Annual Monitoring Report 2022 - Norway
Contextual information
National performance plan adopted following ESA Decision 069/22/COL of 6 April 2022
List of ACCs 3
Bodo ACC
Oslo ACC
Stavanger ACC
No of airports in the scope of the performance plan
≥80’K 2
<80’K 2
Exchange rate (1 EUR=)
2017: 9.32776 NOK
2022: 10.0962 NOK
Share of Union-wide traffic (TSUs) 2022 1.9%
Share of Union-wide en route costs 2022 1.9%
Share en route / terminal costs 2022 73% / 27%
En route charging zone(s)
Norway
Terminal charging zone(s)
Norway
Main ANSP
• Avinor Flysikring AS (Avinor ANS)
Other ANSPs
• Avinor AS
• Saerco (Kjevik ANSP)
MET Providers
• The Norwegian Meteorological Institute (MET)
Traffic (En route traffic zone)
▪ Norway recorded 525K actual IFR movements in 2022, +40% compared to 2021 (374K).
▪ Actual 2022 IFR movements were +9.4% above the plan (480K).
▪ Actual 2022 IFR movements represent 89% of the actual 2019 level (591K).
▪ Norway recorded 2,071K actual en route service units in 2022, +43% compared to 2021 (1,445K).
▪ Actual 2022 service units were +1.1% above the plan (2,048K).
▪ Actual 2022 service units represent 85% of the actual 2019 level (2,437K).
Safety (Main ANSP)
▪ Avinor ANS achieved RP3 EoSM targets for four management objectives but failed to maintain the previously achieved target level D for safety risk management. Avinor ANS should ensure that adequate resources are in place for conducting the annual reviews in order to achieve level D again.
▪ Norway recorded a decrease in the rate of runway incursions but an increase of the rate of separation minima infringements. Avinor ANS should review the reasons for this increase and take appropriate mitigating actions, as necessary.
▪ Avinor ANS could improve its safety management by implementing automated safety data recording systems.
Environment (Member State)
▪ Norway achieved a KEA performance of 1.32% compared to its target of 1.55% and contributed positively towards achieving the Union-wide target. KEA improved compared to 2021.
▪ Both KEP and SCR deteriorated in comparison with 2021, and had the same value (2.26%), meaning airlines planned the most efficient routes available.
▪ The share of CDO flights decreased by 6.44% compared to 2021.
▪ During 2022, additional time in terminal airspace increased from 0.53 to 0.68 min/flight, while additional taxi out time increased from 2.87 to 3.26 min/flight.
▪ Airport data for Bergen airport was not reported for 2022 despite being subject to monitoring as per the Regulation.
Capacity (Member State)
▪ Norway registered 0.01 minutes of average en route ATFM delay per flight during 2022, thus achieving the local target value of 0.08.
▪ The average number of IFR movements was 11% below 2019 levels in Norway in 2022.
▪ An increase in the number of ATCOs in OPS is expected by the end of RP3 in Bodo ACC, with a more significant increase in Oslo and Stavanger ACCs. The actual value in Stavanger ACC was in line with the 2022 plan; while in Bodo and Oslo ACCs the actual values remain below the 2022 plan.
▪ Delays were highest in January, November and December, mostly due to ATC Capacity issues and ATC Disruptions.
▪ The share of delayed flights with delays longer than 15 minutes in Norway decreased by 10.86 p.p. compared to 2021 and was lower than 2019 values.
▪ The yearly total of sector opening hours in Oslo ACC was 15,689 in 2022, showing a 9.3% increase compared to 2021. Sector opening hours are 10.4% below 2019 levels.
▪ Oslo ACC registered 13.36 IFR movements per one sector opening hour in 2022, being 4.7% below 2019 levels.
Cost-efficiency (En route/Terminal charging zone(s))
▪ The en route 2022 actual unit cost of Norway was 54.57 €2017, 7.0% lower than the determined unit cost (58.67 €2017). The terminal 2022 actual unit cost was 192.42 €2017, 2.0% lower than the determined unit cost (196.29 €2017).
▪ The en route 2022 actual service units (2,071K) were slightly higher (+1.1%) than the determined service units (2,048K).
▪ The en route 2022 actual total costs were 7.1 M€2017 (-5.9%) lower than determined. The decrease was mainly driven by lower staff costs (-8.5 M€2017, or -11%) largely due to the restructuring of the organisation.
▪ Avinor ANS spent 28.1 M€2017 in 2022 related to costs of investments, 1.5% lower than determined (28.6 M€2017). The NSA explained that costs related to leases were by mistake double-counted in the determined costs, and some projects being delayed compared to planned.
▪ The en route actual unit cost incurred by users in 2022 was 55.12€, while the terminal actual unit cost incurred by users was 181.06€.