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EUROCONTROL25 YEARS
of ATM Implementation Reportingin Europe
Level 1 - Implementation Overview
LSSIP 2018 - NORWAYLocal Single Sky ImPlementation
LSSIP Year 2018 Norway Released Issue
Document Title LSSIP Year 2018 for Norway
Infocentre Reference 19/02/05/32
Date of Edition 29/03/2019
LSSIP Focal Point Rajunesh Shankar - [email protected] Luftfartstilsynet (CAA-Norway)
LSSIP Contact Person Luca Dell’Orto – [email protected] EUROCONTROL/DECMA/ACS/PRM
Status Released
Intended for Agency Stakeholders
Available in http://www.eurocontrol.int/articles/lssip
Reference Documents
LSSIP Documents http://www.eurocontrol.int/articles/lssip LSSIP Guidance Material
http://www.eurocontrol.int/articles/lssip
Master Plan Level 3 – Plan Edition 2018
http://www.eurocontrol.int/articles/european-atm-master-plan-level-3-implementation-plan
Master Plan Level 3 – Report Year 2018
http://www.eurocontrol.int/articles/european-atm-master-plan-level-3-implementation-report
European ATM Portal https://www.eatmportal.eu and http://www.atmmasterplan.eu/ STATFOR Forecasts http://www.eurocontrol.int/statfor Acronyms and abbreviations
https://www.eurocontrol.int/sites/default/files/content/documents/official-documents/guidance/Glossaries.pdf
National AIP https://avinor.no/en/ais/aipnorway/
FAB Performance Plan https://www.nefab.eu/docs#
LSSIP Year 2018 Norway Released Issue
APPROVAL SHEET
With reference to e-mails received from the Chief Executive Officer of Avinor AS, Chief Executive Officer of Avinor Flysikring AS and the Royal Norwegian Air Force, the Civil Aviation Authority-Norway is authorised to sign the 2018 Norwegian Local Single Sky Implementation Plan, Level 1 (CAA-N document reference 19/06046) on behalf of the above-mentioned stakeholders.
LSSIP Year 2018 Norway Released Issue
CONTENTS
1. National ATM Environment ............................................................ 7 Geographical Scope ............................................................................................ 7
2. Traffic and Capacity ...................................................................... 18 Evolution of traffic in Norway .......................................................................... 18 NORWAY ACC SECTOR GROUP NORTH ............................................................ 19 NORWAY ACC – SECTOR GROUP WEST ............................................................ 22 NORWAY ACC – SECTOR GROUP EAST ............................................................. 25
3. Master Plan Level 3 Implementation Report conclusions ............. 28
4. Implementation Projects .............................................................. 29 National projects .............................................................................................. 29 FAB projects ..................................................................................................... 35 Regional projects .............................................................................................. 39
5. Cooperation activities .................................................................. 41 FAB Co-ordination ............................................................................................ 41 Regional cooperation ....................................................................................... 42
6. Implementation Objectives Progress ........................................... 44 State View......................................................................................................... 44 Detailed Objectives Implementation progress ................................................ 51
Annexes Specialists involved in the ATM implementation reporting for Norway
National stakeholder’s organisation charts
Implementation Objectives’ links with SESAR, ICAO and DP
Glossary of abbreviations
LSSIP Year 2018 Norway 1 Released Issue
Executive Summary
National ATM Context Norway remains committed to further developing the Single European Sky objectives, evolving the use of Functional Airspace Blocks and implementing Pilot Common Project requirements in support of the ATM Master Plan. NEFAB has in close cooperation with DK SE FAB, within an agreed concept, implemented a continuous and seamless Free Route Airspace (FRA) across the two FABs (North European Free Route Airspace (NEFRA) Program). Seamless FRA interface was finalised in May 2017, allowing unrestricted FRA operation across the borders of all six states (Sweden, Denmark, Norway, Finland, Estonia and Latvia) in both FABs. In 2017, CAA-Norway implemented a significant organisational change focusing on improving strategic management, clarification of roles towards external stakeholders and building stronger internal multidisciplinary collaboration. This work progressed in 2018. An extensive upgrade of the main Norwegian ATM system is planned for 2023, and this upgrade will facilitate the implementation of several LSSIP objectives. In addition, Avinor AS and Avinor Flysikring AS have several large projects under way to improve ATM in Norway, described in detail in chapter 4. In 2018, Avinor Flysikring AS has reported that datalink compliance within the mandated region in Norway (south of 61⁰30’) will be delayed to 2023 and is planning full Norway FIR coverage by 2024. CAA Norway together with Avinor Flysikring AS have formally informed the EFTA Surveillance Authority, and have held a bi-lateral meeting with the SESAR Deployment Manager regarding DLS implementation issue in Brussels informing them of the implementation delay. In 2013, Avinor Flysikring AS initiated a project to develop and implement a remote tower solution for selected Avinor airports. In August 2015, a contract was signed with Kongsberg Defense System for the delivery of remote towers to 15 airports, with possible further expansion in the coming years. The project goal is to have the first remote tower operational in 2019. Sandefjord Airport Torp is owned and operated by Sandefjord Airport AS. 86.5 percent of the shares are county/municipally owned. 13.5 percent of the shares are owned by private investors. In 2016, Sandefjord Airport Torp initiated an international procurement process for the provision of Air Navigation Services (ANS) service at the airport. Avinor Flysikring AS was awarded the contract with a duration of 5 years. During 2018 Avinor AS initiated a procurement process for the provision of Air Traffic Services (ATS) services at Kristiansand Airport Kjevik and Ålesund Airport Vigra. By the end of 2018 we still await the results of this procurement process. Moss Airport Rygge was closed for commercial traffic in 2016 and was taken over by the Royal Norwegian Air Force, with Avinor Flysikring AS providing ATS. Including the above-mentioned Moss Airport Rygge, the Royal Norwegian Air Force operates four airports in Norway, of which 3 are open for commercial civil traffic. Avinor Flysikring AS provides ATS to all of these airports. Avinor operates the passenger terminals at two of the military operated airports (Bardufoss and Andøya Airport), but not at Ørland Airport. The ownership of Bodø Airport was transferred from the Royal Norwegian Air Force to Avinor AS in 2016. Fagernes Airport Leirin was closed for commercial traffic on 1 July 2018. The following airports are privately owned and are fully operated by the owners; Notodden, Stord, Spitsbergen, Ny Ålesund, Svea and Arendal Airports.
LSSIP Year 2018 Norway 2 Released Issue
A liaison officer from the Royal Norwegian Air Force is permanently present at the offices of CAA-Norway to improve military coordination of airspace usage, facilitate consultation on regulatory matters concerning the military and safeguarding military interests within domains managed by CAA-Norway. The liaison has also contributed to facilitating the LSSIP process.
Traffic and Capacity
2018 Traffic in Norway increased by 0,16 % during the summer period of 2018 (May to October) compared to summer 2017. Traffic in Norway increased by 0,57 % overall in 2018 compared to 2017. There have been no capacity constraints in Norwegian airspace. 2019‐2024 The EUROCONTROL Seven-Year Forecast predicts an annual traffic growth between 0,9 % and 1,7 % throughout the planning cycle, with an average baseline growth of 0.9 %. Norway doesn´t foresee any capacity constraints during the planning period.
Progress per SESAR Phase
The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1 (PCP objectives are marked as such, the rest are considered SESAR baseline).
Note that two objectives – AOM19.1 and FCM05 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases.
The objectives declared ‘Achieved’ in previous editions (up to, and including, ATM MP L3 Edition 2011-2017) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State.
Pre‐SESAR Implementation
2010 2019 72%
PCP Implementation
2015 2023 21%
LSSIP Year 2018 Norway 3 Released Issue
Progress per SESAR Key Feature and Phase
The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph.
ICAO ASBUs Progress Implementation
The figure below shows the progress made so far in the implementation of the ICAO ASBUs Blocks 0 and 1. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter 6.1.
Block 0 2010 2018
78%
Block 1 2015 2022
44%
2%
51%
Pre‐
SESA
R
83%
39%
83%
60%
23%
Pre‐
SESA
R
Pre‐
SESA
R
Pre‐
SESA
R
PCP
PCP
PCP
PCP
Optimized ATM Network Services
Advanced Air Traffic Services
High Performing
Airport Operations
18%
Enabling Aviation Infrastructure
LSSIP Year 2018 Norway 4 Released Issue
ATM Deployment Outlook
● State objectives
Deployed in 2017‐2018: ‐ Multi Sector Planning En‐route [ATC18] 100% progress ‐ AMHS [COM10] 100% progress ‐ Low‐Level IFR Routes for Rotorcraft [NAV12] 100% progress
‐ Runway excursions [SAF11] 82% progress ‐ ASM Tools [AOM19.1] 62% progress ‐ OAT and GAT handling [AOM13.1] 43% progress ‐ eTOD [INF07] 38% progress
‐ APV Procedures [NAV10] 75% progress ‐ NewPENS [COM12] 75% progress ‐ Surveillance Performance & Interoperability [ITY-SPI] 71% progress ‐ Aircraft Identification [ITY-ACID] 43% progress ‐ Aeronautical Information [ITY-ADQ] 38% progress
‐ Interactive Rolling NOP [FCM05] 33% progress
‐ TCAS II v7.1 [ATC16] 87% progress ‐ ETFMS [FCM01] 80% progress ‐ 8,33 kHz below FL195 [ITY-AGVCS2] 40% progress ‐ Collaborative Flight Planning [FCM03] 37% progress ‐ Coordination and transfer [ATC17] 28% progress ‐ ASM/ATFCM process [AOM19.3] 25% progress ‐ Voice over IP [COM11] 20% progress ‐ Traffic Complexity [FCM06] 20% progress ‐ Data Link [ITY-AGDL] 13% progress ‐ Extended Flight Plan [FCM08] 10% progress ‐ Ground‐Based Safety Nets [ATC02.8] 10% progress ‐ AMAN to further en‐route [ATC15.2] 10% progress ‐ MTCD & CORA [ATC12.1] 8% progress ‐ SWIM Yellow TI Profile [INF08.1] 8% progress ‐ Pre‐defined Airspace Configurations [AOM19.4] 5% progress ‐ Real‐Time Airspace Data [AOM19.2] 3% progress
By 12/2019 By 12/2020 By 12/2021 2022+
LSSIP Year 2018 Norway 5 Released Issue
● Airport objectives ‐ ENGM ‐ Oslo Gardermoen Airport
Deployed in 2017‐2018: ‐ CDOs [ENV01] 100% progress ‐ CCOs [ENV03] 100% progress
‐ Airport Safety Nets [AOP12] 5% progress
‐ Surface Movement Planning & Routing [AOP13] 2% progress
By 12/2019 By 12/2020 By 12/2021 2022+
LSSIP Year 2018 Norway 6 Released Issue
Introduction
The Local Single Sky Implementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3)/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2018, together with plans for the next years.
Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided;
Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level;
Chapter 3 provides a set of conclusions extracted from the MP L3 Implementation Report 2018, which are relevant to the State/stakeholders concerned. The State reports how they have handled those conclusions and the actions taken during the year to address the concerns expressed by those conclusions;
Chapter 4 provides the main Implementation Projects (at national, FAB and regional level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. Level 1 document covers high level list of the projects showing the applicable links. All other details like description, timescale, progress made and expected contribution to the ATM Key Performance Areas provided by the State per each project are available in Level 2 document;
Chapter 5 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation and also all other regional initiatives which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned;
Chapter 6 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition, the high-level information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.
Level 1 document is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2018. In addition, it covers detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base.
The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.
LSSIP Year 2018 Norway 7 Released Issue
1. National ATM Environment
Geographical Scope
International Membership
Norway is a Member of the following international organisations in the field of ATM:
Organisation Since
ECAC 1955
EUROCONTROL 1993
European Common Aviation Area 2007
EEA (European Economic Area) 1992
EASA 2005
ICAO 1947
NATO 1949
ITU 1866
Geographical description of the FIR(s)
The geographical scope of this document addresses the Norway FIR/UIR (on 27 Nov 2003 the Norwegian airspace was established as one single FIR/UIR). Control areas extend between 5500 FT and FL 660. In addition, controlled airspace in Norway also comprises of 20 TMAs, and 20 CTRs.
Four offshore control areas, Ekofisk CTA, Statfjord CTA and Balder CTA in the North Sea and Heidrun CTA in the Norwegian Sea, are established to support the helicopter traffic related to the Norwegian oil production.
FIRs of six States, namely United Kingdom (Scottish FIR), Iceland (Reykjavik FIR), Russia (Murmansk FIR), Finland (Finland FIR), Sweden (Sweden FIR) and Denmark (Copenhagen FIR) surround Norway FIR. Among the above, Russia is the only non-ECAC bordering state.
Bodø Oceanic FIR is a part of the NAT-region and not within the scope of this document.
LSSIP Year 2018 Norway 8 Released Issue
Airspace Classification and Organisation
Reference is made to AIP Norway: https://ais.avinor.no/no/AIP/View/6/enr_en.html
LSSIP Year 2018 Norway 9 Released Issue
ATC Units
The Norway ACC is split into 4 Sector Groups (SG) located at 3 different locations. SG North is located in Bodø, SG West in Stavanger and SG East and SG TMA are located in Røyken (outside Oslo).
ATC Unit Number of sectors Associated FIR(s) Remarks
En‐route TMA
Norway ACC Norway FIR
-Sector Group North 7 (8)* 3 Incl. 1 offshore sector
-Sector Group West 12 0 Incl. 3 offshore sectors
-Sector Group East 8 0
-Sector Group TMA 0 2
(*): The total number of En route sectors in SG North is 7 when including the Bodø Oceanic Control sector (not within the geographical scope of this LSSIP).
The TMA sectors presented above are those sectors which are co-located with the ACC. There are several other TMAs in Norway and the provision of ATS services in these TMAs are done either at the local airport or at a dedicated established unit providing ATS services to more than one airport in a region.
1.2. National Stakeholders
The main National Stakeholders involved in ATM in Norway are the following:
• Avinor AS – owns, operates and develops a national network of 42 airports for the civilian sector and provides AIS and AFIS services in Norway. Avinor AS is the owner of the following limited companies:
o Avinor Flysikring AS (Avinor Air Navigation Services) - the main Air Navigation Service Provider in Norway
o Svalbard Lufthavn AS – established in 2016
• Luftfartstilsynet - the Norwegian CAA
• The Royal Norwegian Air Force - the Military Aviation Authority of Norway is responsible for Military Airworthiness, Operations and military airports
LSSIP Year 2018 Norway 10 Released Issue
Their activities are detailed in the following subchapters and their relationships are shown in the diagram below:
Figure 1 Organisational overview
Civil Regulator(s)
General Information
Civil Aviation in Norway is the responsibility of the Ministry of Transport and Communications (MoTC). The different national entities having regulatory responsibilities in ATM are summarised in the table below. The CAA (Luftfartstilsynet) is further detailed in the following sections.
Activity in ATM: Organisation responsible Legal Basis
Rule-making Luftfartstilsynet (CAA-N) Luftfartsloven (Civil Aviation Act)
Safety Oversight Luftfartstilsynet (CAA-N) Luftfartsloven (Civil Aviation Act) and regulation FOR 2007-01-26 no 99 (BSL G 1-1) on the establishment of a Single European Sky.
Enforcement actions in case of non-compliance with safety regulatory requirements
Luftfartstilsynet (CAA-N)
Airspace Luftfartstilsynet (CAA-N)
Economic Luftfartstilsynet (CAA-N)
Environment Luftfartstilsynet (CAA-N)
Security Luftfartstilsynet (CAA-N)
Accident investigation Aircraft Accident Investigation Board/Norway (AAIB/N)
Luftfartsloven (Civil Aviation Act) and the Directive for the Accident Investigation Board Norway
LSSIP Year 2018 Norway 11 Released Issue
Luftfartstilsynet the Norwegian CAA
Luftfartstilsynet, the Norwegian CAA, is the regulatory body for flight safety in Norway. This includes rulemaking, certification, safety oversight, safety performance monitoring and ATM safety occurrence analysis. The flight safety regulatory function in Norway is independent from the Service Provision function by an organisational separation.
Annual Report published: Y On this link, you can find the annual report for 2017 covering yearly activities of CAA-Norway (Luftfartstilsynet). The 2018 report is not yet published. https://luftfartstilsynet.no/globalassets/dokumenter/arsrapporter/aarsrapport_2017-150518.pdf
National Civil Aviation Master Plan (CAMP):
N National CAMP is referenced in ICAO resolutions below: • A39-23: No Country Left Behind (NCLB) Initiative (Draws the attention of Contracting States requesting technical cooperation and technical assistance to the advantages to be derived from well-defined projects based on civil aviation master plans) • A39-25: Aviation’s contribution towards the United Nations 2030 Agenda for Sustainable Development (Urges Member States to enhance their air transport systems by effectively implementing SARPs and policies while at the same time including and elevating the priority of the aviation sector into their national development plans supported by robust air transport sector strategic plans and civil aviation master plans, thereby leading to the attainment of the SDGs) • A39-26: Resource Mobilization (Requests the Secretary General to develop guidance material to assist States in including and elevating the priority of the aviation sector into their national development plans and developing robust air transport sector strategic plans and civil aviation master plans).
Web address: http://www.caa.no
An organisational chart giving a more detailed structure of the CAA is found in Annexes.
Service provided
Avinor AS
Avinor AS is a state owned limited company fully owned by the Ministry of Transport and Communications. The company owns, operates and develops a national network of 42 airports for the civil sector. Avinor AS is also providing AIS, AFIS and MET services in Norway and CNS services at Oslo Airport.
Avinor Flysikring AS
Avinor Flysikring AS was established in June 2014 and is the major ANSP in Norway. It is a limited company fully owned by Avinor AS. Avinor Flysikring AS provides Air Traffic Services in Norwegian airspace including aerodrome control, approach control and en route control. Avinor Flysikring AS provides in addition AIS and MET services, maintenance and operation of the technical infrastructure related to the provision of air navigation services in Norway except for CNS services at Oslo Airport.
LSSIP Year 2018 Norway 12 Released Issue
Avinor Flysikring AS
Limited company Fully owned by Avinor AS
Services provided Y/N Comment
ATC en route Y
ATC approach Y
ATC Aerodrome(s) Y AFIS - Aerodrome Flight Information Services is provided by Avinor AS
AIS Y Both Avinor AS and Avinor Flysikring AS provide AIS services in Norway.
CNS Y Avinor AS provides CNS services at Oslo Airport
MET Y Both Avinor AS and Avinor Flysikring AS provide MET observations at airports
ATCO training Y
Others
Additional information:
Provision of services in other State(s):
N
Annual Report published: Y The Annual Report 2018 can be found using the following link: https://avinor.no/en/corporate/about-us/reports/reports
Web address: http://www.avinor.no/en/
https://avinor.no/en/avinor-air-navigations-services/
An organisational chart giving a more detailed structure of the ANSPs is found in Annexes.
ATC systems in use
Main ANSP part of any technology alliance1 Y iTEC
FDPS
Specify the manufacturer of the ATC system currently in use: Indra
Upgrade2 of the ATC system is performed or planned? 2018
Replacement of the ATC system by the new one is planned? 2023 (Sector Group West, East and TMA) 2024 (Sector Group North)
ATC Unit Norway ACC (Sector Group North, West, East and TMA)
SDPS
Specify the manufacturer of the ATC system currently in use: Raytheon/ARTAS
Upgrade of the ATC system is performed or planned? 2018
Replacement of the ATC system by the new one is planned? Tracking functions in legacy SDPS was replaced by ARTAS Multi-sensor tracker for southern Norway in 2016 and northern Norway in 2018.
1 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))
LSSIP Year 2018 Norway 13 Released Issue
Airports
General information
The main airports in Norway are owned and operated by Avinor AS. The following exceptions apply:
Until 2016, Oslo Lufthavn AS was a limited company owned by Avinor AS. In 2016, Oslo Lufthavn AS was merged with Avinor AS and is not any longer a separate company. Avinor Flysikring AS provides ATS at Oslo Airport while Avinor AS provides CNS services
Sandefjord Airport Torp is owned and operated by Sandefjord Lufthavn AS. 86.5 percent of the shares are municipally owned. 13.5 percent of the shares are owned by private investors. Avinor Flysikring AS provides ATS.
Moss Airport Rygge: The airport was closed for commercial traffic in 2016 and was taken over by the RNOAF. Avinor Flysikring AS provides ATS.
Including the above-mentioned Moss Airport Rygge, the Royal Norwegian Air Force operates four airports in Norway, of which 3 are open for commercial civil traffic. Avinor Flysikring AS provides ATS to all of these airports. Avinor operates the passenger terminals at two of the military operated airports (Bardufoss and Andøya Airport), but not at Ørland Airport. The ownership of Bodø Airport was transferred from the Royal Norwegian Air Force to Avinor AS in 2016.
Fagernes Airport Leirin was closed for commercial traffic on 1 July 2018.
In 2016 Svalbard Airport Longyearbyen was established as a separate limited company named Svalbard Lufthavn AS, fully owned by Avinor AS. Svalbard Lufthavn AS is a certified provider of aerodrome flight information services (AFIS).
The following airports are privately owned and are fully operated by the owners; Notodden, Stord, Ny Ålesund, Svea and Arendal airports.
LSSIP Year 2018 Norway 14 Released Issue
Key
Avinor airports
Private airports
Privately Controlled airports
Military airports
Airport(s) covered by the LSSIP
APO SloAs are contained in the following objectives: ENV, AOP, ITY-ADQ and SAF11.
In addition to the List of Airports in Annex E of the European ATM Master Plan Level 3 Implementation Plan – Edition 2016, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives.
In Norway, only Oslo Gardermoen Airport is covered in this LSSIP.
The EUROCONTROL Public Airport Corner also provides information for Oslo Gardermoen airport:
https://ext.eurocontrol.int/airport_corner_public/ENGM
LSSIP Year 2018 Norway 15 Released Issue
Military Authorities
The Chief of Staff of the RNoAF is the Military Aviation Authority. According to the Norwegian Aviation Act, the military is given the authority to issue rules and regulations for Military Aviation (BML).
The Military Aviation Authority (MAA) is responsible for the education and certification of personnel (Pilots, Air Defence Controllers, Investigation Board Officers, Maintenance and Ground Support Personnel). Regulation of Military Airfields are also the responsibility of the MAA.
Their regulatory, service provision and user role in ATM are detailed below.
Additionally, Forsvarstmateriell (Norwegian Defence Materiel Agency) is a new agency directly subordinate to the Royal Norwegian Ministry of Defence. Their main task is to develop and modernise the Norwegian Armed Forces, and thus they are the legal owner of all air force aircraft. NDMA therefore maintains the Military Aircraft Registry and certify military aircraft and equipment.
Regulatory role
Regulatory framework and rule‐making
OAT GAT
OAT and provision of service for OAT governed by national legal provisions?
(*) Provision of service for GAT by the Military governed by national legal provisions?
N
Level of such legal provision: OAT: Military legislation (BML) ANS to OAT: CAA regulation (BSL)
Level of such legal provision: N/A
Authority signing such legal provision: Ministry of Transport
Authority signing such legal provision: N/A
These provisions cover: These provisions cover:
Rules of the Air for OAT Y
Organisation of military ATS for OAT N/A Organisation of military ATS for GAT N/A
OAT/GAT Co-ordination N/A OAT/GAT Co-ordination N/A
ATCO Training N/A ATCO Training N/A
ATCO Licensing N/A ATCO Licensing N/A
ANSP Certification N/A ANSP Certification N/A
ANSP Supervision N/A ANSP Supervision N/A
Aircrew Training Y ESARR applicability N/A
Aircrew Licensing Y
( *) Additional Information: MAA regulates OAT. OAT inside segregated airspace will be controlled by military air defence controllers. The responsibility for separation between non-participating air traffic and OAT inside segregated airspace rests with the civil ANSP and is described in the national FUA agreement (FUA level 1) and the established LoA between the Royal Norwegian Air Force and Avinor (FUA level 3). ANS provision to OAT outside segregated airspace is to be regulated through CAA. The need for ANS to OAT in shall be described in ANSP handbooks.
Additional Information:
LSSIP Year 2018 Norway 16 Released Issue
Oversight
Service Provision role
Military ANSP providing GAT services SES certified?
N/A If YES, since: N/A Duration of the Certificate:
N/A
Certificate issued by: N/A If NO, is this fact reported to the EC in accordance with SES regulations?
Additional Information:
Means used to inform airspace users (other than military) about these provisions:
Means used to inform airspace users (other than military) about these provisions:
National AIP N National AIP N/A
National Military AIP N National Military AIP N/A
EUROCONTROL eAIP N/A EUROCONTROL eAIP N/A
Other: - Other: -
OAT GAT
National oversight body for OAT: Military Aviation Authority
NSA (as per BSL G 1-1) for GAT services provided by the military: N/A
Additional information: Additional information:
OAT GAT
Services Provided: Services Provided:
En-Route Avinor Flysikring AS En-Route Avinor Flysikring AS
Approach/TMA Avinor Flysikring AS Approach/TMA Avinor Flysikring AS
Airfield/TWR/GND Avinor AS/ Avinor Flysikring AS Airfield/TWR/GND Avinor AS/Avinor Flysikring AS
AIS Avinor AS / Avinor Flysikring AS AIS Avinor AS/Avinor Flysikring AS
MET The Norwegian Meteorological Institute
MET The Norwegian Meteorological Institute
SAR Joint Rescue Coordination Centres
SAR Joint Rescue Coordination Centres
TSA/TRA monitoring Avinor Flysikring AS and RNoAF Air Defence Organisation
FIS Avinor AS/Avinor Flysikring AS
Other: Other:
Additional Information: Only TSAs are established in Norway Additional Information: CRCs will on request from GAT provide traffic information service
LSSIP Year 2018 Norway 17 Released Issue
User role
Flexible Use of Airspace (FUA)
IFR inside controlled airspace, Military aircraft can fly?
OAT only GAT only Both OAT and GAT Y
If Military fly OAT-IFR inside controlled airspace, specify the available options:
Free Routing Y Within specific corridors only N
Within the regular (GAT) national route network Y Under radar control Y
Within a special OAT route system Y Under radar advisory service N
If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements:
No special arrangements N Exemption from Route Charges Y
Exemption from flow and capacity (ATFCM) measures N Provision of ATC in UHF Y
CNS exemptions: RVSM 8.33 N Mode S ACAS Y
Others:
Military in Norway applies FUA requirements as specified in the Regulation No 2150/2005: Y
FUA Level 1 implemented: Y
FUA Level 2 implemented: Y
FUA Level 3 implemented: Y
LSSIP Year 2018 Norway 18 Released Issue
2. Traffic and Capacity
Evolution of traffic in Norway
2018 According to the EUROCONTROL Network Manager Interactive Reporting (NMIR), traffic in Norway increased by 0.4% during the summer period of 2018 (May to October), when compared to Summer 2017. According to NMIR, traffic in Norway increased by 0.6 % overall in 2018 compared to 2017. There have been no capacity constraints in Norwegian airspace. . 2019‐2024 The EUROCONTROL Seven-Year Forecast predicts an annual traffic growth between 0,9 % and 1,7 % throughout the planning cycle, with an average baseline growth of 0.9 %. Norway doesn´t foresee any capacity constraints during the planning period.
0
100,000
200,000
300,000
400,000
500,000
600,000
700,000
800,000
2014 A 2015 A 2016 A 2017 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F
IFR
flig
hts
Norway - Annual IFR Movements
IFR movements - Actuals
IFR movements - Baseline forecast
IFR movements - High forecast
IFR movements - Low forecast
International Dep/Arr 37%
Domestic flights 49%
Overflights 14%
Norway - Distribution (Ref. year 2017)
A = ActualF = Forecast
2015 A 2016 A 2017 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 FH 0.2% 2.3% 3.0% 2.0% 2.3% 1.9% 1.4%B -2.5% -0.8% -1.2% 0.0% 1.2% 1.3% 0.6% 0.8% 0.8% 1.0%L -0.1% 0.2% -0.3% -0.6% -0.4% -0.4% -0.2%
ECAC B 1.6% 2.8% 4.0% 3.7% 3.0% 2.6% 2.1% 1.9% 2.0% 2.1%
EUROCONTROL Seven-Year Forecast (September 2018)IFR flights yearly growth
Norway
LSSIP Year 2018 Norway 19 Released Issue
NORWAY ACC SECTOR GROUP NORTH
Traffic and en-route ATFM delays 2014-2024
Performance summer 2018
Traffic Evolution 2018 Capacity Baseline En‐route Delay (min/flight) ‐ Summer
Capacity gap Ref value Actual
-3.2% 57 (0%) 0.06 0.00 No
Average en-route delay per flight decreased from 0.01 minutes per flight in Summer 2017 to zero min/flight in Summer 2018.
Capacity Plan: Sufficient capacity to meet expected demand Achieved Comments
Flexible rostering of ATC staff Yes
Recruitment and training to maintain number of air traffic controllers Yes
Maximum configuration: 7 + 1 oceanic Yes 4 sectors were sufficient
Summer 2018 performance assessment
The ACC capacity baseline was assessed to be at the same level as in Summer 2017. During the measured period, the average peak hour demand was 49 and the average peak 3 hour demand was 44.
2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024Peak Day Traffic 753 765 749 783 755Summer Traffic 609 614 616 618 598Yearly Traffic 589 590 597 599 582Summer Traffic Forecast 596 599 601 603 602 601High Traffic Forecast - Summer 602 613 623 633 642 648Low Traffic Forecast - Summer 593 584 579 576 568 570Summer enroute delay (all causes) 0.04 0.00 0.00 0.01 0.00Yearly enroute delay (all causes) 0.02 0.00 0.00 0.01 0.00
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0
100
200
300
400
500
600
700
800
900
Enro
ute
Del
ay (m
inut
es p
er fl
ight
)
IFR
flig
hts
(Dai
ly A
vera
ge)
ENBDACC - Traffic and en-route ATFM delays
LSSIP Year 2018 Norway 20 Released Issue
Planning Period 2019-2024
The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.
Following the inputs provided by the European Commission at the ad-hoc NMB on 25 October 2018, en-route delay reference values and capacity requirement profiles have been calculated for RP3 (2020-2024) based on the proposal made by the PRB to the European Commission.
Final en-route delay reference values and capacity requirement profiles will be provided after the final decision on RP3 targets.
Summer Capacity Plan
2019 2020 2021 2022 2023 2024
Free Route Airspace
Airspace Management Advanced FUA
Airport & TMA Network Integration
Cooperative Traffic Management
Airspace Airspace project northern part.
Airspace project
southern part.
Procedures
Staffing Flexible rostering of ATC staff
Recruitment and training to maintain number of air traffic controllers
Technical Future ATM System
Capacity
New sectors increase flexibility
Evaluation of sector capacities and sector configurations
Significant Events
Max sectors 5 + 1 oceanic 5 + 1 oceanic 5 + 1 oceanic 5 + 1 oceanic 5 + 1 oceanic 5 + 1 oceanic
Planned Annual Capacity Increase Sufficient capacity to meet expected demand
Reference Profile Annual % Increase 0% 0% 0% 0% 0% 0%
Difference Capacity Plan v. Reference Profile Sufficient capacity to meet expected demand
Annual Reference Value (min) 0.11 0.12 0.11 0.09 0.05 0.05
Summer reference value (min) 0.07 0.07 0.06 0.05 0.04 0.04
Additional information
2020-2024: Indicative RP3 Reference Values
En-route ATFM delay breakdownRP2 Reference Values
2019 2020 2021 2022 2023 20240.5 0.8 0.7 0.6 0.5 0.5
NETWORK
Annual
En-route ATFM delay breakdownPRB proposal
RP3 Reference Values
LSSIP Year 2018 Norway 21 Released Issue
0
1
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4
5
6
7
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0
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14:0
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20:0
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22:0
0
Sectors available ‐ Summer 2019 ‐ WD
0
1
2
3
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5
6
7
00:0
0
02:0
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06:0
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08:0
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14:0
0
16:0
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18:0
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Sectors available ‐ Summer 2019 ‐ SAT
0
1
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7
00:0
0
02:0
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04:0
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16:0
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18:0
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20:0
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22:0
0
Sectors available ‐ Summer 2019 ‐ SUN
2017 2018 2019 2020 2021 2022 2023 20242019 Reference Capacity Profile
2020-2024 Indicative Reference Capacity Profile 57 57 57 57 57 57
Capacity Profile - Current Routes 57 57 57 57 57 57Capacity Profile - High 57 57 57 57 57 57Capacity Profile - Low 57 57 57 57 57 57Capacity Baseline 57 572019 - 2024 Plan 57 57 57 57 57 57Capacity Profile - Shortest Routes (Open) 57 57 57 57 57 57
0
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40
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60
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(mov
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our)
ENBDCTA - Reference capacity profile and alternative scenarios
LSSIP Year 2018 Norway 22 Released Issue
NORWAY ACC – SECTOR GROUP WEST
Traffic and en-route ATFM delays 2014-2024
Performance summer 2018
Traffic Evolution 2018 Capacity Baseline En‐route Delay (min/flight) ‐ Summer
Capacity gap Ref value Actual
+1.1% 90 (+2%) 0.15 0.00 No
Average en-route delay per flight decreased from 0.03 minutes per flight in Summer 2017 to zero minutes per flight in Summer 2018.
Planned Capacity Increase: sufficient to meet demand Achieved Comments
Recruitment and training of air traffic controllers Yes
Flexible rostering of ATC staff Yes
Maximum configuration: 6 sectors Yes 6 sectors were opened
Summer 2018 performance assessment
The capacity baseline of 90 was measured with ACCESS, indicating the capacity actually offered. During the measured period, the average peak demand was 78 (peak 1 hour) and 73 (peak 3 hour).
2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024Peak Day Traffic 1224 1184 1249 1234 1242Summer Traffic 1025 982 1050 1064 1076Yearly Traffic 961 931 985 994 1012Summer Traffic Forecast 1091 1103 1119 1134 1146 1154High Traffic Forecast - Summer 1104 1144 1178 1205 1227 1243Low Traffic Forecast - Summer 1078 1076 1074 1079 1080 1076Summer enroute delay (all causes) 0.01 0.10 0.20 0.03 0.00Yearly enroute delay (all causes) 0.01 0.06 0.15 0.03 0.01
0.0
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600
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1000
1200
1400
Enro
ute
Del
ay (m
inut
es p
er fl
ight
)
IFR
flig
hts
(Dai
ly A
vera
ge)
ENOSEACC - Traffic and en-route ATFM delays
LSSIP Year 2018 Norway 23 Released Issue
Planning Period 2019-2024
The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.
Following the inputs provided by the European Commission at the ad-hoc NMB on 25 October 2018, en-route delay reference values and capacity requirement profiles have been calculated for RP3 (2020-2024) based on the proposal made by the PRB to the European Commission.
Final en-route delay reference values and capacity requirement profiles will be provided after the final decision on RP3 targets.
Summer Capacity Plan
2019 2020 2021 2022 2023 2024
Free Route Airspace
Airspace Management Advanced FUA
Airport & TMA Network Integration
Cooperative Traffic Management
Airspace
Procedures
Staffing Recruitment and training of air traffic controllers
Flexible rostering of ATC staff
Technical Future ATM System
Capacity Evaluation of sector capacities and sector configurations
Significant Events
Max sectors 6 6 6 6 6 6
Planned Annual Capacity Increase Sufficient capacity to meet expected demand
Reference Profile Annual % Increase 0% 0% 0% 0% 0% 0%
Difference Capacity Plan v. Reference Profile Sufficient capacity to meet expected demand
Annual Reference Value (min) 0.14 0.15 0.13 0.11 0.10 0.10
Summer reference value (min) 0.14 0.15 0.13 0.11 0.10 0.10
Additional information
2020-2024: Indicative RP3 Reference Values
En-route ATFM delay breakdownRP2 Reference Values
2019 2020 2021 2022 2023 20240.5 0.8 0.7 0.6 0.5 0.5
NETWORK
Annual
En-route ATFM delay breakdownPRB proposal
RP3 Reference Values
LSSIP Year 2018 Norway 24 Released Issue
0
1
2
3
4
5
6
7
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0
02:0
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10:0
0
12:0
0
14:0
0
16:0
0
18:0
0
20:0
0
22:0
0
Sectors available ‐ Summer 2019 ‐ WD
0
1
2
3
4
5
6
7
00:0
0
02:0
0
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06:0
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10:0
0
12:0
0
14:0
0
16:0
0
18:0
0
20:0
0
22:0
0
Sectors available ‐ Summer 2019 ‐ SAT
0
1
2
3
4
5
6
7
00:0
0
02:0
0
04:0
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06:0
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08:0
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0
14:0
0
16:0
0
18:0
0
20:0
0
22:0
0
Sectors available ‐ Summer 2019 ‐ SUN
2017 2018 2019 2020 2021 2022 2023 20242019 Reference Capacity Profile
2020-2024 Indicative Reference Capacity Profile 90 90 90 90 90 90
Capacity Profile - Current Routes 90 90 90 90 90 90Capacity Profile - High 90 90 90 90 90 90Capacity Profile - Low 90 90 90 90 90 90Capacity Baseline 88 902019 - 2024 Plan 90 90 90 90 90 90Capacity Profile - Shortest Routes (Open) 90 90 90 90 90 90
87
88
89
90
91
92
Capa
city
pro
file
(mov
emen
ts p
er h
our)
ENOSECTA - Reference capacity profile and alternative scenarios
2019‐2024 Planning Period Outlook
No problems are foreseen in the current planning cycle, provided that sufficient staff are available during peak periods.
LSSIP Year 2018 Norway 25 Released Issue
NORWAY ACC – SECTOR GROUP EAST
Traffic and en-route ATFM delays 2014-2024
Performance summer 2018
Traffic Evolution 2018 Capacity Baseline En‐route Delay (min/flight) ‐ Summer
Capacity gap Ref value Actual
+0.4% 64 (0%) 0.11 0.01 No
Average en-route delay per flight slightly increased from zero minutes per flight in Summer 2017 to 0.01 minutes per flight in Summer 2018. Capacity Plan : sufficient capacity to meet demand Achieved Comments
Recruitment and training of air traffic controllers Yes
Flexible rostering of ATC staff Yes
Maximum configuration: 4 + 2 helicopter Yes 4 sectors were opened
Summer 2018 performance assessment
The capacity baseline of 64 was measured with ACCESS, indicating the capacity actually offered. During the measured period, the average peak demand was 57 (peak 1 hour) and 52 (peak 3 hour).
2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024Peak Day Traffic 900 883 867 845 855Summer Traffic 708 697 682 675 677Yearly Traffic 677 661 641 626 632Summer Traffic Forecast 686 691 700 708 716 722High Traffic Forecast - Summer 693 711 730 746 762 775Low Traffic Forecast - Summer 678 680 678 672 675 668Summer enroute delay (all causes) 0.08 0.06 0.09 0.00 0.01Yearly enroute delay (all causes) 0.05 0.03 0.06 0.00 0.00
0.0
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Enro
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ay (m
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)
IFR
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(Dai
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vera
ge)
ENOSWACC - Traffic and en-route ATFM delays
LSSIP Year 2018 Norway 26 Released Issue
Planning Period 2019-2024
The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.
Following the inputs provided by the European Commission at the ad-hoc NMB on 25 October 2018, en-route delay reference values and capacity requirement profiles have been calculated for RP3 (2020-2024) based on the proposal made by the PRB to the European Commission.
Final en-route delay reference values and capacity requirement profiles will be provided after the final decision on RP3 targets.
Summer Capacity Plan
2019 2020 2021 2022 2023 2024
Free Route Airspace
Airspace Management Advanced FUA
Airport & TMA Network Integration
Cooperative Traffic Management
Airspace
Procedures
Staffing Recruitment and training of air traffic controllers
Flexible rostering of ATC staff
Technical Future ATM System
Capacity Evaluation of sector capacities and sector configurations
Significant Events
Max sectors 4 + 1 helicopter 4 + 1 helicopter 4 + 1 helicopter 4 + 1 helicopter 4 + 1 helicopter 4 + 1 helicopter
Planned Annual Capacity Increase Sufficient capacity to meet expected demand
Reference Profile Annual % Increase 0% 0% 0% 0% 0% 0%
Difference Capacity Plan v. Reference Profile Sufficient capacity to meet expected demand
Annual Reference Value (min) 0.11 0.10 0.08 0.07 0.07 0.07
Summer reference value (min) 0.11 0.10 0.08 0.07 0.07 0.07
Additional information
2020-2024: Indicative RP3 Reference Values
En-route ATFM delay breakdownRP2 Reference Values
2019 2020 2021 2022 2023 20240.5 0.8 0.7 0.6 0.5 0.5
NETWORK
Annual
En-route ATFM delay breakdownPRB proposal
RP3 Reference Values
LSSIP Year 2018 Norway 27 Released Issue
0
1
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18:0
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Sectors available ‐ Summer 2019 ‐ WD
0
1
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0
Sectors available ‐ Summer 2019 ‐ SAT
0
1
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00:0
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02:0
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04:0
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06:0
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14:0
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16:0
0
18:0
0
20:0
0
22:0
0
Sectors available ‐ Summer 2019 ‐ SUN
2017 2018 2019 2020 2021 2022 2023 20242019 Reference Capacity Profile
2020-2024 Indicative Reference Capacity Profile 64 64 64 64 64 64
Capacity Profile - Current Routes 64 64 64 64 64 64Capacity Profile - High 64 64 64 64 64 64Capacity Profile - Low 64 64 64 64 64 64Capacity Baseline 64 642019 - 2024 Plan 64 64 64 64 64 64Capacity Profile - Shortest Routes (Open) 64 64 64 64 64 64
0
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60
70
Capa
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file
(mov
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our)
ENOSWCTA - Reference capacity profile and alternative scenarios
2019‐2024 Planning Period Outlook
No problems are foreseen in the current planning cycle, provided that sufficient staff are available during peak periods
LSSIP Year 2018 Norway 28 Released Issue
3. Master Plan Level 3 Implementation Report conclusions
Conclusion Applicable to COLLABORATIVE FLIGHT PLANNING IMPLEMENTATION DELAYS SHOULD BE ADDRESSED AND SUPPORT FOR IMPLEMENTATION FROM NM GIVEN TO THE LOCAL STAKEHOLDERS. (page 10 of the Report)
All States with delays in implementation of FCM03
State’s action planned for this conclusion: NO Description of the planned action: Avinor Flysikring AS has informed the State that AFP processing was included in the ATM-system upgrade (legacy system) that took place in 2017, but on-line validations did not allow for operational use. Flight plan message processing in ADEXP format will come available when the new ATM system is operational Q1/2023.
LSSIP Year 2018 Norway 29 Released Issue
4. Implementation Projects The table below presents the detailed description of the main projects currently ongoing in Norway.
National projects
ADQ‐implementation program (ADQ)
Organisation(s): AVINOR AS (NO) Type of project: National
Schedule: Implementation planned 30.07.2019
Status: Implementing ADQ-compliant AIM-system. Analyzing data and dataoriginator systems within Avinor.
Description: The project will implement commission Regulation 73/2010, laying down requirements on the quality of aeronautical data and aeronautical information throughout Avinor's organization. Both for Avinor's aerodromes with regards to data origination, and for Avinor as ANSP with regards to AIM.
Link and references
ATM MP links: L3: ITY-ADQ
Other links: -
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
-
Project included in DP: N Name/Code in DP: -
Performance contribution
Safety: + Better accuracy
Environment: No impact
Capacity: No impact
Cost‐efficiency: No impact
Operational efficiency: No impact
LSSIP Year 2018 Norway 30 Released Issue
AMHS Extended
Organisation(s): Avinor Flysikring AS (NO) Type of project: National
Schedule: Went operational on March 2018
Status: Completed
Description: The AMHS Extended Project will replace the current AFTN/CIDIN communication links between Norway and the connected nations, as part of fulfilling the interoperability requirements demanded by PCP Regulation EU No 716/2014, and be in position to send and receive messages with binary attachments. An AFTN-switch will still be part of the new architecture.
Link and references
ATM MP links: L3: COM10
Other links: -
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
-
Project included in DP: N Name/Code in DP: -
Performance contribution
Safety: No impact
Environment: No impact
Capacity: No impact
Cost‐efficiency: + -
Operational efficiency: No impact
LSSIP Year 2018 Norway 31 Released Issue
ARTAS Integration (ARTAS)
Organisation(s): Avinor Flysikring AS (NO) Type of project: National
Schedule: Operational in Southern Norway from December 2016, Bodø Oceanic as off Desember 2017 and Northern Norway as off 2018.
Status: Completed
Description: The project will implement ARTAS as a Multi Sensor Tracker to provide system tracks to the ATM system.
Link and references
ATM MP links: L3: ITY-ACID, ITY-SPI
Other links: -
Project included in RP2 Performance Plan:
Y Name/Code in RP2 Performance Plan:
FS 204 Norwegian Wide Area Multilateration (NORWAM)
Project included in DP: N Name/Code in DP: -
Performance contribution
Safety: ++ Better tracker performance will improve safety nets.
Environment: + Will make shortest available for each flight.
Capacity: ++ Will ensure that the best separation criteria is offered to ATCO.
Cost‐efficiency: No impact
Operational efficiency: ++ Will allow the use of new technology to be integrated into our display systems.
LSSIP Year 2018 Norway 32 Released Issue
Future ATM System (FAS)
Organisation(s): Avinor Flysikring AS (NO) Type of project: National
Schedule: In 2016, Avinor Flysikring AS became part of the iTEC cooperation and will follow the common development of the future ATM system. The first version of the ATM system is planned to be operational by 31.03.2023.
Status: Ongoing
Description: The project will deliver a new ATM system built to handle future demands and fulfil PCP requirements.
Link and references
ATM MP links: L3: ATC12.1, ATC17, FCM03, FCM06, ITY-ACID, ITY-AGDL
Other links: -
Project included in RP2 Performance Plan:
Y Name/Code in RP2 Performance Plan:
FS 108 New ATM infrastructure
Project included in DP: N Name/Code in DP: -
Performance contribution
Safety: ++ Improved Safety due to implementation of New Safety Net functionality. Less human intervention is expected.
Environment: + The system will enable future operational concepts that will reduce the environmental impact.
Capacity: ++ The system upgrade will improve Capacity.
Cost‐efficiency: ++ Improved Cost efficiency is expected.
Operational efficiency: ++ Improved Capacity, use of Datalink services like CPDLC, 4D Trajectory etc, will improve the operational efficiency.
LSSIP Year 2018 Norway 33 Released Issue
Norwegian Radar, WAM, and ADS‐B Implementation Project (NORWAM)
Organisation(s): Avinor Flysikring AS (NO) Type of project: National
Schedule: Implementation of WAM and renewal of some of the MSSR's will carry on until end of 2019. 4 TMA WAM systems became operational in 2017, in addition to an ADS-B corridor between the Norwegian Mainland and Svalbard. The Surveillance Chain in Norway will be fully Mode S compliant by 2020.
Status: Ongoing
Description: The NORWAM Project will implement surveillance according to the Avinor Surveillance Masterplan. The nationwide surveillance will consist of a mix of WAM, ADS-B and MSSR.
Link and references
ATM MP links: L3: ITY-ACID, ITY-SPI
Other links: -
Project included in RP2 Performance Plan:
Y Name/Code in RP2 Performance Plan:
FS 204 Norwegian Wide Area Multilateration (NORWAM)
Project included in DP: N Name/Code in DP: -
Performance contribution
Safety: ++ Improved SUR will improve safety.
Environment: + Improved SUR coverage contributes to more optimal flight profiles resulting in reduced pollution.
Capacity: ++ Improved SUR coverage contributes to reduced separation minima and improved capacity.
Cost‐efficiency: + WAM and ADS-B implementation have reduced investment and operational cost in comparison to radar.
Operational efficiency: ++ See above.
LSSIP Year 2018 Norway 34 Released Issue
Performance Based Navigation (PBN)
Organisation(s): Avinor Flysikring AS (NO) Type of project: National
Schedule: The Norwegian PBN implementation plan has been finalized.
Status: Completed
Description: Implementation of PBN and APV on Norwegian airports according to the Norwegian PBN implementation plan.
Link and references
ATM MP links: L3: NAV10
Other links: -
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
-
Project included in DP: N Name/Code in DP: -
Performance contribution
Safety: + Safety improvement due to gradual elimination of non-precision approaches will reduce the potential for CFIT.
Environment: + Shorter and more efficient approaches means less fuel burn and less noise.
Capacity: + Increased capacity
Cost‐efficiency: + Reduced investment cost
Operational efficiency: + See above.
Remote Towers operation
Organisation(s): Avinor Flysikring AS (NO) Type of project: National
Schedule: The first airport is planned to go operational by Q3/2019 and the last on by Q1/2023.
Status: Ongoing
Description: Avinor Flysikring is going to implement the Remote Towers concept at 15 airports owned by Avinor AS.
Link and references
ATM MP links: -
Other links: -
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
-
Project included in DP: N Name/Code in DP: -
Performance contribution
Safety: + Will increase safety nets serving the different airports.
Environment: -
Capacity: + Will increase flexibility regarding opening hours etc.
Cost‐efficiency: ++ Implementing the RT concept will reduce the need for maintaining and building new towers, and will reduce the investment costs considerably.
Operational efficiency: -
LSSIP Year 2018 Norway 35 Released Issue
FAB projects
CNS Infrastructure Rationalisation: Mapping the Situation
Organisation(s): ANS Finland (FI), AVINOR AS (NO), EANS (EE), LGS (LV)
Type of project: FAB
Schedule: 2018 - 2019
Status: Work in progress
Description: Phase 1 - ANSPs mapping is completed. Conclusions and Recommendations anticipate broader involvement of other stakeholders. Phase 2 - Recommendations to be included in NEFAB Strategy Implementation Plan
Link and references
ATM MP links: -
Other links: -
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
-
Project included in DP: N Name/Code in DP: -
Performance contribution
Safety: + -
Environment: + -
Capacity: + -
Cost‐efficiency: +++ Improved cost efficiency
Operational efficiency: + -
Cooperation Activities: Coordinated among NEFAB ANSPs and reported to NEFAB NSAs.
LSSIP Year 2018 Norway 36 Released Issue
Kirkenes Cross‐Border Area
Organisation(s): ANS Finland (FI), AVINOR AS (NO) Type of project: FAB
Schedule: 2015-2016
Status: Implemented
Description: In November 2016 Avinor and Finavia launched cross border ATS across the border of Finland and Norway, where Kirkenes Tower/Approach is now providing the services in parts of Finnish Airspace. The arrangement facilitates more efficient and safe flight operations for flights in and outbound Kirkenes Airport in Northern Norway serving the interests of airspace users. The cross border services in Kirkenes TMA are another result of the NEFAB development programme that is investigating airspace and service improvements for the benefit of the airlines and travelers.
Link and references
ATM MP links: -
Other links: -
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
-
Project included in DP: N Name/Code in DP: -
Performance contribution
Safety: ++ Safety improvement of cross-border operations
Environment: N/A
Capacity: N/A
Cost‐efficiency: + More efficient usage of resources
Operational efficiency: ++ Better integrated TMA operations
Cooperation Activities: -
LSSIP Year 2018 Norway 37 Released Issue
NEFAB FRA
Organisation(s): ANS Finland (FI), AVINOR AS (NO), EANS (EE), LGS (LV)
Type of project: FAB
Schedule: 2014 - 2017
Status: Implemented
Description: Implementation of unrestricted and seamless FRA within NEFAB and implementation of FRA compliant procedures in Bodø Oceanic Implementation of seamless FRA interface with Norway was postponed due to technical upgrade delay in Avinor ATM system. Revised solution of unrestricted FRA between Finland, Estonia and Latvia, and state-wide FRA in Norway were implemented in November 2015. FRA will be implemented in Bodø Oceanic from March 2017.Flight planning in Bodø Oceanic shall be done in accordance with ICAO Doc 7030.
Link and references
ATM MP links: L3: AOM21.2 L2: AO-0501, AOM-0500
Other links: Nill
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
N/A
Project included in DP: Y Name/Code in DP: 2015_227_AF3
Performance contribution
Safety: Safety levels remain unchanged
Environment: ++ Enables fly shorter routes and save time and fuel burn
Capacity: Present capacity
Cost‐efficiency: + Small
Operational efficiency: ++ Optimised horizontal flight profiles
Cooperation Activities: -
LSSIP Year 2018 Norway 38 Released Issue
SMS Harmonisation
Organisation(s): ANS Finland (FI), AVINOR AS (NO), EANS (EE), LGS (LV)
Type of project: FAB
Schedule: 2016 - 2020
Status: Work in progress
Description: SMS Harmonization project was initiated in 2016 with pilot study to specify the concrete proposals, risks and mitigation for areas of possible harmonization on short and long term. Project work-streams: 1. Safety data exchange 2. SMS harmonization in accordance with IR (EU) 2017/373
Link and references
ATM MP links: -
Other links: EU IR: 373/2017
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
-
Project included in DP: N Name/Code in DP: -
Performance contribution
Safety: ++ Improved total efficiency of the Safety Management Systems
Environment: -
Capacity: -
Cost‐efficiency: -
Operational efficiency: -
Cooperation Activities: Coordinated among NEFAB ANSPs and reported to NEFAB NSAs.
LSSIP Year 2018 Norway 39 Released Issue
Regional projects
BOREALIS FRA
Organisation(s): ANS Finland (FI), Avinor Flysikring AS (NO), EANS (EE), IAA-ATS Provider (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK)
Type of project: Regional
Schedule: 2015-2021
Status: Work in progress
Description: The Borealis FRA Programme aims at establishing interfaces between FRA areas in 3 FABs (NEFAB, DK-SE FAB and UK-IRL FAB) and Iceland. The Borealis concept of operations is based on the NEFRA concept, i.e. seamless FRA interfaces connecting FRA areas so that airspace users perceive it as one continuous FRA. This will be implemented in seven steps until 2021.
Link and references
ATM MP links: L3: AOM21.2
Other links: -
Project included in RP2 Performance Plan:
- Name/Code in RP2 Performance Plan:
-
Project included in DP: Y Name/Code in DP: 2015_227_AF3
Performance contribution
Safety: Safety levels remain unchanged
Environment: ++ Enables fly shorter routes and save time and fuel burn
Capacity: Present or additional capacity
Cost‐efficiency: Small
Operational efficiency: ++ Optimised horizontal flight profiles
Cooperation Activities: -
LSSIP Year 2018 Norway 40 Released Issue
NEFRA FRA
Organisation(s): ANS Finland (FI), Avinor Flysikring AS (NO), EANS (EE), LFV (SE), LGS (LV), Naviair (DK)
Type of project: Regional
Schedule: 2014-2017
Status: Implemented
Description: Implementation of Scenario 8 i.e. unrestricted and seamless FRA within NEFAB and interfacing it with DK/SE FRA; implementation of FRA in Bodø Oceanic. Implementation of Scenario 8 was postponed due to technical upgrade delay in Avinor ATM systems. Revised Scenario 6 with unrestricted FRA between Finland, Estonia and Latvia, State-wide FRA in Norway and harmonised FRA flight planning rules with DK/SE FAB were implemented in November 2015. First step of Scenario 8 was implemented in June 2016 with seamless cross-border FRA operations between NEFAB East (Estonia, Finland, Latvia) and DK-SE FAB. FRA will be implemented in Bodø Oceanic from March 2017. Flight planning in Bodø Oceanic shall be done in accordance with ICAO Doc 7030. Seamless FRA interface between Norway and NEFAB East/DK-SE FAB will be implemented in May 2017.
Link and references
ATM MP links: L3: AOM21.2 L2: AOM-0500
Other links: Nil
Project included in RP2 Performance Plan:
- Name/Code in RP2 Performance Plan:
-
Project included in DP: Y Name/Code in DP: 2015_227_AF3
Performance contribution
Safety: Safety levels remain unchanged
Environment: ++ Enables fly shorter routes and save time and fuel burn
Capacity: Present or additional capacity
Cost‐efficiency: Small
Operational efficiency: ++ Optimised horizontal flight profiles
Cooperation Activities: -
LSSIP Year 2018 Norway 41 Released Issue
5. Cooperation activities
FAB Co‐ordination
NEFAB FRA
The overall objective of NEFAB FRA project was implementation of unrestricted and seamless FRA within NEFAB and implementation of FRA compliant procedures in Bodø Oceanic.
This project was executed in close cooperation with DK-SE FAB, involving the stepwise interfacing of FRA volumes in two neighbouring FABs, as described in chapter 5.2.
The NEFAB FRA will be extended with including the Helsinki TMA into FRA volume in April 2019.
The next step in NEFAB FRA development is considering the removal of ATS routes. The process was initiated with stakeholder discussions at the NEFAB Customer Consultation workshop in September 2017. Later on the team of ANSP experts have compiled the Project Execution Plan, specifying the task descriptions, the master schedule and working practicalities, to be further coordinated respectively with each State and NSA.
SMS Harmonisation
The SMS Harmonisation project was initiated in 2016 with a pilot study to specify the concrete proposals, risks and mitigation for areas of possible harmonisation in the short and long term.
The overall objective of the SMS Harmonisation is to provide the appropriate support to:
- improve the total efficiency of the Safety Management Systems, - enable SMS functionalities and processes supporting cross border services, - enable for improved cost efficiency, - enable for future integration of SMS functionalities and processes.
The further harmonization process is being aligned with the implementation of the Commission IR (EU) 2017/373.
The NEFAB SMS harmonization is considered to support the FAB-wide safety data exchange, aimed at systematic safety data sharing, processing and disseminating between FAB partners.
NEFAB NAV strategy
Based on the NEFAB ANSPs’ 5-year strategy, the NEFAB NAV domain mapping was done in 2018, including: - the brief description of developments and timelines in the national NAV domains; - the status of national Navigation Strategies and PBN Implementation Plans; - the estimate on possible areas of cooperation/coordination on FAB level.
The NEFAB Finance and Performance Committee agreed to include harmonisation of CNS/NAV strategies into the NEFAB Strategy Implementation Plan and to recommend the States taking a leading role in drafting national NAV strategies and implementing PBN, also governing the implementation in cooperation between all stakeholders.
LSSIP Year 2018 Norway 42 Released Issue
Regional cooperation
Regional cooperation initiatives
NEFRA
NEFAB has been closely cooperating with DK-SE FAB within an agreed concept to implement a continuous and seamless FRA from a user perspective across the two FABs. The project was named North European Free Route Airspace (NEFRA) Programme.
The NEFRA Programme anticipated the implementation of seamless interface between the two FABs above FL285 (because Danish-Swedish FAB FRA is above FL285). In November 2015 the first milestone of NEFRA Phase 1 was implemented with harmonized FPL rules for FRA operations across the two FABs. First step of cross-border FRA between two FABs was implemented in June 2016 with seamless FRA operations between NEFAB East (Estonia, Finland, Latvia) and DK-SE FAB. Seamless FRA interface with Norway was finalised in May 2017 allowing unrestricted FRA operation across the borders of all six states in both FABs.
FRA was also implemented in Bodø Oceanic from March 2017. Flight planning in Bodø Oceanic is done in accordance with ICAO Doc 7030.
The next NEFRA related activities, if any, have been agreed to be organised under the Borealis cooperation.
Borealis FRA
The Borealis Alliance is the industrial partnership between 9 European ANSPs - LFV (Sweden), ANS Finland (Finland), Avinor ANS (Norway), ISAVIA (Iceland), Naviair (Denmark), EANS (Estonia), IAA (Ireland), LGS (Latvia) and NATS (UK). The objective of the Alliance is to enable joint initiatives to improve flight efficiency and reduce environmental impact, delivered across the whole area in a move which will also streamline cost of services and operational/technical infrastructure.
In 2015 Borealis Alliance initiated the Free Route Airspace (FRA) Programme to create a multi-FAB FRA by establishing interfaces between FRA areas in 3 FABs (NEFAB, DK-SE FAB and UK-IRL FAB) and Iceland. The Borealis FRA concept of operation is based on the NEFRA concept, i.e. to connect the FRA volumes of 9 States seamlessly, so that these appear as one continuous FRA to airspace users.
The Borealis Alliance is also seeking for further expansions, for example to establish cross-border FRA between Maastricht UAC area of responsibility, DK/SE FAB and northern part of Germany.
FINEST
FINEST programme supports the Single European Sky concept being a bi-lateral cooperation programme between Estonian ANS and ANS Finland with the main aim to provide cross-border services in adjacent airspace, ensuring the business contingency, increasing cost efficiency and sustainability of the services provided.
The planned concept of operations, cost-benefit analysis and detailed explanation from EANS and ANS Finland Management Boards gave enough assurance to go further with programme plans. Both EANS Supervisory Board and ANS Finland Board of Directors agree to support the investments needed to be made for the FINEST programme.
FINEST is expected to become operational in 2022.
Events in NEFAB area relevant to Network Operations Plan (NOP)
The NEFAB Management Board emphasised that the special events which could bring more traffic should be considered in the NOP. Furthermore, projects that have an impact on the traffic flows should be reflected in the respective ANSPs’ NOPs.
LSSIP Year 2018 Norway 43 Released Issue
The list of such events was drafted as follows:
• XMAN implementation SWE: 2019-2020 • XMAN implementation NOR: 2023 • SWE airspace changes: 20?? • FINEST for EST & FIN: 2022 • NOR ATM system upgrade (iTEC): 2023 (South) and 2024 (North) • Data Link Services in Norway FIR: 2023 • ATS routes removal:
- EST & FIN 2020 - NOR 202?
LSSIP Year 2018 Norway 44 Released Issue
6. Implementation Objectives Progress
State View
Overall Objective Implementation
Progress distribution for applicable Implementation Objectives
The overall implementation status of 2018 ATM Master Plan L3 objectives has progressed since 2017.
An extensive upgrade of the main Norwegian ATM system (Future ATM System, FAS) is planned to be implemented in 2023. The FAS project is separated into the FAS En-Route project managed by Avinor Flysikring AS and the FAS Tower project managed by Avinor AS, each with different implementation timelines. This upgrade will facilitate the implementation of several LSSIP objectives between now and 2023.
The following Implementation Objectives are reported as late due to FAS implementation planned in 2023:
• AOM19.2 – ASM Management of Real-Time Airspace Data • AOM19.3 – Full Rolling ASM/ATFCM Process and ASM Information Sharing • AOM19.4 – Management of Pre-Defined Airspace Configurations • ATC2.8 – Ground-based Safety Nets • ATC12.1 – Automated Support for Conflict Detection, Resolution Support Information and
Conformance Monitoring • ATC17 – Electronic Dialog as automated assistance to controller during coordination and transfer • FCM01 – Implement enhanced tactical flow management services • FCM03 – Collaborative Flight Planning • FCM06 – Traffic Complexity Assessment • FCM08 – Extended Flight Plan • ITY-AGDL – Initial ATC air-ground data link service • ITY-ACID – Aircraft Identification (NOTE: This objective is reported as late and is connected to the FAS
project. However, the current ATM system is planned to be upgraded to be fully compliant with ACID Reg. 1206/2011 in 2020)
The following Implementation Objectives are reported as late:
• AOM13.1 – Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling • AOM19.1 – ASM Support Tools to Support Advanced FUA (AFUA) • ATC16 – Implement ACAS II compliant with TCAS II change 7.1 • COM11 – Voice over Internet Protocol (VoIP) • INF07 – Electronic Terrain and Obstacle Data (eTOD) • ITY-ADQ – Ensure Quality of Aeronautical Data and Aeronautical Information • ITY-AGVCS2 – 8,33 kHz Air-Ground Voice Channel Spacing below FL195 (NOTE: This objective is reported
as late with an implementation date of 31/12/2025. Implementation date reflect the fact that 12 state
LSSIP Year 2018 Norway 45 Released Issue
aircraft under the scope of Article 9 No. 11 are granted exemptions from 8.33 KHz channel spacing until 31.12.2024.
• SAF11 – Improve Runway Safety by Preventing Runway Excursions
The following Implementation Objectives are reported as not yet planned:
• AOP10 – Time-Based Separation • FCM04.2 – Short Term ATFCM Measures (STAM) - Phase 2 • AOP11 – Initial Airport Operations Plan
The following Local Implementation Objective regarding Remote Tower Services was added:
• AOP14 – Avinor Flysikring AS plans to provide AFIS to 12 aerodromes and ATC services to three aerodromes in Norway, with the first remote tower AFIS service planned to be implemented in 2019. CAA-Norway is in the process of conducting a safety review of the entire project.
To date, 9 LSSIP objectives are reported as ongoing, 2 are not applicable and 17 are completed to further develop the Single European Sky objectives in support of the ATM Master Plan.
Detailed implementation progress can be found in section 6.2.
LSSIP Year 2018 Norway 46 Released Issue
Objective Progress per SESAR Key Feature
Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annexes.
Legend:
## % = Expected completion / % Progress = Implementation Objective timeline (different colour per KF)
100% = Objective completed = Completion beyond Implementation Objective timeline
Optimised ATM Network Services
<15 15 16 17 18 19 20 21 22 23 24 ≥25
AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling
43%
AOM19.1 (PCP) ASM Support Tools to Support AFUA 62%
AOM19.2 (PCP) ASM Management of Real-Time Airspace Data 3%
AOM19.3 (PCP) Full rolling ASM/ATFCM Process and ASM Information Sharing
25%
AOM19.4 (PCP) Management of Pre-defined Airspace Configurations
5%
FCM01 Enhanced Tactical Flow Management Services 80%
FCM03 Collaborative Flight Planning 37%
FCM04.1 STAM Phase 1 n/a
FCM04.2 (PCP) STAM Phase 2 0%
FCM05 (PCP) Interactive Rolling NOP 33%
FCM06 (PCP) Traffic Complexity Assessment 20%
LSSIP Year 2018 Norway 47 Released Issue
Advanced Air Traffic Services
<15 15 16 17 18 19 20 21 22 23 24 ≥25
AOM21.1 (PCP) Direct Routing n/a
AOM21.2 (PCP) Free Route Airspace 100%
ATC02.2 STCA En-Route 100%
ATC02.8 Ground-Based Safety Nets 10%
ATC02.9 Enhanced STCA for TMAs 100%
ATC07.1 AMAN Tools and Procedures
ENGM - Oslo Gardermoen Airport 100%
ATC12.1 Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring
8%
ATC15.1 Information Exchange with En-route in Support of AMAN
100%
ATC15.2 (PCP) Arrival Management Extended to En-route Airspace
10%
ATC16 ACAS II Compliant with TCAS II Change 7.1 87%
ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer
28%
ATC18 Multi Sector Planning En-route - 1P2T Local objective 100%
ENV01 Continuous Descent Operations
ENGM - Oslo Gardermoen Airport 100%
ENV03 Continuous Climb Operations Local objective
ENGM - Oslo Gardermoen Airport 100%
ITY-COTR Ground-Ground Automated Co-ordination Processes
100%
NAV03.1 RNAV 1 in TMA Operations 100%
NAV03.2 (PCP) RNP 1 in TMA Operations n/a
NAV10 APV procedures 75%
NAV12 Optimised Low-Level IFR Routes in TMA for Rotorcraft
Local objective 100%
LSSIP Year 2018 Norway 48 Released Issue
High Performing Airport Operations
<15 15 16 17 18 19 20 21 22 23 24 ≥25
AOP04.1 A-SMGCS Level 1
ENGM - Oslo Gardermoen Airport 100%
AOP04.2 A-SMGCS Level 2
ENGM - Oslo Gardermoen Airport 100%
AOP05 Airport CDM
ENGM - Oslo Gardermoen Airport 100%
AOP10 (PCP) Time-Based Separation
ENGM - Oslo Gardermoen Airport 0%
AOP11 (PCP) Initial Airport Operations Plan
ENGM - Oslo Gardermoen Airport 0%
AOP12 (PCP) Improve Runway and Airfield Safety with ATC Clearances Monitoring
ENGM - Oslo Gardermoen Airport 5%
AOP13 (PCP) Automated Assistance to Controller for Surface Movement Planning and Routing
ENGM - Oslo Gardermoen Airport 2%
AOP14 Remote Tower Services Local objective
ENRC - BODO 10%
ENV02 Collaborative Environmental Management Local objective
ENGM - Oslo Gardermoen Airport 0%
SAF11 Improve Runway Safety by Preventing Runway Excursions
82%
LSSIP Year 2018 Norway 49 Released Issue
Enabling Aviation Infrastructure
<15 15 16 17 18 19 20 21 22 23 24 ≥25
COM10 Migrate from AFTN to AMHS 100%
COM11 Voice over Internet Protocol (VoIP) 20%
COM12 (PCP) NewPENS 75%
FCM08 (PCP) Extended Flight Plan 10%
INF07 Electronic Terrain and Obstacle Data (eTOD) 38%
INF08.1 (PCP) Information Exchanges using the SWIM Yellow TI Profile
8%
ITY-ACID Aircraft Identification 43%
ITY-ADQ Ensure Quality of Aeronautical Data and Aeronautical Information
38%
ITY-AGDL Initial ATC Air-Ground Data Link Services 13%
ITY-AGVCS2 8,33 kHz Air-Ground Voice Channel Spacing below FL195
40%
ITY-FMTP Common Flight Message Transfer Protocol 100%
ITY-SPI Surveillance Performance and Interoperability 71%
LSSIP Year 2018 Norway 50 Released Issue
ICAO ASBU Implementation
The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle.
These results were determined using the LSSIP Year 2018 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/60 (European Air Navigation Planning Group).
Legend:
= Completed (during 2018 or before)
= Missing planning date
= Progress achieved in 2018 = Not applicable
<16 16 17 18 19 20 21 22 23 24 ≥25
B0-APTA Optimization of Approach Procedures including vertical guidance
100%
75%
B0-SURF Safety and Efficiency of Surface Operations (A-SMGCS Level 1-2)
100%
B0-FICE Increased Interoperability, Efficiency and Capacity through Ground-Ground Integration
100%
B0-DATM Service Improvement through Digital Aeronautical Information Management
100%
38%
B0-ACAS ACAS Improvements 100%
87%
B0-SNET Increased Effectiveness of Ground-Based Safety Nets
100%
70%
B0-ACDM Improved Airport Operations through 100%
B0-RSEQ Improved Traffic flow through Runway sequencing (AMAN/DMAN)
100%
B0-FRTO Improved Operations through Enhanced En-Route Trajectories
100%
B0-NOPS Improved Flow Performance through Planning based on a Network-Wide view
100%
58%
B0-ASUR Initial capability for ground surveillance 100%
71%
B0-CDO Improved Flexibility and Efficiency in Descent Profiles (CDO)
100%
B0-TBO Improved Safety and Efficiency through the initial application of Data Link En-Route
100%
13%
LSSIP Year 2018 Norway 51 Released Issue
Detailed Objectives Implementation progress
Objective/Stakeholder Progress Code:
Completed Not yet planned
Ongoing Not Applicable
Planned Missing Data
Late
Main Objectives
AOM13.1
Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018
43% Late
‐ CAA‐N has revised national legislation BSL G 2‐1 to implement EUROAT. In addition, MIL and ANSP are responsible for the implementation of ANSP procedures and training to ensure a timely implementation. This work is expected to be finalised by 31/12/2019.
31/12/2019
REG (By:12/2018) Luftfartstilsynet
CAA-N has revised national legislation BSL G 2-1 to implement EUROAT. - 100% Completed
09/08/2018
Mil. Authority
CAA-N has revised national legislation BSL G 2-1 to implement EUROAT. - %
Not Applicable
- ASP (By:12/2018) Avinor Flysikring AS
Implement CAA regulation in local operational procedures and train staff in new procedures. - 43% Late
31/12/2019 MIL (By:12/2018) Mil. Authority
MAA will together with Avinor assess the different documents - 25% Late
31/12/2019
AOM19.1
ASM Support Tools to Support Advanced FUA (AFUA) Timescales: Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018
62% Late
‐ Avinor Flysikring AS is ready for operational use, however the Norwegian Armed Forces is delayed in implementing LARA due to Cyber‐Security issues. Norwegian Armed Forces estimates that LARA will be implemented Q1/2019.
31/03/2019
ASP (By:12/2018)
Avinor Flysikring AS
Avinor Flysikring AS is ready for operational use, however the Norwegian Armed Forces has yet to complete its system.
- 62% Late
31/03/2019
LSSIP Year 2018 Norway 52 Released Issue
AOM19.2
ASM Management of Real‐Time Airspace Data Timescales: Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021
3% Late
‐ Functionality will be part of new ATM System implementation which is planned to be operational by 31/03/2023. Will upgrade local LARA implementation when required functionality is made available by EUROCONTROL.
31/03/2023
ASP (By:12/2021)
Avinor Flysikring AS
Functionality will be part of new ATM System implementation. Will upgrade local LARA implementation when required functionality is made available by EUROCONTROL.
- 3%
Late
31/03/2023
AOM19.3
Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021
25% Late
‐ Functionality will be part of new ATM System implementation which is planned to be operational by 31/03/2023. LARA system is procured and will be upgraded when functionality is available.
31/12/2023
ASP (By:12/2021)
Avinor Flysikring AS
Functionality will be part of new ATM System implementation which is planned to be operational by 31/03/2023. LARA system is procured and will be upgraded when functionality is available.
- 25%
Late
31/12/2023
AOM19.4
Management of Pre‐defined Airspace Configurations Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2021
5% Late
‐ Avinor ANS is closely following the development of the ASM system tool (LARA) and plan to implement new updated versions. Integration between the LARA tool and our ATM system will be postponed until the new ATM system is operational which is planned for Q1/2023.
31/03/2023
ASP (By:12/2021)
Avinor Flysikring AS
Avinor ANS is closely following the development of the ASM system tool (LARA) and plan to implement new updated versions. Integration between the LARA tool and our ATM system will be postponed until the new ATM system is operational which is planned for Q1/2023.
- 5%
Late
31/03/2023
AVINOR AS - - % Not
Applicable -
LSSIP Year 2018 Norway 53 Released Issue
AOM21.2
Free Route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021
100% Completed
‐ FRA is implemented in cooperation with partners in SE/DK FAB, NEFAB and Borealis, including necessary system improvements. Vertical dimension of NEFRA (SE/DK FAB and NEFAB) FL285 ‐ FL660, with local FRA implementation extended to a lower limit FL135/FL195 in NOR, FL95 in FIN/EST/LAT.
12/11/2015
ASP (By:12/2021)
Avinor Flysikring AS
FRA is implemented in cooperation with partners in SE/DK FAB, NEFAB and Borealis, including necessary system improvements. Vertical dimension of NEFRA (SE/DK FAB and NEFAB ) FL285- FL660, with local FRA implementation extended to a lower limit FL135/FL195 in NOR, FL95 in FIN/EST/LAT.
Borealis FRA / NEFRA
100%
Completed
12/11/2015
AOP04.1
Advanced Surface Movement Guidance and Control System A‐SMGCS Surveillance (former Level 1) Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011
100% Completed
ENGM ‐ Oslo Gardermoen Airport Completed with final approval during 2012. 31/12/2013
REG (By:12/2010)
Luftfartstilsynet
An A-SMGCS system has been approved. There is currently no plan to implement specific A-SMGCS level 1 procedures in state regulations.
- 100% Completed
31/12/2013
ASP (By:12/2011)
Avinor Flysikring AS
ANSP action followed Airport Operator deployment of equipment and procedures. Final operational approval from regulator during 2012.
- 100% Completed
30/06/2012
APO (By:12/2010)
Oslo Airport Technical equipment available and procedures and training implemented, included training actions for the ANS provider. Final approval completed during 2012.
- 100% Completed
30/04/2012
AOP04.2
Advanced Surface Movement Guidance and Control System (A‐SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017
100% Completed
ENGM ‐ Oslo Gardermoen Airport System enablers, procedures and training delivered and A‐SMGCS level 2 is implemented. 30/09/2012
ASP (By:12/2017) Avinor Flysikring AS
Procedure development and training of staff is completed and A-SMGCS Level 2 is operational. - 100% Completed
30/09/2012 APO (By:12/2017)
Oslo Airport Operational implementation of alarm functions, operational procedures for level 2 and training program is completed.
- 100% Completed
31/12/2010
LSSIP Year 2018 Norway 54 Released Issue
AOP05
Airport Collaborative Decision Making (A‐CDM) Timescales: Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016
100% Completed
ENGM ‐ Oslo Gardermoen Airport Implementation of Airport CDM is completed 10/2015. 01/10/2015
ASP (By:12/2016)
Avinor Flysikring AS
Overall implementation of Airport CDM planned for 01/2014. Specific procedures for adverse conditions implemented 01/10/2015.
- 100% Completed
01/10/2015
APO (By:12/2016)
Oslo Airport Overall implementation of Airport CDM planned for 01/2014. Specific procedures for adverse conditions implemented 01/10/2015.
- 100% Completed
01/10/2015
AOP10
Time‐Based Separation Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023
0% Not yet planned
ENGM ‐ Oslo Gardermoen Airport Avinor Flysikring AS and Oslo Airport (Avinor) will initiate a study to identify necessary changes to implement TBS. Discussions are taking place between Avinor ANS and Avinor Ltd on how to best implement TBS in the future ATM system for Oslo APP. A formal feasibility study has not been initiated.
‐
REG (By:12/2023)
Luftfartstilsynet
Avinor Flysikring AS and Oslo Airport (Avinor) will initiate a study to identify necessary changes to implement TBS. Outcome of this study will give details needed to plan the implementation.
- 0%
Not yet planned
-
ASP (By:12/2023)
Avinor Flysikring AS
Avinor Flysikring AS and Oslo Airport (Avinor) will initiate a study to identify necessary changes to implement TBS. Discussions are taking place between Avinor ANS and Avinor Ltd how to best implement TBS in the future ATM system for Oslo APP. A formal feasibility study has not been initiated.
- 0%
Not yet planned
-
AVINOR AS
Avinor Flysikring AS and Oslo Airport (Avinor) will initiate a study to identify necessary changes to implement TBS. Discussions are taking place between Avinor ANS and Avinor Ltd how to best implement TBS in the future ATM system for Oslo APP. A formal feasibility study has not been initiated.
- 0%
Not yet planned
-
LSSIP Year 2018 Norway 55 Released Issue
AOP11
Initial Airport Operations Plan Timescales: Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021
0% Not yet planned
ENGM ‐ Oslo Gardermoen Airport Oslo Airport (Avinor) consider whether they should implement AOP or not and will perform a pre‐study before making the decision. ‐
ASP (By:12/2021)
AVINOR AS Oslo Airport (Avinor) consider whether they should implement AOP or not and will perform a pre-study before making the decision.
- 0% Not yet planned
-
Avinor Flysikring AS
Oslo Airport (Avinor) consider whether they should implement AOP or not and will perform a pre-study before making the decision.
- 0% Not yet planned
- APO (By:12/2021)
AVINOR AS Oslo Airport (Avinor) consider whether they should implement AOP or not and will perform a pre-study before making the decision.
- 0% Not yet planned
-
AOP12
Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020
5% Ongoing
ENGM ‐ Oslo Gardermoen Airport Improved runway and airfield safety with ATC clearances monitoring will first be available when a new ATM system for Tower is implemented. 31/12/2020
ASP (By:12/2020)
AVINOR AS
Improved runway and airfield safety with ATC clearances monitoring will first be available when a new ATM system for Tower is implemented. Feasibility study has been initiated.
- 7%
Ongoing
31/12/2020
Avinor Flysikring AS
This objective is an airport project, but Avinor ANS will provide support during the planning and implementation phases.
- 0% Ongoing
31/12/2020
APO (By:12/2020)
AVINOR AS
Improved runway and airfield safety with ATC clearances monitoring will first be available when a new ATM system for Tower is implemented. Feasibility study has been initiated.
- 0%
Ongoing
31/12/2020
LSSIP Year 2018 Norway 56 Released Issue
AOP13
Automated Assistance to Controller for Surface Movement Planning and Routing Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023
2% Ongoing
ENGM ‐ Oslo Gardermoen Airport Automated assistance to Controller for Surface Movement Planning and Routing will be part of the new ATM system for Oslo Airport/tower. 31/12/2023
REG (By:12/2023)
Luftfartstilsynet
Automated assistance to Controller for Surface Movement Planning and Routing will be part of the new ATM system for Oslo Airport/tower.
- 0% Not yet planned
- ASP (By:12/2023)
AVINOR AS
Automated assistance to Controller for Surface Movement Planning and Routing will be part of the new ATM system for Oslo Airport/tower. Feasibility study has been initiated. Final implementation date will be available when the study is finalized.
- 2%
Ongoing
31/12/2023
Avinor Flysikring AS
This objective is an airport project and Avinor ANS will support the project during the planning and implementation phases.
- 0% Ongoing
31/12/2023
ATC02.8
Ground‐Based Safety Nets Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016
10% Late
‐ Implementation will be planned as part of a major upgrade of the ATM system. This objective is planned to be operational by 31/03/2023. 31/03/2023
ASP (By:12/2016)
Avinor Flysikring AS
Implementation will be planned as part of a major upgrade of the ATM system. This objective is planned to be operational by 31/03/2023.
- 10% Late
31/03/2023
ATC02.9
Enhanced Short Term Conflict Alert (STCA) for TMAs Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020
100% Completed
‐ We do not use the "SESAR enhanced STCA solution" using the multi‐hypothesis algorithm. We have an INDRA/Raytheon ATM‐system and are prevented to introduce the SESAR solution into our ATM‐system. We have suppressed our STCA functionality below 5500 ft. in the TMA.
29/11/2009
ASP (By:12/2020)
Avinor Flysikring AS
We do not use the "SESAR enhanced STCA solution" using the multi-hypothesis algorithm. We have an INDRA/Raytheon ATM-system and are prevented to introduce the SESAR solution into our ATM-system. We have suppressed our STCA functionality below 5500 ft. in the TMA.
- 100%
Completed
29/11/2009
AVINOR AS - - % Not
Applicable -
LSSIP Year 2018 Norway 57 Released Issue
ATC07.1
AMAN Tools and Procedures Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019
100% Completed
ENGM ‐ Oslo Gardermoen Airport AMAN was installed approved for operational test since November 2009. The system entered full operational use as part of the Oslo ASAP project in April 2011. 30/04/2011
ASP (By:12/2019) Avinor Flysikring AS Completed as part of the Oslo ASAP project - 100% Completed
30/04/2011
ATC12.1
Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021
8% Late
‐ MTCD and Monitoring Functions will be implemented as part of new ATM system, which are planned to be operational on 31/03/2023. 31/03/2023
ASP (By:12/2021)
Avinor Flysikring AS
MTCD and Monitoring Functions will be implemented with the new ATM system, which is planned to be operational on 31/03/2023.
Future ATM System
8% Late
31/03/2023
ATC15.1
Information Exchange with En‐route in Support of AMAN Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2019
100% Completed
‐ Implemented at Oslo ATCC as a consequence of new airspace structure from 04/2011. 30/04/2011
ASP (By:12/2019)
Avinor Flysikring AS
AMAN information mechanism, tools and procedures to support Basic AMAN operations are implemented in En-route airspace in Oslo AoR. Other areas under consideration.
- 100%
Completed
30/04/2011
ATC15.2
Arrival Management Extended to En‐route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023
10% Ongoing
‐ Extended AMAN is planned and functionality will be part of new ATM system. It will not be a part of the initial delivery, but the new ATM system will be designed to support implementation of extended AMAN.
31/12/2023
ASP (By:12/2023)
AVINOR AS This is not an airport objective, but Oslo Airport will support Avinor ANS as seen necessary. - 10% Ongoing
31/12/2023
Avinor Flysikring AS
Extended AMAN is planned and functionality will be part of new ATM system. It will not be a part of the initial delivery, but the new ATM system will be designed to support implementation of extended AMAN.
- 10%
Ongoing
31/12/2023
LSSIP Year 2018 Norway 58 Released Issue
ATC17
Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018
28% Late
‐ Full functionality will be available after the implementation of the new ATM system planned operational 31/03/2021. 31/03/2023
ASP (By:12/2018)
Avinor Flysikring AS
Full functionality will be available after the implementation of the new ATM system planned operational 31/03/2023.
Future ATM System
28% Late
31/03/2023
COM10
Migrate from AFTN to AMHS Timescales: Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018
100% Completed
‐ Basic AMHS by AFTN/AMHS gateway is operational. Enhance AMHS capability (Extended ATSMHS) fully operational 01/05/2018. 01/05/2018
ASP (By:12/2018)
Avinor Flysikring AS
Basic AMHS by AFTN/AMHS gateway is operational. Enhance AMHS capability (Extended ATSMHS) fully operational 01/05/2018.
AMHS Extended
100% Completed
01/05/2018
COM11
Voice over Internet Protocol (VoIP) Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020
20% Late
‐ Planning started, system design and specification for the en‐route system has been finalized and the procurement process will start November 2019. Dialogue with potential system suppliers and network service providers is ongoing. The first 4 TWR VCSs are procured, the rest is pending. VoIP VCS for HF communication for Bodø OAC is implemented.
31/12/2022
ASP (By:12/2020)
Avinor Flysikring AS
Planning started, system design and specification for the en-route system has been finalized and the procurement process will start November 2019. The first 4 TWR VCS are procured; the rest is pending (52 TWR VCSs in total). These are installed with analog interfaces, but are VoIP compliant. The new VCS supporting the remote TWR services as of from 2019 is VoIP compliant.
- 20%
Late
31/12/2022
LSSIP Year 2018 Norway 59 Released Issue
COM12
New Pan‐European Network Service (NewPENS) Timescales: Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 31/12/2020
75% Ongoing
‐ It is Avinor ANSs intention to implement NewPENS according to an agreed plan amongst the stakeholders. We have finalized our implementation plan, we are on track and plan to be fully operational by 31/12/2020.
31/12/2020
ASP (By:12/2024)
Avinor Flysikring AS
It is Avinor ANSs intention to implement NewPENS according to an agreed plan amongst the stakeholders. We have finalized our implementation plan, we are on track and plan to be fully operational by 31/12/2020.
- 75%
Ongoing
31/12/2020
AVINOR AS - - % Not
Applicable -
APO (By:12/2024)
Oslo Airport - - % Not
Applicable -
ENV01
Continuous Descent Operations (CDO) Timescales: Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023
100% Completed
ENGM ‐ Oslo Gardermoen Airport In 2011 Avinor ANS implemented a new PBN based airspace structure in Oslo TMA, based on the Point Merge principle, which enables CDO operations. CDO awareness campaign and controller working methods was implemented to support CDO operations under specific conditions. The new airspace structure was developed in close cooperation with our two largest customers (SAS and Norwegian). Monitoring and reporting on the level of CDOs in Oslo TMA is done by the Network Manager. CDO is defined as a flight from cruising level within a range of 200NM from Oslo airport descending to 1800ft. For 2018, 50,8 % of the arrival flights are defined as CDOs.
31/12/2018
ASP (By:12/2023)
Avinor Flysikring AS
In 2011 Avinor ANS implemented a new PBN based airspace structure in Oslo TMA, based on the Point Merge principle, which enables CDO operations. CDO awareness campaign and controller working methods was implemented to support CDO operations under specific conditions. The new airspace structure was developed in close cooperation with our two largest customers (SAS and Norwegian). Monitoring and reporting on the level of CDOs in Oslo TMA is done by the Network Manager. CDO is defined as a flight from cruising level within a range of 200NM from Oslo airport descending to 1800ft. For 2018, 50,8 % of the arrival flights are defined as CDOs.
- 100%
Completed
31/12/2018
APO (By:12/2023)
AVINOR AS This objective is not the responsibility of Avinor AS, but Oslo Airport did support Avinor ANS as seen necessary. - 100% Completed
31/12/2018
LSSIP Year 2018 Norway 60 Released Issue
FCM03
Collaborative Flight Planning Timescales: Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017
37% Late
‐ Some SLoA’s are completed ‐ the remaining are reported as Late. The Overall State Progress is "Late" due to ADEXP and AFP processing that will be deployed in 2023 when the new ATM system will enter operational status.
31/03/2023
ASP (By:12/2017)
Avinor Flysikring AS
AFP processing was included in the system upgrade (legacy system) that took place in 2017, but on-line validations did not allow for operational use. Flight plan message processing in ADEXP format will come available when the new ATM system is operational Q1/2023.
Future ATM System
37%
Late
31/03/2023
FCM04.1
Short Term ATFCM Measures (STAM) ‐ Phase 1 (Outside Applicability Area) Timescales: - not applicable -
% Not Applicable
‐ Not applicable for Norway ‐
ASP (By:10/2017)
Avinor Flysikring AS NA for Norway - %
Not Applicable
-
FCM04.2
Short Term ATFCM Measures (STAM) ‐ Phase 2 Timescales: Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021
0% Not yet planned
‐ Avinor Flysikring AS has not yet made any plans for implementing STAM2. If an upgrade of our ATM system is needed, that will be postponed until our new ATM system is operational. Avinor ANS has no intention of developing local solutions related to the STAM2 functionality.
‐
ASP (By:12/2021)
Avinor Flysikring AS
Avinor Flysikring AS has not yet made any plans for implementing STAM2. If an upgrade of our ATM system is needed, that will be postponed until our new ATM system is operational. Avinor ANS has no intention of developing local solutions related to the STAM2 functionality.
- 0%
Not yet planned
-
LSSIP Year 2018 Norway 61 Released Issue
FCM05
Interactive Rolling NOP Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021
33% Ongoing
‐ ATFCM Procedures will be developed and implemented. If there is a need for upgrading our ATM system, that will be postponed until our new ATM system is operational which is planned for Q1/2023.
31/12/2021
ASP (By:12/2021)
Avinor Flysikring AS
ATFCM Procedures will be developed and implemented. If there is a need for upgrading our ATM system, that will be postponed until our new ATM system is operational which is planned for Q1/2023.
- 0%
Planned
31/12/2021
APO (By:12/2021)
Oslo Airport NM receives data through connection to EU ACA. - 100% Completed 31/12/2013
AVINOR AS Integration of AOP and NOP has not started yet. See status on AOP 11 Initial AOP. - %
Not Applicable
-
FCM06
Traffic Complexity Assessment Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021
20% Late
‐ The ANSP has technical support for these tools including procedures which will be implemented with the new ATM system project, which is planned to be operational on 31/03/2023.
31/12/2023
ASP (By:12/2021)
Avinor Flysikring AS
Technical support for these tools including procedures will be implemented with the new ATM system Project, which is planned to be operational on 31/03/2023.
Future ATM System
20% Late
31/12/2023
FCM08
Extended Flight Plan Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021
10% Late
‐ It is planned that the new ATM systems under realization by both Avinor AS and Avinor ANS will support EFPL information. The en‐route ATM system is expected to be operational Q1/2023.
31/03/2023
ASP (By:12/2021)
Avinor Flysikring AS
The new en-route ATM system will support EFPL information. The new system is expected to be operational by Q1/2023.
- 10% Late
31/03/2023
AVINOR AS Avinor AS has started a project for the specification and procurement of a new ATM/tower system. The planned ATM system will support EFPL information.
- 10% Late
31/03/2023
LSSIP Year 2018 Norway 62 Released Issue
INF07
Electronic Terrain and Obstacle Data (eTOD) Timescales: Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018
38% Late
‐ National TOD policy is finalised. Changes to State legislation are ongoing to ensure TOD and ADQ compliance. 31/10/2019
REG (By:05/2018)
Luftfartstilsynet
National TOD policy is finalised. Changes to State legislation are ongoing to ensure TOD and ADQ compliance.
- 38% Late
31/10/2019
ASP (By:05/2018)
AVINOR AS On behalf of Norwegian Airports, AIS will publish obstacle dataset according to TOD requirements in ICAO Annex 15 when new AIM-system is operational.
- 5% Late
31/10/2019
APO (By:05/2018)
AVINOR AS Norwegian Airports will deliver to AIS a digital obstacle dataset according to TOD requirements in ICAO Annex 15 when new AIM-system is operational.
- 70% Late
31/10/2019
LSSIP Year 2018 Norway 63 Released Issue
INF08.1
Information Exchanges using the SWIM Yellow TI Profile Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2024
8% Ongoing
‐ This objective is limited to the deployment of information services allowing the information exchanges identified in the Annex of the PCP Regulation No 716/2014, and adhering to the SWIM specifications (Yellow SWIM TI profile). Both Avinor ANS and Avinor AS are planning to be compliant with relevant parts of the regulation by 31/12/2024.
31/12/2024
ASP (By:12/2024)
AVINOR AS
This objective is limited to the deployment of information services allowing the information exchanges identified in the Annex of the PCP Regulation No 716/2014, and adhering to the SWIM specifications (Yellow SWIM TI profile). Avinor AS is planning to be compliant with relevant parts of the regulation by 31/12/2024.
- 10%
Ongoing
31/12/2024
Avinor Flysikring AS
This objective is limited to the deployment of information services allowing the information exchanges identified in the Annex of the PCP Regulation No 716/2014, and adhering to the SWIM specifications (Yellow SWIM TI profile). Avinor ANS is planning to be compliant with relevant parts of the regulation by 31/12/2024.
- 10%
Ongoing
31/12/2024
MIL (By:12/2024)
Mil. Authority - - 3%
Not yet planned
- APO (By:12/2024)
Oslo Airport
This objective is limited to the deployment of information services allowing the information exchanges identified in the Annex of the PCP Regulation No 716/2014, and adhering to the SWIM specifications (Yellow SWIM TI profile). Avinor AS is planning to be compliant with relevant parts of the regulation by 31/12/2024.
- 10%
Ongoing
31/12/2024
LSSIP Year 2018 Norway 64 Released Issue
ITY‐ACID
Aircraft Identification Timescales: Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020
43% Late
‐ ACID Reg. 1206/2011 was incorporated into Norwegian Law via the EEA agreement as of 1 Jan 2015. The NORWAM project, which is run by the national ANSP, will implement a nationwide WAM and ADS‐B system in Norway by 2020. All MSSR radars will in addition be operating in Mode S. ARTAS tracker was implemented in 2016 for the southern Norwegian airspace, 2017 in Bodø Oceanic and 2018 for the northern Norwegian airspace. The new ATM‐system which is planned for Q1/2023 will have full ACID functionality. Our present ATM‐system is planned to be upgraded in 2020 to be fully compliant with Regulation 1206/2011.
31/12/2020
ASP (By:01/2020)
Avinor Flysikring AS
ACID Reg. 1206/2011 was incorporated into Norwegian Law via the EEA agreement as of 1 Jan 2015. The NORWAM project, which is run by the national ANSP, will implement a nationwide WAM and ADS-B system in Norway by 2020. All MSSR radars will in addition be operating in Mode S. ARTAS tracker was implemented in 2016 for the southern Norwegian airspace, 2017 in Bodø Oceanic and 2018 for the northern Norwegian airspace. The new ATM-system which is planned for Q1/2023 will have full ACID functionality. Our present ATM-system is planned to be upgraded in 2020 to be fully compliant with Regulation 1206/2011.
ARTAS Integration / Future ATM
System / Norwegian
Radar, WAM, and
ADS-B Implementation Project
43%
Late
31/12/2020
LSSIP Year 2018 Norway 65 Released Issue
ITY‐ADQ
Ensure Quality of Aeronautical Data and Aeronautical Information Timescales: Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: 30/06/2013 Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017
38% Late
‐ Work is in progress to ensure the quality of aeronautical data and information. Objective marked as "Late" with activity planned throughout Q2/2020. 30/06/2020
REG (By:06/2017)
Luftfartstilsynet
EU 73/2010 in now implemented into Norwegian Law. Work is in progress to ensure the quality of aeronautical data and information. ANSP is working on implementation of new AIM system will be finalized Q2/2019.
- 32%
Late
01/08/2019
ASP (By:06/2017)
AVINOR AS Implementation of new AIM system will be finalized autumn 2019.
ADQ-implementa
tion program
33%
Late
31/10/2019
APO (By:06/2017)
AVINOR AS Adjustments are being made to all relevant systems processing data for AIS publication on behalf of airports.
ADQ-implementa
tion program
49%
Late
30/06/2020
ITY‐AGDL
Initial ATC Air‐Ground Data Link Services Timescales: Entry into force: 06/02/2009 ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020
13% Late
‐ Changes will be assessed when notified by the ANSP. The ANSP has communicated that data link implementation will be delayed until 2023. A new ATM system is planned to be operational in 2023 which will implement data link functionalities. Necessary VDL Mode 2 infrastructure will be implemented accordingly.
31/03/2023
REG (By:02/2018)
Luftfartstilsynet
Changes will be assessed when notified by the ANSP. The ANSP has communicated that data link implementation will be delayed until 2023. A new ATM system is planned to be operational 2023 which will implement data link functionalities.
- 0%
Late
31/03/2023
ASP (By:02/2018)
Avinor Flysikring AS
The new ATM system planned operational 31/03/2023 will implement datalink functionalities. Necessary VDL Mode 2 infrastructure will be implemented accordingly.
Future ATM System
19% Late
31/03/2023
MIL (By:01/2019)
Mil. Authority MIL does not provide ATC services to civil flights - %
Not Applicable
-
LSSIP Year 2018 Norway 66 Released Issue
ITY‐AGVCS2
8,33 kHz Air‐Ground Voice Channel Spacing below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020
40% Late
‐ EU 1079/2012 is implemented in Norway with a list of exempted frequencies sent to the EFTA Surveillance Authority with a copy to the EC. CAA‐N has conducted a survey of GA and concluded that roughly 50% of GA is 8.33 equipped. There is no airspace under FL 195 that is exclusively for 8.33 KHz channel spacing until 31.12.2024 due to exemptions. Detailed information on this is published in the AIP/AIC. Norway has been granted exemptions for a list of frequencies sent to EC due to the above justifications.
31/12/2025
REG (By:12/2018)
Luftfartstilsynet
Implementation date reflects the fact that the 12 state aircraft that under the scope of Article 9 No 11 are granted exemptions from 8.33 KHz channel spacing until 31.12.2024.
- 100%
Completed
31/12/2024
ASP (By:12/2018) Avinor Flysikring AS
Voice Communication Systems are compliant and all radios will be 8.33 kHz capable within 2024-12-31. - 31% Late
31/12/2025 MIL (By:12/2020)
Mil. Authority
12 state aircraft that fall in under the scope of Article 9 No 11 are identified and an exemption letter is sent to EFTA with a copy to EC and NM. 90.3% of state aircraft are now equipped with 8,33 kHz radios.
- 55%
Late
31/12/2019
APO (By:12/2018)
AVINOR AS Voice Communication Systems are compliant and all transceivers can be converted into 8.33 kHz. - 3% Late
31/12/2025
ITY‐FMTP
Common Flight Message Transfer Protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014
100% Completed
‐ ANSP plans implementation of FMTP in 2011, but the use of the protocol between ANSP and Controlling Military Units is considered not applicable, since no such units exist. 31/12/2014
ASP (By:12/2014)
Avinor Flysikring AS
Implementation of FMTP is completed for Avinor Flysikring AS. Connection is established between Denmark and UK while connection to Sweden and Finland is pending.
- 100%
Completed
31/12/2014
MIL (By:12/2014)
Mil. Authority - - %
Not Applicable
-
LSSIP Year 2018 Norway 67 Released Issue
ITY‐SPI
Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 EHS and ADS-B Out in transport-type State aircraft : 07/06/2020 ELS in transport-type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020
71% Ongoing
‐ All REG and ANSP SLoA’s are completed. MIL has no plans for Mode S Enhanced Surveillance, however Elementary Mode S and ADS‐B out are progressing but may be delayed. 07/06/2020
REG (By:02/2015) Luftfartstilsynet
From 1 Jan 2015, Reg. 1207/2011 was incorporated into Norwegian Law via the EEA agreement. - 100% Completed
05/02/2015 ASP (By:02/2015)
Avinor Flysikring AS
All stakeholder lines of actions are implemented by Avinor Flysikring AS.
ARTAS Integration / Norwegian
Radar, WAM, and
ADS-B Implementation Project
100%
Completed
05/02/2015
MIL (By:06/2020)
Mil. Authority
As of now, no plans for Mode S Enhanced Surveillance, however Elementary Mode S and ADS-B out are progressing but may be delayed.
- 23% Ongoing
07/06/2020
NAV03.1
RNAV 1 in TMA Operations Timescales: Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023
100% Completed
‐ P‐RNAV STARs are implemented in some TMAs, and P‐RNAV SIDs are planned for some TMAs. Most SLoA´s are completed. 31/01/2012
ASP (By:12/2023)
Avinor Flysikring AS
P-RNAV SID/STAR implemented in the Oslo AoR. P-RNAV STAR implemented at Stavanger - Sola and Bergen - Flesland. All controlled airports have RNAV 1 except Andøya.
- 100%
Completed
31/01/2012
LSSIP Year 2018 Norway 68 Released Issue
NAV03.2
RNP 1 in TMA Operations Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2023
% Not Applicable
‐ Norway has no plans to implement RNP 1 in TMA operations. RNAV1 operations are implemented and for operational purposes we see no added value to implement RNP 1. ‐
ASP (By:12/2023)
Avinor Flysikring AS
Norway has no plans to implement RNP 1 in TMA operations. RNAV1 operations are implemented and for operational purposes we see no added value to implement RNP 1.
- %
Not Applicable
-
AVINOR AS - - % Not
Applicable -
NAV10
RNP Approach Procedures with Vertical Guidance Timescales: Initial operational capability: 01/06/2011 Full operational capability: 31/12/2023
75% Ongoing
‐ Action is included as a part of PBN Implementation Plan Norway in accordance with Implementation roadmap (2013‐2016). In addition, national regulations are amended with core requirements from PBN plan.
31/07/2020
REG (By:12/2023)
Luftfartstilsynet
National implementation plan for PBN completed 2009. In addition national regulations are amended with core requirements from PBN plan
- 100% Completed
30/04/2011
ASP (By:12/2023)
Avinor Flysikring AS
Action is included as a part of PBN Implementation Plan Norway in accordance with Implementation roadmap (2013-2016).
Performance Based
Navigation 100%
Completed
31/12/2017
AVINOR AS
Ref ASP04: AIP coordinates is presently published in EUREF89 (local implementation of WGS-84) in accordance with annex 15. Will be in accordance With article 14 of 73/2010 by 31/07/2020 (see also ITY-ADQ).
- 50%
Ongoing
31/07/2020
LSSIP Year 2018 Norway 69 Released Issue
SAF11
Improve Runway Safety by Preventing Runway Excursions Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018
82% Late
‐ The EAPRE is included in CAA‐N follow‐up of Safety Initiatives and oversight activities of ANS and ADR. CAA‐N has established a SSP June 2017. Runway excursion is included in the EPAS. Member State tasks in EPAS were assessed during 2018 resulting in monitoring activities.
13/12/2019
REG (By:01/2018)
Luftfartstilsynet
The EAPRE is included in CAA-N follow-up of Safety Initiatives and oversight activities of ANS and ADR. CAA-N has established a SSP June 2017. Runway excursion is included in the EPAS. Member State tasks in EPAS were assessed during 2018 resulting in monitoring activities.
- 10%
Late
13/12/2019
ASP (By:12/2014) Avinor Flysikring AS ASP Action Plan implemented - 100% Completed
31/12/2014 APO (By:12/2014)
Oslo Airport ASP Action Plan implemented - 100% Completed 31/12/2014
LSSIP Year 2018 Norway 70 Released Issue
Additional Objectives for ICAO ASBU Monitoring
AOM21.1
Direct Routing (Outside Applicability Area) Timescales: - not applicable -
% Not Applicable
‐ Norway has in cooperation with partners in NEFAB and Borealis implemented Free Route Airspace and therefore implementation of Direct Routing is not relevant. ‐
ASP (By:12/2017)
Avinor Flysikring AS
Avinor has in cooperation with partners in NEFAB and Borealis implemented Free Route Airspace and therefore implementation of Direct Routing is not relevant.
- %
Not Applicable
-
ATC02.2
Implement ground based safety nets ‐ Short Term Conflict Alert (STCA) ‐ level 2 for en‐route operations Timescales: Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013
100% Completed
‐ STCA level 2 was implemented in Oslo ATCC in 10/2009 and Bodø and Stavanger upgraded during 2012. 31/01/2013
ASP (By:01/2013) Avinor Flysikring AS
Enhanced STCA was implemented in Oslo ATCC 10/2009 Bodø and Stavanger ATCC was upgraded during 2012. - 100% Completed
31/01/2013
LSSIP Year 2018 Norway 71 Released Issue
ATC16
Implement ACAS II compliant with TCAS II change 7.1 Timescales: Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015
87% Late
‐ CAA‐N Operations Department has been in regular contact with all of the operators covered by this requirement (excluding MIL). Based on the feedback CAA‐N has received, all aircraft operated by Norwegian operators are now modified and crews have completed the required training. This objective is marked "Late" as reflecting MIL status. MIL plans to be fully compliant by 2022.
31/12/2022
REG (By:12/2015)
Luftfartstilsynet
CAA-N Operations Department has been in regular contact with all of the operators covered by this requirement (excluding MIL). Based on the feedback CAA-N has received, all aircraft operated by Norwegian operators are now modified and crews have completed the required training.
- 100%
Completed
31/12/2015
ASP (By:03/2012)
Avinor Flysikring AS
Training Organization in Avinor FS has requested the relevant parts of the ANSP organization about the status for training in the system. Based on the fact that most units already have completed training as a part of continuation training when the system were incorporated, the training organization has decided to offer training only to the air traffic controllers that has not completed training in the new system. Follow up of performance will be done by means of regular incident occurrence reporting, investigation and analysis.
- 100%
Completed
30/06/2015
MIL (By:12/2015)
Mil. Authority
No plan on 1 aircraft system and planned on 1 aircraft system (see MIL SLoA ATC16-MIL01). MIL plans to be fully compliant by the end of 2022.
- 55% Late
31/12/2022
FCM01
Implement enhanced tactical flow management services Timescales: Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006
80% Late
‐ A number of SLoA's are already implemented. The two remaining SLoA's (ASP06 and ASP07) will be implemented with the new ATM system, planned for Q1/2023. 31/03/2023
ASP (By:07/2014)
Avinor Flysikring AS
The most important SLoA’s (ASP02, ASP03 and ASP04) are implemented. System generated messages to CFMU related to re-routings and holding are not implemented, and is done manually. The two remaining SLoA's (ASP06 and ASP07) will be implemented with the new ATM system, planned for Q1/2023.
- 80%
Late
31/03/2023
Oslo Airport DPI Message from Oslo Airport is (ASP08) is completed. - 100% Completed 31/01/2014
LSSIP Year 2018 Norway 72 Released Issue
ITY‐COTR
Implementation of ground‐ground automated co‐ordination processes Timescales: Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012
100% Completed
‐ This applies to regulation 1032/2006 and most of the SLA's is implemented in the current ATM system (NATCON). ASP08 and ASP09 will be implemented in conjunction with implementation of CPDLC and the new ATM system planned operational in 2023.
31/05/2015
ASP (By:12/2012)
Avinor Flysikring AS
This applies to regulation 1032/2006 and most of the SLA's is implemented in the current ATM system (NATCON). ASP08 and ASP09 will be implemented in conjunction with implementation of CPDLC and the new ATM system planned operational in 2023.
- 100%
Completed
31/05/2015
MIL (By:12/2012)
Mil. Authority - - %
Not Applicable
-
LSSIP Year 2018 Norway 73 Released Issue
Local Objectives
Note: Local Objectives are addressing solutions that are considered beneficial for specific operating environments, therefore for which a clear widespread commitment has not been expressed yet. They are characterised with no deadline and voluntary applicability area.
AOP14 Remote Tower Services Applicability and timescale: Local 10% Ongoing
ENRC ‐ BODO Avinor Flysikring AS has submitted several safety related changes regarding remote tower services to CAA‐N. The ANSP is in the process of establishing a new remote tower center located at Bodø Airport (new building under construction). In the future, Avinor Flysikring AS plans to provide AFIS to 12 aerodromes and ATC services to 3 aerodromes in Norway, with the first remote tower AFIS service planned to be implemented in Q3 2019 and the last one Q1 2023. CAA‐N is in the process of conducting a safety review of the entire project. The planned remote services are for service provision and not for contingency purposes.
30/09/2019
ATC18 Multi‐Sector Planning En‐route ‐ 1P2T Applicability and timescale: Local
100% Completed
‐ Norway ATCC, Sector Group East, up to 8 sectors, 0630 ‐ 2300hrs (local time). Norway ATCC, Sector Group North, up to 3 sectors, 0830 ‐ 1030hrs, 1130 ‐ 1400hrs, 1600 ‐ 1700hrs (local time).
31/12/2017
ENV02 Airport Collaborative Environmental Management Applicability and timescale: Local % Completed
ENGM ‐ Oslo Gardermoen Airport Formal partnership arrangements are in place at Oslo Airport to evaluate and control the environmental effect of Air Traffic Procedures. 31/12/2012
ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% Completed
ENGM ‐ Oslo Gardermoen Airport Based on information we have received from Eurocontrol, for the year 2017, we achieved 91 % CCO for departures out of Oslo Airport and 91,1 % for 2018. The COO is defined from 3000ft to cruising level, within a range of 200NM from the airport. We consider this task to be completed.
01/01/2017
NAV12 Optimised Low‐Level IFR Routes in TMA for Rotorcraft Applicability and timescale: Local
100% Completed
‐ Avinor Flysikring has published IFR routes for helicopters in Stavanger, Bergen, Krisiansund, Brønnøysund and Hammerfest TMAs. For the time being no further plans to publish more IFR routes.
31/12/2017
LSSIP Year 2018 Norway 74 Released Issue
ANNEXES
Specialists involved in the ATM implementation reporting for Norway
LSSIP Co-ordination
LSSIP Focal Points Organisation Name
LSSIP National Focal Point for Norway Luftfartstilsynet Rajunesh SHANKAR
LSSIP Focal Point for NSA/CAA Luftfartstilsynet Rajunesh SHANKAR
LSSIP Focal Point for ANSP Avinor Flysikring AS Per Harald PEDERSEN
LSSIP Focal Point for Airport Avinor AS Johan STEINKJER
LSSIP Focal Point for Military RNoAF Hans Jørgen NORDSKOG
EUROCONTROL LSSIP Support
Function Directorate Name
LSSIP Contact Person DECMA/ACS/PRM Luca DELL’ORTO
LSSIP Year 2018 Norway 75 Released Issue
National stakeholder’s organisation charts
Luftfartstilsynet the Norwegian CAA
CAA - Luftfartstilsynet - is under the responsibility of the Ministry of Transport and Communication (MoTC). CAA Norway performs all functions of enforcement and control as delegated by the government body, in other words the responsibility for requirements and regulations, admission control and control of operators.
LSSIP Year 2018 Norway 76 Released Issue
Avinor AS
Avinor AS is a state owned limited company fully owned by the Ministry of Transport and Communications. The company owns, operates and develops a national network of 42 airports for the civil sector. Avinor AS is also providing AIS, AFIS and MET services in Norway and CNS services at Oslo Airport.
Avinor Flysikring AS
Avinor Flysikring AS was established in June 2014 and is the major ANSP in Norway. It is a limited company fully owned by Avinor AS. Avinor Flysikring AS provides Air Traffic Services in Norwegian airspace including aerodrome control, approach control and en route control. Avinor Flysikring AS provides in addition AIS and MET services, maintenance and operation of the technical infrastructure related to the provision of air navigation services in Norway except for CNS services at Oslo Airport.
Board ofDirectors
DivisionRegional Airports
EVP Operations and
Infrastructure
Svalbard Airport AS
Bergen Airport, Flesland
Stavanger Airport, Sola
Trondheim Airport, Værnes
Avinor Air NavigationServices AS
Oslo Airport, Gardermoen
Corporate Staff
CEO
LSSIP Year 2018 Norway 77 Released Issue
Military Aviation Authority
The Chief of Staff of the RNoAF is the Military Aviation Authority. According to the Norwegian Aviation Act, the military is given the authority to issue rules and regulations for Military Aviation (BML).
The Military Aviation Authority is responsible for the education and certification of personnel (Pilots, Air Defense Controllers, Investigation Board Officers, Maintenance- and Ground Support Personnel) Regulation of
Military Airfields are also the responsibility of the MAA.
Additionally, Forsvarstmateriell (Norwegian Defence Materiel Agency) is a new agency directly subordinate to the Royal Norwegian Ministry of Defence. Their main task is to develop and modernise the Norwegian Armed Forces, and thus they are the legal owner of all air force aircraft. NDMA therefore maintains the Military Aircraft Registry, certify military aircraft, and equipment.
The following structure shows the Military Aviation Organisation:
LSSIP Year 2018 Norway 78 Released Issue
Implementation Objectives’ links with SESAR, ICAO and DP
Objective SESAR
Key Feature ICAO ASBU B0 and B1
DP Family
AOM13.1
- -
AOM19.1 B1-FRTO B1-NOPS
3.1.1 ASM Tool to support AFUA
AOM19.2 B1-FRTO B1-NOPS
3.1.2 ASM management of real time airspace data
AOM19.3 B1-FRTO B1-NOPS
3.1.3 Full rolling ASM/ATFCM process and ASM information sharing
AOM19.4 B1-FRTO B1-NOPS
3.1.4 Management of dynamic airspace configurations
AOM21.1
B0-FRTO -
AOM21.2 B1-FRTO 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing 3.2.4 Implement Free Route Airspace
AOP04.1
B0-SURF 2.2.1 A-SMGCS level 1 and 2
AOP04.2
B0-SURF 2.2.1 A-SMGCS level 1 and 2
AOP05
B0-ACDM B0-RSEQ
2.1.1 Initial DMAN 2.1.3 Basic A-CDM
AOP10
B1-RSEQ 2.3.1 Time Based Separation (TBS)
AOP11
B1-ACDM 2.1.4 Initial Airport Operations Plan (AOP)
AOP12 - 2.1.2 Electronic Flight Strips (EFS) 2.5.1 Airport Safety Nets associated with A-SMGCS level 2 2.5.2
AOP13
B1-ACDM B1-RSEQ
2.4.1 A-SMGCS Routing and Planning Functions
AOP14
B1-RATS -
ATC02.2 B0-SNET -
ATC02.8 B0-SNET B1-SNET
3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing
ATC02.9 B0-SNET B1-SNET
-
ATC07.1
B0-RSEQ 1.1.1 Basic AMAN
ATC12.1
B1-FRTO 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing
ATC15.1
B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function
ATC15.2
B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function
ATC16 B0-ACAS -
LSSIP Year 2018 Norway 79 Released Issue
ATC17
- 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing
ATC18
- No direct link, although implementation is recommended in Family 3.2.1
COM10
- -
COM11 - 3.1.4 Management of Dynamic Airspace Configurations 3.2.1 Upgrade of systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA)
COM12
B1-SWIM
5.1.2 NewPENS: New Pan-European Network Service 5.2.1 Stakeholders Internet Protocol Compliance
ENV01 B0-CDO B1-CDO
-
ENV02
- -
ENV03
B0-CCO -
FCM01 B0-NOPS -
FCM03
B0-NOPS 4.2.3 Interface ATM systems to NM systems
FCM04.1
- 4.1.1 STAM phase 1
FCM04.2
B0-NOPS 4.1.2 STAM phase 2
FCM05 B1-ACDM B1-NOPS
4.2.2 Interactive Rolling NOP 4.2.4 AOP/NOP Information Sharing
FCM06
B1-NOPS 4.4.2 Traffic Complexity tools
FCM07 B1-NOPS 4.3.1 - Target Time for ATFCM purposes 4.3.2 - Reconciled target times for ATFCM and arrival sequencing
FCM08
B1-FICE 4.2.3 Interface ATM systems to NM systems
FCM09
B1-NOPS -
INF04 B0-DATM -
INF07
- 1.2.2 Geographical database for procedure design
INF08.1 B1-DATM B1-SWIM
5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.3.1, 5.4.1, 5.5.1, 5.6.1
INF08.2 B1-DATM B1-SWIM
5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.6.2
ITY-ACID
- -
ITY-ADQ
B0-DATM 1.2.2 Geographical database for procedure design
ITY-AGDL
B0-TBO
6.1.1 ATN B1 based services in ATSP domain 6.1.3 A/G and G/G Multi Frequency DL Network in defined European Service Areas 6.1.4 ATN B1 capability in Multi Frequency environment in Aircraft Domain
ITY-AGVCS2
- -
ITY-COTR B0-FICE -
ITY-FMTP B0-FICE B1-FICE
-
LSSIP Year 2018 Norway 80 Released Issue
ITY-SPI
B0-ASUR -
NAV03.1 B0-CDO B0-CCO
B1-RSEQ -
NAV03.2 B1-RSEQ 1.2.3 RNP 1 Operations in high density TMAs (ground capabilities) 1.2.4 RNP 1 Operations (aircraft capabilities)
NAV10 B0-APTA 1.2.1 RNP APCH with vertical guidance 1.2.2 Geographic Database for procedure design
NAV12
B1-APTA -
SAF11
- -
Legend:
Objective’s link to SESAR Key Feature:
Optimised ATM Network Services
High Performing Airport Operations
Advanced Air Traffic Services
Enabling Aviation Infrastructure
LSSIP Year 2018 Norway 81 Released Issue
Glossary of abbreviations
This Annex mostly shows only the Abbreviations that are specific to the LSSIP Norway.
Other general abbreviations are in the Acronyms and Abbreviations document in:
https://www.eurocontrol.int/sites/default/files/content/documents/official-documents/guidance/Glossaries.pdf
Term Description
AF ATM Functionality
FT Fast Track
PCP Pilot Common Project
PDP Preliminary Deployment Programme
S‐AF Sub ATM Functionality