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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