International Civil Aviation Organization
Can Community Specifications help in
reaching global standards ?
ICAO EUR/NAT Office CEN ETSI CS Workshop 1
George FIRICANICAO Deputy Regional Director
Europe and North Atlantic
Joint CEN ETSI Workshop on Interoperability of the
European air traffic management network:
the role of Community Specifications
CEN, Bruxelles, 17 March 2011
The job
..to ensure the safe, efficient and orderly evolution of international civil aviation
� The mandate of the Organization is...
Modern aviation is one of the most complex
� The contest?
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Modern aviation is one of the most complex systems of interaction between human beingsand machines ever created
24 hours a day, 365 days of the year, an aeroplanetakes off or lands every few seconds somewhere on the face of the earth. Every one of these flights i s handled in the same, uniform manner
� How do we address complexity?
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The Air Navigation Regions
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The job
� Primary tools to address complexity
This clock-work precision in procedures and systems is made possible by the existence of universally accepted standards known as Standards and Recommended Practices (SARPs)
� What without SARPs?
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- Creating and modernizing SARPs is the responsibility of ICAO
� Who is in charge?
� What without SARPs?
Our aviation system would be at best chaoticand at worst unsafe.
- Applying them is the responsibility of the States
The outcome
� SARPs cover all technical and operational aspects of international civil aviation, such as safety, personnel licensing, operation of aircraft, aerodromes, air traffic services, accident investigation and the environment
� SARPs are formulated in broad terms and restricted to essential requirements:
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to essential requirements:
- 18 Annexes to the Chicago Convention (material of a fundamental regulatory nature contained within the main body of them)
- for complex systems, detailed technical specificationsplaced either in Appendices to Annexes or in Manuals
The outcome
� Examples?
� From FASTEN YOUR SEAT BELT to the appropriate duration of radars’ reply pulses…..
� ….there are basically no safety-related issues on which the 190 Member States of ICAO are left without reference standards and recommended
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without reference standards and recommended practices
� Thousands upon thousands of detailed ICAO provisions aimed at protecting the lives of the flying public
� They are all listed in the 18 Annexes to the Chicago Convention as well as in more than 300 hundred Circulars and 150 Documents/Manuals
The outcomeThe 18 Annexes to the Chicago Convention:Annex 1- Personnel Licensing
Annex 2- Rules of the Air
Annex 3- Meteorological Service for International Ai r Navigation
Annex 4- Aeronautical Charts
Annex 5- Units of Measurement to be used in air and ground operations
Annex 6- Operation of Aircraft
Annex 7- Aircraft Nationality and Registration Marks
Annex 8 - Airworthiness of Aircraft
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Annex 8 - Airworthiness of Aircraft
Annex 9- Facilitation
Annex 10- Aeronautical Telecommunications
Annex 11- Air Traffic Services
Annex 12- Search and Rescue
Annex 13- Aircraft Accident and Incident Investigati on
Annex 14- Aerodromes
Annex 15- Aeronautical Information Services
Annex 16- Environmental Protection
Annex 17- Security
Annex 18- The Safe Transport of Dangerous Goods by A ir
The other outcomes� ICAO standards and other provisions are developed in
the following forms:
- Standards and Recommended Practices (SARPs)
- Procedures for Air Navigation Services (PANS) ▪ comprise operating practices and material too detailed for SARPs▪ often amplify the basic principles in the corresponding SARPs
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- Regional Supplementary Procedures (SUPPs)▪ suitable for application on a worldwide basis
▪ have application in the respective ICAO Regions. Material similar to that in the PANS but not having their worldwide applicability
- Guidance Material▪ to supplement SARPs and PANS and facilitate their implementation
▪ issued as Attachments to Annexes or in separate documents such manuals, circulars and lists of designators/addresses. Usually it is approved at the same time as the related SARPS are adopted
• Secretariat
The structure and responsibilities
� Governing Bodies• Assembly – The States (37 th Assembly, 190 States )• Council – The Elected States (36 States)• Air Navigation Commission supported by Working Groups and Sub-
Groups (experts) and the
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– Air Navigation Bureau
– Air Transport Bureau
– Technical Cooperation Bureau
– Legal Bureau
– Administrative Bureau
Regional Offices
The challenges
• ICAO is serious about Global Harmonization– over $50 billion investment will be made by contracting States in the coming
years
• ICAO’s Global Air Navigation Plan (which the U.S. and Europe designed) outlined the concept of the Future Aviation System– NEXTGEN and SESAR followed the concept; but neither implementation is
“packaged” in a way that can be understood and/or supported by the global aviation community
– Indication on when States will upgrade CNS/AIM infrastructure or when
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– Indication on when States will upgrade CNS/AIM infrastructure or when aircraft operators will equip with avionics were not always clear
– ICAO Assembly agreed to take global action and to develop new methods of working (“In the development of SARPs, procedures and guidance material, ICAO should utilize to the maximum extent appropriate and subject to the adequacy of a verification and validation process, the work of other recognized standards-making organizations.”)
• ICAO 12th Air Navigation Conference will be the opportunity to have the Global Aviation Community agree to a Revised Global Air Navigation Planwith– Global SYSTEM Upgrades (blocks vs bits) defined by Operational Results
– Appendices for Avionics and Communications
Step 1 – Get Harmonization on the Global Agenda
– Initial NEXTGEN/SESAR Symposium (in 2008)
• Allowed U.S. and Europe to reassure the Global Community that
NEXTGEN and SESAR were not being developed in a vacuum
– Standards Organization (SO) Roundtable Meetings (from 2009)
• Initiated relationships between ICAO and other standards making
bodies (e.g. RTCA, EUROCAE, SAE)
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bodies (e.g. RTCA, EUROCAE, SAE)
• Formalized relationships with SOs through agreements
• Plan to consolidate and expedite standards efforts
Collaborative approach to standards development
Step 1: Agreement on who shall develop basic concept and scope.
Step 2: Agreed Parties to develop basic concept and scopeCross-Collaboration
As needed
Step 1: Agreement on who shall develop basic concept and scope.
Step 2: Agreed Parties to develop basic concept and scopeCross-Collaboration
As needed
Standards Roundtable or successor group
ICAO and/or Standards-Making Bodies and States
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Step 3: ICAO to review and refine conceptand coordinate work allocation
as required.
Step 4(a): Relevant ICAO groups to develop needed provisions
Step 4(b): Relevant Industry Groups to Develop Specs, Technical Standards
as needed
Step 5: Standards Completed
Step 3: ICAO to review and refine conceptand coordinate work allocation
as required.
Step 4(a): Relevant ICAO groups to develop needed provisions
Step 4(b): Relevant Industry Groups to Develop Specs, Technical Standards
as needed
Step 5: Standards Completed
ICAO and agreed parties
Standards Roundtable or successor group
Step 2 – Global System Upgrades
• Creating Global SYSTEM Upgrades from individual
NEXTGEN/SESAR Plans
– Safety Needs Dictate it
– Global Operators will Demand it
– Global Agreements will keep both programs Sold
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– Global Agreements will keep both programs Sold
• Initial Efforts Completed
– Individual Regional Plans Reviewed
• Gap analysis developed
• Common areas for SYSTEM/Block upgrades exist
• ICAO will sponsor the effort to develop the “Blocks” from
the existing regional programs
Step 3 – Global Rollout and Feedback
• ICAO is going to host a Global Air Navigation Forum (21-23 Sep 2011) that will provide the opportunity to:– Outline System/Block agreements to international
community in order to gain their buy in and get their feedback
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feedback
– Sign global and regional agreements for global operational trials to drive common solutions and procedures with involvement of the whole aviation community
– Promote the benefits of advanced ATM modernisation programmes to other Regions/States
– Give the press something interesting to watch and to talk about
Step 4 – Sealing the Global Deal
• ICAO Special* 12th Air Navigation Conference– Will formalize International Agreement which will
result in a revised Global Air Navigation Plan
– Will identify performance standards and international procedures ICAO will develop;
– Will identify what specifications are necessary by other standards bodies;
– Will outline risk areas with planned mitigation
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– Will outline risk areas with planned mitigation strategies;
– Will outline a way forward for ATC Communications; with decision points via an Avionics Appendix
• ICAO will also rollout an electronic Air Navigation Plan to accompany which will:– Provide real time transparency at the regional level
– Allow real-time regional planning of airspace restructuring and new routes
• * Special Conference includes Security and Environment elements (Montreal, 19 -30 Nov 2012)
The answer
• YES, they can if...
– the Community Specifications are developed in a collaborative way with the standardisation organisations (SO)
– their applicibility can also be beneficial
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– their applicibility can also be beneficial beyond/outside the SES airspace (e.g. as input to the global standards for ATFM/CDM)
– they support other ATM modernisation programs (like in Japan, China, Russian Federation) and therefore can be integrated into the global ATM system
Thank you!
ICAO Headquarters:
ICAO EUR/NAT Office CEN ETSI CS Workshop 17
ICAO European and North Atlantic Office:
www.paris.icao.int
ICAO Headquarters:
www.icao.int
