(EU) 1048/2018 Art. 4 PBN Transition Plan

Avinor AS Dronning Eufemias gate 6 NO-0154 NORWAY Tel: +47 815 30 550 Post@.no

Document information Version: Revised after consultations Document ID: 20/04631-4 Status: For Competent Authority Approval Date last change: 05.11.2020 Authors(s): CAALV, CAETA, CARRI, OSHJH

Document history:

Version Date Name Changes Status 0.1 01.09.2020 CAALV First draft Draft 0.9. 11.09.2020 CAALV For internal comments For Comments 1.0 18.09.2020 CAALV, CAETA, For consultation For Consultation CARRI, OSHJH 1.1 05.11.2020 CAALV, CAETA, Updated after consultation process with operators and For Approval by CARRI, OSHJH airspace users Competent Authority

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Table of Content

1 Introduction ...... 4 1.1 Introduction & Executive summary ...... 4 1.2 International legislation and obligations ...... 5 1.2.1 ICAO A.37/11, ICAO GANP, EUR ICAO ...... 5 1.2.2 EU legislation: EASA Basic Regulation and Implementing Rules ...... 6 1.3 Norwegian Legislation ...... 8 1.3.1 BSL G 6-2 and the Norwegian Aeronautical Navigation Strategy ...... 8 2 Current and Future Air Navigation Services ...... 9 2.1 Airspace Structure ...... 9 2.1.1 En-route ...... 9 2.1.2 TMA ...... 10 2.1.3 Arrival and departure – ATC ...... 10 2.1.4 Arrival and departure – AFIS airports ...... 10 2.1.5 Aerodromes ...... 10 2.1.6 Currently available Approaches – ATC airports ...... 10 2.1.7 Currently available Approaches – AFIS airports ...... 11 2.2 Training: ATCO & ATSEP ...... 11 2.3 Operators capabilities...... 11 2.3.1 Aircraft fleet equipage ...... 11 2.3.2 Current operational environment ...... 12 2.4 PBN Implementation plans and future operational environment ...... 13 2.4.1 Future operating environment ...... 13 2.4.2 TMA / TIA Future navigation concept ...... 13 2.4.3 Aerodrome CTR / TIZ ...... 19 2.5 STATUS PBN Procedures ...... 20 2.5.1 RNP APCH to the Aerodromes ...... 20 2.5.2 Planned implementations and operations concepts ...... 20 3 Rationalization ...... Feil! Bokmerke er ikke definert. 3.1 Background and strategy ...... 22 3.2 Consequences to ATS and CNS ...... 25 3.3 Contingency scenarios and TMA/TIA ...... 25 3.3.1 Local Scenario ...... 25 3.3.2 Regional Scenario ...... 25 3.3.3 National and International Scenario ...... 25 3.4 Contingency scenarios ...... 26 3.4.1 En-route ...... 26 3.4.2 TMA / TIA ...... 26 3.4.2.1 Normal Operations ...... 26 3.4.2.2 GNSS Contingency operations ...... 26 3.4.2.3 Hazard Identification and analysis ...... 27 3.4.3 Aerodromes: CTR / TIZ ...... 28 3.4.3.1 Normal Operations ...... 28 3.4.3.2 Contingency ...... 28 3.4.3.3 Hazard Identification and analysis ...... 28 Annex I: PBN Implementation status ...... 30 Annex II: DECOMMISSIONING PLAN, per Nav-Aid ...... 33 Annex III: List of TMA and TIA with underlying airports ...... 46 Annex IV: List of SID/STAR for all Runway Ends ...... 48

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1 Introduction

1.1 Introduction & Executive summary

This (draft) document describes the transition into the PBN-environment for Norwegian Aerodrome Operators and ANSP.

It should be noted that since the PBN Implementation project was completed in 2017 (initiated in 2013); with RNP APCH implemented at all eligible runway ends; this document focuses on the transition related to decommissioning and rationalization of conventional navigation aids and procedures.

In 2018 the EGNOS coverage area was increased up to 70° northern latitude, enabling the addition of an LPV minima also for the aerodromes in on the northern tip of the Norwegian mainland. This inclusion will be completed and published in AIP Norway by the end of 2021.

Furthermore, the implementation of RNP-AR procedures are ongoing where this has a benefit on safety og the environment.

In a transition; after implementation, comes rationalization. The decommissioning will be based on ICAO guidelines, EU regulations and guidelines (EASA and Eurocontrol), and EU SJU implementation targets for Single European Skies.

Decommissioning will take place in two waves;

1) from 2020-2024: rationalization of duplicated procedures and equipment. 2) from 2025-2030: rationalization to exclusive use of PBN; with only designated airports and airspace providing navigation services based on conventional procedures and equipment

This implies that certain smaller airports, due to cost avoidance (“lifecycle management/end-of-life” considerations) and reduction of “sunk costs” will transition to “GNSS only”-service from 2025 onwards. Considering the strain in AIP services, including required re-design associated with the withdrawal of conventional procedures and airspace design alterations; all airports not designated as required in GNSS contingency situations will complete the transition by year-end 2030.

The transition as described in this document will follow applicable change management processes as required by EU 2017/373, and especially described as “multi-actor change”; where Avinor ANS is the primary stakeholder coordinating the change management with involved certified ANS suppliers.

The transition plan as presented in this document is the result of the cooperation been Avinor ANS, Saerco, and Avinor AS in the role of certified ATS providers; and the airport operators as the key stakeholder as owner of CNS equipment used for TMA/TIA and approach operations (CTR/TIZ). The airline operators and airspace users have been consulted, and the result of the consultation has been used to update the plan to its current version.

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1.2 International legislation and obligations

1.2.1 ICAO A.37/11, ICAO GANP, EUR ICAO

ICAO Assembly resolution 37/11 requires States to develop a PBN implementation plan. The State is bound by the following high-level principles:

 endorses ICAO and is committed to following the Global Air Navigation Plan (GANP) – stipulate any non-compliance listed in the AIP.  endorses the PBN Manual (ICAO Doc 9613).  recognizes and is committed to complying with General Assembly Resolution 37/11 of 2010.  ICAO Annex 10, Vol. I, Attachment H: Strategy for Rationalization of conventional Radio Navigation Aids and Evolution toward supporting Performance-based Navigation.

ICAO Resolution 37/11: Urges all States to implement RNAV and RNP air traffic services (ATS) routes and approach procedures in accordance with the ICAO PBN concept laid down in the Performance-based Navigation (PBN) Manual (Doc 9613). This resolution covers all phases of flight, and only specifies the kind of specification for the final approach phase. Thus, the wording is broad though the intention clear.

ICAO Doc 9750, the Global Air Navigation Plan (GANP) identifies PBN as the “highest priority” and outlines implementation issues involving PBN planning and implementation as part of the Aviation System Block Upgrades (ASBUs).

Also from ICAO Annex 10, Vol. I, Attachment H:

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1.2.2 EU legislation: EASA Basic Regulation and Implementing Rules

The State recognizes the following European regulations, and compliance thereto:

a) SES regulations and target objectives, incl. ATM Masterplan 2020 ed. b) EU BR 216/2008 and 2014/1139 c) PCP IR (EU) 716/2014 [applicable for Oslo Airport, ENGM, only] d) PBN IR (EU) 1048/2018; incl. Guidance Material (EDD 2018-013-R)) e) ANSP (EU) 2017/373 [applicable for Air Navigation Service Suppliers] f) ADR (EU) 2014/139 [applicable for Aerodrome Operators] g) SERA (EU) 2016/1185 [generally applicable for Operators], and EASA Air Ops. h) EC European Radio Navigation Plan (ERNP)

The PBN IR, EU Regulation 2018/1048; article 4 requires States to develop a PBN Transition Plan.

Mindful that the timelines of the PBN IR and PCP IR [EU Regulation 716/2014] overlap and cover the same PBN navigation specifications; and given the direct-relationship of these regulations with ICAO resolution A.37-11, it is logical for States to view the PBN Implementation Plan and PBN Transition Plan in a single initiative.

Timeline for implementation:

In Norway we have had a PBN Implementation plan for roughly a decade already, and the current plan is in its 4th revision. Hence, as implementation in the pragmatic sense has already been completed, this plan is focuses on the rationalization activities.

Implementation has always been dependent on an over-all positive business case for the aviation community, while also upholding or improving the safety standard and increasing capacity. The cost related to PBN implementation for ANSP and Airport Operators arise from implementing procedures

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for air navigation – both air operations (PANS OPS procedures), and service provision; ATM (PANS ATM). A considerable part also stems from ensuring the safety level is maintained in the transition as well as in operations (including training-, safety- and administrative activities).

For the aircraft operators, implementation cost is related to avionics; in addition to already mentioned changes for ANSP/AO. Benefits of PBN related to increased safety, more efficient routing, and capacity increase, is achieved in the implementation activities - and the positive factors of the equation are hence accumulating.

For the ANSP and AO, much of the savings from PBN implementation comes in the form of reduced costs of ground based conventional navigation aids. This in turn affecting the TNC and aerodrome charges (and as a secondary effect improves the operator’s financial results). However, this depends on the rationalization capability. As the investment-costs related to implementing PBN has already been absorbed, and this document aims at describing the activities related to rationalization/decommissioning required in order to achieve a reduction of operating costs.

The PBN IR is found to support the later, in article 5:

From Articles 5 & 6 the following is derived:

Except for operations depending on ILS CAT-II/III, conventional navigation aids will as of 06.06.2030 not have any purpose, except for the event of failure in PBN-components; either in the space segment, with signal propagation, or in the aircraft.

This implies unless a contingency situation is present, the use of conventional procedures are prohibited. In the case of a contingency situation, the aircraft is expected to:

1) if the destination is an airport with conventional nav-aids: continue to destination

2) if the airport is a “GNSS-only”-airport: divert to the designated alternate aerodrome (according to its flight plan) with conventional nav-aids

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Considering the need to operate a safe but cost-efficient network for airports and navigation services implies that rationalization of procedures and the equipment supporting these is required, and dictated by the PBN IR.

1.3 Norwegian Legislation

1.3.1 BSL G 4-1 & 6-2 and the Norwegian Aeronautical Navigation Strategy

The Norwegian legislation in this field is based on BSL G 4-1 (PBN Implementation) and later EU IR 1048/2018; implemented as BSL G 6-2.

In addition, the Norwegian CAA has developed the document (currently in “draft” status); “Navigasjons-strategi for luftfart i Norge”. This document serves as an overall strategy for the State needs with regards to air navigation.

The implementation of PBN was generally driven by a focus on increased safety through implementation of vertically guided instrument approach procedures. But one should also bear in mind the positive effects on environment; both with regards to emissions as well as noise-reduction to populated areas. A reduction in environmental impact stems from the implementation of Free Routes Airspace which provides more efficient and direct routing for the airspace users; thereby reducing emissions. Improved flight efficiency is also achieved through the introduction of RF turns on SIDs, STARs, and IAP’s, which enables shorter routes to be developed – and noise sensitive areas to be avoided.

RNP operations require the use of GNSS, and Norway has authorized the use of GNSS in all flight phases within Norwegian airspace.

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2 Current and Future Air Navigation Services

Norwegian airspace is currently operating in a mixed-mode, serving both PBN-equipped aircraft and conventionally equipped aircraft alike. There is also a significant duplication of the conventional navigation service in addition to the service offered by PBN(GNSS).

2.1 Airspace Structure

Airspace structure and its description is available in AIP Norway.

The information is also available in the service offered by IPPC.no, derived from the AIP.

2.1.1 En-route PBN implementation in en-route airspace is completed and based on GNSS, with a VOR/DME Minimum Operating Network available for GNSS outages/contingency situations.

Within Avinor ANS, the following have been implemented:

 Above FL310, implemented Free Routes in line with PCP AF#3 as DCT  In en-route airspace at and above FL150, introduced RNAV 5 ATS routes in accordance with the PBN IR.  In en-route airspace below FL150, introduced RNAV 5 ATS routes in accordance with the PBN IR.

2.1.1.1 Continental (Norway FIR) ATS-routes (en-route phase) are based on RNAV 5 with GNSS and VOR/DME as supporting infrastructure.

All Routes above FL 95 and Free Routing above FL135 is based on GNSS supported RNAV 5 specification.

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2.1.1.2 Oceanic (Bodø OFIR) Flights operating in Bodø OFIR have to be certified according to Minimum Navigation Performance System (MNPS) specifications. Procedures stated in ICAO Doc 7030/4 - North Atlantic (NAT) Regional Supplementary Procedures apply.

2.1.2 TMA

2.1.3 Arrival and departure – ATC airports Arrival and departure procedures are supported by RNAV SID and STAR based on GNSS, with DME/DME or VOR/DME as supporting infrastructure. Current status is reflected in Appendix III

2.1.4 Arrival and departure – AFIS airports Arrival procedures are mainly based upon appropriate certified aircraft using a published Terminal Arrival Altitude (TAA) concept that enable them to fly directly to a RNAV waypoint from where a RNAV(GNSS) (or SCAT-I) procedure can be executed. Alternatively, a DCT routing to a conventional navigation aid from where a conventional instrument approach may be executed.

Departure procedures are to a great extent based on Conventional Omni-SID; and supported by “company procedures” with some exceptions. Current status is reflected in Appendix III

2.1.5 Aerodromes

The PBN Implementation project was completed in 2017 (initiated in 2013); with

 RNP APCH implemented at all eligible runway ends; as well as  Conventional procedures replaced with RNAV1 SIDs and STARs.

In 2018 the EGNOS coverage area was increased up to 70° northern latitude, enabling the addition of an LPV minima also for the aerodromes in on the northern tip of the Norwegian mainland. This inclusion will be completed and published in the AIP by the end of 2021.

Furthermore, the implementation of RNP-AR procedures where this has a benefit on safety or the environment is ongoing. RNP-AR is already operational at ENGM, ENEV, ENHD, ENVA, and under implementation at ENBR, ENZV and ENSB. Amongst airports with an expressed need for RNP-AR procedures are ENTC, ENKR, ENAT, ENAL. Several local airports would also benefit from RNP-AR procedures, but so far none of the operators on these airports are certified to fly them (and hence the cost/benefit analysis is negative).

List over implemented PBN-procedures and status for specific TMA’s and aerodromes is summed up in the Annex I.

2.1.6 Currently available Approaches – ATC airports All ATC airports have RNAV (GNSS) procedures implemented. Primary infrastructure is GNSS; supported by either VOR/DME or DME/DME as a secondary infrastructure. ILS is provided to at least one RWY if not both; and supplemented by non-precision procedures based on VOR/DME and/or NDB.

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2.1.7 Currently available Approaches – AFIS airports All AFIS airports have RNAV (GNSS) procedures implemented.

Most of the AFIS airports have a LOC/DME procedure to one RWY supplemented by non-precision procedures based on VOR/DME and/or NDB. Some AFIS airports have only non-precision procedures based on VOR/DME and/or NDB.

In addition, 17 AFIS airports have implemented SCAT-I procedures to one or both runways (geography permitting).

Coordinated with the implementation of SCAT-I procedures, RNAV(GNSS) to LNAV-minima procedures were implemented, with GNSS or GNSS and DME/DME as supporting infrastructure (ref. also PBN Implementation plan Norway)

2.2 Training: ATCO & ATSEP

Avinor AS and Avinor ANS developed a training program as part of implementing PBN Instrument Procedures throughout Norway. This program was implemented in the form of presentations and lectures on location, as well as various digital information packets and presentations.

2.3 Operators capabilities

The information contained in this section is derived from the Norwegian Aeronautical Navigation Strategy as prepared by the Norwegian Civil Aviation Authority.

2.3.1 Aircraft fleet equipage

Generally, the airspace users may be divided in the following groups: 1) Airlines flying national and international routes: - PBN compliant to RNP 1 and RNP APCH (based on LNAV/VNAV) - majority capable of RNP-AR (RF-legs, RNP 0.1) 2) Airlines flying regional routes - PBN compliant to RNP 1 and RNP APCH (based on LNAV/VNAV and LPV) - majority not capable of RNP-AR 3) General aviation, commercial operators - PBN compliant to RNP 1 and RNP APCH (based on LNAV/VNAV and LPV) - some capable of RNP-AR (RF-legs, RNP 0.1) 4) General Aviation, recreational actors - Minority PBN compliant to RNP 1 and RNP APCH (based on LPV) 5) Helicopters - Offshore helicopters are generally equipped for RNP APCH, based on LNAV/VNAV and/or LPV. Some also expected to obtain RNP-AR approvals. This is also valid for SAR helicopters AW101 operated by RNoAF. - Smaller helicopters operating inland may be divided into two sub-categories; a) Air ambulance: operate on low-level RNAV routes when not on VFR. These routes are not published in the Norwegian AIP b) Others: generally, operate low-level VFR only. 6) Military/State Aircraft - RNoAF is partly PBN-capable: C130J, AW101, NH90, P-8 assumed capable and possibly certifiable to civil standards, and F-35 assumed capable but not necessarily certifiable ; older aircraft assumed not capable (Sea King, BH412, DA20, F-16). It is assumed that allied forces have the same status (ie. variable).

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2.3.2 Current operational environment

The table below summarizes the airspace in relation to current navigation specification and corresponding CNS / navigation-aids supporting the nav-spec.:

Flight NAV- NAV NAV NAV NAV application phase application specification infrastructure infrastructure (contingency/ Fall- (primary) (contingency) back procedures)

RNAV 5 VOR/DME

ATS-routes (B-RNAV) GNSS (required) En-route Surveillance Surveillance service (vectoring)

RNAV 1 VOR/DME or Conventional SID/STAR SID/STAR (P-RNAV) GNSS DME/DME (where available)

TMA NDB

Surveillance Surveillance service (vectoring)

RNP APCH Conventional Conventional IAP (ILS, VOR/DME, (type/number APP IAP APV and GNSS NDB, SCAT-I) based on operational RNP-AR analysis)

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2.4 PBN Implementation plans and future operational environment

2.4.1 Future operating environment

With the implementation of EU 1048/2018, the infrastructure available will be:

Flight NAV- NAV NAV NAV NAV application phase application specification infrastructure infrastructure (contingency/ Fall- (primary) (contingency) back procedures)

VOR/DME

En-route ATS-routes RNAV 5 GNSS (required)

Surveillance

VOR/DME or Conventional «company proc.» DME/DME SID/STAR if (where available) TMA SID/STAR RNAV 1 GNSS possible Surveillance** Surveillance service (vectoring)

RNP APCH: Conventional* APP IAP APV, and GNSS Conventional IAP* (ILS, VOR/DME) RNP-AR*

* where available

** implies that VHF communication infrastructure and surveillance coverage is available with sufficient coverage in all TMA’s, TIA’s, CTR’s, TIZ’s and RMZ’s.

Surveillance: Currently most controlled airspace is covered by at least two non-dependant (i.e. MSSR’s and/or WAM) surveillance sensors. Also, for airports with challenging terrain wrt. surveillance coverage, also VHF Direction Finder (VDF) is available to confirm correct approach path (generally AFIS).

It is foreseen that VDF will be replaced by WAM and/or ADS-B based surveillance.

Communication: There is sufficient VHF/AM radio coverage in all TMA’s, TIA’s, CTR’s, TIZ’s and RMZ’s at flight altitude.

2.4.2 TMA / TIA Future navigation concept

All navigation in TMA’s and TIA’s will be based on RNP 1 (possible with RF) in line with PCP IR AF#1 by January 2024; and is in fact to a large degree already implemented.

Most airports are equipped with either RNAV 1 SID and STAR. Some smaller airports have “Omni- SID” instead of a normal SID, which implies that the aircraft navigates to a point to which it may

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directly set course to destination (or join an ATS route). The equivalent for arrival procedures is a Terminal Arrival Area (TAA), where the aircraft can navigate to any Initial Approach Fix (IAF) and from there execute RNP APCH.

Current navigation infrastructure in the TMA typically consists of GNSS, supported by EGNOS, plus a variety of conventional navigation aids, such as NDB’s, VOR’s and DME’s – as well as a combination of these to support different approaches, sometimes with overlapping needs. In order to increase the effectivity in the navigation provision, and through such, reduce the overall cost of CNS services, we work towards 2 targets/milestones;

1) 2020-2024: reduction and rationalization of duplicated conventional services.

2) 2025-2030: conventional navigation aids will only remain as long as it supports conventional procedures to airports designated with a “GNSS contingency”-role in the airport network (i.e. provided the airport is within Airport Concept A-D). Navigation in TMA/TIA, or regions of TMA/TIAs, not supporting contingency procedures will be based on GNSS alone.

This is regarded as sufficient, also recognizing the requirements of SERA, which requires the operators to plan the flights with sufficient fuel to reach an alternate airport with conventional IAP (Instrument Approach Procedures). This implies that in the event of a GNSS outage, the flights will under all circumstances navigate towards a TMA and airport where DVOR/DME or DME/DME serving the TMA, and an ILS serving the IAP to at least 1 Instrument Runway End (IRE).

We hence expect the CNS-evolution at TMA’s to follow two distinct paths; one for the TMAs serving airports with conventional nav-aids; and another for TMAs serving “GNSS-only”-airports.

2.4.2.1 Contingency Nav-aids evolution in TMA’s 2020 - 2030;

As seen from the tables prior, todays infrastructure to support operations if GNSS becomes unavailable is the VOR MON. It is expected that the CNS equipment to support the contingency situation if GNSS becomes unavailable in the future, will evolve into a DME/DME infrastructure to support RNP1 in high- to medium traffic density airspaces; or where other factors makes this the most suitable infrastructure.

NOTE: the evolution of equipment described below describes nav-support and procedures in addition to RNP(GNSS)-based SID’s and STAR’s used under normal operations:

2.4.2.1.1 Sola TMA GNSS Contingency operations: Due traffic volume, it is expected that TMA covering ENZV (and ENHD) will be equipped for RNP-navigation based on multiple DMEs (DME/DME/DME). Infrastructure located in the northern part of Sola TMA is expected to be used by both TMA’s. As Sola VOR (“ZOL”) is new; and also supports approach procedures; the VOR/DME will be decommissioned late in the period.

2.4.2.1.2 Flesland TMA GNSS Contingency operations: Due traffic volume, it is expected that TMA covering ENBR will be equipped for RNP-navigation based on multiple DMEs (DME/DME/DME). Infrastructure located in the southern part of Flesland TMA is expected to be used by both TMA’s. As Flesland VOR (“FLS”) reaches its “end-of-life”-date in 2026; and both runways are supported by ILS procedures; the VOR/DME will be decommissioned around 2025.

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2.4.2.1.3 Værnes TMA As current TMA operations are based on GNSS supported by one NDB (in addition to radar vectoring service), a DME/DME network to support RNP operations will be implemented before 2030.

2.4.2.1.4 Bodø TMA GNSS Contingency operations : As the project “new airport, new town” is expected to be implemented in the later part of 2020’s (current planned AIRAC date for new airport is Q3 2026), an evolution towards DME/DME for both TMA and en-route may be expected around 2030. The reason is that Bodø DVOR currently supporting the airspace will be situated in a location that will be absorbed by city development. The DVOR has a 600m radius sensitive area is so a relocated or replacement is not possible since this will significantly impact the city development project.

Alternative locations have been explored, but found “not suitable” due reflections from the sea (in addition the big difference in tide conditions will also negatively affect the stability of the navigation signals)

Hence, a solution where multiple DMEs replace the VOR/DME role for both TMA and en-route applications is being explored. The time for decommissioning of VOR/DME (BDO) will depend on the rate of city development; but is currently expected to take place around 2030. Please refer to the satellite photo with sensitive areas indicated (current location is to the northeast in the photo)

Fig.2.1.; Bodø VOR/DME incl. Sensitive area.

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2.4.2.1.5 Kirkenes TMA (incl. Vadsø) GNSS Contingency operations: Kirkenes TMA has historically been subject to considerable GNSS outages and will retain conventional nav-aids to support RNAV 1 SID and STAR operations based on PBN IR Art.6. Note that both VORs at Kirkenes and Vardø reaches its “end-of-life” in 2029. This implies that they must either be replaced by new VORs or replaced by a DME/DME network. As the preferred technological solution as described by ICAO and Eurocontrol is an evolution towards DME/DME, an evolution towards this should be expected (however a decision between retaining VORs or DME/DME (i.e. choice of technical solution) will be further evaluated, as transition to DME/DME will have consequences for the airport operations as well.

2.4.2.1.6 Sogn TIA GNSS Contingency operations currently supported by Vollo, Florø and Sogndal VOR/DME. The TIA supports airports in “airport concept E”, except for Florø. This implies that in a GNSS outage situation, only Florø will be available for an instrument approach, as the other airports will not be provided with conventional approaches after 2030 (i.e. operations completely dependent on GNSS).

As the VOR/DME at Sogndal already has passed its theoretical End-of-Life date, this VOR/DME will be decommissioned (and replaced by an NDB primarily supporting missed approach until 2030). This implies that operations in GNSS contingency situations in Sogn TIA will only be supported by Florø and Vollo VOR/DME; which may result in reduced low-level coverage in the eastern part of the TMA due to high terrain.

Florø VOR/DME will after 2030 be the only conventional nav-aid for Florø Airport. Vollo VOR/DME as this is part of the VOR MON in place for en-route purposes. Both will remain for the foreseeable future according to EU 1048/2018 §6.

2.4.2.2 Contingency Nav-aids evolution in TMA’s 2025 – 2035 or later;

In the below TMAs the timeframe and/or technical solution is not yet finalized. In some TMAs the evolution requires further investigation, and/or the exact date for the change is not critical. However, the following evolution should be expected in the timeframe 2025-2035:

2.4.2.2.1 Kjevik TMA GNSS Contingency operations currently supported by Svensheia VOR/DME. Transition to DME/DME will be evaluated when the nav-aid reaches EoL. A conventional nav-aid supporting TMA operations will remain available in the foreseeable future.

2.4.2.2.2 Møre TMA GNSS Contingency operations currently supported by Vigra and Kvernberget VOR/DME, and to some degree also NDB (Tautra). Transition to DME/DME will be evaluated when mentioned nav-aids reaches EoL. A conventional nav-aid supporting TMA operations will remain available in the foreseeable future.

2.4.2.2.3 TMA GNSS Contingency operations currently supported by Rørvik, Brønnøy, Sandnessjøen, Vardefjell (Mosjøen), and Bodø VOR/DME, and to some degree also NDB (Strømmen). Transition to DME/DME will be evaluated when mentioned nav-aids reaches EoL. However, traffic volumes are low, and a likely conclusion is that a contingency/conventional fall-back is considered unnecessary; as the TMA only supports approached to “concept E”– airports; which will not be provided with conventional approaches after 2030 (i.e. operations completely dependent on GNSS).

 Conventional nav-aids supporting TMA will be decommissioned; not replaced.

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2.4.2.2.4 TMA GNSS Contingency operations currently supported by , and Bodø VOR/DME. Transition to DME/DME will be evaluated when mentioned nav-aids reaches EoL. However, traffic volumes are low, and a likely conclusion is that a contingency/conventional fall-back is considered unnecessary; as the TMA only supports approached to “concept E”– airports; which will not be provided with conventional approaches after 2030 (i.e. operations completely dependent on GNSS).

 Conventional nav-aids supporting TMA will be decommissioned; not replaced.

2.4.2.2.5 Evenes TMA GNSS Contingency operations currently supported by Evenes VOR/DME. Transition to DME/DME will be evaluated when mentioned nav-aids reaches EoL. A conventional nav-aid supporting TMA operations will remain available in the foreseeable future.

2.4.2.2.6 Bardufoss TMA GNSS Contingency operations currently supported by Bardufoss VOR/DME. Transition to DME/DME will be evaluated when mentioned nav-aids reaches EoL. A conventional nav-aid supporting TMA operations will remain available in the foreseeable future.

2.4.2.2.7 Andøya TMA GNSS Contingency operations currently supported by Andøya CVOR/DME. Transition to DME/DME will be evaluated when mentioned nav-aids reaches EoL. A conventional nav-aid supporting TMA operations will remain available in the foreseeable future.

2.4.2.2.8 Tromsø TMA GNSS Contingency operations currently supported by Tromsø VOR/DME. Transition to DME/DME will be evaluated when mentioned nav-aids reaches EoL. A conventional nav-aid supporting TMA operations will remain available in the foreseeable future.

2.4.2.2.9 Hammerfest TMA GNSS Contingency operations currently supported by Hammerfest VOR/DME. Transition to DME/DME will be evaluated when mentioned nav-aids reaches EoL. A conventional nav-aid supporting TMA operations will remain available in the foreseeable future.

2.4.2.2.10 Alta TMA GNSS Contingency operations currently supported by Alta VOR/DME. Transition to DME/DME will be evaluated when mentioned nav-aids reaches EoL. A conventional nav-aid supporting TMA operations will remain available in the foreseeable future.

2.4.2.2.11 Banak TMA GNSS Contingency operations currently supported by Banak VOR/DME. Transition to DME/DME will be evaluated when mentioned nav-aids reaches EoL. A conventional nav-aid supporting TMA operations will remain available in the foreseeable future.

2.4.2.2.12 Røros TIA GNSS Contingency operations currently supported by Tolga VOR/DME. Transition to DME/DME will be evaluated when mentioned nav-aids reaches EoL. A conventional nav-aid supporting TIA operations will remain available in the foreseeable future.

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2.4.2.2.13 TIA GNSS Contingency operations currently supported by Vardø and Seida VOR/DME, and to a limited degree by Kirkenes, Banak and Hammerfest VOR/DME. Finnmark TIA has historically been subject to considerable GNSS outages and will retain conventional nav-aids to support RNAV 1 SID and STAR operations based on PBN IR Art.6. A transition to DME/DME will be evaluated when mentioned nav- aids reaches EoL.

 Conventional nav-aids supporting TIA will to some extent remain. A new network supporting RNP 1 based on DME/DME will be provided, covering especially eastern parts and essential airports; with reference to Article 6 of the PBN IR. Final airspace concept and actual coverage areas will be developed and finalized closer to 2030. Airspace design may be subject to changes due CNS constraints and choice of operational concept.

2.4.2.2.14 Sørkjosen TIA GNSS Contingency operations currently supported by Tromsø and Alta VOR/DME. A transition to DME/DME will be evaluated when mentioned nav-aids at Alta and Tromsø reaches EoL; and a change takes place at these airports. However, the TIA and airport is in airport-concept E; where traffic volumes are low, and a likely conclusion is that a contingency/conventional fall-back is considered unnecessary; as the TIA only supports approached to “concept E”– airports; which will not be provided with conventional approaches after 2030 (i.e. operations completely dependent on GNSS).  Conventional nav-aids supporting TIA will be decommissioned; not replaced.

2.4.2.2.15 Namsos TIA GNSS Contingency operations currently supported by Rørvik VOR/DME. However, the TIA and Rørvik and Namsos airports are in airport-concept E; where traffic volumes are low, and a likely conclusion is that a contingency/conventional fall-back is considered unnecessary; as the TIA only supports approached to “concept E”– airports; which will not be provided with conventional approaches after 2030 (i.e. operations completely dependent on GNSS). If no longer required to support en-route functions, the conventional nav-aids supporting TIA would be decommissioned; not replaced.

Namsos TIA will be supported by Rørvik VOR/DME as part of the VOR MON in place for en-route purposes, and hence will remain for the foreseeable future.

2.4.2.2.16 TIA GNSS Contingency operations currently supported by NDB’s and DME/DME.

NDB Isfjord is far overdue wrt “end-of-life”-date and will be decommissioned 2022.

Remaining NDB’s (“ADV” and “LON”) will remain in operation until the operational dependence is removed; but should in no case be expected continued beyond 2030.

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2.4.3 Aerodrome CTR / TIZ

An overview of currently available navigation aids is available in AIP Norway.

Generally, airports in Avinor Airport Concept A, B, C and D will operate with PBN APCH as the default expected approach offered by ATS.

At Oslo, , and Stavanger airports ILS CAT-II/III approaches will also remain available.

For remaining airports within these concepts, ILS CAT-I (or LOC at ENHF, ENBN, ENFL) approaches will remain, but only available in GNSS contingency situations.

Avinor Airport Concept E will operate with PBN APCH as the only available approach. For the exact time for discontinuation of conventional procedures at each airport, please refer to Annex II “decommissioning plan”.

It is recognized that Operators are required to adhere to EASA Air Ops; and the requirement of being able to safely extract the aircraft should GNSS become unavailable. This will for some Operators imply equipping their aircraft with avionics capable of navigating using inputs from an Inertial Reference System (IRS); ie. that contingency operations in the PBN environment must be based on Inertial Navigation System (INS). There may be a need to slightly adjust the decommissioning plan, and for a transition period retain a limited number of nav-aids for the extraction purpose. This will be further investigated with the affected operators; and balanced towards the overall economy of the stakeholders, and the practicalities of how and when such avionics can be fitted, or the fleets being renewed. This may also a imply a need for additions to the national legislation, mandating operators servicing certain aerodromes to carry an IRS and being capable of contingency operations using INS.

Note: SCAT-I is not covered in this plan (as it is neither a conventional nav-aid, nor has it a place in PBN), and the operator using this will be consulted wrt. discontinuation of the SCAT-I service. Decommissioning should be expected in 2025.

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2.5 STATUS PBN Procedures

PBN is implemented in en-route and TMA/TIA as described under current situation. For aerodromes, PBN is largely implemented; to the extent possible.

Aerodromes with large number of movements for rotorcraft offshore traffic have implemented RNAV 1 SID and STAR procedures in accordance with AUR.PBN 2005 (7)

See annex I for type at each instrument runway end (IRE)

2.5.1 RNP APCH to the Aerodromes

The main purpose of the PBN-Project was to replace conventional NPAs with the introduction of APVs. Secondly provide APVs at all IFR runway ends as a back-up to precision approach capability (back-up to ILS CAT-I and SCAT-I).

The focus has now shifted, and RNP APCH is now considered the primary approach capability, with ILS and SCAT used only in cases where these procedures have better minima compared to the APV.

In 2020/2021 all RNAV(GNSS) approach procedures will be re-named “RNP”; according to ICAO requirements.

RNP-AR are available at ENGM, ENEV, ENHD, ENVA, and under implementation at ENBR, ENZV and ENSB. Further implementation of RNP-AR should be expected.

2.5.2 Planned implementations and operations concepts

2.5.2.1 En-route operations

RNAV5 ATS routes or dedicated FRA Arrival/Departure Connecting routes/points will connect the en- route operations with TMAs.

To connect these RNAV 5 ATS routes or dedicated FRA Arrival/Departure Connecting routes/points with the runway, RNP1 SIDs and STARs could be developed with the RNP1 STARs connecting to the runway via RNP APCH.

2.5.2.2 TMA/TIA: SID’s and STAR’s

Implement RNP 1 with RF in line with PCP IR AF#1 by January 2024.

2.5.2.3 Airport: Instrument Approach Procedures

When the PBN-project completed in early 2017, the EGNOS coverage was limited to 70°N; which in February 2018 was extended to 72°N. This implied that 9 aerodromes previously outside the coverage area now became eligible for an LPV minima in the RNAV (RNP) approach plate. The

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inclusion of the LPV minima will be added at suitable AIRAC cycles and expected to be completed by end 2021.

The PBN-concept also opens for specially tailored procedures for challenging terrain and/or avoidance of environmentally sensible areas. These procedures typically include curved segments (referred to as “RF-legs”) or increased accuracy/narrow track during the approach. The procedures require pre-approval from authorities; hence RNP-AR (“authorization required”).

Many of the local aerodromes are located in challenging terrain, often resulting in high minima from where visibility to the threshold is required. This affects the availability of the airport; and cancellations may be regarded too frequent. By implementing RNP-AR procedures, the minima could be reduced, and the availability increased. However, the introduction of RNP-AR procedures will not give any benefits to the aerodrome or passengers as long as the operators avionics is non-compliant to the specification.

Currently RNP-AR procedures are only introduced at regional- and national airports served by aircraft with RNP-AR capability. The implementation-horizon is hence limited to the following aerodromes;

 ENTC (track-miles, both RWYs),  ENKR (approach RWY 05),  ENAL (reduction of track-miles),  ENML (approach and minima RWY 25),  ENKB (reduction of track-miles),  ENCN (to avoid noise-sensitive areas of Kristiansand), and  ENAT (if possible, to RWY 29)

The above list is under consideration, and implementations depend on a positive business case or significant contributions to environment or safety.

Provided operators upgrade avionics, aerodromes with challenging terrain such as ENFL, ENLK, ENSK, ENRA, ENMS, ENRO, ENOV, ENSD, ENSG, ENSR, ENHV and ENMH would also be candidates for RNP-AR.

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3 Rationalization

3.1 Background and strategy

The PBN-transition in Norway is in line with ICAO and EU requirements and strategies; referring to EASA regulation (EU 1048/2018) and Eurocontrol guidelines (PBN handbook no. 6 “European GNSS Contingency/Reversion Handbook for PBN Operations”, and “Nav-aid Infrastructure Optimization Handbook for PBN Implementation”) as well as ICAO Annex 10 Vol.1 attachment H.

The overall strategy being, based on ICAO, as follows:

 Rationalize NDB, VOR, and associated procedures aligned with equipment life cycle and PBN implementation planning  Current plan is based on end-of-life dates for the components.  Rationalization sequence: from south to north.

 Replace approaches without vertical guidance with vertically guided procedures  RNP APCH is implemented with all 3 minima, where possible.  RNP-AR will be considered implemented where useful.

 Where a terrestrial navigation reversion capability is required, evolve the existing DME infrastructure towards providing a PBN infrastructure complementary to GNSS  existing DME’s will remain if required to achieve DME/DME coverage in an airspace  VOR MON sites are all co-located with DME (DVOR/DME)  The evolution indicates that where it is possible from a radio-technical point of view (i.e. practical number of components may provide a suitable coverage), the VOR MON will in time be replaced by DME/DME in high density traffic airspaces. Aircraft operating without capability to fly RNP based on DME/DME must rely on vectoring service.

 Provide a residual capability based on VOR/DME to cater to airspace users not equipped with suitable DME/DME avionics, where required.  The evolution indicates that where it is possible from a radio-technical point of view (i.e. practical number of components may provide a suitable coverage), the VOR MON will in time be replaced by DME/DME in high traffic density airspaces. Aircraft operating without capability to fly RNP based on DME/DME must rely on vectoring service.

For the operators, this implies that RNP 1 capability based on DME/DME should be implemented. Also, it implies that not equipping for RNP1 based on DME/DME, may lead to reduced access to, and less efficient routing, in certain airspaces, in the event of a GNSS outage.

The purpose of both VOR MON, and future DME/DME networks being to guide the aircraft from one airport to another: and when at the arrival airport - onto a conventional approach such as ILS CAT-I.

It should also be noted that airports of national and regional importance, will remain with conventional navigation aids; generally, ILS CAT-I. These airports are found in the Avinor Airport Concepts A-D; and will remain operational and with close to normal capacity both in TMA/TIA and CTR/TIZ also during GNSS outage. These are airports that will serve as “alternate with conventional nav-aids” when referring to operator requirements, as found in SERA.

Airports in Avinor Airport Concepts E, as well as TMA/TIAs serving such airports, will become “GNSS only”-airports. This implies that operations based on IFR may cease in the event of a GNSS outage;

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however the degree of limitations may vary depending on the cause, actual GNSS/signal degradation, and other operator specific conditions (such as availability of augmentation from other systems, such as Inertial Reference Systems/gyros (IRU-equipment), possibility of VFR operations, etc).

The Avinor Airport Concepts are as follows – A trough E from right to left column:

NOTE: Due to local and regional demands; there will be one exception to the general rule of Airport Concept E aerodromes becoming “GNSS Only”. This exception is ENNA – Airport, Banak. The airport is located so that it has a more “inland climate” compared to the meteorological conditions at neighboring airports. Also, it has a long runway, and the approach is less complicated compared to neighboring airports. This makes this a suitable airport in contingency situations, unlike other airports in the region. Hence: this airport will in the case of navigation concept be treated as a “D”-airport. This implies that conventional systems will remain for contingency scenarios (see annex II for details).

Also; The airport of Molde, Årø of airport concept D will operate as a “GNSS only” airport. This is due to the close proximity to Ålesund, Vigra (concept C) and Kristiansund, Kvernberget (concept D).

The geographical distance, and implicitly flight duration (with regard to fuel consumption), between airports offering conventional procedures for contingency situations have been assessed and found acceptable. It is recognized that this in some cases will imply a need for carrying more fuel, with the operational consequences that may have. Therefore, significant negative consequences at the operator side should results in comments or inputs to this transition plan. In such event this issue will be examined and reassessed if necessary.

For airports not providing ILS CAT-II/III service; It is understood that conventional navigation aids will no longer have any purpose, except for the event of failure in PBN-components; either in the space segment, with signal propagation, or in the aircraft.

Any such failure implies a contingency situation; in which case the aircraft is expected to:

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1) if the destination is an airport with conventional nav-aids: continue to destination

2) if the airport is a “GNSS-only”-airport: divert to the designated alternate aerodrome (according to its flight plan) with conventional nav-aids

This implies that rationalization of procedures and the equipment supporting these is possible from the time PBN APCH is implemented, and operators are equipped to use them. According to PBN IR this is at 06.06.2030 at the latest. From the economical side, rationalization is feasible before this date – considering the cost related to re-investments in equipment reaching its “end-of-life”-date in the timeframe 2025-2030 (according to ICAO strategy).

When no longer in use, rationalization is seen as the logical conclusion of EU 1048/2018 article 5 and 6 respectively:

Hence, the transition to “PBN only” is planned taking place from 2025 to 2030.

The exact decommissioning-plan for each aerodrome (CTR/TIZ), TMA/TIA and en-route segment can be found in Annex II.

Avinor does not operated with a “Targeted Infrastructure Reduction” number as there are operational specific causes for every installation. It should however be noted that Norway will also be included in the overall EU-target for decommissioning. The high-level aim for the European Commission when calculating ANS charges, is a withdrawal from service of conventional systems (NDB, VOR, LOC/ILS) of approximately:

 30% by 2020  60% by 2025  80% by 2030

Norway will continue all DVOR/DMEs still having a purpose - according to PBN IR article 6 - in the foreseeable future. NDBs will generally be decommissioned, and ILS (or LOC) will remain at regional

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hubs. This has to do with the special operating conditions in Norway, the importance of air travel in the regions, and the historical incidents relating to GNSS outages.

3.2 Consequences to ATS and CNS

The discontinuation of conventional procedures implies the end of “mixed mode”-operations; and as such contributes to an easier operational environment for ATS.

3.3 Contingency scenarios Airport and TMA/TIA

The major drawback with GNSS is related to relatively weak satellite signals susceptible to disturbances from both natural and man-made sources. Also it should be noted that in some scenarios, GNSS is “one component” even though the systems consist of several satellite systems (GPS, Galileo, Glonass, Beidou, etc.); and those again are built up with many individual satellites (each constellation typically have 20-30 satellites operational).

3.3.1 Local Scenario

This scenario is typically induced by local man-made disturbances, either unintentional or intentional. The situation is likely to be resolved by various policing actions and will generally have little impact on air traffic in the network as a whole – although it may halt operations at one airport in a shorter timeframe.

Contingency solutions: the aircraft will divert to alternate airport not experiencing GNSS outage/disruption. No network effects.

3.3.2 Regional Scenario

This scenario is typically induced by local man-made disturbances either unintentional or intentional; or natural phenomenon relating to atmospheric conditions etc. Depending on the source, the situation may be resolved by various policing actions, or it will remain until the situation resolves in other manners. It may have some impact on air traffic in the network as a whole – and may halt operations in the regions affected – especially locations not included by the contingency solutions.

Contingency solutions: the aircraft will divert to alternate airport with conventional procedures and navigation aids. Network effects will include (limited) increase of traffic to reginal hubs (including their airspace).

3.3.3 National and International Scenario

This scenario is typically induced by local man-made disturbances either unintentional or intentional; or natural phenomenon relating to atmospheric conditions; or solar storms/flares affecting the space segment as a whole. Such events will halt all air traffic in the network as a whole – and may halt operations in the regions affected – especially locations not included by the contingency solutions. If the cause is intense solar storms and flares permanently knocking out a significant number of satellites, the systems will be out of use for considerable time. (However, this scenario will not only affect air traffic, but all telecommunication systems, power generation, etc. supporting the general society).

There is no contingency solution covering this.

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3.4 Contingency scenarios

3.4.1 En-route

A Minimum Operating Network of VOR/DME installations assures RNAV 5 capability in the event of GNSS outage.

A VOR MON of 15 stations are included in this network, which covers all of mainland Norway above FL95, with the exception of a small area in central Norway where radar is designated as a contingency solution.

It is expected that the CNS equipment to support the contingency situation if GNSS becomes unavailable in the future, will evolve into a DME/DME infrastructure to support RNAV 5 in designated airspaces; or where other factors makes this the most suitable infrastructure.

3.4.2 TMA / TIA

3.4.2.1 Normal Operations

Required navigational performance for operations within the TMAs will generally be RNP 1.

Identify whether consistent, highly repeatable turn performance is required for avoiding noise sensitive areas or reducing track length. In this case develop RNP1 operations and identify RF functionality as a requirement.

Enable CCOs/CDOs by segregating inbound and outbound flows laterally wherever possible: a. Assess climb and descent performance of aircraft fleets operating within the State. Develop a climb and descent profile chart. b. Crossing points to be near departure end of runway or at distance from aerodrome. Close crossing points allow all departures to have uninterrupted climb passing under arrival flow. Distant crossing points allow arriving aircraft an uninterrupted descent whilst departing traffic crosses above the arrival flow.

3.4.2.2 GNSS Contingency operations

As described in 3.3.; the effects and operational limitations depend on the geographical extend of the GNSS outage.

For local outages, the effect is mainly at one airport. The extent of signal disruption is not likely to extend significantly into TMA/TIA airspace. However, higher workload on the air traffic controllers in the approach is a likely a consequence, due to one or more flights diverting to their alternate destination and/or regional hubs.

Regional outages will likely extend significantly into TMA/TIA airspace. Higher workload on the air traffic controllers in the approach is a likely a consequence, due to several flights diverting to their alternate aerodrome and/or regional hubs not affected by the GNSS outage or offering conventional procedures. In addition, navigation in the TMA/TIA and CTR/TIZ will need to rely on contingency procedures based on conventional nav-aids and/or an increased number of flights relying on vectoring service. First phase will be to get all flights down to a conventionally equipped runway; and second phase will be handling daily operations in a “non-GNSS” environment. This may imply limitations on capacity.

National bigger outages will likely extend significantly into several TMA/TIA airspace and en-route airspace. Higher workload on the air traffic controllers in all ATS services is a likely a consequence,

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due to several flights diverting to their alternate aerodrome with conventional procedures. In addition, navigation en-route, in the TMA/TIA and CTR/TIZ will need to rely on contingency procedures based on conventional nav-aids and/or an increased number of flights relying on vectoring service. First task will be to get all flights down to a conventionally equipped runway; secondly handling daily operations in a “non-GNSS” environment. This may imply limitations on capacity.

3.4.2.3 Hazard Identification and analysis

Reference is made to the Safety Analysis carried out for PBN implementation (ref. 360 folder: 12-61).

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3.4.3 Aerodromes: CTR / TIZ

3.4.3.1 Normal Operations

Normal operations imply ATS giving approach clearance to the approach RNP-approach; or to a conventional approach if weather is below RNP minima and a lower minima is available using conventional procedures and equipment.

From 06.06.2030; alternative procedures will only be available in GNSS contingency situations, unless the runway offers ILS CAT-II / III services.

Generally, LPV and LNAV/VNAV will provide similar minima as current conventional procedures.

3.4.3.2 Contingency

As in 3.4.2.; the extent of the outage is essential.

GNSS outage at a local aerodrome without conventional procedures or equipment will effectively halt all normal IFR operations.

Aerodromes with a role as regional hub will likely experience an increase in traffic volume, as flight will need to divert to these aerodromes in a GNSS contingency situation.

3.4.3.3 Hazard Identification and analysis

Reference is made to the Safety Analysis carried out for PBN implementation (ref. 360 folder: 12-61)

It has under the consultation process been pointed out that at some airports, the requirement of EASA Air OPS CAT.OP.MPA.126 may become difficult to comply with for operators with aircraft not equipped with INS (Intertial Navigation System) / IRS (Inertial Reference System). It is noted that INS/IRS is not yet mandatory in Norwegian airspace; however, ICAO Annex 10 Vol.I 7th ed. Attachment H 3.4.1 (d) specified that “States may consider requiring INS equipage from airspace users to bridge the gaps in coverage”.

Current situation: A generic safety assessment was carried out during the PBN Implementation Project (national process) in 2013-2016. This SSA came to the following conclusion when referring to the requirement of safe extraction from the instrument approach procedure: Safe extraction shall be possible through; either; i) being able to extract the aircraft using raw data/dead reckoning; or ii) the ANSP would retain essential nav-aids allowing for a safe extraction using conventional navigation systems and procedures.

With this PBN Transition Plan, the ANSP and Airport operator(s) announce that the second solution to this “extraction problem” will be withdrawn in the coming decade. Referring to above ICAO recommendation, the Operators should use the coming years to equip their fleet with INS capability, as some of the airports (airports in Avinor Airport concept E), will decommission some of the nav-aids required. This generally applies to NDBs; which also according to in ICAO Annex 10 Vol.I 7th ed. Attachment H 3.2.1 (a) “serves no role in PBN operations”.

Recognizing the challenging terrain in the vicinity of many Norwegian airports, implies that the EU legislation covering PBN implementation and consequent decommissioning of conventional navigation aids indirectly dictates a mandatory equipage of INS; as safe extraction using dead

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reckoning will not be possible. The Norwegian Ministry of Transportation will be made aware of this consequence, as to allow for legislation to be produced explicitly reflecting this requirement.

Consequently; the following consensus has been reached:

 As some operators are not yet equipped, the ANSP, Airport, and Aircraft Operator will re- examine all instrument procedures at airports where safe extraction using dead reckoning cannot be used, and if possible, adjust the decommissioning schedule so it aligns with the operators plans for either INS implementation or fleet renewal.

 Airports where GNSS outages have previously been experienced will be re-examined some years prior to planned decommissioning of conventional nav-aids, in order to evaluate the need for reinvestments rather than decommissioning.

The decommissioning plans as presented in the Annex’ will remain, but adjustments due to above re- evaluation may prompt revisions being issued - keeping the document up to date with evolving operator capabilities.

The SSA referred to in the first sentence of this section, will be updated according to the above conclusions. For the rationalization phase, there will be carried out a dedicated “initial safety verification” prior to withdrawal of conventional procedures and consequent decommissioning of equipment. The verification following the assessment will be produced when the transition date of each airport is finalized, and the procedure and associated nav-aid is assigned an AIRAC date; approximately one year prior to the transition/decommissioning date. The change will follow the MS/SMS of the ATS provider responsible for the procedure in question.

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Annex I: PBN Implementation status

Implementation status at airports with ATC:

ICAO IFR RNP Airport name LNAV LNAV/VNAV LPV Notes: Code RWY AR LNAV/VNAV not possible due high VPA; ENAL Ålesund, Vigra 06 Impl. --- Impl. Candidate for RNP-AR.See 2.5.2.3 24 Impl. Impl. Impl. 03 Not planned Not planned Not planned No published procedures to RWY 03. Andøya, 21 Not planned Not planned Not planned RWY temporarily withdrawn ENAN 14 Impl. Impl. Impl. 32 Impl. Impl. Impl. 11 Impl. Impl. Planned LPV will be available by end 2021 ENAT Alta Not LNAV/VNAV and LPV due terrain – 29 ------circling procedures only! 07 Impl. Impl. Impl. ENBO Bodø 25 Impl. Impl. --- Not possible due terrain. Bergen, 17 Impl. Impl. Impl. Planned RNP-AR: AIRAC JUN 2021 ENBR Flesland 35 Impl. Impl. Impl. Planned RNP-AR: AIRAC JUN 2021 Kristiansand, 03 Impl. Impl. Planned Dec. 2021 ENCN Kjevik 21 Impl. Impl. Planned Dec. 2021 10 Impl. Impl. Impl. ENDU Bardufoss 28 Impl. VPA issue Impl. 17 Impl. VPA issue Impl. LNAV/VNAV not possible due high VPA Harstad/ ENEV LNAV/VNAV and LPV not possible due Evenes offset approach; LNAV/VNAV available as 35 Impl. Offset issue Offset issue Yes RNP-AR procedure with RF turn 01R Impl. Impl. Impl. Yes 01L Impl. Impl. Impl. Yes ENGM Oslo 19R Impl. Impl. Impl. Yes 19L Impl. Impl. Impl. Yes Haugesund, 13 Impl. Impl. Impl. Yes ENHD Karmøy 31 Impl. Impl. Impl.

Kristiansund, ENKB Kvernberget 07 Impl. Impl. Impl. 25 Impl. Offset issue Impl. LNAV/VNAV not possible due offset apch. LNAV/VNAV not possible due high VPA Kirkenes, ENKR 05 Impl. VPA issue Impl. (4,0 degrees) Høybuktmoen 23 Impl. Impl. Impl. 16 Impl. Impl. Planned LPV will be available by end 2021 ENNA Lakselv, Banak 34 Impl. Impl. Planned LPV will be available by end 2021 15 Impl. Impl. Impl. ENOL Ørlandet 33 Impl. Impl. Impl. 12 Impl. Impl. Impl. ENRY Moss, Rygge 30 Impl. Impl. Impl.

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ICAO IFR RNP Airport name LNAV LNAV/VNAV LPV Notes: Code RWY AR LNAV/VNAV not possible due high VPA (4,0 degrees) Tromsø, 18 Impl. VPA issue Planned LPV will be available by end 2021 ENTC Langnes LNAV/VNAV not possible due high VPA (4,0 degrees) 36 Impl. VPA issue Planned LPV will be available by end 2021 , 18 Impl. Impl. Impl. ENTO Torp 36 Impl. Impl. Impl. , 09 Impl. Impl. Impl. Yes ENVA Værnes 27 Impl. Impl. Impl. Yes 18 Impl. Impl. Impl. Planned RNP-AR AIRAC: OCT 2021 Stavanger, 36 Impl. Impl. Impl. Planned RNP-AR AIRAC: OCT 2021 ENZV Sola 11 Impl. Impl. Impl. 29 Impl. Impl. Impl.

Implementation status at airports with AFIS:

ICAO IFR Airport name LNAV LNAV/VNAV LPV RNP AR Notes: Code RWY Førde, 07 Impl. Impl. Impl. ENBL Bringeland 25 Impl. VPA issue Impl. LNAV/VNAV not possible due high VPA. 03 Impl. Impl. Impl. ENBN Brønnøysund 21 ------No published procedures to RWY 21. 03 Impl. Impl. Planned LPV will be available by end 2021 ENBS Båtsfjord 21 Impl. Impl. Planned LPV will be available by end 2021 06 Impl. Impl. Planned LPV will be available by end 2021 ENBV Berlevåg 24 Impl. Impl. Planned LPV will be available by end 2021 07 Impl. Impl. Impl. ENFL Florø Offset 25 Impl. Offset issue issue APV not possible due to offset angle Arendal, 05 Impl. Impl. Impl. ENGK Gullknapp 23 Impl. Impl. Impl. 04 Impl. Impl. Planned LPV will be available by end 2021 ENHF Hammerfest 22 Impl. Impl. Planned LPV will be available by end 2021 11 Impl. Impl. Impl. LPV AIRAC OCT 2020 ENHK Hasvik 29 Impl. Impl. Impl. LPV AIRAC OCT 2020 RNP APCH to circling (LNAV). Approach Honningsvåg, 08 offset issue offset issue offset issue from north or west available. ENHV Valan RNP APCH to circling (LNAV). Approach 26 offset issue offset issue offset issue from north or west available. Offset ENLK 02 Impl. Impl. issue LPV not possible due to offset angle 20 Impl. Impl. Impl. 17 Impl. Impl. Impl. ENMH Mehamn 35 Impl. Impl. Impl. 07 Impl. Impl. Impl. ENML Molde, Årø 25 Impl. Impl. Impl. Mosjøen, 16 ------No published procedures to RWY 16 ENMS Kjerstad 34 Impl. Offset issue Impl.

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ICAO IFR Airport name LNAV LNAV/VNAV LPV RNP AR Notes: Code RWY 07 Impl. Impl. Impl. ENNM Namsos 25 Impl. Impl. Impl. Terrain issue. Only LNAV due to need of Notodden, 12 Impl. VPA issue VPA issue «Step down fix» ENNO Tjuven Currently no published procedures to 30 planned ------RWY 30. Offset / RNP APCH to circling (LNAV): overlay to Ørsta-Volda, 06 planned Offset / VPA VPA current LOC procedure in planning. ENOV Hovden Offset / 24 Impl. Offset / VPA VPA RNP APCH to circling (LNAV): “RNAV A” RNP APCH to circling (LNAV): approach Offset from west in re-design, approach from , 13 Impl. Offset issue issue south-east in preparation. ENRA Røssvoll RNP APCH to circling (LNAV): approach Offset from west in re-design, approach from 31 Impl. Offset issue issue south-east in preparation. 04 Impl. Impl. Impl. ENRM Rørvik, Ryum LNAV/VNAV not possible due obstacle in 22 Impl. --- Impl. approach. 13 ------No published procedures to RWY 13. ENRO Røros 31 Impl. ------APV not possible due to offset angle. 02 Impl. Impl. Impl. ENRS Røst 20 Impl. Impl. Impl. Svalbard, 10 Impl. Impl. --- LPV not possible: airport at 78 N ENSB Longyear-byen LPV not possible: airport at 78 N. 28 Impl. Offset issue --- Planned RNP-AR planned in 2021 or 2022. Offset 08 Impl. Offset issue issue ENSD Sandane Offset 26 Impl. VPA issue issue Implemented as “RNAV A”; a LNAV Apch Sogndal, ENSG 06 Impl. Offset / VPA Offset to circling: approach parallel to RWY Haukåsen 24 Impl. VPA issue Impl. LNAV/VNAV not possible due high VPA. 01 Impl. Impl. Impl. ENSH Svolvær, Helle 19 ------No published procedures to RWY 19. Skagen, 09 Impl. Impl. Impl. ENSK Stokmarknes Offset 27 Impl. Offset issue issue APV not possible due to offset angle Stord, 14 Impl. Impl. Impl. ENSO Sørstokken 32 Impl. Impl. Impl. Offset 14 issue Offset issue offset issue RNP APCH to circling (LNAV) ENSR Sørkjosen Offset 32 issue Offset issue offset issue RNP APCH to circling (LNAV) 15 Impl. Impl. Impl. LPV AIRAC OCT 2020 ENSS Vardø, Svartnes 33 Impl. Impl. Impl. LPV AIRAC OCT 2020 Sandnessjøen, 02 Impl. Impl. Impl. ENST Stokka 20 Impl. Impl. Impl. 07 Impl. Impl. Planned LPV will be available by end 2021 ENVD Vadsø 25 Impl. Impl. Planned LPV will be available by end 2021 ENVR Værøy (heliport) N/A Impl. ------

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Annex II: DECOMMISSIONING PLAN, per Nav-Aid

List of conventional nav-aids used for approach and landing; Aerodrome and TMA/TIA.

Planned decommissioning based on “end-of-life”; and considering EU 1048/2018 art.6 concerning the need for conventional systems in the event of GNSS contingency:

System ICAO ID LH Airport Location Comment Contingency use? DECOM Name DATE Remains, ref. EU LOC ENAL C Ålesund/Vigra RWY 24 1048/2018, Art. 6 Remains, ref. EU GP ENAL C Ålesund/Vigra RWY 24 1048/2018, Art. 6 Remains, ref. EU DME ENAL C Ålesund/Vigra RWY 24 1048/2018, Art. 6 DME ENAN - Andøya/Andenes AND Remains, ref. EU 2018/1048: Art. 6 VOR ENAN - Andøya /Andenes AND Remains, ref. EU 2018/1048: Art. 6 LOC ENAN - Andøya /Andenes RWY 14 Remains, ref. EU 2018/1048: Art. 6 Remains, ref. EU LOC ENAT D Alta RWY 11 1048/2018, Art. 6 Remains, ref. EU GP ENAT D Alta RWY 11 1048/2018, Art. 6 Remains, ref. EU DME ENAT D Alta RWY 11 1048/2018, Art. 6 Remains, ref. EU DVOR ENAT D Alta Ident: «ATA» 1048/2018, Art. 6 Remains, ref. EU DME ENAT D Alta Ident: «ATA» Co-located DVOR 1048/2018, Art. 6 Will be decommissioned Decom 2021 Amtmannsnes NDB ENAT D Alta when updated procedures 2021 (ident: «ALA») are publ. Will be decommissioned Decom 2021 Talvik L ENAT D Alta when updated procedures 2021 (Ident: «TV») are publ. DME ENBL E Førde/Bringeland RWY 07 Decom Decom 2025 LOC ENBL E Førde/Bringeland RWY 07 Decom Decom 2025 LOC ENBL E Førde/Bringeland RWY 25 Decom Decom 2028 DME ENBL E Førde/Bringeland RWY 25 Decom Decom 2028 L ENBL E Førde/Bringeland Bringeland Decom Decom 2028 Remains, ref. EU DVOR ENBN D Brønnøysund/Brønnøy 1048/2018, Art. 6 Decom. Replaced by Decom Q1 2021 NDB ENBN D Brønnøysund/Brønnøy Ulvingen VOR/DME fix (VOR “BNN”) Remains, ref. EU DME ENBN D Brønnøysund/Brønnøy Co-located DVOR: «BNN» 1048/2018, Art. 6 Remains, ref. EU LOC ENBO C Bodø RWY 07 1048/2018, Art. 6 Remains, ref. EU GP ENBO C Bodø RWY 07 1048/2018, Art. 6 Remains, ref. EU LOC ENBO C Bodø RWY 25 1048/2018, Art. 6 Remains, ref. EU GP ENBO C Bodø RWY 25 1048/2018, Art. 6

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System ICAO ID LH Airport Location Comment Contingency use? DECOM Name DATE Remains, ref. EU DME ENBO C Bodø RWY 07 1048/2018, Art. 6 Remains, ref. EU DME ENBO C Bodø RWY 25 1048/2018, Art. 6 Remains, ref. EU GP ENBR B Bergen/Flesland 1048/2018, Art. 5.2 Remains until replaced by Remains, ref. EU DVOR ENBR B Bergen/Flesland 2025? DME/DME network 1048/2018, Art. 6 Remains, ref. EU LOC ENBR B Bergen/Flesland 1048/2018, Art. 5.2 Remains, ref. EU DME ENBR B Bergen/Flesland 1048/2018, Art. 5.2 Remains, ref. EU DME ENBR B Bergen/Flesland 1048/2018, Art. 5.2 Remains, ref. EU GP ENBR B Bergen/Flesland 1048/2018, Art. 5.2 Remains, ref. EU DME ENBR B Bergen/Flesland 1048/2018, Art. 6 Remains, ref. EU LOC ENBR B Bergen/Flesland 1048/2018, Art. 5.2 LOC ENBS E Båtsfjord RWY 21 Decom Decom 2030 DME ENBS E Båtsfjord RWY 21 Decom Decom 2030 L ENBS E Båtsfjord Båtsfjord Decom Decom 2030 LOC ENBV E Berlevåg RWY 24 Decom Decom 2028 DME ENBV E Berlevåg RWY 24 Decom Decom 2028

L ENBV E Berlevåg Berlevåg Decom Decom 2028 Remains, ref. EU LOC ENCN C Kristiansand/Kjevik RWY 03 1048/2018, Art. 6 Remains, ref. EU GP ENCN C Kristiansand/Kjevik RWY 03 1048/2018, Art. 6 Remains, ref. EU DME ENCN C Kristiansand/Kjevik RWY 03 1048/2018, Art. 6 Remains, ref. EU LOC ENCN C Kristiansand/Kjevik RWY 21 1048/2018, Art. 6 Remains, ref. EU GP ENCN C Kristiansand/Kjevik RWY 21 1048/2018, Art. 6 Remains, ref. EU DME ENCN C Kristiansand/Kjevik RWY 21 1048/2018, Art. 6 Replaced by VOR/DME fix Decom AIRAC DEC. NDB ENCN C Kristiansand/Kjevik Odderøya 2021 (Svensheia VOR/DME) 2021 Replaced by VOR/DME fix Decom AIRAC DEC. L ENCN C Kristiansand/Kjevik Birkeland 2021 (Svensheia VOR/DME) 2021 DME ENDU - Bardufoss RWY 10 Remains, ref. EU 2018/1048: Art. 6 LOC ENDU - Bardufoss RWY 10 Remains, ref. EU 2018/1048: Art. 6 GP ENDU - Bardufoss RWY 28 Remains, ref. EU 2018/1048: Art. 6 DME ENDU - Bardufoss RWY 28 Remains, ref. EU 2018/1048: Art. 6 LOC ENDU - Bardufoss RWY 28 Remains, ref. EU 2018/1048: Art. 6 DME ENDU - Bardufoss BDF Remains, ref. EU 2018/1048: Art. 6

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System ICAO ID LH Airport Location Comment Contingency use? DECOM Name DATE VOR ENDU - Bardufoss BDF Remains, ref. EU 2018/1048: Art. 6 NDB ENDU - Bardufoss TIL Remains, ref. EU 2018/1048: Art. 6 NDB ENDU - Bardufoss SJA Remains, ref. EU 2018/1048: Art. 6 Remains, ref. EU LOC ENEV C Evenes RWY 17 1048/2018, Art. 6 Remains, ref. EU GP ENEV C Evenes RWY 17 1048/2018, Art. 6 Remains, ref. EU DME ENEV C Evenes RWY 17 1048/2018, Art. 6 Missed apch based on Decom NDB ENEV C Harstad/Narvik/Evenes Odden VOR/DME fix provided 2024 coverage is sufficient. Decom L ENEV C Harstad/Narvik/Evenes Fjellstad 2024 Optimal solution to re- Remains, ref. EU DVOR ENFL D Florø Ident: «FLO» establish VOR apch. from 1048/2018, Art. 6 west, and decom. of LOC. Decom. LOC-proc. Decom LOC ENFL D Florø RWY 07 Replaced by VOR/DME 2023 Apch. Remains, ref. EU DME ENFL D Florø Ident: «FLO» Co-located VOR “FLO” 1048/2018, Art. 6 DME/DME available if DVOR ENGM A Oslo/Gardermoen Ident: «GRM» GNSS outage. Ref. PCP: Decom Q1 2024 2024 no need from 26 Jan 2024. Co-located Remains, ref. EU DME ENGM A Oslo/Gardermoen Will support DME/DME DVOR «GRM» 1048/2018, Art. 6 Remains, ref. EU LOC ENGM A Oslo/Gardermoen RWY 01 L 1048/2018, Art. 5.2 Remains, ref. EU LOC ENGM A Oslo/Gardermoen RWY 01 R 1048/2018, Art. 5.2 Remains, ref. EU LOC ENGM A Oslo/Gardermoen RWY 19 L 1048/2018, Art. 5.2 Remains, ref. EU LOC ENGM A Oslo/Gardermoen RWY 19 R 1048/2018, Art. 5.2 Remains, ref. EU GP ENGM A Oslo/Gardermoen RWY 01 L 1048/2018, Art. 5.2 Remains, ref. EU GP ENGM A Oslo/Gardermoen RWY 01 R 1048/2018, Art. 5.2 Remains, ref. EU GP ENGM A Oslo/Gardermoen RWY 19 L 1048/2018, Art. 5.2 Remains, ref. EU GP ENGM A Oslo/Gardermoen RWY 19 R 1048/2018, Art. 5.2 Remains, ref. EU DME ENGM A Oslo/Gardermoen RWY 01 L 1048/2018, Art. 5.2 Remains, ref. EU DME ENGM A Oslo/Gardermoen RWY 01 R 1048/2018, Art. 5.2 Remains, ref. EU DME ENGM A Oslo/Gardermoen RWY 19 L 1048/2018, Art. 5.2 Remains, ref. EU DME ENGM A Oslo/Gardermoen RWY 19 R 1048/2018, Art. 5.2 Remains, ref. EU GP ENHD - Haugesund/Karmøy RWY 13 1048/2018, Art. 6

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System ICAO ID LH Airport Location Comment Contingency use? DECOM Name DATE Remains, ref. EU DME ENHD - Haugesund /Karmøy RWY 13 1048/2018, Art. 6 Remains, ref. EU LOC ENHD - Haugesund /Karmøy RWY 13 1048/2018, Art. 6 Remains, ref. EU DME ENHF D Hammerfest RWY 04 1048/2018, Art. 6 Remains, ref. EU LOC ENHF D Hammerfest RWY 04 1048/2018, Art. 6 Remains, ref. EU DME ENHF D Hammerfest RWY 22 1048/2018, Art. 6 Remains, ref. EU LOC ENHF D Hammerfest RWY 22 1048/2018, Art. 6 Decom. Replaced by Decom NDB ENHF D Hammerfest Forsøl 2024 VOR/DME fix. LOC ENHK E Hasvik RWY 29 Decom Decom 2026 Decom 2026, unless DME ENHK E Hasvik RWY 29 Decom require for 2026 DME/DME NETW. L ENHK E Hasvik Hasvik Decom Decom 2026 LOC ENHV E Honningsvåg RWY 26 Decom Decom 2027 Decom 2027, unless DME ENHV E Honningsvåg RWY 26 Decom require for 2027 DME/DME NETW. NDB ENHV E Honningsvåg Helnes Decom Decom 2027 Remains, ref. EU LOC ENKB D Kristiansund/Kvernberget RWY 07 1048/2018, Art. 6 Remains, ref. EU DME ENKB D Kristiansund/Kvernberget RWY 07 1048/2018, Art. 6 Remains, ref. EU GP ENKB D Kristiansund/Kvernberget RWY 07 1048/2018, Art. 6 NDB ENKB D Kristiansund/Kvernberget Bremsnes Decom Decom 2023 Remains, ref. EU LOC ENKR D Kirkenes/Høybuktmoen RWY 23 1048/2018, Art. 6 Remains, ref. EU GP ENKR D Kirkenes/Høybuktmoen RWY 23 1048/2018, Art. 6 Remains, ref. EU DME ENKR D Kirkenes/Høybuktmoen RWY 23 1048/2018, Art. 6 Remains until replaced by Remains, ref. EU CVOR ENKR D Kirkenes/Høybuktmoen Ident: «KIK» DME/DME (ref. ENSS + 1048/2018, Art. 6 2030 Seida VOR) Remains, ref. EU DME ENKR D Kirkenes/Høybuktmoen Ident: «KIK» Co-located CVOR 1048/2018, Art. 6 LOC ENLK E Leknes RWY 02 Decom Decom 2030 Decom 2030, unless DME ENLK E Leknes RWY 02 Decom require for 2030 DME/DME NETW. NDB ENLK E Leknes Sandsund Decom Decom 2030 LOC ENMH E Mehamn RWY 17 Decom Decom 2030 Decom 2030, unless DME ENMH E Mehamn RWY 17 Decom require for 2030 DME/DME NETW. L ENMH E Mehamn Mehamn Decom Decom 2030 LOC ENML D Molde/Årø RWY 07 Decom Decom 2028

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System ICAO ID LH Airport Location Comment Contingency use? DECOM Name DATE GP ENML D Molde/Årø RWY 07 Decom Decom 2028 Decom 2028, unless DME ENML D Molde/Årø RWY 07 Decom require for 2028 DME/DME NETW. LOC ENML D Molde/Årø RWY 25 Decom Decom 2025 Decom 2025, unless DME ENML D Molde/Årø RWY 25 Decom require for 2025 DME/DME NETW. NDB ENML D Molde/Årø Tautra Decom Decom 2028

LOC ENMS E Mosjøen RWY 34 Decom Decom 2026

DME ENMS E Mosjøen RWY 34 Decom Decom 2026

L ENMS E Mosjøen Laksfors Decom Decom 2026 L ENMS E Mosjøen Mosjøen Decom Decom 2026 Remains, ref. EU LOC ENNA E Banak / Lakselv RWY 16 1048/2018, Art. 6 Remains, ref. EU DME ENNA E Banak / Lakselv RWY 16 Ident: «BK» 1048/2018, Art. 6 Remains, ref. EU LOC ENNA E Banak / Lakselv RWY 34 1048/2018, Art. 6 Remains, ref. EU GP ENNA E Banak / Lakselv RWY 34 1048/2018, Art. 6 Remains, ref. EU DME ENNA E Banak / Lakselv RWY 34 Ident: «BA» 1048/2018, Art. 6 Remains, ref. EU CVOR ENNA E Banak / Lakselv 1048/2018, Art. 6 Remains, ref. EU DME ENNA E Banak / Lakselv Ident: «BNA» 1048/2018, Art. 6 Replaced by VOR/DME fix. Decom Aug.2021 NDB ENNA E Banak / Lakselv Banak RCF function moved to 2021 VOR/DME Replaced by VOR/DME fix Decom Aug.2021 L ENNA E Banak / Lakselv Porsang 2021 (Banak) NDB ENNM E Namsos Leirvika Decom Decom 2026 NDB ENNM E Namsos Namsos Decom Decom 2026 Decom 2026, unless DME ENNM E Namsos NA Decom required for 2026 DME/DME NETW. NDB ENNO Notodden/Tuven HE Decom: Earlier date might Decom 2030 be considered DME ENNO Notodden/Tuven RWY 12 Decom: Earlier date might Decom 2030 be considered LOC ENNO Notodden/Tuven RWY 12 Decom: Earlier date might Decom 2030 be considered DME ENOL - Ørland RWY 33 Remains, ref. EU 2018/1048: Art. 6 GP ENOL - Ørland RWY 33 Remains, ref. EU 2018/1048: Art. 6 LOC ENOL - Ørland RWY 33 Remains, ref. EU 2018/1048: Art. 6 DME ENOL - Ørland RWY 15 Remains, ref. EU 2018/1048: Art. 6 GP ENOL - Ørland RWY 15 Remains, ref. EU

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System ICAO ID LH Airport Location Comment Contingency use? DECOM Name DATE 2018/1048: Art. 6

LOC ENOL - Ørland RWY 15 Remains, ref. EU 2018/1048: Art. 6 NDB ENOL - Ørland UTH Remains, ref. EU 2018/1048: Art. 6 NDB ENOL - Ørland TAR Remains, ref. EU 2018/1048: Art. 6 Design study required: Decom Optimization of RNP LOC ENOV E Ørsta-Volda/Hovden RWY 06 2025 procedures and acceptable conventional procedure. Decom 2025, unless DME ENOV E Ørsta-Volda/Hovden RWY 06 As LOC require for 2025 DME/DME NETW. Decom NDB ENOV E Ørsta-Volda/Hovden Baatvik As LOC 2025

As LOC Decom L ENOV E Ørsta-Volda/Hovden Hovden 2025

LOC ENRA E Mo I Rana/Røssvoll RWY 31 Decom Decom 2029 DME ENRA E Mo I Rana/Røssvoll RWY 31 Decom Decom 2029 NDB ENRA E Mo I Rana/Røssvoll Strømmen Decom Decom 2029 OM / Decom when new RNP is Decom L ENRA E Mo I Rana/Røssvoll 2022 Alterneset published Decom when new RNP is Decom L ENRA E Mo I Rana/Røssvoll «MM» 2022 published Decom when new RNP is Decom L ENRA E Mo I Rana/Røssvoll Gruben 2022 published LOC ENRO E Røros RWY 31 Decom Decom 2026 GP ENRO E Røros RWY 31 Decom Decom 2026 Decom Decom 2026, unless DME ENRO E Røros RWY 31 require for 2026 DME/DME NETW. Rambu Decom NDB ENRO E Røros Decom 2022 Ident: «RBU» Røros Decom Decom L ENRO E Røros 2026 Ident; «RS» Decom Decom NDB ENRS E Røst Røst 2030 Required to support DME ENRS E Røst Decom RNP 1 (DME/DME) in Bodø TMA NDB ENRY - Moss/Rygge RG Remains, ref. EU 2018/1048: Art. 6 NDB ENRY - Moss/Rygge YG Remains, ref. EU 2018/1048: Art. 6 LOC ENRY - Moss/Rygge RWY 30 Remains, ref. EU 2018/1048: Art. 6 GP ENRY - Moss/Rygge RWY 30 Remains, ref. EU 2018/1048: Art. 6 DME ENRY - Moss/Rygge RWY 30 Remains, ref. EU 2018/1048: Art. 6 Remains, ref. EU LOC ENSB D Svalbard/Longyear RWY 10 1048/2018, Art. 6

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System ICAO ID LH Airport Location Comment Contingency use? DECOM Name DATE Remains, ref. EU GP ENSB D Svalbard/Longyear RWY 10 1048/2018, Art. 6 Remains, ref. EU DME ENSB D Svalbard/Longyear RWY 10 1048/2018, Art. 6 Remains, ref. EU LOC ENSB D Svalbard/Longyear RWY 28 1048/2018, Art. 6 Remains, ref. EU DME ENSB D Svalbard/Longyear RWY 28 1048/2018, Art. 6 Remains, ref. EU DME ENSB D Svalbard Skolten 1048/2018, Art. 6 Remains, ref. EU DME ENSB D Svalbard Torfjell 1048/2018, Art. 6 Remains, ref. EU DME ENSB D Svalbard Gunnarberget 1048/2018, Art. 6 NDB ENSB D Svalbard/Longyear Advent Decom Decom 2030 NDB ENSB D Svalbard/Longyear Longyear (LH) Decom Decom 2030 NDB ENSB D Svalbard/Longyear Isfjord Decom Decom 2022 LOC ENSD E Sandane/Anda RWY 26 Decom Decom 2030 Decom 2026, unless DME ENSD E Sandane/Anda RWY 26 Decom require for 2026 DME/DME NETW. Decom NDB ENSD E Sandane/Anda Stegen Decom 2026

Decom L ENSD E Sandane/Anda Anda Decom 2026

VOR/DME will be replaced Decom by NDB/DME for missed apch. purposes. TIA GNSS DVOR ENSG E Sogndal/Haukåsen contingency operations will 2022 be dependent on Vollo VOR/DME and Florø DVOR/DME. DME ENSG E Sogndal/Haukåsen RWY 06 Decom Decom 2022 LOC ENSG E Sogndal/Haukåsen RWY 06 Decom Decom 2022 DME ENSG E Sogndal/Haukåsen RWY 24 Decom Decom 2026 LOC ENSG E Sogndal/Haukåsen RWY 24 Decom Decom 2026 GP ENSG E Sogndal/Haukåsen RWY 24 Decom Decom 2026 Decom NDB ENSG E Sogndal/Haukåsen Kaupanger Decom 2022

Will remain to support Decom missed apch LOC/ILS 24 NDB ENSG E Sogndal/Haukåsen Vangsnes 2026 until ILS is decommissioned. Co-located Decom DME ENSG E Sogndal/Haukåsen Decom 2026 VOR LOC ENSH E Svolvær/Helle RWY 01 Decom Decom 2030 Decom 2030, unless DME ENSH E Svolvær/Helle RWY 01 Decom require for 2030 DME/DME NETW. L ENSH E Svolvær/Helle Helle Required for missed apch Decom 2030

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System ICAO ID LH Airport Location Comment Contingency use? DECOM Name DATE

Function will be replaced Decom L ENSH E Svolvær/Helle Skrova by a «race-track» based 2022 on Helle Locator? LOC ENSK E Stokmarknes/ Skagen RWY 09 Decom Decom 2022 Decom 2022, unless DME ENSK E Stokmarknes/ Skagen RWY 09 Decom require for 2022 DME/DME NETW. LOC ENSK E Stokmarknes/ Skagen RWY 27 Decom Decom 2022 Decom 2022, unless DME ENSK E Stokmarknes/ Skagen RWY 27 Decom require for 2022 DME/DME NETW. Supporting conventional Decom approach to both IRE’s as CVOR ENSK E Stokmarknes/ Skagen Ident: «SKG» 2027 well as supporting navigation in TMA DME co-located with Decom DME ENSK E Stokmarknes/ Skagen DVOR 2027 CVOR remains until 2030 Decom. Missed apch Decom L ENSK E Stokmarknes/ Skagen Kjerringnes based on DVOR/DME fix 2022 DME ENSO Stord/Sørstokken SRD Remains, ref. EU 1048/2018, Art. 6 LOC ENSO Stord/Sørstokken RWY 14 Remains, ref. EU 1048/2018, Art. 6 VOR ENSO Stord/Sørstokken STD Remains, ref. EU 1048/2018, Art. 6 DME ENSO Stord/Sørstokken STD Remains, ref. EU 1048/2018, Art. 6 LOC ENSR E Sørkjosen Offset apch. to circling Decom 2026 Decom 2026, unless DME ENSR E Sørkjosen Offset apch. to circling require for 2026 DME/DME NETW. NDB ENSR E Sørkjosen Hestvik Decom Decom 2026 Decom. Decom Remains until replaced by CVOR ENSS E Vardø/Svartnes 2030 DME/DME (ref. ENKR + VOR Seida) Likely part of DME/DME Remains, ref. EU DME ENSS E Vardø/Svartnes (ref. ENKR TMA) 1048/2018, Art. 6 LOC ENST E Sandnessjøen/Stokka RWY 20 Decom Decom 2026 DME ENST E Sandnessjøen/Stokka RWY 20 Decom Decom 2026 MM ENST E Sandnessjøen/Stokka RWY 20 Decom Decom 2021 L ENST E Sandnessjøen/Stokka Hestad Decom Decom 2021 Remains, ref. EU LOC ENTO - Sandefjord/Torp RWY 36 1048/2018, Art. 6 Remains, ref. EU DME ENTO - Sandefjord/Torp RWY 36 1048/2018, Art. 6 Remains, ref. EU GP ENTO - Sandefjord/Torp RWY 36 1048/2018, Art. 6 Remains, ref. EU LOC ENTO - Sandefjord/Torp RWY 18 2018/1048: Art. 5.2 Remains, ref. EU GP ENTO - Sandefjord/Torp RWY 18 2018/1048: Art. 5.2 Remains, ref. EU LOC ENTC C Tromsø RWY 36 1048/2018, Art. 6

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System ICAO ID LH Airport Location Comment Contingency use? DECOM Name DATE Remains, ref. EU GP ENTC C Tromsø RWY 36 1048/2018, Art. 6 Remains, ref. EU DME ENTC C Tromsø RWY 36 1048/2018, Art. 6 Remains, ref. EU LOC ENTC C Tromsø RWY 18 1048/2018, Art. 6 Remains, ref. EU GP ENTC C Tromsø RWY 18 1048/2018, Art. 6 Remains, ref. EU DME ENTC C Tromsø RWY 18 1048/2018, Art. 6 Decom. Decom NDB ENTC C Tromsø Kobbe Will be replaced with 2024 DVOR/DME fix Decom 2024 if Candidate for decom. possible; Possibly replaced with alternatively, it will L ENTC C Tromsø Kvalsund VOR/DME fix. Detailed 2024 remain until procedure design analysis replaced by required! DME/DME Remains, ref. EU LOC ENVA B Trondheim/Værnes RWY 09 1048/2018, Art. 5.2 Remains, ref. EU GP ENVA B Trondheim/Værnes RWY 09 1048/2018, Art. 5.2 Remains, ref. EU DME ENVA B Trondheim/Værnes RWY 09 1048/2018, Art. 5.2 Remains, ref. EU LOC ENVA B Trondheim/Værnes RWY 27 1048/2018, Art. 5.2 Remains, ref. EU GP ENVA B Trondheim/Værnes RWY 27 1048/2018, Art. 5.2 Remains, ref. EU DME ENVA B Trondheim/Værnes RWY 27 Ident: «TD» 1048/2018, Art. 5.2 Replaces NDBs «GKN» Remains, ref. EU NDB ENVA B Trondheim/Værnes Ident:«VNS» and «FLR” 1048/2018, Art. 6 NDB ENVA B Trondheim/Værnes Flornes Decom Decom nov.2020 2020

NDB ENVA B Trondheim/Værnes Gråkallen Decom Decom nov.2020 2020 LOC ENVD E Vadsø RWY 07 Decom Decom 2028 Likely require for Remains, ref. EU DME ENVD E Vadsø RWY 07 2028 DME/DME NETW. for TMA 1048/2018, Art. 6 L ENVD E Vadsø Vadsø Decom Decom 2028 Remains, ref. EU LOC ENZV B Stavanger/Sola RWY 18 1048/2018, Art. 5.2 Remains, ref. EU GP ENZV B Stavanger/Sola RWY 18 1048/2018, Art. 5.2 RWY 18 Remains, ref. EU DME ENZV B Stavanger/Sola Ident: «ZV» 1048/2018, Art. 5.2 Remains, ref. EU LOC ENZV B Stavanger/Sola RWY 36 1048/2018, Art. 5.2 Remains, ref. EU GP ENZV B Stavanger/Sola RWY 36 1048/2018, Art. 5.2 RWY 36 Remains, ref. EU DME ENZV B Stavanger/Sola Ident: «SL» 1048/2018, Art. 5.2 LOC ENZV B Stavanger/Sola RWY 11 Decom Decom 2021 GP ENZV B Stavanger/Sola RWY 11 Decom Decom 2021 RWY 11 Decom Decom DME ENZV B Stavanger/Sola 2021 Ident: «ZL»

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System ICAO ID LH Airport Location Comment Contingency use? DECOM Name DATE NDB ENZV B Stavanger/Sola Rennesøy Decom Decom 2021 NDB ENZV B Stavanger/Sola Varhaug Decom Decom 2021 Remains until replaced by Remains, ref. EU DVOR ENZV B Stavanger/Sola Ident: «ZOL» DME/DME network 1048/2018, Art. 6 Remains, ref. EU DME ENZV B Stavanger/Sola Co-located DVOR: «ZOL» 1048/2018, Art. 6

NOTEs:

- Decommissioning year is indicative for the timeframe 2025-2030.

- Decommissioning may be adjusted based on Operators requirement/fulfilment of the requirements of EASA Air Ops wrt. allowing for safe extraction not using PBN (ie. GNSS).

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List of conventional Nav-Aids for En-route purposes:

(note: the list relates to “main user”/purpose (and consequently ownership). The nav-aid may also be used for TMA/TIA and/or approach functions at the airport where located!)

System ICAO ID Location IDENT Comment Contingency use? DECOM DATE DME ENBO ENR BODØ BDO VOR MON Remains, ref. EU 1048/2018, Art. 6 VOR ENBO ENR BODØ BDO VOR MON Remains, ref. EU 1048/2018, Art. 6 DME ENEV ENR Lunnan EVD VOR MON Remains, ref. EU 1048/2018, Art. 6 VOR ENEV ENR Lunnan EVD VOR MON Remains, ref. EU 1048/2018, Art. 6 DME ENR Storfjell HMF VOR MON Remains, ref. EU 1048/2018, Art. 6 VOR ENR Storfjell HMF VOR MON Remains, ref. EU 1048/2018, Art. 6 DME ENHD ENR HAUGESUND / Karmøy KRM VOR MON Remains, ref. EU 1048/2018, Art. 6 VOR ENHD ENR HAUGESUND / Karmøy KRM VOR MON Remains, ref. EU 1048/2018, Art. 6 DME ENKB ENR KRISTIANSUND / KVB VOR MON Remains, ref. EU Kvernberget 1048/2018, Art. 6 VOR ENKB ENR KRISTIANSUND / KVB VOR MON Remains, ref. EU Kvernberget 1048/2018, Art. 6 DME ENR Mesnali MES VOR MON Remains, ref. EU 1048/2018, Art. 6 VOR ENR Mesnali MES VOR MON Remains, ref. EU 1048/2018, Art. 6 DME ENRM ENR RØRVIK / Ryum RVK VOR MON Remains, ref. EU 1048/2018, Art. 6 VOR ENRM ENR RØRVIK / Ryum RVK VOR MON Remains, ref. EU 1048/2018, Art. 6 DME ENR Seida SDA VOR MON Remains, ref. EU 1048/2018, Art. 6 VOR ENR Seida SDA VOR MON Remains, ref. EU 1048/2018, Art. 6 DME ENR Sigdal SIG VOR MON Remains, ref. EU 1048/2018, Art. 6 VOR ENR Sigdal SIG VOR MON Remains, ref. EU 1048/2018, Art. 6 DME ENR Svensheia SVA VOR MON Remains, ref. EU 1048/2018, Art. 6 VOR ENR Svensheia SVA VOR MON Remains, ref. EU 1048/2018, Art. 6 DME ENR Tolga TGA VOR MON Remains, ref. EU 1048/2018, Art. 6 VOR ENR Tolga TGA VOR MON Remains, ref. EU 1048/2018, Art. 6 DME ENR Varden TRO VOR MON Remains, ref. EU 1048/2018, Art. 6 VOR ENR Varden TRO VOR MON Remains, ref. EU 1048/2018, Art. 6 DME ENR Vardefjell2 VFL2 VOR MON Remains, ref. EU 1048/2018, Art. 6 VOR ENR Vardefjell2 VFL2 VOR MON Remains, ref. EU 1048/2018, Art. 6

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System ICAO ID Location IDENT Comment Contingency use? DECOM DATE DME ENAL ENR Synnesfjell VIG VOR MON Remains, ref. EU 1048/2018, Art. 6 VOR ENAL ENR Synnesfjell VIG VOR MON Remains, ref. EU 1048/2018, Art. 6 DME ENR Vollo VOO VOR MON Remains, ref. EU 1048/2018, Art. 6 VOR ENR Vollo VOO VOR MON Remains, ref. EU 1048/2018, Art. 6 NDB ENFB ENR Statfjord B STB Required by NMD Offshore legislations NDB ENSL ENR Sleipner SPA Required by NMD Offshore legislations NDB ENOA ENR Oseberg A OBA Required by NMD Offshore legislations NDB ENSE ENR Snorre A SNR Required by NMD Offshore legislations NDB ENHE ENR Heidrun HEI Required by NMD Offshore legislations NDB ENGC ENR Gullfaks C GFC Required by NMD Offshore legislations DME ENQA ENR Troll A TRL Remains, ref. EU 1048/2018, Art. 6 DME ENGC ENR Gullfaks C GFC Remains, ref. EU 1048/2018, Art. 6 DME ENHE ENR Heidrun HEI Remains, ref. EU 1048/2018, Art. 6 DME ENSL ENR Sleipner SPA Remains, ref. EU 1048/2018, Art. 6 NDB ENBJ ENR Bjørnøya BJO Required by NMD Offshore legislations DME ENLA ENR Ula UL Remains, ref. EU 1048/2018, Art. 6 NDB ENLA ENR Ula ULA Required by NMD Offshore legislations NDB ENEK ENR Ekofisk EKO Required by NMD Offshore legislations DME ENEK ENR Ekofisk EKO Remains, ref. EU 1048/2018, Art. 6 DME BLA TMA Blåenga BLA Remains, ref. EU 1048/2018, Art. 6 DME ENOS TMA NORWAY ACC Oslo NLK Remains, ref. EU 1048/2018, Art. 6 DME ERB TMA Ertsrudberget ERB Remains, ref. EU 1048/2018, Art. 6 DVOR ENST TMA Sandnessjøen STO Decom 2030

DME ENST TMA Sandnessjøen STO Co-located DVOR: Decom 2030, 2030 STO unless require for DME/DME NETW

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System ICAO ID Location IDENT Comment Contingency use? DECOM DATE VOR ENTO TMA Sandefjord/Torp TOR Decom 2022

DME ENTO TMA Sandefjord/Torp TOR Required for Remains, ref. EU DME/DME coverage 1048/2018, Art. 6 in Oslo and Farris TMA

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Annex III: List of TMA and TIA with underlying airports

TMA or TIA Underlying SID STAR Primary Contingency Infrastructure Airports Infrastructure Oslo TMA ENGM RNAV 1 RNAV 1 GNSS DME/DME Gardermoen Omni-SID Radar ENKJ Kjeller ENEG Eggemoen Salen TMA ESKS Salen RNAV 1 RNAV 1 GNSS Radar

Farris TMA ENRY Rygge RNAV 1 RNAV 1 GNSS DME/DME ENTO Torp Omni-SID Radar Kjevik TMA ENCN Kjevik RNAV 1 RNAV 1 GNSS VOR/DME for ENCN. ENGK Gullknapp Omni-SID Approach to ENGK will not be possible due “GNSS only”-IAPs Radar Sola TMA ENZV Sola RNAV 1 RNAV 1 GNSS VOR/DME until replaced by DME/DME ENHD Haugesund Omni-SID RNAV 1 Radar RNAV 1 CAT H CAT H Flesland ENBR Flesland RNAV 1 RNAV 1 GNSS VOR/DME until replaced by DME/DME TMA ENSO Stord Omni-SID RNAV 1 Radar RNAV 1 CAT H CAT H Møre TMA ENAL Ålesund RNAV 1 RNAV 1 GNSS VOR/DME primarily for ENAL & ENKB. ENOV Omni-SID Approach to ENOV & ENML will not be possible Ørsta/Volda due “GNSS only”-IAPs ENML Molde Radar ENKB Kvernberget Værnes TMA ENVA Værnes RNAV 1 RNAV 1 GNSS NDB until replaced by DME/DME Omni-SID Radar Ørland TMA ENOL Ørland RNAV 1 RNAV 1 GNSS Radar Omni-SID NDB TACAN Helgeland ENBN RNAV 5 RNAV 5 VOR/DME Radar TMA Brønnøysund ENMS Mosjøen ENST Stokka ENRA Mo i Rana Bodø TMA ENBO Bodø RNAV 1 RNAV 1 GNSS VOR/DME until replaced by DME/DME Omni-SID Radar Lofoten TMA ENRS Røst RNAV 1 RNAV 1 GNSS Radar ENVR Værøy (Heli) ENLK Leknes ENSH Svolvær ENSK Stokmarknes Evenes TMA ENEV Evenes RNAV 1 RNAV 1 GNSS VOR/DME Radar Bardufoss ENDU Bardufoss RNAV 1 RNAV 1 GNSS VOR/DME TMA Omni-SID Radar TACAN Andøya TMA ENAN Andøya RNAV 5 RNAV 5 VOR/DME NDB TACAN Tromsø TMA ENTC Tromsø RNAV 1 RNAV 1 VOR/DME Omni-SID GNSS Radar

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TMA or TIA Underlying SID STAR Primary Contingency Infrastructure Airports Infrastructure Alta TMA ENAT Alta RNAV 1 RNAV 1 GNSS VOR/DME Radar Banak TMA ENAN Banak RNAV 1 RNAV VOR/DME Omni-SID 1 GNSS Radar

Hammerfest ENHF RNAV 1 RNAV 1 GNSS VOR/DME TMA Hammerfest Omni-SID Radar ENHK Hasvik RNAV 1 CAT H Kirkenes ENKR Kirkenes RNAV 1 RNAV 1 GNSS VOR/DME until replaced by DME/DME TMA ENVD Vadsø Finnmark ENHV None None VOR/DME - NIL - TIA Honningsvåg ENMH Mehamn ENBV Berlevåg ENBS Båtsfjord ENSS Vardø Sørkjosen ENSR Sørkjosen None None GNSS NIL TIA Namsos TIA ENNM Namsos RNAV 1 RNAV 1 GNSS NIL ENRM Rørvik RNAV 1 RNAV 1 GNSS

Røros TIA ENRO Røros RNAV 1 RNAV 1 GNSS VOR/DME Omni-SID Sogn TIA ENSG Sogndal RNAV 1 RNAV 1 GNSS VOR/DME ENFL Florø ENBL Bringeland ENSD Sandane Svalbard TIA ENSB RNAV 1 RNAV 1 GNSS DME/DME Longyearbyen Omni-SID ENSA Svea

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Annex IV: List of SID/STAR for all Runway Ends

ICAO Code Airport Name IFR RWY SID STAR Primary Contingency Infrastructure Infrastructure

ENAL Ålesund, Vigra 06 RNAV 1 RNAV 1 GNSS VOR/DME, Radar 24 RNAV 1 RNAV 1

ENAN Andøya 03 None None VOR/DME NDB, TACAN

21 None None

14 None RNAV 5

32 None. RNAV 5

ENAT Alta 11 RNAV 1 RNAV 1 GNSS VOR/DME, Radar 29 RNAV 1 RNAV 5

ENBO Bodø 07 RNAV 1 RNAV 1 GNSS VOR/DME until replaced by 25 RNAV 1 RNAV 1 DME/DME

Radar

ENBR Bergen, 17 RNAV 1 RNAV 1 GNSS VOR/DME until Flesland replaced by 35 RNAV 1 RNAV 1 DME/DME

Radar

ENCN Kristiansand, 03 RNAV 1 RNAV 1 GNSS VOR/DME, Kjevik Radar 21 RNAV 1 RNAV 1

ENDU Bardufoss 10 RNAV 1 RNAV 1 GNSS VOR/DME, Radar, TACAN 28 RNAV 1 RNAV 1

ENEV Harstad/Narvik 17 RNAV 1 RNAV 1 GNSS VOR/DME, Evenes Radar 35 RNAV 1 RNAV 1

ENGM Oslo 01R RNAV 1 RNAV 1 GNSS DME/DME

01L RNAV 1 RNAV 1 Radar

19R RNAV 1 RNAV 1

19L RNAV 1 RNAV 1

ENKB Kristiansund, 07 RNAV 1 RNAV 1 GNSS VOR/DME, Kvernberget Radar 25 RNAV 1 RNAV 1

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ENKR Kirkenes, 05 RNAV 1 RNAV 1 GNSS VOR/DME Høybuktmoen 23 RNAV 1 RNAV 1

ENNA Lakselv, Banak 16 RNAV 5 RNAV 1 GNSS VOR/DME, Radar 34 RNAV 5 RNAV 1

ENOL Ørland 15 RNAV 1 RNAV 1 GNSS Radar, NDB, TACAN 33 RNAV 1 RNAV 1

ENRY Moss, Rygge 12 RNAV 1 RNAV 1 GNSS DME/DME

30 RNAV 1 RNAV 1 Radar

ENTC Tromsø, 18 RNAV 1 RNAV 1 GNSS VOR/DME, Langnes Radar 36 RNAV 1 RNAV 1

ENTO Sandefjord, 18 RNAV 1 RNAV 1 GNSS DME/DME Torp 36 RNAV 1 RNAV 1 Radar

ENVA Trondheim, 09 RNAV 1 RNAV 1 GNSS NDB until Værnes replaced by 27 RNAV 1 RNAV 1 DME/DME

Radar

ENZV Stavanger, Sola 18 RNAV 1 RNAV 1 GNSS VOR/DME until replaced by 36 RNAV 1 RNAV 1 DME/DME

11 RNAV 1 RNAV 1 Radar

29 RNAV 1 RNAV 1

ENBL Førde, 07 NONE RNAV 1 GNSS VOR/DME Bringeland 25 RNAV 1 RNAV 1

ENBN Brønnøysund 03 RNAV 5 NONE VOR/DME NDB

21 RNAV 5 NONE

ENBS Båtsfjord 03 NONE NONE N/A

21 NONE NONE

ENBV Berlevåg 06 NONE NONE N/A

24 NONE NONE

ENFL Florø 07 RNAV 1 RNAV 1 GNSS VOR/DME

25 RNAV 1 RNAV 1

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ENGK Arendal, 05 RNAV 1 RNAV 1 GNSS Radar Gullknapp 23 RNAV 1 RNAV 1

ENHF Hammerfest 04 RNAV 1 RNAV 1 GNSS VOR/DME, Radar 22 RNAV 1 RNAV 1

ENHK Hasvik 11 NONE NONE N/A

29 NONE NONE

ENHV Honningsvåg, 08 NONE NONE N/A Valan 26 NONE NONE

ENLK Leknes 02 RNAV 1 RNAV 1 GNSS Radar

20 RNAV 1 RNAV 1

ENMH Mehamn 17 NONE NONE N/A

35 NONE NONE

ENML Molde, Årø 07 RNAV 1 RNAV 1 GNSS VOR/DME, Radar 25 RNAV 1 RNAV 1

ENMS Mosjøen, 16 NONE NONE N/A Kjerstad 34 NONE NONE

ENNM Namsos 07 NONE NONE N/A

25 NONE NONE

ENNO Notodden, 12 NONE NONE N/A Tjuven 30 NONE NONE

ENOV Ørsta-Volda, 06 RNAV 1 RNAV 1 GNSS VOR/DME, Hovden Radar 24 RNAV 1 RNAV 1

ENRA Mo i Rana, 13 NONE NONE N/A Røssvoll 31 NONE NONE

ENRM Rørvik, Ryum 04 NONE NONE N/A

22 NONE NONE

ENRO Røros 13 RNAV 1 RNAV 1 GNSS VOR/DME, Radar 31 RNAV 1 RNAV 1

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ENRS Røst NONE NONE N/A

NONE NONE

ENSB Svalbard, 10 RNAV 1 NONE GNSS DME/DME Longyear-byen 28 RNAV 1 NONE

ENSD Sandane 08 RNAV 1 NONE GNSS VOR/DME, Radar 26 RNAV 1 RNAV 1

ENSG Sogndal, 06 RNAV 1 RNAV 1 GNSS Haukåsen 24 RNAV 1 RNAV 1

ENSH Svolvær, Helle 01 RNAV 1 NONE GNSS VOR/DME, Radar 19 RNAV 1 NONE

ENSK Skagen, 09 RNAV 1 RNAV 1 GNSS VOR/DME, Stokmarknes Radar 27 RNAV 1 NONE

ENSO Stord, 14 RNAV 1 RNAV 1 GNSS VOR/DME, Sørstokken Radar 32 RNAV 1 RNAV 1

ENSR Sørkjosen 14 NONE NONE N/A

32 NONE NONE

ENSS Vardø, Svartnes 15 NONE NONE N/A

33 NONE NONE

ENST Sandnessjøen, 02 RNAV 5 NONE VOR/DME Radar Stokka 20 RNAV 5 NONE

ENVD Vadsø 07 NONE NONE N/A

25 NONE NONE

ENVR Værøy(heliport) N/A NONE NONE

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