Industry Initiatives

1
Industry Initiatives

• Guenter Martis
• Guenther Matschnigg
• Jerry Mack
• Claude Schmitt
• Vincent De Vroey
• Mont Smith

2
Future Vision of Operational initiatives

• Can authorities can work together to develop a
  RIA/ARAC/CAST-type model to evaluate future
  SARPS?
• Economic Considerations
• increased transparency
• Continued harmonization with ICAO taking the lead
  
• FAR Part 129 Regulatory requirements are
  duplicative and inefficient can we smooth out
  this process?
• More efficient industry participation
• One level of Safety (business jets, fractional
  ownership, microjets, UAVs, etc.) recognizing
  complexity in use of the NAS for the next 20
  years

3
Future Vision of Operational initiatives

• LROPS / ETOPS
• Good safety thinkingbut perhaps a bit too
  far/too fast
• JAA RIA did not validate cost-benefit
• CAST 1987-1991 study of 531 hull losses did not
  identify a high risk/priority

4
IATA Safety/IOSA Conclusions

• IATA has established a data-driven 6-point Safety
  Strategy
• The IOSA Programme is showing strong growth
• Greater Regulatory Authority buy-in to IOSA is
  necessary and encouraged
• IOSA is not intended to be a substitute for State
  Regulatory Authority oversight but can be used to
  complement it

5
IATA Safety/IOSA Conclusions

• IATA has launched the Partnership for Safety
  Programme to help airlines from developing
  nations (in Africa initially) improve safety
  Regulators from the developed nations are invited
  to participate
• Ground damage is a significant safety issue but
  also a major cost burden (4 billion p.a.)
• Better alignment, streamlining and coordination
  of industry and state authority programs is
  necessary
• Cooperation, not competition

6
Presentation

• IT in Design and Certification
• Falcon F7X design and certification is under full
  digital control (PLM full 3D in KATIA 5)
• Data is shared between partners using all the
  same digital platform to share geometrical and
  textual data within limitations of proprietary
  data.
• Important is to arrange this sharing at a very
  early stage through contracts and to maintain the
  system through the life of the aircraft.
• Achieved was a cycle reduction of 40 and tooling
  costs were reduced by 66.
• Certification through the full digital system
  including electronic signature was arranged
  through a CRI, which implies committment for the
  whole life of the project.

7
Presentation

• The future of Global Manufacturing (IAQG
  International Aerospace Quality Group Strategies)
• IAQG members agreed in 1999 to establish common
  standards to
• Reduce duplication and waste
• Minimize variations
• Share resources, and
• Speak with one voice.
• To achieve a Quality Partnership on a global
  scale and on the new market, there is the need
  for
• A high level of qualification and education
• A high degree of standardisation, and
• Effective logistics and process management.

8
Discussion Summary

• The aim of this session was how the aviation
  environment, for new ways of design and
  manufacturing, should lead to renewed
  relationships between Industry and Authorities
• Major discussion items were
• Where the Authorities are standing in relation to
  Industry on various new subjects
• Which initiatives are taken by both parties to
  accommodate eachothers needs
• The Authorities stressed that although it is
  difficult for them to anticipate, they are
  willing to collaborate at an early stage.
• That regulatory systems are not creating
  obstacles, and possible it is tried to
  accommodate Industry needs.

9
Discussion Summary (cont.)

• It was suggested that Authorities might create
  common teams to address new developments and
  develop harmonised certification criteria. It was
  proposed to create joint teams across Authorities
  for this purpose with expertise in new
  technologies.
• Industry noted a lot of communality between
  standards for Civil Aviation, Military and
  purposes for Space. The proposal was for more
  unification and promotion for the use of
  identical standards.

10
RNP - Challenges

• ATM systems must be adaptable to dynamic capacity
  needs
• ATM systems must be globally harmonized
• Responsibility distributed in Europe to several
  parties

11
RNP - Benefits

• Increased safety
• De-confliction of airspace
• Greater capacity
• Improved environmental benefits
• Reduced costs
• Adaptable to needs of the carrier
• Potential reduction of voice transmissions

12
RNP - Conclusions

• EASA should become responsible for all safety
  regulatory aspects related to RNP in Europe in
  the future including OPS and ATM safety
• Regulatory authorities need to harmonize
  requirements and involve industry. Proposal for
  the creation of a special JAA/EASA/FAA group for
  CNS ATM certification issues.
• Airspace, operations and equipage must be
  considered all together