DOCSLIB.ORG

NORWAY LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
NORWAY LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview LSSIP 2020 - NORWAY LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview Document Title LSSIP Year 2020 for Norway Info Centre Reference 20/12/22/79 Date of Edition 07/04/2021 LSSIP Focal Point Peder BJORNESET - [email protected] Luftfartstilsynet (CAA-Norway) LSSIP Contact Person Luca DELL’ORTO – [email protected] EUROCONTROL/NMD/INF/PAS LSSIP Support Team [email protected] Status Released Intended for EUROCONTROL Stakeholders Available in https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Reference Documents LSSIP Documents https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Master Plan Level 3 – Plan https://www.eurocontrol.int/publication/european-atm-master-plan- Edition 2020 implementation-plan-level-3 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master-plan- Year 2020 implementation-report-level-3 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor National AIP https://avinor.no/en/ais/aipnorway/ FAB Performance Plan https://www.nefab.eu/docs# LSSIP Year 2020 Norway Released Issue APPROVAL SHEET The following authorities have approved all parts of the LSSIP Year 2020 document and the signatures confirm the correctness of the reported information and reflect the commitment to implement the actions laid down in the European ATM Master Plan Level 3 (Implementation View) – Edition 2020. Stakeholder / Name Position Signature and date Organisation Luftfartstilsynet Henning R. Tennes Head of Aerodromes and ANS (CAA Norway) LSSIP Year 2020 Norway Released Issue TABLE OF CONTENTS Executive Summary ............................................................................................ 1 Introduction ....................................................................................................... 1 1. National ATM Environment ............................................................ 2 Geographical Scope ................................................................................................ 2 National Stakeholders ............................................................................................ 5 2. Traffic and Capacity ...................................................................... 13 Evolution of traffic in Norway .............................................................................. 13 Bodo ACC ............................................................................................................... 14 Oslo ACC ................................................................................................................ 17 Stavanger ACC ....................................................................................................... 20 3. Implementation Projects .............................................................. 23 National projects .................................................................................................. 23 FAB projects .......................................................................................................... 24 Multinational projects .......................................................................................... 25 4. Cooperation activities ................................................................... 26 FAB Co-ordination ................................................................................................ 26 Multinational cooperation initiatives – Regional co-operation ........................ 26 5. Implementation Objectives Progress ............................................ 28 State View: Overall Objective Implementation Progress .................................. 28 Objective Progress per SESAR Essential Operational Changes.......................... 30 ICAO ASBU Implementation Progress ................................................................. 36 Detailed Objectives Implementation progress ................................................... 41 6. Annexes ........................................................................................ 66 A. Specialists involved in the ATM implementation reporting for Norway .......... 66 B. National stakeholders organisation charts ......................................................... 67 C. Implementation Objectives’ links with other plans ........................................... 71 D. SESAR Solutions implemented in a voluntary way............................................. 76 E. Surveillance (SUR)................................................................................................. 77 F. Glossary of abbreviations .................................................................................... 78 LSSIP Year 2020 Norway Released Issue Executive Summary National ATM Context Member State of: Norway remains committed to further developing the Single European Sky objectives, evolving the use of Functional Airspace Blocks and implementing Pilot Common Project requirements in support of the ATM Master Plan. NEFAB has in close cooperation with DK SE FAB, within an agreed concept, implemented a continuous and seamless Free route Airspace (FRA) across the two FABs (North European Free Route Airspace (NEFRA) Program). Seamless FRA interface was finalised in May 2017, allowing unrestricted FRA operation across the borders of all six states (Sweden, Denmark, Norway, Finland, Estonia and Latvia) in both FABs. Future NEFAB FRA-cooperation will take place under the so-called Borealis Alliance umbrella. An extensive upgrade of the main Norwegian ATM system is planned for 2023, and this upgrade will facilitate the implementation of several LSSIP objectives. The project is named FAS (Future ATM-system). In addition, Avinor AS and Avinor Flysikring AS have several large projects under way to improve ATM in Norway, described in detail in chapter 4. In 2018, Avinor Flysikring AS declared Datalink service compliance within the mandated region in Norway (south of 61⁰30’) by 2023 and is planning full Norway FIR coverage by 2024. CAA Norway together with Avinor Flysikring AS have formally informed the EFTA Surveillance Authority, -and have held a bi-lateral meeting with the SESAR Deployment Manager regarding DLS implementation issue in Brussels. In 2013, Avinor Flysikring AS initiated a project to develop and implement a remote tower solution for selected Avinor airports. In August 2015, a contract was signed with Kongsberg Defense System for the delivery of remote towers to 15 airports, with possible further expansion in the coming years. The inauguration of the Main Remote Tower Centre (MRTC) in Bodø took place in October 19, 2020. Four Avinor regional airports are currently operated from the Bodø CRTC. Additionally, two airports will be operated from the MRTC within the summer of 2021. The project’s overall ambition in phase 1 is to operate a total of fifteen airports remotely from the MRTC-center with an option of additional ten airports in phase 2. Due to ICAO-requirements, Norway ACC, including Norway FIR/CTA and Norway Control was in November 2020, obliged to change names respectively to Polaris ACC, Polaris FIR/CTA and Polaris Control. Sandefjord Airport Torp is owned and operated by Sandefjord Airport AS. 86.5 percent of the shares are county/municipally owned. 13.5 percent of the shares are owned by private investors. In 2016, Sandefjord Airport Torp initiated an international procurement process for the provision of Air Navigation Services (ANS) service at the airport. Avinor Flysikring AS was awarded the contract with a duration of 5 years. LSSIP Year 2020 Norway 1 Released Issue In April 2020, provision of ATS at Kristiansand Airport Kjevik and Ålesund Airport Vigra was successfully handed over from Avinor Flysikring AS to SAERCO as a result of the procurement process in 2018/2019. The Royal Norwegian Air Force operates four airports in Norway, of which 3 are open for commercial civil traffic. Avinor Flysikring AS provides ATS to all of these airports. Avinor operates the passenger terminals at two of the military operated airports (Bardufoss and Andøya Airport), but not at Ørland Airport. The following airports are privately owned and are fully operated by the owners; Notodden, Stord, Spitsbergen, Ny Ålesund, Svea and Arendal Airports. Haugesund Airport, Karmoy changed operator and ownership in May 2019. The Airport was previously owned and operated by Avinor AS, and is now operated by Flyplassdrift AS. The operator Flyplassdrift AS, is privately owned by Wideroes Ground Handling AS and Lufthavnutbygging AS. Avinor Flysikring AS provides ATS at Haugesund Airport, Karmoy. A liaison officer from the Royal Norwegian Air Force is permanently present at the offices of CAA‐Norway to improve military coordination of airspace usage, facilitate consultation on regulatory matters concerning the military and safeguarding military interests within domains managed by CAA‐Norway. The liaison has also contributed to facilitating the LSSIP process. Main airport covered by LSSIP: Oslo Airport, Gardermoen LSSIP Year 2020 Norway 2 Released Issue Traffic and Capacity -42% 2020 2020 Bodo, Oslo and Stavanger ACC: 0.00 2019-2020 Norway is part of: The North European Functional Airspace Block (NEFAB) Number of national projects: 5 Number of FAB projects: 2 Number of multinational projects: 1 Summary of 2020 developments: Borealis FRA The Borealis Alliance is the industrial partnership between 9 European ANSPs - LFV (Sweden), ANS Finland (Finland),
Load more

Recommended publications
  • The Anason Family in Rogaland County, Norway and Juneau County, Wisconsin Lawrence W
    Andrews University Digital Commons @ Andrews University Faculty Publications Library Faculty January 2013 The Anason Family in Rogaland County, Norway and Juneau County, Wisconsin Lawrence W. Onsager Andrews University, [email protected] Follow this and additional works at: http://digitalcommons.andrews.edu/library-pubs Part of the United States History Commons Recommended Citation Onsager, Lawrence W., "The Anason Family in Rogaland County, Norway and Juneau County, Wisconsin" (2013). Faculty Publications. Paper 25. http://digitalcommons.andrews.edu/library-pubs/25 This Book is brought to you for free and open access by the Library Faculty at Digital Commons @ Andrews University. It has been accepted for inclusion in Faculty Publications by an authorized administrator of Digital Commons @ Andrews University. For more information, please contact [email protected]. THE ANASON FAMILY IN ROGALAND COUNTY, NORWAY AND JUNEAU COUNTY, WISCONSIN BY LAWRENCE W. ONSAGER THE LEMONWEIR VALLEY PRESS Berrien Springs, Michigan and Mauston, Wisconsin 2013 ANASON FAMILY INTRODUCTION The Anason family has its roots in Rogaland County, in western Norway. Western Norway is the area which had the greatest emigration to the United States. The County of Rogaland, formerly named Stavanger, lies at Norway’s southwestern tip, with the North Sea washing its fjords, beaches and islands. The name Rogaland means “the land of the Ryger,” an old Germanic tribe. The Ryger tribe is believed to have settled there 2,000 years ago. The meaning of the tribal name is uncertain. Rogaland was called Rygiafylke in the Viking age. The earliest known members of the Anason family came from a region of Rogaland that has since become part of Vest-Agder County.
    [Show full text]
  • Hjelmeland 2021
    Burmavegen 2021 Hjelmeland Nordbygda Velkomen til 2022 Kommunesenter / Municipal Centre Nordbygda Leite- Hjelmeland i Ryfylke Nesvik/Sand/Gullingen runden Gamle Hjelmelandsvågen Sauda/Røldal/Odda (Trolltunga) Verdas største Jærstol Haugesund/Bergen/Oslo Welcome to Hjelmeland, Bibliotek/informasjon/ Sæbø internet & turkart 1 Ombo/ in scenic Ryfylke in Fjord Norway Verdas største Jærstol Judaberg/ 25 Bygdamuseet Stavanger Våga-V Spinneriet Hjelmelandsvågen vegen 13 Sæbøvegen Judaberg/ P Stavanger Prestøyra P Hjelmen Puntsnes Sandetorjå r 8 9 e 11 s ta 4 3 g Hagalid/ Sandebukta Vågavegen a Hagalidvegen Sandbergvika 12 r 13 d 2 Skomakarnibbå 5 s Puntsnes 10 P 7 m a r k 6 a Vormedalen/ Haga- haugen Prestagarden Litle- Krofjellet Ritlandskrateret Vormedalsvegen Nasjonal turistveg Ryfylke Breidablikk hjelmen Sæbøhedlå 14 Hjelmen 15 Klungen TuntlandsvegenT 13 P Ramsbu Steinslandsvatnet Årdal/Tau/ Skule/Idrettsplass Hjelmen Sandsåsen rundt Liarneset Preikestolen Søre Puntsnes Røgelstad Røgelstadvegen KART: ELLEN JEPSON Stavanger Apal Sideri 1 Extra Hjelmeland 7 Kniv og Gaffel 10 SMAKEN av Ryfylke 13 Sæbøvegen 35, 4130 Hjelmeland Vågavegen 2, 4130 Hjelmeland Tlf 916 39 619 Vågavegen 44, 4130 Hjelmeland Tlf 454 32 941. www.apalsideri.no [email protected] Prisbelønna sider, eplemost Tlf 51 75 30 60. www.Coop.no/Extra Tlf 938 04 183. www.smakenavryfylke.no www.knivoggaffelas.no [email protected] Alt i daglegvarer – Catering – påsmurt/ Tango Hår og Terapi 2 post-i-butikk. Grocery Restaurant - Catering lunsj – selskapsmat. - Selskap. Sharing is Caring. 4130 Hjelmeland. Tlf 905 71 332 store – post office Pop up-kafé Hairdresser, beauty & personal care Hårsveisen 3 8 SPAR Hjelmeland 11 Den originale Jærstolen 14 c Sandetorjå, 4130 Hjelmeland Tlf 51 75 04 11.
    [Show full text]
  • OFFERING CIRCULAR Avinor AS
    OFFERING CIRCULAR Avinor AS (incorporated with limited liability in Norway) €3,000,000,000 Euro Medium Term Note Programme Under this €3,000,000,000 Euro Medium Term Note Programme (the Programme), Avinor AS (the Issuer or Avinor) may from time to time issue notes (the Notes) denominated in any currency agreed between the Issuer and the relevant Dealer (as defined below). The Notes may be issued in bearer form or uncertificated book entry form (the VPS Notes) cleared through the Norwegian Central Securities Depositary, the Verdipapirsentralen ASA (the VPS). The maximum aggregate nominal amount of all Notes from time to time outstanding under the Programme will not exceed €3,000,000,000 (or its equivalent in other currencies calculated as described in the Programme Agreement described herein), subject to increase as described herein. The Notes may be issued on a continuing basis to one or more of the Dealers specified under “Overview of the Programme” and any additional Dealer appointed under the Programme from time to time by the Issuer (each a Dealer and together the Dealers), which appointment may be for a specific issue or on an ongoing basis. References in this Offering Circular to the relevant Dealer shall, in the case of an issue of Notes being (or intended to be) subscribed by more than one Dealer, be to all Dealers agreeing to subscribe such Notes. An investment in Notes issued under the Programme involves certain risks. For a discussion of these risks see “Risk Factors”. Application has been made to the Commission de Surveillance du Secteur Financier (the CSSF) in its capacity as competent authority under the Luxembourg Act dated 10 July 2005 on prospectuses for securities (the Prospectus Act 2005) to approve this document as a base prospectus.
    [Show full text]
  • TCAS II) by Personnel Involved in the Implementation and Operation of TCAS II
    Preface This booklet provides the background for a better understanding of the Traffic Alert and Collision Avoidance System (TCAS II) by personnel involved in the implementation and operation of TCAS II. This booklet is an update of the TCAS II Version 7.0 manual published in 2000 by the Federal Aviation Administration (FAA). It describes changes to the CAS logic introduced by Version 7.1 and updates the information on requirements for use of TCAS II and operational experience. Version 7.1 logic changes will improve TCAS Resolution Advisory (RA) sense reversal logic in vertical chase situations. In addition all “Adjust Vertical Speed, Adjust” RAs are converted to “Level-Off, Level-Off” RAs to make it more clear that a reduction in vertical rate is required. The Minimum Operational Performance Standards (MOPS) for TCAS II Version 7.1 were approved in June 2008 and Version 7.1 units are expected to be operating by 2010-2011. Version 6.04a and 7.0 units are also expected to continue operating for the foreseeable future where authorized. 2 Preface................................................................................................................................. 2 The TCAS Solution............................................................................................................. 5 Early Collision Avoidance Systems................................................................................ 5 TCAS II Development .................................................................................................... 6 Initial
    [Show full text]
  • Haugesund Kommune Økonomienheten
    Haugesund kommune Økonomienheten FYLKESMANNEN I ROGALAND Postboks 59 Sentrum 4001 STAVANGER Deres referanse Vår referanse Saksbehandler Vår dato Saksnr. 2019/8751 Jo Inge Hagland 29.11.2019 Løpenr. 61897/2019 Tlf. 52 74 31 40 Arkivkode L34 UTTALELSE OM GRENSEJUSTERING MELLOM HAUGESUND KOMMUNE OG KARMØY KOMMUNE I brev fra Fylkesmannen datert 30.08.2019 bes Haugesund kommune komme med en uttalelse om grensejustering mellom Karmøy kommune og Haugesund kommune. Et kort tilbakeblikk I kommuneproposisjonen 2015 til Stortinget ble landets kommuner invitert til å delta i prosesser med sikte på å vurdere og avklare om det er aktuelt å slå seg sammen med nabokommuner. I 2014 nedsatte Kommunal- og moderniseringsdepartementet et ekspertutvalg ledet av Signy Vabo for å utrede kriterier for god kommunestruktur. Utvalget identifiserte samfunnsmessige hensyn som skulle ivaretas i kommunenes oppgaveløsning og foreslo spesifikke kriterier for en god kommunestruktur. I 2015 ble det utarbeidet en rapport av Agenda Kaupang som så på muligheten for en storkommune på Haugalandet. Rapporten vurderte konsekvensene av en sammenslåing av kommunene Sveio, Tysvær, Karmøy og Haugesund og konkluderte bl.a. med at: En ytre Haugalandet kommune kan legge til rette for en mer samordnet mobilisering av utviklings- og plankompetanse for å påvirke utviklingen i hele regionen. Et felles kommunestyre med en felles fagadministrasjon kan se de ulike delene av regionen i sammenheng, med sikte på tilrettelegging for boliger, næringsarealer, jordbruk, grøntområder, kultur og idrett, tettstedsutvikling og infrastruktur. En sammenslutning kan motvirke suboptimalisering og lokal konkurranse, og legge grunnlag for at de ulike stedene og kvalitetene i utredningsregionen utfyller hverandre. Én kommune vil gi likeartet saksbehandling og regelpraktisering i kommunene og gi like rammebetingelser for næringsvirksomhet.
    [Show full text]
  • Western Karmøy, an Integral Part of the Precambrian Basement of South Norway
    WESTERN KARMØY, AN INTEGRAL PART OF THE PRECAMBRIAN BASEMENT OF SOUTH NORWAY TOR BIRKELAND Birkeland, T.: Western Karmøy, an integral part of the Precambrian basement of south Norway. Norsk Geologisk Tidsskrift, Vol. 55, pp. 213-241. Oslo 1975. Geologically, the western side of Karmøy differs greatly from the eastern one, but has until recently been considered to be contemporaneous with the latter, i.e. of Caledonian age and origin. The rocks of western Karmøy often have a distinctly granitoid appearance, but both field geological studies and labora­ tory work indicate that most of them are in fact metamorphosed arenaceous rudites which have been subjected to strong regional metamorphism under PT conditions that correspond to the upper stability field of the amphibolite facies, whereas the Cambro-Ordovician rocks of the Haugesund-Bokn area to the east have been metamorphosed under the physical conditions of the green­ schist facies. From the general impression of lithology, structure, and meta­ morphic grade, the author advances the hypothesis that the rocks of western Karmøy should be related to a Precambrian event rather than to rock-forming processes that took place during the Caledonian orogeny. T. Birkeland, Liang 6, Auklend, 4000 Stavanger, Norway. Previous investigations The first detailed description of the rocks of western Karmøy was given by Reusch in his pioneer work from 1888. Discussing the mode of development of these rocks, he seems to have inclined to the opinion that the so-called 'quartz augen gneiss' and the other closely related rocks represent regionally metamorphosed clastic sediments. Additional information of the rocks con­ cerned is found in his paper from 1913.
    [Show full text]
  • SVR Brosjyre Kart
    VERNEOMRÅDA I Setesdal vesthei, Ryfylkeheiane og Frafjordheiane (SVR) E 134 / Rv 13 Røldal Odda / Hardanger Odda / Hardanger Simlebu E 134 13 Røldal Haukeliseter HORDALAND Sandvasshytta E 134 Utåker Åkra ROGALAND Øvre Sand- HORDALAND Haukeli vatnbrakka TELEMARK Vågslid 520 13 Blomstølen Skånevik Breifonn Haukeligrend E 134 Kvanndalen Oslo SAUDA Holmevatn 9 Kvanndalen Storavassbu Holmevassåno VERNEOMRÅDET Fitjarnuten Etne Sauda Roaldkvam Sandvatnet Sæsvatn Løkjelsvatnhytta Saudasjøen Skaulen Nesflaten Varig verna Sloaros Breivatn Bjåen Mindre verneområdeVinje Svandalen n e VERNEOMRÅDAVERNEOVERNEOMRÅDADA I d forvalta av SVR r o Bleskestadmoen E 134 j Dyrskarnuten f a Ferdselsrestriksjonar: d Maldal Hustveitsåta u Lislevatn NR Bråtveit ROGALAND Vidmyr NR Haugesund Sa Suldalsvatnet Olalihytta AUST-AGDER Lundane Heile året Hovden LVO Hylen Jonstøl Hovden Kalving VINDAFJORD (25. april–31. mai) Sandeid 520 Dyrskarnuten Snønuten Hartevatn 1604 TjørnbrotbuTjø b tb Trekk Hylsfjorden (15. april–20. mai) 46 Vinjarnuten 13 Kvilldal Vikedal Steinkilen Ropeid Suldalsosen Sand Saurdal Dyraheio Holmavatnet Urdevasskilen Turisthytter i SVR SULDAL Krossvatn Vindafjorden Vatnedalsvatnet Berdalen Statsskoghytter Grjotdalsneset Stranddalen Berdalsbu Fjellstyrehytter Breiavad Store Urvatn TOKKE 46 Sandsfjorden Sandsa Napen Blåbergåskilen Reinsvatnet Andre hytter Sandsavatnet 9 Marvik Øvre Moen Krokevasskvæven Vindafjorden Vatlandsvåg Lovraeid Oddatjørn- Vassdalstjørn Gullingen dammen Krokevasshytta BYKLE Førrevass- Godebu 13 dammen Byklestøylane Haugesund Hebnes
    [Show full text]
  • The Use of Aviation Biofuels As an Airport Environmental Sustainability Measure: the Case of Oslo Gardermoen Airport Glenn Baxter1*, Panarat Srisaeng1, Graham Wild2
    Czech Technical University in Prague Magazine of Aviation Development Faculty of Transportation Sciences 8(1):6-17, 2020, ISSN: 1805-7578 Department of Air Transport DOI: 10.14311/MAD.2020.01.01 The Use of Aviation Biofuels as an Airport Environmental Sustainability Measure: The Case of Oslo Gardermoen Airport Glenn Baxter1*, Panarat Srisaeng1, Graham Wild2 1School of Tourism and Hospitality Management, Suan Dusit University, Hua Hin Prachaup Khiri Khan, Thailand 2School of Engineering, RMIT University, Box 2476, Melbourne, Victoria, Australia 3000 *Corresponding author: School of Tourism and Hospitality Management, Suan Dusit University, Hua Hin Prachaup Khiri Khan, Thailand. Email g [email protected] Abstract In recent times, there has been a growing trend by airports and airlines to use aviation biofuel as an environment sustainability measure. Using an instrumental qualitative case study research design, this paper examines the evolution of sustainable aviation fuels at Oslo Airport Gardermoen. Oslo Airport Gardermoen was the first airport in the world to offer the first airport in the world to offer aviation biofuels to all airlines in 2016. The qualitative data were examined by document analysis. The study found that the use of sustainable aviation biofuels has delivered tangible environmental benefits to Oslo Gardermoen Airport. The usage of aviation biofuels has enabled the airport, and the airlines using sustainable aviation biofuels, to reduce their greenhouse gases by 10-15%. Also, as part of Norway’s efforts to reduce greenhouse gas emissions, the Norwegian Government have mandated that the aviation fuel industry must mix 0.5% advanced biofuel into jet fuel from 2020 onwards.
    [Show full text]
  • FSF ALAR Briefing Note 3.2 -- Altitude Deviations
    Flight Safety Foundation Approach-and-landing Accident Reduction Tool Kit FSF ALAR Briefing Note 3.2 — Altitude Deviations Altitude deviations may result in substantial loss of aircraft • The pilot-system interface: vertical separation or horizontal separation, which could cause – Altimeter setting, use of autopilot, monitoring of a midair collision. instruments and displays; or, Maneuvers to avoid other aircraft often result in injuries to • The pilot-controller interface: passengers, flight crewmembers and, particularly, to cabin crewmembers. – Communication loop (i.e., the confirmation/ correction process). Statistical Data Altitude deviations occur usually as the result of one or more of the following conditions: An analysis by the U.S. Federal Aviation Administration (FAA) and by USAir (now US Airways) of altitude-deviation events1 • The controller assigns an incorrect altitude or reassigns showed that: a flight level after the pilot was cleared to an altitude; • Approximately 70 percent of altitude deviations were the • Pilot-controller communication breakdown — mainly result of a breakdown in pilot-controller communication; readback/hearback errors such as the following: and, – Controller transmits an incorrect altitude, the pilot • Nearly 40 percent of altitude deviations resulted when does not read back the altitude and the controller does air traffic control (ATC) assigned 10,000 feet and the not challenge the absence of a readback; flight crew set 11,000 feet in the selected-altitude – Pilot reads back an incorrect altitude, but the window, or when ATC assigned 11,000 feet and the flight controller does not hear the erroneous readback and crew set 10,000 feet in the selected-altitude window. does not correct the pilot’s readback; or, Defining Altitude Deviations – Pilot accepts an altitude clearance intended for another aircraft (confusion of call signs); An altitude deviation is a deviation from the assigned altitude • Pilot receives, understands and reads back the correct (or flight level) equal to or greater than 300 feet.
    [Show full text]
  • Aviation in Norway Sustainability and Social Benefit
    AVIATION IN NORWAY SUSTAINABILITY AND SOCIAL BENEFIT PROJECT REPORT Summary 1 Oslo, 30 January 2008 1. INTRODUCTION The main task of Norwegian aviation is to contribute beneficially to social A project was started in spring 2007 to promote initiatives that contribute and economic development in Norway by providing safe, efficient and to sustainable and socially beneficial aviation. The major goals for the eco-adapted air transportation within all regions of the country and to project have been threefold: make arrangements that enable the nation to participate actively in global economic and social development. 1) To investigate initiatives to reduce the negative environmental impact of the industry. The work has concentrated in the areas for which the The Intergovernmental Panel on Climate Change (IPCC) concluded in industry itself has responsibility and over which it can have an influence, its fourth major report published in 2007 that it is highly probable that but the project has also been looking at initiatives within associated human emissions of greenhouse gases have been the main cause of the areas, such as ground transport access to the airports. increase in global temperature since the mid-20th century. If emissions are not reduced, the global mean temperature will continue to rise. Resol- 2) To give a comprehensive presentation of the environmental impact of ving the climate problem is a major social and societal challenge. Aviation the industry. industry operations involve the emission of greenhouse gases and the sector therefore has a responsibility to find solutions for the environmen- 3) To contribute to a comprehensive presentation of the social and tal challenges.
    [Show full text]
  • AIBN Accident Boeing 787-9 Dreamliner, Oslo Airport, 18
    Issued June 2020 REPORT SL 2020/14 REPORT ON THE AIR ACCIDENT AT OSLO AIRPORT GARDERMOEN, NORWAY ON 18 DECEMBER 2018 WITH BOEING 787-9 DREAMLINER, ET-AUP OPERATED BY ETHIOPIAN AIRLINES The Accident Investigation Board has compiled this report for the sole purpose of improving flight safety. The object of any investigation is to identify faults or discrepancies which may endanger flight safety, whether or not these are causal factors in the accident, and to make safety recommendations. It is not the Board's task to apportion blame or liability. Use of this report for any other purpose than for flight safety shall be avoided. Accident Investigation Board Norway • P.O. Box 213, N-2001 Lillestrøm, Norway • Phone: + 47 63 89 63 00 • Fax: + 47 63 89 63 01 www.aibn.no • [email protected] This report has been translated into English and published by the AIBN to facilitate access by international readers. As accurate as the translation might be, the original Norwegian text takes precedence as the report of reference. Photos: AIBN and Trond Isaksen/OSL The Accident Investigation Board Norway Page 2 INDEX ACCIDENT NOTIFICATION ............................................................................................................ 3 SUMMARY ......................................................................................................................................... 3 1. FACTUAL INFORMATION .............................................................................................. 4 1.1 History of the flight .............................................................................................................
    [Show full text]
  • Challenges and Solutions for Transport in Norway
    09.06.2017 Challenges and solutions for transport in Norway Therese Ustvedt, adviser Director General’s Staff Norwegian Public Roads Administration National Transport Plan 2018-2029 Transport Network Public roads, total 94 600 km - National roads 10 700 km - County roads 44 500 km - Municipal roads 39 400 km Road tunnels 1 100 tunnels Road bridges 18 200 bridges Rail network 4 200 km Rail tunnels 736 tunnels Rail bridges 2 577 bridges State owned airports 45 airports National ports 32 ports National Transport Plan 2018-2029 1 09.06.2017 The Norwegian Parliament (Stortinget) The Norwegian Government (Regjeringen) Ministry of Transport and Communication Norwegian Norwegian Public Roads Norwegian Railway Norwegian Coastal air traffic authority Administration Directorate Administration Avinor AS (Statens vegvesen) (Jernbanedirektoratet) (Kystverket) National Transport Plan 2018-2029 Background • In 1998, the Government directed the four transport agencies to prepare a joint proposal for the first long-term national transport plan (for the period 2002-2011). • The fifth joint input from the transport agencies was presented in February 2016. • The Government presented the white paper on transport to the Storting in April 2017. • The white paper presents a plan that will apply for the period 2018-2029. • The Storting will adopt the white paper in June 2017. National Transport Plan 2018-2029 2 09.06.2017 Official Steering Documents National Transport Plan (12 Year Period) Action Programme (Focus on first 4 Years) Annual National Budget Appropriation Projects National Transport Plan 2018-2029 Overall goal A transport system that is safe, promotes economic growth and contributes to the transition into a low- emission society.
    [Show full text]