Will the Single European Sky (SES) require a newlegal framework for the air transport?

The aircraft manufacturer perspective

Florence,14/06/2012

Fabio Ruta

ALIAS Conference

Shift from the existing air transport system to the Single European Sky concept

• Today - All is codified

Operations and operational procedures are clear

Roles and responsibilities well defined

Safety targets for the ATM systems are defined and recognised

But

– Airspace is fragmented (not fully exploited) and close to saturation

– There is a high workload level for air traffic controllers

– Infrastructures are obsolete and available technologies are not fully exploited

– The air transport system is not environmentally sustainable and has high costs

Background 1/2

2

Shift from the existing air transport system to the Single European Sky

• Tomorrow - Single European Sky

More flights are expected

New concept of operations (more automation and flexibility)

Change in role and responsibilities

Maturity of innovative technologies

New “aircrafts” are asking to fly the SES, such as UAS /RPA

• Is it necessary a new legal framework? What’s the aircraft manufacturer perspective?

Background 2/2

3

The expected changes

4

• Important improvements to the airspace users operations: more flexibility in the trajectory management more aircraft/ground & aircraft/aircraft interaction aircraft separation operations

(ground & airborne based) advanced approach operations more civil/military aircraft interoperability

• Evolution of the aircraft system: From a “system” to a “system of system”

– it is a part of the ATM, one active part– data sharing from/to other parties– communications, collaborative decision-making tools

& standardisation are key priorities Important volume of information to be managed Capability to fully exploit existing and future services

The legal/regulation basis 1/2

5

To build the “system”• Automation and navigation

Today the system can be auxiliary (support only) and not primary acceptable automation level to be defined

• Separation Today is in charge of ATC excluding only the very short term collision Reliability of separation assurance systems has to be established

• Communication / data link Today, mainly by voice and limited to non safety-critical data Performances, reliability, quality of service are to be established

• Service data Today, limited external data are injected into the aircraft avionics Are the provided data usable or does the system need to do something?

• Necessary redundancies in the system architecture to be investigated

The legal/regulation basis 2/2

6

To operate the “system”• Automation and navigation

Is the automation process internal to the system? If not, the liability boundaries are to be clarified

If some services will provide data to the primary systems, a regulation is needed (low quality of services are not acceptable)

• Separation Clear roles and responsibilities between aircraft and ATC and between

own aircraft and intruders are to be defined Special attention to be paid to the self separation

• Communication / data link Satellite service need to be regulated; special attention to be paid for UAS, especially when operating beyond

line of sight

• Service data Who will provide what, who will control who, who will be in charge of

updating the database (e.g. security, data protection, etc)

Summary

7

• The SES will provide important benefits to the citizens

The air transport will be more safe, cheap, on time and green The shift is a major change but it is feasible

• The existing legal/regulation framework must be revised to establish the recognised safety and security objectives/targets

define roles and responsibilities among the involved parties allow the systems maturation accordingly and demonstrating their

validity

Regulate the transition from the existing to the new one

regulate the system in service

Thank you very much for your attention

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