Local Single Sky ImPlementation (LSSIP) NORWAY · ENGM-Oslo - Gardermoen AOP01.2 Implement airside...

Year 2013 ‑ Level 1

EUROCONTROL

Local Single Sky ImPlementation (LSSIP) NORWAY

LSSIP Year 2013 Norway Released issue

DOCUMENT IDENTIFICATION SHEET

LSSIP for Norway

Infocentre Reference: 14/01/07-30

Document Identifier Edition: Year 2013

LSSIP Year 2013 Norway Edition Date: 12/05/14

LSSIP Focal Point - Aslak KJØLSTAD E-mail: [email protected]

ATM Inspector

State Focal Point

LSSIP Contact Person - Luca DELL’ ORTO E-mail: [email protected]

Unit DSS/EIPR

Status Intended for

Working Draft General Public

Draft Agency Stakeholders

Proposed Issue Restricted Audience

Released Issue

Accessible via: Internet (www.eurocontrol.int)

Path: X:\03 LSSIP\1. LSSIP States\Norway (NO)\Year 2013\released\LSSIP Year 2013_NO Released issue.docx

LINKS TO REFERENCE DOCUMENTS

1. LSSIP Guidance Material: http://www.eurocontrol.int/articles/guidance-material 2. ESSIP Plan Edition 2013: www.eurocontrol.int/pepr 3. ESSIP Report 2012: www.eurocontrol.int/pepr 4. STATFOR Forecasts: www.eurocontrol.int/statfor 5. Acronyms and abbreviations: http://www.eurocontrol.int/articles/glossaries 6. European ATM Master Plan: www.atmmasterplan.eu 7. LSSIP Documents: http://www.eurocontrol.int/articles/lssip 8. National AIP: https://www.ippc.no/norway_aip/current/index.html 9. National Performance Plan: http://www.eurocontrol.int/prc/public/standard_page/Performance_Plan.html

LSSIP Yea

Execut

Introdu

Chapte1.1

1.1.1 1.2 1.3 1.4

1.4.1 1.4.2 1.4.3 1.4.4 1.4.5

Chapte2.1 2.2

2.2.1 2.2.2 2.2.3 2.3

2.3.1 2.3.2 2.3.3 2.4

2.4.1 2.4.2 2.4.3

Chapte

Chapte

Chapte5.1 5.2 5.1 5.2

Chapte

ANNEXE

ar 2013 Norwa

tive Summar

uction ...........

Nationaer 1 -Geograp

InternatioGeograpAirspaceNational

Civil ReguAvinor .....Airports ...Military AuAccident/i

En-rouer 2 -EvolutionBODO A

Traffic anSummer 2Planning OSLO AC

Traffic anSummer 2Planning STAVAN

Traffic anSummer 2Planning

ESSIP er 3 -

Nationaer 4 -

Regioner 5 -FAB Co-oFAB ProjFAB ProjOther reg

ESSIP er 6 -

ES

ay

ry .................

....................

al ATM Envirhical Scope nal Membershical descrip ClassificatioStakeholderulator(s) ..............................................uthorities ...../incident Inve

te Traffic andn of traffic in

ACC ..............d en-route A2013 performPeriod 2014CC ..............d en-route A2013 performPeriod 2014

NGER ACC ..d en-route A2013 performPeriod 2014

Report reco

al Projects ...

nal Co-ordinaordination ...jects ............jects ............gional coordi

Objective Im

TABLE

....................

....................

ronment ...........................ship .............ption of the Fon and Organrs ..................................................................................................

estigation Bo

d Capacity ...Norway ...........................

ATFM delays mance ..........-2018/19 - S....................

ATFM delays mance ..........-2018/19 - S....................

ATFM delays mance ..........-2018/19 - S

ommendation

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ation .........................................................................nation projec

mplementatio

E OF CON

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....................FIR(s) ...........nisation ...........................................................................................................

ody ...............

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....................2009-2018/

....................Summer ...........................2009-2018/

....................Summer ...........................2009-2018/

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LSSIP Year 2013 Norway 1 Released issue

Executive Summary

State Context

No major stakeholder organizational changes during the last year, but the main service provider Avinor AS, which own and runs 46 airports in Norway, and are also the provider of Air Navigation Services on more than 50 airports and 3 Area Control Centers in Norway, have decided to separate the ANS provision from the main company. The new ANS Company will be established from 1. June 2014, and will be 100% owned by Avinor AS.

The building of new terminal at Oslo Airport is according to plan, and has not led to delays or disturbance of the traffic. Southern Norway Airspace Project (SNAP) which leads to changes at Trondheim, Bergen and Stavanger TMAs are planned implemented November 2014. New ATM system for Bodoe Oceanic planned to be implemented in May 2014, where ADS-C capabilities are also included. ADS-B for offshore use is planned for implementation during 2014.

ESSIP Objective Implementation

The overall situation in the implementation of ESSIP Objectives in Norway is considered as reasonable good. There is a problem in completing objectives due for ADQ, which is late. The ANSP is in the process of implementing a new ADQ compliant AIM system solution. Estimated completed early 2015.Further the implementation of ATC air ground data link services above FL285 will be 6 months late (Oct 2015), due to necessary upgrade to ATM system.

LSSIP 2013 - Norway

* FOC Date █ Planned implementation date (see legend at the bottom of the table)

State-related ESSIP Objectives

<=

2007

20

08

2009

20

10

2011

20

12

2013

20

14

2015

20

16

2017

20

18

2019

20

20

AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling

[IDP] [E] *

AOM19 Implement Advanced Airspace Management [IDP] [E] *

AOM20 Implement ATS Route Network (ARN) - Version 7 [E] *

AOM21 Implementation of Free Route Airspace [IDP] [E] *

AOP03 Improve runway safety by preventing runway incursions *

ATC02.2 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 [E] *

ATC02.5 Implement ground based safety nets - Area Proximity Warning - level 2 [E] *

ATC02.6 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 [E] *

ATC02.7 Implement ground based safety nets - Approach Path Monitor - level 2 [E] *

ATC07.1 Implement arrival management tools [E] *

ATC12 Implement automated support for conflict detection and conformance monitoring [E] *

ATC15 Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations

[IDP] [E] *

ATC16 Implement ACAS II compliant with TCAS II change 7.1 *

ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer

[IDP] [E] *

COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP)

[IDP] *

COM10 Migrate from AFTN to AMHS *

COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM *


LSSIP 2013 - Norway

* FOC Date █ Planned implementation date (see legend at the bottom of the table)

FCM01 Implement enhanced tactical flow management services [E] *

FCM03 Implement collaborative flight planning [IDP] [E] *

FCM04 Implementation of Short Term ATFCM Measures - phase 1 [IDP] [E] *

FCM05 Implementation of interactive rolling NOP [IDP] [E] *

INF04 Implement integrated briefing *

ITY-ADQ Ensure quality of aeronautical data and aeronautical information [E] *

ITY-AGDL Initial ATC air-ground data link services above FL-285 [IDP] [E] *

ITY-AGVCS2 Implement air-ground voice channel spacing requirements below FL195 *

ITY-COTR Implementation of ground-ground automated co-ordination processes [E] *

ITY-FMTP Apply a common flight message transfer protocol (FMTP) [IDP] * ITY-SPI Surveillance performance and interoperability *NAV03 Implementation of P-RNAV [E] *

NAV10 Implement APV procedures [IDP] [E] *

SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements *

SAF11 Improve runway safety by preventing runway excursions *

SRC-CHNG Implementation of Safety Oversight of Changes to ATM by National Supervisory Authorities (NSA) *

SRC-RLMK Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs) *

SRC-SLRD Safety Levels and Resolution of Deficiencies *

Airport-related ESSIP Objectives

<=

2007

20

08

2009

20

10

2011

20

12

2013

20

14

2015

20

16

2017

20

18

2019

20

20

ENGM-Oslo - Gardermoen

AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual

*

AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1

[E] *

AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 *

AOP05 Implement Airport Collaborative Decision Making (CDM) [IDP] [E] *

ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements

[IDP] *

ENV02 Implement Collaborative Environmental Management (CEM) at Airports *

Understanding the Table

Objective Completed No Plan

Objective Partly Completed Missing Data

Objective Planned Not Applicable (Norway/Oslo Gardermoen airport does not participate in this obj.)

Late

NOTE: The year where the coloured box is placed indicates the ‘Implementation Completion Date’ as stated in the ESSIP for each objective. The colour-code indicates the Local progress with respect to this date.


Introduction

The Local Single Sky ImPlementation documents (LSSIPs), as an integral part of the ESSIP/LSSIP mechanism, constitute a five-year plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their national ATM System. The LSSIP document – Year 2013 describes the situation in the State at the end of December 2013.

The LSSIP documents are structured into 6 chapters to better differentiate the Stakeholder(s) accountable for the information contained in each of them:

Chapters 1 to 5 present the key players in the State, and sets the institutional and geographical scenes to help the reader understand the specifics of the State and interpret the rest of the document correctly. It also presents a short description of the main national and regional projects in which the national Stakeholders are involved.

Chapter 6 contains high-level information on progress and plans of each ESSIP Objective. The information for each ESSIP 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.

Note: Chapter 6 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 ESSIP 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 ESSIP.

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1.3 Airspace Classification and Organisation

Reference is made to AIP Norway:

https://www.ippc.no/norway_aip/current/aip/EN_ENR_1_4_en.pdf

1.4 National Stakeholders

The main National Stakeholders involved in ATM in Norway are the following:

Avinor - the Norwegian Air Navigation Service Provider

Luftfartstilsynet - the Norwegian CAA

The Royal Norwegian Air Force - the Military Aviation Authority of Norway.

Their activities are detailed in the following subchapters and their relationships are shown in the diagram below.

Organisational overview

Military Aviation Authority Norway(MAA)

Ministry of Defence

NSA

Civial Aviation Authority Norway(CAA)

Oslo Airport AS

Air Navigation Services Airport Divisions

Avinor AS

General AssemblyAvinor AS

Ministry of Transport and Communications


1.4.1 Civil Regulator(s)

1.4.1.1 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-NO)

Luftfartsloven (Civil Aviation Act)

Certification Luftfartstilsynet (CAA-NO)

As above and regulation FOR 2007-01-26 no 99 (BSL G 1-1) on the establishment of a Single European Sky.

Safety Oversight As above

Airspace As above

Economic As above

Environment As above

Security As above

1.4.1.2 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 http://www.luftfartstilsynet.no/incoming/article10024.ece/BINARY/%C3%85rsrapport+2012.pdf

Web address: http://www.caa.no

An organisation chart giving a more detailed structure of the CAA is found in Annex B.

1.4.2 Avinor

Name of the ANSP: Avinor AS

Governance: State owned limited company

Ownership:

State owned with the Ministry of Transport and Communications as shareholders meeting

Services provided Y/N Comment

ATC en-route Y

ATC approach Y

ATC Airport(s) Y

AIS Y

CNS Y

MET N Avinor provides MET observations at airports

ATCO training Y

Others

Additional information:

Provision of services in other State(s):

N


Annual Report published: Y http://www.avinor.no/en/avinor/financialinformation/50_Reports

Web address: http://www.avinor.no

1.4.2.1 ATC system in use

Specify the manufacturer of the ATC system currently in use: Raytheon/Indra

Major upgrade1 of the ATC system is performed or planned? 2015 - 2016

System upgrade enables automated transmission of AFP messages to the Network Manager. The upgrade mainly involves flight data processing functionality and is also an enabler for the delivery of Air Ground Datalink.

1.4.2.2 ATC units

The ATC units in the Norway airspace, which are of concern to this LSSIP, are the following:

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

Oslo ATCC 8 2 Norway FIR

Bodø ATCC 4 4 Norway FIR The total number of En-route sectors is 5 when including the Bodø Oceanic Control sector (not within the geographical scope of this LSSIP). There are 4 elementary TMA sectors, of which 3 are regularly bandboxed with overlying ACC-sectors

Stavanger ATCC 5 1 Norway FIR 2 elementary offshore helicopter sectors and 3 elementary ACC-sectors

The TMA sectors presented above are those sectors co-located with the ACC. There are several other TMAs in Norway; the provision of APP control in these TMAs is done at the local airport.

1.4.3 Airports

1.4.3.1 General information

The main airports in Norway are generally owned and operated by Avinor AS, a State-owned limited company. The following exceptions apply:

Oslo-Gardermoen; The airport is operated by Oslo Lufthavn AS (OSL). Oslo Lufthavn AS is a limited company where all the shares are owned by Avinor AS. ATS is provided by Avinor.

Sandefjord-Torp; Airport 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. ATS is provided by Avinor.

Five airports in Norway are operated by the Royal Norwegian Air Force. Avinor provides ATS at all of these airports. Avinor operates civil passenger terminals on three of the military operated airports. At the two remaining airports, civil passenger terminals are operated by other companies.

1 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))


1.4.3.2 Airport(s) covered by the LSSIP

APO SloAs are contained in the following objectives: ENV, APO, ITY-ADQ and SAF11.

In addition to the Annex B of the ESSIP Plan edition 2013, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives.

So the following airports are covered in this LSSIP: Oslo-Gardermoen airport.

1.4.4 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 is responsible for the education and certification of personnel (Pilots, Air Defence Controllers, Investigation Board Officers, Maintenance- and Ground Support Personnel).

Additionally, the Military Aviation Authority is responsible for the Military Aircraft Registry, for the certification of military aircraft and equipment and regulation of Military Airfields.

Their regulatory, service provision and user role in ATM are detailed below.

Information on the application of FUA is in 1.2.4.4.

Web address: http://www.mil.no

1.4.4.1 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 ANS to OAT: CAA regulation

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 Coordination N/A OAT/GAT Coordination 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:


Oversight

1.4.4.2 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 -

Additional Information:

1.4.4.3 User role

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 En-Route Avinor

Approach/TMA Avinor Approach/TMA Avinor

Airfield/TWR/GND

Avinor Airfield/TWR/GND Avinor

AIS Avinor AIS Avinor

MET The Norwegian Meteorological Institute

MET The Norwegian Meteorological Institute

SAR Joint Rescue Coordination Centres

SAR Joint Rescue Coordination Centres

TSA/TRA monitoring

Avinor and RNoAF air defence organisation

FIS Avinor

Other: Other: -

Additional Information: Only TSAs are established in Norway.

Additional Information: CRCs will on request from GAT provide traffic information service

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


1.4.4.4 Flexible Use of Airspace (FUA)

1.4.5 Accident/incident Investigation Body

1.4.5.1 Technical investigations

Norway is not an EU member; however the Directive 94/56/EC has been transposed into national legislation.

There is a separate Investigation board, the Aircraft Accident Investigation Board/Norway (AIBN/Norway). This is a separate administrative body subject to the authority of the MoTC but, in all professional matters, independent. The board is responsible for investigating civil aviation accidents and incidents. The legal basis for this body is warranted in Luftfartsloven (the Civil Aviation Act) and BSL A 1-4.

The AIBN/Norway conducts investigations for Civil Aviation aircraft accidents and it is up to AIBN to consider necessary investigations on occurrences, based also on considerations on expected contributions to safety vs resources needed to the investigations.

Address of AIB website: http://www.aibn.no/Luftfart

1.4.5.2 Collection, Evaluation & Processing of Data

Norway is not an EU member State; however the Directive 2003/42/EC has been transposed into national legislation. Accidents and Incidents are being reported to the AAIB/Norway and to the CAA.

The CAA performs the collection, evaluation, processing and storing of all information related to accidents, incidents and occurrences. This information is made available to the EU states according to Directive 2003/42/EC. The “ECCAIRS” tools for data collection and analysis are used by the NSA for this purpose. In addition the SHT analyses the data collected during the investigation of accidents and major incidents.

1.4.5.3 Civil-Military Accidents/Incidents

There exists an agreement between the Military and AAIB/Norway regarding investigation of accidents/Incidents where both civil and military aviation are involved. The agreement states that AAIB/Norway shall conduct such investigations.

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 Exemption from Route Charges Y

Exemption from flow and capacity (ATFCM) measures N Provision of ATC in UHF N

CNS exemptions: RVSM Y 8.33 N/A

Mode S N/A

ACAS Y

Others:

Military in Norway applies FUA requirements as specified in the Regulation No 2150/2005: Y

FUA Level 1 implemented: Y



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Maximum c

Summer 2

The ACC caverage pe

2.2.3 P

The planncapacity p

The 2014following p 2014:

2011 2015-

min/fli

ar 2013 Norwa

ODO ACC

raffic and e

ummer 201

Evolution

2.7 %

nroute delay per

Capacity Increa

stering of ATC s

controllers

f FUA operation

configuration: 6

013 performan

capacity baselineak hour deman

lanning Pe

ning focusesperspective. T

4-2018/19 suparameters: capacity req

2018/19: Reght

ay

en-route AT

13 perform

2013 Cap

5

r flight remained

se: sufficient

staff

ns

sectors + 1 oce

nce assessmen

ne was assessnd was 46 and t

eriod 2014-2

on the SumThis approac

ummer capa

quirement pro

eference valu

TFM delays

ance

pacity Baseline

57 (0%)

d at zero in Sum

to meet deman

eanic

nt

ed to be at thethe average pea

2018/19 - S

mmer seasonch ensures c

city profile a

ofiles based

ue based on t

12

s 2009-201

e Optimum

0.0

mmer 2013.

nd Achieve

Yes

No

No

Yes

e same level aak 3 hour dema

Summer

n to reflect tconsistency w

and delay b

on the delay

the breakdow

8/19

En-route Dela

m All reason

0.0

ed Comme

as in Summer 2and was 42.

he most demwith the prev

reakdown h

y breakdown

wn of a year

ay (min/flight)

s Without w

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ents

2012. During th

manding perious planning

as been de

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ly European

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Cweather

0

he measured pe

riod of the yg cycles.

rived accord

s provided in

delay target

ased issue

apacity gap

No

eriod, the

ear from a

ding to the

January

t of 0.5


Capacity Plan

Year 2014 2015 2016 2017 2018 2019

Measures planned

Flexible rostering of ATC staff

Recruitment and training to maintain number of air traffic controllers

New ATM system in Bodo

Oceanic

SNAP (Southern Norway Airspace Project)

Free Route Airspace

Future ATM System

Significant Events

Training for SNAP

Traning for FRA

Max sectors 6 + 1 oceanic 7 + 1 oceanic 7 + 1 oceanic 7 + 1 oceanic 7 + 1 oceanic 7 + 1 oceanic

Capacity increase

Sufficient capacity to meet expected demand

Reference profile

0% 0% 0% 0% 0% 0%

Additional information

New ATM system in Bodo Oceanic - Training: Feb-May 2014 – no delays expected - Switch over: May 2014 - Transition period: No delays expected

2014 2015 2016 2017 2018 20190.02 0.10 0.09 0.10 0.10 0.110.00 0.06 0.05 0.05 0.06 0.07

AnnualSummer

En-route ATFM delay breakdown - Reference ValuesENBDCTA

H 57 0% 57 0% 57 0% 57 0% 57 0% 57 0%Ref. 57 0% 57 0% 57 0% 57 0% 57 0% 57 0%

L 57 0% 57 0% 57 0% 57 0% 57 0% 57 0%C/R 57 0% 57 0% 57 0% 57 0% 57 0% 57 0%

ACC2013

baseline 2017 2018

ENBD 57

2014 2015 2016 2019

Capacity ProfilesProfiles (hourly movements and % increase over previous year)

ENBDCTA - Reference capacity profile and alternative scenarios

0

10

20

30

40

50

60

Cap

acit

y p

rofi

le (

mo

vem

ents

per

ho

ur)

2014-2019 Reference Capacity Profile 57 57 57 57 57 57

Capacity Profile - Current Routes 57 57 57 57 57 57

Capacity Profile - High 57 57 57 57 57 57

Capacity Profile - Low 57 57 57 57 57 57

Capacity Baseline 57 57

2014 - 2019 Plan 57 57 57 57 57 57

2012 2013 2014 2015 2016 2017 2018 2019

2014-2018/19 Planning Period Outlook

No problems are foreseen in the current planning cycle, provided that sufficient staff are available during peak periods.

LSSIP Yea

2.3 OS

2.3.1 Tr

2.3.2 S

Traffic

+ 7

Average en2013.

Planned C

4 to 5 addit

Operations

Enhanced s

Re-assessm

Revision of

Maximum c

Summer 2

The capaci(peak 3 hou

2.3.3 P

The planncapacity p


2011 2015-

min/fli

ar 2013 Norwa

SLO ACC

raffic and e

ummer 201

Evolution

7.4 %

nroute delay pe

Capacity Increa

tional controllers

s Resource Man

sector configura

ment of sector c

f FUA operation

configuration: 5

013 performan

ity offered was ur).

lanning Pe



2018/19: Reght

ay

en-route AT

13 perform

2013 Cap

86

er flight decreas

se: sufficient

s

nagement system

ations

capacities follow

ns

(Summer), 7 (W

nce assessmen

measured with

eriod 2014-2


ummer capa

quirement pro

eference valu

TFM delays

ance

pacity Baseline

(+28%)

sed from 0.8 mi

to meet deman

m (rostering)

wing CAPAN stu

Winter)

nt

ACCESS at a

2018/19 - S


city profile a

ofiles based

ue based on t

14

s 2009-201

e Optimum

0.0

inutes per flight

nd Achieve

Yes

No

No

udy No

Yes

Yes

level of 86, for

Summer


and delay b

on the delay

the breakdow

8/19

En-route Dela

m All reason

0.0

t in Summer 20

ed Comment

an average pe


reakdown h

y breakdown

wn of a year

ay (min/flight)

s Without w

0.0

012 to zer minut

s

ak demand of 7


as been de

per ACC as

ly European

Relea

Cweather

0

tes per flight in

79 (peak 1 hou


rived accord

s provided in

delay target

ased issue

apacity gap

No

Summer

r) and 73

ear from a

ding to the

January

t of 0.5


Capacity Plan

Year 2014 2015 2016 2017 2018 2019

Measures planned

Additional controllers Recruitment and training of air traffic controllers


Enhanced sector

configurations

Re-assessment of

sector capacities following

CAPAN study

Free Route

Airspace Future ATM

System

Significant Events

Max sectors 5 (Summer) 7 (Winter)

5 (Summer) 7 (Winter)





Capacity increase

Sufficient capacity to meet expected demand

Reference profile

0% 0% 0% 0% 0% 0%


2014 2015 2016 2017 2018 20190.01 0.13 0.13 0.14 0.15 0.140.01 0.13 0.13 0.13 0.15 0.14

En-route ATFM delay breakdown - Reference ValuesENOSCTA

SummerAnnual

H 86 0% 86 0% 86 0% 86 0% 86 0% 86 0%Ref. 86 0% 86 0% 86 0% 86 0% 86 0% 86 0%

L 86 0% 86 0% 86 0% 86 0% 86 0% 86 0%C/R 86 0% 86 0% 86 0% 86 0% 86 0% 86 0%

ACC2013

baseline 2017 2018

ENOS 86

2014 2015 2016 2019


ENOSCTA - Reference capacity profile and alternative scenarios

0

10

20

30

40

50

60

70

80

90

100

Cap

acit

y p

rofi

le (

mo

vem

ents

per

ho

ur)






2014 - 2019 Plan 86 86 86 86 86 86

2012 2013 2014 2015 2016 2017 2018 2019


No problems are foreseen in the current planning cycle, provided that sufficient staff are available during peak periods.

LSSIP Yea

2.4 ST

2.4.1 Tr

2.4.2 S

Traffic

+6

Average en2013.

95% of te d

Planned C

Flexible ros

Additional c

Revision of

Maximum c

Summer 2

The capacperiod, the

2.4.3 P

The planncapacity p


2011 2015-

min/fli

ar 2013 Norwa

TAVANGER

raffic and e

ummer 201

Evolution

6.7 %

nroute delay pe

delays were for

Capacity Increa

stering of ATC s

controllers

f FUA operation

configuration: 3

013 performan

city baseline of average peak d

lanning Pe



2018/19: Reght

ay

R ACC

en-route AT

13 perform

2013 Cap

58

er flight increase

the reason ATC

se: +0%

staff

ns

+ 2 helicopter

nce assessmen

58 was measudemand was 56

eriod 2014-2


ummer capa

quirement pro

eference valu

TFM delays

ance

pacity Baseline

8 (+0%)

ed from zero m

C Capacity.

nt

ured with ACC6 (peak 1 hour) a

2018/19 - S


city profile a

ofiles based

ue based on t

16

s 2009-201

e Optimum

0.09

inutes per flight

Achieve

Yes

Yes

No

Yes

CESS, indicatingand 50 (peak 3

Summer


and delay b

on the delay

the breakdow

8/19

En-route Dela

m All reason

0.1

t in Summer 20

ed Comment

g the capacity hour).


reakdown h

y breakdown

wn of a year

ay (min/flight)

s Without w

0.1

012 to 0.1 minut

s

Not currently a

actually offered


as been de

per ACC as

ly European

Relea

Cweather

1

tes per flight in

limiting factor

d. During the m


rived accord

s provided in

delay target

ased issue

apacity gap

No

Summer

measured

ear from a

ding to the

January

t of 0.5


Capacity Plan

Year 2014 2015 2016 2017 2018 2019

Measures planned


Recruitment and training to maintain number of air traffic controllers

ADSB offshore

SNAP (Southern Norway Airspace Project)

Free Route Airspace

Future ATM System

New Voice Com System

March 14

Re-assessment of

sector capacities with

CAPAN

Significant Events

Training for SNAP

Max sectors 3 + 2 helicopter 4 + 2 helicopter 4 + 2 helicopter 4 + 2 helicopter 4 + 2 helicopter 4 + 2 helicopter

Capacity increase

0% 10% 0% 0% 0% 0%

Reference profile

0% 0% 0% 0% 0% 2%


Sector south in Stavanger is already handling levels of traffic close to capacity, and might be a bottleneck until the resectorisation SNAP in 2015.

Expect one day with delays during switchover to new VCS, planned March 22(Not final)

2014 2015 2016 2017 2018 20190.09 0.11 0.13 0.12 0.11 0.110.11 0.11 0.13 0.13 0.11 0.11

En-route ATFM delay breakdown - Reference ValuesENSVCTA

AnnualSummer

H 58 0% 58 0% 58 0% 58 0% 58 0% 60 3%Ref. 58 0% 58 0% 59 2% 59 0% 59 0% 60 2%

L 58 0% 58 0% 58 0% 58 0% 58 0% 58 0%C/R 58 0% 58 0% 58 0% 58 0% 58 0% 59 2%


2015 2016 2017 2018ACC

2013 baseline 2014

ENSV 58

2019


ENSVCTA - Reference capacity profile and alternative scenarios

0

10

20

30

40

50

60

70

Cap

acit

y p

rofi

le (

mo

vem

ents

per

ho

ur)






2014 - 2019 Plan 58 64 64 64 64 64

2012 2013 2014 2015 2016 2017 2018 2019


Sector south in Stavanger is already handling levels of traffic close to capacity, and might be a bottleneck until the resectorisation SNAP in 2015.

LSSIP Yea

Recommecorrective

Numbe

REC-20103

REC-20105

REC-20106

REC-20110

REC-20115

Interim D

Numbe

REC-20122

REC-20127

REC-20128

Stakehol

Numbe

REC-20140

ar 2013 Norwa

endations issactions and

er

12-To ensucompletbusines

12-To ensmaterialLSSIP in

12- To ensuLSSIP 2

12-To ensuthe imp(ESSIP

12-To ensuthe imimplemeNAV03)

Deploymen

er

12- States implemNetwor

12-AirportscommitperformCDM g

12- To revpossiblrequire

lders View

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ure actions fplementationobjective CO

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for overcominn of remf P-RNAV

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19

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report the ed in their

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speed up tule AFP test

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and as mmentation of

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delays in capability

ALD

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delays in oAs for objective

ALCYG

ME

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with A-

are

much as CPDLC

A

ore APV

Al

eport rec

to Norway focise.

Ownership

All States

All States

H, DE, DK, EMT, NL, NO,

L, AM, AZ, CY, K, EE, FI, FR, G

R, HU, IT, LU, MD, MT, NO, SE,

UA

L, AZ, BA, BE, BY, DE, EE, ES, GR, HR, HU, IT, LE, MT, NO, PT,

SI, UA, UK

Ownership

All States

Airports in applicability areported other th

“completed”

ANSPs of core arStates

Ownership

l ECAC ANS

Relea

commend

or all items t

p NO fe

O

O

ES, SI

O

CZ, GR,

MAS, , SI,

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BG, GE, LV, RS,

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p NO fe

N

ea han

rea N

p NO fe

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FAB View

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REC-2012-41

To update the FABs plans and establish a more appropriate roadmap to improve the current lack of coordination and ensure a common response to deployment needs.

FAB States

NEFAB ANSPs developed a

common business plan for NEFAB

development for a period from 2014 to 2018, in order

to ensure coordinated

response to the airspace user needs. The

performance plan for RP2 are being prepared by the

NEFAB NSAs and will be submitted

to PRB during June 2014

REC-2012-42

The ANSPs should coordinate system deployment (including system upgrades) and capabilities implementation plans with FAB partner first, and then follow on with coordination to adjacent FABs and ANSPs.

FAB States

Avinor are using a different ATM

system from the other NEFAB States and

therefore system upgrades has to

be done separate from the other

NEFAB partners. Avinor are doing

necessary upgrades on their

legacy ATM system to prepare for implementation of North European

Free Route Airspace

REC-2012-43

Ongoing work to harmonise reporting culture between States in the FAB should be continued to ensure alignment of reporting principles.

FAB States

Just Culture is being addressed

in the NEFAB Performance Plan for RP2. NEFAB NSA Committee has established an expert group

for reporting, exchange and

dissemination of safety related information.

LSSIP Y

The ma

Name

Future ASystem

NATCORoadm

SoutheNorwayProject

2 Capaci

Year 2013 Norway

ain projects curren

Schedu

ATM m (FAS)

The projeinitiated operationforeseenand onw

ON ap

Initiated and plandelivery 2016

rn y Airspace (SNAP)

Initiated

Operatioimplemeplanned

ty, safety, cost-efficien

ntly ongoing in No

ule Descrip

ect is and n is

n for 2018 wards

Backgrou

New ATMseen as relevant

Objective

To enabldeliver thsafety, e

in 2013 nned in 2015-

Backgrou

The projeATM-sysof improvOslo ATC

Objective

Enable imAGDL, imimplemeautomatiManager

in 2009

onal entation

for 13th

Backgrou

The SNAnew routStavangeproject e

ncy and environment –

21

orway are depicted

ption – Scope

und:

M Infrastructure for boa key enabler for the iconcepts defined in S

es:

le the migration to Stehe benefits identified innvironment, capacity a

und:

ect involves a major ustem (NATCON). The vements and the consCC and Stavanger AT

es:

mplementation of Freemprove STCA-functionntation of additional sic transmission of AFPr.

und:

AP project is establishte structures and airsper AoR and southern p

encompasses both en-

– as defined in Recita

d in the table belo

oth TWR and ACC/TMimplementation of the

Step 1 of the Masterpla

ep 1 of the Masterplann SESAR in terms of and cost efficiency.

upgrade of the current upgrade will enable a

solidation of the systemTCC into one system.

e Route Airspace and nality, allow afety nets and enable

P-messages to Networ

ed in order to implemepace design solutions part of Bodø AoR. The-route airspace as wel

l 2 of Regulation (EU)

Rel

ow.

Status

MA is

an

and

Project is just

set ms in

rk

The project isphase. Implefunctionality itowards the e

ent in e ll as

The SNAP prthe implemenSoftware updsystems havecompleted an

) No 691/2010.

eased issue

LM

t initiated Tthovdeimof

s in the design mentation of s planned

end of 2015

EAsaFtramupdean(AORM

roject is now in ntation phase. dates for ATM-e been nd installed for

Pla02th

A

Ch

ink with European Master Plan.

he project is currently he concept phase. Theverall objective is to eliver enablers for the

mplementation of Stepf the Masterplan.

nabler for ATC 02.5, ATC 02.6 and ATC 02.7afety nets. Enabler forCM 03 and automatic ansmission of AFP-

messages. System pgrade required to eliver AGDL (ITY AGDnd Free Route AirspacAOM 21 in ESSIP and

OFA 03.01.03 Free Routing in the Masterplan)

oint Merge applied in arger TMA´s (OFA 2.01.01 and 02.01.02

he Masterplan)

Airspace design is

Nahapter 4 -

Expected CoPerformance

in e

p 1

The expected cPerformance Avalidated, and tinitial assumptioSESAR.

7 – r

DL) ce

Capacity:

Increased capaOslo AoR throucontrol betweenImplementationresult in a capa% and 11 %.

Cost efficiency:

Reduction to onreduces maintesupport cost for

Safety:

Implementationfunctionality an

Environment:

Enabler for Freimplementationroutings and inc

in

Capacity:

Ensuring capacfuture demand frequent ATFM

ational Proje

ontribution to the Ke Areas2

contribution to the Keyreas has not yet beenthe project work on theons developed throug

acity in Stavanger andugh electronic transfer n the units. n of AGDL is estimatedacity gain of between 3

:

ne system platform enance costs and lessr flight data managem

n of enhanced STCA d new safety nets.

e Route Airspace n, allowing user preferrcreased flight efficienc

city for both current anin an airspace with -regulations.

ects

Key

y n e h

r of

d to 3.4

ent.

red cy.

nd


November 2014 the airspace within 7 terminal areas, covering a total of 15 aerodromes. The project is included in the Programme for Future Operational Concept and ATM System.

Objectives:

The objective of the project is to deliver a revised airspace and route structure adapted to the projected increase in traffic demand. This shall contribute to improved operating efficiency and flight efficiency as well as meeting safety objectives.

simulation purposes. Training activities are ongoing and will continue towards start of operations on the 13th of November 2014. The project also involves a consolidation of APP-functions to airports in North-West Norway to a centralised APP-unit at Trondheim – Værnes.

compatible with Free Route Airspace (ESSIP AOM-21 and OFA 03.01.03 Free Routing in the Masterplan)

CDO/CCO is enabled to a larger extent in new structure (ESSIP ENV-01)

SNAP includes a synchronised implementation of APV procedures with reference to OFA 02.01.01 (Optimised RNP Structures) in the Masterplan and ESSIP objective NAV 10 on implementation of APV procedures.

The project enables a flexible airspace structure combined with flexible and proactive capacity management in line with the Network Strategy Plan 2012 - 2019.

Cost-efficiency:

Contributes to cost-efficiency target through more efficient airspace organisation, streamlined service provision and consolidation of APP-functions.

Safety:

Removal of identified “hot spots” associated with the current airspace structure.

Environment:

Increased flight efficiency and enabler for CDO/CCO

Ekofisk ADS-B Implementation

Initiated in 2010 with planned operations on 13th of November 2014

Background:

The Ekofisk ADS-B Implementation Project is a follow up after the decision to take Ekofisk out of the Norwegian Radar Programme (NORAP) and replace radar by ADS-B.

Objectives:

To ensure surveillance coverage in non-radar airspace to allow the provision of Air Traffic Control service to offshore helicopters between the mainland and the Ekofisk and Balder oilfields.

The project is currently in the implementation phase with planned operation from 13th of November 2014

ADS-B Ground stations for non-radar airspace, enabler CTE-s1a in the Masterplan. The ADS-B implementation for offshore helicopters will also enable the future use of ADS-B as a second layer of surveillance at higher altitudes.

Cost efficiency:

The choice of ADS-B has enabled a significant reduction of investment costs compared to traditional radar investments. Operational costs are also lower for ADS-B.

Safety:

ADS-B enables surveillance coverage in an airspace which is currently without surveillance. The project is an enabler for the provision of Air Traffic Control Service to offshore helicopters.

Environment:

The introduction of surveillance capabilities enables more efficient flight profiles.

Bodø Oceanic Surveillance System (BOAS)

Initiated in 2011 and planned operation during 1st half of 2014

Background:

The project was established to replace the old surveillance system for the Bodø Oceanic area.

Objectives:

The objectives of the project arevto enable operational concepts in line with the requirements for the NAT-airspace as well as improving the efficiency of the operation in Bodø Oceanic. The system will enable more efficient horizontal routings and more optimum cruising levels.

The project is in the implementation phase with planned operation during the 1st half of 2014.

Bodø Oceanic is in itself outside the scope of the SES-regulation, but the implementation of BOAS will enable more efficient flight profiles, automated coordination with adjacent centres through OLDI, CPDLC and ADS-C. Bodø Oceanic is to a large extent operated as a transitional airspace and

Cost efficiency:

BOAS enables more efficient rostering of staff due to the increased level of automation, reduced HF-traffic.

Capacity:

Bodø Oceanic is estimated to handle the estimated traffic volumes up to 2030 and peak traffic levels can be handled without restrictions due to reduced controller workload.


is highly integrated with the service provision in continental airspace. The improvements will therefore benefit the entire operation of Bodø ATCC.

Safety:

BOAS includes a training capability enabling simulator training.

Environment:

BOAS will contribute to increased flight efficiency through more direct horizontal routings and more optimum cruising levels.

Norwegian Wide Area Multilateration NORWAM)

Initiated in 2012 with planned implementation from 2015 and onwards

Background:

The NORWAM project was started to support current and future requirements for surveillance and enable surveillance coverage in non-radar airspace and/or constitute a second layer of surveillance.

Objectives:

To increase surveillance coverage in areas like the west coast terminal airspace and some offshore areas.

Contract is awarded to system supplier and deployment is planned from 2015 and onwards

Linked to Commission Regulation (EC) 1207/2011 – performance and the interoperability of surveillance.

Cost efficiency:

Reduction of future investments in surveillance infrastructure in comparison to radar investments. Reduced operational costs compared to operation of radars.

Safety:

NORWAM will enable surveillance capabilities in non-radar airspace with a corresponding extension of controlled airspace and provision of air traffic control services.

Capacity:

Increased surveillance coverage contributes to reduced separation minima and reduced controller workload.

Environment:

Improved surveillance enables more optimum flight profiles.

LSSIP Yea

5.1 FA

North Eu

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efficiency and contribute to reduced emissions.

NEFRA (North

European Free Route Airspace)

May 2012

Nov. 2015

Avinor, EANS, Finavia, LFV,

LGS and Naviair

Ongoing according to

project schedule

Capacity and ANSP cost efficiency is not considered specific objects for the project. Capacity levels shall be maintained or improved and the implementation shall not reduce ANSP cost-efficiency.

Safety is not considered a specific objective for the project, but safety levels shall be maintained or increased after implementation.

More efficient airspace and routing options for airspace users will increase flight efficiency and contribute to reduced emissions.

5.2 Other regional coordination projects

Borealis alliance

The Borealis Alliance includes the ANSPs of Denmark, Estonia, Finland, Iceland, Ireland, Latvia, Norway, Sweden and the UK. The agreement on this commercial alliance was signed in June 2012. 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. An executive management team was recruited during 2012 and Borealis Alliance will operate an initial proving period to the end of 2013.

Regulatory Co-operation

During the establishment of NEFAB there has been close cooperation between the 4 NEFAB NSAs, and this cooperation is now formalised by the NEFAB NSA Committee. There is also established cooperation between the other Nordic NSAs, by the 7-State NSA Cooperation. Meetings between the 4 NEFAB NSAs and representatives from NSA Iceland, Sweden and Denmark have been held, and cooperation are established on areas of common interest.

This cooperation will be continued.

Civil-Military Co-ordination

NEFAB has established the Civil-Military Committee (CMC) that consists of representatives from CAA and MAA. The function of the committee is to:

- define areas of cooperation between the Contracting States within the scope of the NEFAB Agreement as regards military aviation;

- enhance the use of airspace in NEFAB, taking account of military aviation needs, including military mission effectiveness;

- provide for efficient and consistent application of the concept of ‘flexible use of airspace’ by the Contracting States;

- provide for the development of arrangements for military training activities regardless of existing boundaries;

For the year of 2013 four meetings has taken place. The committee has been chaired by CAA Latvia and the co-operation has been fruitful.


Military-military Co-ordination

The Strategic Nordic Military ATM Board (SNAB) is established to elaborate, co-ordinate and promulgate the Nordic Military view on ATM matters. It will consider strategic objectives and focus on Nordic issues in relation to pan-European ATM initiatives including security aspects.

The SNAB is composed of senior military officers of the Nordic nations exercising responsibilities as national heads of the Military Air Traffic Management (or its equivalent).

The SNAB will not take decisions as it is a forum for co-ordination of issues. The SNAB may forward recommendations to the nations for staffing and final approval at national level.

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AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling (By:12/2018)

[IDP] [Essential]

Planned

Revision of national regulation combined with implementation of ANSP procedures and training shall ensure a timely implementation 12/2015

REG (By:12-2018)

CAA has started the proces to complete the REG‐ SloAs independent of the progression of EUROAT, and will revise national regulation

Planned 03/2015

ASP (By:12-2018)

Implement CAA regulation in local operational procedures and train staff in new procedures

Planned

12/2015

MIL (By:12-2018)

MAA will together with CAA and Avinor assess the different harmonisation documents.

Planned

12/2015

AOM19 Implement Advanced Airspace Management (By:12/2016) [IDP]

[Essential] Planned

‐ 12/2015

ASP (By:12-2015)

Some actions leading to the implementation are already completed, and some are planned. Joint implementation planning taking part in the NEFAB project streams.

Planned

12/2015

MIL (By:12-2015) ‐

Not Applicable

‐

AOM20 Implement ATS Route Network (ARN) ‐ Version 7 (By:10/2013)

[Essential] Completed

‐ 10/2013

ASP (By:10-2013)

Continuously ongoing update process. All airspace changes related to ARN version 7 is scheduled for different AIRAC dates in 2012 and 2013.

Completed

01/2012

MIL (By:10-2013) ‐

Completed

01/2012

AOM21 Implementation of Free Route Airspace (By:12/2017) [IDP]

[Essential] Planned

Cooperation on FAB level to ensure implementation in accordance with plan 11/2015

REG (By:12-2017)

CAA Norway is cooperating with other NEFAB states to ensure that regulatory procedures are harmonized to facilitate the implementation of Free Route Airspace as planned by ANSPs.

Planned

11/2015

ASP (By:12-2017)

FRA implementation is planned in cooperation with partners in NEFAB and DK/SE‐FAB

Planned

11/2015

MIL (By:12-2017)

MIL is part of NEFAB. Civ‐mil coordination related to FRA should be done in FAB context but also at national level.

No Plan

‐

AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2013)

Late

ENGM - Oslo - Gardermoen

All SLoAs completed apart from analysis tool which is planned for 11/2014. 11/2014

ASP (By:12-2011)

The ANSP is participating in airside capacity enhancement activities and is following up the actions in cooperation with the Airport Operator.

Completed

‐

APO (By:12-2011)

Airside capacity enhancement is an integrated part of the new Terminal 2 project and inludes manoevring area, parking areas, ATC staffing, revised airspace procedures. All actions are done in close cooperation with aircraft operators and the ANSP. Analysis tool is due for implementation during 2014.

Late

11/2014


AOP03 Improve runway safety by preventing runway incursions (By:12/2013)

Completed

Objective completed for all Avinor airports. Implementation in military airports with GAT has started 12/2013

REG (By:12-2013) ‐

Completed

‐

ASP (By:12-2013)

The measures from the European action plan has been implemented in Avinor. There is a continuous focus on runway safety through follow‐up of reporting, safety investigations, lesson dissemination and proficiency training plans.

Completed

12/2011

MIL (By:12-2013) ‐

Missing Data

‐

APO (By:12-2013)

The measures from the European action plan has been implemented at Oslo Airport. There is a coninuous focus on runway safety through follow‐up of reporting, safety investigations, lesson dissemination and proficiency training plans.

Completed

‐

AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level1 (By:12/2011)



Completed with final approval during 2012. 06/2012

REG (By:12-2010)

An A‐SMGCS system has been approved. There is currently no plan to impement specific A‐SMGCS level 1 procedures in state regulations.

Completed

12/2013

ASP (By:12-2011)

ANSP action followed Airport Operator deployment of equipment and procedures. Final operational approval achied from regulator during 2012.

Completed

04/2012

MIL (By:12-2010) ‐

Completed

12/2009

APO (By:12-2010)

Technical equipment available and procedures and training implemented, included training actions for the ANS provider. Final approval completed during 2012.

Completed

04/2012

AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level 2 (By:12/2017)

Planned


System enablers, procedures and training delivered and A‐SMGCS level 2 is implemented. 12/2014

REG (By:12-2017)

Approval will be based on application, containing argumentation that the A‐SMCS system i s Level 2 compliant

Planned

12/2014

ASP (By:12-2017)

Procedure development and training of staff will follow overall airport operator implementation plan.

Completed

08/2012

APO (By:12-2017)

Operational implementation of alarm functions, operational procedures for level 2 and training programme is completed.

Completed

09/2012


AOP05 Implement Airport Collaborative Decision Making (CDM) (By:01/2016)

[IDP]

[Essential] Partly

Completed


Implementation of Airport CDM is planned for 01/2014. Full set of procedures for adverse conditions planned by 12/2015

12/2015

ASP (By:01-2016) ANSP following airport operator plan for CDM‐implementation

Partly

Completed

12/2015

MIL (By:01-2016) ‐

Not Applicable

‐

APO (By:01-2016)

Overall implementation of Airport CDM planned for 01/2014. Specific procedures for adverse conditions planned by 12/2015. De‐iceing is included in variable taxi times from 12/2013.

Partly

Completed

12/2015

ATC02.2 Implement ground based safety nets ‐ Short Term Conflict Alert (STCA) ‐ level 2 (By:01/2013)


STCA level 2 was implemented in Oslo ATCC in 10/2009 and Bodø and Stavanger upgraded during 2012. 12/2012

REG (By:01-2013)

Changes will be assessed through standard change management processes

Completed

12/2013

ASP (By:01-2013)

Enhanced STCA was implemented in Oslo ATCC 10/2009Bodø and Stavanber ATCC was upgraded during 2012.

Completed

12/2012

MIL (By:01-2013) MIL does not provide ATC services to civil flights

Not Applicable

‐

ATC02.5 Implement ground based safety nets ‐ Area Proximity Warning ‐ level 2 (By:12/2016)

[Essential] Planned

An Avinor engineering study will determine the implementation schedule of APW level 2 12/2016

ASP (By:12-2016) Implementation planned as a part of a major upgrade programme.

Planned

12/2016

MIL (By:12-2016) MIL does not provide service to civil flights

Not Applicable

‐

ATC02.6 Implement ground based safety nets ‐ Minimum Safe Altitude Warning ‐ level 2 (By:12/2016)

[Essential] Planned

The ANSP has planned this as a part of an upgrade programme. Engineering study under development. 12/2016

ASP (By:12-2016) Planned as a part of a major upgrade programme.

Planned

12/2016


Not Applicable

‐

ATC02.7 Implement ground based safety nets ‐ Approach Path Monitor ‐ level 2 (By:12/2016)

[Essential] Planned

Planned as part of major ATM system upgrade 12/2016

ASP (By:12-2016) Planned as a part of a major upgrade programme.

Planned

12/2016


Not Applicable

‐


ATC07.1 Implement arrival management tools (By:12/2015)


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.

04/2011

ASP (By:12-2015) Completed as part of the Oslo ASAP project

Completed

04/2011

ATC12 Implement automated support for conflict detection and conformance monitoring (By:12/2016)

[Essential] No Plan

This objective has changed fram MN to ECAC and is included in this objective. No plan has been developed yet.

12/2016

REG (By:12-2016) Will be assessed when ANSP presents plan for MTCD

No Plan

‐

ASP (By:12-2016)

This objective has changed fram MN to ECAC and is included in this objective. No plan has been developed yet.

No Plan

‐

ATC15 Implement, in En‐Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations (By:12/2017)

[IDP]

[Essential] Partly

Completed

Implemented at Oslo ATCC as a consequence of new airspace structure from 04/2011. Other areas under consideration.

01/2017

REG (By:12-2017)

REG has neither reviewed the SLoA nor considered the implementation of the SLoA concerned.

No Plan

‐

ASP (By:12-2017)

AMAN information mechanism, tools and procedures to support Basic AMAN operations are implemented in En‐route airspace in Oslo AoR. Other areas under consideration.

Partly

Completed

12/2017

ATC16 Implement ACAS II compliant with TCAS II change 7.1 (By:12/2015)

Planned

‐ 12/2015

REG (By:12-2015) ‐

Planned

12/2015

ASP (By:03-2012)

Awareness and training package is developed and will be provided to controllers. Follow up of performance will be done by means of regular incident occurence reporting, investigation and analysis.

Late

06/2014

MIL (By:12-2015)

No plan on 3 aircraft systems and planned on 1 aircraft system (see MIL SLoA ATC16‐MIL01).

Late

12/2018

ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer (By:12/2018)

[IDP]

[Essential] No Plan

Currently no plan has been established for this ESSIP objective. The objective is considered in relation to next generation ATM system.

‐

REG (By:12-2018) ‐

No Plan

‐

ASP (By:12-2018)

Currently no plan has been established for this ESSIP objective. The objective is considered in relation to next generation ATM system.

No Plan

‐


COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) (By:12/2014)

[IDP]

Planned

Technically ready awaiting international counterparts to migrate 12/2014

REG (By:12-2010) ANSP formally notified about the mandate

Completed

12/2010

ASP (By:12-2014)

Migration has commenced and is already completed with one neighboring state. One state is due for migration in January and final migration expected to be completed by June 2014.

Partly

Completed

06/2014


Not Applicable

‐

COM10 Migrate from AFTN to AMHS (By:12/2014)

Late

‐ 12/2015

ASP (By:12-2014)

Process established to deliver technical enablers. Implementation is pending regional decisions. Detailed implementation activities will be planned accordingly.

Late

12/2015

MIL (By:12-2014) ‐

Not Applicable

‐

COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM (By:12/2020)

No Plan

‐ 12/2020

REG (By:12-2018) Process established, but no change notification received

No Plan

12/2018

ASP (By:12-2020) Initial planning started, including dialogue with system suppliers.

No Plan

12/2020

MIL (By:12-2020) ‐

Not Applicable

‐

ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements (By:12/2013)

[IDP]

Late


CDA awareness camapaign and controller working methods implemented to allow for CDA under specific conditions. Gradual implementation of CDA concept expected to be implemented to the full extent possible by

12/2014

ASP (By:12-2013)

CDA awareness campaign conducted. Includes use of information material for operational staff and managers. Improved TMA‐procedures implemented 03/2013. Measurement through use of noise and trajectory monitoring system planned for 2014.

Late

12/2014

APO (By:12-2013) CDA implementation at airport is delivered through actions by the ANSP.

Late

12/2014


ENV02 Implement Collaborative Environmental Management (CEM) at Airports (By:12/2016)

Completed


Formal partnership arrangements are in place at Oslo Airport to evaluate and control the environmental effect of Air Traffic Procedures.

12/2012

ASP (By:12-2016)

Local ANSP participates actively in meetings, consultation arrangements and briefings related to environmental effect of aircraft operations.

Completed

12/2012

MIL (By:12-2015) Not considered applicable

Not Applicable

‐

APO (By:12-2016)

Partnership arrangements are established through the use of regular meetings, involving ANSP and users. The collaborative arrangements include the use of data derived from the airport´s noise and trajectory monitoring systems.

Completed

12/2012

FCM01 Implement enhanced tactical flow management services (By:12/2006)

[Essential] Late

‐ 12/2017

ASP (By:12-2006)

System generated messages to CFMU related to re‐routings and holding are not implemented, and is done manually. Engineering study for implementation in current ATM system ongoing.

Late

NATCON (Bodø) 12/2017

MIL (By:12-2001) ‐

Not Applicable

‐

FCM03 Implement collaborative flight planning (By:12/2015) [IDP]

[Essential] Late

Some SLoAs are completed ‐ the remaining are either reported as Late with a plan for implementation or No plan (implementation plan yet to be developed). The Overall State Progress is "Late".

12/2017

ASP (By:12-2015)

AFP processing is included in system upgrade planned for late 2015. Flight plan message processing in ADEXP format planned with later major system upgrade.

Late

NATCON (Bodø) 12/2017

MIL (By:12-2015) ‐

Not Applicable

‐

FCM05 Implementation of interactive rolling NOP (By:12/2016) [IDP]

[Essential] Planned

‐ 12/2015

REG (By:12-2016)

CAA Norway is cooperating with FAB partners to identify the changes needed in regulatory procedures and national law, if any, to enable ASP and MIL to implement LARA and PRISMIL.

Planned

12/2015

ASP (By:12-2016) LARA and PRISMIL is planned for implementation during 2015.

Planned

12/2015

MIL (By:12-2016) ‐

Not Applicable

‐

APO (By:12-2016) ‐

No Plan

‐


INF04 Implement integrated briefing (By:12/2012)

Completed

Norway is at Level 4 ‐ the lack of integrated ATFM prevents to upgrade to Level 5. ‐

ASP (By:12-2012)

Norway has implemented level 4. The lack of integrated ATFM prevents Norway to upgrade to level 5.

Completed

‐

MIL (By:12-2012) ‐

Not Applicable

‐

ITY‐ADQ Ensure quality of aeronautical data and aeronautical information (By:07/2017)

[Essential] Late

Work in progress 07/2017

REG (By:07-2017) Work in progress

Late

07/2017

ASP (By:07-2017)

Avinor is in the Pre‐Project phase related to implementation of relevant parts of the ADQ‐IR. ANSP is integrated in the overall project plan in the Avinor group.

Planned

07/2017

MIL (By:07-2017) ‐

Not Applicable

‐

APO (By:07-2017)

Airport operator at Oslo ‐ Gardermoen Airport is integrated in the overall project plan in the Avinor Group.

Planned

07/2017

ITY‐AGDL Initial ATC air‐ground data link services above FL‐285 (By:02/2015)

[IDP]

[Essential] Late

‐ 02/2015

REG (By:02-2015)

Changes will be assessed when notified by the ANSP. ANSP preliminary plan indicates a notification Q1 2014

No Plan

02/2015

ASP (By:02-2015)

Implementation of air‐ground datalink is included in the upgrade plan for the current ATM‐system. Ground infrastructure implementation is planned in cooperation with other ANSP´s in the Borealis alliance and NEFAB.

Late

06/2016

MIL (By:-) MIL does not provide ATC services to civil flights

Not Applicable

‐

ITY‐AGVCS2 Implement air‐ground voice channel spacing requirements below FL195 (By:12/2020)

No Plan

Regulation (EU) No 1079/2012 has not yet been transposed into national regulation in Norway. ‐

REG (By:12-2018)

Regulation (EU) No 1079/2012 has not yet been transposed into national regulation in Norway.

No Plan

‐

ASP (By:12-2018)

Voice Communication Systems are compliant and all transceivers can be converted into 8.33 kHz. ANSP awaiting conversion plan and activities as mandated by NSA.

Planned

12/2017

MIL (By:12-2020) ‐

Missing Data

‐

APO (By:12-2018) ‐

Planned

12/2018


ITY‐COTR Implementation of ground‐ground automated co‐ordination processes (By:02/2015)

[Essential] Late

‐ 06/2016

REG (By:12-2012)

When changes to the existing automatic systems due to 1032/2006 ore 30/2009 are introduced, REG will ensure that safety assessment by all parties concerned is conducted prior to the changes taken place.

Late

02/2014

ASP (By:02-2015)

Current implementation activity identified in the NATCON development programme and will partly be delivered in conjunction with implementation of FPL 2012. This applies to regulation 1032/2006.

Late

06/2016

MIL (By:12-2012) ‐

Not Applicable

‐

ITY‐FMTP Apply a common flight message transfer protocol (FMTP) (By:12/2014)

[IDP]

Planned

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.

12/2014

REG (By:12-2014)

ANSP implementation progress is monitored and will be verified upon ANSP implementation.

Planned

12/2014

ASP (By:12-2014)

Implemented between Stavanger and Bodø ATCC in December 2011. Oslo ATCC planned upgraded in 2013. No implementation with external units yet. Planned for migration to IP v6 before 12/2014.

Partly

Completed

12/2014

MIL (By:12-2014) ‐

No Plan

12/2014

ITY‐SPI Surveillance performance and interoperability (By:12/2019)

Planned

SPI IR not implemented in national regulations, however Avinor has implemented most stakeholder actions.

02/2015

REG (By:12-2013) SPI IR not implemented in national regulations

No Plan

‐

ASP (By:02-2015)

Most stakeholder lines of actions are implemented by Avinor. A plan for a complete safety assessment of the total surveillance infrastructure needs to be developed.

Partly

Completed

02/2015

MIL (By:12-2019) ‐

Missing Data

‐

NAV03 Implementation of P‐RNAV (By:12/2012)


P‐RNAV STARs are implemented in some TMAs, and P‐RNAV SIDs are planned for some TMAs. Most SLoA´s are completed.

12/2013

REG (By:01-2005)

The provider is ISO 9001 certified to ensure the quality of published navigation data.

Completed

‐

ASP (By:12-2012)

P‐RNAV SID/STAR implemented in the Oslo AoR. P‐RNAV STAR implemented at Stavanger ‐ Sola and Bergen ‐ Flesland. Further deployment is planned in accordance with PBN Implementation Plan Norway.

Completed

01/2012

MIL (By:12-2012)

The Norwegian Military Authority has no Service Provision role, and only the MIL USE objectives are applicable. Mil aircraft are exempt P‐RNAV, however, the DA‐20s are fitted with P‐RNAV and the new transport aircraft C‐130J will be fitted with P‐RNAV by 2013.

Not Applicable

12/2013


NAV10 Implement APV procedures (By:12/2016) [IDP]

[Essential] Planned

‐ 12/2016

REG (By:04-2016)

National implementation plan for PBN completed 2009. In addition national regulations are amended with core requirements from PBN plan

Completed

04/2011

ASP (By:12-2016)

Action is included as a part of PBN Implementation Plan Norway in accordance with medium term implementation roadmap.

Planned

12/2016

MIL (By:12-2016) ‐

Not Applicable

‐

SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements (By:12/2011)

Completed

‐ 12/2012

REG (By:12-2011)

Ongoing consultation with stakeholders and a system is established to evalutate and implement new initiatives is in place

Completed

12/2012

ASP (By:12-2011)

Actions will be taken on the basis of the European Action Plan for Airspace Infringement risk reduction.

Completed

12/2011

MIL (By:12-2011) ‐

Not Applicable

12/2011

SAF11 Improve runway safety by preventing runway excursions (By:01/2018)

Planned

‐ 01/2018

REG (By:01-2018)

CAA has started an initiative to formally adopt follow‐up of safety initiatives.

Planned

01/2018

ASP (By:12-2014) ASP Action Plan under implementation

Planned

12/2014

MIL (By:01-2018) ‐

Missing Data

‐

APO (By:12-2014)

Airport implementation at Avinor Airports is synchronized with the ASP Action Plan

Planned

12/2014


Annexes

Annex A – Specialists involved in the LSSIP Process

LSSIP Co-ordination

LSSIP Focal Point for Norway Luftfartstilsynet Aslak Kjølstad

LSSIP Focal Point for ANSP Avinor Torbjørn Henriksen

LSSIP Focal Point for MIL Authority RNoAF Tor Petter Ekroll

LSSIP Contact Person for Norway EUROCONTROL Luca Dell’Orto

ESSIP Objective Implementation

ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL EIPR Objective Coordinator

National Stakeholder Specialist(s)

AOM13.1 R. BUCUROIU, O. MROWICKI, E. REUBER

O. CIOARA Einar S. Haugen

Hans Jacob Hofgaard

AOM19 G. ACAMPORA, O. MROWICKI


Hans Jacob Hofgaard

AOM20 R. BUCUROIU


Hans Jacob Hofgaard

AOM21 R. BUCUROIU O. CIOARA Hans Jacob Hofgaard

AOP01.2 P. ADAMSON P. VRANJKOVIC Espen Kurthi

AOP03 T. LICU P. VRANJKOVIC Espen Kurthi



AOP05 P. ADAMSON P. VRANJKOVIC Espen Kurthi

ATC02.2 B. BAKKER, S. DROZDOWSKI I. FEIJT Morten Skogø




ATC07.1 N. GAUTIER L. DELL’ORTO Morten Skogø

ATC12 N. GAUTIER L. DELL’ORTO Morten Skogø


ATC16 S. DROZDOWSKI L. DELL’ORTO Jesper Krogh


COM09 B. GASZTYCH, J. POUZET O. ALFARO Erling Bergersen

COM10 B. GASZTYCH, J. POUZET A. KOKONA Kjell Engkrogh

COM11 B. GASZTYCH, J. POUZET A. KOKONA Erling Bergersen

ENV01 P. ADAMSON B. HILL Espen Kurthi

ENV02 S. MAHONY, A. WATT B. HILL Espen Kurthi

FCM01 H. KOOLEN O. CIOARA Morten Skogø

FCM03 S. SMIDT O. CIOARA Morten Skogø

FCM04 M. RICHARD O. CIOARA Morten Skogø

FCM05 N. AGACDIKEN O. CIOARA Morten Skogø

INF04 P. MATERN A-P. FRANGOLHO Jan Gunnar Pedersen

ITY-ADQ M. UNTERREINER A-P. FRANGOLHO Inger Lise Gjerdebakken


ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL EIPR Objective Coordinator

National Stakeholder Specialist(s)

ITY-AGDL E. CERASI, S. DISSING A. KOKONA Michael Bell

ITY-AGVCS2 J. ROCA O. ALFARO Erling Bergersen

ITY-COTR S. MORTON L. DELL’ORTO Helge Bjertnæs

ITY-FMTP B. GASZTYCH, J. POUZET O. ALFARO Helge Bjertnæs

ITY-SPI M. BORELY, R. STEWART A-P. FRANGOLHO Kjetil Mosesen

NAV03 F. PAVLICEVIC A. KOKONA Einar S. Haugen

NAV10 R. FARNWORTH, F. PAVLICEVIC A. KOKONA Einar S. Haugen

SAF10 T. LICU I. FEIJT Anne Chavez

SAF11 S. LAWRENCE I. FEIJT Anne Chavez


Annex B – National Stakeholders Organisation Charts

CAA - Luftfartstilsynet - is under the responsibility of the 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.

The CAA has been moved from Oslo to Bodø and is fully operational at the new location since 1.1.2007.

The following chart shows the structure in Luftfartstilsynet:

IT-Services

Personnel

Licenses

International Relations

Legal

Competence Groups onRecreational

Helicopter

Fixed wing

Training

SAFA

Competence Groups on

Maintenance(Part 145/M)

Training (Part 147/66)

Air Navigation Services

Aerodromes

Part 21Finance

Information

Aviation Medicine

Flight Operations

Advisors

Trend Analysis/

Risk Assessment

Quality manager

HES

Director General

Aerodromes and ANS

Legal Affairs

Airworthiness (EASA)

Administrative Affairs

SecurityTrend

Analysis/Quality

IT-Services

Personnel

Licenses

International Relations

Legal

Competence Groups onRecreational

Helicopter

Fixed wing

Training

SAFA

Competence Groups on

Maintenance(Part 145/M)

Training (Part 147/66)

Air Navigation Services

Aerodromes

Part 21Finance

Information

Aviation Medicine

Flight Operations

Advisors

Trend Analysis/

Risk Assessment

Quality manager

HES

Director General

Aerodromes and ANS

Legal Affairs

Airworthiness (EASA)

Administrative Affairs

SecurityTrend

Analysis/Quality


ANS Provider

The Norwegian provider of Civil ANS (Avinor) is under the responsibility of the MoTC. It is, since 01 Jan 2003, a State owned limited company. Included in the ANS are the area control service offered to aircraft flying in Norway FIR and Bodø OFIR as well as approach and tower control service offered at 20 airports and Aerodrome FIS in 29 airports in Norway. Of these 49 airports, Avinor owns 46, of which a further 14 are owned and operated in association with the armed forces. FIS is provided in all Norwegian FIR to VFR flights that are in a not controlled area.

The following chart shows the structure of Avinor.

The following chart shows the Air Navigation Services Organisation of Avinor.

The corporate governance structure

of Avinor is as follows:

SUPERVISORY BOARD (10 members)

Chairman + 9 members

Members represent: 6 M of TC, 4 staff

EXECUTIVE BOARD (12 members)

CEO + 11 members

CEO appointed by Supervisory Board

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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 Defence Controllers, Investigation Board Officers, Maintenance- and Ground Support Personnel).

Additionally, the Military Aviation Authority is responsible for the Military Aircraft Registry, for the certification of military aircraft and equipment and regulation of Military Airfields.

The following structure shows the Military Aviation Organisation::


Annex C – Glossary of Abbreviations

Specific abbreviations for Norway LSSIP.

AAIB/N Aircraft Accident Investigation Board/Norway

BML Regulations for Military Aviation

BSL Regulations on Civil Aviation

CAA Civil Aviation Authority

MoTC Ministry of Transport and Communications

NATCON Norwegian Air Traffic Control System

NORAP The Norwegian Radar Programme

OSL Oslo Lufthavn AS (Airport)

RNoAF Royal Norwegian Air Force

SNAB Strategic Nordic Military ATM Board

SNAP Southern Norway Airspace Project

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