Year 2016 - Level 1
EUROCONTROL
Local Single Sky ImPlementation (LSSIP) NORWAY
LSSIP Year 2016 Norway Released Issue
Document Title LSSIP Year 2016 for Norway
Infocentre Reference 17/01/30/130
Date of Edition 04/04/2017
LSSIP Focal Point Rajunesh SHANKAR - [email protected]
LSSIP Contact Person Luca Dell’Orto - [email protected]
Status Released
Intended for Agency Stakeholders
Available in http://www.eurocontrol.int/articles/lssip
Reference Documents
LSSIP Documents http://www.eurocontrol.int/articles/lssip
LSSIP Guidance Material http://www.eurocontrol.int/articles/lssip
Master Plan Level 3 – Plan Edition 2016
http://www.eurocontrol.int/articles/european-atm-master-plan-level-3-implementation-plan
Master Plan Level 3 – Report Year 2015
http://www.eurocontrol.int/articles/european-atm-master-plan-level-3-implementation-report
European ATM Portal https://www.eatmportal.eu and http://www.atmmasterplan.eu/
STATFOR Forecasts http://www.eurocontrol.int/statfor
Acronyms and abbreviations http://www.eurocontrol.int/articles/glossaries
National AIP https://www.ippc.no/norway_aip/current/index.html
FAB Performance Plan https://www.eurocontrol.int/articles/ses-performance-scheme-reference-period-2-2015-2019
LSSIP Year 2016 Norway Released Issue
APPROVAL SHEET
With reference to e-mails received from the Chief Executive Officer of Avinor AS, Chief Executive Officer of Avinor ANS AS and the Royal Norwegian Air Force, the Civil Aviation Authority-Norway is authorized to sign the 2016 Norwegian Local Single Sky Implementation Plan, Level 1 (CAA document reference 17/02862) on behalf of the above-mentioned stakeholders.
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CONTENTS
Chapter 1 National ATM Environment ...................................................................... 1 1.1. Geographical Scope ..................................................................................................... 1 1.1.1. International Membership ............................................................................................. 1 1.1.2. Geographical description of the FIR(s) ......................................................................... 1 1.1.3. Airspace Classification and Organisation ..................................................................... 2 1.2. National Stakeholders .................................................................................................. 2 1.2.1. Civil Regulator(s) .......................................................................................................... 3 1.2.2. ANSP(s) ....................................................................................................................... 4 1.2.3. Airports ......................................................................................................................... 7 1.2.4. Military Authorities ........................................................................................................ 8
Chapter 2 Traffic and Capacity ............................................................................... 12 2.1. Evolution of traffic in Norway ...................................................................................... 12 2.2. NORWAY ACC- SECTOR GROUP NORTH .............................................................. 13 2.2.1. Traffic and en-route ATFM delays .............................................................................. 13 2.2.2. Performance summer 2016 ........................................................................................ 13 2.2.3. Planning Period 2017-2021 ........................................................................................ 14 2.3. NORWAY ACC – SECTOR GROUP EAST ............................................................... 16 2.3.1. Traffic and en-route ATFM delays .............................................................................. 16 2.3.2. Performance summer 2016 ........................................................................................ 16 2.3.3. Planning Period 2017-2021 ........................................................................................ 17 2.4. NORWAY ACC – SECTOR GROUP WEST .............................................................. 19 2.4.1. Traffic and en-route ATFM delays .............................................................................. 19 2.4.2. Performance summer 2016 ........................................................................................ 19 2.4.3. Planning Period 2017-2021 ........................................................................................ 20
Chapter 3 Master Plan Level 3 Implementation Report recommendations ........... 22
Chapter 4 National Projects .................................................................................... 23
Chapter 5 Regional Co-ordination .......................................................................... 26 5.1. FAB Co-ordination ...................................................................................................... 26 5.2. FAB Projects .............................................................................................................. 28 5.3. Regional cooperation ................................................................................................. 30 5.3.1. Regional Cooperation Initiatives ................................................................................. 30 5.4. Regional Projects ....................................................................................................... 31
Chapter 6 Implementation Objectives Progress ..................................................... 33 6.1. State View .................................................................................................................. 33 6.1.1. Overall Objective Implementation ............................................................................... 33 6.1.2. Objective Progress per SESAR Key Feature ............................................................. 34 6.1.3. ICAO ASBU Implementation ...................................................................................... 38 6.2. Detailed Objectives Implementation progress ............................................................ 39 6.3. Additional Objectives for ICAO ASBU Monitoring ....................................................... 52
Annexes
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Executive Summary
National ATM Context
Norway remains committed to further developing the Single European Sky objectives, evolving the use of Functional Airspace Blocks and implementing Pilot Common Project requirements in support of the ATM Master Plan.
NEFAB is closely cooperating with DK SE FAB within an agreed concept to implement a continuous and seamless FRA from a user perspective across the two FABs (North European Free Route Airspace (NEFRA) Programme). First step of Scenario 8 was implemented in June 2016 with seamless cross-border FRA operations between NEFAB East (Estonia, Finland, Latvia) and DK-SE FAB. Seamless FRA interface with Norway will be finalised in May 2017 allowing unrestricted FRA operation across the borders of all six states in both FABs.
In 2016, CAA-Norway initiated plans to implement a significant organisational change effective 01.01.2017. The focus of the change is to improve strategic management, clarification of roles towards external stakeholders and building stronger internal multidisciplinary collaboration.
The Director General (DG) of CAA-Norway announced that he will step down from his position effective 01.01.2017. The Department of Transport and Communication has commenced a recruiting process with plans to appoint a new DG in early 2017. In the meantime, the Deputy DG will act as the DG of CAA-Norway.
Until 2016, Oslo Airport AS was a limited company owned by Avinor AS. However, in 2016, the company merged with Avinor AS and is no longer separate company. Avinor Flysikring AS provide ATS on Oslo Airport while CNS services are provided by Avinor AS.
An extensive upgrade of the main Norwegian ATM system is planned in 2020. This upgrade will facilitate the implementation of several LSSIP objectives between now and 2020. Avinor AS and Avinor Flysikring AS also have several large projects under way to improve ATM in Norway, described in detail in chapter 4.
In 2013, Avinor Flysikring AS initiated a project to develop and implement a remote tower solution for selected Avinor airports. In August 2015, a contract was signed with Kongsberg Defence System for the supply of remote towers to 15 airports with possible further expansion in the coming years. The project goal is to have the first remote tower operational in 2018.
The construction of the new terminal at Oslo Airport is progressing according to plan. During 2016, parts of the new terminal have been tested and gradually taken into operation. The official opening of the new terminal is planned for April 2017.
Torp Sandefjord Airport is owned and operated by Sandefjord Airport AS. 86.5 percent of the shares are county/municipally owned. 13.5 percent of the shares are owned by private investors. In 2016, Torp Sandefjord Airport released an international tender for the ATS service. Concluding this, Avinor Flysikring AS was awarded a service provision contract with a duration of 5 years.
Moss Airport, Rygge was closed for commercial traffic in 2016 and is taken over by the Royal Norwegian Air Force. ATS is provided by Avinor Flysikring AS.
Including the above-mentioned Moss Airport, Rygge, the Royal Norwegian Air Force operates at four airports in Norway with commercial traffic. Avinor provides ATS to all of these airports. Avinor operates civil passenger terminals on two of the military operated airports (Bardufoss and Andøya Airport). At Ørland Airport, another company operates the civil passenger terminals. Bodø Aerodrome operations were handed over from the Royal Norwegian Air Force to Avinor AS 01.08.2016.
The following AFIS airports are still privately owned and are fully operated by the owners; Notodden, Stord, Spitsbergen, Ny Ålesund and Svea Airports.
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12; 29%
14; 33%
1; 2%
10; 24%
5; 12%
Completed
Ongoing
Planned
Late
No Plan
Not Applicable
Missing Data
Undefined
A liaison from the Royal Norwegian Air Force has joined CAA-Norway to improve military coordination of airspace usage, facilitate consultation on regulatory matters concerning the military and safeguarding military interests within domains managed by CAA-Norway. The liaison has also contributed to facilitating the LSSIP process.
Traffic and Capacity
2016 Traffic in Norway decreased by 0.3% during Summer 2016 (May to October), when compared to Summer 2015.
2017-2021
The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between -1.1% and 2.2% throughout the planning cycle, with an average baseline growth of 0.4%.
Implementation Objectives Overview
Progress distribution for applicable Implementation Objectives
The overall situation in the implementation of 2016 Implementation Objectives in Norway has changed since 2015.
An extensive upgrade of the main Norwegian ATM system (Future ATM System, FAS) is planned in 2020. The FAS Project is separated into the FAS En-Route project managed by Avinor Flysikring AS and the FAS Tower project managed by Avinor AS, each with different implementation dates. This upgrade will facilitate the implementation of several Implementation Objectives between now and 2020. As a result of this
upgrade, the following Implementation Objectives will be implemented late:
ATC2.8 – Ground-based Safety Nets, ATC17 – Electronic Dialogue as automated assistance to controller during coordination and transfer, FCM03 – Collaborative flight planning, ITY-AGDL – Initial ATC air-ground data link service and FCM01 – Implement enhanced tactical flow management services.
The following Implementation Objectives will be implemented as part of the new FAS TWR ATM system but are marked as having no plan:
AOP12 - Improve runway and airfield safety with ATC clearances monitoring and AOP13 - Automated assistance to Controller for Surface Movement Planning and Routing.
The following objectives are late:
ENV01 – Continous Descent Operations at Oslo Airport still requires sufficient, systematic monitoring to provide exact data on the effects of CDA. Monitoring is expected to be completed in 2017.
ITY-ADQ – Avinor AS is in the process of implementing a new AIM system planned to be operation in 2018.
ITY-AGVCS – 12 state aircraft that fall in under the scope of Article 9 No 11 are identified and an exemption letter is sent to EFTA with a copy to EC and NM.
NAV10 – Action is included as a part of PBN Implementation Plan Norway in accordance with Implementation roadmap (2013-2016). Implementation planned to be finalised in 2017.
ATC16 – All aircraft operated by Norwegian operators are now modified and crews have completed the required training. This objective is marked "Late" as reflecting MIL status. MIL plans to be fully compliant by the end of 2018.
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The following Implementation Objectives have no plan:
AOP10 –Time Based Separation, AOP11 Initial Airport Operations Plan and FCM04.2 - Short Term ATFCM Measures (STAM) - phase 2.
Work is ongoing concerning 14 Implementation Objectives. At this time, there is no indication that those objectives will be completed late. To date, 12 objectives applicable to Norway have been completed.
Progress per SESAR Phase
The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1.2 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that three objectives – AOM19.1, FCM05 and NAV03 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases.
The objectives declared ‘Achieved’ in previous editions (up to, and including, ESSIP Edition 2011-2015) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State.
SESAR Baseline Implementation
2010 2019
67%
PCP Implementation
2015 2023
23%
Progress per SESAR Key Feature and Phase
The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph.
0%
46% 69% 67%
97%
3% 55%
Optimised ATM Network Services
Advanced Air Traffic Services High Performing
Airport Operations
18%
Enabling Aviation Infrastructure
LSSIP Year 2016 Norway 4 Released Issue
ICAO ASBUs Progress Implementation
The figure below shows the progress made so far in the implementation of the ICAO ASBUs for Block 0. The percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is explained in Chapter 6.1.3.
Block 0 2010 2018
74%
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Introduction
The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3) / LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2016, together with plans for the next years.
Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided;
Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level;
Chapter 3 provides a set of recommendations extracted from the MP L3 Implementation Report 2015 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 the main ATM national projects which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the State 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 aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the high-level information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.
Chapter 6.2 is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2016.
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.
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Chapter 1 National ATM Environment
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 (on 27 Nov 2003 the Norwegian airspace was established as one single FIR/UIR). Control areas extend between 5500 FT and FL 660. In addition, controlled airspace in Norway also comprises 19 TMAs, and 20 CTRs.
Four offshore control areas, Ekofisk CTA, Statfjord CTA and Balder CTA (Established in 2016) in the North Sea and Heidrun CTA in the Norwegian Sea, are established to support the helicopter traffic related to the Norwegian oil production.
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.
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1.1.3. Airspace Classification and Organisation
Reference is made to AIP Norway: https://ais.avinor.no/no/AIP/View/6/enr_en.html
1.2. National Stakeholders
The main National Stakeholders involved in ATM in Norway are the following:
Avinor AS - The Company owns state airports (including Oslo Airport from 2016) 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 is an ANSP delivering AIS and AFIS services in Norway. Avinor AS fully owns the following limited company:
o Avinor Flysikring AS (Avinor Air Navigation Services) - the main Air Navigation Service Provider in Norway.
o Svalbard Lufthavn AS – AFIS Provider at Longyearbyen Airport (Established in 2016)
Luftfartstilsynet - the Norwegian CAA
The Royal Norwegian Air Force - the Military Aviation Authority of Norway is responsible for Military Airworthiness, Operations and military airports.
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Their activities are detailed in the following subchapters and their relationships are shown in the diagram below.
Figure 1 Organisational overview
1.2.1. Civil Regulator(s)
General Information
Civil Aviation in Norway is the responsibility of the Ministry of Transport and Communications (MoTC). The different national entities having regulatory responsibilities in ATM are summarised in the table below. The CAA (Luftfartstilsynet) is further detailed in the following sections.
Activity in ATM: Organisation responsible
Legal Basis
Rule-making Luftfartstilsynet (CAA-N)
Luftfartsloven (Civil Aviation Act)
Safety Oversight Luftfartstilsynet (CAA-N)
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
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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 2015 covering yearly activities of CAA-Norway (Luftfartstilsynet). The 2016 report is not yet published. http://luftfartstilsynet.no/incoming/Årsrapport_2015.pdf/BINARY/%C3%85rsrapport%202015.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)
Service provided
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. Avinor AS is the certified provider of AIS and provides in addition AFIS and MET services in Norway and CNS services at Oslo Airport.
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Avinor Flysikring AS
Avinor Flysikring AS was established in June 2014 and acts as the major ANSP in Norway. It is a limited company fully owned by Avinor AS. Avinor Flysikring AS provides Air Traffic Services in Norwegian airspace including aerodrome control, approach control and en-route control. Avinor Flysikring AS perform in addition maintenance and operation of the technical infrastructure relating to air navigation services in Norway except CNS services at Oslo Airport.
Name of the ANSP: Avinor Flysikring 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 Avinor AS provides CNS services at Oslo Airport
MET Y Both Avinor AS and Avinor Flysikring AS 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 2015 and an interim report for 2016 covering yearly activities of the ANSP. https://avinor.no/en/corporate/about-us/reports/reports
Web address: http://www.avinor.no/en/
https://avinor.no/en/avinor-air-navigations-services/
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ATC systems in use
Main ANSP part of any technology alliance1 Y iTEC
FDPS
Specify the manufacturer of the ATC system currently in use: Indra
Upgrade2 of the ATC system is performed or planned? Jan 2017
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/ARTAS
Upgrade of the ATC system is performed or planned? 2016
Replacement of the ATC system by the new one is planned? Tracking functions in legacy SDPS was replaced by ARTAS Multi-sensor tracker in 2016.
ATC Unit Norway ACC (Sector Group North, West, East and TMA)
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 7 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).
1Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))
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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
General information
The main airports in Norway are owned and operated by Avinor AS. The following exceptions apply:
Until 2016, Oslo Lufthavn AS was a limited company owned by Avinor AS. In 2016, Oslo Lufthavn AS was merged with Avinor AS and is not a separate company. Avinor Flysikring AS provide ATS on Oslo Airport while CNS services are provided by Avinor 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 Flysikring AS.
Moss Lufthavn Rygge: The airport was closed for commercial traffic in 2016 and is taken over by the RNOAF. Avinor Flysikring AS provide ATS.
Including the above-mentioned Moss Lufthavn Rygge, the Royal Norwegian Air Force operates four airports in Norway. Avinor provides ATS to all of these airports. Avinor operates civil passenger terminals on two of the military operated airports (Bardufoss and Andøya Airport). At Ørland Airport, another company operates the civil passenger terminals. Bodø Aerodrome operations were handed over from the Royal Norwegian Air Force to Avinor AS 01.08.2016.
The following AFIS airports are privately owned and are fully operated by the owners; Notodden, Stord, Ny Ålesund and Svea. In 2016 the operation of Svalbard Lufthavn Longyearbyen was spun off into a separate company; the limited company Svalbard Lufthavn AS, wholly owned by Avinor AS. Svalbard Lufthavn AS is a certified provider of flight information services (sub-service AFIS), alerting meteorological services.
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Airport(s) covered by the LSSIP
APO SloAs are contained in the following objectives: ENV, AOP, ITY-ADQ and SAF11.
In addition to the List of Airports in Annex E of the European ATM Master Plan Level 3 Implementation Plan – Edition 2016, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives.
In Norway, only Oslo 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).
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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.
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:
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: -
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Oversight
Service Provision role
Military ANSP providing GAT services SES certified?
N/A If YES, since:
N/A Duration of the Certificate:
N/A
Certificate issued by: N/A -
Additional Information:
OAT GAT
National oversight body for OAT: Military Aviation Authority
NSA (as per BSL G 1-1) for GAT services provided by the military: N/A
Additional information: - Additional information: -
OAT GAT
Services Provided: Services Provided:
En-Route Avinor Flysikring En-Route Avinor Flysikring
Approach/TMA Avinor Flysikring Approach/TMA Avinor Flysikring
Airfield/TWR/GND
Avinor / Avinor Flysikring
Airfield/TWR/GND Avinor / Avinor Flysikring
AIS Avinor / Avinor Flysikring
AIS Avinor / Avinor Flysikring
MET The Norwegian Meteorological Institute
MET The Norwegian Meteorological Institute
SAR Joint Rescue Coordination Centres
SAR Joint Rescue Coordination Centres
TSA/TRA monitoring
Avinor Flysikring AS and RNoAF Air Defence Organisation
FIS Avinor / Avinor Flysikring
Other: Other: -
Additional Information: Only TSAs are established in Norway.
Additional Information: CRCs will on request from GAT provide traffic information service
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User role
Flexible Use of Airspace (FUA)
IFR inside controlled airspace, Military aircraft can fly?
OAT only GAT only Both OAT and GAT Y
If Military fly OAT-IFR inside controlled airspace, specify the available options:
Free Routing Y Within specific corridors only N
Within the regular (GAT) national route network Y Under radar control Y
Within a special OAT route system Y Under radar advisory service N
If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements:
No special arrangements N Exemption from Route Charges Y
Exemption from flow and capacity (ATFCM) measures N Provision of ATC in UHF 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
FUA Level 2 implemented: Y
FUA Level 3 implemented: Y
LSSIP Year 2016 Norway 12 Released Issue
Chapter 2 Traffic and Capacity
2.1. Evolution of traffic in Norway
2016 Traffic in Norway decreased by 0.3% during Summer 2016 (May to October), when compared to Summer 2015.
2017-2021
The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between -1.1% and 2.2% throughout the planning cycle, with an average baseline growth of 0.4%.
0
100.000
200.000
300.000
400.000
500.000
600.000
700.000
800.000
2012 A 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 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
2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 FH -0.7% 0.4% 2.7% 2.5% 3.2% 2.4% 2.5%B 4.0% 1.4% -2.5% -1.0% -1.4% 0.7% 0.9% 1.4% 0.7% 0.8%L -1.3% -2.9% -1.1% -0.4% -0.1% -0.8% -0.7%
ECAC B -1.1% 1.7% 1.6% 2.7% 1.4% 2.1% 2.1% 2.4% 1.9% 2.1%
EUROCONTROL Seven-Year Forecast (September 2016)IFR flights yearly growth
Norway
LSSIP Year 2016 Norway 13 Released Issue
2.2. NORWAY ACC- SECTOR GROUP NORTH
2.2.1. Traffic and en-route ATFM delays
2.2.2. Performance summer 2016
Traffic Evolution 2016 Capacity Baseline En‐route Delay (min/flight) ‐ Summer
Capacity gap Ref value Actual
+0.4 % 57 (0%) 0.05 0.00 No
Average enroute delay per flight slightly decreased to zero min/flight in Summer 2016.
Capacity Plan: Sufficient capacity to meet expected demand Achieved Comments
Free Route Airspace Yes
Flexible rostering of ATC staff Yes
Recruitment and training to maintain number of air traffic controllers Yes
Maximum configuration: 7 + 1 oceanic Yes 4 sectors were sufficient
Summer 2016 performance assessment
The ACC capacity baseline was assessed to be at the same level as in Summer 2015. During the measured period, the average peak hour demand was 49 and the average peak 3 hour demand was 45.
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Peak Day Traffic 729 753 753 765 749
Summer Traffic 572 588 609 614 616
Yearly Traffic 555 565 589 590 601
Summer Traffic Forecast 600 599 600 602 601
High Traffic Forecast - Summer 608 617 627 644 651
Low Traffic Forecast - Summer 589 582 582 574 568
Summer enroute delay (all causes) 0.04 0.05 0.04 0.00 0.00
Yearly enroute delay (all causes) * 0.03 0.03 0.02 0.00 0.00
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0
100
200
300
400
500
600
700
800
900
En
rou
te D
ela
y (m
inut
es
per
flig
ht)
IFR
flig
hts
(D
aily
Ave
rage
)
ENBDACC - Traffic and en-route ATFM delays
*From 01/01/2016 to 31/10/2016
LSSIP Year 2016 Norway 14 Released Issue
2.2.3. Planning Period 2017-2021
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
2017 2018 2019 2020 2021
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
Capacity
Significant Events
Max sectors 7 + 1 oceanic 7 + 1 oceanic 7 + 1 oceanic 7 + 1 oceanic 7 + 1 oceanic
Planned Annual Capacity Increase Sufficient capacity to meet expected demand
Reference Profile Annual % Increase 0% 0% 0% N/A N/A
Difference Capacity Plan v. Reference Profile
Sufficient capacity to meet expected demand N/A N/A
Annual Reference Value (min) 0.10 0.10 0.11 N/A N/A
Summer reference value (min) 0.05 0.06 0.07 N/A N/A
Additional information
H 57 0% 57 0% 58 2%
Ref. 57 0% 57 0% 57 0%
L 57 0% 57 0% 57 0%
Open 57 0% 57 0% 57 0%
C/R 57 0% 57 0% 57 0%
ACC2016
baseline 2017 2018 2019
ENBD 57
Profiles (hourly movements and % increase over previous year)Capacity Profiles
LSSIP Year 2016 Norway 15 Released Issue
0
1
2
3
4
5
6
7
8
9
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
Sectors available ‐ Summer 2017 ‐WD
0
1
2
3
4
5
6
7
8
9
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
Sectors available ‐ Summer 2017 ‐WE
2015 2016 2017 2018 2019 2020 2021
2017‐2019 Reference Capacity Profile 57 57 57
Capacity Profile ‐ Shortest Routes (Open) 57 57 57
Capacity Profile ‐ Current Routes 57 57 57
Capacity Profile ‐ High 57 57 58
Capacity Profile ‐ Low 57 57 57
Capacity Baseline 57 57
2017 ‐ 2021 Plan 57 57 58 58 58
0
10
20
30
40
50
60
70
Cap
acity profile (movemen
ts per hour)
ENBDCTA - Reference capacity profile and alternative scenarios
LSSIP Year 2016 Norway 16 Released Issue
2.3. NORWAY ACC – SECTOR GROUP EAST
2.3.1. Traffic and en-route ATFM delays
2.3.2. Performance summer 2016
Traffic Evolution 2016 Capacity Baseline En-route Delay (min/flight) - Summer Capacity
gap Ref value Actual
+6.9 % 88 (0%) 0.13 0.20 Yes
Average enroute delay per flight increased from 0.10 minutes per flight in Summer 2015 to 0.20 minutes per flight in Summer 2016.
63% of the delays were for reason ATC capacity, 22% for ATC staffing 13% for equipment and 3% for weather.
Planned Capacity Increase: sufficient to meet demand Achieved Comments
Free Route Airspace Yes
Recruitment and training of air traffic controllers Yes
Flexible rostering of ATC staff Yes
Maximum configuration: 6 sectors Yes 6 sectors were opened
Summer 2016 performance assessment
The capacity offered was estimated at a level of 88, for an average peak demand of 81 (peak 1 hour) and 76 (peak 3 hour).
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Peak Day Traffic 1135 1200 1224 1184 1249
Summer Traffic 947 1018 1025 982 1050
Yearly Traffic 898 949 961 931 1000
Summer Traffic Forecast 1042 1054 1072 1093 1108
High Traffic Forecast - Summer 1061 1099 1136 1183 1216
Low Traffic Forecast - Summer 1025 1013 1025 1020 1017
Summer enroute delay (all causes) 0.83 0.00 0.01 0.10 0.20
Yearly enroute delay (all causes) * 0.47 0.00 0.01 0.06 0.17
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0
200
400
600
800
1000
1200
1400
Enr
oute
De
lay
(min
ute
s p
er fl
igh
t)
IFR
flig
hts
(D
aily
Ave
rag
e)
ENOSACC - Traffic and en-route ATFM delays
*From 01/01/2016 to 31/10/2016
LSSIP Year 2016 Norway 17 Released Issue
2.3.3. Planning Period 2017-2021
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
2017 2018 2019 2020 2021
Free Route Airspace
Airspace Management Advanced FUA
Airport & TMA Network Integration
Cooperative Traffic Management
Airspace
Procedures
Staffing Recruitment and training of air traffic controllers
Flexible rostering of ATC staff
Technical Future ATM System
Capacity
Significant Events
Max sectors 6 6 6 6 6
Planned Annual Capacity Increase Sufficient capacity to meet expected demand
Reference Profile Annual % Increase 0% 1% 1% N/A N/A
Difference Capacity Plan v. Reference Profile
Sufficient capacity to meet expected demand N/A N/A
Annual Reference Value (min) 0.14 0.15 0.14 N/A N/A
Summer reference value (min) 0.13 0.15 0.14 N/A N/A
Additional information
H 90 2% 91 1% 93 2%
Ref. 88 0% 89 1% 90 1%
L 88 0% 88 0% 88 0%
Open 88 0% 89 1% 90 1%
C/R 88 0% 89 1% 90 1%
ACC2016
baseline 2017 2018 2019
ENOS 88
Profiles (hourly movements and % increase over previous year)Capacity Profiles
LSSIP Year 2016 Norway 18 Released Issue
0
1
2
3
4
5
6
7
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
Sectors available ‐ Summer 2017 ‐WD
0
1
2
3
4
5
6
7
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
Sectors available ‐ Summer 2017 ‐WE
2015 2016 2017 2018 2019 2020 2021
2017‐2019 Reference Capacity Profile 88 89 90
Capacity Profile ‐ Shortest Routes (Open) 88 89 90
Capacity Profile ‐ Current Routes 88 89 90
Capacity Profile ‐ High 90 91 93
Capacity Profile ‐ Low 88 88 88
Capacity Baseline 88 88
2017 ‐ 2021 Plan 90 91 93 93 93
0
10
20
30
40
50
60
70
80
90
100
Cap
acity profile (movemen
ts per hour)
ENOSECTA - Reference capacity profile and alternative scenarios
LSSIP Year 2016 Norway 19 Released Issue
2.4. NORWAY ACC – SECTOR GROUP WEST
2.4.1. Traffic and en-route ATFM delays
2.4.2. Performance summer 2016
Traffic Evolution 2016 Capacity Baseline En-route Delay (min/flight) - Summer Capacity
gap Ref value Actual
-2.2 % 64 (0%) 0.13 0.09 No
Average enroute delay per flight increased from 0.06 minutes per flight in Summer 2015 to 0.09 minutes per flight in Summer 2016.
Capacity Plan : sufficient capacity to meet demand Achieved Comments
Free Route Airspace Yes
Recruitment and training to maintain number of air traffic controllers Yes
Flexible rostering of ATC staff Yes
Maximum configuration: 4 + 2 helicopter Yes 5 sectors were opened
Summer 2016 performance assessment
The capacity baseline of 64 was measured with ACCESS, indicating the capacity actually offered. During the measured period, the average peak demand was 57 (peak 1 hour) and 52 (peak 3 hour).
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Peak Day Traffic 831 880 900 883 867
Summer Traffic 653 696 708 697 682
Yearly Traffic 625 663 677 661 652
Summer Traffic Forecast 681 689 697 709 716
High Traffic Forecast - Summer 691 711 727 752 769
Low Traffic Forecast - Summer 675 665 662 665 660
Summer enroute delay (all causes) 0.02 0.12 0.08 0.06 0.09
Yearly enroute delay (all causes) * 0.01 0.07 0.05 0.03 0.07
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0
100
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400
500
600
700
800
900
1000
Enr
oute
De
lay
(min
ute
s p
er fl
igh
t)
IFR
flig
hts
(D
aily
Ave
rag
e)
ENSVACC - Traffic and en-route ATFM delays
*From 01/01/2016 to 31/10/2016
LSSIP Year 2016 Norway 20 Released Issue
2.4.3. Planning Period 2017-2021
2015 2016 2017 2018 2019 2020 2021
2017‐2019 Reference Capacity Profile 64 64 64
Capacity Profile ‐ Shortest Routes (Open) 64 64 64
Capacity Profile ‐ Current Routes 64 64 64
Capacity Profile ‐ High 64 65 66
Capacity Profile ‐ Low 64 64 64
Capacity Baseline 64 64
2017 ‐ 2021 Plan 64 65 66 66 66
0
10
20
30
40
50
60
70
Cap
acity profile (movemen
ts per hour)
ENOSWCTA - Reference capacity profile and alternative scenarios
2017-2021 Planning Period Outlook
No problems are foreseen in the current planning cycle, provided that sufficient staff are available during peak periods
LSSIP Year 2016 Norway 21 Released Issue
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
Airspace Management Advanced FUA
Airport & TMA Network Integration
Cooperative Traffic Management
Airspace
Procedures
Staffing Recruitment and training of air traffic controllers
Flexible rostering of ATC staff
Technical Future ATM System
Capacity
Significant Events
Max sectors 4 + 2 helicopter 4 + 2 helicopter 4 + 2 helicopter 4 + 2 helicopter 4 + 2 helicopter
Planned Annual Capacity Increase Sufficient capacity to meet expected demand
Reference Profile Annual % Increase 0% 0% 0% N/A N/A
Difference Capacity Plan v. Reference Profile
Sufficient capacity to meet expected demand N/A N/A
Annual Reference Value (min) 0.12 0.10 0.11 N/A N/A
Summer reference value (min) 0.13 0.11 0.11 N/A N/A
Additional information
H 64 0% 65 2% 66 2%
Ref. 64 0% 64 0% 64 0%
L 64 0% 64 0% 64 0%
Open 64 0% 64 0% 64 0%
C/R 64 0% 64 0% 64 0%
ENSV 64
ACC2016
baseline 2017 2018 2019
Profiles (hourly movements and % increase over previous year)Capacity Profiles
0
1
2
3
4
5
6
7
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
Sectors available ‐ Summer 2017 ‐WD
0
1
2
3
4
5
6
7
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
Sectors available ‐ Summer 2017 ‐WE
LSSIP Year 2016 Norway 22 Released Issue
Chapter 3 Master Plan Level 3 Implementation Report recommendations
Recommendations issued from the European ATM Master Plan Level 3 Implementation Report 2015 applicable to Norway for all items that require corrective actions and improvements.
Reference
number Recommendation 2015 Ownership
REC-2015/1
Operational stakeholders should ensure that the pace of implementation of pre-SESAR elements is increased, or at least kept at the same level to ensure timely delivery of SESAR baseline.
All operational stakeholders
Corrective actions taken: NO Description: No specific actions in place other than the planned ongoing activities for implementation of pre-SESAR elements.
REC-2015/2
Local Stakeholders that declared delays in implementation of AOM19, FCM04, ATC07.1, ATC15, NAV10, ENV01, AOP04.1, ITY-ADQ, ITY-FMTP, INF07, COM10to take corrective measures to reduce the implementation delays, or at least ensure that these delays are not increased.
Local Stakeholders
Corrective actions taken: NO Description: No specific actions in place for these objectives, but the ongoing activities are progressing as planned.
REC-2015/7
ANSPs should use the momentum created by PCP funding opportunities to secure and achieve full interoperability in line with Master Plan Level 1 vision.
ANSPs benefiting from EU funding
Corrective actions taken: YES Description: Avinor Flysikring is applying for EU funding (INEA Call 2016) through the SESAR Deployment Manager.
LSSIP Year 2016 Norway 23 Released Issue
Chapter 4 National Projects
ADQ-implementation program (ADQ)
Organisation(s): AVINOR AS (NO) Type of project: National
Schedule: Implementation planned 07.2017
Status: Implementing ADQ-compliant AIM-system. Analyzing data and data originator systems within Avinor.
Description: The project will implement commission Regulation 73/2010, laying down requirements on the quality of aeronautical data and aeronautical information throughout Avinor's organization. Both for Avinor's aerodromes with regards to data origination, and for Avinor as ANSP with regards to AIM.
Link and references
ATM MP links: L3: ITY-ADQ
Other links: -
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
-
Project included in DP2016:
N Name/Code in DP2016: -
Performance contribution
Safety: -
Environment: -
Capacity: -
Cost-efficiency: -
Operational efficiency: -
AMHS Extended
Organisation(s): Avinor Flysikring AS (NO) Type of project: National
Schedule: Scheduled operational by March 2018
Status: Currently in a tender process. Contract award planned Q2 2017.
Description: The AMHS Extended Project will replace the current AFTN/CIDIN communication links between Norway and the connected nations, as part of fulfilling the interoperability requirements demanded by PCP Regulation EU No 716/2014, and be in position to send and receive messages with binary attachments. An AFTN-switch will still be part of the new architecture.
Link and references
ATM MP links: L3: COM10
Other links: -
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
-
Project included in DP2016:
N Name/Code in DP2016: -
Performance contribution
Safety: No impact
Environment: No impact
Capacity: No impact
Cost-efficiency: No impact
Operational efficiency: No impact
LSSIP Year 2016 Norway 24 Released Issue
ARTAS Integration (ARTAS)
Organisation(s): Avinor Flysikring AS (NO) Type of project: National
Schedule: Operational in Southern Norway from December 2016. Planned operational in Northern Norway in Q2 2017.
Status: On track
Description: The project will implement ARTAS as a Multi Sensor Tracker to provide system tracks to the ATM system.
Link and references
ATM MP links: L3: ITY-ACID, ITY-SPI
Other links: -
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
-
Project included in DP2016:
N Name/Code in DP2016: -
Performance contribution
Safety: ++ Better tracker performance will improve safety nets.
Environment: No impact
Capacity: No impact
Cost-efficiency: No impact
Operational efficiency: No impact
Future ATM System (FAS)
Organisation(s): Avinor Flysikring AS (NO) Type of project: National
Schedule: In 2016, Avinor Flysikring AS became part of the iTEC cooperation and will follow the common development of the future ATM system. The first version of the ATM system is planned to be oeprational in 2020.
Status: Ongoing
Description: The project will deliver a new ATM system built to handle future demands and fulfil PCP requirements.
Link and references
ATM MP links: L3: ATC12.1, ATC17, FCM03, FCM06, ITY-ACID, ITY-AGDL
Other links: -
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
-
Project included in DP2016:
N Name/Code in DP2016: -
Performance contribution
Safety: ++ Improved Safety due to implementation of New Safety Net functionality. Less human intervention is expected.
Environment: + The system will enable future operational concepts that will reduce the environmental impact.
Capacity: ++ The system upgrade will Improve Capacity.
Cost-efficiency: + Improved Cost efficiency is expected.
Operational efficiency: + Improved capacity, use of Datalink services like CPDLC and so on will imporve the operational ecfficiency.
LSSIP Year 2016 Norway 25 Released Issue
Norwegian Radar, WAM, and ADS-B Implementation Project (NORWAM)
Organisation(s): Avinor Flysikring AS (NO) Type of project: National
Schedule: Implementation of WAM and renewal of some of the MSSR's will carry on until end of 2019. 4 TMA WAM systems are planned operational in 2017 in addition to a ADS-B corridor between the Norwegian Mainland and Svalbard. The Surveillance Chain in Norway will be fully Mode S compliant before 2020.
Status: NORWAM is under implementation.
Description: The NORWAM Project will implement surveillance according to the Avinor Surveillance Masterplan. The nationwide surveillance will consist of a mix of WAM, ADS-B and MSSR.
Link and references
ATM MP links: L3: ITY-ACID, ITY-SPI
Other links: -
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
-
Project included in DP2016:
N Name/Code in DP2016: -
Performance contribution
Safety: ++ Improved SUR will improve safety.
Environment: + Improved SUR coverage contributes to more optimal flight profiles resulting in reduced pollution.
Capacity: ++ Improved SUR coverage contributes to reduced separation minima and improved capacity.
Cost-efficiency: + WAM and ADS-B implementation have reduced investment and operational cost in comparison to radar.
Operational efficiency: -
Performance Based Navigation (PBN)
Organisation(s): Avinor Flysikring AS (NO) Type of project: National
Schedule: Most of the airports are compliant, but some implementation will continue in 2017.
Status: The implementation are proceeding and several airports have implemented APV. The implementation will continue until 2017.
Description: Implementation of PBN and APV on Norwegian airports according to the Norwegian PBN implementation plan.
Link and references
ATM MP links: L3: NAV10
Other links: -
Project included in RP2 Performance Plan:
- Name/Code in RP2 Performance Plan:
-
Project included in DP2016:
N Name/Code in DP2016: -
Performance contribution
Safety: + Safety improvement due to gradual elimination of non-precision approaches will reduce the potential for CFIT.
Environment: -
Capacity: + Increased capacity
Cost-efficiency: + Reduced investment cost
Operational efficiency: -
LSSIP Year 2016 Norway 26 Released Issue
Chapter 5 Regional Co-ordination
5.1. FAB Co-ordination
Optimised ATM Network Services
* EUROCONTROL has issued "IFPS Users’ Manual - Edition 20.1 Date 22/11/2016" containing AFP-related changes. ANSPs have to test the part of AFP functioning in FRA environment.
Advanced Air Traffic Services
High Performing Airport Operations
All NEFAB ANSPs will implement automated ASM support system with the capability of AIXM 5.1 B2B data exchange with NM by end of 2017
All NEFAB ANSPs have nearly implemented the COTR (Avinor missing ASP08 & ASP09 due to ongoing system upgrade). Latvia has completed ITY-COTR.
The automatic exchange of the AFP messages will be implemented by the end of 2017 in all NEFAB ANSPs. Latvia has implemented the automatic exchange of AFP messages.
The implementation deadline for FRA traffic will be specified. *
Joint FAB project: NEFAB Free Route Airspace across the FAB above FL135 in Norway and above FL95 in Finland, Estonia and Latvia. Airspace scenarios and simulations weresupported by EUROCONTROL.
Basic AMAN implemented for major airports in Norway and Finland. Latvia plans to implement Basic AMAN in RIX within 2017.
PRNAV almost fully implemented, LGS partly. LGS plans to implement RNAV procedures by end 2018.
All main airports have implemented A-SMGCS level 1 and level 2; at Helsinki level 2 will become operational during 2017.
Airports CDM implemented fully by Helsinki and Oslo airports; others follow in line with the FOC.
DPI messages exchanged between Network Manager and both Helsinki and Oslo Airport.
LSSIP Year 2016 Norway 27 Released Issue
Enabling Aviation Infrastructure
NEFAB Safety KPIs SMI of 95% and RI of 95% were achieved. Level of Effectiveness of Safety management was Level C for EANS, Finavia and LGS, and D for Avinor. Present level will be maintained as a minimum but efforts will be addressed to minimize number of incidents.
The en-route ATFM delay in NEFAB in 2016 was 0.07 min per flight, which meets the FAB-wide KPI (0.12). The performance at national levels varied from 0.0 to 0.11. Capacity is presently sufficient and ATM systems are developed with regard to the growing capacity demand.
Cost efficiency will be improved along with the developments of the Operational Efficiency programs.
ANSPs are committed to protect their organisations and systems from cyber threats.
NEFAB Free Route Airspace implemented in NEFAB States in November 2015 is connected with the FRA in DK/SE FAB. Most enhancements to enable seamless cross-border FRA operations between both FABs were implemented in June 2016 and will be finalised in May 2017. The area is being further expanded in the Borealis FRA programme through establishing interfaces with FRA areas in UK/Ireland FAB and Iceland. Airspace users will perceive this as continuous FRA area across nine states maximising the benefits for customers.
In NEFAB airspace airlines can select between the fixed route network and free route operations. The NEFAB Free Route Airspace enables users to flight-plan and fly user-preferred trajectories. NEFAB Horizontal en route flight efficiency of the actual trajectory (KEA) in 2016 was 1.73%. The Union target requires inefficiencies in actual trajectories decrease to 2.60% by 2019.
All 4 ANSPs have technical readiness to replace X.25 with TCP/IP.
Due to institutional and technical reasons AGDL implementation is late for all ANSPs.
Estonia, Norway and Latvia implemented FMTP provisions; Finland plans FMTP to become operational during 2017.
Latvia, Norway and Finland are PENS users.
Estonia and Latvia moved from AFTN to AMHS (COM 10), Finland implemented basic AMHS in October 2016.
LSSIP Year 2016 Norway 28 Released Issue
5.2. FAB Projects
Kirkenes Cross-Border Area
Organisation(s): AVINOR AS (NO), FINAVIA (FI) Type of project: FAB
Schedule: 2015-2016
Status: Implemented
Description: In November 2016 Avinor and Finavia launched cross border ATS across the border of Finland and Norway, where Kirkenes Tower/Approach is now providing the services in parts of Finnish Airspace. The arrangement facilitates more efficient and safe flight operations for flights in and outbound Kirkenes Airport in Northern Norway serving the interests of airspace users. The cross border services in Kirkenes TMA are another result of the NEFAB development programme that is investigating airspace and service improvements for the benefit of the airlines and travellers.
Link and references
ATM MP links: -
Other links: -
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
-
Project included in DP2016:
N Name/Code in DP2016: -
Performance contribution
Safety: ++ Safety improvement of cross-border operations
Environment: N/A
Capacity: N/A
Cost-efficiency: + More efficient usage of resources
Operational efficiency: ++ Better integrated TMA operations
Cooperation Activities: -
LSSIP Year 2016 Norway 29 Released Issue
NEFAB FRA
Organisation(s): AVINOR AS (NO), EANS (EE), FINAVIA (FI), LGS (LV)
Type of project: FAB
Schedule: 2014 – 2017
Status: Work in progress
Description: Implementation of unrestricted and seamless FRA within NEFAB and implementation of FRA compliant procedures in Bodø Oceanic. Implementation of seamless FRA interface with Norway was postponed due to technical upgrade delay in Avinor ATM system. Revised solution of unrestricted FRA between Finland, Estonia and Latvia, and state-wide FRA in Norway were implemented in November 2015. FRA will be implemented in Bodø Oceanic from March 2017.Flight planning in Bodø Oceanic shall be done in accordance with ICAO Doc 7030.
Link and references
ATM MP links: L3: AOM21.2 L2: AOM-0500
Other links: Nill
Project included in RP2 Performance Plan:
N Name/Code in RP2 Performance Plan:
N/A
Project included in DP2016:
Y Name/Code in DP2016: 2015_227_AF3
Performance contribution
Safety: Safety levels remain unchanged
Environment: ++ Enables fly shorter routes and save time and fuel burn
Capacity: Present capacity
Cost-efficiency: + Small
Operational efficiency: ++ Optimised horizontal flight profiles
Cooperation Activities: -
LSSIP Year 2016 Norway 30 Released Issue
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 within 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 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 Phase 1 (Scenario 6) was implemented with harmonized FPL rules for FRA operations across the two FABs. First step of Scenario 8 was implemented in June 2016 with seamless cross-border FRA operations between NEFAB East (Estonia, Finland, Latvia) and DK-SE FAB . Seamless FRA interface with Norway will be finalised in May 2017 allowing unrestricted FRA operation across the borders of all six states in both FABs.
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 Borealis Alliance initiated the Free Route Airspace (FRA) Programme to implement a multi-FAB FRA by establishing interfaces between FRA areas in 3 FABs (NEFAB, DK-SE FAB and UK-IRL FAB) and Iceland. The Borealis concept of operation is based on the NEFRA concept, i.e. to connect the FRA volumes of 9 States seamlessly, so that these appear as one continuous FRA to our customers (airspace users).
LSSIP Year 2016 Norway 31 Released Issue
5.4. Regional Projects
Borealis FRA
Organisation(s): Avinor Flysikring AS (NO), EANS (EE), FINAVIA (FI), IAA-ATS Provider (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK)
Type of project: Regional
Schedule: 2015-2021
Status: Work in progress
Description: The Borealis FRA Programme aims at establishing interfaces between FRA areas in 3 FABs (NEFAB, DK-SE FAB and UK-IRL FAB) and Iceland. The Borealis concept of operations is based on the NEFRA concept, i.e. seamless FRA interfaces connecting FRA areas so that airspace users perceive it as one continuous FRA. This will be implemented in seven steps until 2021.
Link and references
ATM MP links: L3: AOM21.2
Other links: -
Project included in RP2 Performance Plan:
- Name/Code in RP2 Performance Plan:
-
Project included in DP2016:
Y Name/Code in DP2016: 2015_227_AF3
Performance contribution
Safety: Safety levels remain unchanged
Environment: ++ Enables fly shorter routes and save time and fuel burn
Capacity: Present or additional capacity
Cost-efficiency: Small
Operational efficiency: ++ Optimised horizontal flight profiles
Cooperation Activities: -
LSSIP Year 2016 Norway 32 Released Issue
NEFRA
Organisation(s): Avinor Flysikring AS (NO), EANS (EE), FINAVIA (FI), LFV (SE), LGS (LV), Naviair (DK)
Type of project: Regional
Schedule: 2014-2017
Status: Work in progress
Description: Implementation of Scenario 8 i.e. unrestricted and seamless FRA within NEFAB and interfacing it with DK/SE FRA; implementation of FRA in Bodø Oceanic. Implementation of Scenario 8 was postponed due to technical upgrade delay in Avinor ATM systems. Revised Scenario 6 with unrestricted FRA between Finland, Estonia and Latvia, State-wide FRA in Norway and harmonised FRA flight planning rules with DK/SE FAB were implemented in November 2015. First step of Scenario 8 was implemented in June 2016 with seamless cross-border FRA operations between NEFAB East (Estonia, Finland, Latvia) and DK-SE FAB. FRA will be implemented in Bodø Oceanic from March 2017. Flight planning in Bodø Oceanic shall be done in accordance with ICAO Doc 7030. Seamless FRA interface between Norway and NEFAB East/DK-SE FAB will be implemented in May 2017.
Link and references
ATM MP links: L3: AOM21.2 L2: AOM-0500
Other links: Nil
Project included in RP2 Performance Plan:
- Name/Code in RP2 Performance Plan:
-
Project included in DP2016:
Y Name/Code in DP2016: 2015_227_AF3
Performance contribution
Safety: Safety levels remain unchanged
Environment: ++ Enables fly shorter routes and save time and fuel burn
Capacity: Present or additional capacity
Cost-efficiency: Small
Operational efficiency: ++ Optimised horizontal flight profiles
Cooperation Activities: -
LSSIP Year 2016 Norway 11 Released Issue
12; 29%
14; 33%
1; 2%
10; 24%
5; 12%
Completed
Ongoing
Planned
Late
No Plan
Not Applicable
Missing Data
Undefined
Chapter 6 Implementation Objectives Progress
6.1. State View
6.1.1. Overall Objective Implementation
Progress distribution for applicable Implementation Objectives
The overall situation in the implementation of 2016 ESSIP Objectives in Norway has changed since 2015.
An extensive upgrade of the main Norwegian ATM system (Future ATM System, FAS) is planned in 2020. The FAS Project is separated into the FAS En-Route project managed by Avinor Flysikring AS and the FAS Tower project managed by Avinor AS, each with different implementation dates.
This upgrade will facilitate the implementation of several Implementation Objectives between now and 2020.
As a result, the following Implementation Objectives will be implemented late:
ATC2.8 – Ground-based Safety Nets, ATC17 – Electronic Dialogue as automated assistance to controller during coordination and transfer, FCM03 – Collaborative flight planning, ITY-AGDL – Initial ATC air-ground data link service and FCM01 – Implement enhanced tactical flow management services.
The following Implementation Objectives will be implemented as part of the new ATM system but are marked as having no plan:
AOP12 - Improve runway and airfield safety with ATC clearances monitoring and AOP13 - Automated assistance to Controller for Surface Movement Planning and Routing.
The following Objectives are late:
ENV01 – Continous Descent Operations at Oslo Airport still requires sufficient, systematic monitoring to provide exact data on the effects of CDA. Monitoring is expected to be completed in 2017.
ITY-ADQ – Avinor AS is in the process of implementing a new AIM system planned to be operation in 2018.
ITY-AGVCS – 12 state aircraft that fall in under the scope of Article 9 No 11 are identified and an exemption letter is sent to EFTA with a copy to EC and NM.
NAV10 – Action is included as a part of PBN Implementation Plan Norway in accordance with Implementation roadmap (2013-2016). Implementation planned to be finalized in 2017.
ATC16 – All aircraft operated by Norwegian operators are now modified and crews have completed the required training. This objective is marked "Late" as reflecting MIL status. MIL plans to be fully compliant by the end of 2018.
LSSIP Year 2016 Norway 12 Released Issue
The following Implementation Objectives have no plan:
AOP10 –Time Based Separation, AOP11 Initial Airport Operations Plan and FCM04.2 - Short Term ATFCM Measures (STAM) - phase 2.
Work is ongoing concerning 14 Implementation Objectives. At this time, there is no indication that those objectives will be completed late. To date, 12 objectives applicable to Norway have been completed.
6.1.2. Objective Progress per SESAR Key Feature
Legend:
## % = Expected completion / % Progress = Implementation Objective timeline (different colour per KF)
100% = Objective completed = Completion beyond Implementation Objective timeline
Optimised ATM Network Services
Average implementation progress: 30%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling
12%
AOM19.1 (PCP) ASM support tools to support A‐FUA 62%
AOM19.2 (PCP) ASM Management of real‐time airspace data 3%
AOM19.3 (PCP) ASM Management of real‐time airspace data 25%
FCM01 Enhanced tactical flow management services 80%
FCM03 Collaborative flight planning 53%
FCM04.1 STAM Phase 1
n/a
FCM04.2 (PCP) STAM Phase 2 0%
‐
FCM05 (PCP) Interactive rolling NOP 25%
FCM06 (PCP) Traffic Complexity Assessment 10%
LSSIP Year 2016 Norway 35 Released Issue
Advanced Air Traffic Services
Average implementation progress: 66%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
AOM21.1 (PCP) Direct Routing
n/a
AOM21.2 (PCP) Free Route Airspace 100%
ATC02.2 STCA Level 2 100%
ATC02.8 Ground‐based Safety Nets 10%
ATC07.1 AMAN tools and procedures
ENGM ‐ Oslo Gardermoen Airport 100%
ATC12.1 Automated support for conflict detection, resolution support information and conformance monitoring
10%
ATC15.1 Implement, in en‐route operations, information exchange tools & procedures in support of basic AMAN
100%
ATC15.2 (PCP) Arrival Management extended to en‐route airspace
2%
ATC16 ACAS II compliant with TCAS II change 7.1 87%
ATC17 Electronic dialogue as automated assistance to controller during coordination and transfer
10%
ENV01 Continuous Descent Operations
ENGM ‐ Oslo Gardermoen Airport 83%
ITY‐COTR Ground‐ground automated co‐ordination processes
100%
NAV03 (PCP) RNAV 1 100%
NAV10 APV procedures 60%
LSSIP Year 2016 Norway 36 Released Issue
High Performing Airport Operations
Average implementation progress: 54%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
AOP04.1 A‐SMGCS Level 1
ENGM ‐ Oslo Gardermoen Airport 100%
AOP04.2 A‐SMGCS Level 2
ENGM ‐ Oslo Gardermoen Airport 100%
AOP05 Airport CDM
ENGM ‐ Oslo Gardermoen Airport 100%
AOP10 (PCP) Time‐Based Separation
ENGM ‐ Oslo Gardermoen Airport ‐ 0%
AOP11 (PCP) Initial Airport Operations Plan
ENGM ‐ Oslo Gardermoen Airport ‐ 0%
AOP12 (PCP) Improve runway and airfield safety with ATC clearances monitoring
ENGM ‐ Oslo Gardermoen Airport ‐ 0%
AOP13 (PCP) Automated assistance to Controller for Surface Movement Planning and Routing
ENGM ‐ Oslo Gardermoen Airport ‐ 0%
ENV02 Collaborative Environmental Management
ENGM ‐ Oslo Gardermoen Airport 100%
SAF11 Improve runway safety by preventing runway excursions
82%
LSSIP Year 2016 Norway 37 Released Issue
Enabling Aviation Infrastructure Average implementation progress: 43%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
COM10 Migrate from AFTN to AMHS 55%
COM11 Voice over Internet Protocol (VoIP) 17%
FCM08 (PCP) Extended Flight Plan 0%
INF04 Integrated briefing 100%
INF07 Electronic Terrain and Obstacle Data (eTOD) 3%
ITY‐ACID Aircraft identification 43%
ITY‐ADQ Ensure quality of aeronautical data and aeronautical information
35%
ITY‐AGDL Initial ATC air‐ground data link services 12%
ITY‐AGVCS2 8,33 kHz air‐ground voice channel spacing below FL195
33%
ITY‐FMTP Common Flight Message Transfer Protocol 100%
ITY‐SPI Surveillance performance and interoperability 71%
LSSIP Year 2016 Norway 38 Released Issue
6.1.3. ICAO ASBU Implementation
The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle.
These results were determined using the LSSIP Year 2016 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/58 (European Air Navigation Planning Group).
Legend:
= Completed (during 2016 or before)
= Missing planning date
= Progress achieved in 2016 = Not applicable
<16 16 17 18 19 20 21 22 23 24 ≥25
B0‐APTA Optimization of Approach Procedures including vertical guidance
100%
60%
B0‐SURF Safety and Efficiency of Surface Operations (A‐SMGCS Level 1‐2)
100%
B0‐FICE Increased Interoperability, Efficiency and Capacity through Ground‐Ground Integration
100%
70%
B0‐DATM Service Improvement through Digital Aeronautical Information Management
100%
68%
B0‐ACAS ACAS Improvements 100%
87%
B0‐SNET Increased Effectiveness of Ground‐Based Safety Nets
100%
55%
B0‐ACDM Improved Airport Operations through 100%
B0‐RSEQ Improved Traffic flow through Runway sequencing (AMAN/DMAN)
100%
B0‐FRTO Improved Operations through Enhanced En‐Route Trajectories
100%
87%
B0‐NOPS Improved Flow Performance through Planning based on a Network‐Wide view
100%
66%
B0‐ASUR Initial capability for ground surveillance 100%
71%
B0‐CDO Improved Flexibility and Efficiency in Descent Profiles (CDO)
100%
92%
B0‐TBO Improved Safety and Efficiency through the initial application of Data Link En‐Route
100%
12%
LSSIP Year 2016 Norway 39 Released Issue
6.2. Detailed Objectives Implementation progress
Two colour codes are used for each Implementation 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.
(*) Objective Scope Code: (**) Objective/Stakeholder Progress Code:
ECAC Completed No Plan
EU+ Ongoing Not Applicable
Multi-N Planned Missing Data
APT Late
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
12% Ongoing
‐
Possible revision of national regulation (BSG G 2‐1) has been through public consultation but no clear conclusion has been reached. Work is still ongoing from CAA‐N's side. In addition, MIL and ANSP are responsible for the implementation of ANSP procedures and training to ensure a timely implementation.
31/12/2018
REG (By:12/2018)
Luftfartstilsynet
If deemed necessary, CAA‐N will revise national legislation BSL G 2‐1 to implement EUROAT.
‐ 10% Ongoing
31/12/2017
Mil. Authority If deemed necessary, CAA‐N will revise national legislation BSL G 2‐1 to implement EUROAT. MIL is in the process of revising Military regulations (BML).
‐ % Not Applicable
‐
ASP (By:12/2018)
Avinor Flysikring AS
Implement CAA regulation in local operational procedures and train staff in new procedures.
‐ 25% Ongoing
31/12/2018
MIL (By:12/2018)
Mil. Authority MAA will together with Avinor assess the different documents ‐ 3% Ongoing
31/12/2018
AOM19.1 (PCP)
ASM support tools to support A‐FUA Timescales: Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018
62% Ongoing
‐
Avinor Flysikring AS is ready for operational use, however the Norwegian Armed Forces is delayed in implementing LARA due to Cyber‐Security issues. Norwegian Armed Forces estimates that LARA will be implemented by April/May 2017.
31/12/2017
ASP (By:12/2018)
Avinor Flysikring AS
Avinor Flysikring AS is ready for operational use, however the Norwegian Armed Forces has yet to complete its system
‐ 62% Ongoing
31/12/2017
LSSIP Year 2016 Norway 40 Released Issue
AOM19.2 (PCP)
ASM Management of Real‐Time Airspace Data Timescales: Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021
3% Ongoing
‐
Functionality will be part of new ATM System implementation. Will upgrade local LARA implementation when required functionality is made available by EUROCONTROL.
31/12/2021
ASP (By:12/2021)
Avinor Flysikring AS
Functionality will be part of new ATM System implementation. Will upgrade local LARA implementation when required functionality is made available by EUROCONTROL.
‐ 3% Ongoing
31/12/2021
AOM19.3 (PCP)
Full rolling ASM/ATFCM process and ASM information sharing Timescales: Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021
25% Ongoing
‐
LARA system is procured and will be upgraded when functionality is available. 31/12/2021
ASP (By:12/2021)
Avinor Flysikring AS
LARA system is procured and will be upgraded when functionality is available.
‐ 25% Ongoing
31/12/2021
AOM21.1 (PCP)
Direct Routing (Outside Applicability Area) Timescales: ‐ not applicable ‐
% Not Applicable
‐
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 Flysikring AS
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 (PCP)
Free Route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021
100% Completed
‐
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
ASP (By:12/2021)
Avinor Flysikring AS
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 / NEFRA
100% Completed
12/11/2015
LSSIP Year 2016 Norway 41 Released Issue
AOP04.1
Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level1 Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011
100% Completed
ENGM ‐ Oslo Gardermoen Airport
Completed with final approval during 2012. 31/12/2013
REG (By:12/2010)
Luftfartstilsynet
An A‐SMGCS system has been approved. There is currently no plan to impement specific A‐SMGCS level 1 procedures in state regulations.
‐ 100% Completed
31/12/2013
ASP (By:12/2011)
Avinor Flysikring AS
ANSP action followed Airport Operator deployment of equipment and procedures. Final operational approval achied from regulator during 2012.
‐ 100% Completed
30/06/2012
APO (By:12/2010)
Oslo Airport Technical equipment available and procedures and training implemented, included training actions for the ANS provider. Final approval completed during 2012.
‐ 100% Completed
30/04/2012
AOP04.2
Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level 2 Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017
100% Completed
ENGM ‐ Oslo Gardermoen Airport
System enablers, procedures and training delivered and A‐SMGCS level 2 is implemented. 30/09/2012
ASP (By:12/2017)
Avinor Flysikring AS
Procedure development and training of staff is completed and A‐SMGCS Level 2 is operational.
‐ 100% Completed
30/09/2012
APO (By:12/2017)
Oslo Airport Operational implementation of alarm functions, operational procedures for level 2 and training programme is completed.
‐ 100% Completed
31/12/2010
AOP05
Airport Collaborative Decision Making (CDM) Timescales: Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016
100% Completed
ENGM ‐ Oslo Gardermoen Airport
Implementation of Airport CDM is completed 10/2015. 01/10/2015
ASP (By:12/2016)
Avinor Flysikring AS
Overall implementation of Airport CDM planned for 01/2014. Specific procedures for adverse conditions implemented 01/10/2015.
‐ 100% Completed
01/10/2015
APO (By:12/2016)
Oslo Airport Overall implementation of Airport CDM planned for 01/2014. Specific procedures for adverse conditions implemented 01/10/2015.
‐ 100% Completed
01/10/2015
LSSIP Year 2016 Norway 42 Released Issue
AOP10 (PCP)
Time Based Separation Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023
0% No Plan
ENGM ‐ Oslo Gardermoen Airport
Avinor Flysikring AS and Oslo Airport (Avinor) will initiate a study to identify necessary changes to implement TBS. Outcome of this study will give details needed to plan the implementation.
‐
REG (By:12/2023)
Luftfartstilsynet
Avinor Flysikring AS and Oslo Airport (Avinor) will initiate a study to identify necessary changes to implement TBS. Outcome of this study will give details needed to plan the implementation.
‐ 0%
No Plan
‐
ASP (By:12/2023)
Avinor Flysikring AS
Avinor Flysikring AS and Oslo Airport (Avinor) will initiate a study to identify necessary changes to implement TBS. Outcome of this study will give details needed to plan the implementation.
‐ 0%
No Plan
‐
AVINOR AS
Avinor Flysikring AS and Oslo Airport (Avinor) will initiate a study to identify necessary changes to implement TBS. Outcome of this study will give details needed to plan the implementation.
‐ 0%
No Plan
‐
AOP11 (PCP)
Initial Airport Operations Plan Timescales: Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021
0% No Plan
ENGM ‐ Oslo Gardermoen Airport
Oslo Airport (Avinor) consider whether they should implement AOP or not and will perform a prestudy before making the decision.
‐
ASP (By:12/2021)
Avinor Flysikring AS
Oslo Airport (Avinor) consider whether they should implement AOP or not and will perform a prestudy before making the decision.
‐ 0% No Plan
‐
AVINOR AS Oslo Airport (Avinor) consider whether they should implement AOP or not and will perform a prestudy before making the decision.
‐ 0% No Plan
‐
APO (By:12/2021)
AVINOR AS Oslo Airport (Avinor) consider whether they should implement AOP or not and will perform a prestudy before making the decision.
‐ 0% No Plan
‐
AOP12 (PCP)
Improve runway and airfield safety with ATC clearances monitoring Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020
0% No Plan
ENGM ‐ Oslo Gardermoen Airport
Improved runway and airfield safety with ATC clearances monitoring will first be available when a New ATM system for Tower is implemented.
‐
ASP (By:12/2020)
Avinor Flysikring AS
Improved runway and airfield safety with ATC clearances monitoring will first be available when a New ATM system for Tower is implemented.
‐ 0% No Plan
‐
AVINOR AS Improved runway and airfield safety with ATC clearances monitoring will first be available when a New ATM system for Tower is implemented.
‐ 0% No Plan
‐
APO (By:12/2020)
AVINOR AS Improved runway and airfield safety with ATC clearances monitoring will first be available when a New ATM system for Tower is implemented.
‐ 0% No Plan
‐
LSSIP Year 2016 Norway 43 Released Issue
AOP13 (PCP)
Automated assistance to Controller for Surface Movement Planning and Routing Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023
0% No Plan
ENGM ‐ Oslo Gardermoen Airport
Automated assistance to Controller for Surface Movement Planning and Routing will be part of the New ATM system for Oslo Airport.
‐
REG (By:12/2023)
Luftfartstilsynet
Automated assistance to Controller for Surface Movement Planning and Routing will be part of the New ATM system for Oslo Airport. Awaiting safety related change from ANSP.
‐ 0% No Plan
‐
ASP (By:12/2023)
Avinor Flysikring AS
Automated assistance to Controller for Surface Movement Planning and Routing will be part of the New ATM system for Oslo Airport.
‐ 0% No Plan
‐
AVINOR AS Automated assistance to Controller for Surface Movement Planning and Routing will be part of the New ATM system for Oslo Airport.
‐ 0% No Plan
‐
ATC02.8
Ground‐based Safety Nets Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016
10% Late
‐
Implementation will be planned as part of a major upgrade of the ATM system. This objective is planned to be operational by 2020.
31/12/2020
ASP (By:12/2016)
Avinor Flysikring AS
Implementation will be planned as part of a major upgrade of the ATM system. This objective is planned to be operational by 2020.
‐ 10% Late
31/12/2020
ATC07.1
AMAN tools and procedures Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019
100% Completed
ENGM ‐ Oslo Gardermoen Airport
AMAN was installed approved for operational test since November 2009. The system entered full operational use as part of the Oslo ASAP project in April 2011.
30/04/2011
ASP (By:12/2019)
Avinor Flysikring AS
Completed as part of the Oslo ASAP project ‐ 100% Completed
30/04/2011
ATC12.1
Automated support for conflict detection, resolution support information and conformance monitoring Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021
10% Ongoing
‐
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)
Avinor Flysikring AS
MTCD and Monitoring Functions will be implemented with the new ATM system and planned operational before 31/12/2021.
Future ATM System
10% Ongoing
31/12/2021
LSSIP Year 2016 Norway 44 Released Issue
ATC15.1
Implement, in en‐route operations, information exchange mechanisms, tools and procedures in support of basic AMAN Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017
100% Completed
‐
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)
Avinor Flysikring AS
AMAN information mechanism, tools and procedures to support Basic AMAN operations are implemented in En‐route airspace in Oslo AoR. Other areas under consideration.
‐ 100% Completed
30/04/2011
ATC15.2 (PCP)
Arrival Management extended to en‐route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023
2% Ongoing
‐
Extended AMAN is planned and functionality will be part of New ATM system. 31/12/2023
ASP (By:12/2023)
Avinor Flysikring AS
Extended AMAN is planned and functionality will be part of New ATM system.
‐ 2% Ongoing
31/12/2023
AVINOR AS Extended AMAN is planned and functionality will be part of New ATM system.
‐ 2% Ongoing
31/12/2023
ATC17
Electronic Dialogue as automated assistance to controller during coordination and transfer Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018
10% Late
‐
Full functionality will be availble after upgrade of the ATM system by end of 2020. 31/12/2020
ASP (By:12/2018)
Avinor Flysikring AS
Full functionality will be availble after upgrade of the ATM system by end of 2020.
Future ATM System
10% Late
31/12/2020
COM10
Migrate from AFTN to AMHS Timescales: Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018
55% Ongoing
‐
Basic AHMS is implemented. Implementation of Enhanced AHMS is pending national decisions. Detailed implementation activities will be planned accordingly.
31/03/2018
ASP (By:12/2018)
Avinor Flysikring AS
Basic AMHS by AFTN/AMHS gateway is operational. Implementation of extended AMHS is planned in 2018.
AMHS Extended
55% Ongoing
31/03/2018
COM11
Voice over Internet Protocol (VoIP) Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020
17% Ongoing
‐
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)
Avinor Flysikring AS
Initial planning started, including dialogue with system suppliers and network service providers.
‐ 17% Ongoing
31/12/2020
LSSIP Year 2016 Norway 45 Released Issue
ENV01
Continuous Descent Operations (CDO) Timescales: Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013
83% Late
ENGM ‐ Oslo Gardermoen Airport
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.
31/12/2017
ASP (By:12/2013)
Avinor Flysikring AS
CDA awareness campaign conducted. Includes use of information material for operational staff and managers. Improved TMA‐procedures implemented 03/2013.
‐ 100% Completed
31/12/2014
APO (By:12/2013)
AVINOR AS
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 2017.
‐ 50%
Late
31/12/2017
ENV02
Airport Collaborative Environmental Management Timescales: Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016
100% Completed
ENGM ‐ Oslo Gardermoen Airport
Formal partnership arrangements are in place at Oslo Airport to evaluate and control the environmental effect of Air Traffic Procedures.
31/12/2012
ASP (By:12/2016)
Avinor Flysikring AS
Local ANSP participates actively in meetings, consultation arrangements and briefings related to environmental effect of aircraft operations.
‐ 100% 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.
‐ 100%
Completed
31/12/2012
FCM03
Collaborative flight planning Timescales: Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017
53% Late
‐
Some SLoAs are completed ‐ the remaining are either reported as Late or Ongoing. The Overall State Progress is "Late" due to ADEXP that will be deployed in 2020 when the new ATM system is planned oprational.
31/12/2020
ASP (By:12/2017)
Avinor Flysikring AS
AFP processing is included in system upgrade planned during 2017. Flight plan message processing in ADEXP format planned with a major system Upgrade in 2020.
Future ATM System
53% Late
31/12/2020
FCM04.1
Short Term ATFCM Measures (STAM) ‐ phase 1 (Outside Applicability Area) Timescales: ‐ not applicable ‐
% Not Applicable
‐
Not applicable for Norway ‐
ASP (By:10/2017)
Avinor Flysikring AS
N/A for Norway ‐ % Not Applicable
‐
LSSIP Year 2016 Norway 46 Released Issue
FCM04.2 (PCP)
Short Term ATFCM Measures (STAM) ‐ phase 2 Timescales: Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021
0% No Plan
‐
‐ ‐
ASP (By:12/2021)
Avinor Flysikring AS
Avinor Flysikring AS will not develop any specific STAM Application.
‐ 0% No Plan
‐
FCM05 (PCP)
Interactive rolling NOP Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021
25% Ongoing
‐
‐ 31/12/2021
ASP (By:12/2021)
Avinor Flysikring AS
ATFCM Procedures will be developed and implemented. ‐ 0% Planned
31/12/2021
APO (By:12/2021)
Oslo Airport NM receives data through connection to EU ACA. ‐ 100% Completed
31/12/2013
AVINOR AS Integration of AOP and NOP is not started yet. See status on AOP 11 Initial AOP.
‐ 0% No Plan
‐
FCM06 (PCP)
Traffic complexity assessment Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021
10% Ongoing
‐
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)
Avinor Flysikring AS
Technical support for these tools including procedures will be implemted with the new ATM system Project, planned operational during 2020.
Future ATM System
10% Ongoing
31/12/2021
FCM08 (PCP)
Extended Flight Plan Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021
0% Planned
‐
‐ 31/12/2021
ASP (By:12/2021)
AVINOR AS It is planned that the New ATM system will handle EFPL information. More detailed plan will be developed during the Project.
‐ 0% Planned
31/12/2021
Avinor Flysikring AS
It is planned that the New ATM system will handle EFPL information. More detailed plan will be developed during the Project.
‐ 0% Planned
31/12/2021
LSSIP Year 2016 Norway 47 Released Issue
INF07
Electronic Terrain and Obstacle Data (eTOD) Timescales: Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018
3% Ongoing
‐
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 2017 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.
‐ 5% Ongoing
31/05/2018
ASP (By:05/2018)
AVINOR AS
Waiting for national TOD policy to start detailed planning. Airport operator at Oslo ‐ Gardermoen Airport will be part of the Avinor project plan for eTOD implementation. Also waiting for national policy.
‐ 0%
Planned
31/12/2017
APO (By:05/2018)
AVINOR AS Airport operator at Oslo ‐ Gardermoen Airport will be part of the Avinor project plan for eTOD implementation. Also waiting for national policy.
‐ 0% Planned
31/05/2018
ITY‐ACID
Aircraft identification Timescales: Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020
43% Ongoing
‐
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)
Avinor Flysikring AS
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 tracker is implemented in 2016.
ARTAS Integration / Future ATM System / Norwegian Radar, WAM, and ADS‐B Implementation Project
43%
Ongoing
02/01/2020
LSSIP Year 2016 Norway 48 Released Issue
ITY‐ADQ
Ensure quality of aeronautical data and aeronautical information Timescales: Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: 30/06/2013 Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017
35% Late
‐
Work is in progress to ensure the quality of aeronautical data and information. Objective marked as "Late" with activity planned throughout 2017
30/06/2018
REG (By:06/2017)
Luftfartstilsynet
EU 73/2010 in now implemented into Norwegian Law. Work is in progress to ensure the quality of aeronautical data and information.
‐ 32% Late
30/06/2018
ASP (By:06/2017)
AVINOR AS New AIM system under implementation. ADQ‐implementation program
36% Late
30/06/2018
APO (By:06/2017)
AVINOR AS New AIM system under implementation. ADQ‐implementation program
36% Late
30/06/2018
ITY‐AGDL
Initial ATC air‐ground data link services Timescales: Entry into force: 06/02/2009 ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020
12% Late
‐
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.
01/04/2020
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.
‐ 0%
Late
05/02/2020
ASP (By:02/2018)
Avinor Flysikring AS
The new ATM system planned operational in 2020 will implement datalink functionalities. Necessary VDL Mode 2 infrastructure will be implemented accordingly.
Future ATM System
18% Late
01/04/2020
MIL (By:01/2019)
Mil. Authority MIL does not provide ATC services to civil flights ‐ % Not Applicable
‐
LSSIP Year 2016 Norway 49 Released Issue
ITY‐AGVCS2
8,33 kHz air‐ground voice channel spacing below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020
33% Late
‐
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 formed a National 8.33KHz working group in 2016 consisting of stakeholders and NSA to discuss a national implementation plan. The deliverables of this WG resulted in an exemption letter sent to EFTA Surveillance Authority with a copy to EC and NM.
31/12/2025
REG (By:12/2018)
Luftfartstilsynet
Regulation (EU) No 1079/2012 has now been transposed into national regulation in Norway.
‐ 25% Late
31/12/2018
ASP (By:12/2018)
Avinor Flysikring AS
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.
‐ 28% Late
31/12/2025
MIL (By:12/2020)
Mil. Authority
12 state aircraft that fall in under the scope of Article 9 No 11 are identified and an exemption letter is sent to EFTA with a copy to EC and NM. 90.3% of state aircraft are now equiped with 8,33 kHz radios.
‐ 100%
Ongoing
31/12/2018
APO (By:12/2018)
AVINOR AS 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.
‐ 0% Ongoing
31/12/2018
ITY‐FMTP
Common Flight Message Transfer Protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014
100% Completed
‐
ANSP plans implementation of FMTP in 2011, but the use of the protocol between ANSP and Controlling Military Units is considered not applicable, since no such units exist.
31/12/2014
ASP (By:12/2014)
Avinor Flysikring AS
Implementation of FMTP is completed for Avinor Flysikring AS. Connection is established between Denmark and UK while connection to Sweden and Finland is pending.
‐ 100% Completed
31/12/2014
MIL (By:12/2014)
Mil. Authority ‐ ‐ % Not Applicable
‐
LSSIP Year 2016 Norway 50 Released Issue
ITY‐SPI
Surveillance performance and interoperability Timescales: Entry into 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
71% Ongoing
‐
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.
‐ 100% Completed
05/02/2015
ASP (By:02/2015)
Avinor Flysikring AS
All stakeholder lines of actions are implemented by Avinor Flysikring AS.
ARTAS Integration / Norwegian Radar, WAM, and ADS‐B Implementation Project
100%
Completed
05/02/2015
MIL (By:06/2020)
Mil. Authority As of now, no plans for Mode S Enhanced Surveillance, however Elementary Mode S and ADS‐B out are progressing within timescale.
‐ 23% Ongoing
07/06/2020
NAV03 (PCP)
RNAV 1 Timescales: Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023
100% Completed
‐
P‐RNAV STARs are implemented in some TMAs, and P‐RNAV SIDs are planned for some TMAs. Most SLoA´s are completed.
31/01/2012
ASP (By:12/2023)
Avinor Flysikring AS
P‐RNAV SID/STAR implemented in the Oslo AoR. P‐RNAV STAR implemented at Stavanger ‐ Sola and Bergen ‐ Flesland. Further deployment is planned in accordance with PBN Implementation Plan Norway.
‐ 100%
Completed
31/01/2012
LSSIP Year 2016 Norway 51 Released Issue
NAV10
APV procedures Timescales: Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016
60% Late
‐
Action is included as a part of PBN Implementation Plan Norway in accordance with Implementation roadmap (2013‐2016). In addition national regulations are amended with core requirements from PBN plan.
31/07/2018
REG (By:04/2016)
Luftfartstilsynet
National implementation plan for PBN completed 2009. In addition national regulations are amended with core requirements from PBN plan
‐ 100% Completed
30/04/2011
ASP (By:12/2016)
Avinor Flysikring AS
Action is included as a part of PBN Implementation Plan Norway in accordance with Implementation roadmap (2013‐2016).
Performance Based Navigation
70% Late
31/12/2017
AVINOR AS
Ref ASP04: AIP coordinates is presently published in EUREF89 (local implementation of WGS‐84) in accordance With annex 15. Will be in accordance With article 14 of 73/2010 by 07‐2018 (see also ITY‐ADQ).
‐ 20%
Late
31/07/2018
SAF11
Improve runway safety by preventing runway excursions Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018
82% Ongoing
‐
The EAPRE is included in CAA‐N follow‐up of Safety Initiatives and oversight activities of ANS and ADR. CAA‐N is in the process of establishing a SSP. Further detailed work with regards to safety initiatives will be considered in the Aviation Safety Management process.
31/01/2018
REG (By:01/2018)
Luftfartstilsynet
The EAPRE is included in CAA‐N follow‐up of Safety Initiatives and oversight activities of ANS and ADR. CAA‐N is in the process of establishing a SSP. Further detailed work with regards to safety initiatives will be considered in the Aviation Safety Management process.
‐ 10%
Ongoing
31/01/2018
ASP (By:12/2014)
Avinor Flysikring AS
ASP Action Plan implemented ‐ 100% Completed
31/12/2014
APO (By:12/2014)
Oslo Airport ASP Action Plan implemented ‐ 100% Completed
31/12/2014
LSSIP Year 2016 Norway 52 Released Issue
6.3. Detailed Objectives Implementation progress – Additional Objectives for ICAO ASBU Monitoring
ATC02.2
Implement ground based safety nets ‐ Short Term Conflict Alert (STCA) ‐ level 2 Timescales: Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013
100% Completed
‐
STCA level 2 was implemented in Oslo ATCC in 10/2009 and Bodø and Stavanger upgraded during 2012. 31/01/2013
ASP (By:01/2013)
AVINOR Air Navigation Services
Enhanced STCA was implemented in Oslo ATCC 10/2009 Bodø and Stavanber ATCC was upgraded during 2012.
‐ 100% Completed
31/01/2013
ATC16
Implement ACAS II compliant with TCAS II change 7.1 Timescales: Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015
87% Late
‐
CAA‐N Operations Department has been in regular contact with all of the operators covered by this requirement (excluding MIL). Based on the feedback CAA‐N has received, all aircraft operated by Norwegian operators are now modified and crews have completed the required training. This objective is marked "Late" as reflecting MIL status.
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.
‐ 100%
Completed
31/12/2015
ASP (By:03/2012)
AVINOR Air Navigation Services
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.
‐ 100%
Completed
30/06/2015
MIL (By:12/2015)
Mil. Authority No plan on 1 aircraft system and planned on 1 aircraft system (see MIL SLoA ATC16‐MIL01). MIL plans to be fully compliant by the end of 2018.
‐ 55% Late
31/12/2018
LSSIP Year 2016 Norway 53 Released Issue
FCM01
Implement enhanced tactical flow management services Timescales: Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006
80% Late
‐
A number of SLoA's are already implemented. The two remaining SLoA's (ASP06 and ASP07) will be implemented in the new ATM system, planned for 12/2020
31/12/2020
ASP (By:07/2014)
AVINOR Air Navigation Services
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.
‐ 80%
Late
31/12/2020
Oslo Airport DPI Message from Oslo Airport is (ASP08) is completed. ‐ 100% Completed
31/01/2014
INF04
Implement integrated briefing Timescales: Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012
100% Completed
‐
Norway is at Level 4 ‐ the lack of integrated ATFM prevents to upgrade to Level 5. ‐
ASP (By:12/2012)
AVINOR Air Navigation Services
Norway has implemented level 4. The lack of integrated ATFM prevents Norway to upgrade to level 5.
‐ 100% Completed
‐
ITY‐COTR
Implementation of ground‐ground automated co‐ordination processes Timescales: Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012
100% Completed
‐
This applies to regulation 1032/2006 and most of the SLA's is implemented in the current ATM system (NATCON). ASP08 and ASP09 will be implemented in conjunction with implementation of CPDLC and the new ATM system planned operational in 2020.
31/05/2015
ASP (By:12/2012)
AVINOR Air Navigation Services
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.
‐ 100%
Completed
31/05/2015
MIL (By:12/2012)
Mil. Authority ‐ ‐ % Not Applicable
‐
LSSIP Year 2016 Norway 54 Released Issue
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 Flysikring AS Bjørn HOVLAND
LSSIP Focal Point for Airport Avinor Flysikring 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
LSSIP Year 2016 Norway 55 Released Issue
Implementation Objectives
Implementation
Objective
EUROCONTROL Objective Owners
EUROCONTROL PEPR Objective Coordinator
National Stakeholder Specialist
AOM13.1 O. MROWICKI A. DYBOWSKA Morten SKOGØ
AOM19.1 G. ACAMPORA O. ALFARO Lars ERIKSEN
AOM19.2 G. ACAMPORA O. ALFARO Lars ERIKSEN
AOM19.3 G. ACAMPORA O. ALFARO Lars ERIKSEN
AOM21.1 C. BRAIN A. DYBOWSKA Torgeir SLOTTE
Hans Jacob HOFGAARD
AOM21.2 C. BRAIN A. DYBOWSKA Torgeir SLOTTE
Hans Jacob HOFGAARD
AOP04.1 M. BIRENHEIDE P. VRANJKOVIC Johan STEINKJER
AOP04.2 M. BIRENHEIDE P. VRANJKOVIC Johan STEINKJER
AOP05 M. BIRENHEIDE F. ROOSELEER Johan STEINKJER
AOP10 M. BIRENHEIDE F. ROOSELEER Johan STEINKJER
AOP11 M. BIRENHEIDE L. DELL’ORTO Johan STEINKJER
AOP12 M. BIRENHEIDE P. VRANJKOVIC Johan STEINKJER
AOP13 M. BIRENHEIDE P. VRANJKOVIC Johan STEINKJER
ATC02.8 B. BAKKER F. ROOSELEER Torgeir SLOTTE
ATC07.1 P. TERZIOSKI L. DELL’ORTO Torgeir SLOTTE
ATC12.1 P. TERZIOSKI L. DELL’ORTO Torgeir SLOTTE
ATC15.1 P. CONROY L. DELL’ORTO Torgeir SLOTTE
ATC15.2 P. HOP L. DELL’ORTO Torgeir SLOTTE
ATC17 S. MORTON L. DELL’ORTO Torgeir SLOTTE
COM10 Y. EYUBOGLU J. PINTO Erling BERGERSEN
COM11 L. POPESCU J. PINTO Hugo FRIVÅG
COM12 W. JANSSENS J. PINTO N/A
ENV01 M. BIRENHEIDE B. HILL Johan STEINKJER
ENV02 S. MAHONY B. HILL Fredrik NYGAARD
FCM03 C. BOUMAN O. CIOARA Torgeir SLOTTE
FCM04.1 P. HOP O. CIOARA Lars ERIKSEN
FCM04.2 P. HOP O. CIOARA Lars ERIKSEN
FCM05 I. MENDES VIDEIRA O. CIOARA Lars ERIKSEN
FCM06 P. HOP F. ROOSELEER Torgeir SLOTTE
FCM07 C. BOUMAN O. ALFARO Torgeir SLOTTE
FCM08 K. BREIVIK O. CIOARA Torgeir SLOTTE
FCM09 R. STEVENS O. CIOARA N/A
INF07 A. PETROVSKY A-P. FRANGOLHO Torunn CARLSSON
LSSIP Year 2016 Norway 56 Released Issue
INF08.1 I. MENDES VIDEIRA A-P. FRANGOLHO N/A
INF08.2 I. MENDES VIDEIRA A-P. FRANGOLHO N/A
ITY-ADQ M. UNTERREINER A-P. FRANGOLHO Torunn CARLSSON
ITY-AGVCS2 J. POUZET B. HILL Hugo FRIVÅG
ITY-FMTP L. POPESCU O. ALFARO Erling BERGERSEN
ITY-ACID A. DESMOND-KENNEDY O. CIOARA Kjetil MOSESEN
ITY-SPI M. BORELY O. CIOARA Kjetil MOSESEN
ITY-AGDL S. DISSING B. HILL Torgeir SLOTTE
NAV03 F. PAVLICEVIC P. VRANJKOVIC Hans Petter
KRISTOFFERSEN
NAV10 R. FARNWORTH P. VRANJKOVIC Hans Petter
KRISTOFFERSEN
SAF11 S. LAWRENCE F. ROOSELEER Anne CHAVEZ
LSSIP Year 2016 Norway 57 Released Issue
Annex B - National Stakeholders Organisation charts
CAA - Luftfartstilsynet - is under the responsibility of the Ministry of Transport and Communication (MoTC). CAA Norway performs all functions of enforcement and control as delegated by the government body, in other words the responsibility for requirements and regulations, admission control and control of operators.
The CAA relocated from Oslo to Bodø and has been fully operational at the new location since 1.1.2007.
In 2016, CAA Norway has initiated plans to implement a significant organisational change effective from 1.1.2017. The focus of the change is to improve strategic management, clarification of roles towards external stakeholders and build stronger internal multidisciplinary collaboration.
The following chart shows the structure in Luftfartstilsynet in 2016:
LSSIP Year 2016 Norway 58 Released Issue
ANS Provider
The Norwegian provider of Civil ANS (Avinor Flysikring 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 FlysikringAS in more detail:
Board ofDirectors
DivisionRegional Airports
EVP Operations and
Infrastructure
Svalbard Airport AS
Bergen Airport, Flesland
Stavanger Airport, Sola
Trondheim Airport, Værnes
Avinor Air NavigationServices AS
Oslo Airport, Gardermoen
Corporate Staff
CEO
LSSIP Year 2016 Norway 59 Released Issue
Military Aviation Authority
The Chief of Staff of the RNoAF is the Military Aviation Authority. According to the Norwegian Aviation Act, the military is given the authority to issue rules and regulations for Military Aviation (BML).
The Military Aviation Authority is responsible for the education and certification of personnel (Pilots, Air 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:
LSSIP Year 2016 Norway 60 Released Issue
Annex C - Glossary of Abbreviations
This Annex mostly shows only the Abbreviations that are specific to the LSSIP Norway.
Other general abbreviations are in the Acronyms and Abbreviations document in http://www.eurocontrol.int/articles/glossaries
Term Description
AAIB/N Aircraft Accident Investigation Board/Norway
AF ATM Functionality
BML Regulations for Military Aviation
BSL Regulations on Civil Aviation
CAA Civil Aviation Authority
FAS Future ATM System
FT Fast Track
MoTC Ministry of Transport and Communications
NATCON Norwegian Air Traffic Control System
NORAP The Norwegian Radar Programme
PCP Pilot Common Project
PDP Preliminary Deployment Programme
RNoAF Royal Norwegian Air Force
S-AF Sub ATM Functionality
SNAB Strategic Nordic Military ATM Board
SNAP Southern Norway Airspace Project