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Filippo Tomasello

Tomasello-F_EuroUSC-Italia_IT

Tomasello-F_EuroUSC-Italia_IT   EuroUSC-Italia_IT

EuroUSC Italia, Italy


Bio Data

Filippo Tomasello was flight test engineer in Italian Air Force until 1984. Subsequently, he was responsible in ENAV (Italian civil Air Traffic Control) for R&D and modernization projects, for automation of Area Control Centres. He chaired the ICAO Aeronautical Mobile Communication Panel (AMC) which was in charge, inter alia, of electromagnetic-spectrum matters.
Manager for coordination of ATM development plans in Northern Europe in EUROCONTROL since 2000. From 2005 worked at European Commission on accident investigation, data collection and extension of EASA remit to ATM/ANS and aerodromes. In EASA from 2007 to Jan 2015, as rule-making officer, developed rules on ATM, aerodromes, flight operations, flight crew licensing and initial airworthiness, including related regulatory impact assessments. Since 2008 he was focal point for rulemaking on Remotely Piloted Aircraft Systems (RPAS). He was leader of a consultancy provided by EASA to the European Space Agency (ESA) for regulatory compliance and safety of the project ‘Iris’ (aeronautical mobile communications via satellite over continental Europe). Member or chair of several ICAO Committees, Panels or Study Groups, including the UAS SG which developed the ICAO “Manual” on the subject. Rapporteur of WG/2 (organisations)In JARUS. Earlier Professor on international aviation safety regulation at University “Parthenope”; now he teaches ATM and aviation safety at http://www.unifortunato.eu and is foreign expert at University Beihang in Beijing.
Having left EASA in January 2015, became CEO of EuroUSC Italia, where now he is Senior Partner. He also supports the Qatar participation to JARUS and, in ICAO, is member of the Space “Learning Group” and observer in the RPAS Panel on behalf of UVSI.
He also represents Italy in Subcommittee SC/16 (UAS) of TC/20 in ISO and his University in Eurocae WG 105.


Abstract

In Spring 2018, near Sevilla, the REAL project, has tested PBN applied to a drone, supported not only by GPS signals, but also by EGNOS signals, which, from the safety point of view, impact three threat barriers:
• “UAS designed to manage the deterioration of external systems supporting operation”;
• “procedures to handle deterioration of external systems supporting UAS operation”; and
• “Use of EGNOS for navigation and landing procedures”, which is a new barrier in the JARUS/SORA methodology defined by the Project, underlining the benefits provided by EGNOS to drone navigation, including during landing procedures.
EGNOS improved the robustness of not only the navigation function, but also of the geofencing function, thanks to positioning integrity and reliability improved in relation to the mere GPS and this was confirmed through the application of the JARUS/SORA methodology.
The concept of PBN, linked to certain parameters (e.g. accuracy, integrity) but no longer to specific equipment, was introduced in 1978 over the North-Atlantic. Subsequently it was enshrined by ICAO Doc 9613, whose 3rd edition (2008) had RNP 1 (i.e. accuracy of 1 NM) as the most stringent navigation specification. To fly closer to terrain and obstacles that document proposed RNP AR APCH (Authorisation Required Approach), whose procedures for operational approval are however cumbersome.
In 2013 a more stringent Navigation Specification (i.e. RNP 0.3) was introduced in Doc 9613, to serve low-level (LL) flights by manned helicopters. Small drones fly even lower than manned helicopters and therefore, to avoid the burden of the specific additional approval for RNP AR APCH, an even more stringent specification (i.e. RNP 0.1) may be envisaged for relatively slow and small drones, in particular flying in BVLOS.
REAL project, through analysis and flight tests, has demonstrated that this performance, not achievable when using only GPS, is on the contrary achievable through EGNOS.


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