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 thinking…but perhaps a bit “too far/too fast”
JAA RIA did not validate cost-benefit
CAST 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 eachother’s 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