AIRCRAFT GLOBAL RNP APPROVALS

1. RNP Global Implementation,ATM Infrastructure AEA - Association of European AirlinesGuenter MartisGeneral Manager Technical & Operations

2. AIRCRAFT GLOBAL RNP APPROVALS • Europe: already B-RNAV, moving to P-RNAV (29th October 2005) and thereafter (tbd) RNP-RNAV • FAA transition to performance based national airspace system, RNP based operations a major component • FAA Approval basis: AC 120-29A • JAA/EASA Approval basis: various TGLs / AMJ • Some difference in EASA and FAA methods for aircraft RNP approval which need to be sorted out! We need to create a solid global RNP regulatory requirement based on input from all parties including European ATC, EASA/JAA, ICAO etc. allowing EASA to approve RNP capability for EU operators (ref also Airbus letter to EASA/FAA, 13 May 2005)

3. RNP Approvals: some fundamental differences! • A common understanding of associated procedure design, and the way they are protected (TERPS vs. PANS/OPS, etc.). This has a direct bearing on allowable aerodrome operating minima in different States. • Assumptions from the air navigation service provider (ANSP) e.g. navigation infrastructure, air traffic separation, safety case • Airplane capabilities for RNAV operations including RNP-RNAV and “special” approach operations and the applicable airworthiness criteria for specific applications • Operational authorization requirements.

4. RNP Approvals in Europe • Many Authorities currently share responsibilities related to aircraft RNP approval in the EU eg. airworthiness (EASA), JOEB (EASA-JAA), OPS (JAA/NAA) and ATC (Eurocontrol/NAA) • Based on recent RNP aircraft approval projects, this sharing of responsibilities does not work! • What we need is a solid coordination of RNP aircraft approval in Europe! EASA should become responsible for ALL those safety regulatory aspects in the future including OPS and ATM safety

5. Cooperation / harmonization on CNS/ATM • Within JAA, the JAA CNS/ATM STG has been steering the required work to develop approval material in response to European CNS programmes. FAA has been member, but did recently withdraw due to budgetary reasons. • Need continued FAA/EASA/JAA cooperation to ensure harmonization of aircraft approvals • To consider a JAA/FAA/EASA forum (CNS/ATM Harmonization Steering Group?), with active involvement of the interested parties (OEMs and airline operators) to ensure that developments do not diverge further and to steer FAA/EASA/JAA work in line with customer needs! This is also essential for the success of SESAME / EU SES

6. VOR ETOPS ADF RVSM SATVOICE RNP 10 ACARS VDLM2 IRS MLS HF EGPWS ADS-C TCAS VHF GPS CPDLC ILS RADAR Sat Phone DME ADS-B RNP-RNAV PRNAV ATN RNP 4

7. The international context ICAO EUROPEAN COMMISSION FAA EURO CONTROL EASA IATA AEA ERA NAA N AA JAA NAA ATA EBA Navigation Service Providers RTCA Communication Service Providers IACA IAOPA EURO CAE AIRPORTS AEEC AIRFRAME OEMs AVIONICS OEMs GROUND SYSTEMS OEMs

8. The Principles of cost-effective Operation • Airlines’ priority: fulfil the schedule = passenger & cargo to arrive on time at the destination-gate • ATM-system needs to achieve maximum performance = enable dynamic capacity adaptations • Predictability and reliability are essential performance parameters to make the system sustainable • Collaborative decision-making of all relevant stakeholders for any phase of flight preparation or operation based on uniform situational awareness • Any failure to deliver, i.e. non-performance, results in additional cost

9. Strategies needed to stay in the market: • Constant optimisation of the business in all areas: • Company Size and Structure • Operational Principles • Network / Partners / Alliances • Contribution to the improvement of the political / institutional frame-work (e.g. EC - SES) • Strategic guidance of the Aerospace Industry’s Research and Development • Highest consideration of the environment and social-economic realities • External factors ???

10. The Vision • One totally harmonized European ATM-system: All elements of the system need to be standardized and fully interoperable, based on a new concept of operations(air/ground): • airspace definition • ATM- ground-infrastructure • Airplane-systems • Use of the optimum flight-path, self-separation, ground safety network, collaborative decision making(CDM) • Fair and transparent ATM-charges • European ATM must be globally harmonized

11. Future ATM-network basics - Interoperability air side different applications different operations ONE SYSTEM Hardware blocks Software blocks different users different interfaces ground side

12. The “Single European Sky” • EChas reacted and launched the SES-program to unify Europe’s Air Traffic Control Systems – a regulatory framework • Target is a European-wide safe and cost-effective Air Traffic Management System, based on harmonized rules for a standardized network • To create a dynamic ATM, providing Airspace-capacity according to demand and projected growth, from gate-to-gate, thus including airports • It is not a quick-win – it is an evolutionary transition which takes a lot of effort and a lot of time – a stepwise improvement.

13. ATM -> SES -> SESAME • To make SES and the New ATM a reality, all stakeholders must identify and accept their obligations and contribute to this evolution in a holistic approach. • Tools to support this evolution are needed • AEA is leading the airspace-users in SESAME, the important European ATM-project representing the required means: • To drive the developments according to a common vision • To ensure streamlined research and development • To use the political momentum created by SES • To stay profitable in the market

14. SESAME • SESAME is a EC/EUROCONTROL funded project • Performed by a consortium of: • Airspace-Users, • Airports • Air Navigation Service Providers • Aerospace Industry • Work to start in September 2005, approx. 1700 man-months of contribution within 2 years • Development-phase to create the ATM Master Plan, followed by the Implementation-phase to transform the master plan into reality

15. The Necessity • COOPERATION is KEY TO SUCCESS • Airspace Users • Service providers (navigation, data, communication, …..) • Airports • Military • Aerospace industry • Research and development organisations • EUROCONTROL • European Commission • ICAO • Standardisation-Bodies The principles of the Air Transport Value Chain must be applied

16. Manufacturer AIRPORT SERVICES ANSP The Situation Today: MARKET DRIVEN PARTLY DEREGULATED PARTLY STILL REGULATED PASSENGER AIRLINE The Air Transport Value Chain

17. The principles Operational Needs Technical Concepts Operation Operational Concept R&D, Validation Implementation GLOBALLY HARMONIZED

18. Some Major Topics • Operational Concept • ASAS • ADS-B • Future Communication • Data Link – CPDLC – FANS • P-RNAV, RNP, RNP-RNAV Multiple programs ongoing – in all parts of the world Harmonized Certification / Approval of Systems Worldwide cooperation needed to support the global business of Air Transport

19. The summary • A standardised system allows seamless information exchange • Seamless information exchange allows co-operative processes • Co-operative processes allow concentration to the essence • Concentration to the essence allows simplification • Simplification reduces costs and allows workload reduction • Workload reduction allows safety increase • Safety increase allows growth

20. A possible start – one step of many • To consider a JAA/FAA/EASA forum (CNS/ATM Harmonization Steering Group?) • active involvement of the interested parties (OEMs and airline operators) • to ensure that developments do not diverge further and to steer FAA/EASA/JAA work in line with customer needs The final goal is: A globally harmonized ATM-masterplan

21. The New ATM - basis of our future business One Sky – GLOBAL ATM Free Flight in Friendly Skies - Safe and efficient Thank You!! www.aea.be