SPRING/SUMMER 2019 #69

EEuroCpean ACivil AC viatioNn ConEferenWce MagaS zine

INNOVATION IN AVIATION Pioneering solutions for safe, secure and sustainable air transport

ALSO IN THIS ISSUE ICAO Council elections: meet the European candidates CONTENTS

1 EdItOrIAl fostering an innovation culture Ingrid Cherfils

ICAO COunCIl ElECtIOns: mEEt thE EurOpEAn CAndIdAtEs

3 fInlAnd/nOrdICAO – samuli vuokila 4 frAnCE – philippe Bertoux 5 GErmAny – ulrich schwierczinski 6 GrEECE/CErG – Katerina nassika 7 ItAly – salvatore sciacchitano 8 nEthErlAnds/ABIs – richard Ossendorp 9 spAIn – victor Aguado 10 unItEd KInGdOm – david lloyd

InnOvAtIOn In AvIAtIOn

12 what artificial intelligence can bring to air traffic management Florian Guillermet 15 Coordinated regulator-industry efforts to boost sustainable aviation fuels: a balanced approach Raúl Medina Caballero 18 the Italian activities in aerospace: addressing the challenges arising from innovation in aviation Alessio Quaranta 20 self-sovereign identity – giving control back to passengers Garry Kelly 23 technology for aviation security: innovation to improve the passenger experience Alan Xavier Tan ECAC NEWS #69 – Spring/Summer 2019 27 Airport applications for remotely piloted Aircraft systems Salvador Fo Alonso, Enrique Sanchez Cuellar and Alberto Taha Barriuso Publication Director Patricia Reverdy 34 present and future challenges of antidrone systems Editorial Committee Jorge Munir El Malek Vazquez Patricia Reverdy, Gabrielle Hubler Editor 37 reconciling innovation and regulation Gabrielle Hubler Jean-Marc Cluzeau [email protected] Designer 41 Innovating in the future: challenges and opportunities for the Bernard Artal Graphisme European aeronautics sector in the context of a new digitalised world Cover: © rondabroc.com - AdobeStock Vincent de Vroey Ph: © CEAC nEws frOm ECAC & JAA tO ECAC News welcomes feedback and content ideas from interested ECAC spotlight: the facilitation sub-group on Immigration parties. 44 Evgheni Kostetki Subscription and distribution requests should be made to 46 ECAC hosts 6 th Europe – Asia-pacific Aviation security forum [email protected] The opinions printed in ECAC 47 ECAC in brief News are those of the authors alone and do not necessarily 52 Eap/CA in brief reflect the opinions of ECAC or its Member States. 54 news from the JAA tO

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Follow ECAC on or Visit: www.ecac-ceac.org Editorial

Fostering an innovation culture

Ingrid Cherfils ECAC President

afety culture is often defined as “the way safety is perceived, valued S and prioritised in an organisation” (1) or a “set of enduring values and attitudes regarding safety issues, shared by every member of every level of an organisation” (2) . significant progress has been achieved thanks to the efforts and commitment of the air transport sector, and the promotion of safety at all levels of our organisations remains a priority, whether we are a regulator, an air navigation service provider, an airline or an airport operator. the concept of security culture is progressing and contributes to addressing the issue of insider threats to aviation in a more efficient and holistic manner. All current efforts and initiatives on security culture will lead to having the same level of priority and visibility given to safety and security, in all organisations. But do we have an innovation culture in aviation? yes, to an extent, and depending on the organisation. since its beginnings, technological innovation has been enshrined in aviation’s dnA – and innovation is accelerating at a pace never seen before. Additionally, artificial intelligence is creating new opportunities, such as manufacturers of screening equipment, but also challenges for the industry, such as data integrity protection. But cost pressure on r&d projects, regulatory constraints, and the need for individuals to adapt to constant changes are among the factors that often limit our ability to explore innovative solutions. A few months before the ICAO Innovation fair and the 40 th session of the ICAO Assembly, the articles in this edition of ECAC news provide some strong input to forthcoming discussions on innovation in various sectors of aviation. Innovation is often driven by passion, and the aviation sector is full of very passionate people. I am confident that thanks to our collaborative creativity, we will be able to build a solid foundation for a true and sustainable innovation culture for aviation.

(1) EUROCONTROL (2) EASA, European Strategic Safety Initiative, EASA ECAST SMS Working Group.

ECAC NEWS #69 1 © barneyboogles - AdobeStock I I C A O

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FINLAND/NORDICAO T I O N

Samuli Vuokila S :

M E E T

T H E

E U R O P E A N

TOGETHER FOR SAFE, SECURE AND C A N

SUSTAINABLE AVIATION D I D A T

’s role in maintaining and promoting E ICA O safe, secure and sustainable civil avia - S tion in the world is of fundamental importance. Aircraft cross borders and bring people and goods together, all of which needs a strong global facilitator. Aviation is facing new challenges in many fields including environment, cyber security, capacity, facilitation, to name just a few, and ICAO needs to adapt to the new challenges. this work is not possible without strong commitment from the ICAO member states. finland, one of the seven nOrdICAO rotation group states, has been a strong supporter of ICAO’s work and continues to act in that spirit. the seven nOrdICAO states form an aviation family with a long ICAO will benefit greatly from the increasing inter - history and have strongly committed to work tirelessly nal efficiency where member states play a key role in various international fora for the always-needed both as facilitators, and every now and then as role improvements in the multifaceted global civil aviation models. sharing best practices is a very efficient way field. of international cooperation. Experience and examples ICAO’s rulemaking function will need to evolve of new ways of doing business are worth their weight towards a performance - and risk-based approach in gold; everyone does not have to try to do things instead of the traditional prescriptive regulatory frame - from the very beginning but benefits from the experi - work. this path has significant challenges, in particular ence of others. as it relates to the varying oversight abilities of these I personally remain committed to supporting kinds of rules. Implementation support and guidance ICAO’s work in a collaborative, open-minded fashion. play a very important role in this endeavour. Both of the best results in all international activities are those these are functions that can be done on multiple where everyone’s opinion is taken into account and levels and new initiatives to improve need to be the end result is acceptable to all. Global civil aviation sought in an attempt to raise the effective implemen - is not possible without the cooperation of all actors tation of ICAO provisions. working towards the same goal. this is where ICAO has its natural place, the home of international civil aviation.

An airline captain, Samuli Vuokila is the Finnish candidate for the ICAO 2019 Council elections. As a member of the NORDICAO rotation group, he has been the Alternate Representative of Sweden on the Council of ICAO since 2016. Prior to this, Mr Vuokila held several positions within the Finnish Civil Aviation Authority. He was also head of safety and quality assurance in airline management, a member of the ICAO Air Navigation Commission from 2011 to 2014, and chief adviser to the Finnish Director General of Civil Aviation.

ECAC NEWS #69 3 I S E T A D I D N A C

N A E P FRANCE O R U

E Philippe Bertoux

E H T

T E E M

: S N O I T C E L E

L AMBITIONS AND VISION IN THE ICAO COUNCIL I C N

U rance was at the heart of the creation of an interna - O

C tional governance mechanism for international F

O aviation, and paris was its birthplace. In 2019, we are A th

C celebrating both the 75 anniversary of the Chicago I Convention and the 100 th anniversary of its predeces - sor, the Convention internationale de la navigation aérienne (CInA). I believe we should be proud of this history but most importantly, we must prepare ICAO for its next 75 years. during my term as ICAO Council member, I made sure to bring the french and European expertise to the discussions in montreal. I will continue to work with my colleagues in the Council and, with the support of the Air navigation Commission and the secretariat, to deliver on the priorities set by the 40 th ICAO Assembly. I will focus on three key issues that I believe are of crucial importance: 1/ Environment, to ensure the Carbon Offsetting th and reduction scheme for International Avia - the 40 ICAO Assembly will undoubtedly be a tion (COrsIA) is the success we all hope for and milestone for the Organisation. It will be the occasion that aviation increases its efforts towards reduc - to reflect on how to better work with the industry in ing its environmental footprint. order to deal with the acceleration of innovation and the digitalisation of air transport. france and Europe 2/ Aviation safety, in order to maintain and further have an amazing experience and skillset to bring to improve the exceptional results obtained over the ICAO table. I will make sure that the ICAO Council time, whilst integrating new actors and flying follows on this. ICAO must remain the international objects. reference for smart aviation regulation. 3/ Aviation security, which is an obvious priority lastly, I believe that ICAO needs to pursue the path not only for france and Europe but for all states, of internal reforms. I will continue to work with my as emphasised in security Council resolution colleagues to bring fresh ideas to improve the gover - 2309. nance of the Organisation. ICAO modernisation is essential to guide the safe, secure and sustainable expansion of the aviation sector across the globe.

Philippe Bertoux has been Ambassador, Permanent Representative of France to the ICAO Council, since August 2016. He previously held various positions within the Ministry of Europe and Foreign Affairs, in Paris and abroad. He specialises in multilateral and strategic issues, with particular expertise on the United Nations. During the 2016-2019 ICAO triennium, Mr Bertoux chaired the Committee of Unlawful Interference (UIC) and he has been an active member of the ICAO Council’s Advisory Group on CORSIA. He is a graduate of the ESSEC Business School, Institut d’Études politiques of Paris (Sciences-Po) and École nationale Administration (ENA).

4 ECAC NEWS #69 I I C A O

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GERMANY T I O N

Ulrich Schwierczinski S :

M E E T

T H E

E U R O P E A

ICAO and its governing body, the Council, will be faced with a number of challenges N

C

during the next triennium. A N

nabling the sustainable growth of international civil sustainable growth of aviation will only be possi - D I D

E aviation over the coming years continues to be a ble if the aviation sector mitigates its environmental A demanding challenge not only for the industry but and climate footprint. Germany fully supports the im - T E also for the regulators. ICAO plays a pivotal role in this plementation of the Carbon Offsetting and reduction S by setting the appropriate global standards and ensur - scheme for International Aviation (COrsIA) and the ing that no country is left behind in the implementa - ICAO basket of measures, and in particular the efforts tion and continued oversight of these safety, security to produce sustainable aviation fuels on a large scale. and environmental standards. the safe and orderly Emerging new technologies such as urban air development of our fast-growing industry also re - mobility or unmanned aircraft systems are fascinating quires a commitment from all stakeholders to ensure and open up new possibilities for aviation, considered a level playing field so that airlines around the globe unrealistic by many just a few years ago. these devel - can have fair and equal opportunities to compete. opments require the adaptation of new working meth - Germany offers continued support to ICAO in these ods for national regulators and ICAO alike. Given the key areas based on its vast experience over decades as pace of successful developments in these sectors in home to one of the world’s largest aviation industries. Germany, we would be glad to share our experiences in those areas with ICAO for the benefit of all member states. Germany has always supported ICAO’s work in all its fields while at the same time advocating to contin - uously adjust its working methods to enhance the effectiveness and efficiency of the organisation. Even more so, since demand for ICAO´s resources has to be balanced with the allocated budget of the organisa - tion. setting the right priorities to meet the needs of all member states, taking into account the resources available to them, continues to be an important ele - ment for Germany in the work of the ICAO Council.

Ulrich Schwierczinski has been a member of the ICAO Council since 2012. He currently serves as its first vice-president. He has over 35 years of professional experience in civil aviation as a career civil servant in a variety of progressively responsible senior-level positions within the Federal Aviation Administration of Germany. He has extensive leadership and management experience. Prior to joining the ICAO Council, Mr Schwierczinski served as president and chief executive officer of Germany’s Federal Aviation Office for 12 years. He has also many years of international experience as a long-serving member of ICAO’s Air Navigation Commission and Alternate Representative of Germany on the Council during that time. He worked as team leader in national and international type certification activities. Mr Schwierczinski holds a diploma (M.Sc.) from the Technical University of Braunschweig in mechanical engineering, specialising in aeronautics and space technology. He also holds a “bar exam” in technical administration (Great State Exam). He has held a private pilot licence for gliders since the age of 14, followed by single engine and motor glider licenses (PPL C, A, B).

ECAC NEWS #69 5 I S E T A D I D N A C

N A E P GREECE/CERG O R U

E Katerina Nassika

E H T

T E E M

: S N O I T C E L

E After 75 years of membership and 30 years of active presence through a Permanent Representation

L

I to ICAO, Greece is proud to have been nominated for election to the Council on behalf of the Central C

N European Rotation Group (CERG). Greece has been a faithful observer of, and a true believer in, ICAO’s

U work during all these years and values enormously the knowledge and the inspiration thus acquired. O C

O aving never served on the ICAO Council before A C I H now, Greece believes that it is time for the country to take up a more active role and contribute to defin - ing and advancing, together with the other Council members, a sounder, safer, and more efficient, environ - mentally friendly and innovative sector. Civil aviation is a global industry and essential to all countries seek - ing access to the markets, economic growth, tourism and trade stimulation. An immediate involvement in the everyday work of the Council will further incen - tivise Greece to optimise its benefits to the fullest extent. In this new responsibility, we would spare no effort to make all members of our rotation group feel a part of the process and together committed to the development and the progress of international civil In recognition of the importance of promoting the aviation through the Organisation. participation of women in the global aviation sector Greece is willing to share the experience of a small and particularly in leadership roles, Greece intends to country with a rapidly growing aviation market, large be represented by a female nominee to the Council, passenger and aircraft traffic and an extensive network thus supporting ICAO’s continuous initiatives towards of 44 airports, all resulting mainly from its particular improving gender equality within the Organisation’s geography and its position on the map at the cross - governing and technical bodies. roads of three continents. thanks to our uninterrupted hopefully, if elected, we will be able to contribute 30-year presence as observer to the Council, we feel ready more essentially to the diversity which actually makes and willing to add value apart from the substance of ICAO a success: an international organisation that the matters on the agenda, and reinforce the effective - creates global standards with the involvement of all ness and efficiency of the Council’s functioning. member states, for all member states.

Ambassador Ekaterini Nassika is a career diplomat and the Permanent Representative of Greece to ICAO since 2015. She joined the Greek Ministry of Foreign Affairs in 1985 working at the United States Desk (Athens, Greece) and was then posted to the Greek Embassy in Washington, DC, United States (1989-1993), the Greek Embassy in Tirana, Albania (1993 – 1996), and the Permanent Representation of Greece to the European Union in Brussels, Belgium (1996 – 1999). From 1999 to 2003 she worked at the Diplomatic Office of the Deputy Minister for European Affairs, in Athens, and from 2003 to 2007 she was the Political Military Counsellor at the Permanent Mission of Greece to the Organization for Security and Cooperation in Europe (OSCE) in Vienna, Austria. She has served as Deputy Director, Directorate for Turkey, (Athens, 2007 – 2008), Consul General of Greece to Brussels, Belgium (2008 – 2011) and Deputy Permanent Representative of Greece to the North Atlantic Treaty Organization (NATO), also in Brussels (2011 – 2015). Ambassador Ekaterini Nassika holds a law degree from the University of Athens and is fluent in Greek, English and French.

6 ECAC NEWS #69 I I C A O

C O U N C I L

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ITALY T I O N

Salvatore Sciacchitano S :

M E E T

T H E

E U R O P E

the fast evolution of aviation technology will A

What is your vision for ICAO in the future? N

require a review of the working methods and procedures

needs to strengthen the Organisation’s C global leadership for full implementa - to be able to support this evolution and to prevent A ICA O ICAO from hampering their implementation. In this N tion of its five strategic objectives. It needs to address D I the pressing challenges of acute global traffic growth, regard, consideration will have to be given to the struc - D ture and work programmes of the secretariat and to A strengthen the support to member states in the frame - T the Council’s decision-making process, simplifying ICAO E work of the “no Country left Behind” strategy and S reconsider the mechanisms aimed at developing and procedures and giving higher relevance to deliverables. adopting standards and recommended practices and finally, since innovation means new tasks, more policies in order to facilitate support to the fast-paced resources will be needed and they will have a financial aviation innovations. impact. Consequently, a new approach will be neces - sary to adopt the budget, including – where feasible What is the role of the next Council of ICAO? and appropriate – opening up the possibility to finan - fficiency and respectful authority must be at the cial contribution by the industry. E basis of the Council’s decisions. What would you do as President of the Council the role of the Council and the secretariat (and to improve the work of the Council and the reciprocal interfaces) will have to be refined, strength - Organisation? ening the focus on strategic and political issues for the would steer the Council with leadership built on solid former, and on implementation responsibilities for the I know-how and experience, neutrality and indepen - latter with a view to maximising the efficiency of the dence, aiming at consensus in order to take difficult whole Organisation. but also long-lasting decisions. In this regard, it is worth recalling former president, Assad Kotaite, who stated in My Memoirs that the main challenge for the president of ICAO is to lead the Council conciliating positions, amongst the Council members or amongst member states, in order to obtain not an average result but the best result possible. And that conciliation is an attitude of the mind requiring knowledge, openness, listening skills and patience. leadership, neutrality and independence when dealing with sensitive and controversial issues or disputes will be essential, as well as putting in place all the necessary actions to prevent tensions or disagree - ments from escalating.

Salvatore Sciacchitano joined the Italian Airworthiness Authority (RAI) in 1980 and became Director General in 1996. In 1999, following the reorganisation of the civil aviation administration in Italy, he became Deputy Director General of the Italian Civil Aviation Authority (ENAC). At the international level, Mr Sciacchitano chaired the JAA Committee, represented Italy on EASA’s Management Board and on the EUROCONTROL Provisional Council, of which he was also vice-president. He also taught several master’s degree courses on aviation-related topics in various Italian universities. In 2010, he was appointed ECAC Executive Secretary, establishing cooperative relationships with the other regional organisations. He also participated in numerous international and regional ICAO events. He joined the ICAO Council in February 2019 as head of the Italian delegation.

ECAC NEWS #69 7 I S E T A D I D N A C

N A E P NETHERLANDS/ABIS O R U

E Richard Ossendorp

E H T

T E E M

: S N O I T C E L E

L ABIS GROUP PROUD TO PRESENT ITS NEW I C N

U VISUAL IDENTITY O C

O he Abis group was first formed in 1980 and has dialogue and transparency. these will also be the guid - A C I T since evolved into a solid partnership of eight Eu - ing principles for our active involvement in the day-to- ropean states that have a clear interest in working day proceedings of the ICAO Council during the next closely together to ensure their continuous active triennium, emphasising the need for good gover - engagement in ICAO. the netherlands is honoured to nance, promoting inclusive decision-making and be next in line to run for election to the ICAO Council embracing innovation. rapid growth of air transport on behalf of the Abis states. As a key component of our poses significant challenges, especially in terms of ef - preparations for the 2019 Assembly, we launched into fective capacity management and the environmental a collaborative creative process involving all Abis performance of aviation. ICAO must show ambition members to get to the heart of what Abis means to all and leadership in addressing such global challenges. of us. we think the result reflects the essence of Abis: the candidate for the netherlands is richard Os - positive, pragmatic and outward-looking. we hope you sendorp from the dutch ministry of Infrastructure and agree and invite you to take a look at our new website! water management. In recent years richard headed (http://www.abisgroup.org/ ) the transport and environment division at the dutch permanent representation to the European union. we were delighted to reveal the new Abis look at however, in January 2019 he joined the Abis office at a special morning coffee hosted by the Abis team in ICAO as Alternate representative of Ireland on the montreal on 12 June. we also made good use of this ICAO Council. this will allow for a smooth transition of well-attended gathering of delegations to announce tasks and responsibilities within the Abis office and has the launch of the dutch campaign for part II of the given him an opportunity to quickly get up to speed ICAO Council. In 1944, the netherlands was a founding with the key issues on the agenda for the ICAO Assem - member of ICAO and to this very day remains firmly bly. richard comments: “The Abis team in Montreal is committed to the work undertaken within the frame - professional, well-organised and friendly. They have all work of this specialised un agency and its strategic made me feel very welcome. It is also very clear to me that objectives. the netherlands has a strong tradition of the European representatives at ICAO must work even engaging in international cooperation, based on open more closely together to represent our common vision and shared interests. Europe does not find itself in an easy position, as is for example reflected in the difficult debate on the relation ship between ECAC and ICAO.” As a member of the ICAO Council, richard hopes to focus his attention in particular on organisa - tional efficiency, transparency and accountability, advance - ments in aviation security and facilitation and further steps in the environmental portfolio.

8 ECAC NEWS #69 I I C A O

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SPAIN T I O N

Victor Aguado S :

M E E T

T H E

E U R O P E A

We are facing a number of challenges that will require our collective attention from N

C

a global perspective. A N

ne of these is the cyber threat related to security, should be launched hand in hand with other aviation D I D

O which also affects the safety domain as aviation stakeholders to disseminate the systemic achieve - A becomes more and more e-connected. the quasi- ments in reducing CO 2 emissions. T E instant exchange of information is a reality in our daily finally, from an institutional point of view aviation has S lives so it is important to ensure that aviation doesn’t evolved. while states retain their responsibilities as fall behind in this area. the massive exchange of infor - defined in the Chicago Convention, the role of the mation among all aviation stakeholders will also be an industry needs to be fully recognised. ICAO will need important future consideration. secure information to take all kinds of initiatives to bring the aviation will allow us to make the system – flight operations, community together to adopt relevant and timely Atm, airports – safer and more efficient. international standards. As new types of operations are conceived, it will those are just some of the challenges that encourage become essential for ICAO to attract the entire com - us to continue to be part of ICAO’s governing bodies, munity of airspace users, including the new entrants. allowing us to contribute through our experience and Global standards for all airspace users as well as users our willingness to facilitate global solutions. of the aviation infrastructure are a must if international civil aviation is to accommodate the foreseen growth. Engagement with the industry then becomes a strate - gic element of the near future. ICAO’s work in the environmental field is broadly recognised. work on noise and emissions at and around airports has been on the agenda already for many years. to complete the environmental basket of measures, COrsIA – the global aviation carbon offset - ting and reduction scheme – was finally agreed as an international standard. however, the efforts to reduce the impact of aviation on the environment should not be considered as a finished deal. Environment could become the Achilles’ heel of commercial aviation if environment, including climate change, is not retained as one of the prime objectives. A major collective effort

Víctor M. Aguado, member of the ICAO Council, has served as 1 st Vice-President, Chairman of the Finance Committee, the Air Transport Committee, the Technical Cooperation Committee, and Chairman of the Special Task Force on the ICAO Policy on Assistance to Aircraft Accident Victims and their Families. Before this, Mr Aguado was Director General of EUROCONTROL and President of the Air Navigation Commission of ICAO. Mr Aguado held high-level positions in Spain, including CEO of ISDEFE, Director General of the cabinet of the Minister of State for Defence, and Director for ATM in the Ministry of Transport. He served as a member of the supervisory boards of AENA International (airport operator), HISPASAT (satellite communications operator), ISDEFE (systems engineering) and INSA (aerospace engineering). Mr Aguado holds a master’s degree in aeronautical engineering from the Polytechnic University of Madrid, and a Master of Science in Management from the Massachusetts Institute of Technology.

ECAC NEWS #69 9 I S E T A D I D N A C

N A E P UNITED KINGDOM O R U

E David Lloyd

E H T

T E E M

: S N O I T C E L E

L AMBITIONS AND VISION FOR ICAO AND COUNCIL I C N

U uring david lloyd’s time as united Kingdom (uK) O C D representative to ICAO, the uK has focused partic - O ularly on governance and efficiency issues and aviation A C

I security, while continuing to also support European efforts to develop and implement COrsIA. the uK has been instrumental in ensuring institutional issues are addressed properly by the Council, while during bud - get discussions the uK pushed strongly for a thorough review and re-evaluation of ICAO’s financial manage - ment practices, leading to better accountability and greater transparency. however, it is clear to the uK that ICAO must con - tinue to evolve in order to adapt to the new challenges and ever-increasing pace of change in the aviation sec - demands of what is needed in the modern tor. the uK will continue to champion the following aviation sector. key objectives: • Embracing the opportunities provided by inno - • Governance and internal processes that are vation in the aviation sector, through ensuring flexible enough to adapt to the challenges of a ICAO provides the necessary framework for rapidly changing aviation sector, and are fully new entrants to thrive, cooperate and innovate, transparent, efficient and meet the highest while ensuring the same standards of safety standards of professionalism and integrity. and environmental integrity continue to be • the rebalancing of priorities to reflect the cur - maintained. rent aviation context, in particular that aviation the uK believes that the desire for the evolution of security is treated as a priority alongside avia - ICAO to meet these challenges is there amongst all tion safety. states and within the secretariat. we will work hard • Greater engagement between the Organisation during the next Council session to ensure we make the and stakeholders, including industry, citizens’ most of the vast expertise within ICAO and its partners groups and new actors in the aviation sector, to capitalise on the new opportunities we are faced so that ICAO can truly be delivering to the with.

David Lloyd was appointed United Kingdom Representative on the ICAO Council in December 2017. Prior to this he spent seven years in the UK Permanent Representation to the EU in Brussels, acting as principal adviser (“Mertens”) to the UK’s ambassador in charge of transport, energy environment, economic and social and agriculture policies. He also led the UK team working through the EU on preparations for, negotiations towards and follow-up to the agree - ment on the Sustainable Development Goals at the United Nations General Assembly in September 2015. Mr Lloyd’s background is with the UK Cabinet Office (Prime Minister’s Office), having served as a senior policy adviser for transport, energy and low carbon technologies for the Blair, Brown and Cameron administrations, and also provided support to the prime minister for various intergovernmental negotiations, including all meetings of the European Council between 2008 and 2010.

10 ECAC NEWS #69 © barneyboogles - AdobeStock > > > > > > > > >

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What artificial intelligence can bring to air traffic management

Florian Guillermet Executive Director, SESAR Joint Undertaking

It is no surprise that artificial intelligence, or AI, is entering progressively into everyday parlance in air traffic management. The availability of data and advanced algorithms, not to mention the leap forward in computing power, means that AI now has something real and smart to offer our industry, writes Florian Guillermet, Executive Director of the SESAR Joint Undertaking.

rtificial intelligence (AI) has AI components often using ma - A been around for more than chine learning to process big data. 60 years but has gained ground these applications have been put > Artificial intelligence more recently, thanks to advances to the test to better understand (AI) is a branch of com - in computing and access to data. and address the underlying pat - puter science that aims machine learning and deep learn - terns of traffic. to create intelligent ma - ing – subsets of AI – are today help - here are just a few examples chines. It has become ing to create applications that can of some of the complex problems an essential part of the learn autonomously and advise where AI can lend support, ad - technology industry. AI complex problems. Aviation is no dressing all phases of flight, from can be narrow, handling stranger to the virtues of AI. the strategic and pre-tactical planning just one particular task, industry is taking a keen interest to tactical operations themselves. in, and turning to, AI to develop, or strong, meaning a among other things, intelligent machine with the ability maintenance, engineering and Improving strategic to apply intelligence to prognostics tools, as well as appli - planning any problem. cations to streamline business pro - > Machine learning is a cesses, supply chains and customer ake the performance of the sys - core part of AI. It uses services. this is not about being tem. more often than not, trade- data to train algorithms cool, but rather about recognising T offs have to be made between key and give computer sys - how these technologies can improve performance areas (KpA), but also tems the ability to “learn” operations and bring business ben - between stakeholders as well as efits, while enhancing safety. (i.e. progressively im - between short-term and long-term prove performance on a the potential of AI for Atm has objectives. this is a complex job specific task) with data, not gone unnoticed by sEsAr. Au - since trade-offs are riddled with without being explicitly tomation is already a core focus of interdependencies between poli - programmed. sEsAr research and development, cies and regulations, stakeholders, particularly with regard to the technologies and market condi - > Deep learning is the automation of repetitive tasks by tions. most advanced type of controllers. providing more sup - the sEsAr IntuIt (interactive machine learning. In port to these tasks will enable toolset for understanding trade- recent years, the avail - pilots and air traffic controllers offs in Atm performance) project ability of large amounts to focus on safety-critical tasks. explored the potential of visual of data (“big data”) and Automation is also proving invalu - analytics and machine-learning the leap forward in able for ensuring the seamless techniques to improve our under - computing power have exchange of information and im - standing of the trade-offs between paved the way towards proved collaboration between all KpAs (safety, environment, capac - unprecedented levels of actors, including on the airborne ity, efficiency) and to identify performance, allowing side. cause-effect relationships between for new levels of auto- more recently, we have built up indicators. the project trained a mation. a portfolio of projects with specific machine-learning model in order

12 ECAC NEWS #69 What artificial intelligence can bring to air traffic management

to assess performance for a certain accuracy and stability of the target- piece of en-route airspace. the Better understand - off-block-time, which is critical for model was able to detect patterns ing passenger optimised air traffic flow manage - that were not previously known on behaviour ment in Europe. specific traffic flows and that, up more broadly, we are seeking until now, had not been taken into to enhance airport performance account when establishing key ig data is becoming a big deal predictions using big data analytics performance indicators. Another B for airports, as it is used increas - as part of our work on total airport focus of the project was on identi - ingly to better analyse market management, which connects air - fying airlines’ decision criteria using demand, optimise security control side and landside processes with machine learning. these criteria can and customise the passenger expe - the flight turnaround processes. also be used to predict route choices rience. the use of big data analytics the aim is to enable optimised in case of changes to route charges. is now being put to work to better decision making for the benefit of the results of the project enable understand how passenger be - passengers and goods, and im - enhanced Atm performance-mon - haviour can impact air traffic man - proved ready times provided to the itoring capabilities by helping de - agement. research in these areas network for more predictable oper - tect and analyse low-performing has so far been constrained by the ations. routes in the European network. limited availability of behavioural data, typically obtained from static demographic and economic Increasing the Enhancing datasets, often consisting of very operational efficiency pre-tactical trajectory small samples, and usually comple - mented with assumptions about of air traffic control prediction behaviour. thanks to the growth of smart owadays, air traffic control hile the IntuIt project pre - devices and interconnected services, N instructions are most of the W dicted which routes airlines researchers now have large-scale, time still given via very high fre - would take before the flight plan detailed longitudinal (dynamic) quency (vhf) voice communica - was filed, the COptrA (Combining data allowing them to test hypothe - tion to the pilots. But systems, to be probable trajectories) project fo - ses about passenger behaviour. safe and efficient, need up-to-date cused on predicting the trajectory partners from the Bigdata4Atm data. that means controllers mak - closer to the time of take-off or project investigated how different ing a lot of manual inputs to keep during the flight. COptrA built passenger-centric geolocated data the system data correct. this is probabilistic models to predict the can be analysed while respecting where automatic speech recogni - occupancy and demands of the personal data and privacy, and tion can offer a viable alternative, converting speech into text for European airspace and airports, combined with more traditional input into the system. taking into account the uncertainty demographic, economic and air in planned flight trajectories to transport data to identify patterns Currently, modern models of support improved demand-capac - in passenger behaviour, door-to- speech recognition require manual ity balancing. door travel times and choices of adaptation to local environments. machine learning was used to travel mode. machine-learning the mAlOrCA project (machine estimate the intended cruise speed methods were used to support the learning of speech recognition of an aircraft when it is still climb - analysis of the data sources. the models for Controller Assistance) ing. this information about the project is also exploring applica - designed a low-cost solution that trajectory was fed into a model pre - tion of this data and how it could adapts the speech recognition viously trained with recorded tra - be used to inform several of the tools for use at other airports. the jectories. Based on the predicted Atm decision-making processes. solution minimises local adapta - tion costs by automatically learn - trajectories, congestion indicators machine learning has also been ing local speech patterns and were calculated to support deci - applied in sEsAr in a live trial to im - sion making. controllers’ models from the local prove passenger flight connections airspace configuration, radar and meanwhile, dArt (data-driven at heathrow. the live trial demon - speech data recordings, which are aircraft trajectory prediction re - strated that such techniques can then automatically encoded into search) explored the applicability provide accurate forecasts (to - the recognition software. of a collection of data mining, ma - gether with prediction intervals), chine learning and agent-based which can help the airport opera - models and algorithms to derive tions centre better understand the a data-driven trajectory prediction key factors that influence passen - capability. these algorithms are gers’ connection time as well as expected to provide increased help improve passenger services levels of accuracy while consider - in real time. In addition, better ing Atm network effects in the prediction of passengers’ transfer prediction process. activities can also improve the

ECAC NEWS #69 13 What artificial intelligence can bring to air traffic management

for instance, sophisticated real- refining time and time decision support tools can be On the horizon wake separation developed by combining machine- learning algorithms with data fore - uch of what is described here is within sEsAr’s exploratory hen there are strong head - cast models that capture traffic M volume, airport runway direction research programme. Our job now W winds, aircraft ground speed is to mature these concepts and is reduced on final approach. this and weather conditions. these tools can help the system with the bring them to the next phase of in - results in a reduced landing rate, dustrial research. At the same time, causing delays and even flight can - specifics of a particular disruption or predict the likelihood of poten - we will also look beyond narrow AI cellations. sEsAr’s time-based concepts and applications, explor - tial safety events – such as aircraft separation aims at reducing the ing among other things joint level busts, or geographical and gap in landing rates in headwind human-machine cognitive systems, airspace infringements. machine conditions. Already deployed at in the next wave of exploratory re - learning could also be used to heathrow with further plans for search projects. these projects will model controller behaviour and wider deployment across Europe, also address a wider application of potentially assist controllers by the solution is helping to maintain AI at airports as well as for network proposing enhanced vertical and airport regularity at the same level operations, such as automated slot lateral trajectory clearances for di - in all wind conditions. allocation provision, traffic and tra - rect up-link to the aircraft. the solution is currently further jectory provision, automated apron enhanced by machine-learning al - however, Atm remains a safety- and ground control. At the same gorithms that refine wake separa - critical industry and the introduc - time, we will investigate how to tion minima in the departure and tion of such technologies must generalise results from tests of arrival phases. this is done by com - undergo rigorous research and im - machine-learning-based processes bining downlinked parameters pact assessments to ensure they and procedures to ensure their from the aircraft with high-quality can meet with the high safety and application in all situations and to short-term atmospheric prediction security requirements of aviation. allow for their certification. I of wake propagation to improve the accuracy of the predicted wake compression during the final ap - proach. this in turn improves the accuracy of the time-based separa - Exploring the tion markers that advise the boundaries of air approach and airport controllers. traffic management A summary of SESAR what about safety? exploratory research results 2016–2018

n the future, Europe’s skies will be > By advancing promising I extremely busy and complex. research ideas and em - As the number of air vehicles bedding them in a broader increases along with their levels of programme of work, the automation, so will the need to fur - SESAR JU is helping to ther automate the system, while future-proof Europe’s keeping the human in the loop. In aviation industry and to this respect, narrow AI can offer the maintain its global com - means to develop smart solutions petitive edge. This publi - for managing air traffic. cation captures the results from some 28 completed exploratory projects. Taking place between 2016 and 2018, the selected projects have brought together 80 academic and industry partners from across the EU and beyond. www.sesarju.eu

Florian Guillermet was appointed as Executive Director in April 2014. He is responsible for leading the SESAR JU public private partnership, which is modernising Europe’s air traffic management system. Mr Guillermet has worked in the civil aviation field for 20 years. He is an engineer and graduate of the École polytechnique and Civil Aviation Engineering School in France. He holds a master’s degree in aeronautics and airport management.

14 ECAC NEWS #69 Coordinated regulator-industry efforts to boost sustainable aviation fuels: a balanced approach

Raúl Medina Caballero Director General of Civil Aviation, Spain

Aviation growth brings enormous economic and social benefits to Europe and the global commu - nity, and travelling helps promote friendship among countries and people around the world. This reinforces the importance of taking stronger action to mitigate aviation’s climate impact and allow future generations to continue enjoying our planet as we know it today. Aviation will continue to rely on liquid fuels for decades and its decarbonisation should become a common European priority. The establishment of the ICAO Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) as the first global carbon market mechanism estab - lished for any industry sector has been a key milestone towards achieving ICAO’s objective of international aviation carbon-neutral growth after 2020. But CORSIA was approved as a “gap filler” until other reduction measures are developed, so the next priority should be to look at sus - tainable aviation fuels as the main means of achieving the European and global climate objectives for the aviation sector. This is the last pillar of the ICAO “basket of measures” that is still pending becoming a reality.

called on states, industry and other how to follow ICAO recommenda - ICAO and sustainable stakeholders to substitute a signifi - tions and promote sAf in Europe. aviation fuels cant proportion of conventional further developments led to aviation fuels with sAf by 2050 and the launch of the European ince 2009, the International to promote policies to ensure the Advanced Biofuels flightpath in S Civil Aviation Organization (ICAO) competitiveness of sAf. 2011 as a partnership between the has encouraged member states to nevertheless, despite substan - European Commission and major establish public policies for the use tial achievements in sAf’s technical European stakeholders, with the of sustainable aviation fuels (sAf), feasibility and readiness, its pro - objective of achieving 2 million as part of the basket of measures duction price is still not competi - tons of sAf production in Europe to achieve the global air transport tive with fossil aviation fuel and by 2020. this objective looks far industry’s climate change goals. existing policies have not been from being achieved and although the 39 th ICAO Assembly recog - sufficient to enable its commercial there is potential sAf production nised the introduction of sAf as availability and industrial deploy - capacity in Europe (1) , it is currently one of the key measures to achieve ment on a large commercial scale. dedicated to supplying the road ICAO’s climate goals and the car - today, only one sAf-dedicated biofuels demand, highly incen - bon-neutral growth aspiration set refinery exists worldwide with a tivised by European and national in ICAO Assembly resolution A39-2, sustained commercial production. regulations. and recognised that it may also without a more ambitious pol - bring economic, social, and envi - the European icy effort, this situation in Europe ronmental advantages. the Assem - is not expected to significantly bly also required to consider the context change in the coming years. the necessary policies to ensure an revised Eu rEd II (post 2020 Eu re - increasing percentage of emissions few months after the first ICAO newable Energy directive) and the reductions accruing from non- A Conference on Aviation and current drafting of related national market-based measures (mBm) Alternative fuels (CAAf/1, 2009), implementation plans bring mem - over time. spain hosted in 2010 the first meet - ber states a great opportunity to At its second Conference on ing between a number of European establish regulatory frameworks Aviation and Alternative fuels civil aviation authorities and other and incentives to promote sAf pro - (CAAf/2, mexico, 2017), ICAO en - interested stakeholders to discuss duction and supply in Europe. dorsed the 2050 ICAO vision for sustainable Aviation fuels and (1) European Aviation Environmental Report 2019. Page 43.

ECAC NEWS #69 15 Coordinated regulator-industry efforts to boost sustainable aviation fuels: a balanced approach

Photo courtesy of Iberia L.A.E. S.A. Toulouse-Madrid delivery flight of the first A350-900, made with a blend of biofuels

On the other hand, some Euro - field between aviation and other the introduction of sAf needs to pean states are proposing to intro - transportation sectors. the existing match supply with demand. with - duce new environmental taxes on incentives for the road transport out ensuring demand, producers the aviation sector activity and market and the lack of similar frame - will not invest to generate supply there is increasing pressure from works for sAf make it very difficult capacity. civil society for the sector to inter - for potential producers, consider - It should be up to each state nalise and compensate its environ - ing the investments required to set to decide which policy options, or mental externalities. up a commercial-scale production. combination of those, better fits its while environmental taxes might Industry and governments will national circumstances. But a key reduce the air transport demand, it therefore need to collaborate to element of the balanced compro - is less clear how such measure ensure that convenient supporting mise concept is that fair competi - would effectively contribute to its policies are put in place, and to tiveness shall be ensured and decarbonisation, as the use of sAf support the creation of a stable market distortions avoided in any would definitely do. business case for the research, pro - policy implementation. duction and distribution of sAf. the need for global Establishment of cooperation and A coordinated national sAf supply dedicated sAf policies regulator-industry objectives by states effort: the balanced compromise cknowledging that there are A different policy options to in - he ICAO Assembly has asked centivise sAf production, such as T states to set coordinated ap - uring the 11 th meeting of the capital grants, fiscal incentives, loan proaches in their national adminis - D ICAO Committee on Aviation warrantees, etc., it should be high - trations for policy actions and and Environmental protection held lighted that the currently few investment to accelerate the ap - in february 2019 (CAEp/11), france worldwide sAf industry large-scale propriate development, deploy - and spain presented a joint paper production investments and supply ment and use of sAf, according to proposing the concept of a bal - are only happening as a response their national circumstances. anced compromise between regu - to markets created by a regulatory through CAAf/2, ICAO also lators and industry as a means to obligation on the suppliers either encouraged st ates to support the establish national sAf supply ob - in terms of carbon reduction (such development of stable policy jectives through a dialogue with as the California low Carbon trans - frameworks that facilitate the the industry, versus the “mandate” port fuel regulation) or in terms of deployment of sAf while avoiding concept, which has traditionally sAf percentage supply (such as the competitive distortions, and to been rejected by the aviation sec - new norway sAf mandate, which strive to establish a level playing tor as a preferred policy option. entered into force this year).

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while the establishment of na - It is clear that creating the mar - forum through which different reg - tional sAf regulatory supply objec - ket through an initial small per - ulatory agencies from ECAC states tives might imply an initial increase centage supply objective (around and industry stakeholders could in the fuel cost to be borne by the 2%) would serve as a booster to exchange views and coordinate na - airlines and/or reflected on the improve technologies and lower tional programmes and necessary ticket price, it might be worth the prices to make them competitive interactions with supranational in - industry promoting the deploy - with conventional jet fuel. stitutions (such as the Eu or ICAO). ment of sAf and assuming such without the assessment and the united states Commercial effort as a balanced compromise establishment of national supply Aviation and Alternative fuels Ini - and a more effective alternative to objectives (both aspirational or tiative (CAAfI), which many of our assuming environmental taxes, mandatory) it might be difficult to European states and stakeholders which would bring neither environ - set up a global coordinated flight - participate in, could be a good ref - mental nor industrial benefits for path to achieve the 2050 ICAO vi - erence of successful coordination them in the future. As the sAf pro - sion of substituting a significant to be promoted in Europe. duction volume increases, the proportion of conventional avia - the European Civil Aviation economic difference compared to tion fuels for sAf by 2050. Conference along with other key conventional aviation fuel will pro - agents such as EAsA and the Euro - gressively diminish. time for stronger pean Commission could, in my In this context, spain initiated a opinion, play a very important role dialogue with key national stake - European coordination in facilitating European coordina - holders from the airline and fuel tion and a more effective promo - production industries to establish ome European states such as tion of sustainable aviation fuels, as a regulatory supply of sAf in 2025 S finland, france, netherlands, was agreed at the ICAO Assembly, under implementation of Eu rEd II. norway, spain, sweden and the in order to achieve our common the regulatory obligation would united Kingdom have announced European and ICAO climate change fall on the suppliers as a blending different national short-term regu - goals. percentage to be determined after lations or incentives to promote spain reiterates its commit - a feasibility study carried out in sAf. ment to play a leading role in this close cooperation with the national nevertheless, almost ten years effort and invites all other ECAC stakeholders to ensure that the after the first meeting between partner states to take stronger measure does not harm the com - some civil aviation authorities to action towards the promotion of petitiveness of the air transport coordinate ways to promote sAf in sAf through a balanced compro - sector, and to avoid any market dis - Europe, there still does not exist mise with the industry and in a tortions. today a dedicated policy discussion European-coordinated manner. I

Raúl Medina Caballero was appointed Director General for Civil Aviation of Spain in 2015, after serving as Deputy Director General since 2010. He is a member of the ECAC Coordinating Committee and ECAC Focal Point for Remotely Piloted Aircraft Systems, and the current president of EUROCONTROL’s Provisional Council. Mr Medina Caballero began his career in the Siemens Group where he worked as a systems engineer. He then joined the Ministry of Transport where he held several positions, all of them in the regulatory and supervisory fields of the air transport sector. He holds master’s degrees in aeronautical engineering (MS) from the Polytechnic University of Madrid and in public administration (MPA) from the Columbia University of New York, where he studied as a Fulbright Scholar. Mr Medina Caballero is a civil servant of the Corps of Aeronautical Engineers.

ECAC NEWS #69 17 The Italian activities in aerospace: addressing the challenges arising from innovation in aviation

Alessio Quaranta Director General of Civil Aviation, Italy

Emerging technologies without doubt represent a major challenge for all organisations dealing with the development of common technical standards and legal frameworks in all areas of civil aviation regulation: safety, security, environment, liability, insurance and privacy. Among one of the main issues governments currently face is the big challenge posed by aerospace: flying in the atmosphere and surrounding space.

his could mean the possibility ally harmonised legal and technical federal Aviation Administration T of connecting, for example, the framework. (fAA) to develop the legislation west coast of the united states In this regard, the revision and that will be applicable to sub- (los Angeles or san francisco) with update of technical rules is neces - orbital space flights. Europe in about one hour and forty sary but not enough, since un - In 2016, that mou was renewed minutes based on a system of sub- manned civil aviation operations and extended to the Italian space orbital space flights that will com - require a comprehensive review of Agency (AsI). pletely reform the air transport of international conventions, typically moreover, a cooperation agree - people and goods over the next designed for manned aircraft, in ment has been signed between few years. order to verify whether specific EnAC and the Italian Air force while the international stan - rules are still applicable to uAs or if (ItAf) to develop testing activities dards and recommended practices they need to be cancelled, revised for commercial sub-orbital flights (sArps) for remotely piloted Air - or integrated. within the Italian national air space. craft systems (rpAs) are reaching EnAC therefore considered it In July 2016, EnAC issued the their deliverable stage, the Interna - was necessary to become progres - first edition of a regulatory policy tional Civil Aviation Organization sively involved in the aerospace for prospective Commercial space (ICAO) is also undertaking work to sector. transportation Certification and facilitate the operation of other In 2014 Italy was the first coun - Operations in Italy. In 2017, under unmanned Aircraft systems (uAs) try to sign a memorandum of the auspices of the Italian ministry in accordance with an internation - Cooperation with the united states’ of Infrastructures and transport, it

Seventh World Civil Aviation Chief Executives Forum in Singapore, April 2019.

18 ECAC NEWS #69 The Italian activities in aerospace: addressing the challenges arising from innovation in aviation k c o t S e b o d A

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© set up a dedicated Commercial the same element of coopera - logical innovation can create new sub-orbital transportation task tion on new technology issues business models, improve market force (Csttf) together with AsI, emerged as being fundamental at accessibility and help harmonise ItAf and the main national institu - the 7 th world Civil Aviation Chief the air transport safety and security tional and industrial stakeholders, Executives forum that EnAC at - standards, especially in the light of to develop the regulatory frame - tended in singapore on 8-10 April the recent accidents involving work for commercial space trans - 2019. the forum brought together Boeing 737 max aircraft. portation as well as a performance- international civil aviation leaders Innovation in aviation is cer - based regulation for spaceport and and the major global stakeholders, tainly a work in progress. It is not operations. representing both governments only a technical area but also an and the aeronautical industry, to area requiring collaboration and On 12 and 13 february 2019, discuss the main issues related to implementation of rules, where EnAC participated in the Commer - air transport growth and security. legislation is running after innova - cial space transportation Confer - discussions focused on Build - tion. Cooperation and flexible tools ence organised each year by the ing One Aviation future by lever - will be needed to avoid continu - fAA in washington. EnAC was in - aging technology on the basis of ously creating rules to keep up with vited to speak, together with the global collaboration, which can the evolving technologies. I Japanese space Agency (JAXA), on allow all ICAO states and regions to the export of technology related to advance together in the future sub-orbital flight operations and development of international civil the safety of people on board. aviation. the conference underlined the Issues highlighted included the need for a cooperative approach to benefits offered by artificial intelli - the regulatory framework being gence to stimulate the decision- developed. making process, and how techno-

Alessio Quaranta has been Director General of the Italian Civil Aviation Authority (ENAC) since 30 April 2009. He was confirmed in his duty as ENAC Director General on 1 July 2014 for a further five-year term. A law graduate, Mr Quaranta has a postgraduate degree in public administration and has attended several further training courses on legal matters. Before being appointed as Director General, he held a number of executive positions in ENAC, including: responsible for corruption prevention (2013/2014); director of economic regulation (2008/2010); director of the president’s bureau (2005/2008); director of human resources (2004/2005); head of international relations (2001/2005); legal and economic advisor to the president (2001/2003). He currently holds the following positions in the main international aviation organisations: ECAC Vice President; ECAC Focal Point for Facilitation and Security; President of EATEO (European Association of Aviation Training and Education Organisations); President of JAA TO (Joint Aviation Authorities - Training Organisation); President of EASTI (European Aviation Security Training Institute); member of the EUROCONTROL Provisional Council Coordinating Committee and alternate member of the Italian Minister of Infrastructures and Transports in the Permanent Commission of the Agency; member of the management board of EASA (European Aviation Safety Agency); head of the Italian delegation at various sessions of the ICAO Assembly, high-level meetings and international negotiations. He is a member of the Scientific Committee of a number of journals, author of articles and publications, president of the Internal Evaluation Unit of the University of Naples “Suor Orsola Benincasa” and has been a speaker at several conferences on national and international air transport issues.

ECAC NEWS #69 19 Self-sovereign identity – giving control back to passengers

Garry Kelly Lead Developer, SITA Lab

We are now in a world where no one wants to hold personally identifying information if they don’t have to. The General Data Protection Regulation (GDRP) has granted explicit rights to individuals whose data is held by organisations. Most importantly, it has also specified penalties for organi - sations not upholding these rights and brought a keen focus on what personal data is collected, stored and used.

ut the air transport industry Gustavo pina, head of sItA lab, layer, these companies learn more B requires personally identifying said: “There has always been a need about the individual enabling information to operate. there are for people to assert their identities them to sell targeted advertising many different touchpoints on the and today that is lacking online. In or to further other business goals. passenger’s journey. Often these the ideal world, individuals would the regulatory and risk models for touchpoints are controlled by dif - hold all their identity data digitally international travel are very differ - ferent organisations. for example, themselves, which they could assert ent to online social or commercial airlines must collect passport data to various entities. In travel, that activity. on behalf of governments in ad - could be at every step of the journey, vance of passengers crossing bor - from booking, travelling through the Is self-sovereign ders, while organisations working airport, crossing borders and check - at airports must ensure their em - ing in to hotels.” identity the answer? ployees and contractors have the Currently, federated identity is appropriate security clearance. the dominant online identification elf-sovereign identity (ssI) has this involves collecting personal model. this is where the big tech Semerged as an alternative solu - data. with the numbers of people companies provide a ‘free’ identifi - tion to the digital identity chal - employed at airports, this is a cation layer, allowing people to lenge. with self-sovereign identity, constant challenge, particularly as identify themselves using their user the person has sole ownership of many are on short-term contracts. profile from the tech company. Ex - their data and chooses with whom with rising passenger numbers amples include facebook, Google, to share data and what data they globally, the industry requires etc. however, by providing this want to share. for example, a per - seamless travel to increase capacity of existing airports. the alternative – construction of new terminals and runways – is very expensive or impossible in some cases. passen - gers, used to frictionless online e-commerce, want a better travel experience and are willing to pro - vide more data in return. for this, the air transport industry needs a proven, robust, open, consistent method for passengers to provide trusted personally identifying infor - k c o t

mation in advance online. trusted, S e b o verifiable data provided in advance d A

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reduces work at the airport on the t n u F day of travel. ©

20 ECAC NEWS #69 Self-sovereign identity – giving control back to passengers

son may be willing to share some in full-time employment with a employment information with a certain minimum salary. your em - self-sovereign border agency but probably not ployer issues a credential to you identity in the air their salary details. confirming your current employ - transport industry sovrin (https://sovrin.org) is the ment status and salary. this is your most widely recognised, vendor- information; it has been signed by he bank example is like what agnostic international non-profit them and issued to you. to meet happens in air travel today. Con - for advancement of self-sovereign the bank’s requirement, you can T sider how you use your passport. A identity. sItA is a member of the present a signed verifiable creden - government issues the passport to sovrin Alliance and a founding tial from your employer with just you. you keep the passport in a safe steward of the sovrin network. we the data needed, without revealing place and present it when neces - have developed a sovrin proof of the actual salary or other informa - sary to prove identity to a verifier concept for international air travel tion in the credential. – this could be an airline employee, and are exploring how sovrin It works as follows: the creden - a security agent or indeed a kiosk could be applied to the air trans - tial issued by your employer or some other machine that can port industry. includes a reference to their well- read passports. the verifier, human known decentralised identifier on or machine, inspects the passport, Overview of sovrin the sovrin ledger. the credential they can see who issued it, they can verifiable credentials that you present to the bank is verify it without contacting the countersigned by you and refer - government who issued it. Once ences the decentralised identifier they are happy it is genuine, they ovrin verifiable credentials are can trust the data, compare the you have used to connect with the based on worldwide web person presenting the passport S bank. Consortium (w3C) verifiable claims and make their decision. sovrin is built on the principles standards. Identity owners are is - this pattern is repeated at dif - of privacy by design. there is no sued with credentials and store ferent touchpoints of the journey them in their digital wallet. when record of the credential on the and across the global air transport an identity owner needs to assert sovrin ledger. there is just enough industry. An airline issues a board - something, they present proofs information on the ledger to cryp - ing pass, which the passenger pre - based on their credentials. the per - tographically verify the presented sents at security or boarding. visas son or organisation receiving the credentials. In addition, people use are issued by governments. some - credentials can verify the informa - different identifiers when connect - times a passenger requires a visa or tion presented. ing to others on the network, even a letter of invitation from a In the sovrin example above, preventing identification by corre - business in a country to support a you are the identity owner and lation. sovrin also supports zero visa application. Airport staff are want to apply for a bank loan. In knowledge proofs. this means that issued with photo Id cards, con - order to qualify for the loan, the in some cases it is not necessary to firming their identity and access bank needs to confirm that you are transfer the actual data. rights. Clearly, current processes used during travel are very similar to self-sovereign identity.

ECAC NEWS #69 21 Self-sovereign identity – giving control back to passengers

specific trust framework could be mentation at every touchpoint. the standards and trust created which works on top of passenger benefits in several ways. frameworks sovrin and contains the technol - they will have a better travel expe - ogy, business processes and legal rience and enjoy more certainty in advance of travel while controlling igital identity information, pro - agreements necessary for trust. An their personal information. the vided in advance of the day of air travel trust framework could D potential benefits to the industry travel, results in a more efficient air - specify credential schemas, stan - include: better data privacy, re - port and a better travel experience, dards for issuing, registries of ac - duced costs in storing and process - if the information is sufficiently credited organisations issuing such credentials and suggested operat - ing personal data, more effective trusted to be actionable. trust security and reduced industry lia - requires more information. who ing models. this is like today, where boarding passes, passports, etc. are bility by allowing passengers to issued the credential? how do I provide more complete, certified know the issuer is a genuine gov - standardised and supported by a regulatory framework. and trusted data in advance of ernment/airline/airport/business? travel. what process or standard does the there is no doubt, we are ap - credential comply with? what the future proaching a turning point in our exactly is this credential certifying? use of data and identities in air Is this meeting my legal and regu - or the foreseeable future, pas - transport. self-sovereign identity latory requirements? Fsengers will probably still carry may well make travel easier than Addressing these concerns re - physical identity documents such ever, giving control back to passen - quires both interoperable stan - as passports and boarding passes. gers. I dards for credentials and an agreed It is reassuring to have paper doc - trust framework. sovrin provides uments. But with self-sovereign the supporting infrastructure and identity, passengers can be issued technology for verifiable creden - with digital equivalents in the form tials; it does not impose standards of verifiable credentials, reducing for different industries. A domain- the need to present physical docu -

Garry Kelly is a senior solution architect at SITA Lab, SITA’s technology research arm. SITA Lab is focused on strategic research on behalf of SITA’s 450+ air transport industry members, co-innovating with key industry stakeholders to create solutions to industry challenges using emerging technologies. Currently, Mr Kelly leads the blockchain and biometrics programmes, which he led in the development of the first integrated passenger boarding solution with the US Exit Biometrics programme. During his 30 years in travel technology, he has led the development of solutions for airlines and airports in many different areas, including online and mobile reservations and check-in, airport passenger processing and baggage reconciliation systems. Mr Kelly graduated in 1988 from Dublin City University with an engineering degree and has held previous positions in Westinghouse and Datalex.

22 ECAC NEWS #69 Technology for aviation security: innovation to improve the passenger experience

Alan Xavier Tan Vice President, Aerodrome Safety & Aviation Security, Changi Airport Group

The article aims to reflect on the current state of aviation security and to tease new thinking on how we could conduct aviation security differently in the future. Take this as an ideation reading – “dream big, think big, act wisely”. As the topic of aviation security is far too wide to be covered in one article, the discussion that follows will centre on passenger screening. ith the series of successful detectors (Etds), advanced imag - framing the Wattacks on the aviation sys - ing technology (a.k.a body scan - tem and uncovered plots that aim ners), bottle liquid screeners (Bls) passenger screening to disrupt aviation, the Interna - and many other random checks. tional Civil Aviation Organization these add-ons are necessary for problem statements (ICAO) had revised the risk Context airport security but place more statement several times to elevate demand for airport real estates, y framing the security problem the risk level for some specific increase the cost of operations Bstatements, we could consider types of threats. Coupled with and manpower requirements and better use of technology or even rapid aviation growth, the sustain - negatively impact passenger facili - allow other technology developers ability of aviation security is crucial. tation. to work on solutions to serve the there is great impetus to make to ease the checkpoint conges - aviation sector better. smarter use of technology to create tion, there were attempts to > Problem statement 1 capacity, raise efficiency and even develop a newer concept of opera - How to achieve better detection possibly design different concepts tions, such as the next Generation and lower false alarms? of operations for the future. Checkpoint (the famous three tun - this is the core problem statement nels at one point in time) to allow for all security screening, which will Airport security for passenger differentiation and to not change over time. however, screen them differently. such con - can we review the level of detec - passenger screening cept continues to thrive on the tion needed if we improve the risk- – the single layer of principle of risk-based security. based security system? however, not all concepts can be > Problem statement 2 defence immediately realised and mam - How to increase screening capac - moth efforts to coordinate across ity and efficiency? he current operating concept different state agencies and indus - If problem statement 1 is achieved, has inevitably made the security try players would be needed. T it could address some parts of checkpoint the single layer of the smart security programme statement 2, as re-check and false defence for the passenger journey. evolved from the next Generation rejects would be reduced. As a result, it is infamous for long Checkpoint with huge successes queues, inconveniences and being as technology development and > Problem statement 3 intrusive. why has the checkpoint concepts such as centralised image How can we turn more people become this huge bottleneck? processing and Ct X-ray were into “whitelist” and look out for with evolving threats and new operationalised in stages of tests people in the “blacklist”? modus operandi to conceal threat and implementation, which led to By adopting a risk-based security items, many screening processes higher screening capacity and less concept, more people can be in the and technologies have been added need to divest items for screening. “whitelist”, which reduces the need to the checkpoints in the last ten what more can we do to improve to put in additional measures at the years, such as explosive trace passenger screening? checkpoint.

ECAC NEWS #69 23 Technology for aviation security: innovation to improve the passenger experience

> Problem statement 4 human must first label those im - How can we develop continuous Strategy 1 ages with threat and non-threat security that is dynamic and able Continue to search items. deep-learning models will to react to an evolving threat en - also demand that the data set be vironment? for better detection continually updated for accuracy the current concept of operations capabilities and to address new targets. there will not address this problem state - is great potential to AI but it will ment. Are there better ways? ecurity screening equipment take years before it could be fully Sdevelopment is ongoing and deployed. technology to the the recent introduction of the ad - vanced cabin baggage screening rescue system a.k.a. Ct x-ray is a huge “without humans, milestone for aviation security. artificial intelligence echnology is not the solution more machines of similar capabili - Tbut how we use technology is ties will be introduced as detection is still pretty stupid…” the winning formula. how should algorithm continues to improve. wall street Journal, we steer technology developments How can we increase 12 nov. 2017 towards a more holistic solution efficiency and effective - to meet aviation security needs? ness at tHe screening Based on the above four problem cHeckPoint? InnerEye’s innovative solution statements, we could consider the potential of artificial intel - combines human and artificial in - these two strategies (that most ligence (AI) in screening could be telligence in one hybrid platform, people already know): the next big thing. Can AI perform allowing real-time human-machine a) Strategy 1 – Continue the faster and better to meet the need interface for fast and accurate search for better detection of image analysis and classification visual recognition tasks. InnerEye capabilities that is currently performed by technology bypasses the need to Continue to look out for and security screeners? do note that record overt responses from the explore technologies that will image classification is fundamen - user (like button presses or speak - improve checkpoint efficiency tally different to threat detection ing), reading the visual recognition and effectiveness (better de - algorithm, which is an analytical signals directly from the user’s tection and lower false alarms). tool to aid the screeners. In the brain and combining it, together until we find a more effective search for AI technologies for image with the visual data, into a unified concept of operations that can classification, a product called artificial intelligence system. this change how security is con - Inner Eye (https://www.innereye.ai/) combination overcomes a bottle - ducted for passenger screen - was introduced by ICts Europe at neck of human performance, as ing, we need to continue this passenger terminal Expo 2017 and well as capitalises on the merging search for better technology 2018 in collaboration with Inner - of human neural processing and solutions (addressing problem Eye, and this product was also shared deep artificial neural networks (1) . statements 1 and 2). at the ICAO high-level security what this simply means is that the b) Strategy 2 – Think outside Conference 2017. same operator can now process the box AI for image classification is a more images faster in a networked Explore and use technology deep-learning model that requires setting. At their trial, human ex - to design a different operating massive training sets of labelled perts can process up to three im - concept for aviation security images. In short, for AI to work, the ages per second. (addressing problem state - ments 3 and 4). there will be many considerations in such a new concept development, thus the process of ideation must continue if the problem statements hold true. k c o t S e b o d A

-

o t o h p i a m a l n

(1) Extracted from InnerEye website o h p (https://www.innereye.ai/) ©

24 ECAC NEWS #69 Technology for aviation security: innovation to improve the passenger experience

Extracted from InnerEye’s presentation

while it is good to process each How can we build a image faster, the detection accu - Strategy 2 “wHitelist” of Passengers? racy needs to be high. from opera - think outside the box If we do not want to treat every tional and training experience, we passenger the same, we need know that every screener has dif - some ways to differentiate them. roblem statements 3 and 4 re - ferent capabilities and there are security vetting of passenger infor - quire a rethink of how we con - blind spots in their analytical capa - P mation has been used to effect duct passenger screening and a bilities. A proof of concept (pOC) border clearance, and passenger was set up between Changi Airport relook at some fundamental princi - enrolment programmes such tsA’s Group, InnerEye and ICts Europe ples and assumptions. first, are all pre-check are available to differen - to establish if image analysis could passengers a threat to aviation? tiate passengers for screening – but be faster and more accurate if we the answer is “no” as the majority cover only a small portion of trav - could present the same image to a of passengers are bona fide trav - ellers. for these groups of trusted few operators at the same time ellers. A threat is defined by its in - travellers, a reduced security check who have different capabilities. the tent and capability and thus far is applied. there are practical con - combined analytical abilities will security measures have focused on siderations to using passenger data give better detection and at the detecting the “capability” (threat due to privacy challenges and the rate the brain processed the image, huge amount of resources needed efficiency could still be achieved. items carried by the passenger) at for the administration of enrolment Indeed, the results from the pOC the checkpoint. It is very hard to programmes. were promising and Changi is detect intent at the screening working with ICts Europe and checkpoint due to the high passen - fast forwarding into the future, InnerEye to refine this technology ger numbers and the time available how can technology help to build with a view to deploying it in time. to make such assessment. a case on an individual’s propensity to commit a nefarious act (how to detect intent?)? Can behavioural science and analysis be used to assess an individual’s intent? tech - nology for facial detection, mood detection, extreme motion detection and body temperature detection are tools which could be combined to provide an assessment of an in - dividual’s propensity to commit a nefarious act. If trigger points to

PROMISING RESULTS Following the successful creation of operator’s brainwave EEG, image screening was reduced from 5 seconds per image to 0.5 second and the POC demonstrated potential for combined operator screening (higher hit rate and lower false alarm).

ECAC NEWS #69 25 Technology for aviation security: innovation to improve the passenger experience

behavioural changes are added ments when they first arrived at the specific prohibited items only. to into this dimension, e.g. presence airport could have calmed down push this concept further, if we can of security personnel or robots after checking in. their behaviour include passenger data for vetting as with overt surveillance, it could could have been driven by stress: part of this physical threat assess - trigger a natural response in physi - late for check-in or just had an ment process, even if a passenger ological ways in someone who is argument with someone prior to is found to have brought along his planning or about to commit the arriving at the airport. the continu - swiss Army knife, there is no need to nefarious act, due to fear and anxi - ous tracking and assessment of remove it as the passenger has no ety. If we couple this with stand-off such individuals could then help to propensity to commit a nefarious act. threat detection capabilities to reduce their threat level and so they remove larger threats like arms, would eventually be “whitelisted”. weapons and improvised explo - for those that remained a concern, Conclusions sives devices (IEds), it is possible to an enhanced process could be provide an assessment of whether introduced to intercept them for he security checkpoint prob - a person is a threat (intent + capa - questioning, or enhanced checks Tlems will not be solved easily, bility). this will be a new security could be conducted at the check - thus the need to continue to search layer that complements security point. A final security assessment and use better equipment and screening. At this stage, it could be of the person would be made, and technologies to address the chal - hypothesised that the majority of the system could be updated by lenges. we should not limit screen - passengers are already “whitelisted”. the security personnel for that spe - ing capabilities to just screening the challenge will be building a cific passenger. equipment and detection algo - policy and an assessment tool for wHat would cHange if we rithms. the human capabilities this to determine that the person is were able to acHieve tHis must be maximised to respond to not an immediate threat. wHitelisting of Passengers? emerging threats. How can tHis assessment If we can build an assessment nonetheless, it is untenable to be made dynamically and tool as proposed, the screening of continue to rely on the security continuous tHrougHout the passengers will start from the checkpoint as the single layer of tHe Passenger journey? moment they present themselves defence. to ensure a sustainable It will be a very powerful appli - physically at the airport. this new security system, there is great im - cation if we could track persons security layer means threats can be petus to re-think the security con - who have not been “whitelisted” intercepted earlier, and we could cept to “whitelist” more passengers throughout the passenger journey. also turn an “initial assessed threat” from the moment they arrive at the the use of facial recognition and at - to a whitelisted passenger. the airport facilities as a new layer of tire recognition could be an effec - assessment tool could also be ap - defence. If the aviation security threat tive mode, as we are dealing with plied at different stages of the pas - is presented from the moment it someone who has presented them - senger journey to identify changes set foot at the airport, the earlier selves physically at the airport and in behaviour so that intervention we can detect it, the better we are therefore the facial and attire can be conducted at the earliest at preventing the next successful recognition is current. this is differ - detection of change in threat level. attack. this layer can also serve to ent from trying to use facial recog - when passengers are already improve landside security since the nition to identify persons of interest “whitelisted”, the degree and type threat assessment starts from the (pOI), which could produce signifi - of checks needed at the checkpoint public area. to sum it up, we must cant false alarms. should pOIs be could be further calibrated and seriously consider leveraging on a detected, or the person is high - additional random checks could be combination of technologies to lighted as a threat concern, contin - eliminated. this provides the basis develop a multilayered and more uous tracking and assessment of to let technology do more of the robust security system for the avia - the persons could take place. for screening work as the checkpoint tion system to grow safely. there is instance, someone who appeared screening could be more algo - no silver bullet in any single tech - to be angry and had huge move - rithm-based to look for IEds and nology solution today. I

As Vice President Aerodrome Safety and AVSEC in the Changi Airport Group (CAG), Alan Tan ’s responsibilities include directing, planning and coordinating security operations, aviation security policies and compliance. He is responsible for implementing security enhancement and developmental projects, managing the contracted security services, undertaking aviation security audits and inspection and promoting security culture and awareness. He also works with different regulatory entities to ensure CAG meets the security requirements to support Changi’s infrastructure developments and passenger services projects. He is the immediate past chairman of ACI World Security Standing Committee and chairman of ACI Asia Pacific Security Committee. He is also a member of the SMART Security Management Group. As the SMS manager, he oversees the Aerodrome Safety Unit (ASU) and is responsible for Changi’s Safety Management System (SMS). ASU works with different internal stakeholders to ensure compliance with safety requirements to maintain the aerodrome certificate. Under his leadership, ASU successfully achieved the aerodrome re-certification in 2015. Prior to joining CAG, Mr Tan was a senior police officer holding various key appointments in his 12 years with the Singapore Police Force.

26 ECAC NEWS #69 Airport applications for Remotely Piloted Aircraft Systems

Salvador Fo Alonso, Enrique Sanchez Cuellar and Alberto Taha Barriuso, AENA

Remotely Piloted Aircraft Systems are a different form of aviation, but aviation nonetheless. How these new technologies integrate into aircraft operations is a challenge for the next > The Innovation generation of airport management companies all over the world. They can provide additional services to improve operations and Strategy: management in a more efficient way. This challenge is one of the Aena Airport 4.0 major pillars of Aena’s Innovation Strategy, “Aena Airport 4.0”. Nowadays, smart air - ports welcome innova - he unmanned or remotely actions with local administrations tive ideas as an emerging T piloted Aircraft systems (rpAs) have therefore been carried out for asset to develop tech - have broken into the air sector and the use of rpAs at Aena airports in nological solutions that society, from being a mere hobby order to test and validate, in a con - will make their processes, to becoming work tools with trolled and staggered manner, both products and services multiple applications in different the operation in operational facili - more efficient. industrial sectors. functions such ties and the direct application in as rescuing people, firefighting or management and maintenance. Based on this, Aena’s in - delivering online shopping pack - novation strategy,“Aena ages no longer seem like science Airport 4.0”, seeks the fiction possibilities, and the rustic drones that repel development of the air - gadgets that emerged only five birds or that are port in the society of the years ago have evolved signifi - used to calibrate the future as a framework cantly in anticipation of a techno - within which to inte - logical revolution that, together lighting systems at grate new technologies with Big data or artificial intelli - airports and innovative trends gence, will change our lifestyle. with application in the under this framework, Aena airport environment. has developed a programme called ena has currently launched This strategy aims to “rpAs utility”, or unmanned air - A two initiatives to validate rpAs develop the different craft, created with the purpose of technology at airports: adapting the new functionalities 1. falconry with drones. pillars that make up the provided by drones in different 2. pApI (precision Approach path passenger journey and fields, such as the management Indicator) system calibration. infrastructure manage - and maintenance of an airport. the first case seeks to validate ment thrusts, so each of Aena’s objective with this pro - the results of the local fauna con - these two points of view gramme, included within the “Aena trol with drones, with the aim of re - contribute to the defi- Airport 4.0” strategy, is to apply the ducing bird strikes at airports. this ni tion of Airport 4.0, use of rpAs in airports, launching initiative, which has already been through programmes pilot initiatives for direct airport tested by several companies in the and projects that vali - application and, above all, coordi - united states and Central America, date different technolo - nating rpAs’s operation in the is an innovative technology in Eu - gies and procedures. airport environment. Coordination rope. It uses a drone that mimics

ECAC NEWS #69 27 Airport applications for Remotely Piloted Aircraft Systems

Falconry with Drones.

the external shape of a predator In this regard, the measurement be tested at Burgos Airport, its (hawk or eagle) and that integrates made by an rpAs significantly main objective being to validate flight patterns with changes in reduces the risk and increases the the procedure and to compare the them to prevent the birds in the safety of people, since the presence results with measurements made vicinity getting used to them. Air - of people in-flight is not needed. by the traditionally used manned craft are programmed for different thus, the capacity for a multi-rotor flight. flights depending on the local rpAs to remain in a stationary Based on these tests, carried fauna to be controlled, the time of position allows for greater accuracy out during the operational closure year or frequency of flights. this in the measurements, and facili - of the airport and in uncontrolled equipment even allows the use of tates the tasks of adjusting the airspace, the procedure has been thermal currents to mimic even pApI’s units on the ground. this refined so that, in the last measure - more precisely the flight of real means a significant reduction in ment made at huesca Airport, the falconry birds, and its program - runway occupation time, which is a differences between the measure - ming allows the coordinated flight great advantage compared to a ments made with rpAs and those of several teams at the same time. manned aircraft. with manned aircraft were below the second initiative is related this initiative has already been 25% of the tolerance margin of to the pApI lighting system calibra - successfully tested at El hierro, the measurement. In all cases, an tion. the pApI system is a visual aid Cordoba and huesca airports and attempt has been made to match that indicates to the pilot the suit - at the region of murcia Interna - the rpAs measurement with the ability of the descent path in the tional Airport (AIrm) and will soon calibration flight. approach using a colour code. the system must be calibrated before the first use and periodic checks are made from the air to ensure the correct indication. usually an aircraft carries out the task with a crew of three, and equipped with on-board systems that indicate the position in real time with high precision. this task supposes an additional workload for the pilot because several ap - proaches to the runway are neces - sary, including some of them below the protection surface (space with possible obstacles).

PAPI System Calibration.

28 ECAC NEWS #69 Airport applications for Remotely Piloted Aircraft Systems

real tests conducted

the first measurement was taken at 1) cordoba airport in january 2018. On that occasion, the manned flight to which the mea - surements would be compared was carried out by the Czech republic air navigation services. the measurement differences in some of the units (the widest of 0.1º) were due to difficulties in the mechanical adjustment of the units that were made simultaneously with the approaches made by the airplane. In any case, the differences were *Note: Horizontal limit of calibration, measured from the axle of lower than the admitted tolerance (± 0.2º). the runway to the right and left.

the measurement taken at the region of 2) murcia international airport was carried out by aena internacional’s verification unit. during the rpAs measurements, an error was made when registering the coordinates of the pApI units (due to mistakenly registering the height difference between the rpAs camera and the Gps antenna). however, having detected this error it was possible to refine the procedure and include mechanisms to prevent it in future measurements. *Note: Horizontal limit of calibration, measured from the axle of the runway to the right and left.

ECAC NEWS #69 29 Airport applications for Remotely Piloted Aircraft Systems

the third measurement was taken at 3) el Hierro airport. In this case, an automatic recognition system based on artificial intelligence was tested for the first time, which reduces the influence of the human operator during the mea - surement. this system also allows the manoeuvres to be automated, reducing the total flight time to the minimum and in the same way minimising the runway occupation time for the measurement. the measurements shown below, however, were made with the previous procedure. *Note: Horizontal limit of calibration, measured from the axle of the runway to the right and left.

*Note: Horizontal limit of calibration, measured from the axle of the runway to the right and left.

30 ECAC NEWS #69 Airport applications for Remotely Piloted Aircraft Systems

finally, the most recent measure was 4) carried out at Huesca airport in january 2019. the procedure used was the automatic system, without the influence of the operator. In this measurement, the smallest differences between manned flight and measurements with rpAs were obtained.

*Note: Horizontal limit of calibration, measured from the axle of the runway to the right and left.

*Note: Horizontal limit of calibration, measured from the axle of the runway to the right and left.

ECAC NEWS #69 31 Airport applications for Remotely Piloted Aircraft Systems

PAPI Calibration, RPAS + artificial intelligence.

Inspection of runway pavements, RPAS + artificial intelligence.

As can be seen from the data, these calibration systems are a future innovative solutions with rpAs valid option since they provide at airports results in many cases equal to or better than those obtained with ena’s Innovation strategy aims • flight inspection of runway and the standard method – although Ato implement “Aena Airport 4.0” approach lighting systems, cur - for about a tenth of the cost asso - at Aena airports. Its application rently performed taking advantage ciated with the conventional pro - is being achieved through various of the presence of the laboratory cedure using calibration aircraft. In development programmes, one of aircraft to calibrate the Ils and pApIs. addition to the cost, the flexibility which is rpAs utility. this programme • Inspection of runway pavements, of the rpAs systems must be taken includes the future applications of taxiways and aircraft stands, cur - into account, since they allow rpAs in airports, which are detailed rently made on foot by mainte - calibration tasks to be carried out below: nance technicians. with interruptions without worsen - • Calibration of Air navigation Equip - • review of results and cartography. ing the quality of the measure - ment: vOr (very high frequency • track detection of fOds (foreign ment. preparation time prior to the Omni-directional range), dmE object debris detection). calibration is therefore lower, since (dis tance measuring equipment), • In-house use for maintenance the operational-free windows need Ils (instrument landing system), etc. and transport of packages. less time. the future of rpAs in the air - port environment will require greater integration of their opera - tions both in society and in the airport environments, from two re - quirements: first, we need to match the rpAs operations within air - ports, and secondly, we need to promote greater professionalisa - k c o tion and continuous improvement t S e b o

of the operating procedures of d A

-

rpAs companies, in accordance u n n a j

with the high safety standards of u n n a t the aviation sector. ©

32 ECAC NEWS #69 Airport applications for Remotely Piloted Aircraft Systems

• security by improving perimeter compatible with airport activity. technologies adapted to the condi - surveillance. the application of rpAs aircraft in tions of their activity. • Inspection of infrastructures that airports is not easy, however, given If we do not adapt to the growth of are difficult to access, such as the complexity of the environment rpAs operation within airports, we bridges, elevated structures, plat - itself as well as the legislation that will miss a great opportunity to form lighting towers, etc. seeks to regulate and protect in - make use of an emerging technol - Applications such as those frastructures from the improper ogy that allows us to improve the mentioned above have already use of these tools in such a sensi - operation and maintenance of crit - begun to be developed and many tive environment. ical infrastructures, reduce mainte - other initiatives are still to be ex - however, airports cannot remain nance costs and in many cases make plored, but all of them will require outside the technical advances that significant improvements in the an adaptation of the current legis - are made available to the society results obtained compared with lation in order to make the opera - they serve and for this reason they those obtained through conven - tion of these new technologies must promote the use of disruptive tional methods. I

Salvador Fo Alonso is a technical aeronautical engineer. He graduated from the Universidad Politécnica de Madrid, and holds a degree in aeronautical management from the Universidad Autónoma de Madrid. He has more than 26 years’ experience in the world of airport infrastructures, developing its functions at the airports of Gran Canaria and Adolfo Suárez Madrid-Barajas and at Aena headquarters. Mr Fo Alonso is currently in charge of the Maintenance Technical Support Department of the Project and Construction Directorate at Aena.

Enrique Sanchez Cuellar is an industrial engineer from the UVA. He is in charge of Aena’s electrotechnics and beacon laboratory. Responsible for the “Calibration of PAPI systems through RPA”, he currently audits the visual aids and energy systems of all Aena airports. Before that he managed projects and constructions. Previously he performed design and development tasks in the paper industry and in the automotive and teaching sector at the Universidad de Alcalá.

Alberto Taha Barriuso is an aeronautical engineer from the Universidad Politécnica de Madrid. He currently works as Aena chief innovation officer. He has more than 15 years’ experience in the airport sector working in different units, including operations and responsibilities at the network’s airports and at headquarters, as well as in different national and multinational companies in the industrial sector in engineering, maintenance and systems integration.

ECAC NEWS #69 33 Present and future challenges of antidrone systems

Jorge Munir El Malek Vazquez Head of Counter UAS Solutions, Indra

This article focuses on an analysis of the main challenges antidrone systems have ahead, first in a general approach and second, focusing on the particularities related to their use in the civil aviation environment. Some of the main technical and non-technical challenges are presented. Considering the latter (regulatory, procedural, limitations and terms of use), important issues need to be specified and clarified to support real and effective deployment and ensure the highest standards of safety and efficiency. The contribution of governments, end users, regulators, operators, man - ufacturers and research and development entities is key to achieving this demanding objective.

he emergence of drones in both T the civil and military spheres has been marked from the outset by the constant duality between their advantages and their disad - vantages. the pros (advantages) demonstrated by different disrup - tive-use cases, which have sup - ported new business opportunities, and then the cons (disadvantages), evidenced by multiple incidents caused by the illicit use – errant or clearly hostile – of these platforms in the vicinity of airports, peniten - tiary centres, critical infrastructures in general, and so on. In this situa - tion, and progressively over the last few years, potentially threatened entities and individuals as well as those in charge of security have demanded solutions to deal with this threat, hence the proliferation well as regulatory and procedural with new and better technologies in the market of different antidrone challenges, which are highly relevant on a recurrent basis. technologies and solutions. note to making the deployment and use from a general perspective, the trend highlighted by multiple of these systems a reality. unfortunately neither the perfect recent market reports that estab - the main challenge for an - antidrone system nor the infallible lish market expectations in double- tidrone systems is the nature of the sensor or countermeasure exists. digit compound annual growth threat, both in terms of the growth for this reason, the best strategy is rate figures for the next five years. rate of the drone market size (value based on three key principles: first, On the one hand, this article and volume), which has been ex - adaptation of the solution to the addresses some of the main chal - ponential to date, and in terms of particular needs of each operating lenges these antidrone systems the technology evolution where environment, “one configuration have ahead from both a general advances in navigation capacity, does not fit all the operational sce - and a specific perspective. the spe - flight range, payload weight sup - narios”; second, coexistence and col - cific perspective focuses on the ported, etc. are breaking limits year laboration between different types particularities arising from their use after year, faster and faster. In view of sensors and countermeasures; in the civil aviation environment. of this, it is evident that any an - and third, redundancy in number On the other hand, different tech - tidrone system must be in constant and location. nical challenges are presented as and fast evolution and be equipped

34 ECAC NEWS #69 Present and future challenges of antidrone systems

technical and non- use of antidrone systems in the civil aviation technical challenges environment

n terms of technical challenges, t is essential to point out that the when faced with a threat that I the main one is to have new, im - I airport environment and, in gen - not only exists but continues to proved and better sensors and eral, the use of antidrone systems increase and where it is necessary countermeasures that can face ad - in civil aviation, have their own to ensure maximum security and vanced and complex threats such peculiarities that require specific efficiency, it is reasonable to con - as swarms and more intelligent analyses and solutions to ensure sider the use of antidrone systems and autonomous unmanned Aerial the key principles of safety and in this environment (airports). this vehicles (uAvs). when faced with efficiency. In this sense, collabora - approach should be a progressive this, and taking as a reference the tion with the national and interna - and multistage plan, starting with different phases that compose tional aviation administrations is focusing on detection technolo - the typical antidrone framework essential. gies that can provide at least situa - (detection, identification, tracking, first, conventional Atm (air tional awareness and certainty of and neutralisation), some activities traffic management) systems are threat existence, leaving the use of should be highlighted: (1) better not prepared for detecting small active countermeasures such as detection of (very) small drones in drones. It is only a matter of time radio frequency neutralisation for adverse environmental conditions before drones acquire a main role later phases. Anyway, the inclusion (occlusions, clutter, etc.) and radio in our skies; that is why utm of any system must be carried out silence; (2) speed and precision (unmanned aircraft system traffic ensuring non-interference with the increase of identification and clas - management) systems are critical other existing systems. sification of each potential threat, to face this reality. Additionally, it is with regard to the use of coun - not only in terms of type and necessary to ensure interoperabil - termeasures, it goes without saying model of drone but also in terms of ity of utm systems with existing that this is considered an extremely its nature (friend, enemy); and Atm systems in order to facilitate delicate issue requiring an excep - additionally (3) better non-lethal the monitoring and control of all tional analysis that will take time. In countermeasures in cost, efficiency those collaborative unmanned the meantime, the option of allow - and less collateral impact, for ex - Aircraft systems (uAs). Addition - ing very narrow scenarios for their ample, ensuring that the planned ally, non-collaborative uAs must be use should be explored, identifying activity does not interfere with other taken into account. It is therefore which authorities could do so and systems located in the vicinity. critical and necessary to combine which strict operating and coordi - with regard to non-technical Atm/utm with antidrone systems nation procedures should be fol - challenges and from a general per - to provide a global picture of the lowed. All countermeasures to be spective, it is essential to boost the operating air environment. unfor - considered must be highly precise collaboration and contribution tunately, “bad guys” will be able to about the threat to be neutralised, among different actors, including bypass the restrictions that most ensuring the minimum interfer - governments, end users (security commercial drones already include ence in the rest of the environ - forces, operators, etc.), regulators, or will include in the near future, ment. this requires systems with manufacturers, research and devel - such as geofencing, remote identi - high precision on time, frequency, opment entities, etc. these collab - fication, etc. power selective and space as well orations are already taking place at secondly, the use of antidrone as far-reaching detection to be able different levels focused on answer - systems at airports requires special to support such actions. ing key questions such as: (1) regu - care to ensure these new systems In addition, the recent incidents latory framework that supports are not considered a threat, either at airports have demonstrated the and authorises the use of these sys - for the security of operations or for lack of preparation and harmonisa - tems, clarifying the conditions and the electronic equipment that sup - tion in the required response, mak - limits of their use, including, of ports them, which is particularly ing evident the need to define and course, aspects related to the ra - delicate in the case of the use of establish clear and common proto - dioelectric spectrum; (2) procedu - countermeasures. special mention cols and procedures allowing these ral framework according to each should be made to the activity threats to be faced with a greater operational scenario, clarifying carried out to date by the federal probability of success. this harmon - what to carry out and how to act in Aviation Administration in its task isation at international level is also the presence of a potential threat; of evaluating and analysing the use a key aspect towards advancing in and (3) the relevant decision-mak - and incorporation of antidrone the seamless sky strategy. ing authority, identifying the bod - technology in the airport environ - ies and individuals that can make ment, showing that there is still a use of these systems. long way to go.

ECAC NEWS #69 35 Present and future challenges of antidrone systems

Example of ARMS deployment

what is Indra proposing?

n conclusion, antidrone systems Arms has been designed to I are necessary in the face of the detect, identify, track and neu - existing threat, making it clear that tralise drone threats by using a companies specialised in this type combination of different state-of- of antidrone technology need to the-art technologies, offering max - innovate and collaborate with dif - imum flexibility to adapt to each ferent players (governments, end scenario and thus maximise the users, regulatory bodies, etc.). It is protection of each infrastructure necessary to support integration and key location, such as airports, and interoperability with other nuclear power plants, government high-order systems such as Atm buildings and so on. the joint inte - and utm. for all these reasons, gration of Atm, utm and Arms sys - Indra, as a leading company in the tems allows Indra to guarantee defence and security and Atm sys - improved situational awareness, Circular Array SDR Jammer tems market, has developed Arms resulting in an immediate increase (AntirpAs multisensor system) in the security levels of the airspace conceived to operate both in isola - and airport environments. tion and as part of a more global In short, Indra is offering the solution such as, for example, Indra most effective protection against Air drones, the company's solution this new type of aerial threat, con - for the management of unmanned sidering flexibility and adaptability traffic. as key components of its dnA to face this challenging and fast- evolving reality. I

Jorge Munir El Malek Vazquez is a telecommunications engineer who specialised in communications signal processing and telematics at the University of Vigo (Spain). He has a master’s in signal processing-based applications in communications from the University of Vigo (2010), and an Executive MBA (2016) from ESADE Business School (Madrid, Spain). His career has been related to research and development in the defence and security, aerospace and broadcast sectors. In recent years (2013–2018) he led the Advanced Communications Department at the Galician Research and Development Center in Advanced Telecommunications (Gradiant). He is specialised in mobile and satellite communications subsystems as well as in technologies for unmanned platforms, focused on payloads and on detection and counter UAS technologies. In 2019, he joined the Business Unit for Security at Indra Defence & Security as head of counter-UAS solutions, contributing to Indra’s firm commitment to providing the best and most advanced solutions to face this new and ongoing threat.

36 ECAC NEWS #69 Reconciling innovation and regulation

Jean-Marc Cluzeau Principal Advisor to the Executive Director, European Aviation Safety Agency (EASA)

The aviation world is evolving at a high pace and every single day we hear about innovative devel - opments concerning new products, new technologies and new services that will be on the market soon. It is a challenge for EASA, not only to adapt to these developments but also to support and accompany changes in industry.

lmost all sectors of aviation are 2) what actions are needed for provide flexibility and adapt - A affected. Aircraft designers are the Agency to keep abreast of ability within the existing moving from trend monitoring innovation topics, in particular framework to cope with ongo - of key elements to digital twins, in its role of certifying author - ing and forthcoming develop - maintenance of these aircraft rely ity? ments and, in the long term, to increasingly on on-board systems 3) how to maintain the highest rethink the overall framework that are ever more connected. this level of safety while not dis - to make it innovation-proof. in turn affects aircraft operations by couraging innovation? 2) the second challenge is that for allowing certain operations to be All this revolves around one key years we have been certifying carried out remotely. In certain ex - question: “How to reconcile inno - new aircraft, engines or equip - treme cases such as drones, this vation and regulation?” ment using the same methods. can take the shape of full automa - manufacturers expect to im - tion with minimal remote human prove their design cycles relying intervention. drones are by their the four challenges more and more on simulation sheer number revolutionising Atm for regulators to and digital twins. we need to through the development of un - prepare ourselves to adapt our manned traffic management (utm), support innovation processes to new technologies a far more automated approach to (e.g. certification of artificial in - separation. these are only a few of nnovation is challenging the way telligence). to do so, we must the upcoming transformations, with - regulators work. In EAsA’s opin - learn from the challenges of in - out mentioning the topics of train - I ion, there are four main challenges novative development in close ing, data-driven decision-making, we must face: partnership with the industry. robotics and artificial intelligence. 1) the first challenge is to be able 3) the third challenge is that we Innovation in aviation creates to adapt our regulatory frame - need to overcome the knowl - high expectations: the general work to allow the early imple - edge asymmetry with the in - public expect electric and hybrid mentation of innovation. In dustry. It is very important that propulsion to help towards cleaner many instances our regulatory our certification experts are skies, urban air mobility to relieve framework is too rigid: it capable of challenging new congestion in city centres, artificial is too prescriptive and it takes technological developments to intelligence to increase the level of too much time to introduce ensure no hidden safety threat safety, etc., while industrials and rule changes. the past 50 years would remain unassessed. to private investors see an opportu - were extremely stable. what this end, EAsA has put in place nity to develop new business mod - we used to call an aeroplane, a an internal innovation network, els or gain market shares. pilot, an airline, a maintenance the purpose of which is to en - for EAsA, the main questions organisation have remained courage colleagues to share in - to meet these expectations are the the same. And we have built formation and knowledge on following: our regulations around those innovation. to date, more than 1) what changes are needed products, definitions and busi - 100 colleagues have joined the in the regulatory system to ness models. now we are facing network. more importantly, we accompany, and benefit from, a short- and long-term chal - are in the process of signing innovation? lenge. In the short term to memoranda of cooperation on

ECAC NEWS #69 37 Reconciling innovation and regulation

An example of IPC: Daedalean and EASA Innovation Partnership Contract The project titled “Concepts of Design Assurance for Neural Networks” aims to examine the challenges posed by the application of neural networks in aviation, in the broader context of allowing machine learning and more general artificial intelligence on board aircraft. Experts from innovation with a number of EASA and Daedalean are key industry players. those partnership with bundling their expertise agreements foresee coopera - industry and nAAs on to create concepts and tion on innovative projects, the safety standards for the organisation of joint work - innovation application of this branch shops, joint training sessions, of artificial intelligence in exchange of staff, etc. nnovation partnership contracts safety critical avionics. […] 4) the fourth challenge is to inte - I (IpC) and memoranda of cooper - ation (moC) on innovation are the Challenges for artificial grate new entrants in the avia - intelligence in aviation tion community. By definition, tools that EAsA has recently devel - oped to collaborate on innovation Denser use of airspace, new entrants do not come with the industry. as for example envisioned from the aviation world. Our in a future with widespread aviation system has reached IpCs aim at supporting innova - application of autonomous an exceptionally high level of tive industry projects at the con - drones or personal electric safety not only because we ceptual phase. On the one hand, air-taxis, comes with have good regulations, well they allow the industry to benefit problems for which neural implemented by the industry from the Agency’s technical exper - networks can be a good and well overseen by the na - tise and aviation safety culture, – or with the current state tional aviation authorities (nAAs) , which is particularly relevant to of the art in artificial but also because we have over new entrants. On the other hand, intelligence, only – solution, the years consolidated an ex - they give the Agency the opportu - making it imperative that tremely robust safety culture nity to learn from new technologies their safety is understood and a spirit of collaboration, at an early stage of development, and guaranteed. which is shared by all actors of and to identify possible regulatory the aviation systems. drone Scope and starting gaps and safety challenges. manufacturers, drone opera - points of the IPC for instance, we have started a tors, future actors in urban air Under the scope of this collaboration with daedalean, a mobility and developers of ar - IPC, EASA brings their start-up based in switzerland, on tificial intelligence may not yet expertise in the field of the development of flight automa - have this culture and spirit of safety analysis and certi - tion systems based on deep learn - collaboration. It is our role, as fication, and Daedalean ing and neural network. together, regulators, to make this hap - contributes their expertise we explore ways to certify artificial pen because this is essential to in computer vision, robotics intelligence, which has never been aviation safety. Cooperation and deep learning, to come can only work if the parties done before. up with ways to guarantee share information, actively col - IpCs for drone cargo operations safety and adequacy to laborate and communicate, and single pilot operations are aerospace industry stan - and if those like EAsA dissemi - other examples that enable setting dards of the novel flight nate the information Eu- and up partnerships and progress to - instruments that are pos - worldwide. wards smooth and in-time regula - sible when incorporating tion updates. neural networks, and the In fact, to meet these innova - novel applications to flight tion challenges we need to activate moCs on innovation are broader operations they enable. two levers: working in partner - partnership agreements, intended ship with the industry and nAAs, to facilitate the exchange of infor - Source: Daedalean press release and becoming a smart regulator. mation on innovation between

38 ECAC NEWS #69 Reconciling innovation and regulation

industry key players and the Agency. they will allow the Agency to be kept aware of the most ad - CAA Norway and EU aviation safety agency (EASA) vanced developments on innova - have concluded a binding agreement which will tion but also to launch joint accelerate work on electrifying aviation. initiatives (training, workshops, ex - change of staff) that will further en - […] hance the Agency’s understanding Comprehensive agreement and vision of upcoming develop - The agreement covers technology, the regulatory ments. framework and other preparations for phasing in electric moCs have already been passenger planes. The agreement aims to deliver results signed, or are currently under dis - in the following areas. cussion, with key players in the field • Prepare for the development, testing and approval of of aeroplane, helicopter, engine, new technology for both aircraft and infrastructure systems, aerodrome equipment • Develop an arena for innovation, which will encourage manufacturers and maintenance, collaborative activity repair and overhaul (mrO) organi - • Contribute to quicker regulatory change in areas of sations. aviation, as the technology develops and matures But moCs are not limited to the • Facilitate cooperation in research and development industry: a partnership agreement • Support and guide developers of new technology and has also recently been signed with concepts in selected areas the Civil Aviation Authority of nor - • Identify and disseminate information about financial way. It aims at supporting norway instruments and incentives for collaborating parties in an ambitious programme to • Identify potential hurdles that may impede development decarbonise regional air transport • in the country. Study and report on the effects and consequences of electric aircraft for the whole aviation system, including the consequences for infrastructure, expertise develop - ment and training, airspace management and new route structures etc. Source: CAA Norway press release

Becoming a smart regulator

or the short-term regulatory Fchallenges, the key word is prag - matism. for instance, considering the integration of drones: a new concept of operations, new tech - nology supporting new business models, safe integration of new, more autonomous airspace users, the increased use of digitalisation and autonomy in aviation will re - quire a new regulatory approach EASA Executive Director Patrick Ky and CAA Norway’s General Director Lars Kobberstad by EAsA as pan-European safety sign binding agreement on electrifying aviation. regulator. Currently, the priority for EAsA is to understand the opera - active setting up the necessary vices will be provided, and airspace tional concept and the evolution of tools to allow early implementa - above, with the aim of better un - this market. Only with a mature op - tion in a safe manner. this will be derstanding the roles, responsibili - erational concept and demon - more on a case-by-case approach ties and procedures to integrate strated and validated technology but will allow learning before de - the “new” airspace users. can a safety regulator establish the veloping the more scalable solu - for the long term, as the pace necessary regulations. If not, there tions. In terms of priorities and of innovation is increasing we can will be a risk of being either too while we are waiting for technol - no longer afford to constantly conservative or not thorough ogy to mature (e.g. detect and adapt our regulatory framework to enough. however, this doesn’t avoid systems), the Agency has innovation, as we are currently mean that EAsA does nothing until several work streams i.e. very low doing for the short-term needs. we everything is ready. EAsA is very level airspace, where u-space ser - also have to make it resilient to

ECAC NEWS #69 39 Reconciling innovation and regulation

innovation that will come in five or ten years, or more. In other words, Conclusion the rules need to be prepared for the unexpected. In practice, what or the safety regulator, innova - maintain a robust, stable and co - we need is to make our regulatory Ftion is a race against time. In an herent regulatory framework. Only framework agile and technology- increasingly competitive world by engaging with its key partners and business model-agnostic. to where everything is accelerating, it (industry and nAAs) in a more agile achieve this, we will need to make must meet multiple and apparently and collaborative manner, and re - them more abstract and general, contradictory expectations: to en - thinking the way it develops regu - performance- or objective-based courage innovation and at the lations by combining short-term rather than prescriptive, while en - same time guarantee the highest flexibility with long-term resilience, suring legal certainty. level of safety; and to respond to can the regulator reconcile innova - the art of smart regulating will multiple short-term regulatory tion and regulation. I be to combine these three aspects. challenges and at the same time

Jean-Marc Cluzeau is principal advisor to the Executive Director of the European Aviation Safety Agency (EASA), in charge of innovation. As a graduate engineer in aeronautics, he began his career in 1985 as an aircraft design engineer at Aerospatiale, and then held a number of management positions in an airline’s maintenance organisation. From 1994 to 2003, he worked for the Joint Aviation Authorities (JAA) and was responsible for continuous airworthiness, mechanics licensing, third-country operators and human factors developments. He then joined Air France Industries in 2003 as head of the Flight Safety Department. He joined EASA in August 2008 where he successively held the positions of head of the Flight Standards Department, head of the Strategy and Programmes Department and now principal advisor to the Executive Director, in charge of innovation.

40 ECAC NEWS #69 Innovating in the future: challenges and opportunities for the European aeronautics sector in the context of a new digitalised world

Vincent de Vroey Director of Civil Aviation at AeroSpace and Defence Industries Association of Europe (ASD)

Supporting over 860 000 jobs, the aeronautics, space, defence and security industries are playing a crucial role in Europe. They are a powerful indicator of the skills, leadership, innovation and cross- border cooperation that makes these important sectors competitive in highly sophisticated markets worldwide.

he Aerospace and defence Eu research programmes such Advancements in automation, T Industries Association (Asd) is as Clean sky and sEsAr play a key the development of digital tech - the recognised voice of European role. today’s aircraft and engines nologies and breakthroughs in the industry and is also one of the are much more fuel-efficient than field of artificial intelligence (AI) all founding members of the Interna - earlier generations, and constant contribute to the enhanced pro - tional Coordination Council of research ensures that the next gen - gresses in the field of autonomous Aerospace Industries Associations erations of aircraft models will lead systems. particularly, these new (ICCAIA), which is the recognised to even higher emission reduc - technologies introduce new oper - voice of the civil aeronautical in - tions. A new generation of aircraft ational concepts, such as single dustry at the global level within the typically reduces emissions by pilot operations (spO), unmanned International Civil Aviation Organi - 15-20%. On the other hand, an aircraft systems (uAs), urban air zation (ICAO). improved, more performant, Euro - mobility (uAm) and high-altitude In the civil sector, the industry pean air traffic management sys - pseudo-satellites (hAps) opera - plays a key role in safeguarding our tem could reduce emissions by up tions, through partially or fully au - future and reducing the environ - to 10% within Europe. the com - tonomous operations. mental impact of civil aviation, par - bined effect of these two positive from the 1950s to the 1980s, ticularly in relation to noise and elements would allow industry to crew size on commercial flights emissions. European union (Eu) achieve greener and more efficient decreased from five to two crew industry supports the long-term aviation activities. hence, it is im - members, thanks to several tech - goals from the Air transport Action portant to keep on supporting nological developments, specifi - Group (AtAG): i.e. to reduce CO 2 joint technology initiatives such as cally related to the implementation emissions by 50% by 2050 com - Clean sky and sEsAr, representing of jet engines, and improvements pared to the year 2000 and to have the two most important research in avionics and radio systems. since carbon neutral growth as from programmes for the aeronautics then, research has focused on the 2020. this is based on the so-called sector. possibility of a commercial aircraft four-pillar approach (technology, infrastructure, operations and market-based measures). In this context, Eu industry plays a key role in the development of the next generation of technologies, which will enable a reduction in the envi - ronmental impact of civil aviation. the Eu industry is also fully committed to support the imple - mentation of the global Carbon Offsetting and reduction scheme k c o for International Aviation (COrsIA) t S e b o

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that can be flown by a single pilot. there are growing challenges range unmanned aircraft operating the implementation of these new and opportunities to mobility in at a high altitude, carrying out mis - concepts - which will become a urban areas that industry is prepar - sions that can last over 30 hours. reality in the near future, thanks to ing itself to develop and deploy. their proposed use includes technological innovation - would many Eu industry projects related telecommunications and remote present different advantages. first to uAm are in the pipeline by both sensing, thus typical satellite activ - of all, it would significantly reduce established players and new start- ities, but this time performed by costs for airlines, since flight crews up companies. Efficient and effec - aircraft in certain areas to avoid represent one of the most relevant tive transportation is high on the high wind speeds, above commer - direct operating expenses. more - European transport agenda and cial air traffic and to provide large over, spO could be a significant the European Commission is coverage area for telecommunica - way to address the issue related to currently encouraging the devel - tions application. pilot shortages, and obviously opment of uAm through such ini - Automated systems allow for technological innovation should tiatives as the European Innovation the replacement of humans in the enable the implementation of this partnership in smart Cities and understanding and interpretation new concept in a safe manner. Communities (EIp-sCC). the Eu of a huge amount of data and, As a result of further improve - Commission and sEsAr have also thanks to AI, also help generating ments in automation and commu - developed the so-called u-space future scenarios and improving nication, it has also been possible concept as a set of new services predictability. thus, AI and digitali - to develop innovative systems al - relying on a high level of digitalisa - sation are paramount game chang - lowing for remotely piloted opera - tion, and automation of functions ers in aviation, as in many other tions. the design, production and and specific procedures. this is sectors, making it possible to anal - operation of uAs is not new, with designed to support safe, efficient yse additional data for more adapt - military versions being deployed, and secure access to airspace for ability, optimisation and efficiency for example in world war II. how - large numbers of unmanned air - and more support to pilots and air ever, recreational and commercial craft, which in the future will also traffic controllers. for these rea - use is now growing in such a way include traffic management for sons, they may have a deep impact that requires effective and efficient new uAm concepts as a subset. on the competencies of aviation regulations to ensure a safe, secure, while low altitude activities, professionals, and there is a need environmentally friendly and com - for the whole aviation sector to mercially supportive environment. such as recreational uAs and urban prepare for this significant change. regulators have been active in this air mobility, have been a focus in area for several years now, but a the media, the upper airspace, despite the possible draw - comprehensive regulatory frame - which is typically the airspace backs connected to these innova - work – encompassing national, above fl600 (60 000 ft, 18km) is tive solutions, industry is getting regional and international rules – also gaining attention. hAps are ready to mitigate the conse - has yet to fully materialise. unmanned aircraft which hover for quences of risks related, such as long periods of time at high alti - with regard to cyber security. the tudes, whereas high altitude long connectivity of computers is essen - endurance (hAlE) aircraft are long tial in aviation as systems must

42 ECAC NEWS #69 Innovating in the future: challenges and opportunities for the European aeronautics sector in the context of a new digitalised world simultaneously and constantly speak operations in cruise applied to civil the development of ICAO stan - with one another. for example, aircraft allow significant fuel burn dards and recommended practices computers enable passengers to savings and associated CO 2 emis - (sArps) as well as ICAO guidance book tickets, check in online and sion reduction without additional material. It is, therefore, of utmost clear airport security. furthermore, ground infrastructures or aircraft importance for Eu governments, air carriers rely on them to operate sensors. the automated formation Eu industry and other Eu stake - their aircraft, such as through vary - flight concept is inspired by the holders to drive the ICAO agenda ing communications links with v-shaped formations of migrating on those issues. At a European ground handlers, air traffic con - geese, which have naturally found level, it is also critical that an open trollers, other air users and the a way to save energy whilst flying dialogue is maintained between relevant airports. As the use of long distances. the different stakeholders, such as: computers and their connectivity It is essential to highlight how the European Commission (e.g. dG increases in aviation, cyber security any advancements always bring to - mOvE), the European Aviation safety Agency (EAsA), sEsAr Joint will continue to grow in impor - gether new challenges. Innovative undertaking, Clean sky Joint un - tance, as it will be vital to provide ideas often come across as disrup - dertaking, European Civil Aviation safe and secure transportation. tive and time is crucial to develop Conference (ECAC), EurOCOntrOl therefore, while cyber security is trust and prove the efficiency and and national governments, as well not a wholly new topic for civil safety of any new system. Industry as European standardisation bod - aviation, whereby technological is moving fast to keep up with ies such as EurOCAE. ECAC plays a industry solutions are advanced users’ needs but, at the same time, key role as the platform to bring all with regulatory steps beginning to the continuous support of states Eu stakeholders together. this will replace and supplement industry and European institutions provid - help ensure that this potentially standards, the work is ongoing and ing the necessary regulatory disruptive technology is integrated the solutions must stay ahead of the framework and an adequate level into the airspace, which is already constantly and fast-evolving risks. of investment in research and tech - occupied by manned and unmanned nology is indispensable. In the context of reduction of aircraft, in a safe, secure and eco - the environmental footprint, it is ICAO plays a key role to ensure nomically viable way, where it must worth mentioning a less explored that those new technologies and also be stressed that everyone is a field of optimisation in operation concepts can be deployed on the stakeholder, whereby social accep - design. Automated formation flight global civil aviation market through tance is paramount to the success of these developments. In conclusion, Eu industry is preparing for the next generation of flight which will reduce the envi - ronmental impact of civil aviation while boosting the competitiveness of Europe through the creation of new high-tech jobs. let us work together to make it happen. I k c o t S e b o d A

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Vincent de Vroey has been director of civil aviation at the AeroSpace and Defence Industries Association of Europe (ASD) since November 2014. In this role, he is in charge of the management of the ASD Civil Aviation Business Unit and he represents ASD vis-à-vis the European and international civil aviation community. He also represents the civil equipment manufacturers at the board of the SESAR Joint Undertaking and the Provisional Council of EUROCONTROL. He has extensive experience in the civil air transport industry and European trade associations. Before joining ASD, Mr de Vroey was general manager technical and operations at the Association of European Airlines (AEA). In this role, he was also the chairman of the European Aviation Safety Agency (EASA) Advisory Board from 2009 until 2014 and he represented the civil airspace users on the board of the SESAR Joint Undertaking (SESAR-JU). Mr de Vroey holds a Master of Science (1993) in Electronic Engineering from the Free University of Brussels (VUB) and a Master of Science (1994) in Transport and Business Economics from the Free University of Brussels (VUB). In 1988, he represented Belgium at the International Chemistry Olympiads after finishing second at the national competition.

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© barneyboogles - AdobeStock ECAC SPOTLIGHT

The Facilitation Sub-group on Immigration

Interview with Evgheni Kostetki Chair of the Sub-group on Immigration, State Liaison Officer for the Republic of Moldova at EUROCONTROL

ECAC Sub-group on Immigration considers the facilitation aspects of immigration issues. Its aim is to share experience and develop best practice on border control procedures and implemen - tation matters such as inadmissible passengers and deportees, Automated Border Control systems (ABC), biometrics, Advance Passenger Information (API), interactive API, and Passenger Name Record (PNR). Evgheni Kostetki, who has been chairing the group since 2018, answers a few questions for ECAC News on the latest issues it has dealt with.

1. what is the fal sub-group on immigration? 3. what topics is the sub-group currently focusing In the field of facilitation, ECAC has a range of on? working groups that deal with issues mainly arising the fAl sub-group on Immigration is quite unique from implementation of part I of ECAC doc 30: “policy of its kind. As the topic of immigration is not purely an statement in the field of Civil Aviation facilitation”. aviation matter, our objective is to launch the dialogue these issues include harmonisation of the provisions not only between member state experts from the civil of doc 30, part I and similar Eu regulations, as well as aviation agencies, but also from the immigration, border the applicable ICAO standards and recommended and national enforcement bodies. practices (sArps) from Annex 9 to the Chicago Conven - As you can imagine, this is both a challenging and tion. the groups also ensure that information and best an exciting experience. we try to keep our work ex - practices are shared between the member states in tremely relevant to all the national authorities involved, order to achieve harmonised and good working facili - and it requires a high level of involvement and commit - tation rules in all ECAC states to the maximum extent ment from the sub-group members. possible. the fAl sub-group on Immigration, as one of the specialised groups in the ECAC system, in particular Currently, the issues on the table for discussion focuses on topics related to the immigration processes. within the sub-group include: implementation of the Entry/Exit system (EEs) in the schengen states and its 2. How does the sub-group relate overall to the impact for both Eu and non-Eu ECAC member states; working group on facilitation and /or other groups elaboration of the passenger data Exchange systems working on this topic? recommendations to be included in ECAC doc 30, part I; the impact the implementation of Automated Border within ECAC, the fAl sub-group on Immigration Controls (ABC gates) has on civil aviation in Europe; and regularly reports on its work to the facilitation working many more. Our experts also contribute to defining the Group, which then provides the information to all European priorities at the ICAO level. ECAC member states and observers. Based on the sub- group’s report, the facilitation working Group defines 4. what problems do you see arising for the future? an annual work programme, including immigration- related tasks and subjects, which are presented later European – and notably Eu – legislation in the field to the directors General of the national civil aviation of immigration evolves quite fast. thus, the European authorities for their approval. subject to due coordina - travel Information and Authorisation system (EtIAs) tion between the member states, proposals could be will without doubt be one of the focuses of discussion sent for further discussion in the ICAO facilitation for us, as it is expected to be operational by 2021 and panel for the development and improvement of ICAO will have a huge impact on ECAC member states. we sArps and guidance material. In other words, the sub- can also expect interesting discussions on the smart group is a tool that aims to identify and support Borders initiative and how it could be implemented changes in immigration-related issues that need to be throughout Europe. implemented, and help the whole system achieve recently we have been examining the critical topic these changes on a larger global scale. of safeguards against human trafficking that are expected to be in place for the future, especially as the

ECAC NEWS #69 45 ECAC spotlight

issue also covers the recommendations and rules on to be tackled. for this purpose, we encourage member the travel of unaccompanied minors. states to help us by replying to the surveys and other we are convinced that with the large number of related requests from ECAC. authorities involved in regulating this topic at the na - tional level in member states, and the industry and 6. some final words? passengers’ interest in having clear, flexible yet protec - Because of the specific nature of the fAl sub- tive rules and practices in place, this subject will remain group on Immigration, we encourage experts from a hot topic for the sub-group. both civil aviation authorities and other relevant state institutions to come and contribute to the discussions. 5. what about the surveys on aPi/Pnr and on bio - we are looking forward to a more active participation metrics and abc systems? from immigration and border control officers whose valuable opinion is very welcome at the sub-group As I mentioned before, on the topics that are meetings. It should be highlighted that ECAC actively already occupying much of the debate for aviation- encourages the involvement of non-Eu states in the related immigration issues, we are making every effort discussions in order to take on board a wider spread of to share experience and develop best practices, as well needs and opinions. Our doors are open to new ex - as to monitor how the development and application perts from member states as well as to the participa - of new technologies can help member states achieve tion of observer organisations. so far, we are proud to their air transport facilitation goals. As the technolog - have already established a fruitful collaboration with ical benefits are neither automatic nor a given, it is ACI EurOpE and A4E and we will be making every important to think about the coordinated and well- effort to further expand collaboration with a large defined use of them. to this end, surveys are one of the number of organisations. I tools we use to collect up-to-date information from member states in order to have a precise global pic - ture. Our experience has already proven that annual web-based surveys on immigration-related matters are a reliable and informative source to identify the issues

Meeting of the FAL Sub-Group on Immigration in March 2019, Paris.

Evgheni Kostetki joined the national civil aviation authority of Moldova in 2005. He has been chief expert for international relations, responsible amongst others for implementation of the Moldovan National Facilitation Programme since 2007, and national continuous monitoring coordinator for ICAO’s Universal Safety Oversight Audit Programme (USOAP) and Continuous Monitoring Approach (CMA) activities in Moldova since 2009. Since 2017, he has been seconded to the European Organization for the Safety of Air Navigation (EUROCONTROL) as the State liaison officer. On three occasions, Mr Kostetki has been included in the national delegation representing Moldova at ICAO Assemblies Mr Kostetki was appointed as chair of the ECAC Sub-group on Immigration in 2018 having previously held the position of vice-chair for two years and having participated in the group for more than five years. He has a master’s degree in international law and a degree in economics.

46 ECAC NEWS #69 ECAC IN BRIEF

The Forum in 2019.

ECAC hosts 6 th Europe – Asia-pacific Aviation security forum

ECAC and the Ministry of Transport of Singapore organised the sixth edition of the Europe-Asia Pacific Aviation Security Forum in Paris at the end of February, bringing together over 60 experts from Europe and the Asia Pacific region.

ver two days, the participants had the opportunity In the third session, participants discussed security O to exchange information and experiences on training and culture as tools to further strengthen avi - current aviation security priorities and recent develop - ation security at national and entity level. they shared ments in their regions in an endeavour to promote the experiences and lessons learned on the current chal - global implementation of international aviation secu - lenges in aviation security training, on best practices rity requirements. to enhance staff motivation, and on various aspects of held every two years, this year the forum addressed security culture, including how to improve it at airport the evolution of threats, technology and innovation, level, the key challenges faced by airlines in the Asia security training and culture, and cyber security and pacific region, and the value of occurrence reporting. disruptive technologies. discussions were spread across finally, the fourth session focused on cyber secu - four sessions moderated by Carla pinto (portuguese rity and disruptive technologies. speakers elaborated Civil Aviation Authority), douglas yeo (singapore min - on cyber security arrangements in their own states, istry of transport), hugo porter (new Zealand Civil incident and occurrence reporting systems for cyber Aviation Authority) and urs haldimann (swiss federal security in civil aviation, airport cyber security, e-com - Office of Civil Aviation), merce and its influence on aviation security, cyber the first session of the forum looked at the evolu - security in the cargo security supply chain and Atm tion of threats in the regions and the approaches taken risks from digitalisation and artificial intelligence. by states to address emerging challenges to aviation throughout the two days, the forum provoked security. discussions focused on insider threats, non- lively debate and offered much food for thought. Key metallic improvised explosive devices, threats from conclusions included: the need to constantly review remotely piloted aircraft systems including the mea - and adjust mitigation measures to reflect the evolution sures to address them, as well as additional measures of the threat picture; that people are security’s biggest to protect passengers attending major events. asset and that it is vital to strive to find the right security technology and innovation, and the oper - conditions to keep staff motivated and trained; and the ational challenges linked to the deployment of new importance of sharing information amongst all part - technology were the focus of the second session. ners to encourage further collaboration. participants considered how technology is used to This Forum has continued to prove the immense support aviation security, the regulator and airport value of international cooperation in aviation secu - perspectives on experience gained from deployment rity, especially among like-minded partners. The of the latest screening solutions at airports in Europe sharing of perspectives and knowledge amongst the and the Asia pacific region, and the use of deep learn - experts from Europe and the Asia Pacific was insight - ing algorithms in screening equipment. ful. They provided ideas and dialogue on addressing the common aviation security challenges faced.

ECAC NEWS #69 47 ECAC IN BRIEF

new Zealand joins ECAC Behaviour detection study Group

is pleased to welcome new On joining the group, Chris ford, deputy ECA C Zealand in an observer status to director Aviation Infrastructure and per - its Behaviour detection study Group. under the sonnel at the CAA said, “We appreciate Cooperation Agreement signed between ECAC and acknowledge the important guidance and the Civil Aviation Authority of new Zealand, both and support made available to New Zealand thus far via organisations seek to strengthen, promote and its involvement to date in the group. The relationship with develop their cooperation in the field of civil aviation ECAC in the field of aviation security is one that is security on the basis of reciprocity and mutual benefit. immensely valued by New Zealand.”

strengthening cooperation between ECAC and regional organisation ACAO

paris, 20 march 2019 president Ingrid Cherfils and Acting ECA C Executive secretary patricia reverdy met with director General of the Arab Civil Aviation Organization (ACAO) Abdennebi manar on the side - lines of the 2 nd ICAO European and north Atlantic (Eur/nAt) meeting of directors General in paris. the two parties discussed their ongoing cooperation and enhancing support between the sister regional organ - isations. Kuwait, 24 march 2019 xchanges between ECAC and ACAO continued later E in the month when ms Cherfils and ms reverdy visited Kuwait to meet with Chairman of the General Assembly of ACAO and president of Civil Aviation of Kuwait, sheikh salman sabah Al-salem Al-homoud Al-sabah, who was accompanied by Abdennebi manar. the discussions focused on existing and future cooperation between the two regional organisations and events to be jointly organised in the coming years. Ahead of the 40 th session of the ICAO Assembly, the two parties exchanged information on their respective priorities in the areas of safety, security, facilitation, the environment and economic matters, and the forth - coming elections of the ICAO Council and the ICAO Council president. rabat, 2-3 may 2019 president Ingrid Cherfils attended the ECA C Extraordinary General Assembly of its sister organisation, the Arab Civil Aviation Organiza - tion (ACAO), in morocco at the beginning of may. In her keynote address, ms Cherfils highlighted the impressive progress seen in the air transport sector in the Arab states, though underlining that both regions are, and will be, faced with common challenges. could play, driven by the mutual interests of their In this globalised state of play, ms Cherfils sup - member states, in harmonising policies and practices. ported ACAO’s efforts to intensify cooperation and member states of both organisations, as well as partnerships in order to promote the establishment of their African (AfCAC) and latin American (lACAC) global standards and facilitate their implementation. counterparts, will meet again in september in mon - she emphasised the key role regional organisations treal at ICAO’s 40 th Assembly.

48 ECAC NEWS #69 ECAC in brief

Coordinating Committee hosts united states delegation in paris paris, 28 march 2019 est, including on environmental issues, with discus - sions on the implementation of COrsIA and the latest he members of the ECAC Coordinating Committee developments related to supersonic aircraft. T met with a delegation from the united states authorities. led by hugo yon, deputy Assistant secre - with the 40 th Assembly coming up in the autumn, tary for transportation Affairs, department of state, the ICAO-related matters were high on the agenda this nine-strong us delegation comprised representatives year, with both delegations sharing their respective of the department of transportation, the federal Avi - priorities in various domains, such as aviation security ation Administration and the transportation security and safety, and their views on the ICAO Council elec - Administration. tions. the main objective of this 23 rd meeting between the next formal meeting between the Coordinat - European and us counterparts was to continue their ing Committee and the united states authorities will regular exchange of views on topics of common inter - take place in 2021 in washington dC.

directors General focus on European preparations for 40 th ICAO Assembly at paris meeting

paris, 6-7 may 2019 irectors General gathered in paris for their first D meeting of the year, joined by observers EAsA, the European Commission, the ICAO Eur/nAt regional Office and JAA tO. the meeting was honoured to wel - come secretary General of the African Civil Aviation Commission, tefera mekonnen, invited to share his organisation’s developments in view of the upcoming ICAO Assembly. Addressing delegates, mr mekonnen emphasised AfCAC’s commitment to strengthening the cooperation and mutual understanding with ECAC and its member states. he spoke of his appreciation of the ECAC/AfCAC collaboration on the CAsE project, General were joined in their discussions by industry which provides invaluable support to AfCAC’s mem - representatives from Asd, ACI EurOpE and IAtA, who ber states on capacity building programmes in the shared their organisations’ priorities for the Assembly. aviation security field. Annemarie smith floch, representative of Ireland with the 40 th ICAO Assembly taking place in septem - and the ABIs Group on the ICAO Council, updated the ber and October, a significant share of the meeting’s meeting on recent developments in ICAO, including discussions focused on the status of preparation of on the main outcomes of the 216 th ICAO Council ses - European papers for the Assembly. directors General sion. Armand petrescu, director General for Civil Aviation endorsed six papers: five in the safety and Atm domains of romania, the current holder of the Eu presidency, and one on environment. for the first time, directors presented an overview of the presidency’s accomplish -

ECAC NEWS #69 49 ECAC in brief

ments to date and priorities until the end of its man - how Europe’s airspace architecture should look in the date on 30 June. pekka henttu, director General for medium- to long-term (2025-2035) and what practical Civil Aviation, finland, provided a report on the work steps would need to be taken to make it a reality. he of the wise persons Group on the future of the single also spoke of the strong coordination and engage - European sky, while the European Commission briefed ment with industry in Europe and the joint work the meeting on the latest activities in the European programme between EurOCOntrOl and EAsA. EAsA Commission, focusing in particular on external rela - Executive director patrick Ky focused his intervention tions developments. on providing an overview of the measures taken In the safety and Atm domains, EurOCOntrOl following the lion Air and Ethiopian Airlines Boeing and EAsA shared their organisations’ recent develop - 737-800 mAX accidents. ments. Eamonn Brennan, EurOCOntrOl director preparations for the August special meeting of General, in particular highlighted EurOCOntrOl’s directors General in malaga, the 12 th ECAC forum in re-appointment as network manager until 2030 and december on the theme of environment, and the the recent release of the Airspace Architecture study autumn 2020 ECAC/Eu dialogue with the air transport prepared in collaboration with sEsAr, which defines industry also featured on the agenda.

Air transport liberalisation focus of 4 th ICAO Air transport symposium

Incheon, 8-10 may 2019 contributed to the ICAO Air transport ECA C symposium and Conference on Inter - national Air transport Cooperation 2019, co-hosted with the ministry of land, Infrastructure and transport (mOlIt) of the republic of Korea. Opening the event, Kim hyun-mee, minister of land, Infrastructure and transport, spoke of the tremendous air transport growth in Korea. she was joined in the opening session by ICAO Council presi - dent Olumuyima Benard Aliu and Guyana’s minister responsible for aviation in the ministry of public Infras - tructure, Annette ferguson. held every three years, the 2019 edition of the con - ference focused on air transport liberalisation, assess - ing the current state of play and exploring the issues of safeguards, cross-border investments, regulatory convergence and the impact of levies. Gabrielle hubler, ECAC’s Communications Officer, participated in a session examining regional experi - alisation since the deregulation of its domestic market ences of liberalisation, with contributions from in the 1990s. she emphasised the need to reform own - Australia, Canada, Chile and Guyana and perspectives ership and control restrictions in order to promote the from the International transport forum and Air Busan. development of air services agreements on a liberal ms hubler presented the European approach to liber - basis.

50 ECAC NEWS #69 ECAC in brief

portugal hosts ECAC security forum in lisbon lisbon, 28-29 may 2019 he 27 th meeting of the ECAC security forum, held T in portugal, gathered experts from 20 ECAC mem - ber states, the united states and organisations. the importance of threat and risk assessment in relation to the emerging threat posed by remotely piloted Aircraft systems (rpAs) was discussed at length. the meeting emphasised the need for cooperation between states and for possible response protocols the results and lessons learnt following the trials against a range of potential attack scenarios, as well as and installation of explosive detection systems for the need to test and use technology-oriented solutions cabin baggage technology across Europe and globally and to further develop regulations and standards. were noted, and the meeting discussed the advan - presenting their work priorities for 2019, partici - tages, challenges, policy development and implemen - pants highlighted: challenges related to implementing tation process in relation to the use of this technology. new enhanced background checks and vetting, cyber participants acknowledged the valuable work being security, security culture, challenges related to rpAs, carried out by all the ECAC task forces and security insider threat, explosive detection dog certification, groups, and in particular the Guidance material task landside security, in-flight supplies and the deploy - force and the training task force, and thanked the ment of new screening technology. members and chairs for their valuable input.

news from the ECAC secretariat

ECAC welcomes new staff members mara keller joined the secretariat on 18 march as Air transport Officer. prior to joining ECAC, mara worked for six years in economic development at the ICAO secretariat in montreal. Before joining ICAO, she worked in gover - nance and programme management at lufthansa technik, and previously completed a traineeship at EAsA. In the secretariat, mara will be supporting ECAC’s activities and groups in the fields of economics, facilitation, legal issues and remotely piloted Aircraft systems. mara looks forward to working with ECAC member states and, after many Canadian winters, to summer in paris!

gaël weidmann joined the security team on 1 April as Aviation security technical Officer. Gaël will be managing the ECAC Common Evaluation pro - cess (CEp) of security equipment as well as other security-related activities, including the technical task force, the Cyber security study Group and the Explosive detection dogs study Group. After working in the medical industry, Gaël worked at the french directorate General of Civil Aviation for seven years as head of the security lab and as international cooperation technical expert for the security and defence department.

kirsi tervola-joutsen from the finnish transport and Communications Agency traficom joined the ECAC secretariat on 15 April for a six-month secondment in the facilitation field. Kirsi has seven years’ experience working with Eu passenger rights and is specialised in the rights of passengers with reduced mobility (prms). Before joining traficom, she worked for sAs Ground handling. during her secondment, Kirsi will be in charge of a prm pilot programme that aims at supporting ECAC member states in monitoring the implementation of ECAC doc 30 recommendations on the transport of persons with disabilities and persons with reduced mobility. “I am really happy to be working at ECAC and especially on this project. I hope many Member States will join the forthcoming PRM pilot programme!”

ECAC NEWS #69 51 ECAC in brief

Events to come sePtember 4-5/ 48 th meeting of the Guidance material task force (Gmtf/48), Istanbul august 6/ 36 th meeting of the legal task force th 28/ 9 meeting of the European safety and (lEGtf/36), paris Air navigation Coordination Group (EsAnCG/9), Brussels 10/ 10 th meeting of the European safety and Air navigation Coordination Group 29/ Informal meeting of the ECAC Coordinating (EsAnCG/10), Brussels Committee, malaga 10-11/ 33 rd meeting of the study Group on Cyber th 29-31/ 68 special meeting of directors General security in Civil Aviation (CyBEr/33), paris (dGCA(sp)/68), malaga 12/ 64 th meeting of the facilitation prm th 30/ 37 plenary session (ECAC/37), malaga sub-group (fAl-prm sub-grp/64), paris 13/ 13 th meeting with fAl-prm experts and fAl-prm sub-group, paris 17/ 48 th meeting of the facilitation Immigration sub-group (fAl-ImmIGrAt sub-grp/48), paris 17-18/ Behaviour detection study Group research and development workshop, romania

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EaP/CA IN BRIEF

first Best practices for national Auditors - level 1 training courses organised for Eap/CA states

Kiev, 4-8 february 2019 key areas of aviation security, including access control, passenger and cabin baggage screening and hold riga, 18-22 february 2019 baggage security. the training courses also enabled wo Best practices for national Auditors – level 1 participants to gain a better understanding of their T training courses were organised for the first time role and responsibilities as national auditors and by ECAC for the benefit of Eap/CA partner states. strengthen their competencies in conducting national compliance monitoring activities in the field of avia - the courses were held from 4 to 8 february in Kiev tion security. (ukraine) and from 18 to 22 february in riga (latvia). seventeen participants from Armenia, Azerbaijan, the training was organised in close cooperation Belarus, Georgia, Kazakhstan, Kyrgyzstan, moldova, with the appropriate authorities of ukraine (state Aviation Administration) and latvia (Civil Aviation tajikistan and ukraine attended both courses. Agency), which hosted the courses, facilitated the through a combination of training techniques, in - organisation of on-site exercises and provided English- cluding practical exercises at Kiev and riga airports, russian translation in order to ensure the best learning participants became familiarised with best practices in conditions for participants. the ECAC secretariat auditing techniques and European requirements in thanks both states for their cooperation.

52 ECAC NEWS #69 EaP/CA in brief

Best practices training for national auditors in ukraine

Kiev, 18-22 march 2019 he third Best practices for national Auditors - level T 1 training course was organised in ukraine for the benefit of Eap/CA partner states. ten security experts from Armenia, Azerbaijan, Belarus, Kazakhstan, Kyr - gyzstan, tajikistan and ukraine attended the course. Over five days, participants reviewed best practices in auditing techniques and European requirements in key areas of aviation security, including access control, passenger and cabin baggage screening and hold baggage security. “The BPNA/1 course has allowed me to gain useful knowledge on how to plan and conduct audits and inspections, as well as how to draft meaningful reports Our sincere thanks go to the state Aviation Admin - and recommendations for rectification measures,” said istration of ukraine, which offered the facilities, facili - mirzaian Kashkariev, a national auditor attending the tated the organisation of on-site exercises and provided course from the ministry of roads and transport in English-russian translation to ensure the best learning Kyrgyzstan. conditions for participants.

EAsA hosts Eap/CA project technical Board meeting

Cologne, 4 April 2019 he Eap/CA project technical Board, comprising representatives of the European Commission, EAsA and ECAC, T along with ICAO in an observer capacity, met at EAsA’s headquarters in Cologne on 4 April. the meeting acknowledged the progress made in implementing the project to date and discussed the activities to be planned for the coming months. On the security component, the meeting heard an overview of the activities already undertaken and discussed ECAC’s capacity-building actions for the current year, including two workshops on security equipment (paris, 9-11 July 2019) and quality control in aviation security (paris, autumn 2019) following specific requests from Eap/CA beneficiary states. the effective cooperation between all the parties involved was acknowledged as being crucial in efficiently implementing the project in the partner states.

mentoring activities

n the framework of the Eap/CA project, ECAC contin - I ues to organise mentoring activities for national experts to review their national aviation security legal frameworks and provide proposals to amend and develop their regulatory requirements, taking into consideration ECAC doc 30 and ICAO standards and recommended practices (sArps). these activities also focus on reviewing national Civil Aviation security programmes, national Civil Aviation security training programmes and national Civil Aviation Quality Con - trol programmes. since february, three activities have been delivered in: > Paris, 11-12 March 2019 for experts from Azerbaijan and Kyrgyzstan; > Dushanbe, 23-25 April 2019 for experts from tajikistan; > Yerevan, 21-23 May for experts from Armenia.

ECAC NEWS #69 53 ASSOCIATED BODY OF ECAC

News from the JAA Training Organisation (JAA TO)

JAA tO reflects on their innovative role in aviation training

nnovation is a deeply ingrained concept within professionals who learn with JAA tO. the new training I JAA tO. this quarter, several ICAO training packages facilities signify an important milestone enabling the (Itps) were delivered at the JAA training Organisation organisation to level up as the leading learning and – introducing new and developing concepts in the knowledge centre for aviation professionals and the field of aviation. for the first time, the ICAO training trusted training body of the European Civil Aviation package: Aviation data-driven decision making (A3dm) Conference (ECAC). was hosted in Europe, by JAA tO. this course helps with innovation so deeply rooted at JAA tO, this professionals generate, interpret and make decisions section will elaborate on how JAA tO facilitates inno - as evidenced by data. vation in aviation regulatory training. It will also pro - As of 1 July 2019, JAA tO relocates to a new train - vide an in-depth look into an upcoming course in one ing centre with more space, upgraded facilities and of the more innovative technical areas of aviation more opportunities delivering value to the visitors and today – unmanned Aircraft systems (uAs).

how to facilitate innovative aviation training

apacitating aviation professionals effectively does the importance of innovation in training C not stop at the classroom. delivering real value to nnovative solutions in aviation training are more professionals with training involves observing the I important today than they were ever before. the entire training experience. 1 July marks the first day International Civil Aviation Organization (ICAO) has JAA tO opens the doors to the new state-of-the-art estimated that all air transport activities are expected training facility. JAA tO reached out to ECAC vice pres - to double over the next 15 years. Along with that ident and chairman of the JAA tO foundation Board growth comes the need for experienced and skilled for his perspective on the relocation: talent – and the aviation community is concerned “JAA has come a long way whether they can keep up. from its founding objective In regulatory training specifically, training courses back in the 1970s. I believe are still generally developed in reaction to a continu - we have really developed in ously changing aviation landscape. regulations and concert with the needs of standards and recommended practices (sArps) are the aviation field. I joined as constantly being revised to address new circumstances, chairman of the JAA Train - and aviation organisations face the challenge of deliv - ing Organisation’s Founda - ering training that they can reliably scale with their tion Board shortly after it growth. started operating exclu - sively as a training organi - delivering predictive training sation and am delighted fter nearly a decade of experience training avia - that we’ve been able to tion professionals, and after witnessing the rudi - grow to this point. With the A Alessio Quaranta, Chairman of the JAA TO mental transformations within the aviation community recent expansion, JAA TO is Foundation Board, ECAC Vice President, in that time, JAA tO has succeeded delivering relevant Director General of the Italian Civil Aviation taking this opportunity to Authority (ENAC) training by predicting the training needs of profession - create a space for learning als, rather than by reacting to them. unlike anything else that exists in regulatory aviation training today. I’ve always had pride in the quality JAA TO By predicting the possible challenges that arise as has been able to deliver through its courses, and to be a result of upcoming or existing regulation, JAA tO able to deliver these in an environment that meets the enables a thorough identification of overall training same quality for highest standards is going to make needs and a clear direction on adding real value to avi - JAA TO even more effective at what it does.” ation professionals and, ultimately, their organisations.

54 ECAC NEWS #69 News from the JAA Training Organisation (JAA TO)

these predictions are achieved thanks to the close It is worth highlighting that JAA tO is one of the relationship JAA tO maintains in the aviation commu - few – if not the only – training providers in Europe to nity. Its Business and Course development units work employ business development and intelligence talent. in close collaboration with an international network of this intelligence provides JAA tO with critical insights regulatory bodies, civil aviation authorities and subject into the aviation market, which guide the needs of the matter experts with practical experience in their sector. aviation professionals being trained.

update: JAA tO begins development on the first ICAO training package about drones

n April 2019, ICAO’s Global Aviation training office (GAt) officially confirmed its approval for JAA tO to proceed I with the development of a new ICAO training package (Itp) on drone regulation. this is an evidential example of the JAA tO innovative methodology aforementioned, since drone operation rules were only adopted by the European Commission on 24 may 2019. to discover the impact of this regulation, JAA tO sits down with filippo tomasello, instructor and faculty manager on unmanned Aircraft systems (uAs), regard - ing the impact which uAs as a technology is having on aviation regulations. the wide applicability of drones he most common perception society has of uAs is T that of military applications. however, the concept of a uAs can be utilised in many capacities, serving different sectors. the majority of uAs are utilised for digital information collection – whether that be for commercial use, municipality surveying, investigating high-risk environments, or recreational use. training and privacy awareness, so that they know how this technology of many applications poses a to use the technology responsibly.” serious challenge when it comes to regulation. Civil this trend towards competency-based training aviation authorities (CAA) will need to approach regu - is not unique to small uAs. It is in fact the approach lating uAs with a different perspective than how it ICAO has taken for licensing of remote pilots of has been done to address every concern. tomasello large civil remotely piloted aircraft in the amendment predicts that regulatory bodies will need to adopt “ to Annex 1 of the Chicago Convention, which will performance-based” and “risk-based” approaches to become applicable in 2022. regulation – both of which JAA tO intends to introduce furthermore, in developing aviation sectors, such in the new Itp. as those that are environment and sustainability the impact on aviation training focused, this type of training is essential. the focus of he JAA tO faculty manager further states that he developing competencies is necessary to ensure that T foresees a disruption in the way aviation training is aviation professionals make responsible and effective conducted as drones become more commonplace. decisions while on the job. “Practical skill training for small UAS will not be as impor - the new Itp will hence focus on the competency- tant as competency-based training. When dealing with based approach for training of remote pilots – both for drones, pilots will need psychological training, security large (i.e. standardised by ICAO) and small uAs.

If your organisation or CAA is interested in requesting support from the JAA Training Organisation in preparing for your annual training plan, including the development of customised training courses to take place at your location, please get in touch with the JAA TO training team. For more information, visit: https://jaato.com/trainingoutside

ECAC NEWS #69 55 News from the JAA Training Organisation (JAA TO)

JAA tO relocates to schiphol-rijk!

fter 28 years of JAA history in the dutch town of A hoofddorp, JAA tO is relocating its operations to Beechavenue 1-19, schiphol-rijk – even closer to Amsterdam International Airport. For more information on the new training centre, please visit : https://jaato.com/news/JAATO_Relocating _Schiphol_Rijk/

56 ECAC NEWS #69 provides an overview of the ECAC NEWS activities of the European Civil Aviation Conference. ECAC makes no warranty, either implicit or explicit, for the information contained in this document, neither does it assume any legal liability or responsibility for the accuracy or complete - ness of this information. Opinions expressed in signed articles are the author’s opinions and do not necessarily reflect those of ECAC. reproduction in whole or in part of all unsigned material is freely authorised. for rights to reproduce signed articles, please contact the ECAC secretariat. ECAC NEWS is published by the European Civil Aviation Conference (ECAC)

FOR MORE INFORMATION, PLEASE CONTACT: ECAC Secretariat 3 bis, Villa Emile Bergerat 92522 Neuilly-sur-Seine Cedex FRANCE Tel. : +33 1 46 41 85 44 Fax : +33 1 76 73 98 57 [email protected] www.ecac-ceac.org