Local Single Sky ImPlementation (LSSIP) NORWAY

Year 2015 - Level 1

EUROCONTROL

Local Single Sky ImPlementation (LSSIP) NORWAY

LSSIP Year 2015 Norway Released Issue

DOCUMENT IDENTIFICATION SHEET

LSSIP for Norway

Infocentre Reference: 16/01/29-82

Document Identifier Edition: Year 2015

LSSIP Year 2015 Norway Edition Date: 25/04/2016

LSSIP Focal Point – Rajunesh SHANKAR E-mail: [email protected] ATM Inspector

State Focal Point

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

Unit DPS/PEPR

Status Intended for

Working Draft General Public

Draft Agency Stakeholders

Proposed Issue Restricted Audience

Released Issue

Accessible via: Internet (www.eurocontrol.int)

Path: Y:\03 LSSIP\1. LSSIP States\Norway (NO) - LDO\Year 2015\Released\LSSIP 2015 Norway Released.docx

LINKS TO REFERENCE DOCUMENTS

1 LSSIP Guidance Material http://www.eurocontrol.int/articles/lssip

2 ESSIP Plan Edition 2015 http://www.eurocontrol.int/pepr

3 European ATM Portal Working - https://www.eatmportal.eu/working

Public - https://www.atmmasterplan.eu/ 4 ESSIP Report 2014 http://www.eurocontrol.int/pepr

5 STATFOR Forecasts http://www.eurocontrol.int/statfor

6 Acronyms and abbreviations

http://www.eurocontrol.int/articles/glossaries

7 LSSIP Documents http://www.eurocontrol.int/articles/lssip

8 National AIP https://www.ippc.no/norway_aip/current/index.html

9 FAB Performance Plan https://www.eurocontrol.int/articles/ses-performance-scheme-reference-period-2-2015-2019


APPROVAL SHEET

With reference to e-mails received from the Chief Executive Officer of Avinor AS (CAA document reference 16/03478-03), Chief Executive Officer of Avinor ANS AS (CAA-N document reference 16/03478-02) and the managing Director of Oslo Lufthavn AS (CAA-N document reference 16/03478-04), the Civil Aviation Authority – Norway is authorized to sign the 2015 Norwegian Local Single Sky Implementation plan, level 1 (CAA-N document reference 16/03478-05) on behalf of the above mentioned stakeholders.


TABLE OF CONTENTS

Executive Summary ................................................................................................................................. 1

Introduction .............................................................................................................................................. 4

National ATM Environment ................................................................................................... 5 Chapter 1 -1.1 Geographical Scope ................................................................................................................ 5

1.1.1 International Membership ......................................................................................................... 5 1.1.2 Geographical description of the FIR(s) ..................................................................................... 5 1.1.3 Airspace Classification and Organisation ................................................................................. 6

1.2 National Stakeholders .............................................................................................................. 6 1.2.1 Civil Regulator(s) ...................................................................................................................... 6 1.2.2 ANSP(s) .................................................................................................................................... 7 1.2.3 Airports ...................................................................................................................................... 8 1.2.4 Military Authorities ................................................................................................................... 10

Traffic and Capacity ............................................................................................................ 13 Chapter 2 -2.1 Evolution of traffic in Norway ................................................................................................. 13 2.2 Norway ACC SG North .......................................................................................................... 14

2.2.1 Traffic and en-route ATFM delays 2011-2020 ........................................................................ 14 2.2.2 Summer 2015 performance .................................................................................................... 14 2.2.3 Planning Period 2016-2020 - Summer ................................................................................... 15

2.3 Norway ACC SG East ............................................................................................................ 16 2.3.1 Traffic and en-route ATFM delays 2011-2020 ........................................................................ 16 2.3.2 Summer 2015 performance .................................................................................................... 17 2.3.3 Planning Period 2016-2020 - Summer ................................................................................... 17

2.4 Norway ACC SG West ........................................................................................................... 18 2.4.1 Traffic and en-route ATFM delays 2011-2020 ........................................................................ 18 2.4.2 Summer 2015 performance .................................................................................................... 19 2.4.3 Planning Period 2016-2020 - Summer ................................................................................... 19

ESSIP Report recommendations ........................................................................................ 21 Chapter 3 -

National Projects ................................................................................................................. 22 Chapter 4 -

Regional Co-ordination ....................................................................................................... 25 Chapter 5 -5.1 FAB Co-ordination ................................................................................................................. 25 5.2 FAB Projects .......................................................................................................................... 26 5.3 Regional cooperation ............................................................................................................. 27

5.3.1 Regional Cooperation Initiatives ............................................................................................. 27 5.3.2 Regional Projects .................................................................................................................... 28

ESSIP Objective Implementation ....................................................................................... 30 Chapter 6 -6.1 Conventions ........................................................................................................................... 30 6.2 ESSIP Objectives Implementation progress .......................................................................... 31 6.3 Alignment of PCP with ESSIP Objectives and related progress ........................................... 50

ANNEXES

LSSIP Year 2015 Norway 1 Release Issue

Executive Summary

National ATM Context

No major stakeholder organizational changes have been identified during 2015; however it is decided that Oslo Lufthavn AS, the owner and operator of Oslo Airport, will be merged into Avinor AS and become a division under Avinor AS. Avinor Air Navigation Services AS was established in June 2014, and is 100% owned by Avinor AS.

The construction of the new terminal at Oslo Airport is progressing according to plan, and has not led to any significant delays or disturbance of the operations at the airport. During 2016, parts of the new terminal will be tested and gradually be taken into operation. The grand opening of the new terminal is set to 27. March 2017.

A new ATM system for Bodø Oceanic including data link services such as CPDLC and ADS-C were implemented in March 2015. An extensive upgrade of the main ATM system is planned in 2020.

In 2013, Avinor ANS initiated a project to develop and implement a remote tower solution for selected Avinor airports. In August 2015, a contract was signed with Kongsberg Defence System for the supply of remote towers to 15 airports with possible further expansion in the coming years. The goal is to have the first remote tower operational in 2018.

Traffic and Capacity

Traffic in Norway decreased by 2.6% during Summer 2015 (May to October), when compared to Summer 2014. The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between 0.3% and 2.8% throughout the planning cycle, with an average baseline growth of 1.8%.

The ACC capacity baseline was assessed to be at the same level as in Summer 2014. During the measured period, the average peak hour demand was 50 and the average peak 3 hour demand was 45. No problems are foreseen in the current planning cycle (2016-2020), provided that sufficient staffs are available during peak periods.

ESSIP Objective Implementation

The overall situation in the implementation of 2015 ESSIP Objectives in Norway has improved since 2014. A major upgrade of the ATM system planned in 2020 for Southern Norway and 2022 for Northern Norway will fulfil many of the ATM related objectives marked as late.

Implementation of AOM21.2 (Free Route Airspace) was completed 12 November 2015 together with NEFAB partners. Further system support is planned in the coming years to support cross border FRA and MTCD. AOM 19 (FUA) is planned to be fully operational in 2016.

AOP05 (A-CDM) was fully implemented including procedures for adverse conditions the 01.10.2015.

For ITY-ADQ a new ADQ compliant AIM system is planned operational in 2017.

For business reasons ITY-AGDL (Data Link) will not be implemented in the legacy ATM system and as a result, the implementation is planned together with the major upgrade of the ATM system in 2020 in line with the implementation deadline for Airspace Users.

New objectives such as AOP10 (TBS), AOP11 (AOP), and AOP12 (ATC clearances monitoring) are indicated as “No Plan” and work will be done in 2016 to develop a plan for these objectives.


LSSIP 2015 - Norway

* FOC Date

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

State-related ESSIP Objectives

<=

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

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

*

AOM19 Implement Advanced Airspace Management

*

AOM21.1 Implementation of Direct Routing [PCP]

[E] *

AOM21.2 Implement Free Route Airspace [PCP]

[E] *

AOP03 Improve runway safety by preventing runway incursions

*

ATC02.5 Implement ground based safety nets - Area Proximity Warning - level 2

*

ATC02.6 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2

*

ATC02.7 Implement ground based safety nets - Approach Path Monitor - level 2

*

ATC12.1 Implement automated support for conflict detection, resolution support information and conformance monitoring

*

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

*

ATC16 Implement ACAS II compliant with TCAS II change 7.1

*

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

*

COM10 Migrate from AFTN to AMHS

*

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

*

FCM01 Implement enhanced tactical flow management services

*

FCM03 Implement collaborative flight planning

*

FCM04 Implementation of Short Term ATFCM Measures - phase 1

FCM05 Implementation of interactive rolling NOP [PCP]

[E] *

FCM06 Traffic Complexity Assessment [PCP]

[E] *

INF04 Implement integrated briefing

*

INF07 Electronic Terrain and Obstacle Data (TOD)

*

ITY-ACID Aircraft identification

ITY-ADQ Ensure quality of aeronautical data and aeronautical information

*

ITY-AGDL Initial ATC air-ground data link services above FL-285

*

ITY-AGVCS2 Implement 8,33 kHz air-ground voice channel spacing below FL195

*


LSSIP 2015 - Norway

* FOC Date

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

ITY-COTR Implementation of ground-ground automated co-ordination processes

*

ITY-FMTP Apply a common flight message transfer protocol (FMTP)

*

ITY-SPI Surveillance performance and interoperability

*

NAV03 Implementation of P-RNAV

NAV10 Implement APV procedures

*

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

*

SAF11 Improve runway safety by preventing runway excursions

*

Airport-related ESSIP Objectives

<=

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

ENGM-Oslo Gardermoen Airport

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

*

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

*

AOP05 Implement Airport Collaborative Decision Making (CDM)

*

AOP10 Time Based Separation [PCP]

[E]

AOP11 Initial Airport Operations Plan [PCP]

[E] *

AOP12 Improve runway and airfield safety with ATC clearances monitoring

[PCP]

[E] *

ATC07.1 Implement AMAN tools and procedures

*

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

*

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 Gardermonen airport does not participate in this obj.)

Late

E= Essential – Master Plan Reference PCP = Pilot Common Project

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 short/medium term implementation 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 2015 describes the situation in the State at the end of December 2015.

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

Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organizations, the organizational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organization and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided in this chapter.

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 recommendations extracted from the ESSIP Report which are relevant to the state/stakeholders concerned. The state reports how they have handled those recommendations and the actions taken during the year to address the concerns expressed by those recommendations;

Chapter 4 provides a set of the main ATM national projects which contribute directly to the implementation of the ATM MP OIs and/or Enablers and ESSIP related Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the states per each project included in this chapter;

Chapter 5 deals with the ATM Regional Coordination. It provides an overview of the FAB cooperation and Projects and also all other regional initiatives and Projects 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 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.

Note: 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.


National ATM Environment Chapter 1 -

1.1 Geographical Scope

1.1.1 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

1.1.2 Geographical description of the FIR(s)

The geographical scope of this document addresses the Norway FIR/UIR (since 27 Nov 2003 the Norwegian airspace is established as one single FIR/UIR). Control areas extend between 5500 FT and FL 660. In addition, controlled airspace in Norway also comprises 19 TMAs, and 20 CTRs.

Three offshore control areas, Ekofisk CTA (Established November 2015), Statfjord 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. The fourth offshore area (Balder CTA) is planned to be operational with controlled airspace early 2016.

Norway FIR is surrounded by FIRs of 6 States, namely United Kingdom (Scottish FIR), Iceland (Reykjavik FIR), Russia (Murmansk FIR), Finland (Finland FIR), Sweden (Sweden FIR) and Denmark (Copenhagen 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.


1.1.3 Airspace Classification and Organisation

Reference is made to AIP Norway:

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

1.2 National Stakeholders

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

Avinor AS - The Company owns state airports and plans civil aviation infrastructure. It provides airport and aviation safety services for passengers and airlines and other users of civil aviation installations. Avinor AS fully owns the following two limited companies:

Oslo Lufthavn AS - owner of Oslo Airport

Avinor Air Navigation Services AS (Avinor ANS AS) - the Norwegian Air Navigation Service Provider

Luftfartstilsynet - the Norwegian CAA

The Royal Norwegian Air Force - the Military Aviation Authority of Norway is responsible for Military Airworthiness, Operations and Airports.

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)

Avinor ANS AS Oslo Airport AS

Avinor AS

General AssemblyAvinor AS

Ministry of Transport and Communications

1.2.1 Civil Regulator(s)

1.2.1.1 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-N)

Luftfartsloven (Civil Aviation Act)

Safety Oversight Luftfartstilsynet (CAA-N)

As above 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

As above

Airspace As above

Economic As above

Environment As above

Security As above

Accident investigation Aircraft Accident Investigation

Board/Norway (AAIB/N)

Luftfartsloven (Civil Aviation Act) and the

Directive for the Accident Investigation Board Norway


1.2.1.2 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 On this link, you can find the annual report for 2014 covering yearly activities of CAA-Norway (Luftfartstilsynet). The 2015 report is not yet published. http://www.luftfartstilsynet.no/incoming/Årsrapport_2014.pdf/BINARY/%C3%85rsrapport%202014.pdf

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

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

1.2.2 ANSP(s)

1.2.2.1 Avinor AS

Avinor AS is a state owned limited company fully owned by the Ministry of Transport and Communications. The company owns state airports and plans civil aviation infrastructure. It provides airport and aviation safety services for passengers and airlines and other users of civil aviation installations. AIS is provided by Avinor AS.

1.2.2.2 Avinor ANS AS

Avinor Air Navigation Services AS was established in June 2014 and acts as the largest ANSP in Norway. It is a limited company fully owned by Avinor AS. It provides aerodrome control and approach control services at airports and air traffic enroute services in Norwegian airspace in addition to performing maintenance and operation of the technical infrastructure relating to air navigation services in Norway.

Name of the ANSP: Avinor ANS AS

Governance: State owned limited company

Ownership:

Owned by Avinor AS

Services provided Y/N Comment

ATC en-route Y

ATC approach Y

ATC Airport(s) Y AFIS - Aerodrome Flight Information Services is provided by Avinor AS

AIS N AIS is provided by Avinor AS

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 On this link, you can find the final report for 2014 and an interim report for 2015 covering yearly activities of the ANSP. https://avinor.no/en/corporate/about-us/reports/reports

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


1.2.2.3 ATC systems in use

FDPS

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

Upgrade1 of the ATC system is performed or planned? 2015/2016

Replacement of the ATC system by the new one is planned? 2020 (Sector Group West, East and TMA) 2022 (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

Upgrade1 of the ATC system is performed or planned? 2015/2016

Replacement of the ATC system by the new one is planned? Tracking functions in legacy SDPS will be replaced by ARTAS Multi-sensor tracker in 2016.

ATC Unit Norway ACC (Sector Group North, West, East and TMA)

1.2.2.4 ATC units

The ACC unit in the Norwegian airspace, which are of concern to this LSSIP, is the Norway ACC.

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

Norway ACC Norway FIR

-Sector Group North 6 (7)* 3 Incl. 1 offshore sector

-Sector Group West 12 1 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 5 when including the Bodø Oceanic Control sector (not within the geographical scope of this LSSIP).

The Norway ACC is split into 4 Sector Groups (SG) located on 3 different locations. SG North is located in Bodø, SG West is located in Stavanger and SG East and TMA are located in Oslo (Røyken).

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 either at the local airport or as a dedicated centralised service providing APP control to more than one airport in a region.

1.2.3 Airports

1.2.3.1 General information

The main airports in Norway are owned and operated by Avinor AS. 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 ANS AS.

Torp Sandefjord Lufthavn: The 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 ANS AS.

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


Moss Lufthavn Rygge: The Airport is owned and operated by Rygge Sivile Lufthavn AS (RSL AS). RSL AS is mainly owned by private investors. ATS is provided by Avinor ANS AS.

Four airports in Norway are operated by the Royal Norwegian Air Force. Avinor provides ATS to all of these airports. Avinor operates civil passenger terminals on three of the military operated airports (Bodø, Bardufoss and Andøya Airports). At the one remaining airport, civil passenger terminals are operated by another company (Ørland Airport).

The following AFIS airports are privately owned and are fully operated by the owners; Skien, Notodden, Stord, Ny Ålesund and Svea.


1.2.3.2 Airport(s) covered by the LSSIP

Referring to the List of Airports in the ESSIP Plan – Part I Section 4, it is up to the individual State to

decide which additional airports will be reported through LSSIP for those objectives.

In Norway, only Oslo Airport Gardermoen is covered in this LSSIP.

1.2.4 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.

1.2.4.1 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 (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 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:

Means used to inform airspace users (other than military) about these provisions:

Means used to inform airspace users (other than military) about these provisions:


Oversight

1.2.4.2 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:

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


1.2.4.3 User role

1.2.4.4 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 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 Mode S N ACAS Y

Others:

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

FUA Level 1 implemented: Y




Traffic and Capacity Chapter 2 -

2.1 Evolution of traffic in Norway

2015

Traffic in Norway decreased by 2.6% during Summer 2015 (May to October), when compared to Summer 2014.

2016-2020

The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between 0.3% and 2.8% throughout the planning cycle, with an average baseline growth of 1.8%.

0

100.000

200.000

300.000

400.000

500.000

600.000

700.000

800.000

2011 A 2012 A 2013 A 2014 A 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F

IFR

flig

hts

Norway - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast A = ActualF = Forecast

2012 A 2013 A 2014 A 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F

H -1.2% 4.2% 1.6% 1.3% 1.3% 5.5% 1.8%

B 4.2% 4.0% 1.4% -1.4% 3.0% 1.2% 1.0% 0.8% 2.9% 1.0%

L -1.7% 1.4% -0.6% 0.2% 0.1% 0.3% -0.3%

ESRA08 B -2.4% -1.1% 1.7% 1.6% 2.3% 2.3% 2.3% 2.2% 2.7% 1.8%

EUROCONTROL Seven-Year Forecast (September 2015)IFR flights yearly growth

Norway


2.2 Norway ACC SG North

2.2.1 Traffic and en-route ATFM delays 2011-2020

2.2.2 Summer 2015 performance

Traffic Evolution 2015 Capacity Baseline En-route Delay (min/flight) - Summer Capacity

gap Ref value Actual

+0.8 % 57 (0%) 0.06 0.00 No

Average en-route delay per flight slightly decreased to zero min/flight in Summer 2015.

Capacity Plan: Sufficient capacity to meet expected demand Achieved Comments

SNAP (Southern Norway Airspace Project) Yes

Flexible rostering of ATC staff Yes

Recruitment and training to maintain number of air traffic controllers Yes

New ATM system in Bodo Oceanic Yes

Maximum configuration: 7 + 1 oceanic Yes

Summer 2015 performance assessment

The ACC capacity baseline was assessed to be at the same level as in Summer 2014. During the measured period, the average peak hour demand was 50 and the average peak 3 hour demand was 45.

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Peak Day Traffic 719 729 753 753 765

Summer Traffic 558 572 588 609 614

Yearly Traffic 544 555 565 589 588

Summer Traffic Forecast 630 629 629 628 643

High Traffic Forecast - Summer 634 636 638 640 669

Low Traffic Forecast - Summer 620 614 611 607 604

Summer enroute delay (all causes) 0.01 0.04 0.05 0.04 0.00

Yearly enroute delay (all causes) * 0.01 0.03 0.03 0.02 0.01

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

En

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ENBDACC - Traffic and en-route ATFM delays

*From 01/01/2015 to 31/10/2015


2.2.3 Planning Period 2016-2020 - Summer

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.

Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Free Route Airspace

Airspace Management Advanced FUA

Airport & TMA Network Integration

Cooperative Traffic Management

Airspace Procedures

Staffing Flexible rostering of ATC staff

Recruitment and training to maintain number of air traffic controllers

Technical Future ATM

System Capacity

Significant Events

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

Capacity increase p.a. Sufficient capacity to meet expected demand

Reference profile 0% 0% 0% 2% N/A

Additional information

2016 2017 2018 20190.09 0.10 0.10 0.110.05 0.05 0.06 0.07Summer

Annual

En-route ATFM delay breakdown - Reference ValuesENBDCTA

H 57 0% 58 2% 59 2% 60 2%

Ref. 57 0% 57 0% 57 0% 58 2%

L 57 0% 57 0% 57 0% 57 0%

Open 57 0% 57 0% 57 0% 58 2%

C/R 57 0% 57 0% 57 0% 58 2%

ACC2015

baseline 2016 2017 2018 2019

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

ENBD 57


2.3 Norway ACC SG East


2014 2015 2016 2017 2018 2019 2020

2016‐2019 Reference Capacity Profile 57 57 57 58

Capacity Profile ‐ Shortest Routes (Open) 57 57 57 58

Capacity Profile ‐ Current Routes 57 57 57 58

Capacity Profile ‐ High 57 58 59 60

Capacity Profile ‐ Low 57 57 57 57

Capacity Baseline 57 57

2016 ‐ 2020 Plan 57 58 59 60 60

0

10

20

30

40

50

60

70

Cap

acity profile (movements per hour)

ENBDCTA - Reference capacity profile and alternative scenarios

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Peak Day Traffic 1135 1135 1200 1224 1184

Summer Traffic 911 947 1018 1025 982

Yearly Traffic 884 898 949 961 924






0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

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0

200

400

600

800

1000

1200

1400

En

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ENOSACC - Traffic and en-route ATFM delays

*From 01/01/2015 to 31/10/2015

2016-2020 Planning Period Outlook

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





-4.2 % 88 (-3%) 0.13 0.10 No

Average en-route delay per flight increased from 0.01 minutes per flight in Summer 2014 to 0.10 minutes per flight in Summer 2015.

Planned Capacity Increase: sufficient to meet demand Achieved Comments

Additional controllers Yes


Maximum configuration: 7 sectors Yes Maximum 8 available


The capacity offered was measured with ACCESS at a level of 88, for an average peak demand of 78 (peak 1 hour) and 73 (peak 3 hour).



Capacity Plan

2016 2017 2018 2019 2020



Airport & TMA Network Integration


Airspace Procedures

Staffing Recruitment and training of air traffic controllers

Flexible rostering of ATC staff


System Capacity

Significant Events

Max sectors 8 8 8 8 8

Capacity increase p.a. Sufficient capacity to meet expected demand


Additional information

2016 2017 2018 20190.13 0.14 0.15 0.140.13 0.13 0.15 0.14

En-route ATFM delay breakdown - Reference ValuesENOSCTA

AnnualSummer

H 89 1% 90 1% 91 1% 93 2%

Ref. 88 0% 89 1% 90 1% 91 1%

L 88 0% 88 0% 88 0% 88 0%

Open 88 0% 89 1% 90 1% 91 1%

C/R 88 0% 89 1% 90 1% 91 1%

ACC2015

baseline 2016 2017 2018 2019

Profiles (hourly movements and % increase over previous year)

ENOS 88


2.4 Norway ACC SG West


2014 2015 2016 2017 2018 2019 2020







2016 ‐ 2020 Plan 89 90 91 93 93

50

55

60

65

70

75

80

85

90

95

100Cap


ENOSCTA - Reference capacity profile and alternative scenarios

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Peak Day Traffic 805 831 880 900 883

Summer Traffic 619 653 696 708 697

Yearly Traffic 588 625 663 677 664






0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

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0

100

200

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400

500

600

700

800

900

1000

En

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ENSVACC - Traffic and en-route ATFM delays

*From 01/01/2015 to 31/10/2015


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





-1.5 % 64 (+2%) 0.11 0.06 No

Average en-route delay per flight slightly decreased from 0.08 minutes per flight in Summer 2014 to 0.06 minutes per flight in Summer 2015.

Capacity Plan +10% Achieved Comments

SNAP (Southern Norway Airspace Project) Yes


Recruitment and training to maintain number of air traffic controllers Yes

Re-assessment of sector capacities with CAPAN No Planned now for 2016

Maximum configuration: 4 + 2 helicopter Yes


The capacity baseline of 64 was measured with ACCESS, indicating the capacity actually offered. During the measured period, the average peak demand was 59 (peak 1 hour) and 53 (peak 3 hour).



Capacity Plan

2016 2017 2018 2019 2020



Airport & TMA Network

Integration


Airspace Procedures

Staffing Flexible rostering of ATC staff

Recruitment and training to maintain number of air traffic controllers


System Capacity

Significant Events

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

Capacity increase p.a.

Sufficient capacity to meet expected demand


2016 2017 2018 20190.13 0.12 0.11 0.110.13 0.13 0.11 0.11

En-route ATFM delay breakdown - Reference ValuesENSVCTA

AnnualSummer

H 64 0% 64 0% 65 2% 67 3%

Ref. 64 0% 64 0% 64 0% 65 2%

L 64 0% 64 0% 64 0% 64 0%

Open 64 0% 64 0% 65 2% 65 0%

C/R 64 0% 64 0% 65 2% 65 0%

ACC2015

baseline 2016 2017 2018 2019

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

ENSV 64


2014 2015 2016 2017 2018 2019 2020







2016 ‐ 2020 Plan 64 64 65 67 67

20

25

30

35

40

45

50

55

60

65

70

Cap


ENSVCTA - Reference capacity profile and alternative scenarios


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


ESSIP Report recommendations Chapter 3 -

Recommendations issued from the ESSIP Report for 2014 applicable to Norway or all items that require corrective actions and improvements.

REC-2014-2

Local Stakeholders that declared delays in implementation of FCM01, AOP04.1, SAF10, INF04, NAV03, AOP03, ENV01, ITY-AGDL, ITY-ADQ, COM09, COM10, ITY-FMTP and ITY-COTR, to take corrective measures to reduce the implementation delays.

Local Stakeholders

Corrective actions taken:

YES

Description:

More than 75 percent of the mentioned objectives are either “Completed, Partly Completed or Planned”. The status for the objectives reported as late (FCM01, ITY-AGDL, ITY-ADQ and COM10) will be followed up closely the next years.

REC-2014-06

(equal to REC-2013-15)

The ANSPs within a FAB should coordinate their system renewal and capability evolution more closely in order to deliver larger scale performance improvements to customers.

FAB ANSPs

Corrective actions taken:

YES

Description:

Up-grading of the FAB partner’s ATM systems is a continuous process whereby new functionalities are regularly introduced in order to satisfy new regulatory requirements and evolving business needs. This process is harmonised and coordinated within NEFAB and as long as the new functionalities are in accordance with the interoperability regulation, the joint capability evolution is handled by focusing on the operational and technical interfaces connecting the different FAB partners. In this way the effect of having ATM systems provided by different system manufacturers is handled efficiently.

Within NEFAB common project plans for certain ESSIP objectives, e.g. AOM21.2, AOM19 and ITY-AGDL have been developed.

Such FAB-wide common project planning shall and will take place also for the remaining FAB-wide

interconnecting functionalities such as e.g. ITY-COTR, ITY-FMTP, ATC17, COM09 and COM10.


National Projects Chapter 4 -

Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references

Expected Contribution to the Key Performance Areas

AVINOR Air Navigation Services (NO)

ARTAS Integration (ARTAS)

The project will implement ARTAS as a Multi Sensor Tracker to provide system tracks to the ATM system.

Delayed, Planned operational in 2016.

Need more tuning in order to improve tracking in some areas.

ESSIP:ITY-ACID, ITY-SPI

OI-Steps: -

Other: -

Capacity: -

Safety: Better tracker performance will improve safety nets.

Environment: -

Cost-Efficiency: -

Bodø Oceanic ATM System (BOAS)

The BOAS system will replace the old ATM system for the Bodø Oceanic area. Bodø Oceanic is outside scope of SES regulation but the implementation of BOAS will enable more efficient flight profiles, automated coordination with adjacent centers through OLDI, CPDLC and ADS-C.

Complete The system went operational in 2015.

ESSIP:-

OI-Steps: -

Other: -

Capacity: Improved capacity

Safety: -

Environment: Better flight efficiency through more direct routing and more optimal cruising levels.

Cost-Efficiency: -

Ekofisk ADS-B Implementation

The project will implement ADS-B in the Ekofisk offshore sector as an enabler for controlled airpspace.

Complete Controlled airspace was implemented 19.11.2015.

ESSIP:ITY-ACID

OI-Steps: -

Other: -

Capacity: Implementation of SUR will improve the capacity in the offshore airspace

Safety: Implementation of SUR and upgrade to controlled airspace will improve the safety for the en-route segment.

Environment: Upgrade will enable more efficient flight profiles

Cost-Efficiency: The investment cost for implementing an ADS-B system in the offshore area compared to a radar installation is much lower.

Future ATM System (FAS)

The project will deliver a new ATM system built to handle future demands and fulfil PCP requirements.

The first Version of the ATM system is planned to be operational in 2020.

The project is in an early stage and the design phase will be done in 2016.

ESSIP:ATC02.5, ATC02.6, ATC02.7, ATC12.1, ATC17, FCM01, FCM03, FCM06, ITY-ACID, ITY-AGDL, ITY-COTR

OI-Steps: AUO-0301, CM-0101, CM-0103-

Capacity: Improved Capacity

Safety: Improved Safety due to implementation of New Safety Net functionality

Environment: -

Cost-Efficiency: Improved Cost efficiency




A, CM-0201, CM-0202, CM-0203, CM-0205, CM-0207-A, CM-0801, IS-0102

Other: -

NATCON South

Consolidation and update of ATM system platform for Southern Norway including Oslo ATCC and Stavanger ATCC. The upgrade is an enabler for implementation of Free Route Airspace.

Complete The project was completed in November 2015.

ESSIP:AOM21.2

OI-Steps: AOM-0401, AOM-0402, AOM-0501, AOM-0502, CM-0102-A

Other: -

Capacity: -

Safety: -

Environment: -

Cost-Efficiency: Reduced support costs through the reduction of number of supported platforms from three to two

Norwegian Radar, WAM, and ADS-B Implementation Project (NORWAM)

The NORWAM Project will implement surveillance according to the Avinor Surveillance Masterplan. The project is divided into "WAM Westcoast" that will cover WAM SUR for the western part of Norway and "Nationwide WAM and ADS-B" that will cover the rest of the country.

"WAM Westcoast" is delayed until 05.2016 and "Nationwide WAM and ADS-B" will be operational gradually from 12.2017 until 2020. In addition all MSSR's will be using Mode S by 12.2018.

NORWAM is under implementation.

ESSIP:ITY-ACID, ITY-SPI

OI-Steps: -

Other: -

Capacity: Improved SUR coverage contributes to reduced separation minima and improved capacity.

Safety: Improved SUR will improve safety.

Environment: Improved SUR coverage contributes to more optimal flight profiles resulting in reduced pollution.

Cost-Efficiency: WAM and ADS-B implementation have reduced investment and operational cost in comparison to radar.

Performance Based Navigation (PBN)

Implementation of PBN and APV on Norwegian airports according to the Norwegian PBN implementation plan.

Operational latest 31.12.2016.

The implementation is proceeding and several airports have implemented APV. The implementation will continue until 12.2016.

ESSIP:NAV10

OI-Steps: AOM-0602, AOM-0604

Other: -

Capacity: Increased capacity

Safety: Safety improvement due to gradual elimination of non-precision approaches will reduce the potential for CFIT.

Environment: -

Cost-Efficiency: Reduced investment cost

AVINOR AS (NO)




ADQ-implementation program (ADQ)

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.

Implementation planned 07.2017

Implementing ADQ-compliant AIM-system. Analysing data and data originator systems within Avinor.

ESSIP:ITY-ADQ

OI-Steps: IS-0202, IS-0204

Other: -

Capacity: -

Safety: -

Environment: -

Cost-Efficiency: -


Regional Co-ordination Chapter 5 -

5.1 FAB Co-ordination

North European Functional Airspace Block - NEFAB

NEFAB was established by Estonia, Finland, Latvia and Norway in 2012. NEFAB ANSPs have established a programme with the objective of managing projects and initiatives among the ANSPs in the cooperation.

The NEFAB Programme regularly develops and maintains 5 year business plans, and on that basis develops the annual business plans for use by NEFAB ANSPs in order to follow up NEFAB Programme projects and activities. The latest 5 year business plan is covering the period 2016 - 2020 with the annual plan and budget for 2016. The 5 year business plan describes the strategies for the period with key performance areas and strategic objectives. The annual plan transforms these strategies into concrete activities planned for each year with defined deliverables and milestones.

In November 2015 The NEFAB Target Concept Scenario 6 was implemented. The Target Concept is defined in the NEFAB Network Plan, composed of key elements being Free Route Airspace, Service Provision, ASM and FUA concepts as well as rules, procedures and ATM functionalities supporting the concept. The FRA is composed of three volumes being Estonia, Finland and Latvia as one seamless FRA above FL95, and Norway above FL135. FRA in Bodø Oceanic will be implemented above FL195 in accordance with the formal ICAO NAT procedures in summer 2016.

NEFAB FRA will be further developed by implementation of Scenario 8, i.e. NEFAB FRA to be one seamless FRA volume connected seamless with the Danish/Swedish FAB (see 5.3.1 Regional Cooperation Initiatives). Due to technical issues, all involved partners will plan and coordinate a final Implementation date for Scenario 8 later.

The individual ANSP´s in the FAB-cooperation will implement the required operational changes and technical support to enable the concept described in the NEFAB Target Concept.


5.2 FAB Projects



AVINOR Air Navigation Services (NO)

NEFAB Target Concept (Scenario 8)

Implement FRA in Bodoe Oceanic NAT region

Summer 2016 in accordance with ICAO procedures in NAT region

Active, on time ESSIP:AOM21.2

OI-Steps: AOM-0401, AOM-0402, AOM-0501, AOM-0502, CM-0102-A

Other: -

Capacity: Present or additional capacity

Safety: Present or improved safety

Environment: Present or improved, depending on airspace users

Cost-Efficiency: For the airspace users: improved cost efficiency

AVINOR Air Navigation Services (NO), EANS (EE), FINAVIA (FI), LGS (LV)

NEFAB Target Concept (Scenario 8)

Implement seamless FRA volume across all NEFAB States

To be decided

Late ESSIP:AOM19, AOM21.2

OI-Steps: AOM-0201, AOM-0202, AOM-0205, AOM-0401, AOM-0402, AOM-0501, AOM-0502, CM-0102-A, DCB-0203

Other: -






5.3 Regional cooperation

5.3.1 Regional Cooperation Initiatives

North European Free Route Airspace (NEFRA) programme

NEFAB is closely cooperating with DK SE FAB with an agreed concept to implement a continuous and seamless FRA from a user perspective across the two FABs (North European Free Route Airspace (NEFRA) Programme). The NEFRA concept is implementation of a seamless interface in Scenario 8 between the two FABs above FL285 (Danish-Swedish FAB FRA is above FL285). In November 2015, the first milestone of NEFRA (Scenario 6) was implemented with harmonized FPL rules for FRA operations across the two FABs. Scenario 8 with seamless operations across the two FABs is planned; however final implementation date will be decided together with all involved partners later.

Borealis Alliance

The Borealis Alliance Framework Agreement (AFA) is a legal document that sets up a framework for the business co-operation between 9 European ANSPs LFV (Sweden), Finavia (Finland), Avinor (Norway), ISAVIA (Iceland), Naviair (Denmark), EANS (Estonia), IAA (Ireland), LGS (Latvia) and NATS (UK). The vision of Borealis is to be the leading ANSP Alliance that enables its Members to drive better performance for stakeholders through business collaboration. 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, the Borealis Alliance initiated the Free Route Airspace (FRA) Programme to implement a multi-FAB FRA covering 3 FABs (NEFAB, DK-SE FAB and UK-IRL FAB) and Iceland. The Borealis 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 FRA volume to our customers (airspace users).

NORACON

NORACON, the NORth European and Austrian CONsortium, consists of nine members. Swedavia (Swedish airports) and eight European ANS providers: Austro Control (Austria), AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark).

The purpose of NORACONs membership in the SESAR Joint Undertaking is to ensure impact from the partners in the development of the future European ATM business.

NORACON will hand off its last deliverables in June 2016. The consortium is expected to be dissolved around 1st quarter 2017, after all commitments towards the SJU have been dealt with.


5.3.2 Regional Projects



AVINOR Air Navigation Services (NO), EANS (EE), FINAVIA (FI), IAA-ATS Provider (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK)

Borealis FRA Implementation of FRA in Scottish FIR, Interface with NEFAB and DK/SE FAB FRAs.

End of 2018 Active, on-time ESSIP:AOM19, AOM21.2


Other: -





Borealis FRA Implementation of FRA in London FIR, Interface with neighbouring FRA volumes Implementation of FRA in Icelandic Airspace, Interface with neighbouring FRA volumes

End 2021 Active, on time ESSIP:AOM19, AOM21.2


Other: -





AVINOR Air Navigation Services (NO), EANS (EE), FINAVIA (FI), LFV (SE), LGS (LV), Naviair (DK)

NEFRA phase 1 (Scenario 8)

Implementation of seamless interface of NEFAB FRA and DK/SE FAB FRA above FL285

To be decided

Late ESSIP:AOM19, AOM21.2


Other: -


Safety: Present of improved safety






NEFRA phase 2 (Scenario 8)

ATM systems upgrade and IFPS integration

End 2017 Active, on time ESSIP:AOM19, AOM21.2


Other: -






ESSIP Objective Implementation Chapter 6 -

6.1 Conventions

Two colour codes are used for each ESSIP Objective ‘box’:

o a colour code is used to show the Objective Scope in the Objective ID cell, and

o another colour code is used to show the Objective Progress in the State and for each national stakeholder.

Obj. ID (*) Obj. Title (By mm/yyyy of overall objective, inc non-State SloAs) Obj. Progress (**)

State’s high level progress statement State Impl. Date

REG (By:mm-yyyy) REG high level progress statement

APO. Progress (**)

APO Impl. Date ASP (By:mm-yyyy) ASP high level progress statement

ASP. Progress (**)

ASP Impl. Date MIL (By:mm-yyyy) MIL high level progress statement

MIL. Progress (**)

MIL Impl. Date APO (By:mm-yyyy) APO high level progress statement

APO. Progress (**)

APO Impl. Date

(*) Objective Scope Code: (**) Objective/Stakeholder Progress Code:

ECAC Completed No Plan

EU+ Partly Completed Not Applicable

Multi-N Planned Missing Data

APT Late


6.2 ESSIP Objectives Implementation progress

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

Planned

AAMS‐10a(EN), AIMS‐19b(EN), AOM‐0301(OI)

‐

Revision of national regulation (BSG G 2‐1) combined with implementation of ANSP procedures and training shall ensure a timely implementation

10/11/2016

[Objective coordinated with FAB partners: ‐]

REG (By:12/2018)

Luftfartstilsynet

CAA‐N will revise national legislation BSL G 2‐1 to implement EUROAT. ‐ Planned

10/11/2016

Mil. Authority CAA has started the process to complete the REG‐ SloAs independent of the progression of EUROAT, and will revise national regulation BSL G 2‐1

‐ Planned

10/11/2016

ASP (By:12/2018)

AVINOR Air Navigation Services

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

‐ Planned

10/11/2016

MIL (By:12/2018)

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

‐ Planned

10/11/2016

AOM19

Implement Advanced Airspace Management

Timescales:


Planned

AAMS‐11(EN), AOM‐0201(OI), AOM‐0202(OI), AOM‐0205(OI), AOM‐0401(OI), DCB‐0203(OI)

‐

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

30/06/2016

[Objective coordinated with FAB partners: FI,NO]

ASP (By:12/2016)

Mil. Authority LARA implementation is planned before June 2016 ‐ Late

30/06/2016


Some actions are already completed, while the rest is planned inside 2016. Implementation is part of the NEFAB/Borealis Free Route project.

Borealis FRA / Borealis FRA / NEFAB Target Concept / NEFRA phase 1 / NEFRA phase 2

Planned

30/06/2016


AOM21.1

Implementation of Direct Routing

Timescales:

Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017

[PCP]

[Essential] Not Applicable

AOM‐0401(OI), AOM‐0402(OI), AOM‐0500(OI) [E]

‐

Norway will in Cooperation With NEFAB and Borealis implement Free Route Airspace and therefore implementation of Direct Routing is not relevant.

‐


ASP (By:12/2017)


Avinor will in Cooperation With NEFAB and Borealis implement Free Route Airspace and therefore implementation of Direct Routing is not relevant.

‐ Not Applicable

‐

AOM21.2

Implement Free Route Airspace

Timescales:


[PCP]

[Essential] Completed

AOM‐0401(OI), AOM‐0402(OI), AOM‐0501(OI) [E], AOM‐0502(OI) [E], CM‐0102‐A(OI) [E]

‐

Cooperation on FAB level to ensure implementation in accordance with plan. First phase of implementation within NEFAB is completed. Second phase for implementation in NEFRA (NEFAB + DK/SE FABs) planned for June 2016.

12/11/2015

[Objective coordinated with FAB partners: FI,LV,NO]

ASP (By:12/2021)


FRA is implemented in cooperation with partners in NEFAB including necessary system improvements. Additional system support will be implemented later to meet PCP requirements.

Borealis FRA / Borealis FRA / NATCON South / NEFAB Target Concept / NEFAB Target Concept / NEFRA phase 1 / NEFRA phase 2

Completed

12/11/2015


AOP03

Improve runway safety by preventing runway incursions

Timescales:


Completed

AO‐0101(OI)

‐

Objective completed for all Avinor airports. Implementation in military airports with GAT has started 31/12/2013


REG (By:12/2013)

Luftfartstilsynet

‐ ‐ 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

31/12/2011

APO (By:12/2013)

Oslo Airport

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

Timescales:


Completed

AO‐0201(OI), CTE‐S02b(EN), CTE‐S03b(EN), CTE‐S04b(EN)

ENGM ‐ Oslo Gardermoen Airport

Completed with final approval during 2012. 30/06/2012


REG (By:12/2010)

Luftfartstilsynet

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

‐ Completed

31/12/2013

ASP (By:12/2011)


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

‐ Completed

30/04/2012

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.

‐ Completed

30/04/2012


AOP04.2

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level 2

Timescales:


Completed

AO‐0102(OI), AO‐0201(OI), CTE‐S02b(EN), CTE‐S03b(EN), CTE‐S04b(EN)


System enablers, procedures and training delivered and A‐SMGCS level 2 is implemented. 31/12/2014


ASP (By:12/2017)


Procedure development and training of staff is completed and A‐SMGCS Level 2 is operational.

‐ Completed

31/08/2012

APO (By:12/2017)

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

‐ Completed

30/09/2012

AOP05

Implement Airport Collaborative Decision Making (CDM)

Timescales:


Completed

AO‐0501(OI), AO‐0601(OI), AO‐0602(OI), AO‐0603(OI)


Implementation of Airport CDM is completed 10/2015. 01/10/2015


ASP (By:12/2016)


Overall implementation of Airport CDM planned for 01/2014. Specific procedures for adverse conditions implemented 01/10/2015.

‐ Completed

31/12/2015

APO (By:12/2016)

Oslo Airport Overall implementation of Airport CDM planned for 01/2014. Specific procedures for adverse conditions implemented 01/10/2015.

‐ Completed

01/10/2015

AOP10

Time Based Separation

Timescales:


[PCP]

[Essential] No Plan

AO‐0303(OI) [E]


Avinor ANS and Oslo Airport will initiate a study to identify necessary changes to implement TBS. Outcome of this study will give details needed to plan the implementation.

‐


REG (By:12/2023)

Luftfartstilsynet


‐ No Plan

‐

ASP (By:12/2023)



‐ No Plan

‐


AOP11

Initial Airport Operations Plan

Timescales:

Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021

[PCP]

[Essential] No Plan

AO‐0801‐A(OI) [E]


Oslo Airport consider whether they should implement AOP or not. This will be evaluated during 2016. ‐


ASP (By:12/2021)


‐ ‐ No Plan

‐

APO (By:12/2021)

Oslo Airport Oslo Airport consider whether they should implement AOP or not. This will be evaluated during 2016.

‐ No Plan

‐

AOP12

Improve runway and airfield safety with ATC clearances monitoring

Timescales:


[PCP]

[Essential] No Plan

AERODROME‐ATC‐36(EN), AO‐0104‐A(OI) [E]


Oslo Airport will in 2016 commence a study related to implementation of a new ATM system. Improved runway and airfield safety with ATC clearances monitoring will first be available when a New ATM system for Tower is implemented.

‐


ASP (By:12/2020)


Oslo Airport will in 2016 commence a study related to implementation of a new ATM system. Improved runway and airfield safety with ATC clearances monitoring will first be available when a New ATM system for Tower is implemented. At this stage it is correct to report "No Plan".

‐

No Plan

‐

APO (By:12/2020)

Oslo Airport

Oslo Airport will in 2016 commence a study related to implementation of a new ATM system. Improved runway and airfield safety with ATC cearances monitoring will first be available when a New ATM system for Tower is implemented. At this stage it is correct to report "No Plan".

‐

No Plan

‐

ATC02.5

Implement ground based safety nets ‐ Area Proximity Warning ‐ level 2

Timescales:


Late

CM‐0801(OI)

‐

Implementation will be planned as part of a major upgrade of the ATM system. The new ATM system is planned to be operational by 2020.

31/12/2020


ASP (By:12/2016)



Future ATM System

Late

31/12/2020


ATC02.6

Implement ground based safety nets ‐ Minimum Safe Altitude Warning ‐ level 2

Timescales:


Late

CM‐0801(OI)

‐


31/12/2020


ASP (By:12/2016)



Future ATM System

Late

31/12/2020

ATC02.7

Implement ground based safety nets ‐ Approach Path Monitor ‐ level 2

Timescales:


Late

CM‐0801(OI)

‐


31/12/2020


ASP (By:12/2016)



Future ATM System

Late

31/12/2020

ATC07.1

Implement AMAN tools and procedures

Timescales:


Completed

TS‐0102(OI)


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:12/2015)


Completed as part of the Oslo ASAP project ‐ Completed

30/04/2011


ATC12.1

Implement automated support for conflict detection, resolution support information and conformance monitoring

Timescales:


Planned

CM‐0202(OI), CM‐0203(OI), CM‐0205(OI), CM‐0207‐A(OI)

‐

MTCD and Monitoring Functions will be implemented with the new ATM system and planned operational befrore 31/12/2021.

31/12/2021


ASP (By:12/2021)


MTCD and Monitoring Functions will be implemented with the new ATM system and planned operational before 31/12/2021.

Future ATM System

Planned

31/12/2021

ATC15

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

Timescales:


Completed

TS‐0305(OI)

‐

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

30/04/2011


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.

‐ Completed

30/04/2011


ATC16

Implement ACAS II compliant with TCAS II change 7.1

Timescales:


Late

PRO‐AC‐21(EN)

‐

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 as reflecting MIL status.

31/12/2018


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.

‐

Completed

31/12/2015

ASP (By:03/2012)


Training Organization in Avinor FS AS 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 has 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 occurence reporting, investigation and analysis.

‐

Completed

‐

MIL (By:12/2015)

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

‐ Late

31/12/2018

ATC17

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer

Timescales:


Late

CM‐0201(OI)

‐

Full functionality will be availble after upgrade of the ATM system by end of 2020. 31/12/2020


ASP (By:12/2018)


Full functionality will be availble after upgrade of the ATM system by end of 2020.

Future ATM System

Late

31/12/2020


COM10

Migrate from AFTN to AMHS

Timescales:


Late

CTE‐C06c(EN)

‐

Basic AHMS is implemented. Implementation of Enhanced AHMS is pending national decisions. Detailed implementation activities will be planned accordingly.

31/12/2017


ASP (By:12/2014)


Basic AMHS by AFTN/AMHS gateway is operational. Implementation of extended AMHS is planned in 2017.

‐ Late

31/12/2017

COM11

Implementation of Voice over Internet Protocol (VoIP) in ATM

Timescales:


Planned

CTE‐C05a(EN)

‐

The ANSP has started initial planning, including dialogue with system suppliers and network service providers. First planned implementation is a VoIP VCS for HF communication for Bodø OAC. A mature implementation plan will be developed in 2016.

31/12/2020


ASP (By:12/2020)


Initial planning started, including dialogue with system suppliers and network service providers.

‐ Planned

31/12/2020

ENV01

Implement Continuous Descent Operations (CDO) techniques for environmental improvements

Timescales:


Partly Completed

AOM‐0701(OI)


CDA awareness camapaign and controller working methods implemented to allow for CDA under specific conditions. Initial trials with reporting from airline operators are done, but monitoring is not sufficiently systematic to provide exact data on effects of CDA. Complete and systematic monitoring is planned in 2016.

31/12/2016


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.

‐

Completed

31/12/2014

APO (By:12/2013)

Oslo Airport CDA implementation at airport is delivered through actions by the ANSP. ‐

Partly Completed

31/12/2016


ENV02

Implement Collaborative Environmental Management (CEM) at Airports

Timescales:


Completed

AO‐0703(OI), AO‐0705(OI), AO‐0706(OI)


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

31/12/2012


ASP (By:12/2016)


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

‐ Completed

31/12/2012

APO (By:12/2016)

Oslo Airport

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

31/12/2012

FCM01

Implement enhanced tactical flow management services

Timescales:


Late

IS‐0102(OI)

‐

A number of SLoA's are already implemented. The two remaining SLoA's (ASP06 and ASP07) will be implemented in the new ATM system, planned for 12/2020

31/12/2020


ASP (By:07/2014)

Oslo Airport DPI Message from Oslo Airport is (ASP08) is completed. ‐ Completed

‐


The most improtant SLoAs (ASP02, ASP03 and ASP04) are implemented. System generated messages to CFMU related to re‐routings and holding are not implemented, and is done manually.

Future ATM System

Late

31/12/2020

FCM03

Implement collaborative flight planning

Timescales:


Late

IS‐0102(OI)

‐

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".

31/12/2020


ASP (By:12/2017)


AFP processing is included in system upgrade planned for late mid 2016. Flight plan message processing in ADEXP format planned with a major system Upgrade in 2020.

Future ATM System

Late

31/12/2020


FCM04

Implementation of Short Term ATFCM Measures ‐ phase 1

(Outside Applicability Area)

Timescales:

‐ not applicable ‐

Not Applicable

DCB‐0205(OI)

‐

Not applicable for Norway ‐


ASP (By:12/2015)


N/A for Norway ‐ Not Applicable

‐

FCM05

Implementation of interactive rolling NOP

Timescales:


[PCP]

[Essential] Planned

AOM‐0202(OI), AOM‐0205(OI), DCB‐0102(OI), DCB‐0103‐A(OI) [E], IS‐0901‐A(OI) [E]

‐

LARA and PRISMIL are planned for implementation during June 2016. 31/12/2021


ASP (By:12/2017)


LARA and PRISMIL are planned for implementation during June 2016. ‐ Planned

30/06/2016

Mil. Authority ‐ ‐ Planned

30/06/2016

APO (By:12/2021)

Oslo Airport NM receives data through connection to EU ACA. Integration of AOP and NOP is not started yet.

‐

Partly Completed

31/12/2021

FCM06

Traffic Complexity Assessment

Timescales:


[PCP]

[Essential] Planned

CM‐0101(OI), CM‐0103‐A(OI) [E], IS‐0102(OI)

‐

The ANSP has technical support for these tools including procedures which will be implemted with the new ATM system Project planned operational during 2020.

31/12/2021


ASP (By:12/2021)


Technical support for these tools including procedures will be implemted with the new ATM system Project planned operational during 2020.

Future ATM System

Planned

31/12/2021


INF04

Implement integrated briefing

Timescales:


Completed

IS‐0201(OI)

‐

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

‐

INF07

Electronic Terrain and Obstacle Data (TOD)

Timescales:


Planned

AIMS‐16(EN)

‐

National TOD policy is in the planning stages and dialog between NSA and stakeholders is ongoing. Where appropriate, changes to State legislation will be initiated to ensure timely implementation. Regulator's national plan/policy is expected to be finished in 2016 with a close dialogue between ASP and regulator.

31/05/2018


REG (By:05/2018)

Luftfartstilsynet

The National TOD policy document is under production, but has not yet been finished. Dialog between NSA and stakeholders is ongoing.

‐ Planned

31/05/2018

ASP (By:05/2018)

AVINOR AS Waiting for national TOD policy to start detailed planning. ‐ Planned

31/05/2018

APO (By:05/2018)

Oslo Airport Airport operator at Oslo ‐ Gardermoen Airport will be part of the Avinor project plan for eTOD implementation. Also waiting for national policy.

‐ Planned

31/05/2018


ITY‐ACID

Aircraft identification

Timescales:

Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 Possible deferred compliance, only for services provided by military units or under military supervision, subject to conditions:: 02/01/2025

Planned

GSURV‐0101(EN)

‐

ACID Reg. 1206/2011 was incorporated into Norwegian Law via the EEA agreement as of 1 Jan 2015. The ANSP has a NORWAM project with plans to implement a Nationwide WAM system in Norway by 2020.

02/01/2020


ASP (By:01/2020)


The NORWAM system plan to implement a Nationwide WAM system in Norway by 2020. All MSSR radars will in addition be operating in Mode S.

ARTAS Integration / Ekofisk ADS‐B Implementation / Future ATM System / Norwegian Radar, WAM, and ADS‐B Implementation Project

Planned

02/01/2020

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

Late

IS‐0202(OI), IS‐0204(OI)

‐

Work is in progress to ensure the quality of aeronautical data and information with objectives planned as "Late" throughout 2015‐2017.

31/07/2017


REG (By:06/2017)

Luftfartstilsynet

Work is in progress to ensure the quality of aeronautical data and information with objectives planned as "Late" throughout 2015‐2017

‐ Late

31/07/2017

ASP (By:06/2017)

AVINOR AS New AIM system under implementation. ADQ‐implementation program

Planned

30/06/2017

APO (By:06/2017)

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

‐ Late

31/07/2017


ITY‐AGDL

Initial ATC air‐ground data link services above FL‐285

Timescales:

ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020

Late

AUO‐0301(OI), CTE‐C02b(EN)

‐

Changes will be assessed when notified by the ANSP. The ANSP has communicated that data link implementation will be delayed until 2020. A new ATM system is planned to be operational in 2020 which will implement data link functionalities. Necessary VDL Mode 2 infrastructure will be implemented accordingly.

05/02/2020

[Objective coordinated with FAB partners: FI,LV]

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 2020. A new ATM system is planned to be operational in 2020 which will implement data link functionalities.

‐

Late

05/02/2020

ASP (By:02/2018)


The new ATM system planned operational in 2020 will implement datalink functionalities. Necessary VDL Mode 2 infrastructure will be implemented accordingly.

Future ATM System

Late

30/06/2020

MIL (By:01/2019)

Mil. Authority MIL does not provide ATC services to civil flights ‐ Not Applicable

‐


ITY‐AGVCS2

Implement 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

Planned

CTE‐C01a(EN)

‐

Regulation (EU) No 1079/2012 as ammended by (EU) nr. 657/2013 has now been transposed into national regulation in Norway (BSL‐G 1‐2, § 2 nr. 4). This regulation does not apply to Svalbard. The NSA has formed a National Data Link working group in 2015 consisting of stakeholders and NSA to discuss a national implementation plan. The deliverables of the group should be available in 2016. Implementation date will be determined by the group and will be described in the National Plan.

31/12/2017


REG (By:12/2018)

Luftfartstilsynet

Regulation (EU) No 1079/2012 has now been transposed into national regulation in Norway.

‐ Planned

31/12/2017

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

31/12/2017

MIL (By:12/2020)

Mil. Authority No plan developed for MIL related SLoAs at this time ‐ No Plan

‐

APO (By:12/2018)

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

‐ Planned

31/12/2018


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 Systems serving ACCs providing services above FL285 in the airspace defined in Regulation (EU) 2015/310: 05/02/2018

Partly Completed

CM‐0201(OI)

‐

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 2020.

30/06/2020


ASP (By:02/2018)


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 2020.

Future ATM System

Partly Completed

30/06/2020

MIL (By:12/2012)

Mil. Authority ‐ ‐ Not Applicable

‐

ITY‐FMTP

Apply a 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

Completed

CTE‐C06(EN)

‐

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)


Implementation of FMTP is completed for Avinor ANS. Connection is established between Denmark and UK while connection to Sweden and Finland is pending.

‐ Completed

31/12/2014

MIL (By:12/2014)


31/12/2014


ITY‐SPI

Surveillance performance and interoperability

Timescales:

Entry intro force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 New aircraft capability: 08/06/2016 ELS in transport‐type State aircraft : 07/12/2017 EHS and ADS‐B Out in transport‐type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020

Partly Completed

GSURV‐0101(EN)

‐

Reg. 1207/2011 (SPI IR) was incorporated into Norwegian Law by National Regulation entering into force 15 July 2014.

07/06/2020


REG (By:02/2015)

Luftfartstilsynet

From 1 Jan 2015, Reg. 1207/2011 was incorporated into Norwegian Law via the EEA agreement.

‐ Completed

01/01/2015

ASP (By:02/2015)


All stakeholder lines of actions are implemented by Avinor.

ARTAS Integration / Norwegian Radar, WAM, and ADS‐B Implementation Project

Completed

05/02/2015

MIL (By:06/2020)

Mil. Authority No plans developed for MIL related SLoAs at this time. ‐ No Plan

‐

NAV03

Implementation of P‐RNAV

Timescales:


Completed

AOM‐0601(OI), AOM‐0602(OI), CTE‐N08(EN)

‐

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

31/12/2013


ASP (By:12/2023)


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

31/01/2012


NAV10

Implement APV procedures

Timescales:


Planned

AOM‐0602(OI), AOM‐0604(OI), CTE‐N06a(EN), CTE‐N06b(EN)

‐

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.

31/12/2016


REG (By:04/2016)

Luftfartstilsynet

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

‐ Completed

30/04/2011

ASP (By:12/2016)

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 07‐2018 (see also ITY‐ADQ).

‐ Late

31/07/2018


Action is included as a part of PBN Implementation Plan Norway in accordance with Implementation roadmap (2013‐2016).

Performance Based Navigation

Planned

31/12/2016

SAF10

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

Timescales:


Completed

CM‐0801(OI)

‐

‐ 31/12/2012


REG (By:12/2011)

Luftfartstilsynet

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

‐ Completed

31/12/2012

ASP (By:12/2011)


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

‐ Completed

31/12/2011

MIL (By:12/2011)


31/12/2011


SAF11

Improve runway safety by preventing runway excursions

Timescales:


Planned

PRO‐006a(EN)

‐

The EAPRE is included in CAA‐N follow‐up of Safety Initiatives, but no work is formally yet started. 31/01/2018


REG (By:01/2018)

Luftfartstilsynet

The EAPRE is included in CAA‐N follow‐up of Safety Initiatives, but no work is formally yet started.

‐ Planned

31/01/2018

ASP (By:12/2014)


ASP Action Plan implemented ‐ Completed

31/12/2014

APO (By:12/2014)

Oslo Airport ASP Action Plan implemented ‐ Completed

31/12/2014


6.3 Alignment of PCP with ESSIP Objectives and related progress


Annexes

Annex A – Specialists involved in the LSSIP Process

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP Focal Point for Norway Luftfartstilsynet Rajunesh Shankar

LSSIP Focal Point for NSA/CAA Luftfartstilsynet Rajunesh Shankar

LSSIP Focal Point for ANSP Avinor ANS AS Bjørn Hovland

LSSIP Focal Point for Airport Avinor ANS AS Bjørn Hovland

LSSIP Focal Point for Military RNoAF Hans Jørgen Nordskog

EUROCONTROL LSSIP Support

Function Directorate Name

LSSIP Contact Person for Norway DPS/PEPR Luca Dell’Orto

ESSIP Objective Implementation

ESSIP Objective

EUROCONTROL Objective Owners

EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist(s)

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

A. DYBOWSKA Morten Skogø

AOM19 G. ACAMPORA, O. MROWICKI A. DYBOWSKA Lars Eriksen

AOM21.1 R. BUCUROIU

A. DYBOWSKA Torgeir Slotte

Hans Jacob Hofgaard

AOM21.2 R. BUCUROIU

A. DYBOWSKA Torgeir Slotte

Hans Jacob Hofgaard

AOP03 T. LICU P. VRANJKOVIC Espen Kurthi

AOP04.1 P. ADAMSON P. VRANJKOVIC Johan Steinkjer

AOP04.2 P. ADAMSON P. VRANJKOVIC Johan Steinkjer

AOP05 P. ADAMSON P. VRANJKOVIC Gro Jære

AOP10 M. BIRENHEIDE B. HILL Johan Steinkjer

AOP11 M. BIRENHEIDE B. HILL Gro Jære

AOP12 M. BIRENHEIDE P. VRANJKOVIC Johan Steinkjer

ATC02.5 B. BAKKER, S. DROZDOWSKI I. FEIJT Torgeir Slotte



ATC07.1 P. CONROY, P. TERZIOSKI L. DELL’ORTO Torgeir Slotte

ATC12.1 P. TERZIOSKI L. DELL’ORTO Torgeir Slotte

ATC15 P. CONROY, P. TERZIOSKI L. DELL’ORTO Torgeir Slotte

ATC16 S. DROZDOWSKI L. DELL’ORTO Håvard Arne Mathlin

ATC17 S. MORTON L. DELL’ORTO Torgeir Slotte

COM10 Y. EYUBOGLU A. KOKONA Erling Bergersen

COM11 L. POPESCU A. KOKONA Hugo Frivåg


ESSIP Objective

EUROCONTROL Objective Owners

EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist(s)

ENV01 C. FABER B. HILL Johan Steinkjer

ENV02 S. MAHONY, A. WATT B. HILL Fredrik Nygaard

FCM01 H. KOOLEN O. CIOARA Torgeir Slotte

FCM03 TBD O. CIOARA Torgeir Slotte

FCM04 P. HOP O. CIOARA Lars Eriksen

FCM05 I. MENDES O. CIOARA Lars Eriksen

FCM06 P. HOP O. ALFARO Torgeir Slotte

INF04 P. MATERN A-P. FRANGOLHO Torgeir Slotte

INF07 A. PETROVSKY A-P. FRANGOLHO Torunn Carlsson

ITY-ACID A. DESMOND-KENNEDY O. CIOARA Kjetil Mosesen

ITY-ADQ M. UNTERREINER A-P. FRANGOLHO Torunn Carlsson

ITY-AGDL S. DISSING A. KOKONA Torgeir Slotte

ITY-AGVCS2 J POUZET O. ALFARO Hugo Frivåg

ITY-COTR S. MORTON L. DELL’ORTO Torgeir Slotte

ITY-FMTP L. POPESCU O. ALFARO Erling Bergersen

ITY-SPI M. BORELY, R. STEWART O. CIOARA Kjetil Mosesen

NAV03 F. PAVLICEVIC A. KOKONA Hans Petter Kristoffersen

NAV10 R. FARNWORTH A. KOKONA Hans Petter Kristoffersen

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:


ANS Provider

The Norwegian provider of Civil ANS (Avinor ANS AS) is under the responsibility of the MoTC and is a state owned limited company fully owned by Avinor AS. 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 FIS is provided in all Norwegian FIR to VFR flights flying in a non-controlled area.

The following chart shows the structure of Avinor AS:

The following chart shows the Avinor Air Navigation Services AS in more detail:

Board ofDirectors

Division Regional Airports

Bergen Airport, Flesland

Stavanger Airport, Sola

Trondheim Airport, Værnes

Avinor Air NavigationServices AS

Oslo Lufthavn AS

Corporate Staff

CEO


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

AF ATM Functionality

BML Regulations for Military Aviation

BSL Regulations on Civil Aviation

CAA Civil Aviation Authority

FT Fast Track

PCP Pilot Common Project

PDP Preliminary Deployment Programme

MoTC Ministry of Transport and Communications

NATCON Norwegian Air Traffic Control System

NORAP The Norwegian Radar Programme

OSL Oslo Lufthavn AS (Airport)

PCP Pilot Common Project

RNoAF Royal Norwegian Air Force

S-AF Sub ATM Functionality

SNAB Strategic Nordic Military ATM Board

SNAP Southern Norway Airspace Project

Local Single Sky ImPlementation (LSSIP) NORWAY

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