Local Single Sky ImPlementation (LSSIP) · PDF filePerformance summer 2016 ... Chapter 3...

Year 2016 - Level 1

EUROCONTROL

Local Single Sky ImPlementation (LSSIP) NORWAY

LSSIP Year 2016 Norway Released Issue

Document Title LSSIP Year 2016 for Norway

Infocentre Reference 17/01/30/130

Date of Edition 04/04/2017

LSSIP Focal Point Rajunesh SHANKAR - [email protected]

LSSIP Contact Person Luca Dell’Orto - [email protected]

Status Released

Intended for Agency Stakeholders

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

Reference Documents

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

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

Master Plan Level 3 – Plan Edition 2016

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

Master Plan Level 3 – Report Year 2015

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

European ATM Portal https://www.eatmportal.eu and http://www.atmmasterplan.eu/

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

Acronyms and abbreviations http://www.eurocontrol.int/articles/glossaries

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

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


APPROVAL SHEET

With reference to e-mails received from the Chief Executive Officer of Avinor AS, Chief Executive Officer of Avinor ANS AS and the Royal Norwegian Air Force, the Civil Aviation Authority-Norway is authorized to sign the 2016 Norwegian Local Single Sky Implementation Plan, Level 1 (CAA document reference 17/02862) on behalf of the above-mentioned stakeholders.


CONTENTS

Chapter 1 National ATM Environment ...................................................................... 1 1.1. Geographical Scope ..................................................................................................... 1 1.1.1. International Membership ............................................................................................. 1 1.1.2. Geographical description of the FIR(s) ......................................................................... 1 1.1.3. Airspace Classification and Organisation ..................................................................... 2 1.2. National Stakeholders .................................................................................................. 2 1.2.1. Civil Regulator(s) .......................................................................................................... 3 1.2.2. ANSP(s) ....................................................................................................................... 4 1.2.3. Airports ......................................................................................................................... 7 1.2.4. Military Authorities ........................................................................................................ 8

Chapter 2 Traffic and Capacity ............................................................................... 12 2.1. Evolution of traffic in Norway ...................................................................................... 12 2.2. NORWAY ACC- SECTOR GROUP NORTH .............................................................. 13 2.2.1. Traffic and en-route ATFM delays .............................................................................. 13 2.2.2. Performance summer 2016 ........................................................................................ 13 2.2.3. Planning Period 2017-2021 ........................................................................................ 14 2.3. NORWAY ACC – SECTOR GROUP EAST ............................................................... 16 2.3.1. Traffic and en-route ATFM delays .............................................................................. 16 2.3.2. Performance summer 2016 ........................................................................................ 16 2.3.3. Planning Period 2017-2021 ........................................................................................ 17 2.4. NORWAY ACC – SECTOR GROUP WEST .............................................................. 19 2.4.1. Traffic and en-route ATFM delays .............................................................................. 19 2.4.2. Performance summer 2016 ........................................................................................ 19 2.4.3. Planning Period 2017-2021 ........................................................................................ 20

Chapter 3 Master Plan Level 3 Implementation Report recommendations ........... 22

Chapter 4 National Projects .................................................................................... 23

Chapter 5 Regional Co-ordination .......................................................................... 26 5.1. FAB Co-ordination ...................................................................................................... 26 5.2. FAB Projects .............................................................................................................. 28 5.3. Regional cooperation ................................................................................................. 30 5.3.1. Regional Cooperation Initiatives ................................................................................. 30 5.4. Regional Projects ....................................................................................................... 31

Chapter 6 Implementation Objectives Progress ..................................................... 33 6.1. State View .................................................................................................................. 33 6.1.1. Overall Objective Implementation ............................................................................... 33 6.1.2. Objective Progress per SESAR Key Feature ............................................................. 34 6.1.3. ICAO ASBU Implementation ...................................................................................... 38 6.2. Detailed Objectives Implementation progress ............................................................ 39 6.3. Additional Objectives for ICAO ASBU Monitoring ....................................................... 52

Annexes


Executive Summary

National ATM Context

Norway remains committed to further developing the Single European Sky objectives, evolving the use of Functional Airspace Blocks and implementing Pilot Common Project requirements in support of the ATM Master Plan.

NEFAB is closely cooperating with DK SE FAB within an agreed concept to implement a continuous and seamless FRA from a user perspective across the two FABs (North European Free Route Airspace (NEFRA) Programme). First step of Scenario 8 was implemented in June 2016 with seamless cross-border FRA operations between NEFAB East (Estonia, Finland, Latvia) and DK-SE FAB. Seamless FRA interface with Norway will be finalised in May 2017 allowing unrestricted FRA operation across the borders of all six states in both FABs.

In 2016, CAA-Norway initiated plans to implement a significant organisational change effective 01.01.2017. The focus of the change is to improve strategic management, clarification of roles towards external stakeholders and building stronger internal multidisciplinary collaboration.

The Director General (DG) of CAA-Norway announced that he will step down from his position effective 01.01.2017. The Department of Transport and Communication has commenced a recruiting process with plans to appoint a new DG in early 2017. In the meantime, the Deputy DG will act as the DG of CAA-Norway.

Until 2016, Oslo Airport AS was a limited company owned by Avinor AS. However, in 2016, the company merged with Avinor AS and is no longer separate company. Avinor Flysikring AS provide ATS on Oslo Airport while CNS services are provided by Avinor AS.

An extensive upgrade of the main Norwegian ATM system is planned in 2020. This upgrade will facilitate the implementation of several LSSIP objectives between now and 2020. Avinor AS and Avinor Flysikring AS also have several large projects under way to improve ATM in Norway, described in detail in chapter 4.

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

The construction of the new terminal at Oslo Airport is progressing according to plan. During 2016, parts of the new terminal have been tested and gradually taken into operation. The official opening of the new terminal is planned for April 2017.

Torp Sandefjord Airport is owned and operated by Sandefjord Airport AS. 86.5 percent of the shares are county/municipally owned. 13.5 percent of the shares are owned by private investors. In 2016, Torp Sandefjord Airport released an international tender for the ATS service. Concluding this, Avinor Flysikring AS was awarded a service provision contract with a duration of 5 years.

Moss Airport, Rygge was closed for commercial traffic in 2016 and is taken over by the Royal Norwegian Air Force. ATS is provided by Avinor Flysikring AS.

Including the above-mentioned Moss Airport, Rygge, the Royal Norwegian Air Force operates at four airports in Norway with commercial traffic. Avinor provides ATS to all of these airports. Avinor operates civil passenger terminals on two of the military operated airports (Bardufoss and Andøya Airport). At Ørland Airport, another company operates the civil passenger terminals. Bodø Aerodrome operations were handed over from the Royal Norwegian Air Force to Avinor AS 01.08.2016.

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

LSSIP Year 2016 Norway 2 Released Issue

12; 29%

14; 33%

1; 2%

10; 24%

5; 12%

Completed

Ongoing

Planned

Late

No Plan

Not Applicable

Missing Data

Undefined

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

Traffic and Capacity

2016 Traffic in Norway decreased by 0.3% during Summer 2016 (May to October), when compared to Summer 2015.

2017-2021

The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between -1.1% and 2.2% throughout the planning cycle, with an average baseline growth of 0.4%.

Implementation Objectives Overview

Progress distribution for applicable Implementation Objectives

The overall situation in the implementation of 2016 Implementation Objectives in Norway has changed since 2015.

An extensive upgrade of the main Norwegian ATM system (Future ATM System, FAS) is planned in 2020. The FAS Project is separated into the FAS En-Route project managed by Avinor Flysikring AS and the FAS Tower project managed by Avinor AS, each with different implementation dates. This upgrade will facilitate the implementation of several Implementation Objectives between now and 2020. As a result of this

upgrade, the following Implementation Objectives will be implemented late:

ATC2.8 – Ground-based Safety Nets, ATC17 – Electronic Dialogue as automated assistance to controller during coordination and transfer, FCM03 – Collaborative flight planning, ITY-AGDL – Initial ATC air-ground data link service and FCM01 – Implement enhanced tactical flow management services.

The following Implementation Objectives will be implemented as part of the new FAS TWR ATM system but are marked as having no plan:

AOP12 - Improve runway and airfield safety with ATC clearances monitoring and AOP13 - Automated assistance to Controller for Surface Movement Planning and Routing.

The following objectives are late:

ENV01 – Continous Descent Operations at Oslo Airport still requires sufficient, systematic monitoring to provide exact data on the effects of CDA. Monitoring is expected to be completed in 2017.

ITY-ADQ – Avinor AS is in the process of implementing a new AIM system planned to be operation in 2018.

ITY-AGVCS – 12 state aircraft that fall in under the scope of Article 9 No 11 are identified and an exemption letter is sent to EFTA with a copy to EC and NM.

NAV10 – Action is included as a part of PBN Implementation Plan Norway in accordance with Implementation roadmap (2013-2016). Implementation planned to be finalised in 2017.

ATC16 – All aircraft operated by Norwegian operators are now modified and crews have completed the required training. This objective is marked "Late" as reflecting MIL status. MIL plans to be fully compliant by the end of 2018.


The following Implementation Objectives have no plan:

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

Work is ongoing concerning 14 Implementation Objectives. At this time, there is no indication that those objectives will be completed late. To date, 12 objectives applicable to Norway have been completed.

Progress per SESAR Phase

The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1.2 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that three objectives – AOM19.1, FCM05 and NAV03 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases.

The objectives declared ‘Achieved’ in previous editions (up to, and including, ESSIP Edition 2011-2015) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State.

SESAR Baseline Implementation

2010 2019

67%

PCP Implementation

2015 2023

23%

Progress per SESAR Key Feature and Phase

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

0%

46% 69% 67%

97%

3% 55%

Optimised ATM Network Services

Advanced Air Traffic Services High Performing

Airport Operations

18%

Enabling Aviation Infrastructure


ICAO ASBUs Progress Implementation

The figure below shows the progress made so far in the implementation of the ICAO ASBUs for Block 0. The percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is explained in Chapter 6.1.3.

Block 0 2010 2018

74%


Introduction

The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3) / LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2016, together with plans for the next years.

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

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

Chapter 3 provides a set of recommendations extracted from the MP L3 Implementation Report 2015 which are relevant to the state/stakeholders concerned. The State reports how they have handled those recommendations and the actions taken during the year to address the concerns expressed by those recommendations;

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

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

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

Chapter 6.2 is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2016.

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


Chapter 1 National ATM Environment

1.1. Geographical Scope

1.1.1. International Membership

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

Organisation Since

ECAC 1955

EUROCONTROL 1993

European Common Aviation Area 2007

EEA (European Economic Area) 1992

EASA 2005

ICAO 1947

NATO 1949

ITU 1866

1.1.2. Geographical description of the FIR(s)

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

Four offshore control areas, Ekofisk CTA, Statfjord CTA and Balder CTA (Established in 2016) in the North Sea and Heidrun CTA in the Norwegian Sea, are established to support the helicopter traffic related to the Norwegian oil production.

Norway FIR is surrounded by FIRs of 6 States, namely United Kingdom (Scottish FIR), Iceland (Reykjavik FIR), Russia (Murmansk FIR), Finland (Finland FIR), Sweden (Sweden FIR) and Denmark (Copenhagen FIR). Among the above, Russia is the only non-ECAC bordering state.

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


1.1.3. Airspace Classification and Organisation

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

1.2. National Stakeholders

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

Avinor AS - The Company owns state airports (including Oslo Airport from 2016) and plans civil aviation infrastructure. It provides airport and aviation safety services for passengers and airlines and other users of civil aviation installations. Avinor AS is an ANSP delivering AIS and AFIS services in Norway. Avinor AS fully owns the following limited company:

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

o Svalbard Lufthavn AS – AFIS Provider at Longyearbyen Airport (Established in 2016)

Luftfartstilsynet - the Norwegian CAA

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


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

Figure 1 Organisational overview

1.2.1. Civil Regulator(s)

General Information

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

Activity in ATM: Organisation responsible

Legal Basis

Rule-making Luftfartstilsynet (CAA-N)

Luftfartsloven (Civil Aviation Act)

Safety Oversight Luftfartstilsynet (CAA-N)

As above and regulation FOR 2007-01-26 no 99 (BSL G 1-1) on the establishment of a Single European Sky.

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

As above

Airspace As above

Economic As above

Environment As above

Security As above

Accident investigation Aircraft Accident Investigation

Board/Norway (AAIB/N)

Luftfartsloven (Civil Aviation Act) and the

Directive for the Accident Investigation Board Norway


Luftfartstilsynet, the Norwegian CAA

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

Annual Report published: Y On this link, you can find the annual report for 2015 covering yearly activities of CAA-Norway (Luftfartstilsynet). The 2016 report is not yet published. http://luftfartstilsynet.no/incoming/Årsrapport_2015.pdf/BINARY/%C3%85rsrapport%202015.pdf

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

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

1.2.2. ANSP(s)

Service provided

Avinor AS

Avinor AS is a state owned limited company fully owned by the Ministry of Transport and Communications. The company owns state airports and plans civil aviation infrastructure. It provides airport and aviation safety services for passengers and airlines and other users of civil aviation installations. Avinor AS is the certified provider of AIS and provides in addition AFIS and MET services in Norway and CNS services at Oslo Airport.


Avinor Flysikring AS

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

Name of the ANSP: Avinor Flysikring AS

Governance: State owned limited company

Ownership:

Owned by Avinor AS

Services provided Y/N Comment

ATC en-route Y

ATC approach Y

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

AIS N AIS is provided by Avinor AS

CNS Y Avinor AS provides CNS services at Oslo Airport

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

ATCO training Y

Others

Additional information:

Provision of services in other State(s):

N

Annual Report published: Y On this link, you can find the final report for 2015 and an interim report for 2016 covering yearly activities of the ANSP. https://avinor.no/en/corporate/about-us/reports/reports

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

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


ATC systems in use

Main ANSP part of any technology alliance1 Y iTEC

FDPS

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

Upgrade2 of the ATC system is performed or planned? Jan 2017

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

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

SDPS

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

Upgrade of the ATC system is performed or planned? 2016

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

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

ATC Units

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

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

Norway ACC Norway FIR

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

-Sector Group West 12 1 Incl. 3 offshore sectors

-Sector Group East 8 0

-Sector Group TMA 0 2 *): The total number of En-route sectors in SG North is 7 when including the Bodø Oceanic Control sector (not within the geographical scope of this LSSIP).

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

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


The TMA sectors presented above are those sectors co-located with the ACC. There are several other TMAs in Norway; the provision of APP control in these TMAs is done either at the local airport or as a dedicated centralised service providing APP control to more than one airport in a region.

1.2.3. Airports

General information

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

Until 2016, Oslo Lufthavn AS was a limited company owned by Avinor AS. In 2016, Oslo Lufthavn AS was merged with Avinor AS and is not a separate company. Avinor Flysikring AS provide ATS on Oslo Airport while CNS services are provided by Avinor AS.

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

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

Including the above-mentioned Moss Lufthavn Rygge, the Royal Norwegian Air Force operates four airports in Norway. Avinor provides ATS to all of these airports. Avinor operates civil passenger terminals on two of the military operated airports (Bardufoss and Andøya Airport). At Ørland Airport, another company operates the civil passenger terminals. Bodø Aerodrome operations were handed over from the Royal Norwegian Air Force to Avinor AS 01.08.2016.

The following AFIS airports are privately owned and are fully operated by the owners; Notodden, Stord, Ny Ålesund and Svea. In 2016 the operation of Svalbard Lufthavn Longyearbyen was spun off into a separate company; the limited company Svalbard Lufthavn AS, wholly owned by Avinor AS. Svalbard Lufthavn AS is a certified provider of flight information services (sub-service AFIS), alerting meteorological services.


Airport(s) covered by the LSSIP

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

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

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

1.2.4. Military Authorities

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

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


Additionally, the Military Aviation Authority is responsible for the Military Aircraft Registry, for the certification of military aircraft and equipment and regulation of Military Airfields.

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

Information on the application of FUA is in 1.2.4.4.

Regulatory role

Regulatory framework and rule-making

OAT GAT

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

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

N

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

Level of such legal provision: N/A

Authority signing such legal provision: Ministry of Transport

Authority signing such legal provision: N/A

These provisions cover: These provisions cover:

Rules of the Air for OAT Y

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

OAT/GAT Coordination N/A OAT/GAT Coordination N/A

ATCO Training N/A ATCO Training N/A

ATCO Licensing N/A ATCO Licensing N/A

ANSP Certification N/A ANSP Certification N/A

ANSP Supervision N/A ANSP Supervision N/A

Aircrew Training Y ESARR applicability N/A

Aircrew Licensing Y

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

Additional Information:

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

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

National AIP N National AIP N/A

National Military AIP N National Military AIP N/A

EUROCONTROL eAIP N/A EUROCONTROL eAIP N/A

Other: - Other: -


Oversight

Service Provision role

Military ANSP providing GAT services SES certified?

N/A If YES, since:

N/A Duration of the Certificate:

N/A

Certificate issued by: N/A -

Additional Information:

OAT GAT

National oversight body for OAT: Military Aviation Authority

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

Additional information: - Additional information: -

OAT GAT

Services Provided: Services Provided:

En-Route Avinor Flysikring En-Route Avinor Flysikring

Approach/TMA Avinor Flysikring Approach/TMA Avinor Flysikring

Airfield/TWR/GND

Avinor / Avinor Flysikring

Airfield/TWR/GND Avinor / Avinor Flysikring

AIS Avinor / Avinor Flysikring

AIS Avinor / Avinor Flysikring

MET The Norwegian Meteorological Institute

MET The Norwegian Meteorological Institute

SAR Joint Rescue Coordination Centres

SAR Joint Rescue Coordination Centres

TSA/TRA monitoring

Avinor Flysikring AS and RNoAF Air Defence Organisation

FIS Avinor / Avinor Flysikring

Other: Other: -

Additional Information: Only TSAs are established in Norway.

Additional Information: CRCs will on request from GAT provide traffic information service


User role

Flexible Use of Airspace (FUA)

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT Y

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

Free Routing Y Within specific corridors only N

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

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

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

No special arrangements N Exemption from Route Charges Y

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

CNS exemptions: RVSM Y 8.33 N Mode S N ACAS Y

Others:

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

FUA Level 1 implemented: Y




Chapter 2 Traffic and Capacity

2.1. Evolution of traffic in Norway

2016 Traffic in Norway decreased by 0.3% during Summer 2016 (May to October), when compared to Summer 2015.

2017-2021

The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between -1.1% and 2.2% throughout the planning cycle, with an average baseline growth of 0.4%.

0

100.000

200.000

300.000

400.000

500.000

600.000

700.000

800.000

2012 A 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F

IFR

flig

hts

Norway - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast A = ActualF = Forecast

2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 FH -0.7% 0.4% 2.7% 2.5% 3.2% 2.4% 2.5%B 4.0% 1.4% -2.5% -1.0% -1.4% 0.7% 0.9% 1.4% 0.7% 0.8%L -1.3% -2.9% -1.1% -0.4% -0.1% -0.8% -0.7%

ECAC B -1.1% 1.7% 1.6% 2.7% 1.4% 2.1% 2.1% 2.4% 1.9% 2.1%

EUROCONTROL Seven-Year Forecast (September 2016)IFR flights yearly growth

Norway


2.2. NORWAY ACC- SECTOR GROUP NORTH

2.2.1. Traffic and en-route ATFM delays

2.2.2. Performance summer 2016

Traffic Evolution 2016 Capacity Baseline En‐route Delay (min/flight) ‐ Summer

Capacity gap Ref value Actual

+0.4 % 57 (0%) 0.05 0.00 No

Average enroute delay per flight slightly decreased to zero min/flight in Summer 2016.

Capacity Plan: Sufficient capacity to meet expected demand Achieved Comments

Free Route Airspace Yes

Flexible rostering of ATC staff Yes

Recruitment and training to maintain number of air traffic controllers Yes

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

Summer 2016 performance assessment

The ACC capacity baseline was assessed to be at the same level as in Summer 2015. During the measured period, the average peak hour demand was 49 and the average peak 3 hour demand was 45.

2012 2013 2014 2015 2016 2017 2018 2019 2020 2021

Peak Day Traffic 729 753 753 765 749

Summer Traffic 572 588 609 614 616

Yearly Traffic 555 565 589 590 601

Summer Traffic Forecast 600 599 600 602 601

High Traffic Forecast - Summer 608 617 627 644 651

Low Traffic Forecast - Summer 589 582 582 574 568

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

Yearly enroute delay (all causes) * 0.03 0.03 0.02 0.00 0.00

0.0

0.1

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)

ENBDACC - Traffic and en-route ATFM delays

*From 01/01/2016 to 31/10/2016


2.2.3. Planning Period 2017-2021

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

Capacity Plan

2017 2018 2019 2020 2021

Free Route Airspace

Airspace Management Advanced FUA

Airport & TMA Network Integration

Cooperative Traffic Management

Airspace

Procedures

Staffing Flexible rostering of ATC staff

Recruitment and training to maintain number of air traffic controllers

Technical

Capacity

Significant Events

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

Planned Annual Capacity Increase Sufficient capacity to meet expected demand

Reference Profile Annual % Increase 0% 0% 0% N/A N/A

Difference Capacity Plan v. Reference Profile

Sufficient capacity to meet expected demand N/A N/A

Annual Reference Value (min) 0.10 0.10 0.11 N/A N/A

Summer reference value (min) 0.05 0.06 0.07 N/A N/A

Additional information

H 57 0% 57 0% 58 2%

Ref. 57 0% 57 0% 57 0%

L 57 0% 57 0% 57 0%

Open 57 0% 57 0% 57 0%

C/R 57 0% 57 0% 57 0%

ACC2016

baseline 2017 2018 2019

ENBD 57

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


0

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Sectors available ‐ Summer 2017 ‐WD

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Sectors available ‐ Summer 2017 ‐WE

2015 2016 2017 2018 2019 2020 2021

2017‐2019 Reference Capacity Profile 57 57 57

Capacity Profile ‐ Shortest Routes (Open) 57 57 57

Capacity Profile ‐ Current Routes 57 57 57

Capacity Profile ‐ High 57 57 58

Capacity Profile ‐ Low 57 57 57

Capacity Baseline 57 57

2017 ‐ 2021 Plan 57 57 58 58 58

0

10

20

30

40

50

60

70

Cap

acity profile (movemen

ts per hour)

ENBDCTA - Reference capacity profile and alternative scenarios


2.3. NORWAY ACC – SECTOR GROUP EAST



Traffic Evolution 2016 Capacity Baseline En-route Delay (min/flight) - Summer Capacity

gap Ref value Actual

+6.9 % 88 (0%) 0.13 0.20 Yes

Average enroute delay per flight increased from 0.10 minutes per flight in Summer 2015 to 0.20 minutes per flight in Summer 2016.

63% of the delays were for reason ATC capacity, 22% for ATC staffing 13% for equipment and 3% for weather.

Planned Capacity Increase: sufficient to meet demand Achieved Comments


Recruitment and training of air traffic controllers Yes


Maximum configuration: 6 sectors Yes 6 sectors were opened


The capacity offered was estimated at a level of 88, for an average peak demand of 81 (peak 1 hour) and 76 (peak 3 hour).

2012 2013 2014 2015 2016 2017 2018 2019 2020 2021

Peak Day Traffic 1135 1200 1224 1184 1249

Summer Traffic 947 1018 1025 982 1050

Yearly Traffic 898 949 961 931 1000






0.0

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ENOSACC - Traffic and en-route ATFM delays

*From 01/01/2016 to 31/10/2016




Capacity Plan

2017 2018 2019 2020 2021

Free Route Airspace




Airspace

Procedures

Staffing Recruitment and training of air traffic controllers

Flexible rostering of ATC staff

Technical Future ATM System

Capacity

Significant Events

Max sectors 6 6 6 6 6








H 90 2% 91 1% 93 2%

Ref. 88 0% 89 1% 90 1%

L 88 0% 88 0% 88 0%

Open 88 0% 89 1% 90 1%

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

ACC2016

baseline 2017 2018 2019

ENOS 88



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2015 2016 2017 2018 2019 2020 2021







2017 ‐ 2021 Plan 90 91 93 93 93

0

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40

50

60

70

80

90

100

Cap


ts per hour)

ENOSECTA - Reference capacity profile and alternative scenarios


2.4. NORWAY ACC – SECTOR GROUP WEST



Traffic Evolution 2016 Capacity Baseline En-route Delay (min/flight) - Summer Capacity

gap Ref value Actual

-2.2 % 64 (0%) 0.13 0.09 No

Average enroute delay per flight increased from 0.06 minutes per flight in Summer 2015 to 0.09 minutes per flight in Summer 2016.

Capacity Plan : sufficient capacity to meet demand Achieved Comments


Recruitment and training to maintain number of air traffic controllers Yes


Maximum configuration: 4 + 2 helicopter Yes 5 sectors were opened


The capacity baseline of 64 was measured with ACCESS, indicating the capacity actually offered. During the measured period, the average peak demand was 57 (peak 1 hour) and 52 (peak 3 hour).

2012 2013 2014 2015 2016 2017 2018 2019 2020 2021

Peak Day Traffic 831 880 900 883 867

Summer Traffic 653 696 708 697 682

Yearly Traffic 625 663 677 661 652






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ENSVACC - Traffic and en-route ATFM delays

*From 01/01/2016 to 31/10/2016



2015 2016 2017 2018 2019 2020 2021







2017 ‐ 2021 Plan 64 65 66 66 66

0

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40

50

60

70

Cap


ts per hour)

ENOSWCTA - Reference capacity profile and alternative scenarios

2017-2021 Planning Period Outlook

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



Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace




Airspace

Procedures

Staffing Recruitment and training of air traffic controllers

Flexible rostering of ATC staff

Technical Future ATM System

Capacity

Significant Events

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








H 64 0% 65 2% 66 2%

Ref. 64 0% 64 0% 64 0%

L 64 0% 64 0% 64 0%

Open 64 0% 64 0% 64 0%

C/R 64 0% 64 0% 64 0%

ENSV 64

ACC2016

baseline 2017 2018 2019


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Chapter 3 Master Plan Level 3 Implementation Report recommendations

Recommendations issued from the European ATM Master Plan Level 3 Implementation Report 2015 applicable to Norway for all items that require corrective actions and improvements.

Reference

number Recommendation 2015 Ownership

REC-2015/1

Operational stakeholders should ensure that the pace of implementation of pre-SESAR elements is increased, or at least kept at the same level to ensure timely delivery of SESAR baseline.

All operational stakeholders

Corrective actions taken: NO Description: No specific actions in place other than the planned ongoing activities for implementation of pre-SESAR elements.

REC-2015/2

Local Stakeholders that declared delays in implementation of AOM19, FCM04, ATC07.1, ATC15, NAV10, ENV01, AOP04.1, ITY-ADQ, ITY-FMTP, INF07, COM10to take corrective measures to reduce the implementation delays, or at least ensure that these delays are not increased.

Local Stakeholders

Corrective actions taken: NO Description: No specific actions in place for these objectives, but the ongoing activities are progressing as planned.

REC-2015/7

ANSPs should use the momentum created by PCP funding opportunities to secure and achieve full interoperability in line with Master Plan Level 1 vision.

ANSPs benefiting from EU funding

Corrective actions taken: YES Description: Avinor Flysikring is applying for EU funding (INEA Call 2016) through the SESAR Deployment Manager.


Chapter 4 National Projects

ADQ-implementation program (ADQ)

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

Schedule: Implementation planned 07.2017

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

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

Link and references

ATM MP links: L3: ITY-ADQ

Other links: -

Project included in RP2 Performance Plan:

N Name/Code in RP2 Performance Plan:

-

Project included in DP2016:

N Name/Code in DP2016: -

Performance contribution

Safety: -

Environment: -

Capacity: -

Cost-efficiency: -

Operational efficiency: -

AMHS Extended

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

Schedule: Scheduled operational by March 2018

Status: Currently in a tender process. Contract award planned Q2 2017.

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

Link and references

ATM MP links: L3: COM10

Other links: -



-




Safety: No impact

Environment: No impact

Capacity: No impact

Cost-efficiency: No impact

Operational efficiency: No impact


ARTAS Integration (ARTAS)


Schedule: Operational in Southern Norway from December 2016. Planned operational in Northern Norway in Q2 2017.

Status: On track

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

Link and references

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

Other links: -



-




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

Environment: No impact

Capacity: No impact

Cost-efficiency: No impact

Operational efficiency: No impact

Future ATM System (FAS)


Schedule: In 2016, Avinor Flysikring AS became part of the iTEC cooperation and will follow the common development of the future ATM system. The first version of the ATM system is planned to be oeprational in 2020.

Status: Ongoing

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

Link and references

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

Other links: -



-




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

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

Capacity: ++ The system upgrade will Improve Capacity.

Cost-efficiency: + Improved Cost efficiency is expected.

Operational efficiency: + Improved capacity, use of Datalink services like CPDLC and so on will imporve the operational ecfficiency.


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


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

Status: NORWAM is under implementation.

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

Link and references

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

Other links: -



-




Safety: ++ Improved SUR will improve safety.

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

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

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


Performance Based Navigation (PBN)


Schedule: Most of the airports are compliant, but some implementation will continue in 2017.

Status: The implementation are proceeding and several airports have implemented APV. The implementation will continue until 2017.

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

Link and references

ATM MP links: L3: NAV10

Other links: -


- Name/Code in RP2 Performance Plan:

-




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

Environment: -

Capacity: + Increased capacity

Cost-efficiency: + Reduced investment cost



Chapter 5 Regional Co-ordination

5.1. FAB Co-ordination


* EUROCONTROL has issued "IFPS Users’ Manual - Edition 20.1 Date 22/11/2016" containing AFP-related changes. ANSPs have to test the part of AFP functioning in FRA environment.

Advanced Air Traffic Services

High Performing Airport Operations

All NEFAB ANSPs will implement automated ASM support system with the capability of AIXM 5.1 B2B data exchange with NM by end of 2017

All NEFAB ANSPs have nearly implemented the COTR (Avinor missing ASP08 & ASP09 due to ongoing system upgrade). Latvia has completed ITY-COTR.

The automatic exchange of the AFP messages will be implemented by the end of 2017 in all NEFAB ANSPs. Latvia has implemented the automatic exchange of AFP messages.

The implementation deadline for FRA traffic will be specified. *

Joint FAB project: NEFAB Free Route Airspace across the FAB above FL135 in Norway and above FL95 in Finland, Estonia and Latvia. Airspace scenarios and simulations weresupported by EUROCONTROL.

Basic AMAN implemented for major airports in Norway and Finland. Latvia plans to implement Basic AMAN in RIX within 2017.

PRNAV almost fully implemented, LGS partly. LGS plans to implement RNAV procedures by end 2018.

All main airports have implemented A-SMGCS level 1 and level 2; at Helsinki level 2 will become operational during 2017.

Airports CDM implemented fully by Helsinki and Oslo airports; others follow in line with the FOC.

DPI messages exchanged between Network Manager and both Helsinki and Oslo Airport.


Enabling Aviation Infrastructure

NEFAB Safety KPIs SMI of 95% and RI of 95% were achieved. Level of Effectiveness of Safety management was Level C for EANS, Finavia and LGS, and D for Avinor. Present level will be maintained as a minimum but efforts will be addressed to minimize number of incidents.

The en-route ATFM delay in NEFAB in 2016 was 0.07 min per flight, which meets the FAB-wide KPI (0.12). The performance at national levels varied from 0.0 to 0.11. Capacity is presently sufficient and ATM systems are developed with regard to the growing capacity demand.

Cost efficiency will be improved along with the developments of the Operational Efficiency programs.

ANSPs are committed to protect their organisations and systems from cyber threats.

NEFAB Free Route Airspace implemented in NEFAB States in November 2015 is connected with the FRA in DK/SE FAB. Most enhancements to enable seamless cross-border FRA operations between both FABs were implemented in June 2016 and will be finalised in May 2017. The area is being further expanded in the Borealis FRA programme through establishing interfaces with FRA areas in UK/Ireland FAB and Iceland. Airspace users will perceive this as continuous FRA area across nine states maximising the benefits for customers.

In NEFAB airspace airlines can select between the fixed route network and free route operations. The NEFAB Free Route Airspace enables users to flight-plan and fly user-preferred trajectories. NEFAB Horizontal en route flight efficiency of the actual trajectory (KEA) in 2016 was 1.73%. The Union target requires inefficiencies in actual trajectories decrease to 2.60% by 2019.

All 4 ANSPs have technical readiness to replace X.25 with TCP/IP.

Due to institutional and technical reasons AGDL implementation is late for all ANSPs.

Estonia, Norway and Latvia implemented FMTP provisions; Finland plans FMTP to become operational during 2017.

Latvia, Norway and Finland are PENS users.

Estonia and Latvia moved from AFTN to AMHS (COM 10), Finland implemented basic AMHS in October 2016.


5.2. FAB Projects

Kirkenes Cross-Border Area

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

Schedule: 2015-2016

Status: Implemented

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

Link and references

ATM MP links: -

Other links: -



-




Safety: ++ Safety improvement of cross-border operations

Environment: N/A

Capacity: N/A

Cost-efficiency: + More efficient usage of resources

Operational efficiency: ++ Better integrated TMA operations

Cooperation Activities: -


NEFAB FRA

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

Type of project: FAB

Schedule: 2014 – 2017

Status: Work in progress

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

Link and references

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

Other links: Nill



N/A


Y Name/Code in DP2016: 2015_227_AF3


Safety: Safety levels remain unchanged

Environment: ++ Enables fly shorter routes and save time and fuel burn

Capacity: Present capacity

Cost-efficiency: + Small

Operational efficiency: ++ Optimised horizontal flight profiles



5.3. Regional cooperation

5.3.1. Regional Cooperation Initiatives

North European Free Route Airspace (NEFRA) programme

NEFAB is closely cooperating with DK SE FAB within an agreed concept to implement a continuous and seamless FRA from a user perspective across the two FABs (North European Free Route Airspace (NEFRA) Programme). The NEFRA concept is implementation of seamless interface in Scenario 8 between the two FABs above FL285 (Danish-Swedish FAB FRA is above FL285). In November 2015 the first milestone of NEFRA Phase 1 (Scenario 6) was implemented with harmonized FPL rules for FRA operations across the two FABs. First step of Scenario 8 was implemented in June 2016 with seamless cross-border FRA operations between NEFAB East (Estonia, Finland, Latvia) and DK-SE FAB . Seamless FRA interface with Norway will be finalised in May 2017 allowing unrestricted FRA operation across the borders of all six states in both FABs.

Borealis Alliance

The Borealis Alliance Framework Agreement (AFA) is a legal document that sets up a framework for the business co-operation between 9 European ANSPs LFV (Sweden), Finavia (Finland), Avinor (Norway), ISAVIA (Iceland), Naviair (Denmark), EANS (Estonia), IAA (Ireland), LGS (Latvia) and NATS (UK). The vision of Borealis is to be the leading ANSP Alliance that enables its Members to drive better performance for stakeholders through business collaboration. The objective of the Alliance is to enable joint initiatives to improve flight efficiency and reduce environmental impact, delivered across the whole area in a move, which will also streamline cost of services and operational/technical infrastructure.

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


5.4. Regional Projects

Borealis FRA

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

Type of project: Regional

Schedule: 2015-2021


Description: The Borealis FRA Programme aims at establishing interfaces between FRA areas in 3 FABs (NEFAB, DK-SE FAB and UK-IRL FAB) and Iceland. The Borealis concept of operations is based on the NEFRA concept, i.e. seamless FRA interfaces connecting FRA areas so that airspace users perceive it as one continuous FRA. This will be implemented in seven steps until 2021.

Link and references

ATM MP links: L3: AOM21.2

Other links: -



-






Capacity: Present or additional capacity

Cost-efficiency: Small




NEFRA

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

Type of project: Regional

Schedule: 2014-2017


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

Link and references

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

Other links: Nil



-






Capacity: Present or additional capacity

Cost-efficiency: Small




12; 29%

14; 33%

1; 2%

10; 24%

5; 12%

Completed

Ongoing

Planned

Late

No Plan

Not Applicable

Missing Data

Undefined

Chapter 6 Implementation Objectives Progress

6.1. State View

6.1.1. Overall Objective Implementation

Progress distribution for applicable Implementation Objectives

The overall situation in the implementation of 2016 ESSIP Objectives in Norway has changed since 2015.

An extensive upgrade of the main Norwegian ATM system (Future ATM System, FAS) is planned in 2020. The FAS Project is separated into the FAS En-Route project managed by Avinor Flysikring AS and the FAS Tower project managed by Avinor AS, each with different implementation dates.

This upgrade will facilitate the implementation of several Implementation Objectives between now and 2020.

As a result, the following Implementation Objectives will be implemented late:

ATC2.8 – Ground-based Safety Nets, ATC17 – Electronic Dialogue as automated assistance to controller during coordination and transfer, FCM03 – Collaborative flight planning, ITY-AGDL – Initial ATC air-ground data link service and FCM01 – Implement enhanced tactical flow management services.

The following Implementation Objectives will be implemented as part of the new ATM system but are marked as having no plan:

AOP12 - Improve runway and airfield safety with ATC clearances monitoring and AOP13 - Automated assistance to Controller for Surface Movement Planning and Routing.

The following Objectives are late:

ENV01 – Continous Descent Operations at Oslo Airport still requires sufficient, systematic monitoring to provide exact data on the effects of CDA. Monitoring is expected to be completed in 2017.

ITY-ADQ – Avinor AS is in the process of implementing a new AIM system planned to be operation in 2018.

ITY-AGVCS – 12 state aircraft that fall in under the scope of Article 9 No 11 are identified and an exemption letter is sent to EFTA with a copy to EC and NM.

NAV10 – Action is included as a part of PBN Implementation Plan Norway in accordance with Implementation roadmap (2013-2016). Implementation planned to be finalized in 2017.

ATC16 – All aircraft operated by Norwegian operators are now modified and crews have completed the required training. This objective is marked "Late" as reflecting MIL status. MIL plans to be fully compliant by the end of 2018.


The following Implementation Objectives have no plan:

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

Work is ongoing concerning 14 Implementation Objectives. At this time, there is no indication that those objectives will be completed late. To date, 12 objectives applicable to Norway have been completed.

6.1.2. Objective Progress per SESAR Key Feature

Legend:

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

100% = Objective completed = Completion beyond Implementation Objective timeline


Average implementation progress: 30%

<15 15 16 17 18 19 20 21 22 23 24 ≥25

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

12%

AOM19.1 (PCP) ASM support tools to support A‐FUA 62%

AOM19.2 (PCP) ASM Management of real‐time airspace data 3%

AOM19.3 (PCP) ASM Management of real‐time airspace data 25%

FCM01 Enhanced tactical flow management services 80%

FCM03 Collaborative flight planning 53%

FCM04.1 STAM Phase 1

n/a

FCM04.2 (PCP) STAM Phase 2 0%

‐

FCM05 (PCP) Interactive rolling NOP 25%

FCM06 (PCP) Traffic Complexity Assessment 10%


Advanced Air Traffic Services


<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOM21.1 (PCP) Direct Routing

n/a

AOM21.2 (PCP) Free Route Airspace 100%

ATC02.2 STCA Level 2 100%

ATC02.8 Ground‐based Safety Nets 10%

ATC07.1 AMAN tools and procedures

ENGM ‐ Oslo Gardermoen Airport 100%

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

10%

ATC15.1 Implement, in en‐route operations, information exchange tools & procedures in support of basic AMAN

100%

ATC15.2 (PCP) Arrival Management extended to en‐route airspace

2%

ATC16 ACAS II compliant with TCAS II change 7.1 87%

ATC17 Electronic dialogue as automated assistance to controller during coordination and transfer

10%

ENV01 Continuous Descent Operations


ITY‐COTR Ground‐ground automated co‐ordination processes

100%

NAV03 (PCP) RNAV 1 100%

NAV10 APV procedures 60%


High Performing Airport Operations


<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOP04.1 A‐SMGCS Level 1


AOP04.2 A‐SMGCS Level 2


AOP05 Airport CDM


AOP10 (PCP) Time‐Based Separation

ENGM ‐ Oslo Gardermoen Airport ‐ 0%

AOP11 (PCP) Initial Airport Operations Plan


AOP12 (PCP) Improve runway and airfield safety with ATC clearances monitoring


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


ENV02 Collaborative Environmental Management


SAF11 Improve runway safety by preventing runway excursions

82%


Enabling Aviation Infrastructure Average implementation progress: 43%

<15 15 16 17 18 19 20 21 22 23 24 ≥25

COM10 Migrate from AFTN to AMHS 55%

COM11 Voice over Internet Protocol (VoIP) 17%

FCM08 (PCP) Extended Flight Plan 0%

INF04 Integrated briefing 100%

INF07 Electronic Terrain and Obstacle Data (eTOD) 3%

ITY‐ACID Aircraft identification 43%

ITY‐ADQ Ensure quality of aeronautical data and aeronautical information

35%

ITY‐AGDL Initial ATC air‐ground data link services 12%

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

33%

ITY‐FMTP Common Flight Message Transfer Protocol 100%

ITY‐SPI Surveillance performance and interoperability 71%


6.1.3. ICAO ASBU Implementation

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

These results were determined using the LSSIP Year 2016 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/58 (European Air Navigation Planning Group).

Legend:

= Completed (during 2016 or before)

= Missing planning date

= Progress achieved in 2016 = Not applicable

<16 16 17 18 19 20 21 22 23 24 ≥25

B0‐APTA Optimization of Approach Procedures including vertical guidance

100%

60%

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

100%

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

100%

70%

B0‐DATM Service Improvement through Digital Aeronautical Information Management

100%

68%

B0‐ACAS ACAS Improvements 100%

87%

B0‐SNET Increased Effectiveness of Ground‐Based Safety Nets

100%

55%

B0‐ACDM Improved Airport Operations through 100%

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

100%

B0‐FRTO Improved Operations through Enhanced En‐Route Trajectories

100%

87%

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

100%

66%

B0‐ASUR Initial capability for ground surveillance 100%

71%

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

100%

92%

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

100%

12%


6.2. Detailed Objectives Implementation progress

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

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

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

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

ECAC Completed No Plan

EU+ Ongoing Not Applicable

Multi-N Planned Missing Data

APT Late

AOM13.1

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

12% Ongoing

‐

Possible revision of national regulation (BSG G 2‐1) has been through public consultation but no clear conclusion has been reached. Work is still ongoing from CAA‐N's side. In addition, MIL and ANSP are responsible for the implementation of ANSP procedures and training to ensure a timely implementation.

31/12/2018

REG (By:12/2018)

Luftfartstilsynet

If deemed necessary, CAA‐N will revise national legislation BSL G 2‐1 to implement EUROAT.

‐ 10% Ongoing

31/12/2017

Mil. Authority If deemed necessary, CAA‐N will revise national legislation BSL G 2‐1 to implement EUROAT. MIL is in the process of revising Military regulations (BML).

‐ % Not Applicable

‐

ASP (By:12/2018)


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

‐ 25% Ongoing

31/12/2018

MIL (By:12/2018)

Mil. Authority MAA will together with Avinor assess the different documents ‐ 3% Ongoing

31/12/2018

AOM19.1 (PCP)

ASM support tools to support A‐FUA Timescales: Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018

62% Ongoing

‐

Avinor Flysikring AS is ready for operational use, however the Norwegian Armed Forces is delayed in implementing LARA due to Cyber‐Security issues. Norwegian Armed Forces estimates that LARA will be implemented by April/May 2017.

31/12/2017

ASP (By:12/2018)


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

‐ 62% Ongoing

31/12/2017


AOM19.2 (PCP)

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

3% Ongoing

‐

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

31/12/2021

ASP (By:12/2021)


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

‐ 3% Ongoing

31/12/2021

AOM19.3 (PCP)

Full rolling ASM/ATFCM process and ASM information sharing Timescales: Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021

25% Ongoing

‐

LARA system is procured and will be upgraded when functionality is available. 31/12/2021

ASP (By:12/2021)


LARA system is procured and will be upgraded when functionality is available.

‐ 25% Ongoing

31/12/2021

AOM21.1 (PCP)

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

% Not Applicable

‐

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

‐

ASP (By:12/2017)


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

‐ % Not Applicable

‐

AOM21.2 (PCP)

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

100% Completed

‐

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

12/11/2015

ASP (By:12/2021)


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

Borealis FRA / NEFRA

100% Completed

12/11/2015


AOP04.1

Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level1 Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011

100% Completed

ENGM ‐ Oslo Gardermoen Airport

Completed with final approval during 2012. 31/12/2013

REG (By:12/2010)

Luftfartstilsynet

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

‐ 100% Completed

31/12/2013

ASP (By:12/2011)


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

‐ 100% Completed

30/06/2012

APO (By:12/2010)

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

‐ 100% Completed

30/04/2012

AOP04.2

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

100% Completed


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

ASP (By:12/2017)


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

‐ 100% Completed

30/09/2012

APO (By:12/2017)

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

‐ 100% Completed

31/12/2010

AOP05

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

100% Completed


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

ASP (By:12/2016)


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

‐ 100% Completed

01/10/2015

APO (By:12/2016)

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

‐ 100% Completed

01/10/2015


AOP10 (PCP)

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

0% No Plan


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

‐

REG (By:12/2023)

Luftfartstilsynet


‐ 0%

No Plan

‐

ASP (By:12/2023)



‐ 0%

No Plan

‐

AVINOR AS


‐ 0%

No Plan

‐

AOP11 (PCP)

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

0% No Plan


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

‐

ASP (By:12/2021)


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

‐ 0% No Plan

‐

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

‐ 0% No Plan

‐

APO (By:12/2021)

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

‐ 0% No Plan

‐

AOP12 (PCP)

Improve runway and airfield safety with ATC clearances monitoring Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020

0% No Plan


Improved runway and airfield safety with ATC clearances monitoring will first be available when a New ATM system for Tower is implemented.

‐

ASP (By:12/2020)


Improved runway and airfield safety with ATC clearances monitoring will first be available when a New ATM system for Tower is implemented.

‐ 0% No Plan

‐

AVINOR AS Improved runway and airfield safety with ATC clearances monitoring will first be available when a New ATM system for Tower is implemented.

‐ 0% No Plan

‐

APO (By:12/2020)

AVINOR AS Improved runway and airfield safety with ATC clearances monitoring will first be available when a New ATM system for Tower is implemented.

‐ 0% No Plan

‐


AOP13 (PCP)

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

0% No Plan


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

‐

REG (By:12/2023)

Luftfartstilsynet

Automated assistance to Controller for Surface Movement Planning and Routing will be part of the New ATM system for Oslo Airport. Awaiting safety related change from ANSP.

‐ 0% No Plan

‐

ASP (By:12/2023)


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

‐ 0% No Plan

‐

AVINOR AS Automated assistance to Controller for Surface Movement Planning and Routing will be part of the New ATM system for Oslo Airport.

‐ 0% No Plan

‐

ATC02.8

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

10% Late

‐

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

31/12/2020

ASP (By:12/2016)


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

‐ 10% Late

31/12/2020

ATC07.1

AMAN tools and procedures Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019

100% Completed


AMAN was installed approved for operational test since November 2009. The system entered full operational use as part of the Oslo ASAP project in April 2011.

30/04/2011

ASP (By:12/2019)


Completed as part of the Oslo ASAP project ‐ 100% Completed

30/04/2011

ATC12.1

Automated support for conflict detection, resolution support information and conformance monitoring Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

10% Ongoing

‐

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

31/12/2021

ASP (By:12/2021)


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

Future ATM System

10% Ongoing

31/12/2021


ATC15.1

Implement, in en‐route operations, information exchange mechanisms, tools and procedures in support of basic AMAN Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017

100% Completed

‐

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

30/04/2011

ASP (By:12/2017)


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

‐ 100% Completed

30/04/2011

ATC15.2 (PCP)

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

2% Ongoing

‐

Extended AMAN is planned and functionality will be part of New ATM system. 31/12/2023

ASP (By:12/2023)


Extended AMAN is planned and functionality will be part of New ATM system.

‐ 2% Ongoing

31/12/2023

AVINOR AS Extended AMAN is planned and functionality will be part of New ATM system.

‐ 2% Ongoing

31/12/2023

ATC17

Electronic Dialogue as automated assistance to controller during coordination and transfer Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018

10% Late

‐

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

ASP (By:12/2018)


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

Future ATM System

10% Late

31/12/2020

COM10

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

55% Ongoing

‐

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

31/03/2018

ASP (By:12/2018)


Basic AMHS by AFTN/AMHS gateway is operational. Implementation of extended AMHS is planned in 2018.

AMHS Extended

55% Ongoing

31/03/2018

COM11

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

17% Ongoing

‐

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

31/12/2020

ASP (By:12/2020)


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

‐ 17% Ongoing

31/12/2020


ENV01

Continuous Descent Operations (CDO) Timescales: Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013

83% Late


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

31/12/2017

ASP (By:12/2013)


CDA awareness campaign conducted. Includes use of information material for operational staff and managers. Improved TMA‐procedures implemented 03/2013.

‐ 100% Completed

31/12/2014

APO (By:12/2013)

AVINOR AS

Initial trials with reporting from airline operators are done, but monitoring is not sufficiently systematic to provide exact data on effects of CDA. Complete and systematic monitoring is planned in 2017.

‐ 50%

Late

31/12/2017

ENV02

Airport Collaborative Environmental Management Timescales: Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016

100% Completed


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

31/12/2012

ASP (By:12/2016)


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

‐ 100% Completed

31/12/2012

APO (By:12/2016)

Oslo Airport

Partnership arrangements are established through the use of regular meetings, involving ANSP and users. The collaborative arrangements include the use of data derived from the airport´s noise and trajectory monitoring systems.

‐ 100%

Completed

31/12/2012

FCM03

Collaborative flight planning Timescales: Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017

53% Late

‐

Some SLoAs are completed ‐ the remaining are either reported as Late or Ongoing. The Overall State Progress is "Late" due to ADEXP that will be deployed in 2020 when the new ATM system is planned oprational.

31/12/2020

ASP (By:12/2017)


AFP processing is included in system upgrade planned during 2017. Flight plan message processing in ADEXP format planned with a major system Upgrade in 2020.

Future ATM System

53% Late

31/12/2020

FCM04.1

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

% Not Applicable

‐

Not applicable for Norway ‐

ASP (By:10/2017)


N/A for Norway ‐ % Not Applicable

‐


FCM04.2 (PCP)

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

0% No Plan

‐

‐ ‐

ASP (By:12/2021)


Avinor Flysikring AS will not develop any specific STAM Application.

‐ 0% No Plan

‐

FCM05 (PCP)

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

25% Ongoing

‐

‐ 31/12/2021

ASP (By:12/2021)


ATFCM Procedures will be developed and implemented. ‐ 0% Planned

31/12/2021

APO (By:12/2021)

Oslo Airport NM receives data through connection to EU ACA. ‐ 100% Completed

31/12/2013

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

‐ 0% No Plan

‐

FCM06 (PCP)

Traffic complexity assessment Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

10% Ongoing

‐

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

31/12/2021

ASP (By:12/2021)


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

Future ATM System

10% Ongoing

31/12/2021

FCM08 (PCP)

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

0% Planned

‐

‐ 31/12/2021

ASP (By:12/2021)

AVINOR AS It is planned that the New ATM system will handle EFPL information. More detailed plan will be developed during the Project.

‐ 0% Planned

31/12/2021


It is planned that the New ATM system will handle EFPL information. More detailed plan will be developed during the Project.

‐ 0% Planned

31/12/2021


INF07

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

3% Ongoing

‐

National TOD policy is in the planning stages and dialog between NSA and stakeholders is ongoing. Where appropriate, changes to State legislation will be initiated to ensure timely implementation. Regulator's national plan/policy is expected to be finished in 2017 with a close dialogue between ASP and regulator.

31/05/2018

REG (By:05/2018)

Luftfartstilsynet

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

‐ 5% Ongoing

31/05/2018

ASP (By:05/2018)

AVINOR AS

Waiting for national TOD policy to start detailed planning. Airport operator at Oslo ‐ Gardermoen Airport will be part of the Avinor project plan for eTOD implementation. Also waiting for national policy.

‐ 0%

Planned

31/12/2017

APO (By:05/2018)

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

‐ 0% Planned

31/05/2018

ITY‐ACID

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

43% Ongoing

‐

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

02/01/2020

ASP (By:01/2020)


The NORWAM system plan to implement a Nationwide WAM system in Norway by 2020. All MSSR radars will in addition be operating in Mode S. ARTAS tracker is implemented in 2016.

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

43%

Ongoing

02/01/2020


ITY‐ADQ

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

35% Late

‐

Work is in progress to ensure the quality of aeronautical data and information. Objective marked as "Late" with activity planned throughout 2017

30/06/2018

REG (By:06/2017)

Luftfartstilsynet

EU 73/2010 in now implemented into Norwegian Law. Work is in progress to ensure the quality of aeronautical data and information.

‐ 32% Late

30/06/2018

ASP (By:06/2017)

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

36% Late

30/06/2018

APO (By:06/2017)

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

36% Late

30/06/2018

ITY‐AGDL

Initial ATC air‐ground data link services Timescales: Entry into force: 06/02/2009 ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020

12% Late

‐

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

01/04/2020

REG (By:02/2018)

Luftfartstilsynet

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

‐ 0%

Late

05/02/2020

ASP (By:02/2018)


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

Future ATM System

18% Late

01/04/2020

MIL (By:01/2019)

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

‐


ITY‐AGVCS2

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

33% Late

‐

Regulation (EU) No 1079/2012 as ammended by (EU) nr. 657/2013 has now been transposed into national regulation in Norway (BSL‐G 1‐2, § 2 nr. 4). This regulation does not apply to Svalbard. The NSA formed a National 8.33KHz working group in 2016 consisting of stakeholders and NSA to discuss a national implementation plan. The deliverables of this WG resulted in an exemption letter sent to EFTA Surveillance Authority with a copy to EC and NM.

31/12/2025

REG (By:12/2018)

Luftfartstilsynet

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

‐ 25% Late

31/12/2018

ASP (By:12/2018)


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

‐ 28% Late

31/12/2025

MIL (By:12/2020)

Mil. Authority

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

‐ 100%

Ongoing

31/12/2018

APO (By:12/2018)

AVINOR AS Voice Communication Systems are compliant and all transceivers can be converted into 8.33 kHz. ANSP awaiting conversion plan and activities as mandated by NSA.

‐ 0% Ongoing

31/12/2018

ITY‐FMTP

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

100% Completed

‐

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

31/12/2014

ASP (By:12/2014)


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

‐ 100% Completed

31/12/2014

MIL (By:12/2014)

Mil. Authority ‐ ‐ % Not Applicable

‐


ITY‐SPI

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

71% Ongoing

‐

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

07/06/2020

REG (By:02/2015)

Luftfartstilsynet

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

‐ 100% Completed

05/02/2015

ASP (By:02/2015)


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

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

100%

Completed

05/02/2015

MIL (By:06/2020)

Mil. Authority As of now, no plans for Mode S Enhanced Surveillance, however Elementary Mode S and ADS‐B out are progressing within timescale.

‐ 23% Ongoing

07/06/2020

NAV03 (PCP)

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

100% Completed

‐

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

31/01/2012

ASP (By:12/2023)


P‐RNAV SID/STAR implemented in the Oslo AoR. P‐RNAV STAR implemented at Stavanger ‐ Sola and Bergen ‐ Flesland. Further deployment is planned in accordance with PBN Implementation Plan Norway.

‐ 100%

Completed

31/01/2012


NAV10

APV procedures Timescales: Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016

60% Late

‐

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

31/07/2018

REG (By:04/2016)

Luftfartstilsynet

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

‐ 100% Completed

30/04/2011

ASP (By:12/2016)


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

Performance Based Navigation

70% Late

31/12/2017

AVINOR AS

Ref ASP04: AIP coordinates is presently published in EUREF89 (local implementation of WGS‐84) in accordance With annex 15. Will be in accordance With article 14 of 73/2010 by 07‐2018 (see also ITY‐ADQ).

‐ 20%

Late

31/07/2018

SAF11

Improve runway safety by preventing runway excursions Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018

82% Ongoing

‐

The EAPRE is included in CAA‐N follow‐up of Safety Initiatives and oversight activities of ANS and ADR. CAA‐N is in the process of establishing a SSP. Further detailed work with regards to safety initiatives will be considered in the Aviation Safety Management process.

31/01/2018

REG (By:01/2018)

Luftfartstilsynet

The EAPRE is included in CAA‐N follow‐up of Safety Initiatives and oversight activities of ANS and ADR. CAA‐N is in the process of establishing a SSP. Further detailed work with regards to safety initiatives will be considered in the Aviation Safety Management process.

‐ 10%

Ongoing

31/01/2018

ASP (By:12/2014)


ASP Action Plan implemented ‐ 100% Completed

31/12/2014

APO (By:12/2014)

Oslo Airport ASP Action Plan implemented ‐ 100% Completed

31/12/2014


6.3. Detailed Objectives Implementation progress – Additional Objectives for ICAO ASBU Monitoring

ATC02.2

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

100% Completed

‐

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

ASP (By:01/2013)

AVINOR Air Navigation Services

Enhanced STCA was implemented in Oslo ATCC 10/2009 Bodø and Stavanber ATCC was upgraded during 2012.

‐ 100% Completed

31/01/2013

ATC16

Implement ACAS II compliant with TCAS II change 7.1 Timescales: Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015

87% Late

‐

CAA‐N Operations Department has been in regular contact with all of the operators covered by this requirement (excluding MIL). Based on the feedback CAA‐N has received, all aircraft operated by Norwegian operators are now modified and crews have completed the required training. This objective is marked "Late" as reflecting MIL status.

31/12/2018

REG (By:12/2015)

Luftfartstilsynet

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

‐ 100%

Completed

31/12/2015

ASP (By:03/2012)


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

‐ 100%

Completed

30/06/2015

MIL (By:12/2015)

Mil. Authority No plan on 1 aircraft system and planned on 1 aircraft system (see MIL SLoA ATC16‐MIL01). MIL plans to be fully compliant by the end of 2018.

‐ 55% Late

31/12/2018


FCM01

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

80% Late

‐

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

31/12/2020

ASP (By:07/2014)


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

‐ 80%

Late

31/12/2020

Oslo Airport DPI Message from Oslo Airport is (ASP08) is completed. ‐ 100% Completed

31/01/2014

INF04

Implement integrated briefing Timescales: Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012

100% Completed

‐

Norway is at Level 4 ‐ the lack of integrated ATFM prevents to upgrade to Level 5. ‐

ASP (By:12/2012)


Norway has implemented level 4. The lack of integrated ATFM prevents Norway to upgrade to level 5.

‐ 100% Completed

‐

ITY‐COTR

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

100% Completed

‐

This applies to regulation 1032/2006 and most of the SLA's is implemented in the current ATM system (NATCON). ASP08 and ASP09 will be implemented in conjunction with implementation of CPDLC and the new ATM system planned operational in 2020.

31/05/2015

ASP (By:12/2012)


This applies to regulation 1032/2006 and most of the SLA's is implemented in the current ATM system (NATCON). ASP08 and ASP09 will be implemented in conjunction with implementation of CPDLC and the new ATM system planned operational in 2020.

‐ 100%

Completed

31/05/2015

MIL (By:12/2012)

Mil. Authority ‐ ‐ % Not Applicable

‐


ANNEXES

Annex A - Specialists involved in the LSSIP Process

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP Focal Point for Norway Luftfartstilsynet Rajunesh SHANKAR

LSSIP Focal Point for NSA/CAA Luftfartstilsynet Rajunesh SHANKAR

LSSIP Focal Point for ANSP Avinor Flysikring AS Bjørn HOVLAND

LSSIP Focal Point for Airport Avinor Flysikring AS Bjørn HOVLAND

LSSIP Focal Point for Military RNoAF Hans Jørgen NORDSKOG

EUROCONTROL LSSIP Support

Function Directorate Name

LSSIP Contact Person for Norway DPS/PEPR Luca DELL’ORTO


Implementation Objectives

Implementation

Objective

EUROCONTROL Objective Owners

EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist

AOM13.1 O. MROWICKI A. DYBOWSKA Morten SKOGØ

AOM19.1 G. ACAMPORA O. ALFARO Lars ERIKSEN



AOM21.1 C. BRAIN A. DYBOWSKA Torgeir SLOTTE

Hans Jacob HOFGAARD

AOM21.2 C. BRAIN A. DYBOWSKA Torgeir SLOTTE

Hans Jacob HOFGAARD

AOP04.1 M. BIRENHEIDE P. VRANJKOVIC Johan STEINKJER

AOP04.2 M. BIRENHEIDE P. VRANJKOVIC Johan STEINKJER

AOP05 M. BIRENHEIDE F. ROOSELEER Johan STEINKJER

AOP10 M. BIRENHEIDE F. ROOSELEER Johan STEINKJER

AOP11 M. BIRENHEIDE L. DELL’ORTO Johan STEINKJER

AOP12 M. BIRENHEIDE P. VRANJKOVIC Johan STEINKJER

AOP13 M. BIRENHEIDE P. VRANJKOVIC Johan STEINKJER

ATC02.8 B. BAKKER F. ROOSELEER Torgeir SLOTTE

ATC07.1 P. TERZIOSKI L. DELL’ORTO Torgeir SLOTTE

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

ATC15.1 P. CONROY L. DELL’ORTO Torgeir SLOTTE

ATC15.2 P. HOP L. DELL’ORTO Torgeir SLOTTE

ATC17 S. MORTON L. DELL’ORTO Torgeir SLOTTE

COM10 Y. EYUBOGLU J. PINTO Erling BERGERSEN

COM11 L. POPESCU J. PINTO Hugo FRIVÅG

COM12 W. JANSSENS J. PINTO N/A

ENV01 M. BIRENHEIDE B. HILL Johan STEINKJER

ENV02 S. MAHONY B. HILL Fredrik NYGAARD

FCM03 C. BOUMAN O. CIOARA Torgeir SLOTTE

FCM04.1 P. HOP O. CIOARA Lars ERIKSEN

FCM04.2 P. HOP O. CIOARA Lars ERIKSEN

FCM05 I. MENDES VIDEIRA O. CIOARA Lars ERIKSEN

FCM06 P. HOP F. ROOSELEER Torgeir SLOTTE

FCM07 C. BOUMAN O. ALFARO Torgeir SLOTTE

FCM08 K. BREIVIK O. CIOARA Torgeir SLOTTE

FCM09 R. STEVENS O. CIOARA N/A

INF07 A. PETROVSKY A-P. FRANGOLHO Torunn CARLSSON


INF08.1 I. MENDES VIDEIRA A-P. FRANGOLHO N/A

INF08.2 I. MENDES VIDEIRA A-P. FRANGOLHO N/A

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

ITY-AGVCS2 J. POUZET B. HILL Hugo FRIVÅG

ITY-FMTP L. POPESCU O. ALFARO Erling BERGERSEN

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

ITY-SPI M. BORELY O. CIOARA Kjetil MOSESEN

ITY-AGDL S. DISSING B. HILL Torgeir SLOTTE

NAV03 F. PAVLICEVIC P. VRANJKOVIC Hans Petter

KRISTOFFERSEN

NAV10 R. FARNWORTH P. VRANJKOVIC Hans Petter

KRISTOFFERSEN

SAF11 S. LAWRENCE F. ROOSELEER Anne CHAVEZ


Annex B - National Stakeholders Organisation charts

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

The CAA relocated from Oslo to Bodø and has been fully operational at the new location since 1.1.2007.

In 2016, CAA Norway has initiated plans to implement a significant organisational change effective from 1.1.2017. The focus of the change is to improve strategic management, clarification of roles towards external stakeholders and build stronger internal multidisciplinary collaboration.

The following chart shows the structure in Luftfartstilsynet in 2016:


ANS Provider

The Norwegian provider of Civil ANS (Avinor Flysikring AS) is under the responsibility of the MoTC and is a state owned limited company fully owned by Avinor AS. Included in the ANS are the area control service offered to aircraft flying in Norway FIR and Bodø OFIR as well as approach and tower control service offered at 20 airports and Aerodrome FIS in 29 airports in Norway FIS is provided in all Norwegian FIR to VFR flights flying in a non-controlled area.

The following chart shows the structure of Avinor AS:

The following chart shows the Avinor FlysikringAS in more detail:

Board ofDirectors

DivisionRegional Airports

EVP Operations and

Infrastructure

Svalbard Airport AS

Bergen Airport, Flesland

Stavanger Airport, Sola

Trondheim Airport, Værnes

Avinor Air NavigationServices AS

Oslo Airport, Gardermoen

Corporate Staff

CEO


Military Aviation Authority

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

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

Additionally, the Military Aviation Authority is responsible for the Military Aircraft Registry, for the certification of military aircraft and equipment and regulation of Military Airfields.

The following structure shows the Military Aviation Organisation:


Annex C - Glossary of Abbreviations

This Annex mostly shows only the Abbreviations that are specific to the LSSIP Norway.

Other general abbreviations are in the Acronyms and Abbreviations document in http://www.eurocontrol.int/articles/glossaries

Term Description

AAIB/N Aircraft Accident Investigation Board/Norway

AF ATM Functionality

BML Regulations for Military Aviation

BSL Regulations on Civil Aviation

CAA Civil Aviation Authority

FAS Future ATM System

FT Fast Track

MoTC Ministry of Transport and Communications

NATCON Norwegian Air Traffic Control System

NORAP The Norwegian Radar Programme

PCP Pilot Common Project

PDP Preliminary Deployment Programme

RNoAF Royal Norwegian Air Force

S-AF Sub ATM Functionality

SNAB Strategic Nordic Military ATM Board

SNAP Southern Norway Airspace Project

Local Single Sky ImPlementation (LSSIP) · PDF filePerformance summer 2016 ... Chapter 3...

Documents

Transcript of Local Single Sky ImPlementation (LSSIP) · PDF filePerformance summer 2016 ... Chapter 3...