Local Single Sky ImPlementation (LSSIP) NORWAY

Transcription

1 EUROCONTROL Local Single Sky ImPlementation (LSSIP) NORWAY Year 2013 Level 1

2

3

4

5 DOCUMENT IDENTIFICATION SHEET LSSIP for Norway Infocentre Reference: 14/01/07-30 Document Identifier Edition: Year 2013 LSSIP Year 2013 Norway Edition Date: 12/05/14 LSSIP Focal Point - Aslak KJØLSTAD LSSIP Contact Person - Luca DELL ORTO Aslak.Kjolstad@caa.no luca.dellorto@eurocontrol.int ATM Inspector State Focal Point Unit DSS/EIPR Status Intended for Working Draft General Public Draft Agency Stakeholders Proposed Issue Restricted Audience Released Issue Accessible via: Path: Internet ( X:\03 LSSIP\1. LSSIP States\Norway (NO)\Year 2013\released\LSSIP Year 2013_NO Released issue.docx LINKS TO REFERENCE DOCUMENTS 1. LSSIP Guidance Material: 2. ESSIP Plan Edition 2013: 3. ESSIP Report 2012: 4. STATFOR Forecasts: 5. Acronyms and abbreviations: 6. European ATM Master Plan: 7. LSSIP Documents: 8. National AIP: 9. National Performance Plan: LSSIP Year 2013 Norway Released issue

6

7

8

9 TABLEE OF CONTENTS Executive Summary... 1 Introduction... 3 Chapter 1 - National ATM Environment Geographical Scope International Membership Geographical description of the FIR(s) Airspace Classification and Organisation National Stakeholders Civil Regulator(s) Avinor Airports Military Authorities Accident/incident Investigation Body Chapter 2 - En-route Traffic and Capacity Evolution of traffic in Norway BODO ACC Traffic and en-route ATFM delays / Summer 2013 performance Planning Period /19 - Summer OSLO ACC Traffic and en-route ATFM delays / Summer 2013 performance Planning Period /19 - Summer STAVANGER ACC Traffic and en-route ATFM delays / Summer 2013 performance Planning Period /19 - Summer Chapter 3 - ESSIP Report recommendations Chapter 4 - National Projects Chapter 5 - Regional Co-ordination FAB Co-ordination FAB Projects FAB Projects Other regional coordination projects Chapter 6 - ESSIP Objective Implementation ANNEXES LSSIP Year 2013 Norway Released issue

10

11 Executive Summary State Context No major stakeholder organizational changes during the last year, but the main service provider Avinor AS, which own and runs 46 airports in Norway, and are also the provider of Air Navigation Services on more than 50 airports and 3 Area Control Centers in Norway, have decided to separate the ANS provision from the main company. The new ANS Company will be established from 1. June 2014, and will be 100% owned by Avinor AS. The building of new terminal at Oslo Airport is according to plan, and has not led to delays or disturbance of the traffic. Southern Norway Airspace Project (SNAP) which leads to changes at Trondheim, Bergen and Stavanger TMAs are planned implemented November New ATM system for Bodoe Oceanic planned to be implemented in May 2014, where ADS-C capabilities are also included. ADS-B for offshore use is planned for implementation during ESSIP Objective Implementation The overall situation in the implementation of ESSIP Objectives in Norway is considered as reasonable good. There is a problem in completing objectives due for ADQ, which is late. The ANSP is in the process of implementing a new ADQ compliant AIM system solution. Estimated completed early 2015.Further the implementation of ATC air ground data link services above FL285 will be 6 months late (Oct 2015), due to necessary upgrade to ATM system. LSSIP Norway * FOC Date implementation date (see legend at the bottom of the table) State-related ESSIP Objectives <= AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling [IDP] [E] * AOM19 Implement Advanced Airspace Management [IDP] [E] * AOM20 Implement ATS Route Network (ARN) - Version 7 [E] * AOM21 Implementation of Free Route Airspace [IDP] [E] * AOP03 Improve runway safety by preventing runway incursions * ATC02.2 ATC02.5 ATC02.6 ATC02.7 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 [E] * Implement ground based safety nets - Area Proximity Warning - level 2 [E] * Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 [E] * Implement ground based safety nets - Approach Path Monitor - level 2 [E] * ATC07.1 Implement arrival management tools [E] * ATC12 ATC15 Implement automated support for conflict detection and conformance monitoring [E] * Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations [IDP] [E] * ATC16 Implement ACAS II compliant with TCAS II change 7.1 * ATC17 COM09 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) [IDP] [E] * [IDP] * COM10 Migrate from AFTN to AMHS * COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM * LSSIP Year 2013 Norway 1 Released issue

12 LSSIP Norway FCM01 Implement enhanced tactical flow management services [E] * * FOC Date implementation date (see legend at the bottom of the table) FCM03 Implement collaborative flight planning [IDP] [E] * FCM04 Implementation of Short Term ATFCM Measures - phase 1 [IDP] [E] * FCM05 Implementation of interactive rolling NOP [IDP] [E] * INF04 Implement integrated briefing * ITY-ADQ Ensure quality of aeronautical data and aeronautical information [E] * ITY-AGDL Initial ATC air-ground data link services above FL-285 [IDP] [E] * ITY-AGVCS2 ITY-COTR Implement air-ground voice channel spacing requirements below FL195 * Implementation of ground-ground automated co-ordination processes [E] * ITY-FMTP Apply a common flight message transfer protocol (FMTP) [IDP] * ITY-SPI Surveillance performance and interoperability * NAV03 Implementation of P-RNAV [E] * NAV10 Implement APV procedures [IDP] [E] * SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements * SAF11 Improve runway safety by preventing runway excursions * SRC-CHNG Implementation of Safety Oversight of Changes to ATM by National Supervisory Authorities (NSA) * SRC-RLMK Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs) * SRC-SLRD Safety Levels and Resolution of Deficiencies * Airport-related ESSIP Objectives <= ENGM-Oslo - Gardermoen AOP01.2 AOP04.1 AOP04.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 [E] * Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 * AOP05 Implement Airport Collaborative Decision Making (CDM) [IDP] [E] * ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements [IDP] * ENV02 Implement Collaborative Environmental Management (CEM) at Airports * * Understanding the Table Objective Objective Partly Objective No Plan Missing Data Not Applicable (Norway/Oslo Gardermoen airport does not participate in this obj.) Late NOTE: The year where the coloured box is placed indicates the Implementation Completion Date as stated in the ESSIP for each objective. The colour-code indicates the Local progress with respect to this date. LSSIP Year 2013 Norway 2 Released issue

13 Introduction The Local Single Sky ImPlementation documents (LSSIPs), as an integral part of the ESSIP/LSSIP mechanism, constitute a five-year plan containing ECAC States actions to achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their national ATM System. The LSSIP document Year 2013 describes the situation in the State at the end of December The LSSIP documents are structured into 6 chapters to better differentiate the Stakeholder(s) accountable for the information contained in each of them: Chapters 1 to 5 present the key players in the State, and sets the institutional and geographical scenes to help the reader understand the specifics of the State and interpret the rest of the document correctly. It also presents a short description of the main national and regional projects in which the national Stakeholders are involved. Chapter 6 contains high-level information on progress and plans of each ESSIP Objective. The information for each ESSIP Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section. Note: Chapter 6 is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of ESSIP Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the ESSIP. LSSIP Year 2013 Norway 3 Released issue

14

15 Chapter 1 - National ATM Environment 1.1 Geographical Scope International Membership Norway is a Member of the following international organisations in the field f of ATM: : Organisation ECAC EUROCONTROL European Common Aviation Area EEA (European Economic Area) EASA ICAO JAA NATO Since Geographical description of the FIR(s) The geographical scope of this document addresses the Norway FIR/UIR (since 27 Nov 2003 the Norwegian airspace is established as one single FIR/UIR) ). Control areas extend between FL 95 and FL 660, the lower level being FL 115 or FL 135 in the highest mountain areas. In addition, controlled airspace in Norway also comprisess 20 TMAs, and 19 CTRs. Two offshore control areas, Statfjord CTA (in the northern North Sea) and Heidrunn CTA (est. June 2011, in the Norwegian Sea) are established to support the helicopter traffic relatedd to the Norwegian oil production. Ekofisk CTA (in the southern North Sea) for offshore helicopters in thee North Sea is planned for implementation during the first half of Norway FIR is surrounded by FIRs of 6 States, namely United Kingdomm (Scottish FIR), Iceland (Reykjavik FIR), Russia (Murmansk FIR), Finland (Finlandd FIR), Sweden (Sweden FIR) and Denmark (Copenhagen FIR). Among the above, Russia is the only non-ecac bordering state. Bodø Oceanic FIR is a part of the NAT-region and not within the scope of this document. LSSIP Year 2013 Norway 4 Released issue

16 1.3 Airspace Classification and Organisation Reference is made to AIP Norway: National Stakeholders The main National Stakeholders involved in ATM in Norway are the following: Avinor - the Norwegian Air Navigation Service Provider Luftfartstilsynet - the Norwegian CAA The Royal Norwegian Air Force - the Military Aviation Authority of Norway. Their activities are detailed in the following subchapters and their relationships are shown in the diagram below. Organisational overview Ministry of Defence Ministry of Transport and Communications Military Aviation Authority Norway (MAA) Civial Aviation Authority Norway (CAA) General Assembly Avinor AS NSA Avinor AS Oslo Airport AS Air Navigation Services Airport Divisions LSSIP Year 2013 Norway 5 Released issue

17 1.4.1 Civil Regulator(s) General information Civil aviation in Norway is the responsibility of the Ministry of Transport and Communications (MoTC). The different national entities having regulatory responsibilities in ATM are summarised in the table below. The CAA (Luftfartstilsynet) is further detailed in the following sections. Activity in ATM: Rule-making Certification Safety Oversight Airspace Economic Environment Security Organisation responsible Luftfartstilsynet (CAA- NO) Luftfartstilsynet (CAA- NO) As above As above As above As above As above Legal Basis Luftfartsloven (Civil Aviation Act) As above and regulation FOR no 99 (BSL G 1-1) on the establishment of a Single European Sky 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 srapport+2012.pdf Web address: An organisation chart giving a more detailed structure of the CAA is found in Annex B Avinor Name of the ANSP: Governance: Avinor AS State owned limited company Owners hip: Services provided Y/N Comment ATC en-route Y ATC approach Y ATC Airport(s) Y AIS Y CNS Y MET N Avinor provides MET observations at airports ATCO training Y Others Additional information: Provision of services in other State(s): N State owned with the Ministry of Transport and Communications as shareholders meeting LSSIP Year 2013 Norway 6 Released issue

18 Annual Report published: Y Web address: ATC system in use Specify the manufacturer of the ATC system currently in use: Raytheon/Indra Major upgrade 1 of the ATC system is performed or planned? System upgrade enables automated transmission of AFP messages to the Network Manager. The upgrade mainly involves flight data processing functionality and is also an enabler for the delivery of Air Ground Datalink ATC units The ATC units in the Norway airspace, which are of concern to this LSSIP, are the following: ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA Oslo ATCC 8 2 Norway FIR Bodø ATCC 4 4 Norway FIR The total number of En-route sectors is 5 when including the Bodø Oceanic Control sector (not within the geographical scope of this LSSIP). There are 4 elementary TMA sectors, of which 3 are regularly bandboxed with overlying ACC-sectors Stavanger ATCC 5 1 Norway FIR 2 elementary offshore helicopter sectors and 3 elementary ACC-sectors The TMA sectors presented above are those sectors co-located with the ACC. There are several other TMAs in Norway; the provision of APP control in these TMAs is done at the local airport Airports General information The main airports in Norway are generally owned and operated by Avinor AS, a State-owned limited company. The following exceptions apply: Oslo-Gardermoen; The airport is operated by Oslo Lufthavn AS (OSL). Oslo Lufthavn AS is a limited company where all the shares are owned by Avinor AS. ATS is provided by Avinor. Sandefjord-Torp; Airport is owned and operated by Sandefjord Lufthavn AS. 86,5 percent of the shares are municipally owned percent of the shares are owned by private investors. ATS is provided by Avinor. Five airports in Norway are operated by the Royal Norwegian Air Force. Avinor provides ATS at all of these airports. Avinor operates civil passenger terminals on three of the military operated airports. At the two remaining airports, civil passenger terminals are operated by other companies. 1 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) LSSIP Year 2013 Norway 7 Released issue

19 Airport(s) covered by the LSSIP APO SloAs are contained in the following objectives: ENV, APO, ITY-ADQ and SAF11. In addition to the Annex B of the ESSIP Plan edition 2013, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives. So the following airports are covered in this LSSIP: Oslo-Gardermoen airport Military Authorities The Chief of Staff of the RNoAF is the Military Aviation Authority. According to the Norwegian Aviation Act, the military is given the authority to issue rules and regulations for Military Aviation (BML). The Military Aviation Authority is responsible for the education and certification of personnel (Pilots, Air Defence Controllers, Investigation Board Officers, Maintenance- and Ground Support Personnel). Additionally, the Military Aviation Authority is responsible for the Military Aircraft Registry, for the certification of military aircraft and equipment and regulation of Military Airfields. Their regulatory, service provision and user role in ATM are detailed below. Information on the application of FUA is in Web address: Regulatory role Regulatory framework and rule-making OAT OAT and provision of service for OAT governed by national legal provisions? Level of such legal provision: OAT: Military legislation ANS to OAT: CAA regulation Authority signing such legal provision: Ministry of Transport These provisions cover: Rules of the Air for OAT GAT *) Provision of service for GAT by the Military governed by national legal provisions? Level of such legal provision: N/A Authority signing such legal provision: N/A These provisions cover: Y Organisation of military ATS for OAT N/A Organisation of military ATS for GAT N/A OAT/GAT Coordination N/A OAT/GAT Coordination N/A ATCO Training N/A ATCO Training N/A ATCO Licensing N/A ATCO Licensing N/A ANSP Certification N/A ANSP Certification N/A ANSP Supervision N/A ANSP Supervision N/A Aircrew Training Y ESARR applicability N/A Aircrew Licensing Y *) Additional Information: MAA regulates OAT. OAT inside segregated airspace will be controlled by military air defence controllers. The responsibility for separation between non-participating air traffic and OAT inside segregated airspace rests with the civil ANSP and is described in the national FUA agreement (FUA level 1) and the established LoA between the Royal Norwegian Air Force and Avinor (FUA level 3). ANS provision to OAT outside segregated airspace is to be regulated through CAA. The need for ANS to OAT in shall be described in ANSP handbooks. Additional Information: N LSSIP Year 2013 Norway 8 Released issue

20 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: - Oversight OAT National oversight body for OAT: Military Aviation Authority Additional information: - Additional information: - GAT NSA (as per BSL G 1-1) for GAT services provided by the military: N/A Service Provision role OAT GAT Services Provided: Services Provided: En-Route Avinor En-Route Avinor Approach/TMA Avinor Approach/TMA Avinor Airfield/TWR/GN Avinor Airfield/TWR/GND Avinor D AIS Avinor AIS Avinor MET The Norwegian Meteorological Institute MET The Norwegian Meteorological Institute SAR TSA/TRA monitoring Joint Rescue Coordination Centres Avinor and RNoAF air defence organisation SAR Other: Other: - Additional Information: Only TSAs are established in Norway. FIS Joint Rescue Coordination Centres Avinor Additional Information: CRCs will on request from GAT provide traffic information service Military ANSP providing GAT services SES certified? N/A If YES, since: N/A Duration of the Certificate: Certificate issued by: N/A - Additional Information: N/A User role 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 LSSIP Year 2013 Norway 9 Released issue

21 Within a special OAT route system Y Under radar advisory service N If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures N Provision of ATC in UHF N CNS exemptions: RVSM Y 8.33 N Mode S N ACAS Y / A / A Others: Flexible Use of Airspace (FUA) Military in Norway applies FUA requirements as specified in the Regulation No 2150/2005: FUA Level 1 implemented: Y FUA Level 2 implemented: Y FUA Level 3 implemented: Y Y Accident/incident Investigation Body Technical investigations Norway is not an EU member; however the Directive 94/56/EC has been transposed into national legislation. There is a separate Investigation board, the Aircraft Accident Investigation Board/Norway (AIBN/Norway). This is a separate administrative body subject to the authority of the MoTC but, in all professional matters, independent. The board is responsible for investigating civil aviation accidents and incidents. The legal basis for this body is warranted in Luftfartsloven (the Civil Aviation Act) and BSL A 1-4. The AIBN/Norway conducts investigations for Civil Aviation aircraft accidents and it is up to AIBN to consider necessary investigations on occurrences, based also on considerations on expected contributions to safety vs resources needed to the investigations. Address of AIB website: Collection, Evaluation & Processing of Data Norway is not an EU member State; however the Directive 2003/42/EC has been transposed into national legislation. Accidents and Incidents are being reported to the AAIB/Norway and to the CAA. The CAA performs the collection, evaluation, processing and storing of all information related to accidents, incidents and occurrences. This information is made available to the EU states according to Directive 2003/42/EC. The ECCAIRS tools for data collection and analysis are used by the NSA for this purpose. In addition the SHT analyses the data collected during the investigation of accidents and major incidents Civil-Military Accidents/Incidents There exists an agreement between the Military and AAIB/Norway regarding investigation of accidents/incidents where both civil and military aviation are involved. The agreement states that AAIB/Norway shall conduct such investigations. LSSIP Year 2013 Norway 10 Released issue

22 Chapter 2 - En-route Traffic and Capacity 2.1 Evolution of traffic in Norway Norway - Annual IFR Movements Norway - Distribution (Ref. year 2012) Domestic flights 52% IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast International Dep/Arr 40% Overflights 8% A 2010 A 2011 A 2012 A 2013 F 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F A = Actual F = Forecast STATFOR Medium-Term Forecast (September 2013) IFR flights yearly growth 2010 A 2011 A 2012 A 2013 F 2014 F 2015 F 2016 F 2017 F 2018 F H 3,9% 3,2% 3,4% 1,7% 1,4% 1,5% Norway B 2,2% 4,9% 4,2% 3,7% 2,5% 2,8% 1,2% 0,9% 1,0% L 3,5% 1,6% 1,9% 0,4% 0,1% 0,2% ESRA B 0,8% 3,1% -2,4% -0,9% 1,4% 2,6% 2,7% 2,2% 2,5% 2019 F 1,4% 0,9% 0,1% 2,5% 2013 Traffic in Norway increased by 5.6% during Summer 2013 (May to October), whenn compared to t Summer /19 The STATFOR medium-term forecast (MTF) predicts an average annual traffic growth between 0.7% and 2.1% throughout the planning cycle, with an average baseline growth of o 1.5%. LSSIP Year 2013 Norway 11 Released issue

23 2.2 BODO ACC Traffic and en-route ATFM delayss / Summer 2013 performance Traffic Evolution 2013 Capacity Baselinee En-route Delay (min/flight) Optimumm All reasons Without weather Capacity gap % 575 (0%) No Average enroute delay per flight remainedd at zero in Summer Capacity Increase: sufficient to meet demand Flexible rostering of ATC staff Additional controllers Revision off FUA operations Maximum configuration: 6 sectors + 1 oceanic Summer 2013 performance assessment Achieved Yes No No Yes Comments The ACC capacity baseline was assessed to be at thee same level as in Summer During the measured period, the average peak hour demand was 46 and the t average peak 3 hour demand was Planning Period /19 - Summer The planning focuses on the Summer seasonn to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planningg cycles. The /19 summer capacity profile and delay breakdown has been derived according to the following parameters: 2014: capacity requirement profiles based on the delay breakdown per ACC ass provided in January /19: Reference value based on the breakdown of a yearly European delay targett of 0.5 min/flight LSSIP Year 2013 Norway 12 Released issue

24 ENBDCTA Annual Summer En-route ATFM delay breakdown - Reference Values Capacity Profiles 2013 Profiles (hourly movements and % increase over previous year) ACC baseline H 57 0% 57 0% 57 0% 57 0% 57 0% 57 0% Ref. 57 0% 57 0% 57 0% 57 0% 57 0% 57 0% ENBD 57 L 57 0% 57 0% 57 0% 57 0% 57 0% 57 0% C/R 57 0% 57 0% 57 0% 57 0% 57 0% 57 0% Capacity Plan Year Measures planned Significant Events New ATM system in Bodo Oceanic Training for SNAP Flexible rostering of ATC staff Recruitment and training to maintain number of air traffic controllers SNAP (Southern Norway Airspace Project) Traning for FRA Free Route Airspace Future ATM System Max sectors oceanic oceanic oceanic oceanic oceanic oceanic Capacity increase Reference profile Additional information Sufficient capacity to meet expected demand 0% 0% 0% 0% 0% 0% New ATM system in Bodo Oceanic - Training: Feb-May 2014 no delays expected - Switch over: May Transition period: No delays expected ENBDCTA - Reference capacity profile and alternative scenarios 60 Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile - Current Routes Capacity Profile - High Capacity Profile - Low Capacity Baseline Plan /19 Planning Period Outlook No problems are foreseen in the current planning cycle, provided that sufficient staff are available during peak periods. LSSIP Year 2013 Norway 13 Released issue

25 2.3 OSLO ACC Traffic and en-route ATFM delayss / Summer 2013 performance Traffic Evolution 2013 Capacity Baselinee En-route Delay (min/flight) Optimumm All reasons Without weather Capacity gap % 86 (+28%) No Average enroute delay per flight decreased from 0.8 minutes per flightt in Summer 2012 to zer minutes per flight in Summer Capacity Increase: sufficient to meet demand 4 to 5 additional controllers Operations Resource Management system (rostering) Enhanced sector configurations Re-assessment of sector capacities following CAPAN study Revision off FUA operations Maximum configuration: 5 (Summer), 7 (Winter) Summer 2013 performance assessment Achieved Yes No No No Yes Yes Comments The capacity offered was measured with ACCESS at a level of 86, for an average peak demand of 79 (peak 1 hour) and 73 (peak 3 hour) Planning Period /19 - Summer The planning focuses on the Summer seasonn to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planningg cycles. The /19 summer capacity profile and delay breakdown has been derived according to the following parameters: 2014: capacity requirement profiles based on the delay breakdown per ACC ass provided in January /19: Reference value based on the breakdown of a yearly European delay targett of 0.5 min/flight LSSIP Year 2013 Norway 14 Released issue

26 ENOSCTA Annual Summer En-route ATFM delay breakdown - Reference Values Capacity Profiles 2013 Profiles (hourly movements and % increase over previous year) ACC baseline H 86 0% 86 0% 86 0% 86 0% 86 0% 86 0% Ref. 86 0% 86 0% 86 0% 86 0% 86 0% 86 0% ENOS 86 L 86 0% 86 0% 86 0% 86 0% 86 0% 86 0% C/R 86 0% 86 0% 86 0% 86 0% 86 0% 86 0% Capacity Plan Year Additional controllers Recruitment and training of air traffic controllers Measures planned Significant Events Max sectors Capacity increase Reference profile Additional information Enhanced sector configurations Reassessment of sector capacities following CAPAN study 5 (Summer) 7 (Winter) 5 (Summer) 7 (Winter) Flexible rostering of ATC staff Free Route Airspace 5 (Summer) 7 (Winter) Future ATM System 5 (Summer) 7 (Winter) Sufficient capacity to meet expected demand 5 (Summer) 7 (Winter) 5 (Summer) 7 (Winter) 0% 0% 0% 0% 0% 0% ENOSCTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile - Current Routes Capacity Profile - High Capacity Profile - Low Capacity Baseline Plan /19 Planning Period Outlook No problems are foreseen in the current planning cycle, provided that sufficient staff are available during peak periods. LSSIP Year 2013 Norway 15 Released issue

27 2.4 STAVANGER ACC Traffic and en-route ATFM delayss / Summer 2013 performance Traffic Evolution 2013 Capacity Baselinee En-route Delay (min/flight) Optimumm All reasons Without weather Capacity gap +6.7 % 588 (+0%) No Average enroute delay per flight increased from zero minutes per flightt in Summer 2012 to 0.1 minutes per flight in Summer % of te delays were for the reason ATC Capacity. Capacity Increase: +0% Flexible rostering of ATC staff Additional controllers Revision off FUA operations Maximum configuration: helicopter Summer 2013 performance assessment Achieved Yes Yes No Yes Comments Not currently a limiting factor The capacity baseline of 58 was measured with ACCESS, indicating the capacity actually offered. During the measured period, the average peak demand was 566 (peak 1 hour) and 50 (peak 3 hour) Planning Period /19 - Summer The planning focuses on the Summer seasonn to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planningg cycles. The /19 summer capacity profile and delay breakdown has been derived according to the following parameters: 2014: capacity requirement profiles based on the delay breakdown per ACC ass provided in January /19: Reference value based on the breakdown of a yearly European delay targett of 0.5 min/flight LSSIP Year 2013 Norway 16 Released issue

28 ENSVCTA Annual Summer En-route ATFM delay breakdown - Reference Values ACC ENSV baseline 2014 Capacity Profiles Profiles (hourly movements and % increase over previous year) H 58 0% 58 0% 58 0% 58 0% 58 0% 60 3% Ref. 58 0% 58 0% 59 2% 59 0% 59 0% 60 2% L 58 0% 58 0% 58 0% 58 0% 58 0% 58 0% C/R 58 0% 58 0% 58 0% 58 0% 58 0% 59 2% 2019 Capacity Plan Year Flexible rostering of ATC staff Recruitment and training to maintain number of air traffic controllers Measures planned ADSB offshore SNAP (Southern Norway Airspace Project) Free Route Airspace Future ATM System Significant Events New Voice Com System March 14 Training for SNAP Reassessment of sector capacities with CAPAN Max sectors helicopter helicopter helicopter helicopter helicopter helicopter Capacity increase Reference profile 0% 10% 0% 0% 0% 0% 0% 0% 0% 0% 0% 2% Additional information Sector south in Stavanger is already handling levels of traffic close to capacity, and might be a bottleneck until the resectorisation SNAP in Expect one day with delays during switchover to new VCS, planned March 22(Not final) LSSIP Year 2013 Norway 17 Released issue

29 ENSVCTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile - Current Routes Capacity Profile - High Capacity Profile - Low Capacity Baseline Plan /19 Planning Period Outlook Sector south in Stavanger is already handling levels of traffic close to capacity, and might be a bottleneck until the resectorisation SNAP in LSSIP Year 2013 Norway 18 Released issue

30 Chapter 3 - ESSIP Report recommendations Recommendations issued from the ESSIP Report for applicable to Norway for all items that require corrective actions and improvements ahead of the 2013 reporting exercise. Number Recommendation Ownershipp NO feed-back REC To ensure that all Stakeholders report the expected completion dates business plans. as definedd in their National All States OK REC To ensure correct application of LSSIP guidance material and to implement the results of mandatory LSSIP in-cycle check. All States OK REC To ensure completeness of information reported in CH, DE, DK, ES, 06 LSSIP MT, M NL, NO, SI To ensure actions for overcoming present delays in REC the implementationn of basic ATSMHS capability 10 (ESSIP objective COM10). To ensure actions for overcoming present delays in REC the implementation of remaining SLoAs for 15 implementation of P-RNAV (ESSIP objective NAV03) ). AL, AM, AZ, CY, CZ, DK, EE, FI, FR, GR, HR, HU, IT, LU, MAS, MD, MT, NO, SE,, SI, UA AL, AZ, BA, BE, BG, CY, DE, EE, ES, GE, GR, HR, HU, IT, LV, ME, MT, NO, PT, RS, SI, UA, UK OK No present action Interim Deployment Programme View Number Recommendation Ownershipp NO feed-back REC States are encouraged to speed up the AFP implementation and to schedule AFP testing with Network Manager All States N/A REC Airports are encouraged to establish performance committees and implement information sharing and performance reporting processes in line with A- CDM guidelines (AOP05 objective). Airports in applicability a area reported other than completed REC To revise deployment plans and as much as possible speed up the implementation of CPDLC requirements ANSPs A of core area States N/A Stakeholders View Number Recommendation Ownershipp NO feed-back REC ANSPs are encouraged to routes. publish more APV Handled All ECAC ANSPs according to National PBN plan LSSIP Year 2013 Norway 19 Released issue

31 FAB View Number Recommendation Ownership NO feed-back REC To update the FABs plans and establish a more appropriate roadmap to improve the current lack of coordination and ensure a common response to deployment needs. FAB States NEFAB ANSPs developed a common business plan for NEFAB development for a period from 2014 to 2018, in order to ensure coordinated response to the airspace user needs. The performance plan for RP2 are being prepared by the NEFAB NSAs and will be submitted to PRB during June 2014 REC The ANSPs should coordinate system deployment (including system upgrades) and capabilities implementation plans with FAB partner first, and then follow on with coordination to adjacent FABs and ANSPs. FAB States Avinor are using a different ATM system from the other NEFAB States and therefore system upgrades has to be done separate from the other NEFAB partners. Avinor are doing necessary upgrades on their legacy ATM system to prepare for implementation of North European Free Route Airspace REC Ongoing work to harmonise reporting culture between States in the FAB should be continued to ensure alignment of reporting principles. FAB States Just Culture is being addressed in the NEFAB Performance Plan for RP2. NEFAB NSA Committee has established an expert group for reporting, exchange and dissemination of safety related information. LSSIP Year 2013 Norway 20 Released issue

32 Chapter 4 - National Projects The main projects currently ongoing in Norway are depictedd in the table below. Name Schedule Description Scope Status Link with European Master Plan. Expected Contribution to the Key Performancee Areas 2 Future ATM System (FAS) The project is initiated and operation is foreseen for 2018 and onwards Background: New ATM Infrastructure for both TWR and ACC/TMA is seen as a key enabler for the implementation of the relevant concepts defined in Step 1 of the Masterplan Objectives: To enable the migration to Step 1 of the Masterplan and deliver the benefits identified in SESAR in terms of safety, environment, capacity and cost efficiency. Project is justt initiated The project is currently in the concept phase. The overall objective is to deliver enablers for the implementation of Step 1 of the Masterplan. The expected contribution to the Key Performance Areas has not yet been validated, and the project work on the initial assumptions developed through SESAR. NATCON Roadmap Initiated in 2013 and planned delivery in Background: The project involves a major upgrade of the current ATM-system (NATCON). The upgrade will enable a set of improvements and the consolidation of the systems in Oslo ATCC and Stavanger ATCC into one system. Objectives: Enable implementation of Freee Route Airspace and AGDL, improve STCA-functionality, allow implementation of additional safety nets and enable automatic transmission of AFP-messages to Network Manager. The project iss in the design phase. Implementation of functionality is planned towards the end e of 2015 Enabler for ATC 02.5, ATC 02.6 and ATC 02.7 safety nets. Enabler for FCM 03 and automatic transmission of AFPmessages. System upgrade required to deliver AGDL (ITY AGDL) and Free Route Airspace (AOM 21 in ESSIP and OFA Free Routing in the Masterplan) Capacity: Increased capacity in Stavanger and Oslo AoR through electronic transfer r of control between the units. Implementationn of AGDL is estimated to result in a capacity gain of between 3.4 % and 11 %. Cost efficiency: Reduction to one system platform reduces maintenance costs and less support cost for flight data management. Safety: Implementationn of enhanced STCA functionality and new safety nets. Environment: Enabler for Free Route Airspace implementation, allowing user preferred routings and increased flight efficiency. Southern Norway Airspace Project (SNAP) Initiated in 2009 Operational implementation planned for 13 th Background: The SNAP project is established in order to implement new route structures and airspace design solutions in Stavanger AoR and southern part of Bodø AoR. The project encompasses both en-route airspace as well as The SNAP project is now in the implementation phase. Software updates for ATM- been systems havee completed and installed for Point Merge applied in larger TMA s (OFA and in the Masterplan) Airspace design is Capacity: Ensuring capacity for both current and future demand in an airspace with frequent ATFM-regulations. 2 Capaci ty, safety, cost-efficiency and environment as defined in Recital 2 of Regulation (EU) No 691/2010. LSSIP Year 2013 Norway 21 Released issue

33 November 2014 the airspace within 7 terminal areas, covering a total of 15 aerodromes. The project is included in the Programme for Future Operational Concept and ATM System. Objectives: The objective of the project is to deliver a revised airspace and route structure adapted to the projected increase in traffic demand. This shall contribute to improved operating efficiency and flight efficiency as well as meeting safety objectives. simulation purposes. Training activities are ongoing and will continue towards start of operations on the 13 th of November The project also involves a consolidation of APP-functions to airports in North-West Norway to a centralised APP-unit at Trondheim Værnes. compatible with Free Route Airspace (ESSIP AOM-21 and OFA Free Routing in the Masterplan) CDO/CCO is enabled to a larger extent in new structure (ESSIP ENV-01) SNAP includes a synchronised implementation of APV procedures with reference to OFA (Optimised RNP Structures) in the Masterplan and ESSIP objective NAV 10 on implementation of APV procedures. The project enables a flexible airspace structure combined with flexible and proactive capacity management in line with the Network Strategy Plan Cost-efficiency: Contributes to cost-efficiency target through more efficient airspace organisation, streamlined service provision and consolidation of APPfunctions. Safety: Removal of identified hot spots associated with the current airspace structure. Environment: Increased flight efficiency and enabler for CDO/CCO Ekofisk ADS-B Implementation Initiated in 2010 with planned operations on 13 th of November 2014 Background: The Ekofisk ADS-B Implementation Project is a follow up after the decision to take Ekofisk out of the Norwegian Radar Programme (NORAP) and replace radar by ADS- B. Objectives: To ensure surveillance coverage in non-radar airspace to allow the provision of Air Traffic Control service to offshore helicopters between the mainland and the Ekofisk and Balder oilfields. The project is currently in the implementation phase with planned operation from 13 th of November 2014 ADS-B Ground stations for non-radar airspace, enabler CTE-s1a in the Masterplan. The ADS-B implementation for offshore helicopters will also enable the future use of ADS-B as a second layer of surveillance at higher altitudes. Cost efficiency: The choice of ADS-B has enabled a significant reduction of investment costs compared to traditional radar investments. Operational costs are also lower for ADS-B. Safety: ADS-B enables surveillance coverage in an airspace which is currently without surveillance. The project is an enabler for the provision of Air Traffic Control Service to offshore helicopters. Environment: The introduction of surveillance capabilities enables more efficient flight profiles. Cost efficiency: BOAS enables more efficient rostering of staff due to the increased level of automation, reduced HF-traffic. Capacity: Bodø Oceanic is estimated to handle the estimated traffic volumes up to 2030 and peak traffic levels can be handled without restrictions due to reduced controller workload. Bodø Oceanic Surveillance System (BOAS) Initiated in 2011 and planned operation during 1 st half of 2014 Background: The project was established to replace the old surveillance system for the Bodø Oceanic area. Objectives: The objectives of the project arevto enable operational concepts in line with the requirements for the NATairspace as well as improving the efficiency of the operation in Bodø Oceanic. The system will enable more efficient horizontal routings and more optimum cruising levels. The project is in the implementation phase with planned operation during the 1 st half of Bodø Oceanic is in itself outside the scope of the SES-regulation, but the implementation of BOAS will enable more efficient flight profiles, automated coordination with adjacent centres through OLDI, CPDLC and ADS-C. Bodø Oceanic is to a large extent operated as a transitional airspace and LSSIP Year 2013 Norway 22 Released issue

34 is highly integrated with the service provision in continental airspace. The improvements will therefore benefit the entire operation of Bodø ATCC. Safety: BOAS includes a training capability enabling simulator training. Environment: BOAS will contribute to increased flight efficiency through more direct horizontal routings and more optimum cruising levels. Cost efficiency: Reduction of future investments in surveillance infrastructure in comparison to radar investments. Reduced operational costs compared to operation of radars. Safety: NORWAM will enable surveillance capabilities in non-radar airspace with a corresponding extension of controlled airspace and provision of air traffic control services. Capacity: Increased surveillance coverage contributes to reduced separation minima and reduced controller workload. Environment: Improved surveillance enables more optimum flight profiles. Norwegian Wide Area Multilateration NORWAM) Initiated in 2012 with planned implementation from 2015 and onwards Background: The NORWAM project was started to support current and future requirements for surveillance and enable surveillance coverage in non-radar airspace and/or constitute a second layer of surveillance. Objectives: To increase surveillance coverage in areas like the west coast terminal airspace and some offshore areas. Contract is awarded to system supplier and deployment is planned from 2015 and onwards Linked to Commission Regulation (EC) 1207/2011 performance and the interoperability of surveillance. LSSIP Year 2013 Norway 23 Released issue

35 Chapter 5 - Regional Co-ordination 5.1 FAB Co-ordination North European Functional Airspace Block - NEFAB NEFAB is a functional airspace block created by Estonia, Finland, Latvia and Norway. A NEFAB Project Development and Implementation Plan (PDIP) was delivered in The state level agreement, establishing NEFAB as well as the t cooperation agreements between the ANSP s and NSA s, were completed by December 2012 when NEFAB became operational. 5.2 FAB Projects North European Functional Airspace Block - NEFAB NEFAB is a functional airspace block created by Estonia, Finland, Latvia and Norway. NEFAB has established a programme with a programme management office (PMO) with the objective off managing projects and initiatives among the ANSP s in the cooperation. In addition there is close cooperation with LFV and Naviair in DK/SE-FAB concerning airspace development. In this cooperation the implementation of a seamless Free Route Airspace above FL 285 across the two airspace blocks iss prioritised in the short term with planned implementation towards the end of The activityy is targeted to connect Free Route Airspace in the two FAB s ensuring a continuous Free Route Airspace. The activity is organised as a project called North European Free Route Airspace FRA. This project is not aimed at airspace developments inside the two airspace blocks. The ANSP s in NEFAB have developed a 5 year businesss plan, covering the period and an annual plan for The 5 year businesss plan describes the strategies forr the period with key performance areas and strategic objectives. The annual plan transforms these strategies into activities planned for 2014 with defined deliverables andd milestones. In April 2013 two key projects, Airspace 2015 and ATS Provision 2015, delivered the NEFAB Network Plan. The NEFAB Network Plan describes the operational requirements for the establishment of the airspace and service s provision within NEFAB in is considered an intermediate step towards a performance scenario planned forr 2020 and beyond. The individual ANSP s in the FAB-cooperation will implement the required r operational changes and technical support to enable the concept described in the NEFAB Target Concept. 5.1 FAB Projects Name Schedule FAB Partner Status Expected Contribution to the Key Performance Areas 3 and link to ESSIP NEFAB Target Concept Dec Nov Avinor, EANS, Finavia and LGS Ongoing according to project schedule Resulting in improved capacity through improved airspace structuress and alignment of sectors. Safety is not considered a specific objective for the project, but safetyy levels shall be maintained or increased after implementation. The project will enablee more effective use of operational resourcess and contribute to improved cost-efficiency. More efficient airspace and routing options forr airspace users will increase flight 3 Capacity, safety, cost-efficiency and environment as defined in Recital 2 of Regulation (EU) No 691/2010. LSSIP Year 2013 Norway 24 Released issue

36 efficiency and contribute to reduced emissions. NEFRA (North European Free Route Airspace) May 2012 Nov Avinor, EANS, Finavia, LFV, LGS and Naviair Ongoing according to project schedule Capacity and ANSP cost efficiency is not considered specific objects for the project. Capacity levels shall be maintained or improved and the implementation shall not reduce ANSP cost-efficiency. Safety is not considered a specific objective for the project, but safety levels shall be maintained or increased after implementation. More efficient airspace and routing options for airspace users will increase flight efficiency and contribute to reduced emissions. 5.2 Other regional coordination projects Borealis alliance The Borealis Alliance includes the ANSPs of Denmark, Estonia, Finland, Iceland, Ireland, Latvia, Norway, Sweden and the UK. The agreement on this commercial alliance was signed in June The objective of the alliance is to enable joint initiatives to improve flight efficiency and reduce environmental impact, delivered across the whole area in a move which will also streamline cost of services and operational/technical infrastructure. An executive management team was recruited during 2012 and Borealis Alliance will operate an initial proving period to the end of Regulatory Co-operation During the establishment of NEFAB there has been close cooperation between the 4 NEFAB NSAs, and this cooperation is now formalised by the NEFAB NSA Committee. There is also established cooperation between the other Nordic NSAs, by the 7-State NSA Cooperation. Meetings between the 4 NEFAB NSAs and representatives from NSA Iceland, Sweden and Denmark have been held, and cooperation are established on areas of common interest. This cooperation will be continued. Civil-Military Co-ordination NEFAB has established the Civil-Military Committee (CMC) that consists of representatives from CAA and MAA. The function of the committee is to: - define areas of cooperation between the Contracting States within the scope of the NEFAB Agreement as regards military aviation; - enhance the use of airspace in NEFAB, taking account of military aviation needs, including military mission effectiveness; - provide for efficient and consistent application of the concept of flexible use of airspace by the Contracting States; - provide for the development of arrangements for military training activities regardless of existing boundaries; For the year of 2013 four meetings has taken place. The committee has been chaired by CAA Latvia and the co-operation has been fruitful. LSSIP Year 2013 Norway 25 Released issue

37 Military-military Co-ordination The Strategic Nordic Military ATM Board (SNAB) is established to elaborate, co-ordinate and promulgate the Nordic Military view on ATM matters. It will consider strategic objectives and focus on Nordic issues in relation to pan-european ATM initiatives including security aspects. The SNAB is composed of senior military officers of the Nordic nations exercising responsibilities as national heads of the Military Air Traffic Management (or its equivalent). The SNAB will not take decisions as it is a forum for co-ordination of issues. The SNAB may forward recommendations to the nations for staffing and final approval at national level. LSSIP Year 2013 Norway 26 Released issue

38 Chapter 6 - ESSIP Objective Implementation Conventions Two colour codes are used for each ESSIP Objective box : o one colour code is used to show the Objective Scope in the Objective ID cell, and o another colour code is used to show the Objective Progress in the State and for each national stakeholder. Obj. ID (*) Obj. Title (By mm/yyyy of o overall objective, inc non-state SloAs) State s high level progress statement REG REG highh level progresss statement (By:mm-yyyy) highh level progress statement (By:mm-yyyy) high level progress statement (By:mm-yyyy) APO APO highh level progresss statement (By:mm-yyyy) Obj. Progress (**) State Impl. Date APO. Progress (**) APO Impl. Date. Progress (**) Impl. Date. Progress (**) Impl. Date APO. Progress (**) APO Impl. Date (*) Objective Scope Code: ECAC EU+ Multi-N APT (**) Objective/Stakeholder Progress Code: No Plan Partly Not Applicable Missing Data Late L LSSIP Year 2013 Norway 27 Released issue

39 AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling (By:12/2018) [IDP] [Essential] Revision of national regulation combined with implementation of ANSP procedures and training shall ensure a timely implementation REG (By: ) (By: ) (By: ) CAA has started the proces to complete the REG SloAs independent of the progression of EUROAT, and will revise national regulation Implement CAA regulation in local operational procedures and train staff in new procedures MAA will together with CAA and Avinor assess the different harmonisation documents. 12/ / / /2015 AOM19 Implement Advanced Airspace Management (By:12/2016) [IDP] [Essential] 12/2015 (By: ) (By: ) Some actions leading to the implementation are already completed, and some are planned. Joint implementation planning taking part in the NEFAB project streams. 12/2015 Not Applicable AOM20 Implement ATS Route Network (ARN) Version 7 (By:10/2013) [Essential] 10/2013 (By: ) (By: ) Continuously ongoing update process. All airspace changes related to ARN version 7 is scheduled for different AIRAC dates in 2012 and / /2012 AOM21 Implementation of Free Route Airspace (By:12/2017) [IDP] [Essential] Cooperation on FAB level to ensure implementation in accordance with plan 11/2015 REG (By: ) (By: ) (By: ) CAA Norway is cooperating with other NEFAB states to ensure that regulatory procedures are harmonized to facilitate the implementation of Free Route Airspace as planned by ANSPs. FRA implementation is planned in cooperation with partners in NEFAB and DK/SEFAB is part of NEFAB. Civmil coordination related to FRA should be done in FAB context but also at national level. 11/ /2015 No Plan AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2013) ENGM - Oslo - Gardermoen All SLoAs completed apart from analysis tool which is planned for 11/ /2014 (By: ) APO (By: ) The ANSP is participating in airside capacity enhancement activities and is following up the actions in cooperation with the Airport Operator. Airside capacity enhancement is an integrated part of the new Terminal 2 project and inludes manoevring area, parking areas, ATC staffing, revised airspace procedures. All actions are done in close cooperation with aircraft operators and the ANSP. Analysis tool is due for implementation during Late Late 11/2014 LSSIP Year 2013 Norway 28 Released issue

40 AOP03 Improve runway safety by preventing runway incursions (By:12/2013) Objective completed for all Avinor airports. Implementation in military airports with GAT has started 12/2013 REG (By: ) (By: ) (By: ) APO (By: ) AOP04.1 The measures from the European action plan has been implemented in Avinor. There is a continuous focus on runway safety through followup of reporting, safety investigations, lesson dissemination and proficiency training plans. The measures from the European action plan has been implemented at Oslo Airport. There is a coninuous focus on runway safety through followup of reporting, safety investigations, lesson dissemination and proficiency training plans. Implement Advanced Surface Movement Guidance and Control System (ASMGCS) Level1 (By:12/2011) ENGM - Oslo - Gardermoen [Essential] 12/2011 Missing Data with final approval during /2012 REG (By: ) (By: ) (By: ) APO (By: ) AOP04.2 An ASMGCS system has been approved. There is currently no plan to impement specific ASMGCS level 1 procedures in state regulations. ANSP action followed Airport Operator deployment of equipment and procedures. Final operational approval achied from regulator during Technical equipment available and procedures and training implemented, included training actions for the ANS provider. Final approval completed during Implement Advanced Surface Movement Guidance and Control System (ASMGCS) Level 2 (By:12/2017) ENGM - Oslo - Gardermoen 12/ / / /2012 System enablers, procedures and training delivered and ASMGCS level 2 is implemented. 12/2014 REG (By: ) (By: ) APO (By: ) Approval will be based on application, containing argumentation that the ASMCS system i s Level 2 compliant Procedure development and training of staff will follow overall airport operator implementation plan. Operational implementation of alarm functions, operational procedures for level 2 and training programme is completed. 12/ / /2012 LSSIP Year 2013 Norway 29 Released issue

41 AOP05 Implement Airport Collaborative Decision Making (CDM) (By:01/2016) ENGM - Oslo - Gardermoen [IDP] [Essential] Implementation of Airport CDM is planned for 01/2014. Full set of procedures for adverse conditions planned by 12/2015 (By: ) (By: ) APO (By: ) ANSP following airport operator plan for CDMimplementation Overall implementation of Airport CDM planned for 01/2014. Specific procedures for adverse conditions planned by 12/2015. Deiceing is included in variable taxi times from 12/2013. Partly 12/2015 Partly 12/2015 Not Applicable Partly 12/2015 ATC02.2 Implement ground based safety nets Short Term Conflict Alert (STCA) level 2 (By:01/2013) [Essential] STCA level 2 was implemented in Oslo ATCC in 10/2009 and Bodø and Stavanger upgraded during /2012 REG (By: ) (By: ) (By: ) Changes will be assessed through standard change management processes Enhanced STCA was implemented in Oslo ATCC 10/2009 Bodø and Stavanber ATCC was upgraded during does not provide ATC services to civil flights 12/ /2012 Not Applicable ATC02.5 Implement ground based safety nets Area Proximity Warning level 2 (By:12/2016) [Essential] An Avinor engineering study will determine the implementation schedule of APW level 2 12/2016 (By: ) (By: ) Implementation planned as a part of a major upgrade programme. does not provide service to civil flights 12/2016 Not Applicable ATC02.6 Implement ground based safety nets Minimum Safe Altitude Warning level 2 (By:12/2016) [Essential] The ANSP has planned this as a part of an upgrade programme. Engineering study under development. 12/2016 (By: ) (By: ) as a part of a major upgrade programme. does not provide ATC services to civil flights 12/2016 Not Applicable ATC02.7 Implement ground based safety nets Approach Path Monitor level 2 (By:12/2016) [Essential] as part of major ATM system upgrade 12/2016 (By: ) (By: ) as a part of a major upgrade programme. does not provide ATC services to civil flights 12/2016 Not Applicable LSSIP Year 2013 Norway 30 Released issue

42 ATC07.1 Implement arrival management tools (By:12/2015) [Essential] AMAN was installed approved for operational test since November The system entered full operational use as part of the Oslo ASAP project in April (By: ) as part of the Oslo ASAP project 04/ /2011 ATC12 Implement automated support for conflict detection and conformance monitoring (By:12/2016) [Essential] This objective has changed fram MN to ECAC and is included in this objective. No plan has been developed yet. REG (By: ) (By: ) Will be assessed when ANSP presents plan for MTCD This objective has changed fram MN to ECAC and is included in this objective. No plan has been developed yet. No Plan 12/2016 No Plan No Plan ATC15 Implement, in EnRoute operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations (By:12/2017) [IDP] [Essential] Implemented at Oslo ATCC as a consequence of new airspace structure from 04/2011. Other areas under consideration. REG (By: ) (By: ) REG has neither reviewed the SLoA nor considered the implementation of the SLoA concerned. AMAN information mechanism, tools and procedures to support Basic AMAN operations are implemented in Enroute airspace in Oslo AoR. Other areas under consideration. Partly 01/2017 No Plan Partly 12/2017 ATC16 Implement ACAS II compliant with TCAS II change 7.1 (By:12/2015) 12/2015 REG (By: ) (By: ) (By: ) Awareness and training package is developed and will be provided to controllers. Follow up of performance will be done by means of regular incident occurence reporting, investigation and analysis. No plan on 3 aircraft systems and planned on 1 aircraft system (see SLoA ATC1601). 12/2015 Late 06/2014 Late 12/2018 ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer (By:12/2018) [IDP] [Essential] Currently no plan has been established for this ESSIP objective. The objective is considered in relation to next generation ATM system. REG (By: ) (By: ) Currently no plan has been established for this ESSIP objective. The objective is considered in relation to next generation ATM system. No Plan No Plan No Plan LSSIP Year 2013 Norway 31 Released issue

43 COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) (By:12/2014) [IDP] Technically ready awaiting international counterparts to migrate 12/2014 REG (By: ) (By: ) (By: ) ANSP formally notified about the mandate Migration has commenced and is already completed with one neighboring state. One state is due for migration in January and final migration expected to be completed by June does not provide ATC services to civil flights 12/2010 Partly 06/2014 Not Applicable COM10 Migrate from AFTN to AMHS (By:12/2014) Late 12/2015 (By: ) (By: ) Process established to deliver technical enablers. Implementation is pending regional decisions. Detailed implementation activities will be planned accordingly. Late 12/2015 Not Applicable COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM (By:12/2020) No Plan 12/2020 REG (By: ) (By: ) (By: ) Process established, but no change notification received Initial planning started, including dialogue with system suppliers. No Plan 12/2018 No Plan 12/2020 Not Applicable ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements (By:12/2013) ENGM - Oslo - Gardermoen CDA awareness camapaign and controller working methods implemented to allow for CDA under specific conditions. Gradual implementation of CDA concept expected to be implemented to the full extent possible by (By: ) APO (By: ) CDA awareness campaign conducted. Includes use of information material for operational staff and managers. Improved TMAprocedures implemented 03/2013. Measurement through use of noise and trajectory monitoring system planned for CDA implementation at airport is delivered through actions by the ANSP. [IDP] Late 12/2014 Late 12/2014 Late 12/2014 LSSIP Year 2013 Norway 32 Released issue

44 ENV02 Implement Collaborative Environmental Management (CEM) at Airports (By:12/2016) ENGM - Oslo - Gardermoen Formal partnership arrangements are in place at Oslo Airport to evaluate and control the environmental effect of Air Traffic Procedures. (By: ) (By: ) APO (By: ) Local ANSP participates actively in meetings, consultation arrangements and briefings related to environmental effect of aircraft operations. Not considered applicable Partnership arrangements are established through the use of regular meetings, involving ANSP and users. The collaborative arrangements include the use of data derived from the airport s noise and trajectory monitoring systems. 12/ /2012 Not Applicable 12/2012 FCM01 Implement enhanced tactical flow management services (By:12/2006) [Essential] 12/2017 (By: ) (By: ) System generated messages to CFMU related to reroutings and holding are not implemented, and is done manually. Engineering study for implementation in current ATM system ongoing. Late Late NATCON (Bodø) 12/2017 Not Applicable FCM03 Implement collaborative flight planning (By:12/2015) [IDP] [Essential] Some SLoAs are completed the remaining are either reported as Late with a plan for implementation or No plan (implementation plan yet to be developed). The Overall State Progress is "Late". (By: ) (By: ) AFP processing is included in system upgrade planned for late Flight plan message processing in ADEXP format planned with later major system upgrade. Late 12/2017 Late NATCON (Bodø) 12/2017 Not Applicable FCM05 Implementation of interactive rolling NOP (By:12/2016) [IDP] [Essential] 12/2015 REG (By: ) (By: ) (By: ) APO (By: ) CAA Norway is cooperating with FAB partners to identify the changes needed in regulatory procedures and national law, if any, to enable and to implement LARA and PRIS. LARA and PRIS is planned for implementation during / /2015 Not Applicable No Plan LSSIP Year 2013 Norway 33 Released issue

45 INF04 Implement integrated briefing (By:12/2012) Norway is at Level 4 the lack of integrated ATFM prevents to upgrade to Level 5. (By: ) (By: ) Norway has implemented level 4. The lack of integrated ATFM prevents Norway to upgrade to level 5. Not Applicable ITYADQ Ensure quality of aeronautical data and aeronautical information (By:07/2017) [Essential] Work in progress 07/2017 REG (By: ) (By: ) (By: ) APO (By: ) Work in progress Avinor is in the PreProject phase related to implementation of relevant parts of the ADQIR. ANSP is integrated in the overall project plan in the Avinor group. Airport operator at Oslo Gardermoen Airport is integrated in the overall project plan in the Avinor Group. Late Late 07/ /2017 Not Applicable 07/2017 ITYAGDL Initial ATC airground data link services above FL285 (By:02/2015) [IDP] [Essential] 02/2015 REG (By: ) (By: ) (By:-) Changes will be assessed when notified by the ANSP. ANSP preliminary plan indicates a notification Q Implementation of airground datalink is included in the upgrade plan for the current ATMsystem. Ground infrastructure implementation is planned in cooperation with other ANSP s in the Borealis alliance and NEFAB. does not provide ATC services to civil flights Late No Plan 02/2015 Late 06/2016 Not Applicable ITYAGVCS2 Implement airground voice channel spacing requirements below FL195 (By:12/2020) Regulation (EU) No 1079/2012 has not yet been transposed into national regulation in Norway. REG (By: ) (By: ) (By: ) APO (By: ) Regulation (EU) No 1079/2012 has not yet been transposed into national regulation in Norway. Voice Communication Systems are compliant and all transceivers can be converted into 8.33 khz. ANSP awaiting conversion plan and activities as mandated by NSA. No Plan No Plan 12/2017 Missing Data 12/2018 LSSIP Year 2013 Norway 34 Released issue

46 ITYCOTR Implementation of groundground automated coordination processes (By:02/2015) [Essential] 06/2016 REG (By: ) (By: ) (By: ) When changes to the existing automatic systems due to 1032/2006 ore 30/2009 are introduced, REG will ensure that safety assessment by all parties concerned is conducted prior to the changes taken place. Current implementation activity identified in the NATCON development programme and will partly be delivered in conjunction with implementation of FPL This applies to regulation 1032/2006. Late Late 02/2014 Late 06/2016 Not Applicable ITYFMTP Apply a common flight message transfer protocol (FMTP) (By:12/2014) 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. REG (By: ) (By: ) (By: ) ANSP implementation progress is monitored and will be verified upon ANSP implementation. Implemented between Stavanger and Bodø ATCC in December Oslo ATCC planned upgraded in No implementation with external units yet. for migration to IP v6 before 12/2014. [IDP] 12/ /2014 Partly 12/2014 No Plan 12/2014 ITYSPI Surveillance performance and interoperability (By:12/2019) SPI IR not implemented in national regulations, however Avinor has implemented most stakeholder actions. REG (By: ) (By: ) (By: ) SPI IR not implemented in national regulations Most stakeholder lines of actions are implemented by Avinor. A plan for a complete safety assessment of the total surveillance infrastructure needs to be developed. 02/2015 No Plan Partly 02/2015 Missing Data NAV03 Implementation of PRNAV (By:12/2012) [Essential] PRNAV STARs are implemented in some TMAs, and PRNAV SIDs are planned for some TMAs. Most SLoA s are completed. REG (By: ) (By: ) (By: ) The provider is ISO 9001 certified to ensure the quality of published navigation data. PRNAV SID/STAR implemented in the Oslo AoR. PRNAV STAR implemented at Stavanger Sola and Bergen Flesland. Further deployment is planned in accordance with PBN Implementation Plan Norway. The Norwegian Military Authority has no Service Provision role, and only the USE objectives are applicable. Mil aircraft are exempt PRNAV, however, the DA20s are fitted with PRNAV and the new transport aircraft C130J will be fitted with PRNAV by / /2012 Not Applicable 12/2013 LSSIP Year 2013 Norway 35 Released issue

47 NAV10 Implement APV procedures (By:12/2016) [IDP] [Essential] 12/2016 REG (By: ) (By: ) (By: ) National implementation plan for PBN completed In addition national regulations are amended with core requirements from PBN plan Action is included as a part of PBN Implementation Plan Norway in accordance with medium term implementation roadmap. 04/ /2016 Not Applicable SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements (By:12/2011) 12/2012 REG (By: ) (By: ) (By: ) Ongoing consultation with stakeholders and a system is established to evalutate and implement new initiatives is in place Actions will be taken on the basis of the European Action Plan for Airspace Infringement risk reduction. 12/ /2011 Not Applicable 12/2011 SAF11 Improve runway safety by preventing runway excursions (By:01/2018) 01/2018 REG (By: ) (By: ) (By: ) APO (By: ) CAA has started an initiative to formally adopt followup of safety initiatives. Action Plan under implementation Airport implementation at Avinor Airports is synchronized with the Action Plan 01/ /2014 Missing Data 12/2014 LSSIP Year 2013 Norway 36 Released issue

48

49 Annexes Annex A Specialists involved in the LSSIP Process LSSIP Co-ordination LSSIP Focal Point for Norway Luftfartstilsynet Aslak Kjølstad LSSIP Focal Point for ANSP Avinor Torbjørn Henriksen LSSIP Focal Point for Authority RNoAF Tor Petter Ekroll LSSIP Contact Person for Norway EUROCONTROL Luca Dell Orto ESSIP Objective Implementation ESSIP Objective EUROCONTROL Objective Owners AOM13.1 R. BUCUROIU, O. MROWICKI, E. REUBER AOM19 AOM20 G. ACAMPORA, O. MROWICKI R. BUCUROIU EUROCONTROL EIPR Objective Coordinator National Stakeholder Specialist(s) O. CIOARA Einar S. Haugen Hans Jacob Hofgaard O. CIOARA Einar S. Haugen Hans Jacob Hofgaard O. CIOARA Einar S. Haugen Hans Jacob Hofgaard AOM21 R. BUCUROIU O. CIOARA Hans Jacob Hofgaard AOP01.2 P. ADAMSON P. VRANJKOVIC Espen Kurthi AOP03 T. LICU P. VRANJKOVIC Espen Kurthi AOP04.1 P. ADAMSON P. VRANJKOVIC Espen Kurthi AOP04.2 P. ADAMSON P. VRANJKOVIC Espen Kurthi AOP05 P. ADAMSON P. VRANJKOVIC Espen Kurthi ATC02.2 B. BAKKER, S. DROZDOWSKI I. FEIJT Morten Skogø ATC02.5 B. BAKKER, S. DROZDOWSKI I. FEIJT Morten Skogø ATC02.6 B. BAKKER, S. DROZDOWSKI I. FEIJT Morten Skogø ATC02.7 B. BAKKER, S. DROZDOWSKI I. FEIJT Morten Skogø ATC07.1 N. GAUTIER L. DELL ORTO Morten Skogø ATC12 N. GAUTIER L. DELL ORTO Morten Skogø ATC15 N. GAUTIER L. DELL ORTO Morten Skogø ATC16 S. DROZDOWSKI L. DELL ORTO Jesper Krogh ATC17 N. GAUTIER L. DELL ORTO Morten Skogø COM09 B. GASZTYCH, J. POUZET O. ALFARO Erling Bergersen COM10 B. GASZTYCH, J. POUZET A. KOKONA Kjell Engkrogh COM11 B. GASZTYCH, J. POUZET A. KOKONA Erling Bergersen ENV01 P. ADAMSON B. HILL Espen Kurthi ENV02 S. MAHONY, A. WATT B. HILL Espen Kurthi FCM01 H. KOOLEN O. CIOARA Morten Skogø FCM03 S. SMIDT O. CIOARA Morten Skogø FCM04 M. RICHARD O. CIOARA Morten Skogø FCM05 N. AGACDIKEN O. CIOARA Morten Skogø INF04 P. MATERN A-P. FRANGOLHO Jan Gunnar Pedersen ITY-ADQ M. UNTERREINER A-P. FRANGOLHO Inger Lise Gjerdebakken LSSIP Year 2013 Norway 37 Released issue

50 ESSIP Objective EUROCONTROL Objective Owners EUROCONTROL EIPR Objective Coordinator ITY-AGDL E. CERASI, S. DISSING A. KOKONA Michael Bell ITY-AGVCS2 J. ROCA O. ALFARO Erling Bergersen ITY-COTR S. MORTON L. DELL ORTO Helge Bjertnæs ITY-FMTP B. GASZTYCH, J. POUZET O. ALFARO Helge Bjertnæs ITY-SPI M. BORELY, R. STEWART A-P. FRANGOLHO Kjetil Mosesen NAV03 F. PAVLICEVIC A. KOKONA Einar S. Haugen NAV10 R. FARNWORTH, F. PAVLICEVIC A. KOKONA Einar S. Haugen SAF10 T. LICU I. FEIJT Anne Chavez SAF11 S. LAWRENCE I. FEIJT Anne Chavez National Stakeholder Specialist(s) LSSIP Year 2013 Norway 38 Released issue

51 Annex B National Stakeholders Organisation Charts CAA - Luftfartstilsynet - is under the responsibility of the MoTC. CAA Norway performs all functions of enforcement and control as delegated by the government body, in other words the responsibility for requirements and regulations, admission control and control of operators. The CAA has been moved from Oslo to Bodø and is fully operational at the new location since The following chart shows the structure in Luftfartstilsynet: Director General Information Advisors Aviation Medicine Flight Operations HES Competence Groups on Recreational Helicopter Fixed wing Training SAFA Airworthiness (EASA) Competence Groups on Maintenance (Part 145/M) Training (Part 147/66) Part 21 Legal Affairs International Relations Legal Aerodromes and ANS Air Navigation Services Aerodromes Security Administrative Affairs IT-Services Personnel Licenses Finance Trend Analysis/ Quality Quality manager Trend Analysis/ Risk Assessment LSSIP Year 2013 Norway 39 Released issue

52 ANS Provider The Norwegian provider of Civil ANS (Avinor) is under the responsibility of the MoTC. It is, since 01 Jan 2003, a State owned limited company. Included in the ANS are the area control service offered to aircraft flying in Norway FIR and Bodø OFIR as well as approach and tower control service offered at 20 airports and Aerodrome FIS in 29 airports in Norway. Of these 49 airports, Avinor owns 46, of which a further 14 are owned and operated in association with the armed forces. FIS is provided in all Norwegian FIR to VFR flights that are in a not controlled area. The following chart shows the structure of Avinor. The following chart shows the Air Navigation Services Organisation of Avinor. The corporate governance structure of Avinor is as follows: SUPERVISORY BOARD (10 members) Chairman + 9 members Members represent: 6 M of TC, 4 staff EXECUTIVE BOARD (12 members) CEO + 11 members CEO appointed by Supervisory Board LSSIP Year 2013 Norway 40 Released issue

53 List of airports operated by Avinor ( Note: The airports in Bodø, Bardufoss and Andøya are operated by the Royal Norwegian Air Force, but civil passenger terminals are operated by Avinor. LSSIP Year 2013 Norway 41 Released issue

54 Military Aviation Authority The Chief of Staff of the RNoAF is the Military Aviation Authority. According to the Norwegian Aviation Act, the military is given the authority to issue rules and regulations for Military Aviation (BML). The Military Aviation Authority is responsible for the education and certification of personnel (Pilots, Air Defence Controllers, Investigation Board Officers, Maintenance- and Ground Support Personnel). Additionally, the Military Aviation Authority is responsible for the Military Aircraft Registry, for the certification of military aircraft and equipment and regulation of Military Airfields. The following structure shows the Military Aviation Organisation:: LSSIP Year 2013 Norway 42 Released issue