lssip 2018 - norway€¦ · lssip year 201 8 norway 1 released issue executive summary . national...

EUROCONTROL25 YEARS

of ATM Implementation Reportingin Europe

Level 1 - Implementation Overview

LSSIP 2018 - NORWAYLocal Single Sky ImPlementation

LSSIP Year 2018 Norway Released Issue

Document Title LSSIP Year 2018 for Norway

Infocentre Reference 19/02/05/32

Date of Edition 29/03/2019

LSSIP Focal Point Rajunesh Shankar - [email protected] Luftfartstilsynet (CAA-Norway)

LSSIP Contact Person Luca Dell’Orto – [email protected] EUROCONTROL/DECMA/ACS/PRM

Status Released

Intended for Agency Stakeholders

Available in http://www.eurocontrol.int/articles/lssip

Reference Documents

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

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

Master Plan Level 3 – Plan Edition 2018

http://www.eurocontrol.int/articles/european-atm-master-plan-level-3-implementation-plan

Master Plan Level 3 – Report Year 2018

http://www.eurocontrol.int/articles/european-atm-master-plan-level-3-implementation-report

European ATM Portal https://www.eatmportal.eu and http://www.atmmasterplan.eu/ STATFOR Forecasts http://www.eurocontrol.int/statfor Acronyms and abbreviations

https://www.eurocontrol.int/sites/default/files/content/documents/official-documents/guidance/Glossaries.pdf

National AIP https://avinor.no/en/ais/aipnorway/

FAB Performance Plan https://www.nefab.eu/docs#

mailto:[email protected]

mailto:[email protected]








https://www.eatmportal.eu/working/signin

http://www.atmmasterplan.eu/

http://www.eurocontrol.int/statfor



https://avinor.no/en/ais/aipnorway/

https://www.nefab.eu/docs


APPROVAL SHEET

With reference to e-mails received from the Chief Executive Officer of Avinor AS, Chief Executive Officer of Avinor Flysikring AS and the Royal Norwegian Air Force, the Civil Aviation Authority-Norway is authorised to sign the 2018 Norwegian Local Single Sky Implementation Plan, Level 1 (CAA-N document reference 19/06046) on behalf of the above-mentioned stakeholders.


CONTENTS

1. National ATM Environment ............................................................ 7 Geographical Scope ............................................................................................ 7

2. Traffic and Capacity ...................................................................... 18 Evolution of traffic in Norway .......................................................................... 18 NORWAY ACC SECTOR GROUP NORTH ............................................................ 19 NORWAY ACC – SECTOR GROUP WEST ............................................................ 22 NORWAY ACC – SECTOR GROUP EAST ............................................................. 25

3. Master Plan Level 3 Implementation Report conclusions ............. 28

4. Implementation Projects .............................................................. 29 National projects .............................................................................................. 29 FAB projects ..................................................................................................... 35 Regional projects .............................................................................................. 39

5. Cooperation activities .................................................................. 41 FAB Co-ordination ............................................................................................ 41 Regional cooperation ....................................................................................... 42

6. Implementation Objectives Progress ........................................... 44 State View......................................................................................................... 44 Detailed Objectives Implementation progress ................................................ 51

Annexes Specialists involved in the ATM implementation reporting for Norway

National stakeholder’s organisation charts

Implementation Objectives’ links with SESAR, ICAO and DP

Glossary of abbreviations

LSSIP Year 2018 Norway 1 Released Issue

Executive Summary

National ATM Context Norway remains committed to further developing the Single European Sky objectives, evolving the use of Functional Airspace Blocks and implementing Pilot Common Project requirements in support of the ATM Master Plan. NEFAB has in close cooperation with DK SE FAB, within an agreed concept, implemented a continuous and seamless Free Route Airspace (FRA) across the two FABs (North European Free Route Airspace (NEFRA) Program). Seamless FRA interface was finalised in May 2017, allowing unrestricted FRA operation across the borders of all six states (Sweden, Denmark, Norway, Finland, Estonia and Latvia) in both FABs. In 2017, CAA-Norway implemented a significant organisational change focusing on improving strategic management, clarification of roles towards external stakeholders and building stronger internal multidisciplinary collaboration. This work progressed in 2018. An extensive upgrade of the main Norwegian ATM system is planned for 2023, and this upgrade will facilitate the implementation of several LSSIP objectives. In addition, Avinor AS and Avinor Flysikring AS have several large projects under way to improve ATM in Norway, described in detail in chapter 4. In 2018, Avinor Flysikring AS has reported that datalink compliance within the mandated region in Norway (south of 61⁰30’) will be delayed to 2023 and is planning full Norway FIR coverage by 2024. CAA Norway together with Avinor Flysikring AS have formally informed the EFTA Surveillance Authority, and have held a bi-lateral meeting with the SESAR Deployment Manager regarding DLS implementation issue in Brussels informing them of the implementation delay. In 2013, Avinor Flysikring AS initiated a project to develop and implement a remote tower solution for selected Avinor airports. In August 2015, a contract was signed with Kongsberg Defense System for the delivery of remote towers to 15 airports, with possible further expansion in the coming years. The project goal is to have the first remote tower operational in 2019. Sandefjord Airport Torp is owned and operated by Sandefjord Airport AS. 86.5 percent of the shares are county/municipally owned. 13.5 percent of the shares are owned by private investors. In 2016, Sandefjord Airport Torp initiated an international procurement process for the provision of Air Navigation Services (ANS) service at the airport. Avinor Flysikring AS was awarded the contract with a duration of 5 years. During 2018 Avinor AS initiated a procurement process for the provision of Air Traffic Services (ATS) services at Kristiansand Airport Kjevik and Ålesund Airport Vigra. By the end of 2018 we still await the results of this procurement process. Moss Airport Rygge was closed for commercial traffic in 2016 and was taken over by the Royal Norwegian Air Force, with Avinor Flysikring AS providing ATS. Including the above-mentioned Moss Airport Rygge, the Royal Norwegian Air Force operates four airports in Norway, of which 3 are open for commercial civil traffic. Avinor Flysikring AS provides ATS to all of these airports. Avinor operates the passenger terminals at two of the military operated airports (Bardufoss and Andøya Airport), but not at Ørland Airport. The ownership of Bodø Airport was transferred from the Royal Norwegian Air Force to Avinor AS in 2016. Fagernes Airport Leirin was closed for commercial traffic on 1 July 2018. The following airports are privately owned and are fully operated by the owners; Notodden, Stord, Spitsbergen, Ny Ålesund, Svea and Arendal Airports.


A liaison officer from the Royal Norwegian Air Force is permanently present at the offices of CAA-Norway to improve military coordination of airspace usage, facilitate consultation on regulatory matters concerning the military and safeguarding military interests within domains managed by CAA-Norway. The liaison has also contributed to facilitating the LSSIP process.

Traffic and Capacity

2018 Traffic in Norway increased by 0,16 % during the summer period of 2018 (May to October) compared to summer 2017. Traffic in Norway increased by 0,57 % overall in 2018 compared to 2017. There have been no capacity constraints in Norwegian airspace. 2019‐2024 The EUROCONTROL Seven-Year Forecast predicts an annual traffic growth between 0,9 % and 1,7 % throughout the planning cycle, with an average baseline growth of 0.9 %. Norway doesn´t foresee any capacity constraints during the planning period.

Progress per SESAR Phase

The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1 (PCP objectives are marked as such, the rest are considered SESAR baseline).

Note that two objectives – AOM19.1 and FCM05 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases.

The objectives declared ‘Achieved’ in previous editions (up to, and including, ATM MP L3 Edition 2011-2017) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State.

Pre‐SESAR Implementation

2010 2019 72%

PCP Implementation

2015 2023 21%


Progress per SESAR Key Feature and Phase

The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph.

ICAO ASBUs Progress Implementation

The figure below shows the progress made so far in the implementation of the ICAO ASBUs Blocks 0 and 1. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter 6.1.

Block 0 2010 2018

78%

Block 1 2015 2022

44%

2%

51%

Pre‐

SESA

R

83%

39%

83%

60%

23%

Pre‐

SESA

R

Pre‐

SESA

R

Pre‐

SESA

R

PCP

PCP

PCP

PCP

Optimized ATM Network Services

Advanced Air Traffic Services

High Performing

Airport Operations

18%

Enabling Aviation Infrastructure


ATM Deployment Outlook

● State objectives

Deployed in 2017‐2018: ‐ Multi Sector Planning En‐route [ATC18] 100% progress ‐ AMHS [COM10] 100% progress ‐ Low‐Level IFR Routes for Rotorcraft [NAV12] 100% progress

‐ Runway excursions [SAF11] 82% progress ‐ ASM Tools [AOM19.1] 62% progress ‐ OAT and GAT handling [AOM13.1] 43% progress ‐ eTOD [INF07] 38% progress

‐ APV Procedures [NAV10] 75% progress ‐ NewPENS [COM12] 75% progress ‐ Surveillance Performance & Interoperability [ITY-SPI] 71% progress ‐ Aircraft Identification [ITY-ACID] 43% progress ‐ Aeronautical Information [ITY-ADQ] 38% progress

‐ Interactive Rolling NOP [FCM05] 33% progress

‐ TCAS II v7.1 [ATC16] 87% progress ‐ ETFMS [FCM01] 80% progress ‐ 8,33 kHz below FL195 [ITY-AGVCS2] 40% progress ‐ Collaborative Flight Planning [FCM03] 37% progress ‐ Coordination and transfer [ATC17] 28% progress ‐ ASM/ATFCM process [AOM19.3] 25% progress ‐ Voice over IP [COM11] 20% progress ‐ Traffic Complexity [FCM06] 20% progress ‐ Data Link [ITY-AGDL] 13% progress ‐ Extended Flight Plan [FCM08] 10% progress ‐ Ground‐Based Safety Nets [ATC02.8] 10% progress ‐ AMAN to further en‐route [ATC15.2] 10% progress ‐ MTCD & CORA [ATC12.1] 8% progress ‐ SWIM Yellow TI Profile [INF08.1] 8% progress ‐ Pre‐defined Airspace Configurations [AOM19.4] 5% progress ‐ Real‐Time Airspace Data [AOM19.2] 3% progress

By 12/2019 By 12/2020 By 12/2021 2022+


● Airport objectives ‐ ENGM ‐ Oslo Gardermoen Airport

Deployed in 2017‐2018: ‐ CDOs [ENV01] 100% progress ‐ CCOs [ENV03] 100% progress

‐ Airport Safety Nets [AOP12] 5% progress

‐ Surface Movement Planning & Routing [AOP13] 2% progress

By 12/2019 By 12/2020 By 12/2021 2022+


Introduction

The Local Single Sky Implementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3)/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2018, together with plans for the next years.

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

Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level;

Chapter 3 provides a set of conclusions extracted from the MP L3 Implementation Report 2018, which are relevant to the State/stakeholders concerned. The State reports how they have handled those conclusions and the actions taken during the year to address the concerns expressed by those conclusions;

Chapter 4 provides the main Implementation Projects (at national, FAB and regional level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. Level 1 document covers high level list of the projects showing the applicable links. All other details like description, timescale, progress made and expected contribution to the ATM Key Performance Areas provided by the State per each project are available in Level 2 document;

Chapter 5 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation and also all other regional initiatives which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned;

Chapter 6 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition, the high-level information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.

Level 1 document is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2018. In addition, it covers detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base.

The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.


1. National ATM Environment

Geographical Scope

International Membership

Norway is a Member of the following international organisations in the field of ATM:

Organisation Since

ECAC 1955

EUROCONTROL 1993

European Common Aviation Area 2007

EEA (European Economic Area) 1992

EASA 2005

ICAO 1947

NATO 1949

ITU 1866

Geographical description of the FIR(s)

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

Four offshore control areas, Ekofisk CTA, Statfjord CTA and Balder CTA in the North Sea and Heidrun CTA in the Norwegian Sea, are established to support the helicopter traffic related to the Norwegian oil production.

FIRs of six States, namely United Kingdom (Scottish FIR), Iceland (Reykjavik FIR), Russia (Murmansk FIR), Finland (Finland FIR), Sweden (Sweden FIR) and Denmark (Copenhagen FIR) surround Norway FIR. Among the above, Russia is the only non-ECAC bordering state.

Bodø Oceanic FIR is a part of the NAT-region and not within the scope of this document.


Airspace Classification and Organisation

Reference is made to AIP Norway: https://ais.avinor.no/no/AIP/View/6/enr_en.html

https://ais.avinor.no/no/AIP/View/6/enr_en.html


ATC Units

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

ATC Unit Number of sectors Associated FIR(s) Remarks

En‐route TMA

Norway ACC Norway FIR

-Sector Group North 7 (8)* 3 Incl. 1 offshore sector

-Sector Group West 12 0 Incl. 3 offshore sectors

-Sector Group East 8 0

-Sector Group TMA 0 2

(*): The total number of En route sectors in SG North is 7 when including the Bodø Oceanic Control sector (not within the geographical scope of this LSSIP).

The TMA sectors presented above are those sectors which are co-located with the ACC. There are several other TMAs in Norway and the provision of ATS services in these TMAs are done either at the local airport or at a dedicated established unit providing ATS services to more than one airport in a region.

1.2. National Stakeholders

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

• Avinor AS – owns, operates and develops a national network of 42 airports for the civilian sector and provides AIS and AFIS services in Norway. Avinor AS is the owner of the following limited companies:

o Avinor Flysikring AS (Avinor Air Navigation Services) - the main Air Navigation Service Provider in Norway

o Svalbard Lufthavn AS – established in 2016

• Luftfartstilsynet - the Norwegian CAA

• The Royal Norwegian Air Force - the Military Aviation Authority of Norway is responsible for Military Airworthiness, Operations and military airports


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

Figure 1 Organisational overview

Civil Regulator(s)

General Information

Civil Aviation in Norway is the responsibility of the Ministry of Transport and Communications (MoTC). The different national entities having regulatory responsibilities in ATM are summarised in the table below. The CAA (Luftfartstilsynet) is further detailed in the following sections.

Activity in ATM: Organisation responsible Legal Basis

Rule-making Luftfartstilsynet (CAA-N) Luftfartsloven (Civil Aviation Act)

Safety Oversight Luftfartstilsynet (CAA-N) Luftfartsloven (Civil Aviation Act) and regulation FOR 2007-01-26 no 99 (BSL G 1-1) on the establishment of a Single European Sky.

Enforcement actions in case of non-compliance with safety regulatory requirements

Luftfartstilsynet (CAA-N)

Airspace Luftfartstilsynet (CAA-N)

Economic Luftfartstilsynet (CAA-N)

Environment Luftfartstilsynet (CAA-N)

Security Luftfartstilsynet (CAA-N)

Accident investigation Aircraft Accident Investigation Board/Norway (AAIB/N)

Luftfartsloven (Civil Aviation Act) and the Directive for the Accident Investigation Board Norway


Luftfartstilsynet the Norwegian CAA

Luftfartstilsynet, the Norwegian CAA, is the regulatory body for flight safety in Norway. This includes rulemaking, certification, safety oversight, safety performance monitoring and ATM safety occurrence analysis. The flight safety regulatory function in Norway is independent from the Service Provision function by an organisational separation.

Annual Report published: Y On this link, you can find the annual report for 2017 covering yearly activities of CAA-Norway (Luftfartstilsynet). The 2018 report is not yet published. https://luftfartstilsynet.no/globalassets/dokumenter/arsrapporter/aarsrapport_2017-150518.pdf

National Civil Aviation Master Plan (CAMP):

N National CAMP is referenced in ICAO resolutions below: • A39-23: No Country Left Behind (NCLB) Initiative (Draws the attention of Contracting States requesting technical cooperation and technical assistance to the advantages to be derived from well-defined projects based on civil aviation master plans) • A39-25: Aviation’s contribution towards the United Nations 2030 Agenda for Sustainable Development (Urges Member States to enhance their air transport systems by effectively implementing SARPs and policies while at the same time including and elevating the priority of the aviation sector into their national development plans supported by robust air transport sector strategic plans and civil aviation master plans, thereby leading to the attainment of the SDGs) • A39-26: Resource Mobilization (Requests the Secretary General to develop guidance material to assist States in including and elevating the priority of the aviation sector into their national development plans and developing robust air transport sector strategic plans and civil aviation master plans).

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

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

Service provided

Avinor AS

Avinor AS is a state owned limited company fully owned by the Ministry of Transport and Communications. The company owns, operates and develops a national network of 42 airports for the civil sector. Avinor AS is also providing AIS, AFIS and MET services in Norway and CNS services at Oslo Airport.

Avinor Flysikring AS

Avinor Flysikring AS was established in June 2014 and is the major ANSP in Norway. It is a limited company fully owned by Avinor AS. Avinor Flysikring AS provides Air Traffic Services in Norwegian airspace including aerodrome control, approach control and en route control. Avinor Flysikring AS provides in addition AIS and MET services, maintenance and operation of the technical infrastructure related to the provision of air navigation services in Norway except for CNS services at Oslo Airport.

https://luftfartstilsynet.no/globalassets/dokumenter/arsrapporter/aarsrapport_2017-150518.pdf

https://luftfartstilsynet.no/globalassets/dokumenter/arsrapporter/aarsrapport_2017-150518.pdf

http://www.caa.no/



Limited company Fully owned by Avinor AS

Services provided Y/N Comment

ATC en route Y

ATC approach Y

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

AIS Y Both Avinor AS and Avinor Flysikring AS provide AIS services in Norway.

CNS Y Avinor AS provides CNS services at Oslo Airport

MET Y Both Avinor AS and Avinor Flysikring AS provide MET observations at airports

ATCO training Y

Others

Additional information:

Provision of services in other State(s):

N

Annual Report published: Y The Annual Report 2018 can be found using the following link: https://avinor.no/en/corporate/about-us/reports/reports

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

https://avinor.no/en/avinor-air-navigations-services/

An organisational chart giving a more detailed structure of the ANSPs is found in Annexes.

ATC systems in use

Main ANSP part of any technology alliance1 Y iTEC

FDPS

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

Upgrade2 of the ATC system is performed or planned? 2018

Replacement of the ATC system by the new one is planned? 2023 (Sector Group West, East and TMA) 2024 (Sector Group North)

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

SDPS

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

Upgrade of the ATC system is performed or planned? 2018

Replacement of the ATC system by the new one is planned? Tracking functions in legacy SDPS was replaced by ARTAS Multi-sensor tracker for southern Norway in 2016 and northern Norway in 2018.

1 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))

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

https://avinor.no/en/avinor-air-navigations-services/


Airports

General information

The main airports in Norway are owned and operated by Avinor AS. The following exceptions apply:

Until 2016, Oslo Lufthavn AS was a limited company owned by Avinor AS. In 2016, Oslo Lufthavn AS was merged with Avinor AS and is not any longer a separate company. Avinor Flysikring AS provides ATS at Oslo Airport while Avinor AS provides CNS services

Sandefjord Airport Torp is owned and operated by Sandefjord Lufthavn AS. 86.5 percent of the shares are municipally owned. 13.5 percent of the shares are owned by private investors. Avinor Flysikring AS provides ATS.

Moss Airport Rygge: The airport was closed for commercial traffic in 2016 and was taken over by the RNOAF. Avinor Flysikring AS provides ATS.

Including the above-mentioned Moss Airport Rygge, the Royal Norwegian Air Force operates four airports in Norway, of which 3 are open for commercial civil traffic. Avinor Flysikring AS provides ATS to all of these airports. Avinor operates the passenger terminals at two of the military operated airports (Bardufoss and Andøya Airport), but not at Ørland Airport. The ownership of Bodø Airport was transferred from the Royal Norwegian Air Force to Avinor AS in 2016.

Fagernes Airport Leirin was closed for commercial traffic on 1 July 2018.

In 2016 Svalbard Airport Longyearbyen was established as a separate limited company named Svalbard Lufthavn AS, fully owned by Avinor AS. Svalbard Lufthavn AS is a certified provider of aerodrome flight information services (AFIS).

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


Key

Avinor airports

Private airports

Privately Controlled airports

Military airports

Airport(s) covered by the LSSIP

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

In addition to the List of Airports in Annex E of the European ATM Master Plan Level 3 Implementation Plan – Edition 2016, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives.

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

The EUROCONTROL Public Airport Corner also provides information for Oslo Gardermoen airport:

https://ext.eurocontrol.int/airport_corner_public/ENGM

https://ext.eurocontrol.int/airport_corner_public/ENGM


Military Authorities

The Chief of Staff of the RNoAF is the Military Aviation Authority. According to the Norwegian Aviation Act, the military is given the authority to issue rules and regulations for Military Aviation (BML).

The Military Aviation Authority (MAA) is responsible for the education and certification of personnel (Pilots, Air Defence Controllers, Investigation Board Officers, Maintenance and Ground Support Personnel). Regulation of Military Airfields are also the responsibility of the MAA.

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

Additionally, Forsvarstmateriell (Norwegian Defence Materiel Agency) is a new agency directly subordinate to the Royal Norwegian Ministry of Defence. Their main task is to develop and modernise the Norwegian Armed Forces, and thus they are the legal owner of all air force aircraft. NDMA therefore maintains the Military Aircraft Registry and certify military aircraft and equipment.

Regulatory role

Regulatory framework and rule‐making

OAT GAT

OAT and provision of service for OAT governed by national legal provisions?

(*) Provision of service for GAT by the Military governed by national legal provisions?

N

Level of such legal provision: OAT: Military legislation (BML) ANS to OAT: CAA regulation (BSL)

Level of such legal provision: N/A

Authority signing such legal provision: Ministry of Transport

Authority signing such legal provision: N/A

These provisions cover: These provisions cover:

Rules of the Air for OAT Y

Organisation of military ATS for OAT N/A Organisation of military ATS for GAT N/A

OAT/GAT Co-ordination N/A OAT/GAT Co-ordination N/A

ATCO Training N/A ATCO Training N/A

ATCO Licensing N/A ATCO Licensing N/A

ANSP Certification N/A ANSP Certification N/A

ANSP Supervision N/A ANSP Supervision N/A

Aircrew Training Y ESARR applicability N/A

Aircrew Licensing Y

( *) Additional Information: MAA regulates OAT. OAT inside segregated airspace will be controlled by military air defence controllers. The responsibility for separation between non-participating air traffic and OAT inside segregated airspace rests with the civil ANSP and is described in the national FUA agreement (FUA level 1) and the established LoA between the Royal Norwegian Air Force and Avinor (FUA level 3). ANS provision to OAT outside segregated airspace is to be regulated through CAA. The need for ANS to OAT in shall be described in ANSP handbooks.

Additional Information:


Oversight

Service Provision role

Military ANSP providing GAT services SES certified?

N/A If YES, since: N/A Duration of the Certificate:

N/A

Certificate issued by: N/A If NO, is this fact reported to the EC in accordance with SES regulations?

Additional Information:

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

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

National AIP N National AIP N/A

National Military AIP N National Military AIP N/A

EUROCONTROL eAIP N/A EUROCONTROL eAIP N/A

Other: - Other: -

OAT GAT

National oversight body for OAT: Military Aviation Authority

NSA (as per BSL G 1-1) for GAT services provided by the military: N/A

Additional information: Additional information:

OAT GAT

Services Provided: Services Provided:

En-Route Avinor Flysikring AS En-Route Avinor Flysikring AS

Approach/TMA Avinor Flysikring AS Approach/TMA Avinor Flysikring AS

Airfield/TWR/GND Avinor AS/ Avinor Flysikring AS Airfield/TWR/GND Avinor AS/Avinor Flysikring AS

AIS Avinor AS / Avinor Flysikring AS AIS Avinor AS/Avinor Flysikring AS

MET The Norwegian Meteorological Institute

MET The Norwegian Meteorological Institute

SAR Joint Rescue Coordination Centres

SAR Joint Rescue Coordination Centres

TSA/TRA monitoring Avinor Flysikring AS and RNoAF Air Defence Organisation

FIS Avinor AS/Avinor Flysikring AS

Other: Other:

Additional Information: Only TSAs are established in Norway Additional Information: CRCs will on request from GAT provide traffic information service


User role

Flexible Use of Airspace (FUA)

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT Y

If Military fly OAT-IFR inside controlled airspace, specify the available options:

Free Routing Y Within specific corridors only N

Within the regular (GAT) national route network Y Under radar control Y

Within a special OAT route system Y Under radar advisory service N

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements:

No special arrangements N Exemption from Route Charges Y

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

CNS exemptions: RVSM 8.33 N Mode S ACAS Y

Others:

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

FUA Level 1 implemented: Y




2. Traffic and Capacity

Evolution of traffic in Norway

2018 According to the EUROCONTROL Network Manager Interactive Reporting (NMIR), traffic in Norway increased by 0.4% during the summer period of 2018 (May to October), when compared to Summer 2017. According to NMIR, traffic in Norway increased by 0.6 % overall in 2018 compared to 2017. There have been no capacity constraints in Norwegian airspace. . 2019‐2024 The EUROCONTROL Seven-Year Forecast predicts an annual traffic growth between 0,9 % and 1,7 % throughout the planning cycle, with an average baseline growth of 0.9 %. Norway doesn´t foresee any capacity constraints during the planning period.

0

100,000

200,000

300,000

400,000

500,000

600,000

700,000

800,000

2014 A 2015 A 2016 A 2017 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F

IFR

flig

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Norway - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

International Dep/Arr 37%

Domestic flights 49%

Overflights 14%

Norway - Distribution (Ref. year 2017)

A = ActualF = Forecast

2015 A 2016 A 2017 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 FH 0.2% 2.3% 3.0% 2.0% 2.3% 1.9% 1.4%B -2.5% -0.8% -1.2% 0.0% 1.2% 1.3% 0.6% 0.8% 0.8% 1.0%L -0.1% 0.2% -0.3% -0.6% -0.4% -0.4% -0.2%

ECAC B 1.6% 2.8% 4.0% 3.7% 3.0% 2.6% 2.1% 1.9% 2.0% 2.1%

EUROCONTROL Seven-Year Forecast (September 2018)IFR flights yearly growth

Norway


NORWAY ACC SECTOR GROUP NORTH

Traffic and en-route ATFM delays 2014-2024

Performance summer 2018

Traffic Evolution 2018 Capacity Baseline En‐route Delay (min/flight) ‐ Summer

Capacity gap Ref value Actual

-3.2% 57 (0%) 0.06 0.00 No

Average en-route delay per flight decreased from 0.01 minutes per flight in Summer 2017 to zero min/flight in Summer 2018.

Capacity Plan: Sufficient capacity to meet expected demand Achieved Comments

Flexible rostering of ATC staff Yes

Recruitment and training to maintain number of air traffic controllers Yes

Maximum configuration: 7 + 1 oceanic Yes 4 sectors were sufficient

Summer 2018 performance assessment

The ACC capacity baseline was assessed to be at the same level as in Summer 2017. During the measured period, the average peak hour demand was 49 and the average peak 3 hour demand was 44.

2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024Peak Day Traffic 753 765 749 783 755Summer Traffic 609 614 616 618 598Yearly Traffic 589 590 597 599 582Summer Traffic Forecast 596 599 601 603 602 601High Traffic Forecast - Summer 602 613 623 633 642 648Low Traffic Forecast - Summer 593 584 579 576 568 570Summer enroute delay (all causes) 0.04 0.00 0.00 0.01 0.00Yearly enroute delay (all causes) 0.02 0.00 0.00 0.01 0.00

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Planning Period 2019-2024

The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.

Following the inputs provided by the European Commission at the ad-hoc NMB on 25 October 2018, en-route delay reference values and capacity requirement profiles have been calculated for RP3 (2020-2024) based on the proposal made by the PRB to the European Commission.

Final en-route delay reference values and capacity requirement profiles will be provided after the final decision on RP3 targets.

Summer Capacity Plan

2019 2020 2021 2022 2023 2024

Free Route Airspace

Airspace Management Advanced FUA

Airport & TMA Network Integration

Cooperative Traffic Management

Airspace Airspace project northern part.

Airspace project

southern part.

Procedures

Staffing Flexible rostering of ATC staff

Recruitment and training to maintain number of air traffic controllers

Technical Future ATM System

Capacity

New sectors increase flexibility

Evaluation of sector capacities and sector configurations

Significant Events

Max sectors 5 + 1 oceanic 5 + 1 oceanic 5 + 1 oceanic 5 + 1 oceanic 5 + 1 oceanic 5 + 1 oceanic

Planned Annual Capacity Increase Sufficient capacity to meet expected demand

Reference Profile Annual % Increase 0% 0% 0% 0% 0% 0%

Difference Capacity Plan v. Reference Profile Sufficient capacity to meet expected demand

Annual Reference Value (min) 0.11 0.12 0.11 0.09 0.05 0.05

Summer reference value (min) 0.07 0.07 0.06 0.05 0.04 0.04

Additional information

2020-2024: Indicative RP3 Reference Values

En-route ATFM delay breakdownRP2 Reference Values

2019 2020 2021 2022 2023 20240.5 0.8 0.7 0.6 0.5 0.5

NETWORK

Annual

En-route ATFM delay breakdownPRB proposal

RP3 Reference Values


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2017 2018 2019 2020 2021 2022 2023 20242019 Reference Capacity Profile

2020-2024 Indicative Reference Capacity Profile 57 57 57 57 57 57

Capacity Profile - Current Routes 57 57 57 57 57 57Capacity Profile - High 57 57 57 57 57 57Capacity Profile - Low 57 57 57 57 57 57Capacity Baseline 57 572019 - 2024 Plan 57 57 57 57 57 57Capacity Profile - Shortest Routes (Open) 57 57 57 57 57 57

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NORWAY ACC – SECTOR GROUP WEST





+1.1% 90 (+2%) 0.15 0.00 No

Average en-route delay per flight decreased from 0.03 minutes per flight in Summer 2017 to zero minutes per flight in Summer 2018.

Planned Capacity Increase: sufficient to meet demand Achieved Comments

Recruitment and training of air traffic controllers Yes


Maximum configuration: 6 sectors Yes 6 sectors were opened


The capacity baseline of 90 was measured with ACCESS, indicating the capacity actually offered. During the measured period, the average peak demand was 78 (peak 1 hour) and 73 (peak 3 hour).


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Free Route Airspace




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2019‐2024 Planning Period Outlook

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


NORWAY ACC – SECTOR GROUP EAST





+0.4% 64 (0%) 0.11 0.01 No

Average en-route delay per flight slightly increased from zero minutes per flight in Summer 2017 to 0.01 minutes per flight in Summer 2018. Capacity Plan : sufficient capacity to meet demand Achieved Comments

Recruitment and training of air traffic controllers Yes


Maximum configuration: 4 + 2 helicopter Yes 4 sectors were opened


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).


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Capacity Evaluation of sector capacities and sector configurations

Significant Events

Max sectors 4 + 1 helicopter 4 + 1 helicopter 4 + 1 helicopter 4 + 1 helicopter 4 + 1 helicopter 4 + 1 helicopter









2019 2020 2021 2022 2023 20240.5 0.8 0.7 0.6 0.5 0.5

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


3. Master Plan Level 3 Implementation Report conclusions

Conclusion Applicable to COLLABORATIVE FLIGHT PLANNING IMPLEMENTATION DELAYS SHOULD BE ADDRESSED AND SUPPORT FOR IMPLEMENTATION FROM NM GIVEN TO THE LOCAL STAKEHOLDERS. (page 10 of the Report)

All States with delays in implementation of FCM03

State’s action planned for this conclusion: NO Description of the planned action: Avinor Flysikring AS has informed the State that AFP processing was included in the ATM-system upgrade (legacy system) that took place in 2017, but on-line validations did not allow for operational use. Flight plan message processing in ADEXP format will come available when the new ATM system is operational Q1/2023.


4. Implementation Projects The table below presents the detailed description of the main projects currently ongoing in Norway.

National projects

ADQ‐implementation program (ADQ)

Organisation(s): AVINOR AS (NO) Type of project: National

Schedule: Implementation planned 30.07.2019

Status: Implementing ADQ-compliant AIM-system. Analyzing data and dataoriginator systems within Avinor.

Description: The project will implement commission Regulation 73/2010, laying down requirements on the quality of aeronautical data and aeronautical information throughout Avinor's organization. Both for Avinor's aerodromes with regards to data origination, and for Avinor as ANSP with regards to AIM.

Link and references

ATM MP links: L3: ITY-ADQ

Other links: -

Project included in RP2 Performance Plan:

N Name/Code in RP2 Performance Plan:

-

Project included in DP: N Name/Code in DP: -

Performance contribution

Safety: + Better accuracy

Environment: No impact

Capacity: No impact

Cost‐efficiency: No impact

Operational efficiency: No impact


AMHS Extended

Organisation(s): Avinor Flysikring AS (NO) Type of project: National

Schedule: Went operational on March 2018

Status: Completed

Description: The AMHS Extended Project will replace the current AFTN/CIDIN communication links between Norway and the connected nations, as part of fulfilling the interoperability requirements demanded by PCP Regulation EU No 716/2014, and be in position to send and receive messages with binary attachments. An AFTN-switch will still be part of the new architecture.

Link and references

ATM MP links: L3: COM10

Other links: -



-



Safety: No impact

Environment: No impact

Capacity: No impact

Cost‐efficiency: + -

Operational efficiency: No impact


ARTAS Integration (ARTAS)


Schedule: Operational in Southern Norway from December 2016, Bodø Oceanic as off Desember 2017 and Northern Norway as off 2018.

Status: Completed

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

Link and references

ATM MP links: L3: ITY-ACID, ITY-SPI

Other links: -


Y Name/Code in RP2 Performance Plan:

FS 204 Norwegian Wide Area Multilateration (NORWAM)



Safety: ++ Better tracker performance will improve safety nets.

Environment: + Will make shortest available for each flight.

Capacity: ++ Will ensure that the best separation criteria is offered to ATCO.

Cost‐efficiency: No impact

Operational efficiency: ++ Will allow the use of new technology to be integrated into our display systems.


Future ATM System (FAS)


Schedule: In 2016, Avinor Flysikring AS became part of the iTEC cooperation and will follow the common development of the future ATM system. The first version of the ATM system is planned to be operational by 31.03.2023.

Status: Ongoing

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

Link and references

ATM MP links: L3: ATC12.1, ATC17, FCM03, FCM06, ITY-ACID, ITY-AGDL

Other links: -



FS 108 New ATM infrastructure



Safety: ++ Improved Safety due to implementation of New Safety Net functionality. Less human intervention is expected.

Environment: + The system will enable future operational concepts that will reduce the environmental impact.

Capacity: ++ The system upgrade will improve Capacity.

Cost‐efficiency: ++ Improved Cost efficiency is expected.

Operational efficiency: ++ Improved Capacity, use of Datalink services like CPDLC, 4D Trajectory etc, will improve the operational efficiency.


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


Schedule: Implementation of WAM and renewal of some of the MSSR's will carry on until end of 2019. 4 TMA WAM systems became operational in 2017, in addition to an ADS-B corridor between the Norwegian Mainland and Svalbard. The Surveillance Chain in Norway will be fully Mode S compliant by 2020.

Status: Ongoing

Description: The NORWAM Project will implement surveillance according to the Avinor Surveillance Masterplan. The nationwide surveillance will consist of a mix of WAM, ADS-B and MSSR.

Link and references

ATM MP links: L3: ITY-ACID, ITY-SPI

Other links: -



FS 204 Norwegian Wide Area Multilateration (NORWAM)



Safety: ++ Improved SUR will improve safety.

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

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

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

Operational efficiency: ++ See above.


Performance Based Navigation (PBN)


Schedule: The Norwegian PBN implementation plan has been finalized.

Status: Completed

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

Link and references

ATM MP links: L3: NAV10

Other links: -



-



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

Environment: + Shorter and more efficient approaches means less fuel burn and less noise.

Capacity: + Increased capacity

Cost‐efficiency: + Reduced investment cost

Operational efficiency: + See above.

Remote Towers operation


Schedule: The first airport is planned to go operational by Q3/2019 and the last on by Q1/2023.

Status: Ongoing

Description: Avinor Flysikring is going to implement the Remote Towers concept at 15 airports owned by Avinor AS.

Link and references

ATM MP links: -

Other links: -



-



Safety: + Will increase safety nets serving the different airports.

Environment: -

Capacity: + Will increase flexibility regarding opening hours etc.

Cost‐efficiency: ++ Implementing the RT concept will reduce the need for maintaining and building new towers, and will reduce the investment costs considerably.

Operational efficiency: -


FAB projects

CNS Infrastructure Rationalisation: Mapping the Situation

Organisation(s): ANS Finland (FI), AVINOR AS (NO), EANS (EE), LGS (LV)

Type of project: FAB

Schedule: 2018 - 2019

Status: Work in progress

Description: Phase 1 - ANSPs mapping is completed. Conclusions and Recommendations anticipate broader involvement of other stakeholders. Phase 2 - Recommendations to be included in NEFAB Strategy Implementation Plan

Link and references

ATM MP links: -

Other links: -



-



Safety: + -

Environment: + -

Capacity: + -

Cost‐efficiency: +++ Improved cost efficiency

Operational efficiency: + -

Cooperation Activities: Coordinated among NEFAB ANSPs and reported to NEFAB NSAs.


Kirkenes Cross‐Border Area

Organisation(s): ANS Finland (FI), AVINOR AS (NO) Type of project: FAB

Schedule: 2015-2016

Status: Implemented

Description: In November 2016 Avinor and Finavia launched cross border ATS across the border of Finland and Norway, where Kirkenes Tower/Approach is now providing the services in parts of Finnish Airspace. The arrangement facilitates more efficient and safe flight operations for flights in and outbound Kirkenes Airport in Northern Norway serving the interests of airspace users. The cross border services in Kirkenes TMA are another result of the NEFAB development programme that is investigating airspace and service improvements for the benefit of the airlines and travelers.

Link and references

ATM MP links: -

Other links: -



-



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: -


NEFAB FRA



Schedule: 2014 - 2017

Status: Implemented

Description: Implementation of unrestricted and seamless FRA within NEFAB and implementation of FRA compliant procedures in Bodø Oceanic Implementation of seamless FRA interface with Norway was postponed due to technical upgrade delay in Avinor ATM system. Revised solution of unrestricted FRA between Finland, Estonia and Latvia, and state-wide FRA in Norway were implemented in November 2015. FRA will be implemented in Bodø Oceanic from March 2017.Flight planning in Bodø Oceanic shall be done in accordance with ICAO Doc 7030.

Link and references

ATM MP links: L3: AOM21.2 L2: AO-0501, AOM-0500

Other links: Nill



N/A

Project included in DP: Y Name/Code in DP: 2015_227_AF3


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



SMS Harmonisation



Schedule: 2016 - 2020


Description: SMS Harmonization project was initiated in 2016 with pilot study to specify the concrete proposals, risks and mitigation for areas of possible harmonization on short and long term. Project work-streams: 1. Safety data exchange 2. SMS harmonization in accordance with IR (EU) 2017/373

Link and references

ATM MP links: -

Other links: EU IR: 373/2017



-



Safety: ++ Improved total efficiency of the Safety Management Systems

Environment: -

Capacity: -

Cost‐efficiency: -

Operational efficiency: -

Cooperation Activities: Coordinated among NEFAB ANSPs and reported to NEFAB NSAs.


Regional projects

BOREALIS FRA

Organisation(s): ANS Finland (FI), Avinor Flysikring AS (NO), EANS (EE), IAA-ATS Provider (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK)

Type of project: Regional

Schedule: 2015-2021


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: -


- Name/Code in RP2 Performance Plan:

-





Capacity: Present or additional capacity

Cost‐efficiency: Small




NEFRA FRA

Organisation(s): ANS Finland (FI), Avinor Flysikring AS (NO), EANS (EE), LFV (SE), LGS (LV), Naviair (DK)

Type of project: Regional

Schedule: 2014-2017

Status: Implemented

Description: Implementation of Scenario 8 i.e. unrestricted and seamless FRA within NEFAB and interfacing it with DK/SE FRA; implementation of FRA in Bodø Oceanic. Implementation of Scenario 8 was postponed due to technical upgrade delay in Avinor ATM systems. Revised Scenario 6 with unrestricted FRA between Finland, Estonia and Latvia, State-wide FRA in Norway and harmonised FRA flight planning rules with DK/SE FAB were implemented in November 2015. First step of Scenario 8 was implemented in June 2016 with seamless cross-border FRA operations between NEFAB East (Estonia, Finland, Latvia) and DK-SE FAB. FRA will be implemented in Bodø Oceanic from March 2017. Flight planning in Bodø Oceanic shall be done in accordance with ICAO Doc 7030. Seamless FRA interface between Norway and NEFAB East/DK-SE FAB will be implemented in May 2017.

Link and references

ATM MP links: L3: AOM21.2 L2: AOM-0500

Other links: Nil


- Name/Code in RP2 Performance Plan:

-





Capacity: Present or additional capacity

Cost‐efficiency: Small




5. Cooperation activities

FAB Co‐ordination

NEFAB FRA

The overall objective of NEFAB FRA project was implementation of unrestricted and seamless FRA within NEFAB and implementation of FRA compliant procedures in Bodø Oceanic.

This project was executed in close cooperation with DK-SE FAB, involving the stepwise interfacing of FRA volumes in two neighbouring FABs, as described in chapter 5.2.

The NEFAB FRA will be extended with including the Helsinki TMA into FRA volume in April 2019.

The next step in NEFAB FRA development is considering the removal of ATS routes. The process was initiated with stakeholder discussions at the NEFAB Customer Consultation workshop in September 2017. Later on the team of ANSP experts have compiled the Project Execution Plan, specifying the task descriptions, the master schedule and working practicalities, to be further coordinated respectively with each State and NSA.

SMS Harmonisation

The SMS Harmonisation project was initiated in 2016 with a pilot study to specify the concrete proposals, risks and mitigation for areas of possible harmonisation in the short and long term.

The overall objective of the SMS Harmonisation is to provide the appropriate support to:

- improve the total efficiency of the Safety Management Systems, - enable SMS functionalities and processes supporting cross border services, - enable for improved cost efficiency, - enable for future integration of SMS functionalities and processes.

The further harmonization process is being aligned with the implementation of the Commission IR (EU) 2017/373.

The NEFAB SMS harmonization is considered to support the FAB-wide safety data exchange, aimed at systematic safety data sharing, processing and disseminating between FAB partners.

NEFAB NAV strategy

Based on the NEFAB ANSPs’ 5-year strategy, the NEFAB NAV domain mapping was done in 2018, including: - the brief description of developments and timelines in the national NAV domains; - the status of national Navigation Strategies and PBN Implementation Plans; - the estimate on possible areas of cooperation/coordination on FAB level.

The NEFAB Finance and Performance Committee agreed to include harmonisation of CNS/NAV strategies into the NEFAB Strategy Implementation Plan and to recommend the States taking a leading role in drafting national NAV strategies and implementing PBN, also governing the implementation in cooperation between all stakeholders.


Regional cooperation

Regional cooperation initiatives

NEFRA

NEFAB has been closely cooperating with DK-SE FAB within an agreed concept to implement a continuous and seamless FRA from a user perspective across the two FABs. The project was named North European Free Route Airspace (NEFRA) Programme.

The NEFRA Programme anticipated the implementation of seamless interface between the two FABs above FL285 (because Danish-Swedish FAB FRA is above FL285). In November 2015 the first milestone of NEFRA Phase 1 was implemented with harmonized FPL rules for FRA operations across the two FABs. First step of cross-border FRA between two FABs was implemented in June 2016 with seamless FRA operations between NEFAB East (Estonia, Finland, Latvia) and DK-SE FAB. Seamless FRA interface with Norway was finalised in May 2017 allowing unrestricted FRA operation across the borders of all six states in both FABs.

FRA was also implemented in Bodø Oceanic from March 2017. Flight planning in Bodø Oceanic is done in accordance with ICAO Doc 7030.

The next NEFRA related activities, if any, have been agreed to be organised under the Borealis cooperation.

Borealis FRA

The Borealis Alliance is the industrial partnership between 9 European ANSPs - LFV (Sweden), ANS Finland (Finland), Avinor ANS (Norway), ISAVIA (Iceland), Naviair (Denmark), EANS (Estonia), IAA (Ireland), LGS (Latvia) and NATS (UK). The objective of the Alliance is to enable joint initiatives to improve flight efficiency and reduce environmental impact, delivered across the whole area in a move which will also streamline cost of services and operational/technical infrastructure.

In 2015 Borealis Alliance initiated the Free Route Airspace (FRA) Programme to create a multi-FAB FRA by establishing interfaces between FRA areas in 3 FABs (NEFAB, DK-SE FAB and UK-IRL FAB) and Iceland. The Borealis FRA concept of operation is based on the NEFRA concept, i.e. to connect the FRA volumes of 9 States seamlessly, so that these appear as one continuous FRA to airspace users.

The Borealis Alliance is also seeking for further expansions, for example to establish cross-border FRA between Maastricht UAC area of responsibility, DK/SE FAB and northern part of Germany.

FINEST

FINEST programme supports the Single European Sky concept being a bi-lateral cooperation programme between Estonian ANS and ANS Finland with the main aim to provide cross-border services in adjacent airspace, ensuring the business contingency, increasing cost efficiency and sustainability of the services provided.

The planned concept of operations, cost-benefit analysis and detailed explanation from EANS and ANS Finland Management Boards gave enough assurance to go further with programme plans. Both EANS Supervisory Board and ANS Finland Board of Directors agree to support the investments needed to be made for the FINEST programme.

FINEST is expected to become operational in 2022.

Events in NEFAB area relevant to Network Operations Plan (NOP)

The NEFAB Management Board emphasised that the special events which could bring more traffic should be considered in the NOP. Furthermore, projects that have an impact on the traffic flows should be reflected in the respective ANSPs’ NOPs.


The list of such events was drafted as follows:

• XMAN implementation SWE: 2019-2020 • XMAN implementation NOR: 2023 • SWE airspace changes: 20?? • FINEST for EST & FIN: 2022 • NOR ATM system upgrade (iTEC): 2023 (South) and 2024 (North) • Data Link Services in Norway FIR: 2023 • ATS routes removal:

- EST & FIN 2020 - NOR 202?


6. Implementation Objectives Progress

State View

Overall Objective Implementation

Progress distribution for applicable Implementation Objectives

The overall implementation status of 2018 ATM Master Plan L3 objectives has progressed since 2017.

An extensive upgrade of the main Norwegian ATM system (Future ATM System, FAS) is planned to be implemented in 2023. The FAS project is separated into the FAS En-Route project managed by Avinor Flysikring AS and the FAS Tower project managed by Avinor AS, each with different implementation timelines. This upgrade will facilitate the implementation of several LSSIP objectives between now and 2023.

The following Implementation Objectives are reported as late due to FAS implementation planned in 2023:

• AOM19.2 – ASM Management of Real-Time Airspace Data • AOM19.3 – Full Rolling ASM/ATFCM Process and ASM Information Sharing • AOM19.4 – Management of Pre-Defined Airspace Configurations • ATC2.8 – Ground-based Safety Nets • ATC12.1 – Automated Support for Conflict Detection, Resolution Support Information and

Conformance Monitoring • ATC17 – Electronic Dialog as automated assistance to controller during coordination and transfer • FCM01 – Implement enhanced tactical flow management services • FCM03 – Collaborative Flight Planning • FCM06 – Traffic Complexity Assessment • FCM08 – Extended Flight Plan • ITY-AGDL – Initial ATC air-ground data link service • ITY-ACID – Aircraft Identification (NOTE: This objective is reported as late and is connected to the FAS

project. However, the current ATM system is planned to be upgraded to be fully compliant with ACID Reg. 1206/2011 in 2020)

The following Implementation Objectives are reported as late:

• AOM13.1 – Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling • AOM19.1 – ASM Support Tools to Support Advanced FUA (AFUA) • ATC16 – Implement ACAS II compliant with TCAS II change 7.1 • COM11 – Voice over Internet Protocol (VoIP) • INF07 – Electronic Terrain and Obstacle Data (eTOD) • ITY-ADQ – Ensure Quality of Aeronautical Data and Aeronautical Information • ITY-AGVCS2 – 8,33 kHz Air-Ground Voice Channel Spacing below FL195 (NOTE: This objective is reported

as late with an implementation date of 31/12/2025. Implementation date reflect the fact that 12 state


aircraft under the scope of Article 9 No. 11 are granted exemptions from 8.33 KHz channel spacing until 31.12.2024.

• SAF11 – Improve Runway Safety by Preventing Runway Excursions

The following Implementation Objectives are reported as not yet planned:

• AOP10 – Time-Based Separation • FCM04.2 – Short Term ATFCM Measures (STAM) - Phase 2 • AOP11 – Initial Airport Operations Plan

The following Local Implementation Objective regarding Remote Tower Services was added:

• AOP14 – Avinor Flysikring AS plans to provide AFIS to 12 aerodromes and ATC services to three aerodromes in Norway, with the first remote tower AFIS service planned to be implemented in 2019. CAA-Norway is in the process of conducting a safety review of the entire project.

To date, 9 LSSIP objectives are reported as ongoing, 2 are not applicable and 17 are completed to further develop the Single European Sky objectives in support of the ATM Master Plan.

Detailed implementation progress can be found in section 6.2.


Objective Progress per SESAR Key Feature

Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annexes.

Legend:

## % = Expected completion / % Progress = Implementation Objective timeline (different colour per KF)

100% = Objective completed = Completion beyond Implementation Objective timeline

Optimised ATM Network Services

<15 15 16 17 18 19 20 21 22 23 24 ≥25

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

43%

AOM19.1 (PCP) ASM Support Tools to Support AFUA 62%

AOM19.2 (PCP) ASM Management of Real-Time Airspace Data 3%

AOM19.3 (PCP) Full rolling ASM/ATFCM Process and ASM Information Sharing

25%

AOM19.4 (PCP) Management of Pre-defined Airspace Configurations

5%

FCM01 Enhanced Tactical Flow Management Services 80%

FCM03 Collaborative Flight Planning 37%

FCM04.1 STAM Phase 1 n/a

FCM04.2 (PCP) STAM Phase 2 0%

FCM05 (PCP) Interactive Rolling NOP 33%

FCM06 (PCP) Traffic Complexity Assessment 20%



<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOM21.1 (PCP) Direct Routing n/a

AOM21.2 (PCP) Free Route Airspace 100%

ATC02.2 STCA En-Route 100%

ATC02.8 Ground-Based Safety Nets 10%

ATC02.9 Enhanced STCA for TMAs 100%

ATC07.1 AMAN Tools and Procedures

ENGM - Oslo Gardermoen Airport 100%

ATC12.1 Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring

8%

ATC15.1 Information Exchange with En-route in Support of AMAN

100%

ATC15.2 (PCP) Arrival Management Extended to En-route Airspace

10%

ATC16 ACAS II Compliant with TCAS II Change 7.1 87%

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

28%

ATC18 Multi Sector Planning En-route - 1P2T Local objective 100%

ENV01 Continuous Descent Operations


ENV03 Continuous Climb Operations Local objective


ITY-COTR Ground-Ground Automated Co-ordination Processes

100%

NAV03.1 RNAV 1 in TMA Operations 100%

NAV03.2 (PCP) RNP 1 in TMA Operations n/a

NAV10 APV procedures 75%

NAV12 Optimised Low-Level IFR Routes in TMA for Rotorcraft

Local objective 100%


High Performing Airport Operations

<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOP04.1 A-SMGCS Level 1


AOP04.2 A-SMGCS Level 2


AOP05 Airport CDM


AOP10 (PCP) Time-Based Separation


AOP11 (PCP) Initial Airport Operations Plan


AOP12 (PCP) Improve Runway and Airfield Safety with ATC Clearances Monitoring


AOP13 (PCP) Automated Assistance to Controller for Surface Movement Planning and Routing


AOP14 Remote Tower Services Local objective

ENRC - BODO 10%

ENV02 Collaborative Environmental Management Local objective


SAF11 Improve Runway Safety by Preventing Runway Excursions

82%



<15 15 16 17 18 19 20 21 22 23 24 ≥25

COM10 Migrate from AFTN to AMHS 100%

COM11 Voice over Internet Protocol (VoIP) 20%

COM12 (PCP) NewPENS 75%

FCM08 (PCP) Extended Flight Plan 10%

INF07 Electronic Terrain and Obstacle Data (eTOD) 38%

INF08.1 (PCP) Information Exchanges using the SWIM Yellow TI Profile

8%

ITY-ACID Aircraft Identification 43%

ITY-ADQ Ensure Quality of Aeronautical Data and Aeronautical Information

38%

ITY-AGDL Initial ATC Air-Ground Data Link Services 13%

ITY-AGVCS2 8,33 kHz Air-Ground Voice Channel Spacing below FL195

40%

ITY-FMTP Common Flight Message Transfer Protocol 100%

ITY-SPI Surveillance Performance and Interoperability 71%


ICAO ASBU Implementation

The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle.

These results were determined using the LSSIP Year 2018 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/60 (European Air Navigation Planning Group).

Legend:

= Completed (during 2018 or before)

= Missing planning date

= Progress achieved in 2018 = Not applicable

<16 16 17 18 19 20 21 22 23 24 ≥25

B0-APTA Optimization of Approach Procedures including vertical guidance

100%

75%

B0-SURF Safety and Efficiency of Surface Operations (A-SMGCS Level 1-2)

100%

B0-FICE Increased Interoperability, Efficiency and Capacity through Ground-Ground Integration

100%

B0-DATM Service Improvement through Digital Aeronautical Information Management

100%

38%

B0-ACAS ACAS Improvements 100%

87%

B0-SNET Increased Effectiveness of Ground-Based Safety Nets

100%

70%

B0-ACDM Improved Airport Operations through 100%

B0-RSEQ Improved Traffic flow through Runway sequencing (AMAN/DMAN)

100%

B0-FRTO Improved Operations through Enhanced En-Route Trajectories

100%

B0-NOPS Improved Flow Performance through Planning based on a Network-Wide view

100%

58%

B0-ASUR Initial capability for ground surveillance 100%

71%

B0-CDO Improved Flexibility and Efficiency in Descent Profiles (CDO)

100%

B0-TBO Improved Safety and Efficiency through the initial application of Data Link En-Route

100%

13%


Detailed Objectives Implementation progress

Objective/Stakeholder Progress Code:

Completed Not yet planned

Ongoing Not Applicable

Planned Missing Data

Late

Main Objectives

AOM13.1

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018

43% Late

‐ CAA‐N has revised national legislation BSL G 2‐1 to implement EUROAT. In addition, MIL and ANSP are responsible for the implementation of ANSP procedures and training to ensure a timely implementation. This work is expected to be finalised by 31/12/2019.

31/12/2019

REG (By:12/2018) Luftfartstilsynet

CAA-N has revised national legislation BSL G 2-1 to implement EUROAT. - 100% Completed

09/08/2018

Mil. Authority

CAA-N has revised national legislation BSL G 2-1 to implement EUROAT. - %

Not Applicable

- ASP (By:12/2018) Avinor Flysikring AS

Implement CAA regulation in local operational procedures and train staff in new procedures. - 43% Late

31/12/2019 MIL (By:12/2018) Mil. Authority

MAA will together with Avinor assess the different documents - 25% Late

31/12/2019

AOM19.1

ASM Support Tools to Support Advanced FUA (AFUA) Timescales: Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018

62% Late

‐ Avinor Flysikring AS is ready for operational use, however the Norwegian Armed Forces is delayed in implementing LARA due to Cyber‐Security issues. Norwegian Armed Forces estimates that LARA will be implemented Q1/2019.

31/03/2019

ASP (By:12/2018)


Avinor Flysikring AS is ready for operational use, however the Norwegian Armed Forces has yet to complete its system.

- 62% Late

31/03/2019


AOM19.2

ASM Management of Real‐Time Airspace Data Timescales: Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021

3% Late

‐ Functionality will be part of new ATM System implementation which is planned to be operational by 31/03/2023. Will upgrade local LARA implementation when required functionality is made available by EUROCONTROL.

31/03/2023

ASP (By:12/2021)


Functionality will be part of new ATM System implementation. Will upgrade local LARA implementation when required functionality is made available by EUROCONTROL.

- 3%

Late

31/03/2023

AOM19.3

Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021

25% Late

‐ Functionality will be part of new ATM System implementation which is planned to be operational by 31/03/2023. LARA system is procured and will be upgraded when functionality is available.

31/12/2023

ASP (By:12/2021)


Functionality will be part of new ATM System implementation which is planned to be operational by 31/03/2023. LARA system is procured and will be upgraded when functionality is available.

- 25%

Late

31/12/2023

AOM19.4

Management of Pre‐defined Airspace Configurations Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2021

5% Late

‐ Avinor ANS is closely following the development of the ASM system tool (LARA) and plan to implement new updated versions. Integration between the LARA tool and our ATM system will be postponed until the new ATM system is operational which is planned for Q1/2023.

31/03/2023

ASP (By:12/2021)


Avinor ANS is closely following the development of the ASM system tool (LARA) and plan to implement new updated versions. Integration between the LARA tool and our ATM system will be postponed until the new ATM system is operational which is planned for Q1/2023.

- 5%

Late

31/03/2023

AVINOR AS - - % Not

Applicable -


AOM21.2

Free Route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

100% Completed

‐ FRA is implemented in cooperation with partners in SE/DK FAB, NEFAB and Borealis, including necessary system improvements. Vertical dimension of NEFRA (SE/DK FAB and NEFAB) FL285 ‐ FL660, with local FRA implementation extended to a lower limit FL135/FL195 in NOR, FL95 in FIN/EST/LAT.

12/11/2015

ASP (By:12/2021)


FRA is implemented in cooperation with partners in SE/DK FAB, NEFAB and Borealis, including necessary system improvements. Vertical dimension of NEFRA (SE/DK FAB and NEFAB ) FL285- FL660, with local FRA implementation extended to a lower limit FL135/FL195 in NOR, FL95 in FIN/EST/LAT.

Borealis FRA / NEFRA

100%

Completed

12/11/2015

AOP04.1

Advanced Surface Movement Guidance and Control System A‐SMGCS Surveillance (former Level 1) Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011

100% Completed

ENGM ‐ Oslo Gardermoen Airport Completed with final approval during 2012. 31/12/2013

REG (By:12/2010)

Luftfartstilsynet

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

- 100% Completed

31/12/2013

ASP (By:12/2011)


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

- 100% Completed

30/06/2012

APO (By:12/2010)

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

- 100% Completed

30/04/2012

AOP04.2

Advanced Surface Movement Guidance and Control System (A‐SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017

100% Completed

ENGM ‐ Oslo Gardermoen Airport System enablers, procedures and training delivered and A‐SMGCS level 2 is implemented. 30/09/2012

ASP (By:12/2017) Avinor Flysikring AS

Procedure development and training of staff is completed and A-SMGCS Level 2 is operational. - 100% Completed

30/09/2012 APO (By:12/2017)

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

- 100% Completed

31/12/2010


AOP05

Airport Collaborative Decision Making (A‐CDM) Timescales: Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016

100% Completed

ENGM ‐ Oslo Gardermoen Airport Implementation of Airport CDM is completed 10/2015. 01/10/2015

ASP (By:12/2016)


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

- 100% Completed

01/10/2015

APO (By:12/2016)

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

- 100% Completed

01/10/2015

AOP10

Time‐Based Separation Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023

0% Not yet planned

ENGM ‐ Oslo Gardermoen Airport Avinor Flysikring AS and Oslo Airport (Avinor) will initiate a study to identify necessary changes to implement TBS. Discussions are taking place between Avinor ANS and Avinor Ltd on how to best implement TBS in the future ATM system for Oslo APP. A formal feasibility study has not been initiated.

‐

REG (By:12/2023)

Luftfartstilsynet

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

- 0%

Not yet planned

-

ASP (By:12/2023)


Avinor Flysikring AS and Oslo Airport (Avinor) will initiate a study to identify necessary changes to implement TBS. Discussions are taking place between Avinor ANS and Avinor Ltd how to best implement TBS in the future ATM system for Oslo APP. A formal feasibility study has not been initiated.

- 0%

Not yet planned

-

AVINOR AS

Avinor Flysikring AS and Oslo Airport (Avinor) will initiate a study to identify necessary changes to implement TBS. Discussions are taking place between Avinor ANS and Avinor Ltd how to best implement TBS in the future ATM system for Oslo APP. A formal feasibility study has not been initiated.

- 0%

Not yet planned

-


AOP11

Initial Airport Operations Plan Timescales: Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021

0% Not yet planned

ENGM ‐ Oslo Gardermoen Airport Oslo Airport (Avinor) consider whether they should implement AOP or not and will perform a pre‐study before making the decision. ‐

ASP (By:12/2021)

AVINOR AS Oslo Airport (Avinor) consider whether they should implement AOP or not and will perform a pre-study before making the decision.

- 0% Not yet planned

-


Oslo Airport (Avinor) consider whether they should implement AOP or not and will perform a pre-study before making the decision.


- APO (By:12/2021)

AVINOR AS Oslo Airport (Avinor) consider whether they should implement AOP or not and will perform a pre-study before making the decision.


-

AOP12

Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020

5% Ongoing

ENGM ‐ Oslo Gardermoen Airport Improved runway and airfield safety with ATC clearances monitoring will first be available when a new ATM system for Tower is implemented. 31/12/2020

ASP (By:12/2020)

AVINOR AS

Improved runway and airfield safety with ATC clearances monitoring will first be available when a new ATM system for Tower is implemented. Feasibility study has been initiated.

- 7%

Ongoing

31/12/2020


This objective is an airport project, but Avinor ANS will provide support during the planning and implementation phases.

- 0% Ongoing

31/12/2020

APO (By:12/2020)

AVINOR AS

Improved runway and airfield safety with ATC clearances monitoring will first be available when a new ATM system for Tower is implemented. Feasibility study has been initiated.

- 0%

Ongoing

31/12/2020


AOP13

Automated Assistance to Controller for Surface Movement Planning and Routing Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023

2% Ongoing

ENGM ‐ Oslo Gardermoen Airport Automated assistance to Controller for Surface Movement Planning and Routing will be part of the new ATM system for Oslo Airport/tower. 31/12/2023

REG (By:12/2023)

Luftfartstilsynet

Automated assistance to Controller for Surface Movement Planning and Routing will be part of the new ATM system for Oslo Airport/tower.


- ASP (By:12/2023)

AVINOR AS

Automated assistance to Controller for Surface Movement Planning and Routing will be part of the new ATM system for Oslo Airport/tower. Feasibility study has been initiated. Final implementation date will be available when the study is finalized.

- 2%

Ongoing

31/12/2023


This objective is an airport project and Avinor ANS will support the project during the planning and implementation phases.

- 0% Ongoing

31/12/2023

ATC02.8

Ground‐Based Safety Nets Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

10% Late

‐ Implementation will be planned as part of a major upgrade of the ATM system. This objective is planned to be operational by 31/03/2023. 31/03/2023

ASP (By:12/2016)


Implementation will be planned as part of a major upgrade of the ATM system. This objective is planned to be operational by 31/03/2023.

- 10% Late

31/03/2023

ATC02.9

Enhanced Short Term Conflict Alert (STCA) for TMAs Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020

100% Completed

‐ We do not use the "SESAR enhanced STCA solution" using the multi‐hypothesis algorithm. We have an INDRA/Raytheon ATM‐system and are prevented to introduce the SESAR solution into our ATM‐system. We have suppressed our STCA functionality below 5500 ft. in the TMA.

29/11/2009

ASP (By:12/2020)


We do not use the "SESAR enhanced STCA solution" using the multi-hypothesis algorithm. We have an INDRA/Raytheon ATM-system and are prevented to introduce the SESAR solution into our ATM-system. We have suppressed our STCA functionality below 5500 ft. in the TMA.

- 100%

Completed

29/11/2009

AVINOR AS - - % Not

Applicable -


ATC07.1

AMAN Tools and Procedures Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019

100% Completed

ENGM ‐ Oslo Gardermoen Airport AMAN was installed approved for operational test since November 2009. The system entered full operational use as part of the Oslo ASAP project in April 2011. 30/04/2011

ASP (By:12/2019) Avinor Flysikring AS Completed as part of the Oslo ASAP project - 100% Completed

30/04/2011

ATC12.1

Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

8% Late

‐ MTCD and Monitoring Functions will be implemented as part of new ATM system, which are planned to be operational on 31/03/2023. 31/03/2023

ASP (By:12/2021)


MTCD and Monitoring Functions will be implemented with the new ATM system, which is planned to be operational on 31/03/2023.

Future ATM System

8% Late

31/03/2023

ATC15.1

Information Exchange with En‐route in Support of AMAN Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2019

100% Completed

‐ Implemented at Oslo ATCC as a consequence of new airspace structure from 04/2011. 30/04/2011

ASP (By:12/2019)


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

- 100%

Completed

30/04/2011

ATC15.2

Arrival Management Extended to En‐route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023

10% Ongoing

‐ Extended AMAN is planned and functionality will be part of new ATM system. It will not be a part of the initial delivery, but the new ATM system will be designed to support implementation of extended AMAN.

31/12/2023

ASP (By:12/2023)

AVINOR AS This is not an airport objective, but Oslo Airport will support Avinor ANS as seen necessary. - 10% Ongoing

31/12/2023


Extended AMAN is planned and functionality will be part of new ATM system. It will not be a part of the initial delivery, but the new ATM system will be designed to support implementation of extended AMAN.

- 10%

Ongoing

31/12/2023


ATC17

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018

28% Late

‐ Full functionality will be available after the implementation of the new ATM system planned operational 31/03/2021. 31/03/2023

ASP (By:12/2018)


Full functionality will be available after the implementation of the new ATM system planned operational 31/03/2023.

Future ATM System

28% Late

31/03/2023

COM10

Migrate from AFTN to AMHS Timescales: Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018

100% Completed

‐ Basic AMHS by AFTN/AMHS gateway is operational. Enhance AMHS capability (Extended ATSMHS) fully operational 01/05/2018. 01/05/2018

ASP (By:12/2018)


Basic AMHS by AFTN/AMHS gateway is operational. Enhance AMHS capability (Extended ATSMHS) fully operational 01/05/2018.

AMHS Extended

100% Completed

01/05/2018

COM11

Voice over Internet Protocol (VoIP) Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020

20% Late

‐ Planning started, system design and specification for the en‐route system has been finalized and the procurement process will start November 2019. Dialogue with potential system suppliers and network service providers is ongoing. The first 4 TWR VCSs are procured, the rest is pending. VoIP VCS for HF communication for Bodø OAC is implemented.

31/12/2022

ASP (By:12/2020)


Planning started, system design and specification for the en-route system has been finalized and the procurement process will start November 2019. The first 4 TWR VCS are procured; the rest is pending (52 TWR VCSs in total). These are installed with analog interfaces, but are VoIP compliant. The new VCS supporting the remote TWR services as of from 2019 is VoIP compliant.

- 20%

Late

31/12/2022


COM12

New Pan‐European Network Service (NewPENS) Timescales: Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 31/12/2020

75% Ongoing

‐ It is Avinor ANSs intention to implement NewPENS according to an agreed plan amongst the stakeholders. We have finalized our implementation plan, we are on track and plan to be fully operational by 31/12/2020.

31/12/2020

ASP (By:12/2024)


It is Avinor ANSs intention to implement NewPENS according to an agreed plan amongst the stakeholders. We have finalized our implementation plan, we are on track and plan to be fully operational by 31/12/2020.

- 75%

Ongoing

31/12/2020

AVINOR AS - - % Not

Applicable -

APO (By:12/2024)

Oslo Airport - - % Not

Applicable -

ENV01

Continuous Descent Operations (CDO) Timescales: Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023

100% Completed

ENGM ‐ Oslo Gardermoen Airport In 2011 Avinor ANS implemented a new PBN based airspace structure in Oslo TMA, based on the Point Merge principle, which enables CDO operations. CDO awareness campaign and controller working methods was implemented to support CDO operations under specific conditions. The new airspace structure was developed in close cooperation with our two largest customers (SAS and Norwegian). Monitoring and reporting on the level of CDOs in Oslo TMA is done by the Network Manager. CDO is defined as a flight from cruising level within a range of 200NM from Oslo airport descending to 1800ft. For 2018, 50,8 % of the arrival flights are defined as CDOs.

31/12/2018

ASP (By:12/2023)


In 2011 Avinor ANS implemented a new PBN based airspace structure in Oslo TMA, based on the Point Merge principle, which enables CDO operations. CDO awareness campaign and controller working methods was implemented to support CDO operations under specific conditions. The new airspace structure was developed in close cooperation with our two largest customers (SAS and Norwegian). Monitoring and reporting on the level of CDOs in Oslo TMA is done by the Network Manager. CDO is defined as a flight from cruising level within a range of 200NM from Oslo airport descending to 1800ft. For 2018, 50,8 % of the arrival flights are defined as CDOs.

- 100%

Completed

31/12/2018

APO (By:12/2023)

AVINOR AS This objective is not the responsibility of Avinor AS, but Oslo Airport did support Avinor ANS as seen necessary. - 100% Completed

31/12/2018


FCM03

Collaborative Flight Planning Timescales: Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017

37% Late

‐ Some SLoA’s are completed ‐ the remaining are reported as Late. The Overall State Progress is "Late" due to ADEXP and AFP processing that will be deployed in 2023 when the new ATM system will enter operational status.

31/03/2023

ASP (By:12/2017)


AFP processing was included in the system upgrade (legacy system) that took place in 2017, but on-line validations did not allow for operational use. Flight plan message processing in ADEXP format will come available when the new ATM system is operational Q1/2023.

Future ATM System

37%

Late

31/03/2023

FCM04.1

Short Term ATFCM Measures (STAM) ‐ Phase 1 (Outside Applicability Area) Timescales: - not applicable -

% Not Applicable

‐ Not applicable for Norway ‐

ASP (By:10/2017)

Avinor Flysikring AS NA for Norway - %

Not Applicable

-

FCM04.2

Short Term ATFCM Measures (STAM) ‐ Phase 2 Timescales: Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021

0% Not yet planned

‐ Avinor Flysikring AS has not yet made any plans for implementing STAM2. If an upgrade of our ATM system is needed, that will be postponed until our new ATM system is operational. Avinor ANS has no intention of developing local solutions related to the STAM2 functionality.

‐

ASP (By:12/2021)


Avinor Flysikring AS has not yet made any plans for implementing STAM2. If an upgrade of our ATM system is needed, that will be postponed until our new ATM system is operational. Avinor ANS has no intention of developing local solutions related to the STAM2 functionality.

- 0%

Not yet planned

-


FCM05

Interactive Rolling NOP Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021

33% Ongoing

‐ ATFCM Procedures will be developed and implemented. If there is a need for upgrading our ATM system, that will be postponed until our new ATM system is operational which is planned for Q1/2023.

31/12/2021

ASP (By:12/2021)


ATFCM Procedures will be developed and implemented. If there is a need for upgrading our ATM system, that will be postponed until our new ATM system is operational which is planned for Q1/2023.

- 0%

Planned

31/12/2021

APO (By:12/2021)

Oslo Airport NM receives data through connection to EU ACA. - 100% Completed 31/12/2013

AVINOR AS Integration of AOP and NOP has not started yet. See status on AOP 11 Initial AOP. - %

Not Applicable

-

FCM06

Traffic Complexity Assessment Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

20% Late

‐ The ANSP has technical support for these tools including procedures which will be implemented with the new ATM system project, which is planned to be operational on 31/03/2023.

31/12/2023

ASP (By:12/2021)


Technical support for these tools including procedures will be implemented with the new ATM system Project, which is planned to be operational on 31/03/2023.

Future ATM System

20% Late

31/12/2023

FCM08

Extended Flight Plan Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021

10% Late

‐ It is planned that the new ATM systems under realization by both Avinor AS and Avinor ANS will support EFPL information. The en‐route ATM system is expected to be operational Q1/2023.

31/03/2023

ASP (By:12/2021)


The new en-route ATM system will support EFPL information. The new system is expected to be operational by Q1/2023.

- 10% Late

31/03/2023

AVINOR AS Avinor AS has started a project for the specification and procurement of a new ATM/tower system. The planned ATM system will support EFPL information.

- 10% Late

31/03/2023


INF07

Electronic Terrain and Obstacle Data (eTOD) Timescales: Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018

38% Late

‐ National TOD policy is finalised. Changes to State legislation are ongoing to ensure TOD and ADQ compliance. 31/10/2019

REG (By:05/2018)

Luftfartstilsynet

National TOD policy is finalised. Changes to State legislation are ongoing to ensure TOD and ADQ compliance.

- 38% Late

31/10/2019

ASP (By:05/2018)

AVINOR AS On behalf of Norwegian Airports, AIS will publish obstacle dataset according to TOD requirements in ICAO Annex 15 when new AIM-system is operational.

- 5% Late

31/10/2019

APO (By:05/2018)

AVINOR AS Norwegian Airports will deliver to AIS a digital obstacle dataset according to TOD requirements in ICAO Annex 15 when new AIM-system is operational.

- 70% Late

31/10/2019


INF08.1

Information Exchanges using the SWIM Yellow TI Profile Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2024

8% Ongoing

‐ This objective is limited to the deployment of information services allowing the information exchanges identified in the Annex of the PCP Regulation No 716/2014, and adhering to the SWIM specifications (Yellow SWIM TI profile). Both Avinor ANS and Avinor AS are planning to be compliant with relevant parts of the regulation by 31/12/2024.

31/12/2024

ASP (By:12/2024)

AVINOR AS

This objective is limited to the deployment of information services allowing the information exchanges identified in the Annex of the PCP Regulation No 716/2014, and adhering to the SWIM specifications (Yellow SWIM TI profile). Avinor AS is planning to be compliant with relevant parts of the regulation by 31/12/2024.

- 10%

Ongoing

31/12/2024


This objective is limited to the deployment of information services allowing the information exchanges identified in the Annex of the PCP Regulation No 716/2014, and adhering to the SWIM specifications (Yellow SWIM TI profile). Avinor ANS is planning to be compliant with relevant parts of the regulation by 31/12/2024.

- 10%

Ongoing

31/12/2024

MIL (By:12/2024)

Mil. Authority - - 3%

Not yet planned

- APO (By:12/2024)

Oslo Airport

This objective is limited to the deployment of information services allowing the information exchanges identified in the Annex of the PCP Regulation No 716/2014, and adhering to the SWIM specifications (Yellow SWIM TI profile). Avinor AS is planning to be compliant with relevant parts of the regulation by 31/12/2024.

- 10%

Ongoing

31/12/2024


ITY‐ACID

Aircraft Identification Timescales: Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020

43% Late

‐ ACID Reg. 1206/2011 was incorporated into Norwegian Law via the EEA agreement as of 1 Jan 2015. The NORWAM project, which is run by the national ANSP, will implement a nationwide WAM and ADS‐B system in Norway by 2020. All MSSR radars will in addition be operating in Mode S. ARTAS tracker was implemented in 2016 for the southern Norwegian airspace, 2017 in Bodø Oceanic and 2018 for the northern Norwegian airspace. The new ATM‐system which is planned for Q1/2023 will have full ACID functionality. Our present ATM‐system is planned to be upgraded in 2020 to be fully compliant with Regulation 1206/2011.

31/12/2020

ASP (By:01/2020)


ACID Reg. 1206/2011 was incorporated into Norwegian Law via the EEA agreement as of 1 Jan 2015. The NORWAM project, which is run by the national ANSP, will implement a nationwide WAM and ADS-B system in Norway by 2020. All MSSR radars will in addition be operating in Mode S. ARTAS tracker was implemented in 2016 for the southern Norwegian airspace, 2017 in Bodø Oceanic and 2018 for the northern Norwegian airspace. The new ATM-system which is planned for Q1/2023 will have full ACID functionality. Our present ATM-system is planned to be upgraded in 2020 to be fully compliant with Regulation 1206/2011.

ARTAS Integration / Future ATM

System / Norwegian

Radar, WAM, and

ADS-B Implementation Project

43%

Late

31/12/2020


ITY‐ADQ

Ensure Quality of Aeronautical Data and Aeronautical Information Timescales: Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: 30/06/2013 Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017

38% Late

‐ Work is in progress to ensure the quality of aeronautical data and information. Objective marked as "Late" with activity planned throughout Q2/2020. 30/06/2020

REG (By:06/2017)

Luftfartstilsynet

EU 73/2010 in now implemented into Norwegian Law. Work is in progress to ensure the quality of aeronautical data and information. ANSP is working on implementation of new AIM system will be finalized Q2/2019.

- 32%

Late

01/08/2019

ASP (By:06/2017)

AVINOR AS Implementation of new AIM system will be finalized autumn 2019.

ADQ-implementa

tion program

33%

Late

31/10/2019

APO (By:06/2017)

AVINOR AS Adjustments are being made to all relevant systems processing data for AIS publication on behalf of airports.

ADQ-implementa

tion program

49%

Late

30/06/2020

ITY‐AGDL

Initial ATC Air‐Ground Data Link Services Timescales: Entry into force: 06/02/2009 ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020

13% Late

‐ Changes will be assessed when notified by the ANSP. The ANSP has communicated that data link implementation will be delayed until 2023. A new ATM system is planned to be operational in 2023 which will implement data link functionalities. Necessary VDL Mode 2 infrastructure will be implemented accordingly.

31/03/2023

REG (By:02/2018)

Luftfartstilsynet

Changes will be assessed when notified by the ANSP. The ANSP has communicated that data link implementation will be delayed until 2023. A new ATM system is planned to be operational 2023 which will implement data link functionalities.

- 0%

Late

31/03/2023

ASP (By:02/2018)


The new ATM system planned operational 31/03/2023 will implement datalink functionalities. Necessary VDL Mode 2 infrastructure will be implemented accordingly.

Future ATM System

19% Late

31/03/2023

MIL (By:01/2019)

Mil. Authority MIL does not provide ATC services to civil flights - %

Not Applicable

-


ITY‐AGVCS2

8,33 kHz Air‐Ground Voice Channel Spacing below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020

40% Late

‐ EU 1079/2012 is implemented in Norway with a list of exempted frequencies sent to the EFTA Surveillance Authority with a copy to the EC. CAA‐N has conducted a survey of GA and concluded that roughly 50% of GA is 8.33 equipped. There is no airspace under FL 195 that is exclusively for 8.33 KHz channel spacing until 31.12.2024 due to exemptions. Detailed information on this is published in the AIP/AIC. Norway has been granted exemptions for a list of frequencies sent to EC due to the above justifications.

31/12/2025

REG (By:12/2018)

Luftfartstilsynet

Implementation date reflects the fact that the 12 state aircraft that under the scope of Article 9 No 11 are granted exemptions from 8.33 KHz channel spacing until 31.12.2024.

- 100%

Completed

31/12/2024


Voice Communication Systems are compliant and all radios will be 8.33 kHz capable within 2024-12-31. - 31% Late

31/12/2025 MIL (By:12/2020)

Mil. Authority

12 state aircraft that fall in under the scope of Article 9 No 11 are identified and an exemption letter is sent to EFTA with a copy to EC and NM. 90.3% of state aircraft are now equipped with 8,33 kHz radios.

- 55%

Late

31/12/2019

APO (By:12/2018)

AVINOR AS Voice Communication Systems are compliant and all transceivers can be converted into 8.33 kHz. - 3% Late

31/12/2025

ITY‐FMTP

Common Flight Message Transfer Protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014

100% Completed

‐ ANSP plans implementation of FMTP in 2011, but the use of the protocol between ANSP and Controlling Military Units is considered not applicable, since no such units exist. 31/12/2014

ASP (By:12/2014)


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

-


ITY‐SPI

Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 EHS and ADS-B Out in transport-type State aircraft : 07/06/2020 ELS in transport-type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020

71% Ongoing

‐ All REG and ANSP SLoA’s are completed. MIL has no plans for Mode S Enhanced Surveillance, however Elementary Mode S and ADS‐B out are progressing but may be delayed. 07/06/2020

REG (By:02/2015) Luftfartstilsynet

From 1 Jan 2015, Reg. 1207/2011 was incorporated into Norwegian Law via the EEA agreement. - 100% Completed

05/02/2015 ASP (By:02/2015)


All stakeholder lines of actions are implemented by Avinor Flysikring AS.

ARTAS Integration / Norwegian

Radar, WAM, and

ADS-B Implementation Project

100%

Completed

05/02/2015

MIL (By:06/2020)

Mil. Authority

As of now, no plans for Mode S Enhanced Surveillance, however Elementary Mode S and ADS-B out are progressing but may be delayed.

- 23% Ongoing

07/06/2020

NAV03.1

RNAV 1 in TMA Operations Timescales: Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023

100% Completed

‐ P‐RNAV STARs are implemented in some TMAs, and P‐RNAV SIDs are planned for some TMAs. Most SLoA´s are completed. 31/01/2012

ASP (By:12/2023)


P-RNAV SID/STAR implemented in the Oslo AoR. P-RNAV STAR implemented at Stavanger - Sola and Bergen - Flesland. All controlled airports have RNAV 1 except Andøya.

- 100%

Completed

31/01/2012


NAV03.2

RNP 1 in TMA Operations Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2023

% Not Applicable

‐ Norway has no plans to implement RNP 1 in TMA operations. RNAV1 operations are implemented and for operational purposes we see no added value to implement RNP 1. ‐

ASP (By:12/2023)


Norway has no plans to implement RNP 1 in TMA operations. RNAV1 operations are implemented and for operational purposes we see no added value to implement RNP 1.

- %

Not Applicable

-

AVINOR AS - - % Not

Applicable -

NAV10

RNP Approach Procedures with Vertical Guidance Timescales: Initial operational capability: 01/06/2011 Full operational capability: 31/12/2023

75% Ongoing

‐ Action is included as a part of PBN Implementation Plan Norway in accordance with Implementation roadmap (2013‐2016). In addition, national regulations are amended with core requirements from PBN plan.

31/07/2020

REG (By:12/2023)

Luftfartstilsynet

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

- 100% Completed

30/04/2011

ASP (By:12/2023)


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

Performance Based

Navigation 100%

Completed

31/12/2017

AVINOR AS

Ref ASP04: AIP coordinates is presently published in EUREF89 (local implementation of WGS-84) in accordance with annex 15. Will be in accordance With article 14 of 73/2010 by 31/07/2020 (see also ITY-ADQ).

- 50%

Ongoing

31/07/2020


SAF11

Improve Runway Safety by Preventing Runway Excursions Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018

82% Late

‐ The EAPRE is included in CAA‐N follow‐up of Safety Initiatives and oversight activities of ANS and ADR. CAA‐N has established a SSP June 2017. Runway excursion is included in the EPAS. Member State tasks in EPAS were assessed during 2018 resulting in monitoring activities.

13/12/2019

REG (By:01/2018)

Luftfartstilsynet

The EAPRE is included in CAA-N follow-up of Safety Initiatives and oversight activities of ANS and ADR. CAA-N has established a SSP June 2017. Runway excursion is included in the EPAS. Member State tasks in EPAS were assessed during 2018 resulting in monitoring activities.

- 10%

Late

13/12/2019

ASP (By:12/2014) Avinor Flysikring AS ASP Action Plan implemented - 100% Completed

31/12/2014 APO (By:12/2014)

Oslo Airport ASP Action Plan implemented - 100% Completed 31/12/2014


Additional Objectives for ICAO ASBU Monitoring

AOM21.1

Direct Routing (Outside Applicability Area) Timescales: - not applicable -

% Not Applicable

‐ Norway has in cooperation with partners in NEFAB and Borealis implemented Free Route Airspace and therefore implementation of Direct Routing is not relevant. ‐

ASP (By:12/2017)


Avinor has in cooperation with partners in NEFAB and Borealis implemented Free Route Airspace and therefore implementation of Direct Routing is not relevant.

- %

Not Applicable

-

ATC02.2

Implement ground based safety nets ‐ Short Term Conflict Alert (STCA) ‐ level 2 for en‐route operations Timescales: Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013

100% Completed

‐ STCA level 2 was implemented in Oslo ATCC in 10/2009 and Bodø and Stavanger upgraded during 2012. 31/01/2013


Enhanced STCA was implemented in Oslo ATCC 10/2009 Bodø and Stavanger 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. MIL plans to be fully compliant by 2022.

31/12/2022

REG (By:12/2015)

Luftfartstilsynet

CAA-N Operations Department has been in regular contact with all of the operators covered by this requirement (excluding MIL). Based on the feedback CAA-N has received, all aircraft operated by Norwegian operators are now modified and crews have completed the required training.

- 100%

Completed

31/12/2015

ASP (By:03/2012)


Training Organization in Avinor FS has requested the relevant parts of the ANSP organization about the status for training in the system. Based on the fact that most units already have completed training as a part of continuation training when the system were incorporated, the training organization has decided to offer training only to the air traffic controllers that has not completed training in the new system. Follow up of performance will be done by means of regular incident occurrence reporting, investigation and analysis.

- 100%

Completed

30/06/2015

MIL (By:12/2015)

Mil. Authority

No plan on 1 aircraft system and planned on 1 aircraft system (see MIL SLoA ATC16-MIL01). MIL plans to be fully compliant by the end of 2022.

- 55% Late

31/12/2022

FCM01

Implement enhanced tactical flow management services Timescales: Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006

80% Late

‐ A number of SLoA's are already implemented. The two remaining SLoA's (ASP06 and ASP07) will be implemented with the new ATM system, planned for Q1/2023. 31/03/2023

ASP (By:07/2014)


The most important SLoA’s (ASP02, ASP03 and ASP04) are implemented. System generated messages to CFMU related to re-routings and holding are not implemented, and is done manually. The two remaining SLoA's (ASP06 and ASP07) will be implemented with the new ATM system, planned for Q1/2023.

- 80%

Late

31/03/2023

Oslo Airport DPI Message from Oslo Airport is (ASP08) is completed. - 100% Completed 31/01/2014


ITY‐COTR

Implementation of ground‐ground automated co‐ordination processes Timescales: Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012

100% Completed

‐ This applies to regulation 1032/2006 and most of the SLA's is implemented in the current ATM system (NATCON). ASP08 and ASP09 will be implemented in conjunction with implementation of CPDLC and the new ATM system planned operational in 2023.

31/05/2015

ASP (By:12/2012)


This applies to regulation 1032/2006 and most of the SLA's is implemented in the current ATM system (NATCON). ASP08 and ASP09 will be implemented in conjunction with implementation of CPDLC and the new ATM system planned operational in 2023.

- 100%

Completed

31/05/2015

MIL (By:12/2012)

Mil. Authority - - %

Not Applicable

-


Local Objectives

Note: Local Objectives are addressing solutions that are considered beneficial for specific operating environments, therefore for which a clear widespread commitment has not been expressed yet. They are characterised with no deadline and voluntary applicability area.

AOP14 Remote Tower Services Applicability and timescale: Local 10% Ongoing

ENRC ‐ BODO Avinor Flysikring AS has submitted several safety related changes regarding remote tower services to CAA‐N. The ANSP is in the process of establishing a new remote tower center located at Bodø Airport (new building under construction). In the future, Avinor Flysikring AS plans to provide AFIS to 12 aerodromes and ATC services to 3 aerodromes in Norway, with the first remote tower AFIS service planned to be implemented in Q3 2019 and the last one Q1 2023. CAA‐N is in the process of conducting a safety review of the entire project. The planned remote services are for service provision and not for contingency purposes.

30/09/2019

ATC18 Multi‐Sector Planning En‐route ‐ 1P2T Applicability and timescale: Local

100% Completed

‐ Norway ATCC, Sector Group East, up to 8 sectors, 0630 ‐ 2300hrs (local time). Norway ATCC, Sector Group North, up to 3 sectors, 0830 ‐ 1030hrs, 1130 ‐ 1400hrs, 1600 ‐ 1700hrs (local time).

31/12/2017

ENV02 Airport Collaborative Environmental Management Applicability and timescale: Local % Completed

ENGM ‐ Oslo Gardermoen Airport Formal partnership arrangements are in place at Oslo Airport to evaluate and control the environmental effect of Air Traffic Procedures. 31/12/2012

ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% Completed

ENGM ‐ Oslo Gardermoen Airport Based on information we have received from Eurocontrol, for the year 2017, we achieved 91 % CCO for departures out of Oslo Airport and 91,1 % for 2018. The COO is defined from 3000ft to cruising level, within a range of 200NM from the airport. We consider this task to be completed.

01/01/2017

NAV12 Optimised Low‐Level IFR Routes in TMA for Rotorcraft Applicability and timescale: Local

100% Completed

‐ Avinor Flysikring has published IFR routes for helicopters in Stavanger, Bergen, Krisiansund, Brønnøysund and Hammerfest TMAs. For the time being no further plans to publish more IFR routes.

31/12/2017


ANNEXES

Specialists involved in the ATM implementation reporting for Norway

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP National Focal Point for Norway Luftfartstilsynet Rajunesh SHANKAR

LSSIP Focal Point for NSA/CAA Luftfartstilsynet Rajunesh SHANKAR

LSSIP Focal Point for ANSP Avinor Flysikring AS Per Harald PEDERSEN

LSSIP Focal Point for Airport Avinor AS Johan STEINKJER

LSSIP Focal Point for Military RNoAF Hans Jørgen NORDSKOG

EUROCONTROL LSSIP Support

Function Directorate Name

LSSIP Contact Person DECMA/ACS/PRM Luca DELL’ORTO


National stakeholder’s organisation charts

Luftfartstilsynet the Norwegian CAA

CAA - Luftfartstilsynet - is under the responsibility of the Ministry of Transport and Communication (MoTC). CAA Norway performs all functions of enforcement and control as delegated by the government body, in other words the responsibility for requirements and regulations, admission control and control of operators.


Avinor AS

Avinor AS is a state owned limited company fully owned by the Ministry of Transport and Communications. The company owns, operates and develops a national network of 42 airports for the civil sector. Avinor AS is also providing AIS, AFIS and MET services in Norway and CNS services at Oslo Airport.


Avinor Flysikring AS was established in June 2014 and is the major ANSP in Norway. It is a limited company fully owned by Avinor AS. Avinor Flysikring AS provides Air Traffic Services in Norwegian airspace including aerodrome control, approach control and en route control. Avinor Flysikring AS provides in addition AIS and MET services, maintenance and operation of the technical infrastructure related to the provision of air navigation services in Norway except for CNS services at Oslo Airport.

Board ofDirectors

DivisionRegional Airports

EVP Operations and

Infrastructure

Svalbard Airport AS

Bergen Airport, Flesland

Stavanger Airport, Sola

Trondheim Airport, Værnes

Avinor Air NavigationServices AS

Oslo Airport, Gardermoen

Corporate Staff

CEO


Military Aviation Authority

The Chief of Staff of the RNoAF is the Military Aviation Authority. According to the Norwegian Aviation Act, the military is given the authority to issue rules and regulations for Military Aviation (BML).

The Military Aviation Authority is responsible for the education and certification of personnel (Pilots, Air Defense Controllers, Investigation Board Officers, Maintenance- and Ground Support Personnel) Regulation of

Military Airfields are also the responsibility of the MAA.

Additionally, Forsvarstmateriell (Norwegian Defence Materiel Agency) is a new agency directly subordinate to the Royal Norwegian Ministry of Defence. Their main task is to develop and modernise the Norwegian Armed Forces, and thus they are the legal owner of all air force aircraft. NDMA therefore maintains the Military Aircraft Registry, certify military aircraft, and equipment.

The following structure shows the Military Aviation Organisation:


Implementation Objectives’ links with SESAR, ICAO and DP

Objective SESAR

Key Feature ICAO ASBU B0 and B1

DP Family

AOM13.1

- -

AOM19.1 B1-FRTO B1-NOPS

3.1.1 ASM Tool to support AFUA


3.1.2 ASM management of real time airspace data


3.1.3 Full rolling ASM/ATFCM process and ASM information sharing


3.1.4 Management of dynamic airspace configurations

AOM21.1

B0-FRTO -

AOM21.2 B1-FRTO 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing 3.2.4 Implement Free Route Airspace

AOP04.1

B0-SURF 2.2.1 A-SMGCS level 1 and 2

AOP04.2

B0-SURF 2.2.1 A-SMGCS level 1 and 2

AOP05

B0-ACDM B0-RSEQ

2.1.1 Initial DMAN 2.1.3 Basic A-CDM

AOP10

B1-RSEQ 2.3.1 Time Based Separation (TBS)

AOP11

B1-ACDM 2.1.4 Initial Airport Operations Plan (AOP)

AOP12 - 2.1.2 Electronic Flight Strips (EFS) 2.5.1 Airport Safety Nets associated with A-SMGCS level 2 2.5.2

AOP13

B1-ACDM B1-RSEQ

2.4.1 A-SMGCS Routing and Planning Functions

AOP14

B1-RATS -

ATC02.2 B0-SNET -

ATC02.8 B0-SNET B1-SNET

3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing

ATC02.9 B0-SNET B1-SNET

-

ATC07.1

B0-RSEQ 1.1.1 Basic AMAN

ATC12.1

B1-FRTO 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing

ATC15.1

B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function

ATC15.2

B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function

ATC16 B0-ACAS -


ATC17

- 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing

ATC18

- No direct link, although implementation is recommended in Family 3.2.1

COM10

- -

COM11 - 3.1.4 Management of Dynamic Airspace Configurations 3.2.1 Upgrade of systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA)

COM12

B1-SWIM

5.1.2 NewPENS: New Pan-European Network Service 5.2.1 Stakeholders Internet Protocol Compliance

ENV01 B0-CDO B1-CDO

-

ENV02

- -

ENV03

B0-CCO -

FCM01 B0-NOPS -

FCM03

B0-NOPS 4.2.3 Interface ATM systems to NM systems

FCM04.1

- 4.1.1 STAM phase 1

FCM04.2

B0-NOPS 4.1.2 STAM phase 2

FCM05 B1-ACDM B1-NOPS

4.2.2 Interactive Rolling NOP 4.2.4 AOP/NOP Information Sharing

FCM06

B1-NOPS 4.4.2 Traffic Complexity tools

FCM07 B1-NOPS 4.3.1 - Target Time for ATFCM purposes 4.3.2 - Reconciled target times for ATFCM and arrival sequencing

FCM08

B1-FICE 4.2.3 Interface ATM systems to NM systems

FCM09

B1-NOPS -

INF04 B0-DATM -

INF07

- 1.2.2 Geographical database for procedure design

INF08.1 B1-DATM B1-SWIM

5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.3.1, 5.4.1, 5.5.1, 5.6.1

INF08.2 B1-DATM B1-SWIM

5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.6.2

ITY-ACID

- -

ITY-ADQ

B0-DATM 1.2.2 Geographical database for procedure design

ITY-AGDL

B0-TBO

6.1.1 ATN B1 based services in ATSP domain 6.1.3 A/G and G/G Multi Frequency DL Network in defined European Service Areas 6.1.4 ATN B1 capability in Multi Frequency environment in Aircraft Domain

ITY-AGVCS2

- -

ITY-COTR B0-FICE -

ITY-FMTP B0-FICE B1-FICE

-


ITY-SPI

B0-ASUR -

NAV03.1 B0-CDO B0-CCO

B1-RSEQ -

NAV03.2 B1-RSEQ 1.2.3 RNP 1 Operations in high density TMAs (ground capabilities) 1.2.4 RNP 1 Operations (aircraft capabilities)

NAV10 B0-APTA 1.2.1 RNP APCH with vertical guidance 1.2.2 Geographic Database for procedure design

NAV12

B1-APTA -

SAF11

- -

Legend:

Objective’s link to SESAR Key Feature:

Optimised ATM Network Services

High Performing Airport Operations




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:


Term Description

AF ATM Functionality

FT Fast Track

PCP Pilot Common Project

PDP Preliminary Deployment Programme

S‐AF Sub ATM Functionality

