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1. ALIAS Conference
Will the Single European Sky (SES) require a new
legal framework for the air transport?
The aircraft manufacturer perspective
Florence,
14/06/2012
Fabio Ruta
2. Background 1/2
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
2
3. Background 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?
3
4. The expected changes
• 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
4
5. The legal/regulation basis 1/2
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
5
6. The legal/regulation basis 2/2
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) 6
7. Summary
he 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
he 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
7
8. Thank you very much for your attention
Regional Military Airlift
Aerostructures Special mission
Trainer Defence