Civil Aviation Authority Norway (CAA Norway) oversees operators of aircraft without a pilot on board. The CAA Norway's inspectors shall be granted unobstructed access to all relevant areas in connection with supervisory activities. All relevant documentation shall be made available on request.

Chapter 2. Flying model aircraft

Section 6. Flight restrictions

All model aircraft flights must be conducted in a considerate manner so that there is no risk of harm to aircraft, people, birds, animals or property and so as not to otherwise constitute a public nuisance.

The model aircraft must be clearly visible to the operator at all times so that full control of the model aircraft can be maintained. Model aircraft may only be flown during daylight hours and not

  • at altitudes of more than 120 meters above ground or water,
  • closer than 150 meters to people, motor vehicles or buildings not controlled by the aircraft operator, except during take-off and landing.

The restrictions in the second paragraph do not apply to flights that are conducted under the auspices of a model aircraft association with a safety system approved by the CAA Norway.

If the operator of the model aircraft is assisted by a person standing next to the operator, and the model aircraft is clearly visible to him or her at all times, the flight may be conducted by use of information transmitted by a camera on board the model aircraft (first person view).

Section 6a. Approval of safety system for model aircraft associations

The safety system shall be developed in accordance with a recognized standard for quality systems, and at the least comprise of:

  • a. a training scheme for model aircraft pilots,
  • b. rules for the issuance and renewal of proof of competency for model aircraft pilots, as well as recall in the event of breeches to regulations or the safety system,
  • c. operational instructions and safety provisions for the different categories of model aircraft in use,
  • d. provisions on the construction and maintenance of model aircrafts,
  • e. procedures for reporting and managing deviations from the safety system, and
  • f. a system to ensure that the components mentioned in items a through e is developed and enforced.

CAA Norway may provide terms for the approval of the safety system, including requirements in regards to safety assessments, time limited approvals and the right to order revisions of the safety system.

Section 7. Areas in which flying a model aircraft is not permitted

Model aircraft may not be flown over or in the vicinity of military areas, embassies or prisons, except by permission from the local person in charge.

Model aircraft may not be flown in restricted areas established pursuant to the Aviation Act or the Police Act. Model aircraft may not be flown over or in the vicinity of a place where an incident site has been established by the emergency services or the Armed Forces in connection with an accident or other extraordinary event.
Except by permission from the local air traffic services unit, model aircraft may not be flown closer than 5 km to an aerodrome.

Section 8. Strict liability for damage to third parties etc.

The operator of a model aircraft is invariably liable for damage or losses suffered outside the model aircraft as a result of the aircraft being used for flying.

Section 9. Under the influence of alcohol etc.

Nobody must fly a model aircraft under the influence of alcohol or other intoxicating or narcotic substance. Sections 6-11 and 6-13 of the Aviation Act shall apply correspondingly.

Section 10. Weapons etc.

It is not permitted to fly model aircraft armored with weapons or weapon systems. It is not permitted to fly model aircraft armored with rockets, fireworks or other dangerous devices.

Chapter 3. General requirements and restrictions applicable to all RPAS operators (RO)

Section 11. Requirements for leading personnel

Flights may only be conducted if the undertaking has an accountable manager, an operations manager and a technical manager.

Section 12. Transport of goods or passengers

Transport of passengers is not permitted.

Transport of goods is only permitted where this is specified in the license from the CAA Norway.

Section 13. Requirements for altimeter or similar

The pilot and pilot in command shall use an altimeter or another method to ensure compliance with the applicable height and altitude limits.

Section 14. Fail-safe system

All rotor-operated aircraft shall have a built-in system to ensure that the aircraft can land automatically in the event of loss of control on the part of the pilot or pilot in command. All aircraft without a pilot on board (fixed wing) shall have a redundant system that ensures control of the aircraft in the event that the main radio communication system fails.

Section 15. Display flying

Display flying may only take place if authorized by the CAA Norway.

Section 16. Aerodromes

Landings and take-offs of aircraft without a pilot on board may not be performed on aerodromes.

In special cases, landing and take-off on an aerodrome may take place by agreement with the local air traffic services unit, provided that local procedures are in place to ensure the safety of other air traffic. The management of other air traffic operations shall take precedence. The air traffic service is responsible for establishing sufficient safety distances.

Section 17. Strict liability for damage to third parties etc.

The operator is invariably liable for damage or losses suffered outside the aircraft as a result of the aircraft being used for flying. This does not apply, however, to damage to another aircraft or injury to persons or damage to objects in such an aircraft.

Section 18. Insurance

The operator is responsible for ensuring that it has insurance cover for third-party liability; cf. Section 11-2 of the Aviation Act.

Section 19. Under the influence of alcohol etc.

Nobody must fly aircraft without a pilot on board under the influence of alcohol or other intoxicating or narcotic substance. Sections 6-11 and 6-13 of the Aviation Act shall apply accordingly.

Section 20. Weapons etc.

It is not permitted to fly aircraft without a pilot on board armored with weapons or weapon systems. It is not permitted to fly aircraft without a pilot on board armored with rockets, fireworks or other dangerous devices, except by authorization.

Section 21. Duty to notify

In the event of changes to the undertaking the operator have a duty to notify the CAA Norway to ensure that the information provided regarding the undertaking is correct. The operator shall notify the CAA Norway if the undertaking is discontinued.
Operators in the RO1 category must confirm that the undertaking is not discontinued by April 1st 2019 to still be registered with the CAA Norway.

Chapter 4. Requirements for RO 1 undertakings

Section 22. RO 1

RO 1 operators must notify the CAA Norway before starting up any new undertaking. Such notification shall contain information about the undertaking's name, address and contact information, as well as information about the type of aircraft that will be used.
An RO 1 undertaking is an undertaking in which an aircraft

  • with an MTOM of up to 2.5 kg and
  • a maximum speed of 60 knots

will be operated exclusively within VLOS during daylight hours and subject to fixed safety distances; cf. Section 51.

Section 23. Requirements for organisation

The operator shall have an accountable manager, operations manager and technical manager. One and the same person may fulfil several functions.
The accountable manager has overriding responsibility for the undertaking. The accountable manager must be able to substantiate that the organisation is adapted to the size and complexity of the undertaking. The accountable manager must be 18 years or older.
The operations manager shall ensure that operations are carried out in accordance with the undertaking's operations manual.
The technical manager shall ensure that the undertaking's aircraft are airworthy.
If the undertaking is particularly complex, the operator must establish and maintain a quality system adapted to its operations. The quality manager shall ensure that the undertaking's quality assurance systems are upheld.

Section 24. Operations manual

The operator shall have an operations manual in place that is adapted to the complexity of the undertaking's operations. As a minimum, the operations manual shall include:

  • a description of the structure of the undertaking;
  • a description of the types of operations that the undertaking conducts;
  • a description of maintenance procedures;
  • an overview of all aircraft operated by the undertaking.

Section 25. Log keeping

A log shall be kept of flight times. As a minimum, the log shall contain information about which aircraft was used, who conducted the flight, what time the flight took place and the area in which the flight was conducted.

Section 26. Maintenance

The operator shall ensure that aircraft are maintained in accordance with the manufacturer's instructions.

Section 27. Marking of aircraft

All aircraft shall be clearly marked with the operator's name and telephone number.

Section 28. Requirements for pilots

Pilots must be able to demonstrate sufficient skills to ensure that flights can be conducted safely and in accordance with rules and regulations.

Chapter 5. Requirements for RO 2 undertakings

Section 29. RO 2

RO 2 operators must obtain a license from the CAA Norway before starting up an undertaking. The application must be accompanied by a risk analysis and an operations manual.

An RO 2 undertaking is an undertaking in which an aircraft

  • with an MTOM of up to 25 kg and
  • a maximum speed of 80 knots

will be used for VLOS or EVLOS operations during daylight hours and subject to fixed safety distances; cf. Section 51, or BLOS operations in accordance with Sections 56–59.

Section 30. Requirements for organisation

The operator shall have an accountable manager, operations manager, technical manager and quality manager. One and the same person may fulfil several functions. The CAA Norway shall be notified of any changes to the organisation.
The accountable manager has overriding responsibility for the undertaking. The accountable manager must be able to substantiate that the organisation is adapted to the size and complexity of the undertaking. The accountable manager must be 18 years or older.

The operations manager shall ensure that operations are carried out in accordance with the undertaking's operations manual. The operations manager must meet the requirements set out in Section 36 first paragraph.

The technical manager shall ensure that the undertaking's aircraft are airworthy. The technical manager must be able to document that he or she has the requisite competence in the areas of aeronautical engineering, electronics and aerodynamics.

The quality manager shall ensure that the undertaking's quality assurance systems are upheld.

Section 31. Quality system

The operator shall establish and maintain a quality system that is adapted to the operations.

Section 32. Operations manual

The operator shall have an operations manual in place that is adapted to the complexity of the undertaking's operations. As a minimum, the operations manual shall include:

  • a description of the structure of the undertaking;
  • a description of the types of operations that the undertaking conducts;
  • procedures for the operations to be carried out, including risk analyses;
  • specification of competence requirements for maintenance personnel;
  • specification of requirements for competence and refresher courses for pilots in command;
  • maintenance programs;
  • an overview of all aircraft operated by the undertaking.

Section 33. Airworthiness

The operator may only use aircraft whose airworthiness can be documented. It must be possible to present documentation of the aircraft's design, control systems and other systems as well as practical maintenance. It must also be possible to document that the system has been tested for the planned aircraft operations.

A maintenance program shall be established for the aircraft. The maintenance program shall state when components are required to be replaced. The maintenance program must include a procedure for updating the program.
Technical flight time shall be logged for aircraft and critical components.

Section 34. Maintenance

Maintenance shall be carried out in accordance with the maintenance program for the aircraft or system.

Maintenance shall be carried out by technical personnel approved by the technical manager. The competence of maintenance personnel to maintain the aircraft or system in question shall be documented.

Section 35. Marking of aircraft

All aircraft shall be clearly marked with and an aircraft identification number assigned by the CAA Norway.

Section 36. Requirements for pilots and pilots in command

In order to conduct a flight, the pilot or pilot in command must have passed an electronic examination (e-exam). A minimum score of 75 % is required to pass the exam.

The CAA Norway is responsible for preparing training material and for organising the e-exam.

Pilots and pilots in command must be able to demonstrate sufficient skills to ensure that the flight can be conducted safely and in accordance with rules and regulations. These skills must be maintained through refresher training.

Chapter 6. Requirements for RO 3 undertakings

Section 37. RO 3

RO 3 operators must obtain a license from the CAA Norway before starting up an undertaking. A risk analysis and an operations manual must accompany the application.

An RO 3 undertaking is an undertaking in which the aircraft

  • have an MTOM of 25 kg or more, or
  • a maximum speed of 80 knots, or
  • is operated by a turbine engine, or
  • will be used for BLOS operations at altitudes of more than 120 meters, or
  • will operate in controlled airspace at altitudes of more than 120 meters, or
  • will operate over or in the vicinity of crowds of people other than in the cases mentioned in Section 51 third paragraph.

Section 38. Requirements for organisation

The operator shall have an accountable manager, operations manager, technical manager and quality manager. One and the same person may fulfil several functions. The CAA Norway shall be notified of any changes to the organisation.

The accountable manager has overriding responsibility for the undertaking. The accountable manager must be able to substantiate that the organisation is adapted to the size and complexity of the undertaking. The accountable manager must be 18 years or older.

The operations manager shall ensure that operations are carried out in accordance with the undertaking's operations manual. The operations manager must meet the requirements set out in Section 46 first paragraph.

The technical manager shall ensure that the undertaking's aircraft are airworthy. The technical manager must be able to document relevant technical competence in relation to the relevant systems operated by the undertaking.
The quality manager shall ensure that the undertaking's quality assurance systems are upheld.

Section 39. Quality system

The operator shall establish and maintain a quality system that is adapted to the operations.

Section 40. Operations manual

The operator shall prepare an operations manual that is adapted to the complexity of the undertaking's operations. As a minimum, the operations manual shall include:

  • a description of the structure of the undertaking;
  • a description of the types of operations that the undertaking conducts;
  • procedures for the operations to be carried out, including risk analyses;
  • specification of competence requirements for maintenance personnel;
  • specification of requirements for competence and refresher courses for pilots and pilots in command;
  • maintenance programs;
  • an overview of all aircraft operated by the undertaking.

Section 41. Airworthiness

The operator may only use aircraft or systems approved by the CAA Norway for the relevant type of operation. The operator shall document that the aircraft, systems and components are sufficiently safe to be used for the relevant type of operation. Insofar as it is appropriate, the assessment shall be based on the Regulations of 4 March 2013 No 252 relating to airworthiness and environmental certification of aircraft etc. and the certification of design and production organisations.

The application must be accompanied by documentation of the system design, control system, type of components, technical safety systems and completed test programs that show that the aircraft and system can carry out the relevant type of operation.
The CAA Norway may recognize aircraft, systems and components approved or certified by other aviation authorities.

A maintenance program shall be established for the aircraft or system. The maintenance program shall state when components are required to be replaced. The maintenance program must include a procedure for updating the program.
Technical flight time shall be logged for aircraft and critical components.

Section 42. Different types of operations

Aircraft or systems intended exclusively for operations that may be carried out by RO 1 and RO 2 operators (cf. Sections 22 and 29; cf. Section 51) do not need authorization pursuant to Section 41. The provisions of Sections 26, 27, 33 and 34 apply correspondingly to these aircraft.

Section 43. About test programs

An operator may not initiate an aircraft of system test program before the test program has been approved by the CAA Norway. The application for approval shall include a description of the system test, including the type of operation the system is being tested for, where the test program is to be conducted, safety documentation related to the implementation of the test program and a checklist showing vital checkpoints.

Section 44. Maintenance

Maintenance shall be carried out in accordance with the maintenance program for the aircraft or system.

Maintenance shall be carried out by technical personnel approved by the technical manager. The competence of maintenance personnel to maintain the aircraft or system in question shall be documented.

Section 45. Marking of aircraft

All aircraft shall be clearly marked with an aircraft identification number assigned by the CAA Norway.

Section 46. Requirements for pilots and pilots in command

In order to conduct a flight, the pilot or pilot in command must have passed an electronic examination (e-exam). A minimum score of 75 % is required to pass the exam. The CAA Norway is responsible for preparing training material and for organising the e-exam.

Pilots and pilots in command must be able to demonstrate sufficient skills to ensure that the flight can be conducted safely and in accordance with rules and regulations.
In order to perform landings and take-offs on aerodromes, the pilot and pilot in command must hold an LAPL (Light Aircraft Pilot License), PPL (Private Pilot License), CPL (Commercial Pilot License) or ATPL (Airline Transport Pilot License).
The pilot and pilot in command must have sufficient knowledge to be capable of communicating with the air traffic service using applicable radio communication procedures. Pilots and pilots in command who will be using a radio must hold a radio telephony certificate.

Chapter 7. Operational provisions applicable to all RO operators

Section 47. Rules of the air

The general rules of the air apply to aircraft without a pilot on board.

Section 48. Airspace

The pilot and pilot in command have a duty to familiarize themselves with the applicable airspace management. The pilot and pilot in command also have a duty to familiarize themselves with the applicable airspace classification and the air traffic services unit that is in charge of the area in which they plan to perform an operation.

Section 49. Right of way for other aircraft

Aircraft without a pilot on board shall give other aircraft right of way.

Section 50. Flight preparation

Prior to each flight, the pilot and pilot in command shall familiarize themselves with all available information that may have a bearing on the planned flight, including information about the weather conditions.

The pilot and pilot in command shall ensure that the aircraft is airworthy before the flight is conducted. All flights shall be conducted in accordance with applicable provisions, the operations manual and the limitations of the aircraft.

Section 51. Safety distances, maximum flight altitude

All flights must be conducted in a considerate manner so that there is no risk of harm to aircraft, people, birds, animals or property and so as not to otherwise constitute a public nuisance.

The aircraft must be clearly visible to the operator at all times. Necessary safety distances must be maintained for all flights. It is not permitted to fly

  • at altitudes of more than 120 meters above ground or water;
  • closer than 150 meters to a crowd of more than 100 people;
  • closer than 50 meters to people, motor vehicles or buildings not controlled by the pilot and pilot in command.

Aircraft with an MTOM of 250 grams or less may be used for VLOS, EVLOS or BLOS flying, though not at altitudes of more than 50 meters above ground or water. The safety distances provided for in the second paragraph (b) and (c) do not apply.
Flights other than in accordance with the safety distances in the second and third paragraph may only be conducted by RO 3 operators in accordance with the provisions set out in Chapter 9 and other conditions set out in the license.

Section 52. First person view (FPV)

FPV flying without BLOS authorization, cf. Sections 57 and 64, is only permitted if the flight is conducted as a VLOS operation and the pilot in command has visual contact with the aircraft at all times.

Section 53. Extended visual line of sight (EVLOS)

EVLOS flying may only be performed if the license from the CAA Norway covers this type of operation.

Two-way radio communication or continuous telephone communication between the pilot and observer is required for EVLOS flights.

Section 54. Areas in which flying is not permitted

An aircraft without a pilot on board may not be flown over or in the vicinity of military areas, embassies or prisons.

An aircraft without a pilot on board may not be flown closer than 5 km to an aerodrome, unless the flight has been cleared with the local air traffic control service or flight information service.

Section 55. Flying when extraordinary incidents have occurred

Flying over or in the vicinity of places where an incident site has been established by the emergency services or the Armed Forces in connection with an accident or other extraordinary event may only be performed by permission from the incident commander.

Chapter 8. Supplementary operational provisions for RO 2 operators

Section 56. Beyond visual line of sight (BLOS)

BLOS flying may only be performed if the license from the CAA Norway covers this type of operation.

Section 57. BLOS flying at altitudes of up to 120 meters in Class G airspace

BLOS flying at altitudes of up to 120 meters in Class G airspace or Class G airspace with an established Radio Mandatory Zone (RMZ) may only be performed if NOTAM to inform about the activity has been issued. The NOTAM shall be issued at least 12 hours before the activity commences.

In special cases, BLOS flying in Class G airspace with an established Radio Mandatory Zone (RMZ) may nevertheless be performed by permission from the flight information service and on the conditions laid down by the flight information service. The flight information service may only authorize such flying if it is clear that the flight can be conducted safely and without obstructing other air traffic.

Section 58. BLOS flying at altitudes of up to 120 meters in controlled airspace

BLOS flying at altitudes of up to 120 meters in controlled airspace may only be performed in active danger areas or restricted areas.
By way of exception, BLOS flying may be performed outside danger areas and restricted areas subject to clearance from the air traffic control service and on the conditions laid down by the air traffic control service. Clearance may only be granted if satisfactory separation can be established between the aircraft without a pilot on board and all and any other aircraft.

Section 59. Mandatory lights

For all BLOS flying, the aircraft shall be fitted out with white low-intensity lights with a light intensity of at least 10 candela, where flashes are produced by rotating lights (strobe lights) at a rate of at least 20 flashes per minute.

Section 60. Flying in the dark

When flying in the dark, the aircraft shall be equipped with operating lights; cf. (EU) No. 923/2012, SERA.3215, implemented by regulation of 14. December 2016 No. 1578 on rules of the air and operational procedures.

Chapter 9. Supplementary operational provisions for RO 3 operators

Section 61. VLOS and EVLOS flying in Class G airspace

VLOS and EVLOS flying at altitudes of more than 120 meters is permitted in Class G airspace. The operator is responsible for assessing whether it is necessary, having regard to the nature of the flight or the area in which the flight will be conducted, to issue a NOTAM to inform about the activity. If so, the NOTAM shall be issued at least 12 hours before the activity commences.

Section 62. VLOS and EVLOS flying in controlled airspace and Class G airspace with established RMZ

VLOS and EVLOS flying at altitudes of more than 120 meters in controlled airspace may only be performed subject to clearance from the air traffic control service and on the conditions laid down by the air traffic control service.

VLOS and EVLOS flying at altitudes of more than 120 meters in class G airspace with an established Radio Mandatory Zone (RMZ) may only be performed by permission from the flight information service and on the conditions laid down by the flight information service. Permission shall not be granted if there is other air traffic in the airspace.

In controlled airspace and Class G airspace with an established Radio Mandatory Zone (RMZ), two-way radio communication or telephone communication shall be established between the pilot in command and the air traffic control service.

Section 63. Beyond visual line of sight (BLOS)

BLOS flying may only be performed if the license from the CAA Norway covers this type of operation.

Section 64. BLOS flying at altitudes of more than 120 meters in class G airspace

BLOS flying at altitudes of more than 120 meters in class G airspace or class G airspace with an established Radio Mandatory Zone (RMZ) may only be performed in active danger areas or restricted areas.

In special cases, BLOS flying in Class G airspace with an established Radio Mandatory Zone (RMZ) may nevertheless be performed by permission from the flight information service and on the conditions laid down by the flight information service. The flight information service may only authorize such flying if it is clear that the flight can be conducted safely and without obstructing other air traffic.

Section 65. BLOS flying in controlled airspace

BLOS flying in controlled airspace may only be performed in active danger areas or restricted areas.

By way of exception, BLOS flying may be performed outside danger areas and restricted areas subject to clearance from the air traffic control service and on the conditions laid down by the air traffic control service. Clearance may only be granted if satisfactory separation can be established between the aircraft without a pilot on board and all and any other aircraft.

Section 66. Loss of control

In the event of loss of control of an aircraft in controlled airspace, or Class G airspace with established RMZ (Radio mandatory Zone), the nearest air traffic control service shall be notified immediately.

In the event of loss of control of an aircraft in Class G airspace, the nearest air traffic control service shall be notified immediately if the lost aircraft constitutes a risk of conflict with other aircrafts.

Section 67. Mandatory lights

The aircraft shall be fitted out with white low-intensity lights with a light intensity of at least 10 candela, where flashes are produced by rotating lights (strobe lights) at a rate of at least 20 flashes per minute for all flying

  • in controlled airspace;
  • at altitudes of more than 120 metres in uncontrolled airspace;
  • BLOS.

Section 68. Flying in the dark

When flying in the dark, the aircraft shall be equipped with operating lights; cf. (EU) No. 923/2012, SERA.3215, implemented by regulation of 14. December 2016 No. 1578 on rules of the air and operational procedures.

Chapter 10. State operations

Section 69. State operations

With the exception of Section 17, the provisions of these Regulations shall apply accordingly to civil government aviation for public-law purposes in connection with the activities of the police, customs and excise, public search and rescue services, fire services, coast guard and border control services and similar activities and services.

Section 70. Areas in which flying is prohibited

Flying in restricted areas and other areas in which flying is prohibited under these Regulations is permitted for civil government aircraft without a pilot on board in connection with the activities of the police, customs and excise, public search and rescue services and fire services.

Chapter 11. Concluding provisions

Section 71. Infringement fines

Infringement fines pursuant to Section 13a-5 of the Aviation Act may be imposed for breach of the rules in Chapter 3 to 9.

Section 72. Suspension and revocation

In the event of a breach of legislative or regulatory provisions, or the conditions set out in the license, the CAA Norway may suspend or revoke the license completely or in part.

In the event of a breach of legislative or regulatory provisions, the CAA Norway may impose a flight ban or flight restrictions on model aircraft pilots and RO1 operators.

Section 73. Exemption

For the purpose of research on and development of aircraft without a pilot on board, or in case of state operations as described in § 69, the CAA Norway may authorize operations and test flying even if the conditions that follow from the Aviation Act and pertaining regulations are not met.

The CAA Norway may give exemptions to the provisions in this regulation if the applicant can demonstrate that safety is maintained at the same level as if the operations were in accordance with these Regulations, and that the exemption does not set aside any other substantial considerations of the Regulations. The application must include a risk assessment and description of any risk reducing measure applied.

Section 74. Entry into force and transitional rules

These Regulations enter into force 1 January 2016.

An operator license for undertakings that operate aircraft without a pilot on board granted by the CAA Norway prior to the entry into force of these Regulations will continue to be valid for the duration of the license period. The provisions of the Regulations shall be fully applicable to the undertaking from the entry into force of the Regulations, unless otherwise provided for in this section. Licenses that expire within the first four months after the entry into force of these Regulations, will be extended by six months.

If the operator wish to continue their undertaking within RO1 requirements after the license expiry date, the operator must notify the CAA Norway within that expiry date, cf. § 22.

If the operator wish to continue their undertaking within RO2 requirements, the CAA Norway must receive the application at least three months before the license expiry date. If the operator wish to continue their undertaking within RO3 requirements, the CAA Norway must receive the application at least four months before the license expiry date.

The requirements for airworthiness described in § 41 entry into force 1 January 2017. Until then, the requirements described in § 33 will apply for RO3.

The requirements laid down for the operations manager do not apply to persons who have been approved as operations managers by the CAA Norway prior to the entry into force of the Regulations.

Pilot or Pilot in Command functioning under operators in the categories RO2 and RO3 must pass the e-exam by 1 February 2017, cf. § 36 and § 46.