Vfr Guide for Norway / May 2017 1
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NORWAY LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview
LSSIP 2020 - NORWAY LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview Document Title LSSIP Year 2020 for Norway Info Centre Reference 20/12/22/79 Date of Edition 07/04/2021 LSSIP Focal Point Peder BJORNESET - [email protected] Luftfartstilsynet (CAA-Norway) LSSIP Contact Person Luca DELL’ORTO – [email protected] EUROCONTROL/NMD/INF/PAS LSSIP Support Team [email protected] Status Released Intended for EUROCONTROL Stakeholders Available in https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Reference Documents LSSIP Documents https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Master Plan Level 3 – Plan https://www.eurocontrol.int/publication/european-atm-master-plan- Edition 2020 implementation-plan-level-3 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master-plan- Year 2020 implementation-report-level-3 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor National AIP https://avinor.no/en/ais/aipnorway/ FAB Performance Plan https://www.nefab.eu/docs# LSSIP Year 2020 Norway Released Issue APPROVAL SHEET The following authorities have approved all parts of the LSSIP Year 2020 document and the signatures confirm the correctness of the reported information and reflect the commitment to implement the actions laid down in the European ATM Master Plan Level 3 (Implementation View) – Edition 2020. Stakeholder / Name Position Signature and date Organisation -
VFR-Guide Vår 2009.Indd
2009 VFR-guide Written by Sverre H. Falkenberg Updated by Avinor and Norwegian Civil Aviation Authority (NCAA) - 2009 Photos by Anders Hamre, Anders Forseth and Thomas Hytten Questions about this publication may be directed to: Luftfartstilsynet/ Norwegian Civil Aviation Auhority Allmennfl yseksjon / General Avation Section P.O.Box 243 N-8003 BODØ NORWAY Tel. +47 75 58 50 00 Fax. +47 75 58 50 05 Be aware that the information given is for guidance only and that there may have been up- dates since this guide was published. Pilots are individually responsible for keeping them- selves posted on all current regulations within the area. They are also responsible for all actions taken before and while operating in Norwegian area. Introduction Welcome to Norway and Norwegian Airspace! This booklet is made for the purpose of assisting you, as a VFR pilot, in your planning and conduct of fl ight within Norwegian Airspace. The vast majority of the Norwegian land masses consist of mountainous terrain with countless valleys and deep fj ords. You will enjoy a spectacular scenery and great fun while fl ying in these areas, but you should also bear in mind that the environment may suddenly “bite” you during un- favourable fl ight conditions. This booklet tries to raise the awareness of such unfavourable fl ight conditions. Relevant rules and regulations applicable to VFR fl ights within Norway are covered and so is other information necessary for safe planning and conduct of fl ight. Set your own limitations and prepare for the expected so you do not -
TCAS II) by Personnel Involved in the Implementation and Operation of TCAS II
Preface This booklet provides the background for a better understanding of the Traffic Alert and Collision Avoidance System (TCAS II) by personnel involved in the implementation and operation of TCAS II. This booklet is an update of the TCAS II Version 7.0 manual published in 2000 by the Federal Aviation Administration (FAA). It describes changes to the CAS logic introduced by Version 7.1 and updates the information on requirements for use of TCAS II and operational experience. Version 7.1 logic changes will improve TCAS Resolution Advisory (RA) sense reversal logic in vertical chase situations. In addition all “Adjust Vertical Speed, Adjust” RAs are converted to “Level-Off, Level-Off” RAs to make it more clear that a reduction in vertical rate is required. The Minimum Operational Performance Standards (MOPS) for TCAS II Version 7.1 were approved in June 2008 and Version 7.1 units are expected to be operating by 2010-2011. Version 6.04a and 7.0 units are also expected to continue operating for the foreseeable future where authorized. 2 Preface................................................................................................................................. 2 The TCAS Solution............................................................................................................. 5 Early Collision Avoidance Systems................................................................................ 5 TCAS II Development .................................................................................................... 6 Initial -
Forvaltningsplan for Rørvikvågen Fuglefredningsområde, Giske Kommune
Fylkesmannen i Møre og Romsdal Miljøvernavdelinga Forvaltningsplan for Rørvikvågen fuglefredningsområde, Giske kommune Rapport 2012: 08 Forsidefoto: Beiting har lange tradisjoner i Rørvikvågen fuglefredningsområde, og i dag benyttes både storfe og hest i denne nyttige skjøtselen av kulturlandskapet. Foto: Dag Holtan. 2 Samarbeidende konsulent: Kontaktperson: ISBN 978-82-7430-255-6 (nett) Dag Holtan Dag Holtan ISSN 1891-876X Oppdragsgiver: Kontaktpersoner hos År: 2012 oppdragsgiver: Fylkesmannen i Møre og Romsdal, miljøvernavdelinga Asbjørn Børset, Ola Betten Referanse: Forvaltningsplan for Rørvikvågen fuglefredningsområde i Giske kommune, Møre og Romsdal. Fylkesmannen i Møre og Romsdal, miljøvernavdelinga, rapport 2012-08. 46 s. Referat: Det er utarbeidet forvaltningsplan for Rørvikvågen fuglefredningsområde i Giske kommune, Møre og Romsdal. Fuglefredningsområdet omfatter en ganske beskyttet bukt med et relativt stort gruntvannsareal, samt en del landareal som er av stor betydning for både hekkende, trekkende og overvintrende fugler, dels også enkelte sjeldne karplanter og beitemarksopper. Viktige naturtyper i fuglefredningsområdet (jf. DN-håndbok nr. 13) er ulike utforminger av myr og ferskvannspåvirkede enger, uten at det er påvist truede vegetasjonstyper. Det er viktig å finne en balanse mellom ulike interesser, bl.a. knyttet til landbruksdrift. Det er utarbeidet bevaringsmål som særlig fokuserer på bevaring av vegetasjonstyper, dessuten at området fremdeles skal være hekkeplass for en rekke sentrale fuglearter. Samtidig foreslås konkret -
EHAM — AMSTERDAM/Schiphol
AIP NETHERLANDS AD 2.EHAM-1 04 FEB 2016 EHAM — AMSTERDAM/Schiphol EHAM AD 2.1 AERODROME LOCATION INDICATOR AND NAME EHAM — AMSTERDAM/Schiphol EHAM AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA 1 ARP co-ordinates and site at AD 52°18'29"N 004°45'51"E 062 DEG GEO 135 m from TWR. 2 Direction and distance from (city) 4.9 NM SW of Amsterdam. 3 Elevation/reference temperature -11 ft AMSL/20.4°C (JUL). 4 Geoid undulation at AD ELEV PSN 142 ft. 5 MAG VAR/annual change 0°E (2010)/8'E. 6 AD operator, postal address, telephone, telefax, Post: Amsterdam Airport Schiphol email, AFS, website P.O. Box 7501 1118 ZG Schiphol-Centre Tel: +31 (0)20 601 9111 (Airport all EXT) +31 (0)20 601 2116 (Airport office/Apron Management Service) +31 (0)20 601 2115 (Airport Authority) Fax: +31 (0)20 604 1475 AFS: EHAMYDYX 7 Types of traffic permitted (IFR/VFR) IFR/VFR 8 Remarks 1. Airport for use by national and international civil air transport with all types of aircraft. 2. Upon request, contact the airside operations manager (AOM) on channel 130.480 call sign "Airport One" (not monitored H24). 3. Changes in the availability of the runway and taxiway infrastructure at the airport will be promulgated by NOTAM. The NOTAM can refer to the website http://www.eham.aero where visual material relating to this subject will be shown. This material may only be used in combination with the current NOTAM. EHAM AD 2.3 OPERATIONAL HOURS 1 AD operator H24 2 Customs and immigration H24 3 Health and sanitation H24 4 AIS briefing office H24 self-briefing Tel: +31 (0)20 406 2315 +31 (0)20 406 2316 Fax: +31 (0)20 648 4417 5 ATS reporting office (ARO) H24 Tel: +31 (0)20 406 2315 +31 (0)20 406 2316 +31 (0)20 406 2323 Fax: +31 (0)20 648 4417 6 MET briefing office H24 7 ATS H24 8 Fuelling Schiphol-Centre: H24. -
Countywide Airspace Usage
A PPENDIX I Countywide Airspace Usage Riverside County is within one of the busiest and most complex sections of airspace in the United States, handling over 4.3 million operations annually. To better understand the magnitude of these op- erations and complexities of this system, Map 1 depicts Instrument Flight Rule (IFR) operations for the six busiest airports in the area for a 24-hour period on January 26, 1996. This exhibit does not depict operations from the 14 airports in Riverside County Airport Land Use Compatibility Plan update. AIRSPACE STRUCTURE Since the advent of aviation, nations have established procedures within their boundaries to regulate the use of airspace. Airspace is broadly classified as either “controlled” or “uncontrolled” in the United States. The difference between the two categories relates primarily to requirements for pilot qualifica- tions, ground-to-air communications, navigation and traffic services, and weather conditions. Six classes of airspace have been designated in the United States. Airspace designated as Class A, B, C, D, or E is considered controlled airspace. Aircraft operating within controlled airspace are subject to vary- ing requirements for positive air traffic control. The airspace in Riverside County, as illustrated on Map 2, is constantly occupied by aircraft arriving and departing from other airports in the region. Frequently, overflights experienced in communities near Riverside County airports are not the result of operations at nearby airports, but from aircraft us- ing airports outside Riverside County. After the preparation of this plan, additional approaches have been established for aircraft arriving at Los Angeles International Airport. These new approaches were not included as part of the map development process for this plan. -
Easy Access Rules for Standardised European Rules of the Air (SERA)
Easy Access Rules for Standardised European Rules of the Air (SERA) EASA eRules: aviation rules for the 21st century Rules and regulations are the core of the European Union civil aviation system. The aim of the EASA eRules project is to make them accessible in an efficient and reliable way to stakeholders. EASA eRules will be a comprehensive, single system for the drafting, sharing and storing of rules. It will be the single source for all aviation safety rules applicable to European airspace users. It will offer easy (online) access to all rules and regulations as well as new and innovative applications such as rulemaking process automation, stakeholder consultation, cross-referencing, and comparison with ICAO and third countries’ standards. To achieve these ambitious objectives, the EASA eRules project is structured in ten modules to cover all aviation rules and innovative functionalities. The EASA eRules system is developed and implemented in close cooperation with Member States and aviation industry to ensure that all its capabilities are relevant and effective. Published December 20201 1 The published date represents the date when the consolidated version of the document was generated. Powered by EASA eRules Page 2 of 213| Dec 2020 Easy Access Rules for Standardised European Rules Disclaimer of the Air (SERA) DISCLAIMER This version is issued by the European Aviation Safety Agency (EASA) in order to provide its stakeholders with an updated and easy-to-read publication. It has been prepared by putting together the officially published regulations with the related acceptable means of compliance and guidance material (including the amendments) adopted so far. -
Kartlegging Av Naturtypar I Giske Kommune
Kartlegging av naturtypar i Giske kommune Rapport av Dag Holtan Forsidebilete: 1. Purpurmarihand, Molnes 2. Strandkål, Alnes 3. Engmarihand, Rørvikvågen 4. Sandstarr, Rørvikvatnet Fotograf Dag Holtan FØREORD Forvaltning av natur har tidlegare i særleg grad vore eit statleg ansvar, men kommunane vil no gradvis få ein større del av dette ansvaret. Etter at Noreg slutta seg til Konvensjonen om biologisk mangfald i 1993 har Stortinget bestemt at alle norske kommunar skal gjennomføra ei kartlegging av viktige naturtypar for å styrka vedtaksgrunnlaget i det lokale planarbeidet, jf. St. meld. nr. 58 (1996-97) og St. meld. nr. 42 (2000-2001). Første runde av dette arbeidet går no mot slutten både i Møre og Romsdal og resten av landet. Giske kommune har motteke statleg tilskot til dette arbeidet. Denne rapporten er laga på oppdrag av Giske kommune av biolog Dag Holtan. Rapporten er basert dels på samanstilling av kjent kunnskap og dels på innsamling av ny kunnskap gjennom feltarbeid og kontakt med folk. Materialet er systematisert etter ein fast metodikk som gjeld for heile landet. Det er meininga at rapporten skal kunne brukast som eit kunnskapsgrunnlag i både offentleg og privat planlegging. Forfattaren ønskjer å takka alle som har bidratt med opplysningar, både lokalt og elles. Sjøholt 16.01.2004 Dag Holtan prosjektansvarleg 1 INNHALD FØREORD ....................................................................................................................................1 INNHALD ......................................................................................................................................2 -
Årsmelding 2018 - 2019
___________________________________ ÅRSMELDING 2018 - 2019 Sjømannskirken i San Francisco, dit regionen sendte ut Morgan Berg i 2019. REGION MØRE 1. OMRÅDE Bispedømme: Møre Region (fylker): Møre og Romsdal 2. REGIONSTYRET Leder: Peder Nedrelid Medlemmer: Per Arne Gausdal, Marit Veddegjerde, Hilde-Karin Torgersen, Synnøve Breivik, Jenny Kolflåth Varamedlemmer: - 3. NOMINASJONSKOMITÉEN Leder: Inge Morten Haarstad Medlemmer: Per Arne Gausdal, Solveig Løvik Varamedlemmer: Elsa Torske 4. MEDLEMMER– ARRANGEMENT 2016 2017 2018 2019 Foreningsmedlemmer pr 93 94 97 100 31.12 Individuelle medlemmer 56 56 57 57 pr 31.12 Totalt antall medlemmer 149 150 154 157 Antall arrangement 13 8 11 8 Møter med mennesker 3233 3337 3603 6049 Antall faste givere i 302 321 540 611 regionen (FølgesVenner) Giverbeløp fra 381 076 428 055 512 250 Kr 601 800 FølgesVenner totalt 5. FORENINGER Det er totalt 20 registrerte sjømannskirkeforeninger i Møre pr 31. desember 2019: SJØMANNSKIRKEFORENING FORENINGSLEDER STED Bølgen sjømannskirkeforening Liv Ertesvåg ULSTEINVIK Doggdropen kvinneforening Marit Veddgjerde HADDAL Dravlausbygda Solveig Berit Haugsmyr LAUVSTAD sjømannskirkeforening Løvik Duggdråpen Hilde Karin Torgersen NERLANDSØY sjømannskirkeforening Eide kontakt for Sjømannskirken Petter Eide EIDSDAL Engesetdalen og Fylling Kirsti Strand SKODJE kvinneforening Hanembygda Målfrid Bølset MEISINGSET sjømannskirkeforening Lepsøy sjømannskirkeforening Heidi Kartveit Seth KJERSTAD Lyngblomsten Elsa Torske SMØLA sjømannskirkeforening Nesjestrand - SKÅLA sjømannskirkeforening -
FSF ALAR Briefing Note 3.2 -- Altitude Deviations
Flight Safety Foundation Approach-and-landing Accident Reduction Tool Kit FSF ALAR Briefing Note 3.2 — Altitude Deviations Altitude deviations may result in substantial loss of aircraft • The pilot-system interface: vertical separation or horizontal separation, which could cause – Altimeter setting, use of autopilot, monitoring of a midair collision. instruments and displays; or, Maneuvers to avoid other aircraft often result in injuries to • The pilot-controller interface: passengers, flight crewmembers and, particularly, to cabin crewmembers. – Communication loop (i.e., the confirmation/ correction process). Statistical Data Altitude deviations occur usually as the result of one or more of the following conditions: An analysis by the U.S. Federal Aviation Administration (FAA) and by USAir (now US Airways) of altitude-deviation events1 • The controller assigns an incorrect altitude or reassigns showed that: a flight level after the pilot was cleared to an altitude; • Approximately 70 percent of altitude deviations were the • Pilot-controller communication breakdown — mainly result of a breakdown in pilot-controller communication; readback/hearback errors such as the following: and, – Controller transmits an incorrect altitude, the pilot • Nearly 40 percent of altitude deviations resulted when does not read back the altitude and the controller does air traffic control (ATC) assigned 10,000 feet and the not challenge the absence of a readback; flight crew set 11,000 feet in the selected-altitude – Pilot reads back an incorrect altitude, but the window, or when ATC assigned 11,000 feet and the flight controller does not hear the erroneous readback and crew set 10,000 feet in the selected-altitude window. does not correct the pilot’s readback; or, Defining Altitude Deviations – Pilot accepts an altitude clearance intended for another aircraft (confusion of call signs); An altitude deviation is a deviation from the assigned altitude • Pilot receives, understands and reads back the correct (or flight level) equal to or greater than 300 feet. -
Icao Definitions Flight Procedures Icao Rules Of
22 AUG08 AIRTRAFFICCONTROL 1 INTRODUCTION This AirTrafficControlSectionisdesignedtoprovide pilots with InternationalCivil Aviation Organization (ICAO) Standards, Recommended Practicesand P rocedures forinternational operations.Inaddition, on astate-by-statebasis,flightproceduresuniquetoeachstate,ordifferent from thepublishedICAOrules andprocedures, areincluded. Each part of this AirTraffic ControlSection is describedbelow. ICAODEFINITIONS durespage.Ifthe state hasexceptions to thepub- Thesedefinitions areapplicable to theICAOinfor- lishedholding tables, acomplete tabulation of hold- mation contained in this ATCsection andhavebeen ing speeds is provided. extractedfromappropriateICAOpublications. PROCEDURE LIMITATIONS AND OPTIONS FLIGHT PROCEDURES Statementsconcerning conformance with ICAO Details of thePANS-OPS instrumentdepartureand PANS-OPS areincludedhere. The latestversion approach procedure informationusefultothe pilot-in- of PANS-OPS,VolumeIis provided in theICAO commandinthe execution of an instrument departure Flight Procedures chapter. Thestatement “Instru- or approach procedureare included. Theinformation ment Procedures areinconformancewith thenew is extractedfromthe latestamended edition of Pro- PANS-OPS Document8168,VolumeII” indicates ceduresfor AirNavigation Services—Aircraft Oper- compliance with this document. ations, Document 8168, VolumeI,FlightProcedures. Procedurelimitations, non-standard circling pro- References to earliereditionsare included. tectedarea, airspeedrestrictions, andsimilartype informationisincluded.Significantstatedifferences -
Master's Degree Thesis
Master’s degree thesis LOG950 Logistics Investigating air transports effect on regional economic development, in a Norwegian context. André Ree Number of pages including this page: 148 Molde, 23.05.2016 Mandatory statement Each student is responsible for complying with rules and regulations that relate to examinations and to academic work in general. The purpose of the mandatory statement is to make students aware of their responsibility and the consequences of cheating. Failure to complete the statement does not excuse students from their responsibility. Please complete the mandatory statement by placing a mark in each box for statements 1-6 below. 1. I/we hereby declare that my/our paper/assignment is my/our own work, and that I/we have not used other sources or received other help than mentioned in the paper/assignment. 2. I/we hereby declare that this paper Mark each 1. Has not been used in any other exam at another box: department/university/university college 1. 2. Is not referring to the work of others without acknowledgement 2. 3. Is not referring to my/our previous work without acknowledgement 3. 4. Has acknowledged all sources of literature in the text and in the list of references 4. 5. Is not a copy, duplicate or transcript of other work 5. I am/we are aware that any breach of the above will be considered as cheating, and may result in annulment of the 3. examination and exclusion from all universities and university colleges in Norway for up to one year, according to the Act relating to Norwegian Universities and University Colleges, section 4-7 and 4-8 and Examination regulations section 14 and 15.