I can’t remember having flown in E either, but at some point E was there. The airspace has been evolved at a glacial paste, a little bit here, a little bit there. Just a couple of years ago all D airspace was to be converted to C, but it never happened. There was a big change just before Christmas, but other than that it changes so slow and subtle it’s like watching paint dry.
You’re right. Just checked an old VFR chart. Notodden and Geiteryggen TIZ were indeed class G although radio was mandatory.
And come to think of it, I do not think class F was ever used in Norway. Was it?
All class F and E are gone (I haven’t seen any in a long time). TIZ and TIA are (or used to be until SERA) G*, that is G with mandatory two way communication. After SERA they are called RMZ (radio mandatory zone) but they are G.
Also in Norway airways are class E. At least they used to be. Although it does not require you (VFR) to establish 2-way communication with ATC, it would be a good idea to do so. And for NVFR, class E is controlled airspace for which you need a clearance.
And weren’t the AFIS TIZ class F in Norway?
Except we have no class E, I think Norway is exactly like Germany. You can fly VFR in G all over, but going far and high, a FP is more practical flying in C/D due to fat TMAs. I haven’t flown any cross country since SERA and the updating of airspaces just before Christmas, but I can’t imagine huge operational changes.
ARCKY would be good.
Why file a flight plan? Do you flile a flight plan VFR from Shoreham to Goodwood?
VABIK KOK CIV LNO EDGS
Looks good, but I would add an FIR exit point, so it is clear to Brussels control who will be the next sector to coordinate your flight with.
There are a lot of possible coordination partners east of LNO.
Also, you might expect KOK BUB LNO depending on traffic load and the controller at work. This will keep you clear of departures out of EBBR, EBCI and EBLG.
I would always file a flight plan for every flight crossing a national frontier (border).
These exemptions are extremely rare and exist only between very few countries.
Also, while a flight plan doesn’t give you PPR/PNR or any entitlement to land at the destination, it does no harm and alerts them to the proposed arrival, so if they have more than half a brain they might take some action e.g. keep a parking space or whatever.
More generally, handling agents use inbound flight plans as a heads-up that they need to get the high heels, the coffee and the croissants out 
And mdoer, are you sure about not needing a flight plan crossing the border Germany/Czech Republic and back again?
I entered your route to Letnany in Skydemon and it says you probably need a flight plan.
I would just file one. It never harms.
update – I should have read on further:
5.1.1 VFR flight plans shall be submitted by means of air traffic services reporting offices (ARO) exclusively for all flights except for:
Domestic flights and flights within Schengen area, conducted in the airspace of “G” and “E” class, for which no alerting service is required by pilot.
Domestic flights and flights within Schengen area, conducted in the airspace of “G” and “E” class, to or from CTR/TMA of D class.
Note: A pilot-in-command, intending to perform an international flight within Schengen area, shall consult AIPs of the appropriate states, whether the FPL submission is not established as obligatory
So no flight plan obligatory within the Schengen area – and that presumably means going back into Germany as well.
