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This paper aims to suggest feasible solutions to overcome the problem of unmanned aerial vehicles integration within the existing airspace.

It envisages innovative time-based separation procedures that will enhance the integration in the future air traffic management (ATM) system of next generation of large remotely piloted aircraft system (RPAS). 4D navigation and dynamic mobile area concepts, both proposed in the framework of Single European Sky ATM Research program, are brought together to hypothesize innovative time-based separation procedures aiming at promoting integration of RPAS in the future ATM system.

Benefits of proposed procedures, mainly evaluated in terms of volume reduction of segregated airspace, are quantitatively analyzed on the basis of realistic operational scenarios focusing on monitoring activities in both nominal and emergency conditions. Eventually, the major limits of time-based separation for RPAS are investigated.

The implementation of the envisaged procedures will be a key enabler in RPAS integration in future ATM integration.

In the current ATM scenario, separation of RPAS from air traffic is ensured by segregating a large amount of airspace areas with fixed dimensions, dramatically limiting the activities of these vehicles.

MODERN technology provides the means to satisfy the demands for more accurate navigation. The 21st century will require enhanced standards of safety and efficiency with better use being made of the existing airspace to keep ahead of the ever increasing traffic. This was the theme underlining a conference organised by the Royal Aeronautical Society and the Royal Institute of Navigation which set out to explore the ways in which todays advances will help solve the problems of tomorrow.

The time, and indirectly, the fuel required to fly from Turin to Rome “Leonardo da Vinci” International Airport is now about 40% greater flying a McDonnell Douglas DC9 under instrumental flight conditions (IFR) than it was in 1960 flying a DC3 under visual rules (VFR).

Subsonic jet transport has been with us now for about a quarter of a century. There are young people starting their careers today who have never known a sky without jet noise and the V‐wing silhouette of a passenger carrying aircraft. Indeed, it must seem to them as permanent a feature of our world as the steam train between the world wars to people such as myself; the big difference is, as I hope to show, that air transport has not yet reached a development plateau.

A ten per cent loss in operations in 1976 is forecast by Sheikh Najib Alamuddin, chairman of Middle East Airlines. This calculation is based on the current insufficient traffic growth whereby profits have declined from 10 per cent in 1965 to being virtually eliminated in 1971.

Major technical advances were featured at the Show, particularly those developments that will be coming into service in the very near future. An outstanding demonstration was given by the Airbus Industrie A 300B2 Fly‐By‐Wire (FBW) whose autopilot simulates the control laws of the A 320. The pilot flies the aircraft through the FBW autopilot using the sidestick controllers as in the A 320, which is due to make its first flight in March, 1987. A convincing display by the A 300 FBW began with a slow fly‐past in landing configuration with gear and flaps down at a speed of about 100 knots. At mid‐runway position, the crew simulate a windshear encounter and the captain pulls back on the stick as might happen in such a situation. In a standard ‘conventional’ aircraft, this would lead to a stall with potentially disastrous consequences, but with FBW the pitch angle increases to the point where the wing reaches its maximum lift position and stays there. The ‘alpha‐floor’ protection incorporated in the aircraft then automatically increased engine power and the combination of maximum lift and power results in a climb‐out at 3,000ft/min. In another manoeuvre, the aircraft is positioned at an angle of attack of 15.5° in order to stabilise speed at 95–100 knots and only just below the limit of 17° — 18°. Also demonstrated was a stall turn with the nose up to maximum angle of attack and bank angle of 30° which stops there despite the fully‐deflected stick position. The engine power in this manoeuvre is controlled manually.

Aviation is not only one of the key contributors to the economy and social structure of the world but it is also an industry whose environmental impacts are being closely monitored. Aircraft efficiency and technological advancements have significantly reduced aviation noise and emissions in recent decades. Nevertheless, as the need for passenger and freight transportation grows, the aviation sector is becoming a primary source of environmental issues and a significant driver of global warming. This chapter focusses on environmentally sustainable aviation with a net-zero emission target. It also highlights sustainable aviation policies and collaborative initiatives in the aviation industry to meet the 2050 net-zero emission goal. While the industry's efforts have increased opportunities recently, the industry has also had to face several challenges to achieve the net-zero aviation target.

THE inclusion of cockpit resource management in manufacturers training courses and the attitudes of pilots to increased automation on the flight deck are two subjects that have recently received increased prominence in the study of human factors in aviation. These topics together with the results of extensive research studies and the technological progress in information gathering were among areas explored at a Royal Aeronautical Society Conference which was attended by representatives from airlines, manufacturers, research and development organisations and other civil and military bodies.

THE task of any recoil engine consists in transforming the chemical energy of fuel into the kinetic energy of gases leaving the nozzle. This article gives a brief survey of problems connected with transformations which the energy undergoes on the way from the fuel containers to the end of the nozzle. I have simplified as far as possible the problem, examining only the conditions in a rocket engine, without a gas turbine. Even in these simplified schemes the phenomena inside the combustion chamber and the nozzle are rather complicated and require careful examination.

The current air traffic management (ATM) operational approach is changing; “time” is now integrated as an additional fourth dimension on trajectories. This notion will impose on aircraft the compliance of accurate arrival times over designated checkpoints (CPs), called time windows (TWs). This paper aims to clarify the basic requirements and foundations for the practical implementation of this functional framework.

This paper reviews the operational deployment of 4D trajectories, by defining its relationship with other concepts and systems of the future ATM and communications, navigation and surveillance (CNS) context. This allows to establish the main tools that should be considered to ease the application of the 4D-trajectories approach. This paper appraises how 4D trajectories must be managed and planned (negotiation, synchronization, modification and verification processes). Then, based on the evolution of a simulated 4D trajectory, the necessary corrective measures by evaluating the degradation tolerances and conditions are described and introduced.

The proposed TWs model can control the time tolerance within less than 100 s along the passing CPs of a generic trajectory, which is in line with the expected future ATM time-performance requirements.

The main contribution of this work is the provision of a holistic vision of the systems and concepts that will be necessary to implement the new 4D-trajectory concept efficiently, thus enhancing performance. It also proposes tolerance windows for trajectory degradation, to understand both when an update is necessary and what are the conditions required for pilots and air traffic controllers to provide this update.