1. An RPAS perspective for regulation of future aerospace operations
REMAT, 24 – 25 May 2013, Montreal
Taro Kuusiholma
CAA Finland

2. RPAS, Remotely Piloted Aircraft Systems
A wide variety of RPA shapes, sizes, configurations, characteristics and wide possible operations and scenarios in which RPAS will operate.
Not only “from battle field to farm field”, “dull, dirty and dangerous” tasks or future privacy and human rights violators.
Currently the maturing dual use/civil RPAS market suffers inter alias from the lack of proper global, regional or State regulatory framework and standards.
Result : The markets for the following 3 sectors cannot emerge: non-military governmental - scientific - commercial.
In near future RPAS technology for high altitude, near space or earth-to-earth aerospace movements.
The current “RPAS integration problem” is in a way parallel with the new arising problem in the use and regulation of new modes of transportation and near space.

3. Firs steps in ICAO framework
In 2005 ICAO issued a State letter and questionnaire regarding RPAS.
In 2007 ICAO State letter announced creation of UASSG.
In 2009 historic event at ICAO HQs: Global ATM Forum On Civil/Military Cooperation.
1st Civil/Military event organized by and taking place in ICAO and first time RPAS are an official agenda item at an ICAO Plenary Meeting.
Conclusion: ICAO, States, Military Authorities & Partners will endeavour to work together for mutual benefit and use ICAO as an open forum for civil/military cooperation, collaboration and sharing of best practices and cooperation toward assuring safe and efficient integration of RPAS into non-segregated airspace.

4. RPAS experience for the integration and/or regulation of aerospace transport
Practical use of air/near space will not be only determined by technological and economical feasibility but also by its regulatory framework.
Regulatory development is at best incremental, gradual and evolutionary.
Societal and professional resistance (from ”as safe as or safer”, ELOS to tolerable level of safety).
Requires enhanced coordination between numerous actors involved with different roles and responsibilities.

5. RPAS experience for the integration and/or regulation of aerospace transport
Existing ICAO framework is adjustable and evolutionary enough to harmonize principles, strategies, concepts and terms needed to enable coordinated support for new modes of transportation to be integrated into “aviation” scene.
Present ICAO systems approach - RPAS seen as a system rather than aircrafts, engines and parts - provides versatile and robust legal basis for addressing the issue for the time being (e.g. CoA considers entire system).

6. RPAS experience for the integration and/or regulation of aerospace transport
EASA BR “total aviation system” concept. The aim of the new total system approach is to reduce risks coming from gaps, overlaps or confused responsibilities between different aviation domains.
The total system approach - i.e. all safety and technical regulations under “one roof” and developed in coherent manner.
In regard to RPAS the systems approach, as implied by the term “RPAS”, is not only a technical concept – it is a comprehensive regulatory approach, for the new technical elements of RPAS reach beyond the traditional elements of airframe, power plant and avionics.

7. RPAS experience for the integration and/or regulation of aerospace transport
Guiding principles for the development of a regulatory concept for RPAS (fairness, equivalence, responsibility and accountability, transparency etc.).
Recently there have been discussions on the ramifications of the approach (for RPAS) and of the fundamental relations between the parts of the total aviation system, ELOS and guiding principles.
Existing ICAO framework for international aviation should be used for regulating emerging modes of aerospace transportation and exclude tailored many-layered legal solutions.

8. Thank You