Local Single Sky ImPlementation (LSSIP) NORWAY

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

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5 DOCUMENT IDENTIFICATION SHEET LSSIP for Norway Infocentre Reference: 15/01/12-30 Document Identifier Edition: Year 2014 LSSIP Year 2014 Norway Edition Date: 27 March 2015 LSSIP Focal Point Rajunesh SHANKAR ATM Inspector State Focal Point LSSIP Contact Person - Luca DELL ORTO Status [email protected] Intended for Unit DPS/PEPR Working Draft General Public Draft Agency Stakeholders Proposed Issue Restricted Audience Released Issue Accessible via: Path: Internet ( Y:\03 LSSIP\1. LSSIP States\Norway (NO) - LDO\Year 2014\Released\LSSIP Year 2014 NO Released.docx LINKS TO REFERENCE DOCUMENTS 1 LSSIP Guidance Material 2 ESSIP Plan Edition ESSIP Report STATFOR Forecasts 5 Acronyms and abbreviations 6 European ATM Master Plan 7 LSSIP Documents 8 National AIP 9 FAB Performance Plan has-been-published LSSIP Year 2014 Norway Released Issue

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7 APPROVAL SHEET With reference to received from the Chief Executive Officer of Avinor AS (CAA document reference 14/ ), Chief Executive Officer of Avinor ANS AS (CAA document reference 14/ ) and the managing Director of Oslo Lufthavn AS (CAA document reference 14/ ), the Civil Aviation Administration of Norway is authorized to sign the 2014 Norwegian Local Single Sky Implementation plan, level 1 (CAA document reference 14/ ) on behalf of the above mentioned stakeholders. LSSIP Year 2014 Norway Released Issue

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9 TABLE OF CONTENTS Executive Summary... 1 Introduction... 4 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 AS Airports Military Authorities... 9 Chapter 2 - Traffic and Capacity Evolution of traffic in Norway NORWAY ACC SG NORTH Traffic and en-route ATFM delays Summer 2014 performance Planning Period Summer NORWAY ACC SG EAST Traffic and en-route ATFM delays Summer 2014 performance Planning Period Summer NORWAY ACC SG WEST Traffic and en-route ATFM delays Summer 2014 performance Planning Period Summer Chapter 3 - ESSIP Report recommendations Chapter 4 - National Projects Chapter 5 - Regional Co-ordination FAB Co-ordination FAB Projects Regional cooperation Regional Cooperation Initiatives Regional Projects Chapter 6 - ESSIP Objective Implementation ESSIP Objectives Implementation progress Alignment of PCP with ESSIP Objectives and related progress ANNEXES LSSIP Year 2014 Norway Released Issue

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11 Executive Summary National ATM Context A major stakeholder organizational change occurred in the main air navigation service provider Avinor AS during Avinor AS, which provides service to more than 50 airports and 1 Area Control Center in Norway, has decided to separate the ANS provision from the main company. The new ANS Company (Avinor Air Navigation Services AS) was established from 1. June 2014, and is100% owned by Avinor AS. In 2014 the number of ACC Units in Norway was reduced from 3 to 1. The ACC unit in Norwegian airspace which is of concern to this LSSIP period is Norway ACC. Norway ACC is split into 4 Sector Groups (SG) located on 3 different locations. SG North is located in Bodø, SG West is located in Stavanger and SG East and TMA are located in Oslo (Røyken). There are several other TMAs in Norway; the provision of APP control in these TMAs is still done at the local airport. The building of the new terminal at Oslo Airport is progressing according to plan, and has not led to delays or disturbance of inbound or outbound traffic. The new terminal is expected to be completed in Southern Norway Airspace Project (SNAP) was established in November 2014 which led to changes in the airspace including SID / STAR system for airports within the Western and Mid Norway area. The purpose was to improve aviation safety and ensure future increased capacity in affected terminal areas and ACC sectors, standardize and streamline ANS-delivery, as well as continue a good environmental profile for aviation. The project has also established a new approach control for airports ENOV, ENAL, ENML and ENKB at Værnes. New ATM system for Bodoe Oceanic is planned to be implemented in March 2015, where ADS-C capabilities are also included. The M-ADS system has been used for offshore helicopter operations in combination with radar for Flight Information and Alerting Services in the Ekofisk and Balder ADS areas. The system is now facing end of life and an ADS-B system went operational in Ekofisk FIR in 2014 and is planned to be expanded to the Balder FIR in early Future plans to expand ADS-B and WAM throughout Norway are in the planning stages. Traffic and Capacity Traffic in Norway increased by 1.1% during summer 2014 (May to October), when compared to summer The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between 0.2% and 2.7% throughout the planning cycle , with an average baseline growth of 1.7%. Planning for the period 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 in all SG s within Norway ACC. ESSIP Objective Implementation The overall situation in the implementation of 2014 ESSIP Objectives in Norway is considered as reasonably good. There are still complications related to the completion of ADQ Objectives, which is late. The ANSP is in the process of implementing a new ADQ compliant AIM system solution, expected to be complete in early Further, the implementation of ATC air ground data link services above FL285 stopped due to revising of the data link regulation EU 29/2009. Therefor the objective is marked as no plan. Preliminary planning has begun for the newest objective INF07. Implementation of AOM19 and AOM21 are progressing as planned and are the two main objectives coordinated at NEFAB level. FRA is planned to be implemented in NEFAB by mid-november The objectives ATCO2.5, ATCO2.6 and ATCO2.7 are late as implementation will be planned as part of a major upgrade of the ATM system. A mature plan will be available in 2015 with the new ATM system planned to be operational from 12/2019. The objectives COM09 and COM10 are late. COM09 requires ANSPs to migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP). Migration has commenced and is already completed with one neighbouring state. Connection to Sweden and Finland is planned to be migrated in Q while rest of the connections will be finalized by end of COM10 implementation is pending regional decisions. LSSIP Year 2014 Norway 1 Released Issue

12 Initial planning started for COM11, including dialogue with system suppliers and network service providers. However, the status for this objective is listed as no plan. A few SLoAs are completed with regards to FCM01 and FCM03, however, the remaining are either reported as late with a plan for implementation or no plan (implementation plan yet to be developed). Therefor the overall progress for both is "late". The need has been identified for further coordination between CAA-N and the MAA with regards to MIL related SLoA s in ITY-SPI and AOM13.1. Military related SLoA s in both objectives are marked as having no plan. The objectives FCM04, ITY-ACID, SRC-RLMK and SRC-SLRD are all marked as not applicable in Norway for LSSIP Norway * FOC Date Planned 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] * AOM21 Implementation of Free Route Airspace [IDP] [E] * AOP03 Improve runway safety by preventing runway incursions [IDP] * 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 * FCM01 Implement enhanced tactical flow management services [E] * FCM03 Implement collaborative flight planning [IDP] [E] * FCM04 Implementation of Short Term ATFCM Measures - phase 1 [IDP] [E] FCM05 Implementation of interactive rolling NOP [IDP] [E] * INF04 Implement integrated briefing * INF07 Electronic Terrain and Obstacle Data (TOD) * ITY-ACID Aircraft identification LSSIP Year 2014 Norway 2 Released Issue

13 LSSIP Norway * FOC Date Planned implementation date (see legend at the bottom of the table) 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-RLMK Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs) SRC-SLRD Safety Levels and Resolution of Deficiencies Airport-related ESSIP Objectives ENGM-Oslo - Gardermoen <= AOP04.1 AOP04.2 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 Planned No Plan Missing Data Not Applicable (Norway/Oslo Gardermoen airport does not participate in this obj.) Late E= Essential Master Plan Reference IDP = Interim Deployment Programme 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 2014 Norway 3 Released Issue

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15 Introduction The Local Single Sky ImPlementation documents (LSSIPs), as an integral part of the ESSIP/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States actions to achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their national ATM System. The LSSIP document Year 2014 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: Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organizations, the organizational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organization and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided in this chapter. Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level; Chapter 3 provides a set of recommendations extracted from the ESSIP Report which are relevant to the state/stakeholders concerned. The state reports how they have handled those recommendations and the actions taken during the year to address the concerns expressed by those recommendations; Chapter 4 provides a set of the main ATM national projects which contribute directly to the implementation of the ATM MP OIs and/or Enablers and ESSIP related Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the states per each project included in this chapter; Chapter 5 deals with the ATM Regional Coordination. It provides an overview of the FAB cooperation and Projects and also all other regional initiatives and Projects which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the states concerned; Chapter 6 contains high-level information on progress and plans of each ESSIP Objective. The information for each ESSIP Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section. Note: Chapter 6 is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of ESSIP Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the ESSIP. Note: The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring. LSSIP Year 2014 Norway 4 Released Issue

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17 Chapter 1 - National ATM Environment 1.1 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 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 comprises 17 TMAs, and 19 CTRs. Two offshore control areas, Statfjord CTA (in the northern North Sea) and Heidrun CTA (est. June 2011, in the Norwegian Sea) are established to support the helicopter traffic related to the Norwegian oil production. Ekofisk ADS-B (in the southern North Sea) for offshore helicopters in the North Sea was implementation during the first half of 2014 and is planned to be extended with the Balder ADS-B project in early The plan is to upgrade Ekofisk and Balder to control areas (CTA) based on ADS-B surveillance during Norway FIR is surrounded by FIRs of 6 States, namely United Kingdom (Scottish FIR), Iceland (Reykjavik FIR), Russia (Murmansk FIR), Finland (Finland FIR), Sweden (Sweden FIR) and Denmark (Copenhagen FIR). Among the above, Russia is the only non-ecac bordering state. Bodø Oceanic FIR is a part of the NAT-region and not within the scope of this document. LSSIP Year 2014 Norway 5 Released Issue

18 1.1.3 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 AS - The Company owns state airports and plans civil aviation infrastructure. It provides airport and aviation safety services for passengers and airlines and other users of civil aviation installations. Avinor AS fully owns the following two limited companies: Oslo Lufthavn AS - owner of Oslo Airport Avinor Air Navigation Services AS - the Norwegian Air Navigation Service Provider Luftfartstilsynet - the Norwegian CAA The Royal Norwegian Air Force - the Military Aviation Authority of Norway is responsible for Military Airworthiness, Operations and Airports. Their activities are detailed in the following subchapters and their relationships are shown in the diagram below. Organisational overview 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 Avinor ANS AS Oslo Airport AS LSSIP Year 2014 Norway 6 Released Issue

19 1.2.1 Civil Regulator(s) General information Civil aviation in Norway is the responsibility of the Ministry of Transport and Communications (MoTC). The different national entities having regulatory responsibilities in ATM are summarised in the table below. The CAA (Luftfartstilsynet) is further detailed in the following sections. Activity in ATM: Rule-making Safety Oversight Enforcement actions in case of non-compliance with safety regulatory requirements Airspace Economic Environment Security Accident investigation Organisation responsible Luftfartstilsynet (CAA-NO) Luftfartstilsynet (CAA-NO) As above As above As above As above As above Aircraft Accident Investigation Board/Norway (AAIB/N) 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. 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 This is the annual report for 2013 covering yearly activities of CAA-Norway (Luftfartstilsynet) srapport% pdf Web address: An organisational chart giving a more detailed structure of the CAA is found in Annex B Avinor AS Avinor AS is a state owned limited company fully owned by the Ministry of Transport and Communications. The company owns state airports and plans civil aviation infrastructure. It provides airport and aviation safety services for passengers and airlines and other users of civil aviation installations. LSSIP Year 2014 Norway 7 Released Issue

20 Avinor Air Navigation Services AS Avinor Air Navigation Services AS was established in June 2014 and acts as the ANSP in Norway. It is a limited company fully owned by Avinor AS. It provides aerodrome control and approach control services at airports, air traffic services in Norwegian airspace and maintenance and operation of the technical infrastructure for air navigation. Name of the ANSP: Governance: Avinor ANS AS State owned limited company Services provided Y/N Comment ATC en-route ATC approach ATC Airport(s) AIS CNS Y Y Y Y Y Owners hip: MET N Avinor provides MET observations at airports ATCO training Others Additional information: Provision of services in other State(s): Y N Owned by Avinor AS Annual Report published: Y pdf This is the annual report for 2013 covering yearly activities of the ANSP (Avinor AS). Web address: ATC system in use Specify the manufacturer of the ATC system currently in use: Upgrade 1 of the ATC system is performed or planned? Raytheon/Indra 2015 Upgrade including system consolidation, ARTAS tracker and support for FAB-level Free Route operation Major upgrade of core components of the ATC system. During 2015 the number of separate installations of the ATC system with the same SW base will be reduced from 3 to 2 by consolidating to one common system for Sector Groups East, West and TMA in Southern Norway while keeping a separate installation for Sector Group North (see ). 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 2014 Norway 8 Released Issue

21 ATC units In 2014 the number of ACC Units in Norway was reduced from 3 to 1. The ACC unit in the Norwegian airspace, which are of concern to this LSSIP is the Norway ACC. Norway ACC ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA Norway FIR -Sector Group North 4 (5)* 4 Plus 1 offshore sector -Sector Group West 12 1 Ind. 3 offshore sectors -Sector Group East 8 0 -Sector Group TMA 0 2 *): The total number of En-route sectors in SG North is 5 when including the Bodø Oceanic Control sector (not within the geographical scope of this LSSIP). The Norway ACC is split into 4 Sector Groups (SG) located on 3 different locations. SG North is located in Bodø, SG West is located in Stavanger and SG East and TMA are located in Oslo (Røyken). The TMA sectors presented above are those sectors co-located with the ACC. There are several other TMAs in Norway; the provision of APP control in these TMAs is done at the local airport Airports General information The main airports in Norway are generally owned and operated by Avinor AS. The following exceptions apply: Oslo-Gardermoen: The airport is operated by Oslo Lufthavn AS (OSL). Oslo Lufthavn AS is a limited company where all the shares are owned by Avinor AS. ATS is provided by Avinor ANS AS. Torp Sandefjord Lufthavn: The Airport is owned and operated by Sandefjord Lufthavn AS percent of the shares are municipally owned percent of the shares are owned by private investors. ATS is provided by Avinor ANS AS. Moss Lufthavn Rygge: The Airport is owned and operated by Rygge Sivile Lufthavn AS (RSL AS). RSL AS is mainly owned by private investors. ATS is provided by Avinor ANS AS. Four airports in Norway are operated by the Royal Norwegian Air Force. Avinor provides ATS to all of these airports. Avinor operates civil passenger terminals on three of the military operated airports (Bodø, Bardufoss and Andøya Airports). At the one remaining airport, civil passenger terminals are operated by another company (Ørland Airport) Airport(s) covered by the LSSIP APO SloAs are contained in the following objectives: ENV, AOP, FCM05, INF07, ITY-ADQ, ITY-AGVCS2, and SAF11. In addition to the Annex B of the ESSIP Plan edition 2014, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives. In Norway, only Oslo Airport Gardermoen is covered in this LSSIP 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: LSSIP Year 2014 Norway 9 Released Issue

22 Regulatory role Regulatory framework and rule-making Oversight OAT OAT and provision of service for OAT governed by national legal provisions? Level of such legal provision: OAT: Military legislation (BML) ANS to OAT: CAA regulation (BSL) 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. Means used to inform airspace users (other than military) about these provisions: OAT National oversight body for OAT: Military Aviation Authority Additional Information: 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: - Additional information: - Additional information: - GAT NSA (as per BSL G 1-1) for GAT services provided by the military: N/A N Service Provision role OAT GAT Services Provided: Services Provided: En-Route Avinor En-Route Avinor Approach/TMA Avinor Approach/TMA Avinor LSSIP Year 2014 Norway 10 Released Issue

23 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: User role N/A IFR inside controlled airspace, Military aircraft can fly? OAT only GAT only Both OAT and GAT Y If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing Y Within specific corridors only N Within the regular (GAT) national route network Y Under radar control Y Within a special OAT route system Y Under radar advisory service N If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures N Provision of ATC in UHF N CNS exemptions: RVSM Y 8.33 N Mode S N ACAS Y Others: 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 LSSIP Year 2014 Norway 11 Released Issue

24 Chapter 2 - Traffic and Capacity 2.1 Evolution of traffic in Norway Norway - Annual IFR Movements IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast 2010 A 2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F A = Actual F = Forecast EUROCONTROL Seven-Year Forecast (September 2014) IFR flights yearly growth 2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F H 2.5% 3.3% 2.9% 2.4% 2.3% 2.5% 1.7% Norway B 4.9% 4.2% 4.0% 2.4% 2.5% 1.6% 1.2% 1.4% 1.5% 1.6% L 2.2% 1.0% -0.1% -0.2% 0.1% 0.1% 0.2% ESRA08 B 3.1% -2.4% -1.1% 1.8% 2.4% 2.8% 2.3% 2.3% 2.8% 3.1% 2014 Traffic in Norway increased by 1.1% during summer 2014 (May to October), when compared to summer The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between 0.2% and 2.7% throughout the planning cycle, with an average baseline growth of 1.7%. LSSIP Year 2014 Norway 12 Released Issue

25 2.2 NORWAY ACC SG NORTH Traffic and en-route ATFM delays ENBDACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2014 to 31/10/ Summer 2014 performance Traffic Evolution 2014 Capacity Baseline En-route Delay (min/flight) - Summer Ref value Actual Capacity gap % 57 (0%) No Average enroute delay per flight remained at 0.0 min/flight in Summer Capacity Plan: Sufficient capacity to meet expected demand Achieved Comments Flexible rostering of ATC staff Recruitment and training to maintain number of air traffic controllers New ATM system in Bodo Oceanic Maximum configuration: oceanic Summer 2014 performance assessment Yes Yes No Yes The system failed before implementation, still work in progress. The ACC capacity baseline was assessed to be at the same level as in Summer During the measured period, the average peak hour demand was 47 and the average peak 3 hour demand was Planning Period Summer The planning focuses on the summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. ACC ENBDCTA Annual Summer 2014 baseline ENBD 57 En-route ATFM delay breakdown - Reference Values Capacity Profiles Profiles (hourly movements and % increase over previous year) H 57 0% 57 0% 57 0% 57 0% 57 0% Ref. 57 0% 57 0% 57 0% 57 0% 57 0% L 57 0% 57 0% 57 0% 57 0% 57 0% Open 57 0% 57 0% 57 0% 57 0% 57 0% C/R 57 0% 57 0% 57 0% 57 0% 57 0% LSSIP Year 2014 Norway 13 Released Issue

26 Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Significant Events Capacity Plan SNAP (Southern Norway Airspace Project) New ATM system in Bodo Oceanic Training for FRA Free Route Airspace Flexible rostering of ATC staff Recruitment and training to maintain number of air traffic controllers Future ATM System Max sectors oceanic oceanic oceanic oceanic oceanic Capacity increase p.a. Sufficient capacity to meet expected demand Reference profile 0% 0% 0% 0% 0% Additional information ENBDCTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook No problems are foreseen in the current planning cycle, provided that sufficient staff are available during peak periods. LSSIP Year 2014 Norway 14 Released Issue

27 2.3 NORWAY ACC SG EAST Traffic and en-route ATFM delays ENOSACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2014 to 31/10/ Summer 2014 performance Traffic Evolution 2014 Capacity Baseline En-route Delay (min/flight) - Summer Ref value Actual Capacity gap % 91 (+6%) No Average enroute delay per flight remained at zero minutes per flight in Summer Planned Capacity Increase: sufficient to meet demand Achieved Comments Additional controllers No New rostering, better efficiency. Flexible rostering of ATC staff Enhanced sector configurations Re-assessment of sector capacities following CAPAN study Yes Work in progress. Maximum configuration: 5 (Summer), 7 (Winter) Summer 2014 performance assessment Yes No No Traffic during summer is equivalent or greater than winter, should be 7 for both. The capacity offered was measured with ACCESS at a level of 91, for an average peak demand of 82 (peak 1 hour) and 76 (peak 3 hour) Planning Period Summer The planning focuses on the summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. ACC ENOSCTA Annual Summer 2014 baseline ENOS 91 En-route ATFM delay breakdown - Reference Values Capacity Profiles Profiles (hourly movements and % increase over previous year) H 91 0% 91 0% 91 0% 91 0% 92 1% Ref. 91 0% 91 0% 91 0% 91 0% 91 0% L 91 0% 91 0% 91 0% 91 0% 91 0% Open 91 0% 91 0% 91 0% 91 0% 91 0% C/R 91 0% 91 0% 91 0% 91 0% 91 0% LSSIP Year 2014 Norway 15 Released Issue

28 Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Significant Events Capacity Plan Free Route Airspace Additional controllers Recruitment and training of air traffic controllers Flexible rostering of ATC staff Future ATM System Max sectors Capacity increase p.a. Sufficient capacity to meet expected demand Reference profile 0% 0% 0% 0% 0% Additional information ENOSCTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook No problems are foreseen in the current planning cycle, provided that sufficient staff are available during peak periods. LSSIP Year 2014 Norway 16 Released Issue

29 2.4 NORWAY ACC SG WEST Traffic and en-route ATFM delays ENSVACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2014 to 31/10/ Summer 2014 performance Traffic Evolution 2014 Capacity Baseline En-route Delay (min/flight) - Summer Ref value Actual Capacity gap +1.6 % 63 (+9%) No Average enroute delay per flight remained at 0.1 minutes per flight in Summer Capacity Plan 0% Achieved Comments Flexible rostering of ATC staff Recruitment and training to maintain number of air traffic controllers Yes ADSB offshore Yes First to implement world wide New Voice Com System March 14 Yes Maximum configuration: helicopter Summer 2014 performance assessment The capacity baseline of 63 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). Yes Yes Planning Period Summer The planning focuses on the summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. ENSVCTA Annual Summer En-route ATFM delay breakdown - Reference Values ACC 2014 baseline ENSV 63 Capacity Profiles Profiles (hourly movements and % increase over previous year) H 63 0% 64 2% 65 2% 65 0% 66 2% Ref. 63 0% 63 0% 64 2% 64 0% 64 0% L 63 0% 63 0% 63 0% 63 0% 63 0% Open 63 0% 63 0% 64 2% 64 0% 64 0% C/R 63 0% 63 0% 64 2% 64 0% 64 0% LSSIP Year 2014 Norway 17 Released Issue

30 Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Significant Events Capacity Plan SNAP (Southern Norway Airspace Project) Free Route Airspace Flexible rostering of ATC staff Recruitment and training to maintain number of air traffic controllers Future ATM System Re-assessment of sector capacities with CAPAN Max sectors helicopter helicopter helicopter helicopter helicopter Capacity increase p.a. 10% 0% 0% 0% 0% Reference profile 0% 0% 2% 0% 0% Additional information ENSVCTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook No problems are foreseen in the current planning cycle, provided that sufficient staffs are available during peak periods. LSSIP Year 2014 Norway 18 Released Issue

31 Chapter 3 - ESSIP Report recommendations Recommendations issued from the ESSIP Report for 2013 applicable to Finland for all items that require corrective actions and improvements. Reference number Recommendation Ownership REC (1) Local Stakeholders that declared delays in implementation of FCM01 to take corrective measures to reduce the implementation delays. DK, EE, MAS, BE, LV, MK, CZ, CY, NO, AM, PT, BA, UA, TR, UK State feedback: A number of SLoA's are already implemented. The two remaining SLoA's (06 and 07) will be implemented in the major upgrade of the ATC system planned for 12/2019. REC (10) Local Stakeholders that declared delays in implementation of ENV01 to take corrective measures to reduce the implementation delays. BA (LQSA), EE (EETN), HR (LDZA), BE (EBBR), CZ (LKPR), BE (EBAW), BE (EBOS), BE (EBLG), IT (LIPZ), TR (LTBA), TR (LTAI), LU (ELLX), IT (LIRF), UK (EGPF), IT (LIMC), IT (LIML), NO (ENGM), RO (LROP) State feedback: CDA awareness campaign and controller working methods implemented to allow for CDA under specific conditions. Initial trials with reporting from airline operators are done, but monitoring is not sufficiently systematic to provide exact data on effects of CDA. Complete and systematic monitoring is planned in REC (11) Local Stakeholders that declared delays in implementation of ITY-AGDL to take corrective measures to reduce the implementation delays. AT, IT, PT, SK, SI, SE, NO, RS, ES, ME, FR, MT State feedback: Due to the status of the IR, the work on data link implementation is stopped. REC (12) Local Stakeholders that declared delays in implementation of ITY-ADQ to take corrective measures to reduce the implementation delays. IE, AL, AT, LT, CZ, SI, PT, NO, NL, FR, DE, ES, UK, HU State feedback: Work is in progress to ensure the quality of aeronautical data and information with objectives planned as "Late" throughout REC (13) Local Stakeholders that declared delays in implementation of COM10 to take corrective measures to reduce the implementation delays. NO, HU, FR, AM, GR, EE, UA State feedback: Basic AMHS by AFTN/AMHS gateway is operational. A project will start spring 2015 to plan implementation of extended AMHS. Implementation is foreseen in REC (14) Local Stakeholders that declared delays in implementation of FCM03 to take corrective measures to reduce the implementation delays. NO, UK, FR State feedback: AFP processing is included in system ATC system upgrade planned for late Flight plan message processing in ADEXP format planned with later major system upgrade of the ATC system in REC (15) Local Stakeholders that declared delays in implementation of ITY-COTR to take corrective measures to reduce the implementation delays. AT, BE, DE, DK, BA, ES, IT, FR, GE, MT, HR, HU, IE, NO, SK, UK, PT, SI LSSIP Year 2014 Norway 19 Released Issue

32 Reference number Recommendation Ownership State feedback: This objective is partly implemented and will be fully completed in 11/2015. REC Ensure better planning reliability at local level. All States State feedback: Avinor will put more focus on the planning and follow up of the LSSIP activities all through the year to improve the reliability. REC The ANSPs should ensure synchronised system evolution between neighbouring States. All ECAC ANSPs State feedback: Establishment of the SESAR Deployment Manager will improve the synchronised system evolution between neighbouring states. The ANSPs within a FAB should coordinate their REC system renewal and capability evolution more FAB ANSPs closely in order to deliver larger scale performance improvements to customers. State feedback: NEFAB will establish a business planner function that will support in coordination and developing of LSSIP activities. This will give a better coordination between NEFAB partners. LSSIP Year 2014 Norway 20 Released Issue

33 Chapter 4 - National Projects The main projects currently ongoing in Norway are depicted in the table below. Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references AVINOR Air Navigation Services (NO) ARTAS Integration (ARTAS) Bodø Oceanic ATM System (BOAS) Ekofisk ADS-B Implementation The project will implement ARTAS as a Multi Sensor Tracker to provide system tracks to the ATM system. The BOAS system will replace the old ATM system for the Bodø Oceanic area. Bodø Oceanic is outside scope of SES regulation but the implementation of BOAS will enable more efficient flight profiles, automated coordination with adjacent centers through OLDI, CPDLC and ADS-C. The project will implement ADS-B in the Ekofisk offshore sector as an enabler for controlled airspace. The ARTAS is planned operational in the ATM system for Oslo ATCC from Stavanger and Bodø ATCC will follow later in Necessary HMI and system changes in the ATM System (NATCON) to handle ARTAS are done and ready for FAT Original operational date in 2014 is delayed until Final testing is ongoing. The ADS-B system was operational from Upgrade to controlled airspace is planned The ADS-B system has been operational since Controlled airspace is planned in and depends on improved infrastructure for COM and NAV in the area. ESSIP:ITY-ACID, ITY-SPI OI-Steps: - Other: - OI-Steps: - Other: - ESSIP:- ESSIP:- OI-Steps: - Other: - Expected Contribution to the Key Performance Areas * Capacity: - Safety: Better tracker performance will improve safety nets. Environment: - Cost-Efficiency: - Capacity: Improved capacity Safety: - Environment: Better flight efficiency through more direct routing and more optimal cruising levels. Cost-Efficiency: - Future ATM The project will deliver a new ATM system Schedule is The project is in an early ESSIP:- Capacity: - Capacity: Implementation of SUR will improve the capacity Safety: Implementation of SUR and upgrade to controlled airspace will improve the safety Environment: Upgrade will enable more efficient flight profiles Cost-Efficiency: The investment cost for implementing an ADS-B system in the offshore area compared to a radar installation is much lower. LSSIP Year 2014 Norway 21 Released Issue

34 Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references System (FAS) build to handle future demands. not agreed. stage and a detailed OI-Steps: - schedule is not yet available. Other: - Norwegian Radar, WAM, and ADS-B Implementation Project (NORWAM) NATCON South Performance Based Navigation (PBN) AVINOR AS (NO) OI-Steps: AOM- 0602, AOM-0604 ADQimplementation program (ADQ) The NORWAM Project will implement surveillance according to the Avinor Surveillance Masterplan. The project is divided into "WAM Westcoast" that will cover WAM SUR for the western part of Norway and "Nationwide WAM and ADS- B" that will cover the rest of the country. Consolidation and update of ATM system platform for Southern Norway including Oslo ATCC and Stavanger ATCC. The upgrade is an enabler for implementation of Free Route Airspace. Implementation of PBN and APV on Norwegian airports according to the Norwegian PBN implementation plan. The project will implement commission Regulation 73/2010, laying down requirements on the quality of aeronautical data and aeronautical "WAM Westcoast" will be operational from and "Nationwide WAM and ADS-B" will be operational from In addition all MSSR's will be using Mode S by Implementati on date Operational before Implementati on planned WAM Westcoast is under implementation. Nationwide WAM under procurement. The project is running as planned. The implementation is proceeding and several airports have implemented APV. The implementation will continue until Implementing ADQ-compliant AIM-system. Analysing data and data originator systems within Avinor. ESSIP:ITY-ACID, ITY-SPI OI-Steps: - Other: - ESSIP:AOM21 Other: - ESSIP:NAV10 OI-Steps: AOM- 0401, AOM-0402 Other: - ESSIP:ITY-ADQ OI-Steps: IS-0204 Other: - IS-0202, Expected Contribution to the Key Performance Areas * Safety: - Environment: - Cost-Efficiency: - Capacity: Improved SUR coverage contributes to reduced separation minima and improved capacity. Safety: Improved SUR will improve safety. Environment: Improved SUR coverage contributes to more optimal flight profiles resulting in reduced pollution. Cost-Efficiency: WAM and ADS-B implementation have reduced investment and operational cost in comparison to radar. Capacity: - Safety: - Environment: - Cost-Efficiency: - Capacity: Increased capacity Safety: Safety improvement due to gradual elimination of non-precision approaches will reduce the potential for CFIT. Environment: - Cost-Efficiency: Reduced investment cost Capacity: - Safety: - Environment: - LSSIP Year 2014 Norway 22 Released Issue

35 Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references information throughout Avinor's organization. Both for Avinor's aerodromes with regards to data origination, and for Avinor as ANSP with regards to AIM. Electronic Terrain and Obstacle Data (etod) Implement terrain and obstacle requirements in ICAO annex 15, based on recommendations from Tod WG. Implementati on planned Participate in etod WG. Analysing Tod requirements compared to ADQrequirements. ESSIP:INF07 OI-Steps: - Other: - Expected Contribution to the Key Performance Areas * Cost-Efficiency: - Capacity: - Safety: - Environment: - Cost-Efficiency: - LSSIP Year 2014 Norway 23 Released Issue

36 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. NEFAB ANSPs has established a programme with a programme management office (PMO) with the objective of managing projects and initiatives among the ANSPs in the cooperation. The NEFAB Programme develops and maintains regularly 5 year business plans, and on that basis develops the annual business plans for use by NEFAB ANSPs in order to follow up NEFAB Programme projects and activities. The latest 5 year business plan is covering the period with annual plan for The 5 year business plan describes the strategies for the period with key performance areas and strategic objectives. The annual plan transforms these strategies into concrete activities planned for each year with defined deliverables and milestones. In April 2013 two key projects, Airspace 2015 and ATS Provision 2015, delivered the NEFAB Network Plan based on NEFAB Target Concept The Target Concept shall be implemented on 12 November The NEFAB Network Plan describes the operational requirements for the establishment of the airspace concept including free route airspace and service provision within NEFAB. NEFAB is closely cooperating with DK SE FAB with an agreed concept to implement a continuous FRA from a user perspective across the two FABs (North European Free Route Airspace (NEFRA) Programme). Implementation of the NEFRA programme is planned simultaneously with NEFAB Target Concept will be start of new project activities to develop the future airspace concept in NEFAB beyond This includes multifab FRA covering 3 FABs (NEFAB, DK-SE FAB and UK-IRL FAB), a joint initiative by the ANSPs in the Borealis alliance. The individual ANSP s in the FAB-cooperation will implement the required operational changes and technical support to enable the concept described in the NEFAB Target Concept. LSSIP Year 2014 Norway 24 Released Issue

37 5.2 FAB Projects The table below includes all ongoing projects with FAB partners Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references AVINOR Air Navigation Services (NO), EANS (EE), FINAVIA (FI), LGS (LV) Free Route Airspace (FRA) Free Route Airspace above FL95 across the FAB except Norway above FL135. Airspace scenarios and simulations are supported by EUROCONTROL. May Nov 2015 Active, on-time ESSIP:AOM19, AOM21 OI-Steps: AOM- 0201, AOM-0202, AOM-0205, AOM- 0401, AOM-0402, DCB-0203 Other: - Expected Contribution to the Key Performance Areas * Capacity: Present or additional capacity Safety: Present or improved safety Environment: - Cost-Efficiency: More cost-efficiency with less pollution 5.3 Regional cooperation Regional Cooperation Initiatives Noracon NORACON, the NORth European and Austrian CONsortium, consists of nine members. Swedavia (Swedish airports) and eight European ANS providers: Austro Control (Austria), AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark). The purpose of NORACONs membership in the SESAR Joint Undertaking is to ensure impact from the partners in the development of the future European ATM business. Borealis alliance The members of Borealis are LFV (Sweden), Finavia (Finland), Avinor (Norway), ISAVIA (Iceland), Naviair (Denmark), EANS (Estonia), IAA (Ireland), LGS (Latvia) and NATS (UK). The Alliance Framework Agreement (AFA) is a business co-operation, signed on the 20th of June LSSIP Year 2014 Norway 25 Released Issue

38 The vision of Borealis is to be the leading ANSP Alliance that enables its Members to drive better performance for stakeholders through business collaboration. On the same day the former co-operation agreement known as NEAP (North European ANS Providers) was formally ended. 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. Borealis intends to deliver value through business co-operation between the Members, as well to be collectively more influential by developing and expressing a joint position on common issues. These objectives will be achieved by developing and delivering a joint business plan. The Agreement does not commit the Members to work towards creating a single combined FAB between their respective States sometime in the future, but it does not preclude such an outcome either. 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 is 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; Several meetings have taken place, the committee has through 2014 been chaired by MAA Finland and the co-operation has been fruitful. Military-military Co-ordination The Strategic Nordic Military ATM Board (SNAB) is established to elaborate, co-ordinate and promulgate the Nordic Military view on ATM matters. It will consider strategic objectives and focus on Nordic issues in relation to pan-european ATM initiatives including security aspects. LSSIP Year 2014 Norway 26 Released Issue

39 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 Regional Projects There is a 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 FABs is prioritised in the short term with planned implementation towards the end of The activity is targeted to connect Free Route Airspace in the two FABs ensuring a continuous Free Route Airspace. The activity is organised as a project called North European Free Route Airspace NEFRA. This project is not aimed at airspace developments inside the two airspace blocks. Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references AVINOR Air Navigation Services (NO), EANS (EE), FINAVIA (FI), IAA (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK) DLS/CPDLC Controller-Pilot Data Link Communications Q (NEFAB) Active, late compared to the regulation date Feb/2015 AVINOR Air Navigation Services (NO), EANS (EE), FINAVIA (FI), LFV (SE), LGS (LV), Naviair (DK) NEFRA (North European FRA) Free Route Airspace above FL 285 across the two FABs. Airspace scenarios and simulations are supported by Eurocontrol. May Nov 2015 Active, on-time ESSIP:ITY-AGDL OI-Steps: AUO-0301 Other: - ESSIP:AOM19, AOM21 OI-Steps: AOM- 0201, AOM-0202, AOM-0205, AOM- 0401, AOM-0402, DCB-0203 Other: - Expected Contribution to the Key Performance Areas * Capacity: increased capacity Safety: Increased safety Environment: - Cost-Efficiency: improved cost-efficiency Capacity: Present or additional capacity Safety: Present of improved safety Environment: - Cost-Efficiency: More cost-efficiency with less pollution. LSSIP Year 2014 Norway 27 Released Issue

40 Chapter 6 - ESSIP Objective Implementation Conventions Two colour codes are used for each ESSIP Objective box : o o one colour code is used to show the Objective Scope in the Objective ID cell, and another colour code is used to show the Objective Progress in the State and for each national stakeholder. Obj. ID (*) Obj. Title (By mm/yyyy of overall objective, inc non-state SloAs) Obj. Progress (**) State s high level progress statement REG (By:mm-yyyy) (By:mm-yyyy) MIL (By:mm-yyyy) APO (By:mm-yyyy) REG high level progress statement high level progress statement MIL high level progress statement APO high level progress statement State Impl. Date APO. Progress (**) APO Impl. Date. Progress (**) Impl. Date MIL. Progress (**) MIL Impl. Date APO. Progress (**) APO Impl. Date (*) Objective Scope Code: (**) Objective/Stakeholder Progress Code: ECAC No Plan EU+ Partly Not Applicable Multi-N Planned Missing Data APT Late LSSIP Year 2014 Norway 28 Released Issue

41 6.1 ESSIP Objectives Implementation progress AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 Revision of national regulation combined with implementation of ANSP procedures and training shall ensure a timely implementation REG (By:12/2018) (By:12/2018) MIL (By:12/2018) CAA has started the process 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 [IDP] Planned 31/12/2015 Planned 31/03/2015 Planned 31/12/2015 Planned 31/12/2015 AOM19 Implement Advanced Airspace Management Initial operational capability: 01/01/2011 Full operational capability: 31/12/2016 Some actions leading to the implementation are already completed, and some are planned. Joint implementation planning taking part in the NEFAB project streams. (By:12/2016) Some actions leading to the implementation are already completed, and some are planned. Joint implementation planning taking part in the NEFAB project streams. [IDP] Free Route Airspace / NEFRA (North European FRA) Planned 31/12/2015 Planned 31/12/2015 AOM21 Implementation of Free Route Airspace Initial operational capability: 01/09/2013 Full operational capability: 31/12/2017 [IDP] Planned Cooperation on FAB level to ensure implementation in accordance with plan 30/11/2015 (By:12/2017) FRA implementation is planned in cooperation with partners in NEFAB and DK/SE FAB Free Route Airspace / NATCON South / NEFRA (North European FRA) Planned 30/11/2015 AOP03 Improve runway safety by preventing runway incursions Initial operational capability: 01/04/2003 Full operational capability: 31/12/2013 [IDP] Objective completed for all Avinor airports. Implementation in military airports with GAT has started 31/12/2013 REG (By:12/2013) (By:12/2013) APO (By:12/2013) The measures from the European action plan have been implemented in Avinor. There is a continuous focus on runway safety through follow up of reporting, safety investigations, lesson dissemination and proficiency training plans. The measures from the European action plan have been implemented at Oslo Airport. There is a continuous focus on runway safety through follow up of reporting, safety investigations, lesson dissemination and proficiency training plans. 31/12/2011 LSSIP Year 2014 Norway 29 Released Issue

42 AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A SMGCS) Level1 Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 ENGM - Oslo - Gardermoen with final approval during /06/2012 REG (By:12/2010) (By:12/2011) APO (By:12/2010) An A SMGCS system has been approved. There is currently no plan to implement specific A SMGCS level 1 procedures in state regulations. ANSP action followed Airport Operator deployment of equipment and procedures. Final operational approval achieved from regulator during Technical equipment available and procedures and training implemented, included training actions for the ANS provider. Final approval completed during /12/ /04/ /04/2012 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A SMGCS) Level 2 Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 ENGM - Oslo - Gardermoen System enablers, procedures and training delivered and A SMGCS level 2 is implemented. 31/12/2014 (By:12/2017) APO (By:12/2017) 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. 31/08/ /09/2012 AOP05 Implement Airport Collaborative Decision Making (CDM) Initial operational capability: 01/01/2004 Full operational capability: 31/01/2016 ENGM - Oslo - Gardermoen Implementation of Airport CDM is planned for 01/2014. Full set of procedures for adverse conditions planned by 12/2015 (By:01/2016) APO (By:01/2016) ANSP following airport operator plan for CDM implementation Overall implementation of Airport CDM planned for 01/2014. Specific procedures for adverse conditions planned by 12/2015. De iceing is included in variable taxi times from 12/2013. [IDP] Partly 31/12/2015 Partly 31/12/2015 Partly 31/12/2015 ATC02.2 Implement ground based safety nets Short Term Conflict Alert (STCA) level 2 Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 STCA level 2 was implemented in Oslo ATCC in 10/2009 and Bodø and Stavanger upgraded during /12/2012 (By:01/2013) Enhanced STCA was implemented in Oslo ATCC 10/2009 Bodø and Stavanber ATCC was upgraded during /12/2012 LSSIP Year 2014 Norway 30 Released Issue

43 ATC02.5 Implement ground based safety nets Area Proximity Warning level 2 Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 An Avinor engineering study will determine the implementation schedule of APW level 2 31/12/2019 (By:12/2016) Implementation will be planned as part of a major upgrade of the ATM system. A mature plan will be available in 2015 but the new ATM system is planned to be operational from 12/2019. Late Late 31/12/2019 ATC02.6 Implement ground based safety nets Minimum Safe Altitude Warning level 2 Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 The ANSP has planned this as part of an upgrade programme. Engineering study under development. 31/12/2019 (By:12/2016) Implementation will be planned as part of a major upgrade of the ATM system. A mature plan will be available in 2015 but the new ATM system is planned to be operational from 12/2019. Late Late 31/12/2019 ATC02.7 Implement ground based safety nets Approach Path Monitor level 2 Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 Implementation will be planned as part of a major upgrade of the ATM system. A mature plan will be available in 2015 but the new ATM system is planned to be operational from 12/2019. (By:12/2016) Implementation will be planned as part of a major upgrade of the ATM system. A mature plan will be available in 2015 but the new ATM system is planned to be operational from 12/2019. Late 31/12/2019 Late 31/12/2019 ATC07.1 Implement arrival management tools Initial operational capability: 01/01/2007 Full operational capability: 31/12/2015 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:12/2015) as part of the Oslo ASAP project 30/04/ /04/2011 ATC12 Implement automated support for conflict detection and conformance monitoring Initial operational capability: 01/01/2008 Full operational capability: 31/12/2016 Implementation will be planned as part of a major upgrade of the ATM system. A mature plan will be available in (By:12/2016) Implementation will be planned as part of a major upgrade of the ATM system. A mature plan will be available in No Plan No Plan LSSIP Year 2014 Norway 31 Released Issue

44 ATC15 Implement, in En Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017 Implemented at Oslo ATCC as a consequence of new airspace structure from 04/2011. Other areas under consideration. (By:12/2017) AMAN information mechanism, tools and procedures to support Basic AMAN operations are implemented in En route airspace in Oslo AoR. Other areas under consideration. [IDP] 30/04/ /04/2011 ATC16 Implement ACAS II compliant with TCAS II change 7.1 Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 Planned CAA will monitor implementation of version 7.1 through yearly audit programs 31/12/2015 REG (By:12/2015) (By:03/2012) MIL (By:12/2015) CAA will monitor implementation of version 7.1 through yearly audit programs Awareness and training package is developed and will be provided to controllers by 06/2015. Follow up of performance will be done by means of regular incident occurrence reporting, investigation and analysis. No plan on 3 aircraft systems and planned on 1 aircraft system (see MIL SLoA ATC16 MIL01). Planned 31/12/2015 Late 30/06/2015 Late 31/12/2018 ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 Currently no plan has been established for this ESSIP objective. The objective is considered in relation to next generation ATM system. (By:12/2018) Currently no plan has been established for this ESSIP objective. The objective is considered in relation to next generation ATM system. [IDP] No Plan No Plan COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) Initial operational capability: 01/01/2006 Full operational capability: 31/12/2014 Migration has commenced and is expected to be finalized by the end os /12/2015 (By:12/2014) Migration has commenced and is already completed with one neighbouring state. Connection to Sweden and Finland to be migrated in Q while rest of the connections will be finalized by end of [IDP] Late Late 31/12/2015 COM10 Migrate from AFTN to AMHS Initial operational capability: 01/12/2011 Full operational capability: 31/12/2014 Process established to deliver technical enablers. Implementation is pending regional decisions. Detailed implementation activities will be planned accordingly. (By:12/2014) Basic AMHS by AFTN/AMHS gateway is operational. A project will start spring 2015 to plan implementation of extended AMHS. Implementation is foreseen in Late 31/12/2017 Late 31/12/2017 LSSIP Year 2014 Norway 32 Released Issue

45 COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020 No Plan 31/12/2020 (By:12/2020) Initial planning started, including dialogue with system suppliers and network service providers. No Plan 31/12/2020 ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013 ENGM - Oslo - Gardermoen CDA awareness camapaign and controller working methods implemented to allow for CDA under specific conditions. Initial trials with reporting from airline operators are done, but monitoring is not sufficiently systematic to provide exact data on effects of CDA. Complete and systematic monitoring is planned in (By:12/2013) APO (By:12/2013) CDA awareness campaign conducted. Includes use of information material for operational staff and managers. Improved TMA procedures implemented 03/2013. Measurement through use of noise and trajectory monitoring system planned for CDA implementation at airport is delivered through actions by the ANSP. [IDP] Late 31/12/ /12/2014 Late 31/12/2015 ENV02 Implement Collaborative Environmental Management (CEM) at Airports Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016 ENGM - Oslo - Gardermoen Formal partnership arrangements are in place at Oslo Airport to evaluate and control the environmental effect of Air Traffic Procedures. (By:12/2016) APO (By:12/2016) Local ANSP participates actively in meetings, consultation arrangements and briefings related to environmental effect of aircraft operations. 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. 31/12/ /12/ /12/2012 FCM01 Implement enhanced tactical flow management services Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 A number of SLoA's are already implemented. The two remaining SLoA's (06 and 07) will be implemented in the new ATM system, planned for 12/2019 (By:07/2014) System generated messages to CFMU related to re routings and holding are not implemented, and is done manually. Engineering study for implementation in current ATM system ongoing. Late 31/12/2019 Late 31/12/2019 LSSIP Year 2014 Norway 33 Released Issue

46 FCM03 Implement collaborative flight planning Initial operational capability: 01/01/2000 Full operational capability: 31/12/2015 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:12/2015) AFP processing is included in system upgrade planned for late Flight plan message processing in ADEXP format planned with later major system upgrade. [IDP] Late 31/12/2017 Late 31/12/2017 FCM04 Implementation of Short Term ATFCM Measures phase 1 (Outside Applicability Area) not applicable Not applicable for Norway (By:12/2015) N/A for Norway [IDP] Not Applicable Not Applicable FCM05 Implementation of interactive rolling NOP Initial operational capability: 01/09/2013 Full operational capability: 31/12/2016 [IDP] Planned LARA and PRISMIL are planned for implementation during /12/2015 (By:12/2016) APO (By:12/2016) LARA and PRISMIL are planned for implementation during NM receives data through connection to EU ACA Planned 31/12/ /12/2013 INF04 Implement integrated briefing Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012 Norway is at Level 4 the lack of integrated ATFM prevents to upgrade to Level 5. (By:12/2012) Norway has implemented level 4. The lack of integrated ATFM prevents Norway to upgrade to level 5. INF07 Electronic Terrain and Obstacle Data (TOD) Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 National TOD policy is in the planning stages and dialog between NSA and stakeholders is ongoing. Where appropriate, changes to State legislation will be initiated to ensure timely implementation. Regulator's national plan/policy is expected to be finished by November 2015 with a close dialogue between and regulator. REG (By:05/2018) (By:05/2018) APO (By:05/2018) National TOD policy is in the planning stages and dialog between NSA and stakeholders is ongoing Avinor is in the Planning phase with regards to implementing etod requirements for areas defined in ICAO annex 14 (area 2a, take off flight path and obstacle surfaces). A first step will be to validate, process and approve existing data according to TOD requirements. Final implementation planned by 31/05/2018. Airport operator at Oslo Gardermoen Airport is part of the Avinor project plan for etod implementation. Electronic Terrain and Obstacle Data Planned 31/05/2018 Planned 31/05/2018 Planned 31/05/2018 Planned 31/05/2018 LSSIP Year 2014 Norway 34 Released Issue

47 ITY ACID Aircraft identification Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 Possible deferred compliance, only for services provided by military units or under military supervision, subject to conditions:: 02/01/2025 ACID Reg. 1206/2011 will be incorporated into Norwegian Law via the EEA agreement as of 1 Jan 2015, therefore, this objective has been marked as "not applicable" for the 2014 LSSIP reporting period. (By:01/2020) ARTAS Integration / Norwegian Radar, WAM, and ADS B Implementation Project Not Applicable Not Applicable ITY ADQ Ensure quality of aeronautical data and aeronautical information 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 Work is in progress to ensure the quality of aeronautical data and information with objectives planned as "Late" throughout REG (By:06/2017) (By:06/2017) APO (By:06/2017) Work is in progress to ensure the quality of aeronautical data and information with objectives planned as "Late" throughout Avinor is in the Project phase related to implementation of relevant parts of the ADQ IR. 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. ADQimplementation program Late 31/07/2017 Late 31/07/2017 Late 31/07/2017 Late 31/07/2017 ITY AGDL Initial ATC air ground data link services above FL 285 Entry into force of regulation: 06/02/2009 New aircraft capability: 31/12/2010 ATS unit operational capability Regulation (EC) 29/2009, Annex I, Part B (except Croatia): 04/02/2015 Retrofit aircraft capability: 04/02/2015 [IDP] No Plan Due to the status of the IR, the work on data link implementation is stopped. 28/02/2015 REG (By:02/2016) (By:02/2016) MIL (By:01/2014) Changes will be assessed when notified by the ANSP. Initially planned implementation is on hold by ANSP due to the status of the IR 29/2009. Due to the status of the IR, the work on data link implementation is stopped. MIL does not provide ATC services to civil flights DLS/CPDLC DLS/CPDLC No Plan 28/02/2015 No Plan 30/06/2016 Not Applicable LSSIP Year 2014 Norway 35 Released Issue

48 ITY AGVCS2 Implement air ground voice channel spacing requirements below FL195 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 Regulation (EU) No 1079/2012 as amended by (EU) nr. 657/2013 have now been transposed into national regulation in Norway (BSL G 1 2, 2 nr. 4). This regulation does not apply to Svalbard. The NSA will form a National Data Link working group in 2015 consisting of stakeholders and NSA to discuss a national implementation plan. The deliverables of the group should be ready in Implementation date will be determined by the group and will be described in the National Plan. REG (By:12/2018) (By:12/2018) MIL (By:12/2020) APO (By:12/2018) Regulation (EU) No 1079/2012 has now 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 developed for MIL related SLoAs at this time Voice Communication Systems are compliant and all transceivers can be converted into 8.33 khz. APO awaiting conversion plan and activities as mandated by NSA. Planned 31/12/2017 Planned 31/12/2017 Planned 31/12/2017 No Plan Planned 31/12/2018 ITY COTR Implementation of ground ground automated co ordination processes Entry into force of regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012 : 31/12/2012 Systems serving ACCs providing services above FL 285 in the airspace in Annex I, Part B of Regulation (EC) 29/2009 (except Croatia): 04/02/2015 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. (By:02/2016) MIL (By:12/2012) 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 30/06/2016 Late 30/06/2016 Not Applicable LSSIP Year 2014 Norway 36 Released Issue

49 ITY FMTP Apply a common flight message transfer protocol (FMTP) 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 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. (By:12/2014) MIL (By:12/2014) Implemented between Stavanger and Bodø ATCC in December Oslo ATCC planned upgraded in No implementation with external units yet. Planned for migration to IP v6 before 12/2014. [IDP] 31/12/ /12/2014 Not Applicable 31/12/2014 ITY SPI Surveillance performance and interoperability Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 New aircraft capability: 08/06/2016 ELS in transport type State aircraft : 07/12/2017 EHS and ADS B Out in transport type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 Reg. 1207/2011 (SPI IR) was incorporated into Norwegian Law by National Regulation entering into force 15 July REG (By:02/2015) (By:02/2015) MIL (By:06/2020) Reg. 1207/2011 (SPI IR) was temporarily incorporated into Norwegian Law by National Regulation entering into force 15 July 2014, to provide a legal basis for the implementation of ADS B in Ekofisk FIR. From 1 Jan 2015, Reg. 1207/2011 will be incorporated into Norwegian Law via the EEA agreement and will ultimately replace the mentioned temporary National Regulation. 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. No plans developed for MIL related SLoAs at this time. ARTAS Integration / Norwegian Radar, WAM, and ADS B Implementation Project Planned 28/02/2015 Partly 01/01/2015 Partly 05/02/2015 No Plan NAV03 Implementation of P RNAV Initial operational capability: 01/01/2001 Full operational capability: 31/12/2012 P RNAV STARs are implemented in some TMAs, and P RNAV SIDs are planned for some TMAs. Most SLoA s are completed. (By:12/2012) P RNAV SID/STAR implemented in the Oslo AoR. P RNAV STAR implemented at Stavanger Sola and Bergen Flesland. Further deployment is planned in accordance with PBN Implementation Plan Norway. 31/12/ /01/2012 LSSIP Year 2014 Norway 37 Released Issue

50 NAV10 Implement APV procedures Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016 [IDP] Planned 31/12/2016 REG (By:04/2016) (By:12/2016) 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 Implementation roadmap ( ). Performance Based Navigation 30/04/2011 Planned 31/12/2016 SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements Initial operational capability: 01/06/2008 Full operational capability: 31/12/ /12/2012 REG (By:12/2011) (By:12/2011) MIL (By:12/2011) Ongoing consultation with stakeholders and a system is established to evaluate and implement new initiatives is in place Actions will be taken on the basis of the European Action Plan for Airspace Infringement risk reduction. 31/12/ /12/2011 Not Applicable 31/12/2011 SAF11 Improve runway safety by preventing runway excursions Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 Planned 31/01/2018 REG (By:01/2018) (By:12/2014) APO (By:12/2014) The EAPRE is included in CAA N follow up of Safety Initiatives, but no work is formally yet started. Action Plan implemented Action Plan implemented Planned 31/01/ /12/ /12/2014 LSSIP Year 2014 Norway 38 Released Issue

51 6.2 Alignment of PCP with ESSIP Objectives and related progress Note that the above picture is based on the Preliminary Deployment Programme V0, published in December 2014 by the Deployment Manager. The full Deployment Programme is foreseen by end June 2015 LSSIP Year 2014 Norway 39 Released Issue

52

53 Annexes Annex A Specialists involved in the LSSIP Process LSSIP Co-ordination LSSIP Focal Point for Norway Luftfartstilsynet Rajunesh Shankar LSSIP Focal Point for ANSP Avinor Bjørn Hovland LSSIP Focal Point for MIL Authority RNoAF Hans Jørgen Nordskog LSSIP Contact Person for Norway EUROCONTROL Luca Dell Orto ESSIP Objective Implementation ESSIP Objective EUROCONTROL Objective Owners AOM13.1 R. BUCUROIU, O. MROWICKI, C. LUCCIOLI (E. REUBER till 02/2015) EUROCONTROL PEPR Objective Coordinator A. DYBOWSKA Morten Skogø National Stakeholder Specialist(s) AOM19 G. ACAMPORA, O. MROWICKI A. DYBOWSKA Lars Eriksen AOM21 R. BUCUROIU A. DYBOWSKA Torgeir Slotte Hans Jacob Hofgaard AOP03 T. LICU P. VRANJKOVIC Espen Kurthi AOP04.1 P. ADAMSON P. VRANJKOVIC Fredrik Nygaard AOP04.2 P. ADAMSON P. VRANJKOVIC Fredrik Nygaard AOP05 P. ADAMSON P. VRANJKOVIC Gro Jære ATC02.2 B. BAKKER, S. DROZDOWSKI I. FEIJT Torgeir Slotte ATC02.5 B. BAKKER, S. DROZDOWSKI I. FEIJT Torgeir Slotte ATC02.6 B. BAKKER, S. DROZDOWSKI I. FEIJT Torgeir Slotte ATC02.7 B. BAKKER, S. DROZDOWSKI I. FEIJT Torgeir Slotte ATC07.1 P. CONROY, P. TERZIOSKI L. DELL ORTO Torgeir Slotte ATC12 P. TERZIOSKI L. DELL ORTO Torgeir Slotte ATC15 P. CONROY, P. TERZIOSKI L. DELL ORTO Torgeir Slotte ATC16 S. DROZDOWSKI L. DELL ORTO Håvard Arne Mathlin ATC17 S. MORTON L. DELL ORTO Torgeir Slotte COM09 L. POPESCU O. ALFARO Erling Bergersen COM10 Y. EYUBOGLU A. KOKONA Erling Bergersen COM11 L. POPESCU A. KOKONA Hugo Frivåg ENV01 C. FABER B. HILL Fredrik Nygaard ENV02 S. MAHONY, A. WATT B. HILL Fredrik Nygaard FCM01 H. KOOLEN O. CIOARA Morten Skogø FCM03 S. SMIDT O. CIOARA Morten Skogø FCM04 M. RICHARD O. CIOARA Morten Skogø FCM05 P. MATERN O. CIOARA Morten Skogø INF04 P. MATERN A-P. FRANGOLHO Jan Gunnar Pedersen INF07 A. PETROVSKY A-P. FRANGOLHO Inger Lise Gjerdebakken ITY-ACID A. DESMOND-KENNEDY O. CIOARA Kjetil Mosesen ITY-ADQ M. UNTERREINER A-P. FRANGOLHO Inger Lise Gjerdebakken LSSIP Year 2014 Norway 40 Released Issue

54 ESSIP Objective ITY-AGDL EUROCONTROL Objective Owners S. DISSING EUROCONTROL PEPR Objective Coordinator A. KOKONA Michael Bell Bjørn Hovland National Stakeholder Specialist(s) ITY-AGVCS2 J. POUZET O. ALFARO Erling Bergersen ITY-COTR S. MORTON L. DELL ORTO Torgeir Slotte ITY-FMTP L. POPESCU O. ALFARO Erling Bergersen ITY-SPI M. BORELY, R. STEWART O. CIOARA Kjetil Mosesen NAV03 F. PAVLICEVIC A. KOKONA Hans Petter Kristoffersen NAV10 R. FARNWORTH A. KOKONA Hans Petter Kristoffersen SAF10 T. LICU I. FEIJT Anne Chavez SAF11 S. LAWRENCE I. FEIJT Anne Chavez LSSIP Year 2014 Norway 41 Released Issue

55 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: LSSIP Year 2014 Norway 42 Released Issue

56 ANS Provider The Norwegian provider of Civil ANS (Avinor ANS AS) is under the responsibility of the MoTC. It is, since June 2014, a State owned limited company fully owned by Avinor AS. Included in the ANS are the area control service offered to aircraft flying in Norway FIR and Bodø OFIR as well as approach and tower control service offered at 20 airports and Aerodrome FIS in 29 airports in Norway. Of these 49 airports, Avinor AS 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 AS: BOARD OF DIRECTORS GROUP AUDIT CEO CORPORATE STAFFS DIVISION REGIONAL AIRPORTS BERGEN AIRPORT, FLESLAND STAVANGER AIRPORT, SOLA TRONDHEIM AIRPORT, VÆRNES Avinor AIR NAVIGATION SERVICES AS OSLO AIRPORT AS The following chart shows the Avinor Air Navigation Services AS: LSSIP Year 2014 Norway 43 Released Issue

57 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 2014 Norway 44 Released Issue

58 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 2014 Norway 45 Released Issue

59 Annex C Glossary of Abbreviations Specific abbreviations for Norway LSSIP AAIB/N AF BML BSL CAA FT PCP PDP MoTC NATCON NORAP OSL PCP RNoAF S-AF SNAB SNAP Aircraft Accident Investigation Board/Norway ATM Functionality Regulations for Military Aviation Regulations on Civil Aviation Civil Aviation Authority Fast Track Pilot Common Project Preliminary Deployment Programme Ministry of Transport and Communications Norwegian Air Traffic Control System The Norwegian Radar Programme Oslo Lufthavn AS (Airport) Pilot Common Project Royal Norwegian Air Force Sub ATM Functionality Strategic Nordic Military ATM Board Southern Norway Airspace Project LSSIP Year 2014 Norway 46 Released Issue