Global Airspace Radar, Issue 1, 2025

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ISSUE 2

• APAC ANSP Executive Q&A

• What’s new in APAC

• Singapore innovation

• AAM in flight

• Seamless Integration

• An ATCO view on ICAO

• Cybersecurity and telecoms

And more from the airspace community

The perfect overview of the most important news, the latest innovations and insights from our team of experts. Delivered directly to your inbox.

• Safety

• Research and technology

• Regulations and compliance

• Cybersecurity and Telecoms

• ATM/UTM/UAM

• ESG

Welcome

On behalf of the entire Global Airspace Radar team (Marita Lintener, Kasia Żmudzińska, Vincent Lambercy and myself), we are thrilled to welcome you to the inaugural edition of our magazine. The media platform launched on the 2nd of February, only a short 3 months ago and it’s been a fast pace leading up to Airspace World. The entire team is joining and we’re looking forward to meeting old friends and new ones to discuss the latest priorities and innovations within airspace management.

Within this issue there is a breadth of different topics covered, beginning with executive Q&A’s with EASA and AirNav Ireland on the air traffic management side and Airways International and ENAV/D-Flight discussing drone strategy. Civil-Military coordination continues to be an important topic with the current global climate and crosses a few articles. Safety on the runway and the well-being of our air traffic controllers can never be overlooked.

New airspace entrants also need traffic management – electric vertical takeoff and landing (eVTOL) and high altitude platforms (HAPS). Drone traffic is growing and becoming more complex – could telecommunications providers be the answer? There’s much more inside, so you’ll have to look onward. We invite you to join us for new beginnings, let’s open new doors together.

Claudia Bacco Editor-in-chief

EDITORIAL TEAM

Editor-in-Chief: Claudia Bacco

Editors: Marita Lintener

Kasia Zmudzinska Vincent Lambercy

Designer: Tracey Croft traceycroftdesign@outlook.com

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FoxATM GmbH

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RESPONSIBLE EDITOR (per §55 Medienstaatsvertrag) Vincent Lambercy

Email: vincent.lambercy@foxatm.com

Grosse Gallusstrasse 16–18, 60312 Frankfurt am Main, Germany

DISCLAIMER

The views and opinions expressed in Global Airspace Radar are those of the respective authors and do not necessarily reflect the official policy or position of the publisher, FoxATM GmbH. While every effort has been made to ensure the accuracy of the information contained in this publication, neither the authors nor the publisher can accept any legal responsibility for errors or omissions. The content is provided for informational purposes only and should not be considered professional advice.

First

impressions

Florian Guillermet, Executive Director, EASA explains ambitions for the future

QWhat key experiences have shaped your priorities as Executive Director of the European Union Aviation Safety Agency (EASA)?

EASA has an excellent reputation, a wide remit covering all aspects of how aviation operates in Europe and a passion for aviation safety. But from the outside you only see the tip of the iceberg. I am still learning my way on some topics, supported by my fabulous crew who together truly have world-class knowledge on any and every aviation subject.

My priority in my first nine months in the agency was to adjust our ambitions to the available resources. As a public institution our staff levels are controlled, and this means we must be ruthless in making sure that we are tackling the top tasks and that safety always comes first. We have agreed on five strategic themes to guide

the agency – SAFE, GLOBAL, GREEN, INNOVATIVE and RESILIENT – to give us direction and ensure that all our activities are aligned with these goals.

QHow is EASA supporting the European SESAR Master Plan implementation?

EASA is working hand-in-hand with SESAR and other partners such as EUROCONTROL, SESAR Deployment Manager and industry for the execution of the Air Traffic Management (ATM) Master Plan 2025. This coordination at EU level increases efficiency and creates synergies in the innovation cycle. In particular, EASA will define and develop, if required, the associated regulatory measures to enable the implementation of the Master Plan and coordinate the development of relevant industry standards.

QCan you highlight how EASA is progressing with U-space integration for UTM and Advanced Air Mobility (AAM) across Europe?

EASA has done significant work in the last two years to support the implementation of U-space across the EU. However, as with all implementations involving airspace, the risk assessments and airspace changes needed for the designation of U-space airspace are complex.

The low-level airspace already has a wide range of users (e.g. General Aviation, military, State operations) and is governed by a host of different authorities (e.g. environmental authorities, local authorities, national security policies). As this is an entirely new field, harmonised standards that can be agreed by all European industry and that are validated to cover all U-space services in all use cases are not yet available. The same is true for performance requirements that can provide a basis for certification by the competent authorities.

There is progress: many demonstrations and early implementation with limitations are already taking place in the European airspace. However, it is premature

View of EASA Headquarter in Cologne. EASA

EASA is committed to aviation safety, innovation, and the sustainable future of aviation in Europe and globally

at this stage to talk about full implementation of the U-space regulations. The same is true for AAM traffic airspace integration.

QWhat does EASA consider most critical regarding the Single European Sky SES2+ regulatory framework?

We have been asked to assess the impact of SES2+ on the EASA system and a first cut of this was delivered in late March. This provides us with a basis to prioritise the related regulatory activities in the coming years.

In general, the ATM Data Service Provision (ADSP) is a game changer and I would see that having a high priority. ADSP will have a major impact on the structure and content of service provision rule.

QWhat are EASA’s priorities for international cooperation?

EASA is working with authorities worldwide to align safety and environmental standards and build competences to match the challenges of a changing aviation system. Through international cooperation we leverage our footprint and trusted status to partner with key international regulators on harmonising applicable rules.

One of our top goals is to ensure better recognition by ICAO of the EU/EASA system to improve efficiency and reduce duplication. We continue to explore ways to take our cooperation even further with mature partners, and with the near neighbours on the EU’s borders. We will continue to make sure that the level of safety continues to improve globally in all regions, for example by signing cooperation agreements with 3rd party countries.

QHow is EASA addressing cybersecurity risks?

Cybersecurity is indeed an area which is commanding increased attention from the safety perspective. With Implementing Regulation

2023/203, known as Part-IS, becoming applicable on 22 February, 2026, all organisations holding an approval under Regulation 2017/373 are required to establish an Information Security Management System (ISMS).

These systems will identify and manage information security risks with potential impact on aviation safety which could affect their information and communication technology systems and data detect, respond to, and recover from, information security incidents.

A reporting system of events and vulnerabilities will also be part of the ISMS. The aim of this is to ensure that robust structures are in place to mitigate the risks posed by cyber attacks.

QAs we look ahead, what are EASA’s priorities for 2025/2026?

In one sentence: EASA is committed to aviation safety, innovation, and the sustainable future of aviation in Europe and globally – while ensuring our own organisation is robust, resilient and ready to tackle all challenges ahead.

FLORIAN GUILLERMET

Florian Guillermet joined the European Union Aviation Safety Agency as its Executive Director in April 2024, having worked 27 years in the aviation sector.

Lessons learned

AirNav Ireland CEO, Peter Kearney, shares challenges and insights as the newest ANSP

QAs Europe’s newest Air Navigation Service Provider (ANSP), what lessons from this transformation could benefit other regions considering similar changes?

While we ensured our 650 employees had a smooth transition with the vast majority of staff experiencing little to no disruption to their day-to-day way of work, the move has provided us with the opportunity to establish a new set of refined values, in addition to pursuing new commercial interests. Recognising it reflects best practice internationally, it would be naïve to think such a restructuring process could be delivered on a cost neutral basis, due for example, to the need to duplicate what had been shared or central functions such as IT, procurement or finance. We nonetheless delivered a complex process in an efficient manner without any impact to our excellent levels of service provision.

QWhere do you see the greatest challenges for ANSPs?

One of the greatest challenges facing policymakers is designing pan-European solutions for what could be considered regional or more localised

problems. We provide an excellent and cost-efficient service but are part of a system that is regularly berated. Ireland is one of approximately 25 ANSPs generating less than 5% of the total delay across the European system, but our Member State has made it very clear it is willing to embrace whatever measures are required to deliver further improvements despite our excellent capacity, environment, safety and cost performance.

Q

What are AirNav Ireland’s implementation priorities related to the new SESAR Master Plan?

We are keen to embrace the European ATM Master Plan and are very proud to have signed a contract with Thales alongside other members of the COOPANS Alliance for a major system upgrade that is being developed and will be implemented during the RP4 timeframe. We are also participating in a number of digital sky demonstrators in conjunction with S3JU and are very optimistic in this regard.

QThe North Atlantic corridor represents both a challenge and an opportunity for Ireland’s unique geographic position. What emerging challenges do you anticipate in the future?

We recently hosted a North Atlantic Operations Forum in Dublin, and I am always amazed by the quality of teamwork on the Ocean, from effective coordination amidst unpredictable weather to embracing new technologies such as ADS-B. We have a very dedicated team at our communications centre in the West of Ireland, and in light of the prevalence of GNSS spoofing and jamming, I am optimistic that this will further extend the life of High Frequency (HF).

Q

How does your participation in the COOPANS Alliance and A6 Alliance benefit AirNav Ireland?

There is a very passionate and committed community of ANSPs in Europe and whether it is CANSO, A6, SESAR or a EUROCONTROL forum, I have always found that there is an appetite to move things forward and do

Control Room

AirNav Ireland with Air Traffic Controller AIRNAV IRELAND

the right thing. I had the pleasure of chairing the Air Navigation Services Board (ANSB) last year and A6 prior to this and it is truly remarkable to stand back and appreciate the level of investment across the network that is designed to bring constant improvements to airspace users.

QHow is UTM handled in Ireland after the creation of AirNav Ireland?

There is amazing work being carried out in this space on a day-to-day basis and I am proud to be in a project that is co-funded by the EU where collaboration is ongoing with the likes of Collins Aerospace, Manna Drones, and Shannon Airport in order to deliver enhanced automation for U-space and ATM integration. Overall, for UTM its future will be a feature of the National Aviation Policy that is currently being developed having regard to the programme of our newly elected Government.

QAs we look ahead, what are AirNav Ireland’s strategic priorities for 2025/2026 in one sentence?

Deliver the RP4 Performance Plan to ensure we continue to obtain high satisfaction scores from our customers.

QYou will soon complete a fixed term since 2018. Do you plan to remain within this industry? That’s correct, and I am truly excited about embracing a much broader challenge. I feel energised and confident of delivering meaningful change where it is needed most.

PETER KEARNEY

Peter Kearney was appointed as Chief Executive Officer of AirNav Ireland in June 2018. Peter has a PhD in Future Air Traffic Management Systems.

I am always amazed by the quality of teamwork on the Ocean

The FAA’s approach to runway safety

ADS-B vs. A-SMGCS: Vincent Lambercy explains the choices

Runways are the final safety frontier. Many of the recent accidents in aviation relate to runway safety. The Airbus A350 colliding with an ATR72 in Haneda in January 2024, the LATAM flight hitting a fire truck on a runway in Lima in November 2022 and the EasyJet flight having to go-around at the last minute because of a light aircraft on the runway in Bordeaux in December 2022 are the latest examples.

Runway safety is a multi-faceted problem. Surveillance on the ground is not as good as in the air. Air Traffic Controllers (ATCO) are working under high-load and many Air Navigation Service Providers (ANSPs) are chronically understaffed.

From a pilot’s perspective, navigating airports is one of the hardest tasks, especially at night, or in rainy, or foggy conditions. Visibility from the cockpit is limited, approaching an airport at night looks like a sea of lights and finding one’s way around is not easy, especially at complex airports requiring crossing active runways.

A-SMGCS - An answer for large airports

Major hubs use complex and expensive Advanced Surface Movement Guidance and Control Systems (A-SMGCS), which require significant investments, a variety of sensors to be installed, long design phases, and intensive ATCO training. In Europe, the first implementations started at large airports as early as 2001. The cost of such solutions limits their use to major airports.

When the Federal Aviation Administration (FAA) ran an Operational Needs Assessment (ONA), it identified 230 airports across the United States requiring a technological solution to improve ATCOs’ situational awareness. This finding was supported by statistics showing an increasing number of runway incursions.

Even if the FAA had the sufficient budget available, no company could provide this number of systems in a reasonable timeframe.

Fast-tracking ADS-B based tools

At this point, the FAA decided to make use of one advantage: the widespread use of Automatic Dependent Surveillance – Broadcast (ADS-B) technology. The rate of aircraft equipped with ADS-B transponders is close to 100% and transponders for ground vehicles are reasonably cheap. This was not the case in the early 2000s, when the first A-SMGCS implementations were deployed in Europe.

The FAA announced in April 2024 plans to implement the Surface Awareness Initiative (SAI) system at the first four airports by July 2024 and scores of other airports by the end of 2025.

This is important because: “We’re committed to doing everything possible to make our runways even safer,” said FAA Administrator Mike Whitaker. “This cost-effective technology provides controllers with timely and accurate depictions of aircraft and vehicles on the entire airfield in all weather conditions.”

The FAA wanted to leverage existing products and technologies and get solutions deployed quickly.

A call for tenders was launched, with an unusual timeline: 90 days from contract award to deployment. Three months to survey the selected airports, deploy equipment, train ATCOs and start operations.

Picking such a short timeframe was a clear signal: the FAA wanted to get off-the-shelf products with minimal development and focus limited efforts on configuration, deployment and training. The FAA’s choice of suppliers is revealing: SAAB, Indra and uAvionix. Two well-established companies and a newcomer, created to leverage the power of ADS-B.

At the end of a 90-day period, systems were deployed, put into operation, and controllers were trained. This tour de force by the FAA and its partners is remarkable and it is worth getting a closer look.

Knowing and understanding the limitations is good enough

The solutions rely mostly, if not only, on ADS-B, where a full A-SMGCS also uses approach radars, multilateration systems and Surface Monitoring Radar (SMR). The costs and efforts relating to using radar, and especially SMR, can’t be compared with ADS-B only, but SMRs allow for detecting objects without a transponder.

It is important to keep one thing in mind: those tools are an SAI, a safety net that warns ATCOs when something potentially unsafe happens. They are not an air traffic control tool - no ATCO shall rely on it to know for example, if a runway is clear. This nuance makes a difference in design and certification.

An A-SMGCS offers a certified level of certainty and ATCOs can base their decisions on it, where the tools deployed by the FAA make use of the best available data to warn in case of doubt. From a human factors perspective, there is a risk that operators rely too much on tools provided “for information only” and this can be managed by appropriate training.

A lesson for the rest of the world

Is this fast-track approach applicable outside of the United States? The pragmatic approach of installing commercially available products for supporting situational awareness can be applied anywhere. The United Kingdom’s Civil Aviation Authority also started adapting its regulatory framework to allow for “ADS-B only” flight information displays, making them affordable for smaller airports and airfields.

It is possible to have lower-costs, good enough support systems and with proper training, operators can make the best possible use of it and safety will benefit from it, even at smaller airports with little budget.

ABOVE: Entering a runway in fog and rain

ABOVE: Lined-up on the runway at Larnaca airport

Airspace World expands East

Simon Hocquard, Director General, CANSO shares his vision for the expansion

CANSO is launching a new event to expand the Airspace World brand’s global reach and better serve the Asia Pacific market. Based on the success of Airspace World in Geneva and now Lisbon, and the fact that attendance at the award-winning event is often weighted towards North America and Europe, a brand-new event will take the Airspace World brand to Asia Pacific.

This change was not undertaken without including CANSO’s members. Speaking to the CEOs of some Associate Members, they were excited about the possibility of such an event as this is an important market for them and will allow leaders from across the region to gather to collaborate on enhancing safety, sustainability and operations.

APAC is not a new region for CANSO. For many years, CANSO has held conferences in the region, and these have been well attended, so there is clearly a desire to collaborate across the region.

Regionalisation

The overarching theme for both the Lisbon exhibition and Airspace Asia Pacific is Seamless Airspace. But in this case focused on APAC airspace, with a strong meteorological leaning and an emphasis on regional collaboration and innovation.

The Airspace Asia Pacific event will focus on Seamless APAC Airspace: Aviation and Meteorology Integration, while the Airspace Asia Pacific theatres will cover a range of topics including: the transition to FF-ICE Air Traffic Flow Management (ATFM), GNSS interference and resilience strategies, the integration of unmanned

and manned aviation, digitalisation, High-Altitude Operations (HAO) and sustainability.

Given that the region will play a major role in implementing the CANSO Complete Air Traffic System (CATS) Concept of Operations (CONOPS) this will also be a major focus, offering a significant opportunity to engage APAC stakeholders in shaping the future of regional airspace.

The Asia Pacific aviation landscape is one of the world’s most diverse and rapidly evolving, experiencing unprecedented aviation growth, bringing challenges and opportunities for ATM, UTM, and eVTOL integration.

“As airspace becomes more complex, collaboration across industries will be key to ensuring efficiency, safety, and scalability. That’s why gatherings such as these are so important”, shared Simon Hocquard, “It is vital that we bring together the CEOs of Air Navigation Service Providers (ANSPs) and industry leaders to discuss region-specific policies, investments, and infrastructure developments.”

Airspace Asia Pacific

While there are already many APAC attendees at Airspace World in Lisbon, Airspace Asia Pacific will be more accessible to regional stakeholders, including ANSPs, regulators, airlines, and industry partners who may not typically attend the global event taking place this year in Lisbon, Portugal.

This event provides a unique opportunity for more Asia Pacific-based organisations to engage, particularly those focused on addressing region-specific challenges.

ABOVE: CANSO Asia Pacific Conference 2024, Chengdu, China hosted by ATMB. CANSO

2,000+

STARSim

The French Evolution of ATCO Training

Vincent Lambercy takes us through the evolution of ATC simulator training in France

Jérémie Bayle and the STARSim project team are transforming Air Traffic Controller (ATCO) training in France. They deployed ATC simulators based on the ATTower software suite provided by UFA, Inc. at 11 airports over three and a half years, making local training a reality. Until then, tower and approach simulation training was mostly done centrally at the École Nationale de l’Aviation Civile (ENAC) in Toulouse, except for some major centers.

Having tower and approach simulators at 11 airports facilitates training in multiple ways. One obvious aspect is that trainees don’t have to travel to Toulouse, which saves both time and cost. At some airports, the staffing situation was sometimes so tense that ATCOs going to ENAC for a training session meant that the ATC services had to be reduced, sometimes making the airport Aerodrome Flight Information Service (AFIS)-only.

A simulator on-site makes it possible to arrange training sessions almost spontaneously. Bad weather day? Open the simulator and make the best possible use of the training time. Too many good weather days for training low-

visibility procedures? Organise just a few hours of extra training, on site, specific to this topic.

Each of the 11 simulation platforms also supports partner airports. For example, the simulator in Nice can simulate Cannes airport and soon airports in Corsica, too. This allows for an optimal use of the simulators, reduces travel for ATCOs and even results in shorter training times because the same number of hours of instruction can be given over a shorter period of time. Even better: some of the partner airports did not have a simulator configuration available at ENAC and the STARSim project was the chance to make it available. This also reduced the total training time required for site qualification.

Unified software on different hardware

One basic principle for the STARSim project is to use the same software for all installations, but adjust the hardware to meet local requirements. In Jérémie’s own words: “Using the exact same system everywhere results in a training process that is almost good for everyone. We aim to make it the best for everyone”. Depending on the relative positions

of the tower, the runways and the traffic patterns, airport simulators require different hardware setups.

Paris Charles de Gaulle has the largest setup, with a full 360-degree display, and the smallest one is installed in Toussus, a very busy general aviation airport close to Paris. Toussus’ simulator has three screens for the out-of-the-window view and an extra screen on wheels where trainees can look for aircraft on the downwind leg, which is physically behind their back.

The software also supports modern devices, like the virtual reality googles which are available to the trainees in Toussus. The trainees’ feedback on the googles is good so far, for training sessions of 30 to 40 minutes. Jérémie once got feedback that the trainee felt it was strange to have to turn around to look behind their back; but this is exactly what they have to do in reality.

Simulators fitted with a shoehorn

Being able to offer hardware configurations of all sizes is a double-edged sword. It is natural to request more than one really needs and Jérémie has to be careful and balance needs with available budget. The savings were primarily done in two aspects: using only the necessary hardware for the out-of-the-window view and using standard furniture instead of expensive operational consoles.

Another constraint influenced the hardware setup of each of the 11 simulation platforms: they had to be installed in existing rooms, without additional civil engineering work. The ability to run the same software on different hardware made it possible. In one case, the simulator was set up in a standard office that someone

gave up only to start sharing an office with a colleague. Besides the anecdote, this shows real acceptance for the project and its deliverables.

Remote connections and voice recognition in the future

This network of 11 simulators across France also opens new possibilities in the future. Training could take place at multiple airports at the same time, running complex exercises. Connecting simulation platforms to another, it is possible to share resources and working positions. For example, if one site is missing pseudo-pilots and some are available somewhere else, they could be made available without having to travel. Some cybersecurity questions are still open but the simulation software allows for it.

Jérémie and his team are also experimenting with voice recognition and response (VRR), to make simulation even more flexible. But one lesson learned from the success of STARSim is that acceptance is key and they want to be sure that VRR is really up to the task before deploying it across the network, where highexpectations must be met.

JÉRÉMIE BAYLE

Jérémie has been an ATCO at Paris CDG since 2008 and is in charge of STARSim, the enhancement of the simulation network at DSNA since 2021.

The STARSim simulator in Bordeaux displaying a high-view over the airport

Harnessing

Trajectory Based Operations

Lufthansa Group Airlines ATM Development team embraces operational benefits

Air traffic is growing worldwide but the European airspace continues to be inefficient with the urgent need to mitigate capacity shortages and inefficient routings. In light of these developments, the need for modernisation in Air Traffic Management (ATM) is more pressing than ever.

Trajectory Based Operations (TBO) stand out as a pivotal strategy in this modernisation effort, promising quick wins and substantial benefits. TBO offers a comprehensive approach to managing air traffic by optimising flight paths based on real-time data and predictive analytics. This method enhances situational awareness for both controllers and pilots, ensuring safer and more efficient flight operations. The potential for automation within TBO further aids in reducing the workload on operational entities, pilots and air traffic controllers, allowing them to focus on critical tasks without being overwhelmed by routine procedures.

Win-win for airlines and air navigation service providers

One of the most compelling aspects of TBO is its ability to create a win-win situation for airlines and air navigation service providers (ANSPs). By improving the predictability and efficiency of flight trajectories, TBO contributes to enhanced safety and sustainability of flights. However, airborne and ground deployment levels need to be high to harvest the benefits. Extended flight plan information and the realtime optimisation and exchange of aircraft trajectories will be the foundation for future air traffic management. The resulting increase in airspace capacity due to TBO implementation translates directly to fewer delays for passengers, thus improving the overall travel experience.

Showcasing operational benefits

The Lufthansa Group has been at the forefront of this modernisation effort, integrating new aircraft equipped

with ADS-C Extended Projected Profile (EPP) capabilities ahead of regulatory mandates. This proactive approach has yielded significant positive impacts in real-world operations. Since the deployment of ADS-C EPP in the Maastricht Upper Area Control (MUAC) airspace in 2023, equipped Lufthansa Group aircraft have been actively collecting data, showcasing remarkable improvements in flight efficiency and sustainability.

Analyses conducted by MUAC, supported by Lufthansa Group’s own findings, reveal several key benefits:

• aircraft are achieving their Top of Climb (ToC) an average of 4 nautical miles (NM) earlier,

• experiencing slightly shorter routings, saving 2 to 8 Nautical Miles, which for an Airbus A320 corresponds to 8 to 24 kilograms of fuel,

• maintaining their cruising level for up to an additional 18.5 NM on the most common descent profiles.

These advancements underscore the positive impact of ADS-C EPP on optimising flight operations, demonstrating how TBO can drive meaningful improvements in the aviation sector. The success experienced by Lufthansa Group and MUAC highlights the urgent need for a collaborative effort among airlines and ANSPs to implement TBO widely in Europe. Agile and stepwise deployment of technological and procedural changes is key. By joining this coalition of willing organisations, the benefits of TBO can be scaled further, leading to widespread improvements across the industry significantly improving flight efficiency. The collective adoption of TBO not only enhances operational efficiency but also contributes to the sustainability goals of the aviation sector, reducing fuel consumption and emissions.

TBO enhancing situational awareness can not be overstated

The protection and support of frontline workers in air traffic management — controllers and pilots — cannot be overstated. Enhanced situational awareness and automation enabled by TBO empower these professionals with better tools and information, allowing them to perform their duties more effectively and safely. This, in turn, ensures a more resilient and

LH ATM DEVELOPMENT TEAM

The ATM Development team is responsible for all operational areas of the LH Group Airlines that facilitate further developments of air traffic management (airspace structures, technologies, procedures, etc.) in technical connection to the process owner flight operations policies, procedures & technology.

reliable air traffic management system. In conclusion, the ATM modernisation in Europe through TBO is not just a necessity to fulfill regulatory roadmaps but an opportunity to achieve quick and impactful wins. The proactive steps taken by the Lufthansa Group demonstrate the tangible benefits of TBO, paving the way for a more efficient and sustainable aviation future.

Time to act to embrace advanced flight trajectory management

By fostering collaboration among airlines and ANSPs, we can scale these benefits, ensuring that the entire industry reaps the rewards of TBO. Technology is there. The time to act is now, and with a united effort, the operational stakeholders can transform the European air traffic landscape for the better.

Enis Aksu Michael Hopp

Michael Nachtigäller Nils Häusler

ATCO Critical Incident Stress Management (CISM)

Vital Support for Operational Safety

Air Traffic Controllers (ATCOs) are essential to the safety and smooth operation of air traffic. These professionals work in high-pressure environments managing events from routine air traffic flow to high-stress emergency situations, requiring quick decision-making and focus.

Critical incident stress is the mental, emotional, and physical response following a traumatic event. For ATCOs, this could mean a near-miss, an emergency, or even a crash. These incidents can trigger a range of profound reactions impacting an ATCO’s ability to perform their job.

CISM programmes are vital in minimising potential downtime for ATCOs following an incident or accident

and can aid in retaining those involved. Traumatic events often lead to diminished performance or employees leaving the profession due to PTSD. Therefore, CISM not only provides immediate financial benefits to the employer by reducing sick leave and accelerating recovery but also offers long-term savings by reducing the need to recruit and train new staff to replace those who might leave. Unfortunately, CISM is only available for ATCOs in less than half of the world’s air traffic systems.

After serving as the IFATCA EVP Americas, I am eager to transition into the role of EVP Professional. A primary objective in this new position is to broaden the availability of peer support, particularly CISM, to

A CISM support session right after an incident (AI generated)

A primary objective of my new position is to broaden the availability of peer support, particularly CISM, to ATCOs

ATCOs where such services are currently lacking. To achieve this, our federation must gather data on existing programmes, identify areas without CISM, and pinpoint regions where awareness of CISM is minimal.

Leveraging the expertise from countries with established programmes is essential for extending our federation’s reach. Educating stakeholders— including the workforce, associations, aviation safety bodies, ANSPs - about the benefits of CISM is crucial. Without dedicated commitment and investment, these programmes cannot realise their full potential. As we strive to support more ATCOs through effective CISM programmes, it is important to recognise peer support can vary in its levels of engagement.

Our goal is to train additional peer debriefers, thereby extending assistance to more ATCOs and encouraging more employers to invest in these programmes. Achieving this requires implementing structured programmes that involve licensed clinicians to support CISM debriefings and, when necessary, in follow-up care.

In the Americas, it has taken time, but progress has been made in expanding CISM. Previously, only Canada and the U.S. had robust programmes. With assistance from the U.S. team and commitment from the Dominican Republic’s member association, we trained and certified eight CISM peer debriefers. This team has provided defusing and peer support on virtual platforms, most recently to Argentina ATCOs following the San Fernando accident in December.

“During my career I have never received the support that this group gave me, at the exact moment when I was overwhelmed, acting like a machine because that is how we are trained, but we are not just that and wow, this event made me realise it. I am important too,” a controller shared afterward, “I tell you that I have managed to fall asleep, the pains/contractures disappeared, I am more relaxed now. Again, thank you to each one of you. Thank you, thank you.”

For ATCOs, these incidents are particularly challenging because as they unfold in real-time, they are expected to manage the immediate situation while grappling with the emotional weight of the event. The ATCO’s responsibilities are immense, ensuring safety while maintaining a professional and calm demeanor.

CISM is a structured, multi-phase approach designed to help individuals recover from the psychological impact of traumatic events. The programme phases are explained below:

• Early Intervention: This may involve providing ATCOs with immediate access to support services such as defusing, peer support, or counseling

• Peer Support programmes: Peer support is a central component of CISM, as it connects ATCOs with colleagues who understand the unique stresses of the job

• Defusing and Debriefing: Following a traumatic incident, defusing and debriefing sessions are critical for helping ATCOs. Defusing typically occurs within hours of an incident and offers immediate support to discuss initial reactions. Debriefing, however, occurs within 24 to 72 hours of the event and provides a more structured environment where ATCOs can share thoughts, reflect on the event, and receive coping strategies

• Ongoing Support: Some ATCOs may need extended support, especially if they continue to experience distress long after the event.

Implementing a CISM Programme

Three steps to implementing a CISM programme:

• Planning: This includes selecting and training peer supporters, defining the roles of coordinators, and establishing connections with licensed clinicians.

• Communication: This includes raising awareness and ensuring that ATCOs know how to access support.

• Evaluation: Collecting feedback from participants and tracking the outcomes of interventions helps assess the program’s success and enables improvement.

By investing in CISM, employers and associations can support those who are responsible for the safety of millions ensuring a resilient and capable workforce is performing their high-stakes duties.

TRISH GILBERT

Trish Gilbert serves her third term as Executive Vice President Americas for the International Federation of Air Traffic Controllers’ Associations (IFATCA).

The Impact of

GNSS Interference on Aviation

Hannes Alparslan, Cybersecurity expert, explores the challenges of GNSS interference and proposes solutions

Global Navigation Satellite Systems (GNSS) are critical to modern aviation and society at large.

GNSS has become an enabler for all facets of daily life and behind all this is accurate Position, Navigation, and Timing (PNT) information provided by satellites in space and sent to GNSS receivers on land, at sea and in the air.

Recent conflicts in Ukraine and the Middle East have highlighted the vulnerabilities and consequences of, and revealed our dependency on GNSS. Stakeholders are increasingly facing the consequences of interference with and disruption of GNSS.

Types of GNSS interference, symptoms and consequences

There are different types of GNSS interference that need to be considered when understanding the challenges and possible solutions.

GNSS jamming is the intentional interference with GNSS signals using radio frequency noise, preventing receivers from accurately determining their location and time.

Spoofing is the act of transmitting fake GNSS signals to deceive receivers into calculating incorrect positions or times. A spoofed receiver indicates a wrong position and time. It calculates a position and time which are incorrect, which is bad; and it is also not able to identify the problem, which is even worse.

GNSS interference can happen during all phases of flight and has far-reaching consequences for aviation. Its effects can be difficult to identify and include differences between ground speed and true air speed, Terrain Awareness Warning System (TAWS) alerts and time shifts.

Not all jamming is illegal as it is used for the protection of high-profile figures, to protect their safety through disguising their exact location.

The FMS screen of an aircraft being GNSS jammed FLIGHTRADAR24

Recent incidents of GNSS interference

Over the past few years, several high-profile incidents have underscored the growing threat of GNSS interference. In 2022, multiple airlines reported navigational disruptions in the Eastern Mediterranean region, affecting flight paths and causing delays. In 2021, flights over the Baltic Sea experienced GNSS signal loss, leading to re-routes and safety concerns. Military aviation has also faced challenges; for instance, during NATO exercises, participants experienced jamming in Northern Europe, leading to operational difficulties and safety concerns.

In April 2024, Finnair announced the suspension of flights to Tartu, Estonia, “until alternative solutions have been established“. The airport solely relies on GNSS for approach and landing.

Reports from tracking service GPSJam showed that 46,000 aircraft have shown potential signs of jamming between August, 2023 and March, 2024. 15,000 aircraft had their location spoofed to Beirut Airport, more than 10,000 to Cairo Airport and over 2,000 to Yaroslavl in Russia, although their destinations were somewhere else altogether.

Recommendations and outlook

Reducing the impact of GNSS interference requires a systemic approach involving different elements.

Multi-Layered Navigation

Incorporate diverse navigation systems beyond GNSS, such as inertial navigation systems and terrestrial radio navigation systems.

Some solutions suggest following a so-called hybrid approach where GNSS information is augmented with other technologies like an atomic clock to provide accurate timing in case GNSS is disrupted.

Other navigation approaches investigate downward looking imaging technologies that scan the terrain and compare that information with available mapping information to determine the current position and trajectory of the aircraft.

Invest in Technology

Research and development of new technologies to counteract jamming and spoofing is ongoing, and some solutions are in the pipeline. For the time being such solutions merely cater to military use cases however, derivatives may over time also find their way into commercial usage.

Some companies and researchers also invest significant resources into jamming and spoofing resistant equipment.

Cooperation

International collaboration and information sharing can significantly contribute to situational awareness and enable a more proactive approach to GNSS interference. Some European Union institutions and organisations, often in collaboration with representatives from the military, have already established adequate forums facilitating the exchange of information, experiences and solutions.

ABOVE: SKAI GPSWise’s GNSS interference report over the Eastern Mediterranean Sea SKAI DATA SERVICES

Collaboration on best practices and standards can be another critical enabler not only reducing financial burden on operators but also ensuring a more coherent approach to GNSS interference beyond national borders. In 2023, the International Civil Aviation Organisation (ICAO) through its Navigation Systems Panel (NSP) adopted new standards permitting the combined leverage signals from up to four GNSS constellations simultaneously. Training and Awareness Aircraft can fly safely even if denied GNSS access, but such a situation leads to an increased workload on the flight deck. To enable flight crew to be better prepared, widespread awareness campaigns should be conducted about such incidents and how those can best be identified. Ideally, this is accompanied by training and updated procedures enabling appropriate handling of such situations to reduce the impact of GNSS interference on Flight Operations.

The aviation industry must prioritise resilience and adaptability. By addressing the challenges of GNSS interference head-on, stakeholders can safeguard the skies and ensure continued progress and safety in aviation operations. The ongoing investment in resilient technologies and international cooperation will be key to overcoming these challenges and maintaining the integrity of global aviation systems.

A longer version of this article is available on Global Airspace Radar website at https://globalairspaceradar.com/default/the-impactsof-gps-jamming-and-spoofing-on-aviation/

HANNES ALPARSLAN

Hannes Alparslan is an expert in system architecture and cybersecurity. He worked for Austro Control, the European Defence Agency, and is a teacher at EUROCAE.

New generation of aircraft requires new training

Major General Karsten Stoye believes collaboration is the answer

The current geopolitical situation requires the members of the European Union to change and improve their defence and deterrence policies.

The alliance of European armed forces operates an advanced fleet of modern manned/unmanned aerial vehicles and weapons platforms, which require a new approach to the design and use of military training areas facilitating their combat capabilities.

The new generation of manned/unmanned aerial vehicles and weapons platforms have integrated technological improvements and associated weapon systems, which have a direct impact on military tactics and consequently on training requirements.

Growing need for availability of sufficient airspace

New training requirements are dictated by the need to accommodate long range capabilities of modern sensors and weapons systems while considering enlarged volumes of airspace. For the military, the availability of sufficient airspace limits the rate at which exercises can be conducted and is therefore of strategic importance. This need will grow as the

numbers of modern aircraft, also known as 4th+ and 5th generation aircraft increase. In Europe there are plans to station upwards of 750+ F35s by 2035, including US Air Force squadrons.

Member States deploying or planning to deploy these aircraft and weapon platforms must ensure that new training requirements are seamlessly and consistently integrated into the congested European airspace and have the least possible impact on the performance of the Air Traffic Management (ATM) network. States must cooperate with each other and EUROCONTROL Network Manager (NM) to implement these requirements not only at the national level but also at the multi-national level, thereby allowing the use of cross-border airspace resources.

New paradigm needed

Taking the increasing demand for airspace and its finite quantity into consideration, greater efficiencies must be found in how it is used. What is needed is a new paradigm for how to design and manage airspace. Counter-intuitively, airspace used for training needs should be made larger, but more finely structured.

Given the complexity of organising and managing European airspace and taking the increased demand as a requirement, new solutions must be more flexible and dynamic, in the best case based on modular design principles. This will allow military airspace users to choose the configuration of the required airspace volumes by selecting and combining elementary 3D modules within a predefined geographic perimeter. The modular design allows distributed allocation of the selected airspace volumes between civil and military airspace users thus mitigating adverse impacts on major traffic flows and providing better re-routing options. Civil aircraft operators, together with NM, can use military advanced planning, optimising their preferred routes around selected training areas, and negotiating more efficient trajectories through the civil-military collaborative decision-making (CDM) process.

North Sea Area Initiative showcases innovative approach

The North Sea Area (NSA) Initiative was promoted by the EUROCONTROL Civil Military Cooperation Division (CMC) as a solution to demonstrate the potential for

development and use of new training areas according to the new operational requirements. The initiative facilitates combined and joined training within a predefined geographic region over the high seas connected to existing training areas.

EUROCONTROL CMC actively facilitates the NSA initiative and has launched several activities to address the military’s current and future airspace needs and to seek the support of Member States and potentially interested stakeholders: Belgium, Denmark, Germany, Norway, The Netherlands and The United Kingdom.

Collaboration is key

The Air Chiefs of 12 NATO countries have supported the initiative and the investigation into the requirements of the user community. They also support the development of a proposal to integrate high-end, large force element training safely and effectively into the European ATM Network. Preconditions of this recommendation are that the NSA project does not conflict with ongoing airspace changes serving a similar purpose, and that the NSA project should attempt to minimise the potential impact of changes in military training airspace on the traffic flows in European airspace.

The CMC Division promoted the NSA Initiative, delivering a strategic vision to the CEOs of affected Air Navigation Service Providers (ANSPs) and the Airlines organised through Airlines for Europe (A4E) and received full support to continue the Initiative.

Implementation ahead

Improved military access to European airspace is required to test and train new tactics for 4th+ and 5th generation aircraft, unmanned systems and longrange weapons platforms. This includes ensuring larger volumes of airspace are available, which should be designed and managed in a dynamic and flexible manner. This should be in accordance with the modular and Variable Profile Area (VPA) design principles of the Flexible Use of Airspace (FUA) concept, all while supported by state-of-the-art airspace management systems.

Following the publication of a scoping study, a concept of operations, a roadmap and various implementation scenarios, the seeds have now been sown for further implementation steps that will be facilitated by EUROCONTROL’s CMC and NM under the leadership of the Member States.

MAJOR GENERAL KARSTEN STOYE

Major General Karsten Stoye serves as Head of the CivilMilitary Cooperation (CMC) Division of EUROCONTROL and Military Advisor to the Director General. Prior to joining EUROCONTROL, he was Chief of Staff, NATO Allied Air Command Headquarters.

A small state ANSP

Inga Jankūnaitė, head of innovation and development, Oro Navigacija explains the main innovation objectives of Lithuania’s ANSP contributing to

Pioneering U-space implementation in Lithuania

European alliances

In July 2023, the Government approved regulatory changes to enable the creation of U-spaces and investment became possible. Oro Navigacija invested 2.5 million euros, in collaboration with Frequentis to implement U-space service provision.

With the implementation of the Common Information Service (CIS) system, Oro Navigacija became the sole CIS provider for Lithuania and one of the first to be certified in Europe. This enables real-time airspace monitoring, provides information to drone operators, and optimises unmanned aircraft flight management through automated approval processes.

On March 12, 2025, the Lithuanian government approved a plan making the U-space ecosystem development a “strategic state initiative”. This acknowledges that Oro Navigacija’s modernisation

efforts and surveillance improvements are not just technical upgrades, but also critical national infrastructure projects that reinforce Lithuania’s strategic importance in Europe. For the country, this means strengthened airspace security, enhanced interoperability, and greater resilience against potential disruptions. It also ensures that Lithuania remains an integral part of the Single European Sky.

BELOW: The control tower at Vilnius airport ORO NAVIGACIJA

Oro Navigacija also participates in the Solution B of the OperA project, which aims to facilitate the implementation of safe and efficient unmanned cargo operations in all types of airspace (controlled, uncontrolled and U-space) and weather conditions by validating those complex operations in real-life conditions, including degraded modes. It will ensure environmental sustainability compared to the next best transport alternative, and enhance it, by optimising flight routing.

Expanding international collaboration networks

In 2025, Oro Navigacija joined the Borealis Alliance. A key initiative of Borealis is the development of a harmonised approach to Air Traffic Controller (ATCO) licensing. This initiative is particularly important given the shortage of ATCOs, which is becoming critical. Lithuania, with its four international airports, often struggles to attract ATCOs to more remote locations, such as Palanga, which are distant from the capital. As European countries are rapidly implementing digital remote towers, it’s expected that these will eventually be upgraded to multimodal systems, enhancing operational efficiency.

Oro Navigacija is also a member of the iTEC alliance. By contributing to a joint development pool, Oro Navigacija avoids the expense of a purely national solution while benefiting from the collective innovation of other European ANSPs

This collaborative approach not only reduces permember costs but also guarantees interoperability – every iTEC member will deploy systems built to the same standards and capabilities.

In early 2025, the company joined other ANSPs in signing a joint commitment to support SESAR’s new service delivery model and transition toward a datadriven, cloud-based service-oriented architecture (SOA) for air traffic management (ATM). Oro Navigacija’s support for this new delivery model underscores its dedication to the modernisation and digitalisation of European airspace.

By championing concepts like virtual centres and common data services, the company positions itself at the forefront of the next paradigm in ATM service provision, which promises quicker deployment of new functionalities and greater network flexibility across Europe

Advancing ATM Modernisation through SESAR and CINEA

Oro Navigacija actively taps into SESAR and European Climate, Infrastructure and Environment Executive Agency (CINEA) to co-finance its projects and participate in research.

The company has been involved in SESAR solution validations ranging from digital towers and advanced traffic separation tools, to integrating drones into controlled airspace and developing the virtual centre concept. This direct participation in SESAR research allows Oro Navigacija’s experts to explore new concepts before they are deployed, and to ensure that they meet the operational needs of smaller states like Lithuania, including maintaining cost-effective operations despite having lower traffic volumes than major European hubs and carefully planning technology implementation strategies that maximise benefits while managing investment risks.

Strategic investments in Surveillance and System Modernisation

The organisation’s investment portfolio includes a replacement of the primary and secondary radar in Vilnius and a Wide Area Multilateration (WAM) and ADS-B implementation.

Lithuania, being on the eastern edge of the EU’s controlled airspace, plays a strategic role in ensuring seamless air traffic management that connects Western and Eastern Europe. Implementing WAM and ADS-B systems in this region ensures comprehensive surveillance coverage, especially at lower altitudes and remote areas where traditional radar coverage may be limited.

The organisation is also making significant progress in implementing System-Wide Information Management (SWIM) capabilities through regular national and international collaborations. This work supports the requirements defined in the Common Project 1 framework, contributing to the broader goal of creating a more interconnected European ATM network.

These collaborative frameworks enable the organisation to punch above its weight – implementing sophisticated technologies, maintaining exemplary safety standards, and optimising performance while managing costs effectively.

INGA JANKŪNAITĖ

Inga joined Oro Navigacija in December 2020. Before that, she held management positions with various airlines in Europe.

Oro Navigacija’s UTM system shown on a tablet ORO NAVIGACIJA

Airways International and ENAV/D-Flight share

their drone strategies

Learn about the similarities and differences

Air Navigation Service providers (ANSPs) around the world are addressing the integration of drone traffic into their airspace in many different ways. Global Airspace Radar had the opportunity to interview two ANSPs from different sides of the globe about their drone specific efforts.

QHow does your organisation manage drone traffic?

AI: The AirShare uncrewed traffic management (UTM) system is a central part of the New Zealand UTM and wider airspace management ecosystem –supporting drone operators to understand airspace rules, efficiently obtain the necessary permissions for

JAMES EVANS General Manager Commercial (Acting)

their operations, reduce the workload of air traffic controllers (ATCOs) and provide enhanced situational awareness.

The team works within Airways International, the commercial arm of Airways New Zealand, and maintains a strong, collaborative relationship with Airways to effectively manage New Zealand’s drone traffic. Working closely with ATCOs, they gain insights directly from users into the unique challenges they face in managing increasing drone activity.

DF: Since 2015, ENAV Group contributed its expertise to the U-space concept definition, also leading the way towards the publication of the “A6 Alliance Position on drones and the role of ANSPs in U-space”.

MAURIZIO PAGGETTI CEO ENAV COO and D-Flight

Drone in flight

ALEX YUZHAKOV/ SHUTTERSTOCK

In March 2018 ENAV released a public version of its UTM business plan, with proposed charging rates for UTM services for both recreational and professional drone operators. Finally, in 2019, a public-private partnership, between ENAV and Leonardo, was established: D-Flight S.p.A. D-Flight is fully committed to the development of services enabling Unmanned Aircraft System (UAS) operations and Innovative Air Mobility. We work closely with ENAV and the Italian Civil Aviation Authority (ENAC) in U-space deployment in Italy. In addition to providing UTM/U-space solutions, D-Flight is the first in Europe to be designated and certified as a Common Information Service Provider (CISP) as well as EU-certified U-space service provider (USSP).

QAre there other ANSPs leveraging your solution?

AI: Airways International offers the AirShare platform to international markets, with growing interest from a range of stakeholders. Within New Zealand, the platform is now being used by large landowners, unattended aerodromes, and municipalities to manage uncrewed aircraft (UA) operations in their own areas of responsibility.

DF: We are focused on the deployment in Italy as a starting point. The D-UTM platform enables seamless registration, identification and airspace awareness for drone operators. Fully compliant with EU Reg. 947/2019, it supports national UAS operator registries and lays the groundwork for U-space services and is suitable for nation-wide management of UAS traffic.

QDoes your tool integrate with other systems?

AI: AirShare is designed to seamlessly integrate with other systems to enhance the safe and efficient management of drone operations. For example, UA fleet management platforms - FlyFreely and AVCRM, ensuring compliance with airspace rules. UA flight plan data is shared via Flight Advisor, New Zealand’s low-level airspace advisory tool.

DF: D-Flight developed an easy-to-use interoperability mechanism with external systems, enlarging the ecosystem around D-UTM and D-USS platforms, allowing others to integrate, taking advantage of digital exchanges to enable other services. We enabled several Fleet management/UAS Operating Systems/Ground Control Stations; demonstrating the possibility of dialogue with the authorities and other stakeholders.

QHow will USSPs work with your solution?

AI: USSPs will be able to integrate to access services such as flight authorisation, conformance monitoring, weather data, geo-awareness and traffic information, all while continuing to use their own systems natively.

DF: D-Flight with the D-CIS platform is already in contact with several candidate USSPs for testing the CISP-USSP interoperability and ready for their accommodation.

QAre there specific aspects to address weather?

AI: AirShare supports pilots with access to accurate and timely weather information during flight planning — and even when reviewing a previously submitted flight plan — drone pilots can access AirShare’s weather service. Where available, it can source weather data from local providers, including enhanced microweather services, to give pilots more precise insights, especially in complex environments or low-level airspace.

DF: We are not yet certified as a Weather Information Service Provider, being an optional service in the existing U-space regulation, we are starting with the mandatory ones.

QDoes your system support autonomous and / or Beyond Visual Line of Sight (BVLOS) flights?

AI: AirShare is closely following the rapid advancements in BVLOS and autonomous flight operations. The platform is already well-positioned to support these emerging applications.

DF: UTM/U-space and then D-flight solutions have been developed to support mainly routine UAS operations.

QAre there any other highlights you’d like to share?

AI: The platform now manages over 6,000 flights per month, with 70,000 users registered since its inception in 2014.

By streamlining the drone flight authorisation process and providing digital services to operators, thousands of phone calls to ATC have been eliminated, significantly reducing workload for controllers while improving safety and compliance for drone operators.

DF: We are at the starting point for deploying U-space in Europe. A lot is still to be studied, evaluated, demonstrated and deployed. D-flight is continuously working together with other key stakeholders to develop and improve solutions to provide best in class services to drone operators.

An Airways air traffic controller uses the AirShare Airspace Manager tool to manage drone traffic in the control zone AIRWAYS INTERNATIONAL

Industries in motion

Claudia Bacco and Thomas Neubauer, CEO of Dimetor consider the opportunity for telecoms and aviation to work together

Will telecoms take the lead in ensuring safe drone flight?

The telecom and aviation industries are coming closer together, enabling scalable, automated and safe beyond-visual-line-of-sight (BVLOS) operations of drones. But what is the role of the telecoms, and why are they doing it?

Why drones need telecoms networks?

A drone can really only deliver 3 things: data, parcels/ goods and people. Focusing on data, the drone in essence is a remotely controlled sensor collecting data, processing some on board, and/or delivering the results to mission control, databases, etc. This includes flying the sensor in a safe/controlled manner and transferring the application data.

Both require a scalable, secure, trusted, proven, low cost, low energy, low weight/size technology and digital infrastructure that is widely available in the lower airspace. Such infrastructure exists, it is called 4G and 5G cellular networks. Drones are running like “application layers” (for critical and non-critical requirements) on top. But telecoms can also deliver data that is critical for safe drone telecom operations! Aviation requires a pilot in command. For remote operation that means there is a need to know where in the airspace sufficient connectivity for “command and control (C2)” exists and where it does not. Telcos can provide this “dynamic airspace connectivity data”, to satisfy so called OSO#13 requirements in SORA, the specific operations risk assessment.

Also, any given drone is only allowed to fly over a certain number of people on the ground. Cellular networks know how many people are present and where they are, so that the dynamic ground risk can be assessed, as required in drone regulation. Similarly, alternative and GPS independent positioning information can be determined by the 4G/5G networks.

Why telecoms need drones?

As mentioned above, delivering data in a wireless manner from A to B is clearly a core business for telecoms. Therefore, mobile network operators are not just providing the “infrastructure as a service” to enable safe drone operations at scale, they are already moving up the value chain seeing drones as a business opportunity, a new industry segment they want to address. Some already deliver “platform as a service” solutions, some provide “end-to-end drone as a service” offerings including the entire drone operation. End customers just order the inspection service, and the telecoms are taking care of everything else. Thus, telecoms ensuring safe drone flights is not only a necessity for scalable operations, it is a huge business opportunity for the telecom themselves.

THOMAS NEUBAUER

Thomas Neubauer is Co-founder and CEO of Dimetor, a software company bridging the gap between telecoms and the aviation industry.

2025 is a key year for the use of drones TELEFÓNICA, MWC 2025

Telecoms and drones aren’t a question of if or when, it’s already happening Drones represent a new source of revenue for telecom operators. There’s a great deal of investment in their 4G/5G networks and the ability to further monetise those networks is always a priority when considering new business ventures. Hence, the outlook for 2025 to be a “key year for the use of drones” as stated by Telefónica at this year’s Mobile World Congress event (MWC).

Drone Nests

During the 2025 MWC event, Telefónica presented a new service to provide management of automated drone bases for the operation of autonomous drones. Drone bases (or nests) are automated stations designed to house, recharge and deploy drones autonomously, functioning as operational bases for the drones, allowing them to carry out both routine and ondemand operations without the need for direct human intervention. Think beyond-visual-line-of-sight (BVLOS). In addition to Telefónica providing a network of drones and their nests, the maintenance, management of flight permits to ensure compliance with all safety regulations and standards, and flight piloting and operation. Yes, you

read this correctly - the Spanish telecom is now also a drone operator, working in partnership with Nokia Drone Networks and Dimetor for the end-to-end solution. Maybe you wonder, what’s in it for them? The use of the 5G network is key to providing a greater flight range, a higher data capacity for possibly real-time transmission of videos during a drone mission, and low latency, which allows the drone to be controlled in real-time to quickly adapt to changes in its environment.

Swisscom is already on board

Swisscom, the telecommunications provider in Switzerland, is also partnering with Nokia Drone Networks and Dimetor to offer Swisscom Broadcast Drones-As-A-Service. The result is an infrastructure that is in development that includes up to 300 automated drone-in-a-box units. These can be used for industrial inspections and time-critical first responder operations by organisations who don’t have the need nor desire to own and manage their own drone fleet. All data gathered by the drones can be stored in Swisscom’s secure data storage facilities in Switzerland. Again leveraging the telecoms network infrastructure.

Not only Europe

On the other side of the world, you’ve got telecom giant KDDI investing in Skydio to create a disaster response network with 1,000 drones deployed around Japan, that can be on stand-by for disaster recovery efforts. Transmission of data gathered by the drones will occur over KDDI’s satellite and 5G networks.

This article only touches on a small sample of telecom activities in the drone space. You will definitely see this topic recurring in Global Airspace Radar’s coverage of drone innovation. One parting thought - artificial intelligence (AI) is integral in enabling these drones to function autonomously. Another topic to come.

BELOW: Dimetor Data Exchange - bridging the gap between telecommunications and drones DIMETOR

A towardsroadmapnew ATM services for AAM

Eve Air Mobility’s Dr Rob Weaver explains the next steps

The aviation industry is on the cusp of launching a new mode of transport to address the urban commuter challenge. Electric vertical take-off and landing (eVTOLs) are a new way to travel across the city, which will save the travelling public time with zero local emissions.

Passenger-carrying eVTOLs will initially be piloted using visual flight rules (VFR), but instrument flight rules (IFR) operations are expected soon after and uncrewed aircraft are actively being developed by the industry.

Key to the new Urban Air Mobility (UAM) vision is an increase in scale beyond current helicopter-based mobility. Operations and manufacturing are being planned at a scale much greater than helicopter operations.

eVTOL development is progressing rapidly, which is an important challenge to which the air traffic management (ATM) industry must respond. While an individual typecertified eVTOL aircraft will be able to fly under current air traffic control (ATC) arrangements, an evolution in urban ATM arrangements is

needed to enable efficient, reliable and scalable UAM services for the travelling public.

More broadly, the introduction and scaling of UAM in the urban environment will likely be a catalyst for change for all low-level airspace users, including traditional airspace users and drones.

UAM will lead to growth in urban aircraft operations’ operational tempo, density and complexity. There will be more flights with shorter turnaround times and less time for reaction. At the same time, we expect to see an increase in the need for drones to use the same airspace at times.

Within a particular urban environment, multiple eVTOL fleet operators and vertiport operators will collaborate to deliver passenger services. As part of delivering a dependable and cost-effective operation, it will be important to manage the unique performance capabilities of eVTOLs. The duration of holding and hovering needs to be limited to preserve energy and reduce delay.

The urban airspace will need to be carefully managed to support the integrated operation of UAM aircraft and other airspace users in low-level airspace, enabling the optimised performance and safety of operations.

At Eve, we are changing the way the world commutes

Consideration is needed across all ICAO Key Performance Areas: Safety, Security, Environment, Cost Effectiveness, Capacity, Flight Efficiency, Flexibility, Predictability, Access & Equity, Participation & Collaboration and Global Interoperability.

It is important to lay out a roadmap for how ATM services need to be improved in the short, medium and long-term to enable the industry’s success. eVTOL Original Equipment Manufacturers (OEMs), fleet operators, ATM service providers and ATM technology developers need a clear plan for how the services and technology will evolve to support UAM and other airspace users.

Like all aviation operations, UAM services will encounter delay and disruption from day one. This factor, combined with the need to minimise holding for electric aircraft, means that frameworks for flight planning and air traffic coordination across industry stakeholders will be needed from very early UAM services. Without them, operations will be unreliable and expensive, which may stall the launch of the industry.

After the industry has launched, more complex ATM frameworks and integrated services will be needed to enable scale. In some urban environments, the demand for scale may come relatively quickly, so this mediumterm challenge may exist before the end of the decade.

In the next decade, the UAM industry wants to introduce uncrewed passenger-carrying eVTOLs into the urban environment.

These aircraft will need to integrate with existing airspace users and piloted eVTOLs operating both VFR and IFR. Advanced traffic management services will be essential for this complex integration.

Eve Air Mobility (Eve) is dedicated to accelerating the UAM ecosystem. Benefitting from a start-up mindset, backed by Embraer’s 55-year history of aerospace expertise, and with a singular focus, the company is taking a holistic approach to progressing the UAM ecosystem, with an advanced eVTOL project, comprehensive aftermarket services and a unique air traffic management solution, Vector.

Eve is actively developing essential digital systems to enable urban air mobility to scale in volume. In October 2024, building on helicopter trials in the UK in 2023, Eve worked with Revo, an Advanced Air Mobility (AAM) platform in Brazil, to conduct an urban air traffic simulation in São Paulo, Latin America’s most populous city with 11.5 million inhabitants, where travellers spend an average of 2 hours and 47 minutes in traffic every day.

The simulation, which utilised Revo’s helicopters and Vector, took place at Revo’s operations control centre in São Paulo. In shadowing Revo’s helicopter operations, Vector simulated the management and tracking of eVTOL operations in an urban environment, applying the services necessary to respond to various scenarios, including delay on departure and to destination, airspace/weather constraints and in-flight deviation to alternate landing locations. The simulation focused on validating new traffic management services necessary for eVTOLs to conduct safe and reliable operations at entry into services and in high utilisation use cases at scale.

At Eve, we are changing the way the world commutes. We want to create new and more enjoyable ways of getting from point A to point B, replacing traffic stress with a seamless journey for everyone. For Eve, this includes addressing the crucial ATM challenges to ensure the success of UAM.

ROB WEAVER

Rob Weaver is the Urban ATM Global Business Development Lead for Eve Air Mobility, the Embraer-backed startup dedicated to accelerating the global UAM ecosystem.

TOP RIGHT: Eve Air Mobility and Revo conducted the first urban air traffic management simulation in São Paulo

THIS IMAGE: Simulation of future eVTOL flights over Sao Paulo with Eve’s aircraft operated by Revo.

Prismatic’s PHASA-35, a high-altitude, long-endurance stratospheric UAS, is a fixedwing aircraft with a 35-metre wingspan and a payload capacity of up to 15 kg. Its first stratospheric flight in 2023, reached an altitude of 66,386 feet and remained airborne for over 24 hours PRISMATIC LTD

A new frontier for aviation

Higher Airspace Operations opens new doors

Higher Airspace Operations (HAO) represent a new frontier for aviation that can provide significant societal benefits. For example, natural disasters can cause substantial damage to terrestrial telecommunications infrastructure, recovery can take weeks to months. However, in the case of critical communications infrastructure, users need service restored immediately. High Altitude Platform Systems (HAPS) can operate as part of a larger Non-Terrestrial Network (NTN) forming the critical near-space layer complementing terrestrial and Low Earth Orbit (LEO) and Geostationary Earth Orbit (GEO) constellations. HAO happens above the weather and airborne resources can be moved at will, enabling flexibility in the coverage area and providing network resilience.

Looking ahead at airspace access challenges

Demand for airspace access is expected to grow significantly in the next decade. The mix of aircraft types, performance characteristics and operational missions will be significant. This diverse collection of operations will present significant challenges to the systems and procedures used for traffic management as the operational scale increases and the diversity of vehicle performance grows.

Over the next twenty years, higher altitude operations will be a mix of civil and state aircraft conducting unmanned operations world-wide. These operations will have a diverse set of characteristics related to location and density of operations. The emergence of civil supersonic aircraft, combined with operations involving high-altitude balloons and ultra-long duration aircraft will add another dimension of diversity, namely vehicle performance. These unmanned and autonomous craft include lighter-than-air and fixed-wing aircraft that are hydrogen fueled or solar powered, as well as an evolving series of craft that do not fall neatly into one of those categories but combine aspects of both. They are safe, and environmentally friendly, floating above traditional passenger traffic and above traditional weather. However, they fly slowly and may have limited agility. Taken as a whole, this environment presents a challenge to safe and equitable management of air traffic, as well as a unique opportunity to gain experience on how managed autonomy can be adapted to greater aviation needs.

Activities are underway in regions across the globe with states developing their own approach to operations in higher altitude airspace. To effectively realise the economic and societal benefit of these operations, the stratospheric community needs a

The HAPS Alliance proposes a globally harmonised, crossborder, and integrated approach to HAO Traffic Management

globally recognised concept of operations and an agreed approach to safety. The HAPS community is collaborating through the HAPS Alliance, and other mechanisms, to provide such a cohesive vision by working with key regulators as together they define an achievable concept of operations (CONOPS) that allows for full utility of today’s autonomous aviation capabilities.

The HAPS Alliance

The HAPS Alliance’s primary aim is the continuous improvement of aviation safety. HAPS vehicles are driven by automation performing fleet management and providing machine-to-machine communication enabling collaborative conflict detection and resolution based on commonly agreed “rules of the road”. This very lowdensity environment provides an ideal environment for the aviation community to evolve new concepts of collaborative traffic management and understand the balance in human/machine teaming all while evolving the way we assess, measure, and mitigate risk.

In furtherance of these goals, the Alliance proposes a globally harmonised, cross-border, and integrated approach to HAO Traffic Management. This international vision for HAO, addresses the diverse needs of stakeholders across the globe including states, Air Navigation Service Providers (ANSPs), defence, industry, and new entrants. Solutions are capable of delivering global coverage and consistent capabilities, easily deployable to any world region without excessive delays or state-by-state duplication of investment.

Moving towards implementation

We envision an airspace structure and CONOPS that builds upon the FAA’s Upper Class E Airspace Traffic Management (ETM) and EUROCONTROL’s European Concept for Higher Airspace Operation (ECHO), while explicitly considering state sovereignty and national security. It introduces a standardised concept of “Cooperative Zones” (CZs) where operators cooperatively manage their operations. This federated architecture ensures system resiliency and allows for flexible and

scalable solutions to accommodate the diverse needs of HAO operations, including atypical intents, varying aircraft performance, and nuanced constraints.

The proposal also includes an interoperable framework of state-authorised Cooperative Zone publishing services supported by digital authentication, authorisation management, and authorisation verification. Also included are recommendations for a resilient and secure distributed architecture for safe and efficient integration of HAO into the global airspace.

Concepts introduced by the proposal have been recently evaluated in the NASA Ames Research Center Collaborative Environment (CE-1) simulation campaign successfully conducted in the summer of 2024. This test campaign demonstrated aspects of our proposed architecture as well as procedures and information exchange requirements for sharing vehicle telemetry and operational intent data for HAO. Future collaborative evaluations are planned to include a discovery and synchronisation service for HAO to enable shared situation awareness.

The HAPS community is global and diverse. The commonalities, however, offer an exclusive opportunity to reshape aviation’s future, to design fully collaborative airspace in a new way, using higher levels of automation. The principles advocated allow regulators and operators to evaluate this approach in a low-density, lower-risk environment and rapidly adjust best practices from lessons learned.

The mission of the HAPS Alliance is to unlock the stratosphere to enhance connectivity and sensing services for civilian and government applications globally.

Since 2021, SCEYE has been achieving industry firsts related to internet connectivity from the stratosphere, high resolution mapping and renewable energy SCEYE

CONNECT

theCrossingthreshold of massive transformation

The Law of Air Navigation Services

Air Navigation Services (ANS) in their modern form after the Second World War have been in constant evolution, which was characterised by relatively slow and calculated steps and historically shaped by political considerations. The pace of development has been dictated by the safety criticality of the interests involved that required caution not to introduce new risks by implementing insufficiently reflected changes. These successive incremental steps have nevertheless significantly changed the features of the industry over the past decades.

Four key elements driving transformation

The ANS industry now stands on the threshold of a massive transformation, driven by forces that differ significantly from those that have shaped the industry so far. The developments ahead will be determined by technology, which evolves independently from political decisions and at a much faster pace, with four key elements:

• Digital technologies will lead to the virtualisation of the ANS infrastructure and to the generalisation of operating models such as remote facilities that geographically decouple the infrastructure from the airspace sectors they serve.

• Unmanned aviation is irrevocably changing the features of aircraft operations, technological developments will also challenge the still largely taboo of automation of Air Traffic Management (ATM) processes, forcing the realisation that the limitations of automated solutions are no longer of technical but much more of social and psychological nature.

• The opportunities offered by technology will require a new understanding of the very definition of an ANS Provider, who will come to rely less on their own infrastructures and to increasingly use global infrastructures for communication, navigation,

Why I wrote the book?

“I noticed a significant gap in aviation literature - while detailed legal analyses exist for most other aviation sectors, Air Navigation Services lacked comprehensive legal coverage. Additionally, I wanted to transform the extensive documentation collected throughout my 40-year career into a structured resource that I hope would benefit the aviation legal community.”

surveillance and the services offered by specialised aeronautical data suppliers.

• All such developments combined will introduce opportunities for competitive practices that were little used in the current environment.

Global infrastructure without perceptible borders in the sky

Whereas the emerging ANS environment looks strikingly different from the current landscape, past and future developments share a common requirement: the need for international cooperation. ANS are not an end in themselves. A key purpose of the Chicago Convention is to achieve a global aeronautical infrastructure that is cross-border and serves the international community. Among technology’s promises is the prospect of solutions ensuring States’ sovereign prerogatives while supporting cooperative and cross-border solutions necessary for achieving a global aeronautical infrastructure without perceptible borders in the sky.

About the author

Francis Schubert is the former Chief Corporate Office Skyguide and author of `The Law of Air Navigation Services`

The battle newfortalent

The Tomorrow’s Voices initiative was created to attract students and young professionals to the aviation and more specifically Air Traffic Management (ATM) industries

The initiatives inspire and support the next generation of professionals in aviation industries

Aviation industries are at the forefront of innovation and progress, and this spirit of advancement is calling out to the dynamic leaders shaping the skies of tomorrow. In this context, Tomorrow’s Voices was created as a collaborative initiative between CANSO, the SESAR Engage 2 project, and Firstfruits, aimed at inspiring and empowering the next generation of leaders in aviation.

Launched at Airspace World 2024 and returning for 2025, Tomorrow’s Voices is a key part of the Complete Air Traffic System (CATS) Global Council

initiative to foster a more inclusive and future-ready aviation community. Through panels, workshops, tours and interactive activities, the programme showcases emerging talent, explores career paths and identifies the competencies the industry needs from tomorrow’s workforce. This year’s programme is organised in collaboration with SESAR Engage 2, Firstfruits, and our sponsors: EUROCONTROL, Skyguide, CAAS and Viasat. Young professionals and students will be invited to take part, with travel expenses partially supported. CANSO is leading the initiative through the CATS Global Council. Firstfruits brings expertise in engaging

next-generation talent and Engage 2 aims to influence the future of ATM by building bridges between academia and industry. Engage 2’s activities include co-funding PhD programmes, supporting catalyst fund projects, organising hackathons and open days, and developing knowledge-sharing tools such as a Wiki and a matchmaking app to connect academia with the ATM ecosystem.

The Engage 2 matchmaking app, officially launching at Airspace World 2025, will include a description of possible careers and a list of relevant companies and university programmes in aviation, as well as job opportunities in the field and the possibility to get in touch with relevant stakeholders further enhancing industry-academia engagement.

Students and young professionals’ response to Tomorrow’s Voices 2024

Last year’s edition brought together students and young professionals, receiving very positive feedback from both participants and industry stakeholders. There was strong enthusiasm and active participation in Engage 2 activities. Eleven PhD applications were received, with seven successfully funded. The first Engage 2 hackathon gathered over 40 participants across 13 teams from various countries. Twelve Catalyst Fund project applications were submitted, with seven projects now underway.

Main challenges in attracting new talents in the ATM industry

One of the biggest challenges is a lack of awareness of the diverse career opportunities available in the ATM sector and the range of skillsets required. To assist students in understanding the various types of career paths and needed competences, Engage 2 has mapped more than 30 roles in ATM, highlighting not only technical roles but also opportunities in fields like psychology, design, and communications.

Another challenge is the under-representation of women in many of these roles. Engage 2 is addressing this through a sector-wide survey, an awareness

campaign targeting female participation from the university level, and broader outreach starting during early education.

Tomorrow’s Voices contributes by shining a spotlight on inclusive pathways, showcasing diverse talent, and creating more visible entry points into the industry.

Making the ATM industry more appealing to those considering a career in ATM

Tomorrow’s Voices was created precisely to make the aviation and ATM sectors more inclusive, engaging and appealing to young professionals. The 2025 programme will include:

• CEO Breakfast: An informal opportunity for young professionals to connect directly with aviation leaders and hear about their career journeys

• Thematic Panels and Workshops: Covering topics such as the future workforce, career pathways, nextgeneration aviation and diversity, equity and inclusion (DEI) in onboarding

• Inspirational Tours: Guided visits to selected exhibitor booths, designed to expose participants to real-world career opportunities, innovations and technologies across the aviation ecosystem. With the support of Engage 2 job cards, participants can personalise their tour based on their interests, gaining direct insight into the roles, skills, and operations that are shaping the future of the industry

• Scavenger Hunt: An interactive and playful way for participants to explore the Airspace World exhibition while learning about the sector and networking with peers.

These activities are designed to spark curiosity, build connections and offer practical guidance for navigating a career in aviation and ATM.

MICOL BISCOTTO

Micol Biscotto works at Deep Blue ltd as Head of the Grant Office, coordinating the Engage 2 SESAR Knowledge Network project and the EURail/SESAR Travel Wise project.

Forum of Next Generation Aviation Professionals CANSO

Next Generation Aviation Professionals at Airspace World 2024 CANSO

Transforming ATC Training

with AI-Powered Simulation and Specialised Training

Air Traffic Control (ATC) is one of aviation’s toughest jobs—demanding quick decisions, safety focus, and handling complex airspace. Top-tier training needs real-world scenarios, hands-on practice, and advanced AI simulation technology.

ATC simulators are an essential component of air traffic control training, offering a realistic and controlled environment where trainees can develop the necessary skills before stepping into live operations.

BELOW: Radio, flight plans and radar system of a radar simulator

Enhancing Training with AI-Driven Intelligence

Artificial Intelligence (AI) is revolutionising Air Traffic Controller (ATCO) training by making simulation exercises more efficient, adaptive, and data-driven. AI-powered simulators introduce several key benefits:

• Adaptive Learning Paths: AI continuously adjusts the difficulty and complexity of scenarios based on the trainee’s performance.

• Automated Voice Recognition: Controllers can interact with virtual pilots and automated systems, improving their communication skills in a realistic ATC environment.

• Performance Analytics and Feedback: AI-driven insights track progress, highlight areas of improvement, and provide targeted recommendations for skills development.

• Real-Time Scenario Adjustments: The simulator modifies traffic patterns dynamically, preparing controllers for unpredictable air traffic situations.

• AI-Enhanced Training Capacity: AI reduces the need for human pseudo-pilots, cutting operational costs while maintaining high training efficiency.

• Emotional Behavior Analysis: The AI system constantly analyses trainees’ emotional responses, stress levels, and cognitive load during training sessions, providing instructors with real-time advice on how to adapt their training methods and offer support.

ANSART: Innovation in Air Traffic Control Simulation

ANSART, a Netherlands-based company and leading innovator in advanced ATCO simulation development, is actively expanding its AI capabilities to revolutionise ATCO training. While not all AI features are fully deployed yet, the company is working diligently to deliver a comprehensive, intelligent training solution. This ongoing development ensures that ANSART remains at the forefront of simulation technology. By gradually integrating AI-driven tools, ANSART aims to enhance both the efficiency and realism of ATCO training and is glad to state that the following features have already been implemented in the ANSART ATCO Simulator, enhancing training realism and efficiency:

• Voice Detection: The system actively monitors the controller’s voice input, accurately distinguishing between silence, background noise, and valid ATC commands.

• Speech Recognition: Using advanced Advanced Speech Recognition (ASR), spoken instructions are transcribed and key elements like altitude, heading, speed, and callsigns are extracted

• Command Interpretation: Commands are matched against standard ATC phraseology and interpreted in real-time, based on the aircraft flight plan and situational context.

• Simulated Execution: The simulator updates aircraft behaviours accordingly, simulating realistic performance based on aircraft type and phase of flight.

• AI Pilot Response: A built-in text-to-speech engine generates realistic pilot replies using standard radiotelephony phraseology, with a variation in accent and readback style to enhance immersion.

• Audio Feedback: The synthesised pilot response is transmitted back to the controller as audio.

NELSO: Comprehensive ATCO Training Solutions

At NELSO, a Spain-based company, trainees receive top-tier air traffic control training powered by highend simulation technology. By integrating ANSART’s advanced simulators into its programs, NELSO ensures that students gain hands-on experience with cuttingedge solutions that enhance learning outcomes. Whether they are starting their ATC journey or looking for ways to advance their skills, NELSO offers structured courses—designed to meet international standards—that blend traditional expertise with innovative applications, preparing trainees for real-world operational demands. These include:

• Full ATC Rating Courses covering Tower, Approach, and Area operations.

• Modular Training for those focussing on specific areas such as Tower, Approach, or Area control.

• Specialised Training, including: Instructor Training (OJTI/STDI) to develop on-the-job training instructors.

Evaluator Training for ATCO assessors.

ATC Refresher Training to maintain and enhance controllers’ proficiency.

ENAIRE Selection Preparation Course, a tailored program for EU nationals with ICAO Level 6 Spanish proficiency, designed to maximise candidates’ success in one of Europe’s most competitive ATC selection processes.

Why Choose NELSO?

For aviation authorities, Air Navigation Service Providers (ANSPs), and aspiring air traffic controllers, choosing NELSO means investing in a superior training experience backed by cutting-edge technology and world-class expertise.

• Industry-Recognised Training Programs: the courses meet ICAO, EUROCONTROL, and/or EASA frameworks.

• Flexible and Customisable Training Options: the courses are tailored to individual and organisational requirements.

• State-of-the-Art Training Facilities: equipped with the latest ANSART simulators.

• All-Inclusive Premium Training in Exclusive Locations: NELSO offers world-class training at its locations in Spain: Madrid and Las Palmas de Gran Canaria.

• All-in-One Training Packages: NELSO provides comprehensive packages that include airport transfers, comfortable accommodations, and a variety of entertainment and leisure activities to enhance the overall experience.

• International Connectivity: Convenient access for students from around the world.

The Future of ATC Training Starts Here

With AI-powered simulation and top-tier instruction, ANSART and NELSO are transforming air traffic control training. Whether you are an aspiring controller or an aviation organisation seeking the most advanced training solutions, this partnership offers the perfect pathway to success in the demanding world of air traffic management.

Contact us today and discover how ANSART & NELSO can advance your air traffic control career! www.ansart.nl • www.nelsoformacion.com

A trainee controller in an ANSART tower simulator

Just Culture in European Aviation

Dr Maria Kovacova takes us on the journey to implementation

Over the past decade, Just Culture has become a key element of safety management in European aviation. The concept is simple: individuals should be able to report mistakes and safety concerns without fear of punishment. At the same time, there must still be accountability for reckless or intentional actions. Keeping the right balance is challenging.

The path to Just Culture

To ensure that reporters are protected, in 2014 the EU established Regulation1 which outlines the legal framework for reporting systems collecting and managing safety data. Meanwhile, as trust built between the industry and the legal system, EUROCONTROL’s Just Culture Task Force (ECTL JCTF) took action. Their Prosecutor-Expert Course, created in 2012, aimed to provide legal professionals with an understanding of the daily operations in aviation. The primary goal was to comprehend the nuances of real-world operations and prevent unfair prosecution of frontline staff after incidents occur.

Also in 2016, the European Corporate Just Culture Declaration was signed, marking a significant commitment to fair and open reporting across all airlines, Air Navigation Service Providers (ANSPs), airports, and regulatory bodies. On paper, this appears to be a major success. However, the real question is not about “What?” but about “How?” it is implemented. Unfortunately, significant differences exist among various stakeholders in aviation.

Implementation varies

The aviation industry consists of various organisations working side-by-side. Each plays a role in maintaining flight safety, but not all apply the same Just Culture principles consistently. For instance, if a ground handler damages an aircraft, will they feel encouraged to report it, or will they fear potential job loss? The answer relies heavily on each organisation’s approach to Safety and Just Culture. The study2 by the Dutch National Aerospace Laboratory revealed that ground handling staff often hesitate to report mistakes. This finding was highlighted in the EASA Notice of Proposed Amendment (NPA)3, where it stated: “Lack of Just Culture in the handling sector”. This raises the question: How do airports maintain an overview of safety concerns and events within their operations?

ATC tower

ROB VESSEUR/ UNSPLASH

Air traffic controllers also express concerns regarding Just Culture, particularly about the risk of criminal prosecution. In ANSPs, the maturity level of Just Culture is generally high. In collaboration with ECTL JCTF, they have signed agreements between judiciary and legal authorities and/or organisations, to ensure fair treatment of air traffic controllers in the event of safety incidents.

Just Culture in Europe

However, not every country has such agreements in place. Just Culture is also a part of key performance indicators of ANSPs, which EASA monitors on an annual basis. Over the past 15 years, EUROCONTROL has organised successful conferences, trainings, surveys, and workshops focusing on Safety and Just Culture. But has it been enough? Most ANSPs in Europe are state-owned organisations, and their top management often reflects the current political landscape in each Member State. Do new top management teams continue to pursue the established Just Culture pathway? Are they receiving adequate training in safety with a focus on Just Culture, especially if they lack education or experience in aviation?

What about Airspace Users?

The implementation of Just Culture within airlines varies significantly. While many have incorporated its principles into their Safety Management Systems (SMS), the depth of this implementation differs. Factors such as leadership attitudes, corporate priorities, and historical management of reports heavily influence the effectiveness of Just Culture within airlines. In 2024, AeroSafety Analytics distributed a questionnaire to airlines across Europe, focusing on the level of Just Culture implementation. Alarmingly, 25% of airlines, cargo and business aviation, have not yet adopted Just Culture and continue to rely solely on conventional organisational management. Additionally, the study4 presented at the 34th Conference of the European Association for Aviation Psychology further emphasises these concerns. It revealed that in Europe, 51% of pilots do not report “small” safety events to avoid potential reprisals from the voluntary reporting system. How are technical and maintenance staff included? In cases of Integrated

Management Systems (IMS) or organisational management, how is Just Culture integrated and practiced? Recently, a new stakeholder has emerged in European aviation: Unmanned Aerial Vehicle (UAV) service providers. The rapid expansion of UAV operations introduces new challenges for Just Culture. Unlike traditional aviation stakeholders, many UAV operators come from non-aviation backgrounds and may lack an understanding of safety culture. As drone operations become more frequent, it is essential to ensure that occurrence reporting, analysis, and learning processes are integrated into this sector. EASA has initiated the development of safety frameworks for UAV operations, but establishing a Just Culture mindset in this emerging industry requires ongoing effort and education.

Common practices

Despite progress, a unified approach to Just Culture across European aviation remains an ambitious goal. EASA’s role in ensuring that safety standards achieve a common level of maturity across all aviation domains is crucial. Just Culture is not simply a policy to be implemented and forgotten; it is a practice, a conversation, and a commitment. As the aviation industry continues to evolve, maintaining an environment where safety and accountability co-exist harmoniously is essential.

DR MARIA KOVACOVA

Dr Maria Kovacova is an aviation safety enthusiast contributing to safety areas such as Just Culture, safety management gap analysis and proposals for safety improvements.

AEROSAFETY ANALYTICS

With 20 years of experience in aviation, working within the Air Traffic Management global domain to provide expert support to those within or linked to the aviation industry, to promote individual safety, quality and business needs.

1 REGULATION (EU) No 376/2014 of the EUROPEAN PARLIAMENT and of the COUNCIL on the reporting, analysis and follow-up of occurrences in civil aviation. 2 NLR-TR-2010-431 Just culture and human factors training in ground service providers. 3 EASA Notice of Proposed Amendment report (2023-106 as per Article 76(1) of Regulation (EU) 2018/1139). 4 K.J.McMurtrie and B.R.Ch. Molesworth (2022) – Confidence and Trust in the “Just Culture” Construct

Pilots in flight NAILLUL AUTAR/UNSPLASH

ABOVE: Aviation stakeholder mix AEROSAFETY ANALYTICS

Legal recording solved by experts

Legal recording systems stand out as a unique category. They do not enhance capacity, contribute to sustainable air traffic, or directly boost safety; rather, they facilitate learning from past incidents. Over the years, requirements have significantly evolved. The days of merely capturing raw radar data and voice communications are long gone. In modern air traffic control (ATC) systems, where air traffic controllers (ATCOs) interact with radar tracks and flight lists on screens, video recording has become essential.

In certain instances, international regulations mandate the recording of ambient voices. Depending on safety assessments, it may also be necessary to capture keyboard and mouse actions, along with other channels. Just as no two air traffic management (ATM) systems are identical, neither are two recording systems. Variations in screen sizes, resolutions, video formats, the number of channels, and replay stations make each implementation unique.

When contemplating the purchase of a recording system, Air Navigation Service Providers (ANSPs) should evaluate the entire life cycle of the system. Key considerations include procurement costs, potential licensing fees for individual replay stations, installation expenses, costs for recording additional stations, and how maintenance fees are calculated—whether per system, per recorded position, or globally across the ANSP. Determining the total cost of the system can be more complex than it appears.

Phoenix Recording Systems offers a comprehensive range of recording systems tailored to meet the needs of any ANSP, with prices that are fully transparent. The company specialises solely in recording, ensuring independence from ATM system providers to avoid any overlapping issues that could affect both the system being recorded and the recorders.

Based in the UK, Phoenix develops its hardware and software locally. This allows for swift adjustments to meet the needs of every ANSP, regardless of size. They don’t just provide solutions; they cultivate relationships, collaborating closely with customers to fulfill their specific requirements. The company listens closely to their customers and is committed to adding any additional features they require to enhance their use of the system to aid their investigations. These customisations can be implemented before installation to ensure optimal performance from the start.

Phoenix takes pride in its transparent pricing policy, free from hidden fees. Over the past decade, the company has successfully installed recording systems at various airports across the UK and in Hong Kong.

If issues arise, customers can directly connect with a real support person who works right alongside the development teams.

Begin your journey toward seamlessly running a recording system by visiting https://www.phoenixrecordingsystems.com/ or contacting Pamela Kirkpatrick at PamelaKirkpatrick@phoenixrecordingsystems.com

All Veristore recording systems:

• Fully comply with the latest International Standards

• Utilize COTS technology with Linux OS

• Offer 100% redundancy for all data sources

• Are modular in concept, making them easy to expand or upgrade

• Provide straightforward and intuitive replay and data impound

• Deliver accurate reconstructions of any scenario

• Include comprehensive status and alarm logs

• Feature a security hierarchy with password control