GSA has a key role to play in Europe for the development of Galileo and EGNOS, can you give us an update on the status? Are we entering a new era?

GSA is accelerating progress towards the adoption and integration of the European GNSS (Galileo and EGNOS) across a wide range of transport sectors, and aviation is leading the way. Indeed, this is a good time to take stock of recent progress and look forward to what lies ahead.

Since its certification for civil aviation in 2011, EGNOS – the European satellite-based augmentation system – has revolutionised the way we fly, making flights in Europe safer, greener and more efficient, particularly at medium-sized and small airports. The figures speak for themselves, with over 250 airports/helipads having implemented EGNOS across Europe; and more than 450 EGNOS-based approach procedures, and almost 50 LPV200 approach procedures implemented (since September 2015).

In addition, a growing number of European countries are rationalising their conventional landing system infrastructure, also with a view to gradually implementing Performance Based Navigation (PBN). The drive is, of course, to improve safety and airport accessibility (especially for small/medium airports), reduce costs for air navigation service providers (technology transition), provide good quality back up to instrument landing systems (during outages, maintenance, renewal, etc.), and to make it possible to have rotorcraft operations in all-weather conditions, with PinS and low level RNP routes.

Looking ahead, an increasing number of airlines are interested in the new concept “CAT I everywhere, every time”, combining instrument landing system (ILS) infrastructure and EGNOS-based procedures (LPV200/LPV).

GSA is also working on a new version of EGNOS - EGNOS v3, which will enable augmentation for GALILEO after 2023. This will further stimulate market uptake.

As regards GALILEO, implementation of the programme has picked up in pace in recent years. To date 18 satellites have been launched out of the 30 that will constitute full operation capability (24 operational satellites + 6 spares).

The future looks bright. Since December 2016, Galileo has been delivering Initial Services and the performance levels of these services (such as accuracy and availability) have exceeded planned targets.

Galileo is paving the way towards a new generation of robust GNSS positioning for civil aviation (on routes, terminals, approaches) involving integration with GPS within a multi-constellation system (beyond 2020) and providing guaranteed signal integrity. We are definitively entering a new era for civil aviation navigation, an era where GNSS is a key technology underpinning the transfer from conventional navigation technology to the PBN concept, in addition to supporting emerging applications in the field of surveillance and communication.

The American GPS, the Russian GLONASS and the Chinese Beidou are all under military control, whereas the European GNSS – Galileo – is under civilian control. In your opinion, is this a limitation or an opportunity?

Galileo is a system that serves a wide range of users. In addition to the three services Open Service (OS), Commercial Service (CS) and Search and Rescue (SAR), it provides a fourth encrypted service called Public Regulated Service (PRS), aimed at government users. In this context, Galileo under civilian control represents both a limitation and an opportunity.

A limitation - because compliance with security requirements within a civilian environment means having to manage complex variables, rigid processes and the difficulties that sometimes arise in reconciling the two dimensions - civilian Vs regulated - in programme decision making.

However, it is also an opportunity because service provision can be provided on a reliable (committed) manner , unlocking the high potential of open and commercial services. This potential, reflected in the wide range of possible applications, adds a degree of complexity, as a result of which the question is being asked whether, for example, Galileo should be certified for civil aviation services or not.

What are the satellite navigation programmes managed by GSA that support rescue operations in the aviation domain?

With more precise, safe and accessible navigation, EGNOS is already mitigating risks. In emergencies, Galileo plays an important role with its new Galileo Search and Rescue (SAR) service.

Today, GSA is supporting the industry in developing new beacons and defining and testing a new concept of operations for SAR and the Global Aeronautical Distress Safety System (GADSS). In addition meeting the new ICAO requirements for commercial aircrafts by 2021, Galileo will save lives by dramatically reducing signal detection time and providing precise localisation of users in distress, together with an emergency response feature via the Galileo Return Link Service.

Satellite navigation systems are at the forefront of technology development. Air-transport however is a highly-complex domain involving a broad range of stakeholders. In your opinion, will all the stakeholders be able to keep up/align with the technological developments, or do some risk to be left behind?

Since EGNOS certification for civil aviation in 2011, GSA has come a long way. Building on the EGNOS service adoption experience, GSA is now a trusted partner of the aviation segment, with open cooperation channels across the entire service value chain, ranging from the service provision certifier (currently EASA), to air navigation service providers, airports, airlines, avionics and aircraft manufacturers, and aviation associations. We work together on different projects and solutions, raising awareness about the benefits of new technologies, but also supporting the development of technical solutions on board new models coming to the market. While a lot still needs to be done, we are proud of the results achieved by EGNOS across Europe, and we count on the continued support of all our partners to make an even bigger impact in the future. Looking ahead, the next frontier for air transport could be the convergence of technology and operations between ADS-B and GNSS.

You have worked on projects for Enav and engineering. What do you think of our company especially in light of the recent privatisation?

I value the time spent at Enav. At that time, the company was going through a difficult period, but the challenges we had to address have equipped me with invaluable skills and insights. Over the years, this experience has given me a different perspective on the potential for increased convergence of air traffic management and GNSS. I have also continued to look at Enav developments with great interest. In my opinion, the recent privatisation is a stepping-stone for Enav, laying the foundation for a promising future, in which the company will be able to:

• Promote a result-driven culture;

• Strengthen its effectiveness and efficiency;

• Guarantee more transparency towards stakeholders and shareholders; and

• Lead innovation globally.