Single European Sky is the cornerstone of the aviation policy for the European Union. How is SES progressing? What has been achieved and what should be done? 

In European aviation history, the Single European Sky (SES) is one of the most important initiatives in terms of bringing benefits to European citizens and industry, modernising and improving the way we fly.

The SES has made significant progress, especially the recent years during the first reference period (2012-2014), with the implementation of the second legislative package (SES 2). A comprehensive regulatory framework is available, having to do with the performance, charging, interoperability, Functional Airspace Block (FAB) and national performance plans, safety regulations, etc. Institutions that contribute to the implementation of the SES have been put into place: the Performance Review Body, Network Manager, the SESAR Joint Undertaking, the SESAR Deployment Manager and bringing ATM to EASA. Now is the time to ensure that current SES legislation is being implemented and key challenges relating to the fragmentation of air navigation services are properly addressed. The deployment phase of our technology arm, SESAR, has begun, and we are looking forward to the implementation of large-scale "common projects" over the next decades.

In this view, we are also preparing for the next performance reference period and reflecting on a future vision of SES 20 years down the road and beyond in the context of the recently announced strategy for a competitive aviation industry.

Industry stakeholders, ANSPs are an important part of them, are committed to play a role in the moderIndustry stakeholders, ANSPs are an important part of them, are committed to play a role in the modernization of the European system.

How do you see the role of industry in general and of ANSPs in particular in this path for modernization?

All segments of the aviation industry (service providers, airspace users, manufacturers, airports, staff) play a significant role in SES. ANSPs are clearly key actors. SES has been conceived as an open and inclusive initiative giving industry stakeholders a prominent and leading role.

In addition to being directly consulted on any new policy or legislative initiative through the Industry Consultation Body (ICB), industry participate in the work of the SESAR Joint Undertaking, EASA and are the main actors in the newly-established SESAR Deployment Manager. ANSPs are keen to make their needs known to the EU, and are active in communicating with the European Institutions via organisations such as CANSO. It is clear that ATM in Europe will indeed be modernized and ANSPs are keen to go along with it.

Streamlining and simplifying an ATCO's job, for example, by integrating newer technologies that are based on a strong business case, will only help ANSPs to refocus resources on safety-critical areas, which can only have a positive impact on financial stability, performance, capacity and safety. ANSPs should not fear change but embrace the possibilities of improving their own systems and processes based on innovative business models.

Technology is becoming a key element of the evolution of the air transport system. How do you see the evolution of the technology and how this evolution will change air transport? 

ATM should become not just smarter and more-efficient, but must become also safer. With the growth forecasts over the longer term (movements to double by 2030) looking to cause a further capacity crunch, some increased automation in dense and less-crowded airspace, for example, could prove beneficial. The SESAR Joint Undertaking brings over eight years of R&D to ATM, and has now launched the Deployment phase of the SESAR project. The pilot common project was adopted last year, and six major ATM functionalities will be tested on a large scale. Preparations to identify new technologies for the second common projects are ongoing.

These technologies will only be tested if a positive business case can be shown for, ideally, all stakeholders. Over the next ten to twenty years, ATM technologies will surely evolve leading to a strengthened system run by highly-skilled staff who continue to ensure the safe and efficient movement of aircraft and their passengers. Europe should continue to lead and invest in technology innovation if it wants that its transport system remains an efficient and sustainable engine for growth and jobs. The Commission is prepare to play its part to meet this objective. 

ENAV is involved in the Blue Med initiative, which covers the south-east border of the EU area. How do you see the involvement of non EU States in the European policy? How can Europe attract traffic and export knowledge to respond to global competitiveness?  

There are several aviation agreements signed with non-EU countries in the south-east border of the EU, such as those with the Balkan States. These States apply SES legislation, or intend to incorporate them into their national legislation. They are also involved in several EU mechanisms and attend technical and regulatory meetings as observers, who thus have the opportunity to exchange information with other EU States. These mechanisms ensure the extension of the SES to cover our neighbors.

The leading role of Italy and ENAV in the Blue Med initiative is very much welcome and can only help strengthen pan-European ATM systems by the transfer of knowledge to other ANSPs outside the EU. Cooperation with third countries should be reinforced to promote connectivity and market access leading to additional flights. The European model for air transport and ATM, based on safety and innovation, is already a global reference and it should be promoted in conjunction with all industry stakeholders. By doing so, it will become the appropriate vehicle for exporting know-how and for competing on the world stage.