crane registration
All crane operations within a five-kilometer radius of Oslo Airport must be notified to and approved by Avinor.
How to Notify
Fill out the crane notification form and send it to APOC Infrastructure by email no later than 20 business days before the lifting operation. A shorter deadline may be accepted in special cases.
Information about regulations for reporting, registration, and marking of aviation obstacles can be found on The Civil Aviation Authority's website.
Assessment
A crane notification to Avinor is assessed based on four considerations:
- In the airport certificate issued by the Civil Aviation Authority, Avinor is obliged to ensure that no obstacles penetrate the obstacle limitation surfaces specified in EASA Certification Specifications and Guidance Material for Aerodrome Design (CS-ADR-DSN) Chapter H — Obstacle Limitation Surfaces.
- The extent of the obstacle limitation surfaces varies depending on the length of the runway and the approach systems used. The main surfaces for Oslo Airport are:
- The Transitional surface: This starts 140 meters from the runway centerline and rises at 14.3% (1:7) until it intersects the horizontal surface at 253 meters above sea level. The height of the starting point is the height of the nearest point on the runway centerline.
- The Inner horizontal surface: A large surface at 253 meters above sea level over the airport with a radius of 4 km. 60 m out from each landing threshold.
- The Approach surface: Begins 60 m from the landing threshold and rises at 2% (1:50).
- The Take-off climb surface: Begins 60 m from the end of the runway (at Oslo Airport, the runway end coincides with the landing threshold) and rises at 2% (1:50). However, at the southern end of the eastern runway, the take-off climb surface begins 400 m south of the runway end due to.
- Based on the crane report, Avinor will conduct a professional assessment of whether the planned crane poses an obstacle to aircraft arrival/departure procedures.
- A crane will almost always cause “interference” on ground radar systems since radar beams are reflected on metal surfaces. The concern with ground radar is therefore mainly false radar detections, that is, radar reflections from the crane that appear on the runway, for example. This can trigger alarms in the control tower and is very unfortunate in poor visibility as the air traffic controller cannot visually check whether there is actually an object on the runway or just a false radar detection.
- Cranes lifting large objects can also cause radar shadow while the work is ongoing, which is unfortunate in poor visibility.
- Avinor makes an assessment to see if the crane conflicts with the restricted areas specified in Regulation on Air Navigation Services (BSL G 6-1). If there is a conflict, a request will be sent to Avinor Air Traffic Safety Technical Center in Asker for simulation to see if crane use can still be permitted with certain reservations. Such a simulation is paid for by the developer.
- The restricted areas for the air navigation equipment at Oslo Airport are outlined here (you may of course disregard the surfaces associated with the third runway concerning temporary crane use – though not permanent structures).
If the requested crane use is assessed to be in conflict with at least one of the above conditions, Avinor will strive to propose a solution so that the lift can still be carried out. For example, it can be to:
- Use a smaller crane
- Use a different type of crane
- Apply to the Civil Aviation Authority for a deviation
- Carry out the lift at night after coordination with Oslo Airport
- Implement compensatory measures